Tuesday, June 6, 2017
ABC, Part 2
Tuesday, June 6; 2:00—5:00 p.m.
Room: Baltimore 3/4/5
IBC 17-49: Construction of Ecuador’s First Launched Steel Girder Bridge
Telmo Andres Sanchez, Ph.D., ADSTREN Cia. Ltda., Quito, Pichincha Ecuador; Mike LaViolette, HDR Engineering, Pittsburgh, PA; Mario Fiallo, RIPCONCIV Cia. Ltda., Quito, Pichincha Ecuador
This presentation demonstrates the implementation of the incremental launching method in the construction of a steel I-girder bridge in Ecuador. The presentation will include designer and contractor perspectives and will highlight how this approach will advance bridge construction in this challenging construction environment.
IBC 17-50: Fully Integral 2 Span Curved Girder Bridge Replacement in 72 days
Adam Stockin, WSP | Parsons Brinckerhoff, Manchester, NH; Rebekah Gaudreau, WSP | Parsons Brinckerhoff, Eliot, ME
This ABC project, which consisted of a 164’ – 2 span curved steel girder superstructure with integral abutments, was constructed in 72 days. The integral pier cap was prefabricated with portions of the superstructure and was supported on a single column utilizing an innovative grouted connection, which was supported on a mono-shaft. Due to the complex nature of the structural system, a 3D Hybrid Stiffness/Finite Element Model was required for design.
IBC 17-51: Bridges Designed for Disassembly: a Resilient and Sustainable ABC Solution
Sebastian Varela, Ph.D., Freese and Nichols Inc., Forth Worth, TX; Mehdi Saiidi, Ph.D., P.E., University of Nevada, Reno, NV.
A novel structural system was developed to allow bridges to remain fully operational after strong earthquakes and facilitate dismantling and reusing components when bridges reach the end of their useful lifetime. The new system is compatible with ABC and links the concepts of sustainability and resiliency, which intend to utilize natural resources more effectively while minimizing the impact of natural hazards. The investigation involved large-scale shake-table tests on bridge components and systems supplemented by analytical studies.
IBC 17-52: Accelerated Bridge Construction Using Innovative Materials, Designs and Construction Methods
Bijan Khaleghi, Washington State DOT, Tumwater, WA
Developing connections that can accommodate inelastic cyclic deformations and are readily constructible is the primary challenge for ABC in seismic regions. WSDOT has employed innovative bridge design and construction for the reconstruction of a three-span, precast post-tensioned, spliced tub girder bridge in Seattle, Washington. The bridge substructure consists of two intermediate piers utilizing shape memory alloy (SMA) along with engineered cementitious concrete (ECC) in plastic hinging regions of the columns.
IBC 17-53: Bridge Replacement, Route 10/Manhan River, East Hampton, Massachusetts, Utilizing Prestressed Precast Deck Bulb Tee Beams and Ultra High Performance Concrete (UHPC)
Paul White, P.E., P.Eng., LafargeHolcim, Chicago, IL
This replacement project, selected by the Massachusetts Department of Transportation’s Accelerated Bridge Construction Program employed the use of precast prestressed concrete deck bulb tee girders with integral deck slab and Ultra High Performance Concrete (UHPC) to connect the tee beam flanges. With the bridge near schools and on bus routes, the replacement of the bridge needed to be done with a majority of the work in summer months with school out. Although the bridge superstructure was installed in a few days (ABC), the foundation retrofits necessitated a total of five months to open the bridge to traffic.
Construction, Part 2
Tuesday, June 6; 2:00—5:00 p.m.
Room: Annapolis 1/2/3
IBC 17-54: East End Crossing: Optimizing Mainspan Erection Cycles
Shawn Woodruff, Parsons Corporation, Prospect, KY; Ben Soule, International Bridge Technologies, Inc., San Diego, CA; Doug VanSlambrook, Walsh Construction, Prospect, KY
The East End Crossing is a cable-stayed bridge near Louisville, Kentucky. The two-tower, three span structure has a 1,200’ mainspan, and two 540’ backspans. The project team pre-staged significant portions of the backspan, and optimized deck erection cycles during mainspan construction to remove operations from the critical path. Overlapping operations whenever possible was critical to meeting the construction schedule, and required close coordination between construction, engineering and the owner’s representatives.
IBC 17-55: East End Crossing: Backspan Girder Launching
Shawn Woodruff, Parsons Corporation, Prospect, KY; Jared Spaans, Janssen and Spaans Engineering, Inc., Indianapolis, IN; Doug VanSlambrook, Walsh Construction, Prospect, KY
Over several months in three major stages, the asymmetric, 1600-ton Indiana backspan steel grillage of the East End Crossing cable-stayed bridge was assembled and launched 775’ into permanent position over the Ohio River from an adjacent hillside. Temporary supports were used to guide and anchor the steel throughout the course of the launch. Extensive structural checks at each stage were performed to ensure stability and resistance of the permanent members.
IBC 17-56: Reconstruction Challenges of the Historic Georgia Street Reinforced Concrete Arch Bridge
Ebrahim AmiriHormozaki, Ph.D., P.E. and Nathan Johnson, Kleinfelder Inc., San Diego, CA
Thorough reconstruction was recently performed to address rehabilitation and retrofit needs for the historic 102-year-old Georgia Street Bridge and retaining walls. The bridge arch-ribs have three hinges with floating end spans supported on approximately 30’ tall anchor-block abutment walls. Adjacent retaining walls create an approximate 670’ long grade separated traveled way below the bridge. This paper focuses on construction, including the complex staging, unique materials, hydrodemolition, and a thorough discussion of lessons learned.
IBC 17-57: Route 37 EB over Barnegat Bay – Redecking of the Mathis Bridge
Rama Krishnagiri, P.E. and Steven Esposito, P.E., Parsons Brinckerhoff, Lawrenceville, NJ; George Kuhn, P.E., New Jersey DOT, Trenton, NJ; David Wallis, P.E., Jacobs, Clark, NJ
The presentation is on the construction aspects for a major rehabilitation of this 4860’ viaduct, including 176,000 square feet of precast Exodermic decking, 650 bearings, and a mechanical/electrical upgrade. The $60 million project replaces all decking while integrating scuppers, railings, lighting, and safetywalks into the prefabricated deck panels. We will discuss production rates, storage to alleviate creep and shrinkage, staging areas, high early strength closure pours, embedded conduit fittings, bearing replacement sequence, and field issues/solutions.
IBC 17-58: Advanced Materials & Complex Construction Methods on the Lesner Bridge Replacement Project
Robert Bennett, P.E., RS&H, Virginia Beach, VA
Efforts to advance quality standards and the use of high quality materials contribute to the sustainable 100-year design life of the twin, 1,575’ long precast segmental bridges comprising The City of Virginia Beach’s Lesner Bridge Replacement Project. Designed to utilize both span-by-span and cantilever erection methods, construction began on this locally administered project along Route 60 adjacent to the Chesapeake Bay in 2014 and is scheduled for completion in late 2017 or early 2018.
Design and Construction
Tuesday, June 6; 2:00—5:00 p.m.
Room: Woodrow A
IBC 17-59: Special Detailing for Staged Construction of a Continuous, Reverse Curved Bridge
Michael Liona and Rasmin Kharva, Hardesty and Hanover, LLC, New York, NY; Harold Fink, New York State DOT – Region 11, Long Island City, NY
Staged construction for curved steel girder bridges must consider additional stage related loading and eccentricity conditions. Our bridge dealt with complex geometry of being 7-span fully jointless, reverse curved (with tight 245’ radius), and employed a unique partial staging of two spans to minimize construction costs and impacts to the traveling public. We will cover the staging conditions analyzed to allow proper steel fit-up of a curved structure during construction, as well as the FEM developed.
IBC 17-60: Macdonald Bridge Redecking – Construction Engineering Project Status Update
Keith Kirkwood and Dusan Radojevic, COWI, North Vancouver, BC, Canada
The entire suspended superstructure of the Angus L. Macdonald Bridge in Halifax, Nova Scotia is being replaced during evening and weekend closures while traffic runs during the day. Deck segments were locally pre-fabricated and erected into the bridge segment by segment. Concurrently, the bridge deck was raised to allow larger ships to pass underneath. A dehumidification system is being installed on the main cables as each hanger is replaced. This presentation provides an update on the status of the project.
IBC 17-61: Ground Improvement at Approach Embankments of a Railroad Bridge
Suresh Gutta, Ph.D., P.E. and Sebastian Lobo-Guerrero, Ph.D., P.E., A.G.E.S., Inc., Canonsburg, PA; Taylor Towle, Menard USA, Carnegie, PA
For a railroad bridge over SR 19 in Pennsylvania, soft ground conditions were encountered at the proposed approaches. Full height abutments supported on driven piles were proposed for the abutments. Due to existing soft ground conditions, significant settlements were anticipated at the approaches. Overexcavation of soft material or preloading was not feasible due to contaminated soils and limited construction duration. CMCs were used to transfer the loads to the underlying dense layers and limit settlements.
IBC 17-62: Use of Horizontally Curved Precast Concrete U-Girders for Ramp Construction
Don Hammack, P.E., Dewberry Engineers, Orlando, FL; Ted Davidson, P.E., Parsons, Orlando, FL
A unique aspect of the SR 417 interchange was the use of horizontally curved, precast concrete U-girders for three of the ramp bridges. This was the first use of these girders in Florida, and the first standard delivery project in the United States to incorporate curved precast concrete U-girders as the primary design. This presentation will discuss general details of the interchange, analysis procedures used, and the lessons learned from the design and production process.
IBC 17-63: Design and Construction of a Mission Critical Bridge at Vandenberg Air Force Base
Anthony Sanchez, Ph.D., P.E., Gernot Komar and Robert Dameron, Moffatt & Nichol, San Diego, CA
The 13th Street Bridge at Vandenberg Air Force Base provides access for specialized space-launch transporter vehicles over the Santa Ynez River. Because the bridge is “Mission Critical” it must remain in service after major floods and earthquakes. An innovative approach was used to address multiple design challenges, and meet enhanced performance criteria. Deep mono-pile foundations address scour and liquefaction, and special detailing allows the piers and abutments to share seismic loads, which improves seismic performance.
Tuesday, June 6; 2:00—5:00 p.m.
Room: Woodrow B/C/D
IBC 17-64: Progressive Tower Foundations
Matt Baughman, COWI, Seattle, WA; T.J. (Steve) Zhu, COWI, North Vancouver, BC, Canada; John Finke, Jacobs, St. Louis, MO
The Abraham Lincoln Bridge is a 2106’ long, 101’ wide, 3-tower cable-stayed bridge over the Ohio River in Louisville, Kentucky. The winning solution for this Design-Build contract included an aggressive schedule and innovative foundation design for the bridge. The team faced many challenges during design and construction as a result of the choice to use a single line of large diameter drilled shafts for the tower foundations, including a unique retrofit of a deficient shaft.
IBC 17-65: Verification of Installation and Performance of ACIP Piles for Bridges
Morgan NeSmith, Berkel, Austell, GA
The DFI ACIP Pile Committee, in conjunction with the Florida DOT, completed an ACIP Pile installation monitoring and performance test program in late 2016 to advance the inclusion of ACIP piles in future specifications for bridges by state agencies. Piles of different diameters were installed for compression, tension and lateral testing, and one pile was extracted for visual inspection. This paper presents the pile installation, non-destructive testing and load test results of the program.
IBC 17-66: Saving a Bridge Foundation
Les Chernauskas, P.E., Geosciences Testing and Research, Inc., North Chelmsford, MA; Peter Connors, P.E., MassDOT, Boston, MA
Many bridge foundations are not reused. For a variety of reasons, it is easier to replace rather than reuse the bridge foundations. This presentation focuses on a project where existing pile foundations were reused. Pile resistances were estimated using the wave equation and compared to the factored pile loads determined from Group Analyses. Geofoam lightweight backfill was used to allow reusing the piles. Some piles were exposed, investigated and found to be in pristine condition.
IBC 17-67: Using Load Testing to Save Money and Time on Two Minneapolis Highway Projects
Matthew Glisson, Braun Intertec Corporation, St Louis, MO; Morgan Race, Ph.D., P.E., Braun Intertec Corporation, Lenexa, KS; Van Komurka, P.E., D.GE, F.ASCE, GRL Engineers, Inc., Cleveland, OH
The cost and time of performing design-phase load testing or altering the design based on load tests at the start of construction often inhibits load tests. Case histories of two transportation projects in the Minneapolis-St. Paul area demonstrate significant monetary and time savings that come from load testing before or at the start of construction. The I-35W Bridge project utilized a bi-directional load test to reduce shaft lengths, and the TH 610 Completion project employed high-strain dynamic testing to reduce costs and schedule.
IBC 17-68: Reducing Longitudinal Demands on Tall Bridge Piers with an Anchored Abutment
David S. Graham, P.E., Dan Brown and Associates, Sequatchie, TN; Gregory T. Hasbrouck, P.E., Parsons, Chicago, IL; Paul Axtell, P.E., D.GE, Dan Brown and Associates, Overland Park, KS; John Turner, Dan Brown and Associates, Laramie, WY
The Highway 53 relocation project in Virginia, Minnesota, includes a tall bridge across an iron ore mine pit. Longitudinal demands on the piers are reduced by resisting load through an anchored abutment and bracing the top of the piers through the superstructure. The combination of tieback tension and passive resistance allow the abutment to serve as an anchor point. This paper presents the key design considerations from both a geotechnical and structural engineering standpoint.
W-05: Drones, presented in 2 parts
Time: 2:00-5:00 PM
Room: Magnolia 1
Session 1: Drones – Regulation, technology and the future
Unmanned Aircraft Systems (UAS), popularly known as drones, are fast becoming an important tool in the construction industry, including the construction and inspection of bridges. This session will provide an introduction to drones, discuss the current regulatory framework governing the use of drones, and outline the research and innovation in UAS technologies. Regulations governing the commercial use of drones are rapidly evolving in the United States and around the world. This session will discuss the varied local, national and international regulatory landscape, safety and security concerns, current and potential litigation, and what you could do to be in compliance. Current research and potential innovations in the UAS industry will be discussed. The session will outline how drone technology is adapting to handle bridge inspection challenges. Near Earth Autonomy will demonstrate their solution to operate without GPS, which will help navigate safely around and within bridge structures. Research on automated drone inspection that will help enable full coverage of bridge structures, with precision surveys and comprehensive imagery will be presented.
Session 2: UAS – Case studies Bridge Inspections & Beyond
Utilizing drones in performing bridge inspections has garnered a great deal of attention in recent years. Several state agencies have initiated pilot programs to determine the practical use of this emerging technology for their inspection programs. The regulations involved have recently changed making the technology more viable. While field test results are generally positive, specific information on when and where a drone is effective remains limited. With this presentation, attendees will better understand the progression of FAA regulations, experience and lessons learned from drone inspection test projects with the state of Connecticut, the Delaware River and Bay Authority and the Rhode Island Turnpike and Bridge Authority, and scenarios where drone use may be practical based on type of structure, location, desired inspection results, efficiency, and time and cost feasibility.
Speakers: Sunu Pillai, Attorney, Saul Ewing LLP, Pittsburgh, PA; Michael Rondinelli, Director of Product Development, Near Earth Autonomy, Pittsburgh, PA; Matthew Sullivan, PE.; Esq., Aslam Siddiqui, PE., Michael Patenaude