Wednesday, June 17, 2026
Technical Sessions
Historic Bridge Rehabilitation
IBC 26-72: Rehabilitation of the Historic Simon Kenton Memorial Bridge
Joshua Pudleiner, AECOM, Philadelphia, PA; Joseph Whelan, AECOM, Louisville, KY; Nick Kirn, AECOM, Philadelphia, PA; Ashley Graves, Kentucky Transportation Cabinet, Glasgow, KY; Benjamin Reeve, Structural Technologies / VSL, Fort Worth, TX
The Simon Kenton Memorial Bridge, constructed in 1931 is a suspension bridge with a main span of 1,060 ft. that spans the Ohio River and a historic landmark to both adjoining towns of Maysville, Kentucky and Aberdeen, Ohio. The bridge is owned and operated by the Kentucky Transportation Cabinet (KYTC).
In 2003 a major rehabilitation involving steel repairs, and a deck replacement was carried out, followed by wind lock and tower pin and link replacements in 2005. After critical suspender cable deterioration was noted in 2019, the bridge was temporarily closed and retrofitted, reopening in 2020. The Simon Kenton Bridge, now at the age of 95 years old, will require further rehabilitation and preservation strategies including full suspender rope replacement, cable band bolt replacement, handrope and stanchion post replacement, anchorage dehumidification, and miscellaneous steel and deck joint repairs.
As part of this project an internal main cable inspection was carried out along with a strength evaluation of the main cable. This inspection will serve as an initial benchmark of the cables’ condition.
The project, which started in the Spring of 2023, is anticipated to complete construction in 2027. The paper will present the project work including best practices to guide bridge owners who are considering the suspender rope replacement and connection detail modifications, as well as rehabilitation and improvements to suspension bridge elements.
IBC 26-73: Mitigation of Reinforcement Corrosion in a Historic Arch Bridge
Jeremy Smith, VCS Engineering, Inc., Tampa, FL; Natallia Shanahan, VCS Engineering, Inc., Tampa, FL
Bridge 603 is a historic bridge on the island of Oahu in the town of Haleiwa, Hawaii, that carries Kamehameha Highway across the mouth of the Anahulu Stream as it flows into Waialua Bay. This bridge was constructed in 1921, has two spans and is comprised of reinforced concrete twin arches with hangers that are encased in concrete. The bridge had undergone several rounds of patch repairs and was showing signs of concrete and steel deterioration, such as cracking, spalling and corrosion. The City and County of Honolulu, the bridge owner, wanted to include a cathodic protection (CP) system in the rehabilitation effort to improve the durability of the bridge. To understand the extent of active corrosion and collect data necessary for corrosion mitigation design, VCS performed a corrosion evaluation of the bridge which confirmed that chloride-induced corrosion was the primary cause of concrete deterioration.
Consequently, two types of Cathodic Protection systems were designed to mitigate reinforcement corrosion. Galvanic anodes were installed in patch repairs to mitigate the ring anode effect and ensure a durable concrete repair, and two-stage anodes were installed in areas of concrete that were actively corroding but the concrete had not yet delaminated. The innovative two-stage anodes deliver an initial charge to the reinforcement similar to an ICCP system to polarize the steel (Stage 1), after which they provide a maintenance amount of galvanic current sufficient to prevent corrosion (Stage2).
IBC 26-74: Rehabilitation of the Historic English Center Bridge
Frank Artmont, PhD, PE, Modjeski and Masters, Inc., Mechanicsburg, PA
The English Center Bridge, carrying State Route 4001 across Little Pine Creek in English Center, PA is a distinct example of a wrought iron eyebar chain suspension bridge with stiffening diagonal members. Originally built in 1891 and placed on the National Register of Historic Places in 1978, the bridge was in a poor state and was posted for reduced loads. In collaboration with the Pennsylvania Department of Transportation, Modjeski and Masters developed a feasibility report and rehabilitation plans for the bridge that adhered to sound bridge engineering practice and historical guidelines. The project required the rehabilitated structure to be disassembled, rehabilitated, and reassembled on the same alignment, while also being updated to support the heaviest emergency vehicle in the region. This new design load was nearly four times heavier than the original design load. The bridge components were completely disassembled, and all components were inspected and documented. All components were either rehabilitated or replaced with modern equivalents to preserve the bridge’s original appearance. Tension control bolts with button heads were used to replicate the look of the original rivets. This presentation will highlight key challenges and solutions during all phases of the project but will focus primarily on final design and construction.
IBC 26-75: The Rehabilitation of the Dunlap Creek Bridge: America’s First Cast Iron Bridge
Andrew Baumberger, GFT, Pittsburgh, PA
Brownsville, in southwest PA, historically served as a major transportation, industrial and marketplace hub. Unbeknownst to pedestrians or motorists traveling through there, or through the greater Pittsburgh area, the Dunlap Creek Bridge remains a hidden national gem. The bridge, completed in 1839, was the first all cast-iron bridge built in America.
Designed by Richard Delafield of the Army Corps of Engineers, “The Cast Iron Bridge”, as it is nicknamed, spans 80 feet using five rows of hollow elliptical tubular arched castings. A total of 250 castings, including 45 tube sections, were required to construct the entire bridge, which is supported by decorative masonry stone supports.
Over nearly 200 years, the bridge’s condition had deteriorated, and the original historic appearance stood obscured from view due to various rehabilitations. PennDOT District 12, along with the Pennsylvania State Historic Preservation Office, took the opportunity to restore the prominence of this structure and provide it with a true sense of place that it deserves.
To perform the rehabilitation, the structure was carefully disassembled, allowing each cast iron component to be blasted, cleaned, repaired, and painted in controlled environments. The unique design and construction style resulted in an intricate disassembly process. The existing sidewalks and their support components, added in the 1950s, have been removed, returning this historic gem to its original fashion. For the first time in nearly 75 years, pedestrians are able to view this masterpiece with the addition of a separate pedestrian bridge, which doubles as an observation platform.
Complex Design Session
IBC 26-76: Replacement of the Central Avenue Bridge over the Garden State Parkway
William Farrow III, Greenman-Pedersen, Inc., Bridgewater, NJ
The Garden State Parkway (Parkway) Interchange 145, located within the City of East Orange, Essex County, New Jersey, is a major urban interchange connecting two heavily traveled roadways (the Garden State Parkway and Interstate 280) and East Orange’s local road network. The interchange experiences traffic congestion due to its substandard roadway features, which, combined with a large traffic volume, result in crashes, lengthy queues, and poor levels of service. A major impediment to enhancing the interchange is the existing two-span bridge carrying Central Avenue over the Parkway. The central focus of this project is the replacement of the Central Avenue Bridge with a longer single-span structure. The Central Avenue Bridge is abutted by intersections at both approaches and carries several utilities. In addition, several utilities were supported on the structure, with a large underground gas main located adjacent and parallel to the structure, which required accommodation by the improvements. Due to the heavy vehicular traffic and the site constraints, a detailed maintenance and protection of the traffic sequence had to be developed to accommodate the needs of all stakeholders.
IBC 26-77: The Brent Spence Companion Bridge – Creation of an Innovative Gateway
AJ Cardini, AECOM, Boston, MA; Kyle McLemore, AECOM, Tampa, FL; Barry Chung, AECOM, Tampa, FL
A primary goal of the Brent Spence Bridge Corridor Project is to build a better regional network for I-75/71 through Cincinnati, Ohio, and Covington, Kentucky. A new double-decked bridge called the Brent Spence Companion Bridge (BSCB) will be built alongside the existing Brent Spence Bridge over the Ohio River to carry interstate traffic. Lead designer AECOM with contractor partner Walsh/Kokosing began work on this Progressive Design-Build project in 2023 under the direction of the Bi-State Management team (BSMT).
The BSCB will be a first-of-its-kind cable-stayed structure. While double-decked cable-stayed bridges have been built throughout the world, typically they rely on a truss where the lower chord supports the lower roadway and the upper chord supports the upper roadway, with stay-cables supporting the truss. The proposed BSCB is unique in that each level is supported by its own set of independent stay-cables. This eliminates the complex fabrication of a truss and allows the bridge superstructure to be constructed using only I-girder sections.
This presentation will discuss the design and engineering aspects of this unique structure. The design of the foundations, pylon towers, and pylon anchor boxes supporting two independent decks will be described along with the transition piers to the approach structures. The engineering of the superstructure will also be covered, including the design of the anchorages and floor system. An overview of the wind studies and hydraulics will be given. Finally, analytical work including the primary steel member redundancy analyses and construction sequence will be described.
IBC 26-78: Reshaping the Miami Skyline – The I395 Signature Bridge
Michael Zarrella, HDR, New York, NY; Alvaro Aranguren, HDR, Miami, FL; Michael Lamont, HDR, Olympia, WA; Jonathan Kestelman, HDR, New York, NY; Liam Tobin, HDR, New York, NY
The I395 Signature Bridge is currently under construction in downtown Miami and is reshaping the city skyline one arch at a time. The bridge, nicknamed the Fountain, consists of six arches meeting at a Center Pier, with the tallest standing over 330 ft above the ground making it the largest precast concrete segmental arch bridge in North America. Suspended from the six arches are two floating cast in place concrete box superstructures over 1,000 feet long which will support traffic in each direction and provide open park space below for the community to enjoy. The arches, constructed of post tensioned precast concrete segments, are designed to withstand biaxial bending due to the unsymmetrical stay cable arrangement and transient dynamic loads from Miami hurricane wind forces. Loads continue down the arches and into the cast in place starters, supported by massive footings, then into the ground through auger cast in place piles which also withstand the permanent lateral thrust imparted by the arches. In addition to presenting aspects of the design approach, the presentation will provide insight into the design services during construction of a complex bridge of this magnitude. The design team has worked closely with the contractor throughout construction, with a full-time on-site field presence starting early on. With four of the six arches now close to completion, the design coordination items key to progressing construction will be presented along with corresponding construction photos.
Bridge Design 3 Session
IBC 26-79: The Bellefonte Interchange: Substructure Design of Three Horizontally Curved-Girder Bridges
Nicholas Haraczy, PE, SAI Consulting Engineers, Inc., Pittsburgh, PA; Jason DeFlitch, P.E., SAI Consulting Engineers, Inc., Pittsburgh, PA; Ahmad Ahmadi, Ph.D., SAI Consulting Engineers, Inc., Pittsburgh, PA
The Bellefonte Interchange in Centre County, PA is a high-speed interchange project connecting Interstate 99 and Interstate 80 to eliminate the need to use SR 26 and stop-controlled intersections to access either highway. The interchange was a conventional bid build project, but the three horizontally curved girder structures in the project were design build. The three continuous multi-span curved steel plate girder bridges have structure lengths between 733′-0″ to 1018′-0″ with spans ranging from 138′-8″ to 225′-0″. Pier 4 of Bridge 7B is a 104′-0″ long steel box girder spanning over I-80.
The single column hammerhead piers are founded on spread footings keyed into rock or on piles while the Bridge 7B Pier 4 steel box girder is supported by two independent columns. Abutments are supported on piles through high embankment fills. A multi-fixed pier system is utilized to more evenly distribute horizontal loading. P-delta system analysis, accounting for varied pier stiffness, is considered in lieu of tributary load distribution or the AASHTO simplified amplification method for the loading and design of the pier columns. The hammerhead caps require strut and tie analysis.
Challenges discussed in this presentation include project specifications requiring footing design for vehicular crash loads, eccentric loading during phased redecking, and substructure system analysis. Local geology includes Karst rock requiring design consideration and acid producing rock. Coordination with the Contractor and Owner throughout the project informed design decisions and grouping details among the bridges for construction efficiency.
IBC 26-80: Design and Construction of the new Wellsburg Network Tied Arch Bridge over the Ohio River
Preston Vineyard, COWI, New York, NY
The Wellsburg Bridge project completes a new bridge crossing over the Ohio River to connect the cities of Wellsburg and Brilliant. The new bridge provides a key and reliable transportation link for northern West Virginia and eastern Ohio communities that will help foster economic growth for the region.
The slender and elegant steel network tied arch bridge has a span of 830ft, which is one the longest span tied arch bridges in the country. An arch bridge of this scale and type has numerous complexities, including bridge aerodynamic behavior, wind loading and designing with adequate system redundancy to avoid fracture critical members in the structure. The tied chords and end floor beams have been designed and detailed using system redundant details and are not considered fracture critical. The arch knuckle region is likely the most complex region on the structure. This region required significant design effort, including detailed 3D FEM modeling to evaluate the stress flow in the members.
As part of the alternative delivery method aimed at minimizing disturbances to river traffic, the arch span was constructed entirely offsite before being positioned on enormous barges that carried it 1 mile down the Ohio River to its permanent site for installation. After arriving at the piers, the 4,100-ton main span structure was lifted off the barges and placed on the approach girders 80 feet above the Ohio River.
This paper discusses the design, detailing and construction challenges of this long span network tied arch.
IBC 26-81: Opportunities for long span bridge replacements using concrete segmental
Gregg Freeby, PE, American Segmental Bridge Institute, Austin, TX
The 2025 National Bridge Inspection (NBI) data indicates that within the United States there are over 350 bridges in poor condition with main spans between 200 and 500 feet. It is highly likely that many of these bridges will require full replacement in the near future. Many of these bridges cross waterways presenting unique challenges to designers and contractors when executing a replacement. This presentation will use example projects to illustrate the unique advantages concrete segmental construction can provide for these types of projects where the site is constrained due to limited access to the lower waterway. These examples will include the previously constructed Wekiva Parkway project over the environmentally sensitive Wekiva River north of Orlando, Florida, the Marc Basnight Bridge in North Carolina, and the Lessner Bridge over the Lynn Haven Inlet, Virginia Beach, VA. These projects are examples of balanced cantilever construction using segments that are cast-in-place or precast. The presentation will cover the advantages and limitations for each type providing attendees with greater understanding of when concrete segmental makes a practical structure alternative and when cast-in-place might be a better option over precast. General information on the design and construction of these types of bridges will be provided. In addition, there will be a brief discussion on the overall durability of segmental bridges.
IBC 26-82: Design of the Charlotte Douglas International Airport South Crossfield Taxiway Bridge
Jake Sherman, PE, SE, WSP USA, Inc., Charlotte, NC; Michael Wagner, P.E.; Nick Smith, P.E.
Examines the unique challenges and solutions involved in designing taxiway bridges to accommodate the extreme live loads imposed by modern aircraft. Using the South Crossfield Taxiway Bridge at Charlotte Douglas International Airport as a case study, the session explores how the design team addressed requirements set forth by FAA, including aircraft live loading standards, safety area dimensions, and future fleet growth considerations. With load criteria determined through coordination with airport authorities, the bridge was engineered to support aircraft weighing up to 1.5 million pounds. Key design considerations include accommodating the expansive bridge width required for the Airplane Design Group V safety area, optimizing live load distribution, and integrating long-term maintenance strategies. FEA modeling and load analysis ensured the bridge could withstand repeated high-stress cycles and dynamic aircraft movements. Attendees will gain insights into the evolving standards and best practices in airfield infrastructure, focusing on the impact of aircraft loading on bridge safety, reliability, and long-term performance.
Special Topics Session
IBC 26-83: Innovative Friction Collar Technique to Remove a Deteriorated Truss Pin
Michael Marks, PE, EIC Group LLC, Fairfield, NJ; John Schroettner, P.E., Greenman-Pedersen, Inc, Bridgewater, NJ
The New Hope-Lambertville Bridge spanning the Delaware River is a 120-year-old, six-span, 1,000-foot-long pin-connected Pratt truss bridge built in 1904. An extensive rehabilitation project was undertaken by the owner, the Delaware River Joint Toll Bridge Commission, to repair various elements of the superstructure and substructure. During the rehabilitation work, a severely deteriorated pin was discovered that required replacement without compromising the bridge’s integrity or structural performance. This presentation explores this unique engineering challenge and the innovative solution that was developed. The bridge presented significant logistical and technical challenges due to its eyebar construction. Traditional replacement methods, such as shoring towers or supports to remove the load from the pin were not feasible due to the river below or would have required prolonged closures to traffic. To address this, EIC Group LLC working with Greenman-Pedersen, Inc, devised an innovative technique to safely and efficiently replace the pin: designing, fabricating and installing an assembly of structural steel plates surrounding the pin, known as a “friction collar”, to locally support and post-tension the eleven (11) eyebars converging at the location. This removed the load from the pin, allowing for its safe and efficient replacement without the need for shoring towers or other external supports.
IBC 26-84: Extending the Service Life of the Channel Five Bridge through Targeted Structural Rehabilitation and Corrosion Protection
Madison Lewis, Freyssinet, Inc., Sterling, VA
The Channel Five Bridge carries State Road 5 (US-1) across the Florida Keys, serving as a critical connection for residents, visitors, and commerce while maintaining a navigational channel for marine traffic. After decades of exposure to harsh coastal conditions, the structure required comprehensive rehabilitation to ensure its continued safety and durability.
Freyssinet, Inc. served as the general contractor for the Florida Department of Transportation (FDOT), executing a multi-year repair and protection program under the supervision of BCC Engineering. The scope included over 2,200 cubic feet of concrete restoration on columns, footers, and pier shafts; installation of cathodic protection jackets on 128 shafts, and application of a thermal spray aluminum (TSA) coating to enhance corrosion resistance.
To safely access submerged work zones, Freyssinet engineered custom platforms and scaffolding systems, enabling efficient underwater and partial-submersion operations. Precision jacking and bearing replacement were performed using proprietary synchronized lifting systems to maintain alignment and stability.
Despite environmental challenges and limited traffic windows along US-1, the project was delivered safely, on schedule, and with minimal disruption. The successful integration of advanced corrosion protection and structural repair methods has significantly extended the bridge’s service life and preserved a vital link across the Florida Keys.
IBC 26-85: North Wilkesboro Motor Speedway Pedestrian Bridge
Ricky Tipton, GFT, Asheville, NC; David Comaniciu, GFT
After decades off the NASCAR schedule, North Wilkesboro Motor Speedway hosted the 2024 All-Star Race, reigniting local pride. But a critical safety issue emerged: thousands of fans were crossing U.S. 421 via an older highway bridge without pedestrian accommodations.
With only six months to act, GFT (then Gannett Fleming) partnered with NCDOT and Wilkes County to design and deliver a single-span, prefabricated bowstring truss pedestrian bridge in time for the 2025 All-Star Race.
With thousands of fans pouring out of the speedway and facing the peril of crossing a four-lane freeway on a bridge with no pedestrian protections, GFT reframed the challenge as a race against time — to transform a hazard into a safe, iconic gateway before the next NASCAR All-Star weekend.
The team quickly evaluated concepts and advanced a single-span, prefabricated bowstring truss. This was a choice that avoided center supports over live traffic and enabled rapid off-site fabrication and streamlined installation.
The structure’s 16-foot clear width, full-height safety fencing, handrails, curbing, and debris-deterring panels deliver a purpose-built pedestrian experience for race-day surges while minimizing closures on U.S. 421. The span was set during an overnight shutdown in early April 2025, opening the bridge for the May 2025 NASCAR All-Star weekend.
Load Rating & Analysis 2 Session
IBC 26-86: Open Spandrel Arch Bridge: Refined modeling and strength analysis
Husam Hussein, GFT, Columbus, OH; Prajwol Hada, GFT, Columbus, OH
Quantifying the live load capacity of open-spandrel arch bridges presents significant challenges due to their complex geometry, variable cross sections, and the progressive deterioration of materials over time. Traditional evaluation practices often rely on simplified analysis and visual inspections, which can overlook the nuanced interaction between structural elements and the impact of localized damage. This study presents a refined structural analysis and load rating of the SUM-82 Bridge, a five-span open-spandrel reinforced concrete arch located in ODOT District 4/12. Originally constructed in 1931, the bridge is currently undergoing rehabilitation to address deterioration and restore serviceability.
A comprehensive three-dimensional finite element (FE) model was developed to simulate the global and local behavior of the arch ribs, spandrel columns, floorbeams, and box beam superstructure under combined dead, live loads and other loads. The analytical framework incorporated material degradation effects such as corrosion, section loss, and reduced confinement due to cracking and bar exposure. Advanced analytical methods, including moment-curvature analysis for nonlinear sectional response and eigenvalue buckling analysis for column stability, were applied to capture realistic structural performance.
The results highlight the substantial influence of deterioration on load-carrying capacity and emphasize the importance of integrating detailed modeling into bridge evaluation. This refined approach improves the accuracy of load ratings, supports the prioritization of rehabilitation efforts, and enhances decision-making for old concrete arch structures. The methodology and findings demonstrate how advanced numerical modeling can extend the service life and safety of aging infrastructure while optimizing rehabilitation investments.
IBC 26-87: Load Rating of the Lofton Henderson Cantilevered Truss over the Black River
John Carey, Michael Baker International, Cleveland, OH; Ed Baznik, Michael Baker International, Cleveland, OH
The Lofton Henderson Bridge, a 1700’ cantilevered through truss over the Black River in Lorain, OH, has a rich history. Designed by famed Wilbur J. Watson & Associates and built by the American Bridge Company in 1939, the bridge underwent major rehabilitation in 1989 and was renamed after World War II hero and Lorain native, Lofton Henderson. The bridge carries State Route 611, serving as a crucial link for the city and region.
In 2024, Michael Baker International was contracted to perform a load rating of this bridge to support planning for an upcoming major rehabilitation. To preserve the historic integrity of the structure and avoid unnecessary load posting or rehabilitation, the team applied several advanced strategies. These included innovative modeling to quickly ascertain concurrent forces, a novel approach to fill plate development, and in-situ rivet testing. These results enabled the client, Ohio DOT, to make informed and effective decisions on extending the bridge’s service life during their rehabilitation.
IBC 26-88: Load Rating of a Concrete Arch Bridge Without Available Plans
Jacob Behnke, Collins Engineers, Inc, Chicago, IL; Jacob Dolas, Collins Engineers, Inc, Chicago, IL
Collins Engineers, Inc. has recently completed load ratings of two concrete arch bridges that lacked any record structure plans. The bridges, a 3-span arch in Great Lakes, IL and a historic single-span Luten-type arch in Gibraltar, MI, were constructed in the early twentieth century and have no available documentation of their original construction, design loading, or material data. Previous load ratings relied heavily on engineering judgement based on visual inspections, resulting in load postings.
To unlock the full potential of these assets, both bridges underwent a series of examinations, including field inspections, ground penetrating radar (GPR) surveys, coring, and material testing. The acquired data was used to refine the previous load ratings by adjusting assumptions which the analyses are sensitive to. This paper and presentation will explore each step of the process, emphasizing the nuances specific to concrete arches. Practical tips and tricks such as helpful AASHTO Manual for Bridge Evaluation (MBE) references and an exploration of effective methods of modeling arches in structural analysis programs will be provided and discussed. Ultimately, these insights will be synthesized into a repeatable process applicable to similar situations.
IBC 26-89: Comparison of Load Rating Methods for Complex Bridges: The Oceanic Bridge Case Study
Joseph Strafaci, PhD, French and Parrello Associates, Boston, MA
As bridge structures grow in geometric and analytical complexity, conventional load rating methods can produce results that diverge significantly from true system behavior. This study compares multiple load rating approaches, including a simplified line-girder analysis, a refined finite element (FE) modeling using Abaqus, and field load testing applied to the Oceanic Bridge in Monmouth County, New Jersey, a 2,500-foot complex structure that is posted for 15 tons and is in serious condition per NBIS standards. The objective of the project was to assess the degree to which current AASHTO and FHWA-recommended methods capture the global and localized response of a long-span, multi-girder, steel structure with complex boundary conditions.
Results demonstrated that simplified rating methods often underestimate reserve capacity, particularly in regions with load redistribution and secondary member interaction. Conversely, a refined Finite Element analysis calibrated with field inspection and testing data provided a more realistic measure of system performance, identifying critical elements that govern load posting decisions. The study also highlights the practical challenges in implementing advanced modeling, data resolution, boundary condition assumptions, and computational efficiency. Additionally, the project provided recommendations when refined methods are justified within agency policy frameworks.
The findings underscore the importance of integrating field data, engineering judgment, and modern analytical tools to produce more reliable ratings for aging and complex bridges. This work supports evolving federal and state practices aimed at balancing safety, cost, and operational continuity across the nation’s bridge inventory.
IBC 26-90: Load Rating of an Existing Steel Box Arch Rib Considering Local and Global Buckling Modes
Ryan Rapp, HNTB, Lake Mary, FL; Lawrence Rolwes, HNTB, Arlington, VA; Josh Phillips, HNTB, Arlington, VA
This paper presents the results of a supplemental load rating analysis for the main arch span of the Fort Henry Bridge, focusing on two previously under-addressed failure modes of the arch rib: local web buckling and lateral buckling between brace points. The arch rib is a built-up box section with discontinuous longitudinal stiffeners, a configuration not adequately addressed by current or historical design specifications. In addition, the lateral bracing at the portal segment of the rib lacks horizontal members, reducing its effectiveness in restraining lateral buckling.
A refined finite element analysis was conducted to evaluate these conditions. Local web buckling was assessed using both eigenvalue and nonlinear buckling analyses, with results indicating a limiting rib axial capacity well below the yield strength of the section. Lateral buckling was evaluated using a global model of the entire bridge to calculate effective length factors for rib segments near the portal and demonstrated a corresponding reduction in axial capacity compared with other portions of the rib.
The revised rib axial capacities, controlled by either lateral or local web buckling, were incorporated into the load rating analysis performed in accordance with AASHTO-MBE and the WVDOH Load Rating Manual using the LRFR method. The resulting rating factors for the HL-93 design vehicle and legal vehicles were found to be about 15 to 20 percent lower than those calculated in previous load ratings, primarily due to the more rigorous evaluation of rib buckling behavior.
IBC 26-91: Analysis and Rehabilitation of Roadway and Railway Masonry Arch Bridges
Brett Mattas, Michael Baker International, Zanesville, OH
Owners of masonry arch structures are tasked with inspecting, rating, maintaining, and supporting operations with only a limited number of qualified engineers that have experience with these structures. This presentation will discuss analysis methods, recent literature on masonry arch bridges, methods of data collection, common deterioration, and rehabilitation alternatives. Additionally, I will be discussing innovative technologies such as computational design and 3D scanning to supplement conventional tools to improve quality and efficiency when analyzing capacity of these structures.
Case studies, including both roadway and railway masonry arch structures, will be presented. Analysis level varied from simple in-plane frame models to 3D solid element finite element method with surface loads applied to include centrifugal and splitting effects. The level varied based on the state of the structure and scope of the project.
IBC 26-92: Estimating Live Load Distribution Factors from a Full-scale Field Load Testing of Existing IH 35 SB Throughway Structure
Ahmed Rageh, Volkert, Houston, TX; William Shekarchi, Volkert, Round Rock, TX
Due to the expansion of IH 35 near downtown Austin, the existing southbound elevated throughway structure is planned to carry one additional traffic lane from the original two-lane configuration temporarily for 3-5 years as required by traffic control plans. The existing structure was constructed in early 70s and was the first bridge in Texas to utilize inverted tee bent caps. The 1.3-milelong bridge consists of a total 81 spans, 61 single-column bents and 19 multi-column bents. A full-scale field load testing was conducted to evaluate the live load applied to the substructure by measuring the superstructure and substructure responses under applied testing load. The field testing results help to estimate an improved live load distribution factor (LLDF) for the superstructure spans by evaluating the end and intermediate diaphragm effect on the live load distribution. The test results were also compared to AASHTO LLDF equations for precast concrete girder configuration.
International Major Bridge Design and Construction Session
IBC 26-93: Galecopper Bridge: Safety Management and Replacement of Damaged Lock-Coil Cables
Mark Saliba, Freyssinet, Sterling, VA; Matthieu Guesdon
Corrosion damage in locked coil cables can pose a significant threat to the structural integrity of bridges worldwide. This paper presents a comprehensive analysis of the management of corrosion¬ related issues in the Galecopper bridge cables to ensure the structural safety of the bridge and discusses their implications for other bridges facing similar challenges. The study encompasses the detection, assessment, temporary strengthening and final re-placement of damaged strands.
Temporary strengthening measures were designed, constructed, and monitored, focusing on the most severely damaged strands, to allow time for the design and execution of permanent solutions. Such permanent solution in-volved the replacement of existing cables through the integration of a state-of-the-art system using a fire-protected parallel strand system together with high friction saddles. While the integration of a modern cable system in the existing structure was a challenge, replacement operations were a challenge on their own also. They required the design and testing of a robust de-tensioning system, the implementation of which into the existing structure has required extensive engineering.
The findings and lessons learned from the Galecopper Bridge case can serve as a reference for bridge engineers and managers facing similar challenges, contributing to the long-term safety and maintenance of critical infrastructure.
IBC 26-94: Kruunusillat; Design and construction of Finland’s Longest Bridge
Tom Osborne, Knight Architects, London, Greater London United Kingdom
In 2012, Knight Architects and WSP won an international design competition run by the city of Helsinki, entitled ‘Kruunusillat’ or ‘Crown Bridges’. The brief was to design a major new light rail crossing connecting the city centre with a new suburb of Laajasalo, enabling the development of a new waterside community. With construction now complete, it has become Finland’s longest and tallest bridge.
The 1.2km-long crossing features a 135m-tall, slender concrete diamond tower as its central feature. It supports 2x 250m cable-stayed spans and now forms an instantly recognisable symbol of this historic capital city.
This project has a 200 year design life, a significant increase from the typical 120 horizon. This, combined with the particularly challenging climate of Finland has created a variety of technical challenges which the team had to overcome in order to deliver an efficient, resilient crossing.
Unusually for a project of this scale, the bridge will be car-free – carrying only light rail, pedestrians and cyclists, and so it also promotes a modal-shift, forming a vital component of Helsinki’s future transportation aspirations.
As project architect from day one, Tom Osborne discusses the project’s journey from conception to construction.
IBC 26-95: Innovative Methods for Installing Steel Casings on Below-Grade Piers and Piles: Case Studies of Showa Bridge and Chidori Railway Overpass
Yoshinao Kurachi, Oriental Shiraishi Corporation, Koto-ku, Tokyo, Japan; Turner Arndt, Structural Technologies VSL, Manassas, VA; Fuji Hayashi, Structural Technologies VSL, Fort Worth, TX
Our presentation introduces innovative means and methods developed in Japan for installing steel casings around below-grade portions of existing piers and piles. These methods eliminate or minimize the need for extensive excavation, large cofferdams, or trestles, resulting in cost savings, reduced environmental impact, and less disruption to traffic and waterways. Two seismic retrofit projects illustrate their application: Showa Bridge and Chidori Railway Overpass.
Showa Bridge, spanning the Tenma River near Hiroshima Bay, was built in 1978 with five spans totaling 690 ft, six lanes, and a width of 85 ft. Its reinforced concrete piers (8 ft by 19 ft) lacked sufficient seismic capacity. Conventional cofferdams would have been excessively large, difficult to install under limited girder clearance, and would obstruct waterway capacity. To overcome these challenges, the innovative methods were deployed to install steel casings 20 ft high, with 6 ft submerged and an additional 7 ft below grade without cofferdams or excavation.
Chidori Railway Overpass in Shimane crosses both a railway and a roadway. Built in 1965, it is a short two-span bridge, 86 ft long and 25 ft wide. Existing steel piles (23.6 in diameter) required additional bending capacity, necessitating 26-ft-long steel casings with 25 ft positioned entirely below grade. Due to proximity to the railway, deep excavation was impractical. Instead, the retrofit used the same innovative methods, requiring only 4.3 ft of excavation to remove an existing pile cap at grade. Construction was completed without disrupting rail operations and with only one lane closed on the roadway.
IBC 26-96: The 1915 Canakkale bridge – the world’s longest suspension bridge
Jesper Pihl, COWI, Zeeland, Denmark
The 1915 Canakkale bridge is the world’s longest suspension bridge designed with a main span of 2023m. The Bridge is located about 200km southwest of Istanbul spanning the Strait of Canakkale that links the continents of Asia and Europe The bridge opened to traffic in March 2022.
The paper will describe the design and construction of the bridge and the engineering challenges that were faced through the design process. The bridge design features among others the 318m high steel towers that were built in record time, the innovative cable structure design that allowed the gravity-based anchor blocks to move further onshore for better soil conditions and the twin-box steel girder that secured the aerodynamic stability of the bridge deck.
Furthermore, the paper will describe the challenges to overcome during construction of the bridge and summarize the lessons learned from working on such a mega project.
IBC 26-97: The widening design of the twin viaducts over Hoxton Park Road and Wilson Road
Kenny Luu, SMEC, North Sydney, New South Wales, Australia; TC Lee, Jacobs, North Sydney, New South Wales, Australia
The M7-M12 Integration project aims to alleviate the current and future congestion on the M7 Motorway via the median widening of the 26km section of the existing motorway between Richmond Road and the M5 Interchange. The project features the widening of 41 existing bridges in a congested urban motorway environment.
The twin viaducts which carry the M7 Motorway over Hoxton Park Road and Wilson Road are the longest bridges on the project to be widened. The Southbound viaduct is 701m long whilst the Northbound viaduct is 637.5m long. Each viaduct comprises a 2.0 m deep single-cell precast segmental box girder with a varying top flange width between 11.69m and 14.64m.
The widening bridge comprises a pair of 1.525m deep pretensioned precast Super-T girders acting in composite with 225mm min thick cast in-situ slab, which is made integral with the existing box girder via a 600mm nom wide longitudinal closure strip.
The new piers were required to be staggered from the existing piers as the viaducts cross Hoxton Park Road and Wilson Road at high skews. This posed serious design challenges in the transverse direction, which were compounded by the lack of future widening provisions in the original design. Extensive finite element analysis was undertaken to ensure that the existing box girder is not adversely affected by the widening works.
The longitudinal closure strip was designed to enable construction under live traffic. Vibration monitoring and calibration were undertaken to ensure the traffic-induced vibration was within the acceptable limits.
IBC 26-98: The Bataan Cavite Interlink Bridge Project – Owners Perspective
Emil K. Sadain, CESO I, Department of Public Works & Highways, Philippines; Teresita V. Bauzon, CESO VI, Department of Public Works & Highways, Philippines; Marwan Nader Nader, PhD, PE, TYLin; James Duxbury, PE, TYLin; Dante Bautista, PE, TYLin
This paper presents Owners perspective on project development, funding, delivery strategies, and its anticipated transformative economic impact on the greater Manila Bay and regional connectivity. Funded under the Infrastructure Preparation and Innovation Facility (IPIF) through a technical assistance loan from the Asian Development Bank (ADB), the Bataan-Cavite Interlink Bridge (BCIB) Project reflects the Philippine government’s commitment to enhancing national transport infrastructure under its Build, Better, More (BBM) Infrastructure Program. The BCIB will cross Manila Bay and connect Barangay Alas-asin in Mariveles, Bataan, and Barangay Timalan, Naic, Cavite, reducing the current travel time between the provinces of Bataan and Cavite from five hours to 30 minutes or less and easing traffic congestion in the densely populated capital city of Manila.
The Department of Public Works and Highways (DPWH) oversees the BCIB, having adopted a design-bid
build approach for its delivery. DPWH selected TYLin, in association with Renardet S.A. and DCCD
Engineering Corporation, to undertake the Detailed Engineering Design (DED) and bid documentation for this high-profile project.
IBC 26-99: Design of the North & South Channel Cable Stayed Bridge of the Bataan Cavite Interlink Bridge Project
Marwan Nader, PhD, PE, TYLin; Hardik Patel, PE, SE, TYLin; Kevin Almer, PE, SE, TYLin; Sam Shi, PE, TYLin; George Baker, PE, TYLin
This paper delves into the structural engineering principles guiding the design of both cable-stayed bridges. The BCIB features two landmark cable-stayed bridges across Manila Bay’s primary navigational channels. The South Channel Bridge (SCB), between Corregidor Island and the Cavite shore, has a main span of 900 meters flanked by 450-meter back spans, totaling 1,800 meters with a 72.3-meter vertical clearance. Designed with an orthotropic box girder, its back spans are subdivided with intermediate piers for optimized deflection and load distribution.
The North Channel Bridge (NCB), linking Corregidor Island to the Bataan Peninsula, has a 400-meter main span and two 168-meter back spans. This 736-meter bridge incorporates a steel-concrete composite structure to address the unique demands of the channel.
Movable Bridge Design/ Rehab. Session
IBC 26-100: Replacement of Lifting Mechanism on 113 year old Railroad Bridge
James Hyland, GFT, Kansas City, MO; Daniel Gibson, L.G. Barcus and Sons, Inc., Kansas City, KS
Originally constructed in 1913 as a fixed-span structure, the KCT Highline Bridge was converted to a vertical lift bridge in 1960 by the U.S. Army Corps of Engineers to accommodate Kansas River flood events.
Following new hydraulic analyses from the U.S. Army Corps of Engineers related to levee improvements along the Kansas River, the bridge was required to lift over 17 feet—an increase of 10 feet from its original capacity—to maintain necessary flood protection. GFT explored multiple upgrade strategies, including complete replacement of the spans or towers. A detailed structural analysis confirmed the existing towers could be preserved and modified to accommodate a modern, heavy-duty lifting system.
GFT proposed a solution using Enerpac strand jacks, a technology typically used in temporary bridge applications. This approach offered a practical, cost-effective alternative to replacing the entire lift mechanism and allowed for the preservation of key historical bridge elements. Installation of the new jacking system required intricate tower modifications, international logistics coordination, and precision construction management—all completed while minimizing impact to ongoing rail service.
On March 21, 2025, the new system was successfully tested during a full commissioning lift. All three bridge spans—measuring a combined 732 feet and weighing a total of 16.8 million pounds—were raised simultaneously, completing the operation ahead of the scheduled 24-hour track outage window. With this modernization, the KCT Highline Bridge now provides enhanced flood resilience and dependable performance for one of Kansas City’s busiest rail corridors.
IBC 26-101: Emergency Repairs to the Bayou Dularge Bascule Bridge
Jonathan Eberle, AECOM, Mechanicsburg, PA; Haylye Brown, Louisiana Department of Transportation & Development, Baton Rouge, LA; Henry Fix, AECOM, Conshohocken, PA; Brett Canimore, AECOM, Conshohocken, PA; Tod Johnson, AECOM, San Antonio, TX
Constructed in 1975, the Louisiana DOTD Bayou Dularge bridge carries LA-315 over the Intracoastal Waterway in Houma, LA. The 150 ft main span is comprised of a pair of simple trunnion bascule girders which typically operate over 500 times monthly to allow for the passage of navigation traffic.
On July 28, 2025, AECOM was contacted by the Louisiana DOTD to share observations regarding the steel tower supporting the bascule leaves rocking in the direction of the bridge baseline during operation in addition to a failed anchor bolt supporting the northwest tower. Following the discussion, AECOM reviewed the plans and identified the failed anchor bolt as element normally in tension and subsequently recommended ceasing operation of the bridge until the issue could be further investigated. AECOM mobilized staff to perform a hands-on inspection of the bridge on August 12th which identified that in addition to the noted failed anchor bolt on the northwest tower, two of the remaining 3 anchors did not provide a positive response to hammer sounding. With the issue attributed to the anchor bolts, AECOM quickly developed a repair concept which allowed the DOTD to select a contractor and have them mobilized to begin work on August 25th. By working closely with the contractor and sequentially issuing construction plans, AECOM was able to prevent delays on critical path construction items. This paper will present the collaborative process which allowed the structure to reopen to vehicular traffic on October 1, 2025, only 7 weeks after the initial inspection.
IBC 26-102: I Street Vertical Lift Bridge Concept Development and Final Design
Todd Stephens, Modjeski and Masters, Inc., Mechanicsburg, PA; Kevin Johns, Modjeski and Masters, Inc., Mechanicsburg, PA
The new I Street Vertical Lift Bridge will span the Sacramento River connecting the cities of Sacramento and West Sacramento. The lift span will be a 308ft long, 112 ft wide, steel basket-handled network tied arch weighing over six million pounds. The towers will be reinforced concrete supported by drilled shafts capable of lifting the span 56ft over the 278ft navigable channel. This will be the first vertical lift network tied arch capable of carrying vehicular, bicycle, and pedestrian traffic. The cross section includes three travel lanes, two bike lanes, two sidewalks, two cantilevered overlooks and will be capable of supporting a future streetcar. A hybrid tower drive will be used to lift the bridge with most of the operating machinery located in the bottom of the pier. The operator’s house will be located off-structure and will be capable of remote operations. This paper will explain the concept development that led to the signature span selection and the final design of this unique structure.
IBC 26-103: The Conrail Point-No-Point Bridge Transformation: Replacing a Century-Old Swing Span with a Modern Bascule
Brian Hillhouse, PE, Genesis Structures, Kansas City, MO; Daniel Post, PE, George Harms Construction Company, Inc., Farmingdale, NJ; John Boschert, PE, SE, Genesis Structures, Kansas City, MO
The Conrail Point-No-Point (PNP) Bridge project involved replacing a 120-year-old swing span bridge with a new 162-foot-long bascule span bridge over the Passaic River in Newark, New Jersey. The fixed spans for the seven-span structure were erected adjacent to overhead power lines using conventional methods, including crane barges and a temporary work trestle. Erection of the nearly six-million-pound bascule span required a complex, carefully engineered approach that utilized temporary driven piles, falsework towers, and a heavy-lift derrick barge crane.
This paper and presentation will highlight the structural engineering for erection and temporary works and the erection planning and procedures implemented for construction to ensure the safe and precise installation of the bascule span. Particular emphasis will be placed on the modeling and stability evaluations performed during staged construction and on the development of unique erection sequences to manage heavy-lift geometry and load distribution.
The presentation will focus on several distinctive challenges, including milled-to-bear connections and extremely tight fabrication and erection tolerances. Upon completion, the new bascule bridge will significantly enhance Conrail’s operational efficiency by reducing river opening time from approximately 5 hours to just 5 minutes, enabling more frequent, higher-speed train traffic. The presentation will provide insight into the coordination, analysis, and construction techniques that enabled the successful delivery of one of the most technically demanding and operationally transformative bridge replacement projects in the region.
Pedestrian Bridges Session
IBC 26-104: Construction Engineering on the William Halton Parkway Twin Segmental Bridges
Ivan Liu, COWI North America, Tallahassee, FL
Two new twin segmental bridges over Sixteen Mile Creek within the Halton Region of Ontario Canada are being constructed as part of the William Halton Parkway extension project. These bridges employing a movable form traveler system for a cast-in-place segmental construction technique. Once completed, the bridges will span 280 meters over three spans and each host two lanes and pedestrian walkways, providing vital connectivity between Third Line and Neyagawa Boulevard for the growing Halton Region. Due to site restrictions for the piers, the two bridges do not have the usual balanced cantilevers between the three spans. Instead, one side of the West pier cantilever is extended, or unbalanced, by 8 segment lengths which led to the addition of a temporary stay tower and deck-level external cable anchoring system for the cantilever during construction. This presentation will focus on the construction means and methods by BOT Construction Group as well as COWI’s construction modifications and temporary work designs which supported BOT in the construction of these bridges within the strict project site and weather conditions.
IBC 26-105: Innovative Engineering Solutions for the Pattullo Bridge Replacement North Approach Erection
Pavlo Voitenko, COWI North America, Tallahassee, FL; Patrick Noble, COWI, Tallahassee, FL
The replacement of the Pattullo Bridge outside Vancouver, British Columbia, faced complex construction engineering challenges, particularly for the North Approach bridge. The North Approach consists of a two-span continuous structure with a 47m cantilever over the Fraser River for the connection to the cable stay main span. The superstructure is composed of steel plate girders varying in depth from 2.3m to 6.3m with a reinforced concrete deck and double composite behavior for the negative moment region of the cantilever. Comprehensive 3D staged construction analysis with SOFiSTiK allowed for the implementation of unique erection engineering solutions for field sections weighing up to 100 tones, including longitudinal and transverse balanced cantilever erection techniques to mitigate access limitations imposed by underlaying rail lines, utilities, roadways, and the river navigational channel. This paper will discuss the challenges and solutions utilized to successfully erect this complex structure.
IBC 26-106: Accelerated Bridge Construction for the McKinley Street Steel Network Tied Arch
Patrick Noble, COWI North America, Tallahassee, FL; Pavlo Voitenko, COWI, Tallahassee, FL
The new McKinley Street bridge in the City of Corona California was successfully constructed following an accelerated bridge construction methodology. The new bridge consists of a 300 foot long steel network tied arch with a reinforced concrete deck. The arch was successfully erected adjacent to its final position and transported into place with self propelled modular transporters (SPMTs). The bridge move path traversed over an adjacent roadway, buried utilities, the Arlington Flood Control channel and two BNSF mainline tracks in a single weekend closure. The move operation was completed with a first of its kind combination of SPMTs and incremental launching on skid tracks to limit the temporary works required during the move and to maintain the hydraulic opening of the flood control channel. This presentation will discuss the unique challenges and solutions associated with constructing this complex structure.
Workshops
W-07: Bridge Construction with FRP Composites — Today and Tomorrow
John Busel F.ACI, American Composites Manufacturers Association, Arlington, VA
W-08: FRP Reinforced Concrete – Proven Performance, Established Specifications, and Recent Project Recognition for Bridge Solutions
Danielle Kleinhans Ph.D., P.E., F.ACI, Mateenbar Composite Reinforcements, Concord, NC