Wednesday, October 21, 2020
ABC, Part 2
Time: 9:30 AM – 12:00 Noon
IBC 20-72: Temporary Bridge Slide Accelerates Interstate Construction in Minnesota
Joe Campbell, P.E., M.S.C.E., FHWA – Minnesota Division, St. Paul, MN
In 2019, MnDOT, executed a bridge replacement and pavement improvement project that incorporated the use of a unique accelerated bridge construction technique. The unique techniques was to implement the use of the technique of a bridge slide, but this was not the typical bridge slide of a new bridge into place, this was a bridge slide to take the 494/694 SB bridge on the original alignment and slide it to the east onto temporary piers and abutments were it will act as a temporary bridge to maintain the current interstate traffic capacity. This paper would highlight how this unique use of a construction bridge slide on the existing bridge structure to accelerate the project, limit traffic impact and reduce project costs.
IBC 20-73: Withdrawn
IBC 20-74: Using ABC to Widen America’s Longest Bridge – What’s Old is New
Christopher White, Volkert, Inc., Houston, TX
Using the latest ABC practices, a $60-million project was recently completed to install safety bays on America’s longest bridge, the Lake Pontchartrain Causeway in Louisiana. The project introduced six 1008’-long x 16’-wide safety (pullover) bays at six locations along both the northbound and southbound structures. The improvements were the product of owner, designer and contractor collaboration under a CMAR contract. With two lanes of traffic in each direction, no shoulders and over 40,000 vehicles a day, lane closures during construction were not feasible. Therefore, an all precast solution was developed –cylinder piles, pile caps and composite girder/slab deck units – with only cap to pile connections being cast-in- place. All erection was performed using barge-mounted cranes. Truly an innovative solution for the 21st century, or…. just history repeating itself. Within five years of the first prestressed concrete bridge in America (Walnut Lane in Philadelphia) being completed in 1951, a grand experiment involving the first use of 54”-dia. hollow cylinder piles and mass production techniques for bridge construction began on the original Lake Pontchartrain Causeway Bridge. The result was the construction of 24 MILES OF BRIDGE IN 14 MONTHS from when the first piles were driven on May 23, 1955. The bridge was constructed using all precast elements – cylinder piles, pile caps and composite girder/slab deck units – with only cap to pile connections being cast-in-place. Comparing modern-day ABC with construction of the original historical bridge demonstrates that imitation, not innovation, is sometimes the best “new” solution.
IBC 20-75: Using ABC Techniques Under Phased Construction
Thomas Anthony, P.E., The Markosky Engineering Group, Ligonier, PA; Nate Dwyer, Fay Construction, Pittsburgh, PA; Ronald Smithley, Hill International, Inc., Pittsburgh, PA; Gregory O’Hare, P.E., Port Authority of Allegheny County, Pittsburgh, PA; Mike Beresford, P.E., GAI Consultants, Homestead, PA
This presentation will examine the superstructure replacement of the East Busway Bridge over North Braddock Avenue. The structure is a shared bridge between the Port Authority and Norfolk Southern Railway and was originally a 3-span concrete encased steel beam bridge. The project adopted Accelerated Bridge Construction techniques for use in phased construction, which allowed bus traffic to be maintained at all times on this critical transit corridor. The rational behind the selection of the method used in Preliminary Engineering, which balanced cost, constructability and schedule concerns, will be reviewed. The selected alternate used precast concrete deck segments with rolled steel beams and included reconstruction of beam seats and end diaphragms with accelerated concrete mixes. In depth inspection with concrete sounding and testing was also performed to determine the extent of substructure repairs. Design criteria will be discussed, including consideration of segment transportation and erection, along with additional design challenges such as demolition and reconstruction limits of existing abutments. Perspectives from the contractor and the construction manager will be provided to review lessons learned including the need to account for deck segment finishes under phased construction and assessment of deterioration depth similar to PennDOT District 11-0 procedures when existing substructure units are reused. Suggestions on how to cost effectively adapt ABC techniques into more traditional project schedules will be offered.
IBC 20-76: Emergency Response to Route NJ 139WB Fire
Gregory Stolowski, P.E., Joseph Mumber, P.E., Alexandra Beyer, EIT, WSP USA, and Daniel Zaleski, P.E., WSP USA, Lawrenceville, NJ; Nart Appesh, New Jersey DOT, Mt. Arlington, NJ
Route NJ 139WB, 14th Street Viaduct over I-78WB (NJTP), Cole St. and Shared Assets, a vital link carrying outbound traffic from New York City via the Holland Tunnel, is a 9-span bridge carrying five lanes and shoulders to the NJ Turnpike and Route 1&9. The end spans are low- level short multi-girder spans consisting of longitudinal steel stringers framing into transverse steel pier cap cross beams. On Friday September 29th, 2017, a fire consumed the makeshift habitation and accumulated possessions of a vagrant living beneath the bridge, resulting in considerable damage to the existing superstructure including severe warping of steel members located in the 3 easternmost bridge spans. Emergency responses were necessary to quickly identify the fire damage and replace damaged members while maintaining traffic on this vital link. Stabilizing temporary supports were erected and the two left lanes of traffic were closed (the area over the fire), with temporary barriers at the edge of the shifted lanes. Upon inspection, multiple stringers, one pier cross beam, and the deck needed replacement. Many construction and fabrication challenges were addressed, including fit up of new steel members, temporary support design, temperature considerations, complicated connection designs, and cleaning and painting. A key aspect of the project’s success was coordination between NJDOT, the Port Authority of NY/NJ, the Engineer, the Contractor, and fabricators. Open communication allowed design, fabrication and construction to occur almost simultaneously. The structure was fully opened on Monday December 4th, 2017, and new security measures were installed to mitigate future fire risks.
Cable Stayed (Design & Construction)
Time: 9:30 AM – 12:00 Noon
IBC 20-36: Design of the Gordie Howe Bridge
Steven Stroh, Ph.D., P.E., S.E., P.Eng., AECOM, Tampa, FL; Zaher Yousif, M.Sc., P.Eng., Windsor-Detroit Bridge Authority, Windsor, ON, Canada
The Gordie Howe International Bridge is a new crossing of the Detroit River between Detroit, MI and Windsor, ON. The project includes the main bridge crossing the river, port of entry facilities on the US and Canadian sides and an interchange with I-75 on the US side and is being delivered as a Public Private Partnership. This paper will describe the design of the main bridge which is a cable stayed bridge with a 2,798-foot main span and is supported from towers 719 feet tall. The paper will address the concept development including choice of the final selected bridge design, the bridge statical system, the foundation comprised of large diameter drilled shafts, the tower design which is a concrete inverted Y-type, and the deck system which is a composite concrete and steel system. Special topics for such a long span bridge to be discussed include buckling analysis of the deck, aerodynamic investigations, tower stability considerations, stay cable design considerations. Also discussed are several special topics for this structure, including design for combination US and Canadian design requirements, redundancy design, durability design, special loading design requirements, and aesthetic design. The erection method will be presented including tower erection and superstructure erection. When completed, the Gordie Howe Bridge will be the longest cable stayed bridge in North America and will be the longest composite-deck cable stayed bridge in the world, and represents a step forward in cable stayed bridge design.
IBC 20-37: Withdrawn
IBC 20-38: Construction of the Tawatina LRT Bridge
Jerry Pfuntner, P.E., S.E., P.Eng., FINLEY Engineering Group, Tallahassee, FL
The presentation will focus on the construction engineering services provided for construction of this unique asymmetrical cable stayed/extradosed light rail transit bridge in Edmonton, Alberta. The interaction of Construction Engineer and Design Engineer are unique with cable stayed construction in order to balance the requirements for staged construction, superstructure geometry control, final stay forces and design requirements. Continuous interaction is required to successfully balance these demands throughout construction. This project is unique in that it also has difficult cold weather construction challenges that are present for a significant portion of the year. Construction within this environment requires knowledge of cold-weather concreting and its impact not only on construction, but also long term durability.
The FINLEY Engineering Group has developed a unique approach incorporating BrIM to assist with collaboration, visualization of the complex construction sequencing and developing solutions to the many challenges encountered in the complex project.
- Longitudinal and Transverse Analysis Requirements
- Cable Stayed Stressing
- Geometry Control
Bridge Integration Modeling (BrIM) and Construction Sequence Visualizations
- Construction Manual
- Temporary Works
- Design Verifications, Construction Loadings and Critical Sequences
- Visualization of Construction Sequences
- Equipment & Temporary Support Integration
- Lessons Learned
IBC 20-39: Withdrawn
IBC 20-40: Withdrawn
W09: Bridge Preservation and Repair using Ultra-High Performance Concrete (UHPC)
Zachary Haber, Ph.D., and Mark Leonard, P.E., Federal Highway Administration, McLean, VA
Time: 8:00 AM – 12:00 Noon
UHPC-based bridge preservation and repair (P&R) solutions can offer enhanced durability, resiliency, and life-cycle cost performance compared to some traditional P&R solutions. This workshop will present bridge engineering stakeholders with innovative P&R solutions that employ UHPC. The workshop will cover: introduction to UHPC; previous applications of UHPC in bridge engineering; select UHPC-based maintenance, repair, and strengthening solutions; and construction and inspection considerations.
W11: Wind Tunnel Testing of Long Span Bridges – Live demonstration in RWDI’s Largest Wind (Bridge) Tunnel
Dawn Porcellato, RWDI, Guelph, ON, Canada
Time: 10:00 – 11:30 AM
The objective of this workshop is to show bridge designers and owners what tests should be completed on long span bridges to verify the bridge design, construction method and bridge operation for safety and code compliance. Participants will learn about the types of bridge models used in wind tunnel testing and how the scaled models are designed and constructed so that their response to wind forces replicates the response of the real bridge. The testing methodology will be explained along with information that is obtained from wind tunnel tests. The live video feed from the wind tunnel will assist participants in their understanding of the importance and value of wind tunnel testing for bridges. This workshop will also illustrate how the information obtained from the bridge model tests can be used by designers to modify their designs to perform better in operation with less construction cost. In situations where potential issues are uncovered during testing, possible solutions will be shown and discussed. Participants will witness the same type of testing procedure RWDI clients see when they visit the wind tunnel.