F. Dave Zanetell, PE, PMP, m ASCE

2011 ASCE Structures Congress – Key Note

Mr. Zanetell will discuss cradle to grave management of the Hoover Dam Bypass including planning, design, construction, procurement, and risk management. The bypass included six overlapping civil contracts, construction of two interchanges, five miles of 4 lane highway, eight bridges, and 3.6 million cy earthwork. The centerpiece of the Hoover Dam Bypass is the Mike O’Callaghan – Pat Tillman Memorial Bridge. The 1,960 ft long bridge includes twin-rib concrete arches that are the longest of their type in the western hemisphere at 1,060 ft. The Bypass was completed under the original $240 million budget without dispute or claim.

Dave will share strategies for multiple agency organization and leadership, methods for structuring consultants and contractors interface with clearly defined roles / responsibilities including proactive risk management methodologies for integrating design and construction expertise on highly technical contracts.

The core message of this exhilarating project overview is that as industry leaders we must work together to alter our paradigms of engagement to meet contemporary challenges. That with a well understood vision and structured leadership, project outcomes will rise above individual and corporate bias. Our design and construction industries best and brightest can then apply their expertise to achieve quality results with budget fixity.

The New Colorado River Arch Bridge at Hoover Dam

David Goodyear, PE SE PEng Chief Engineer, Colorado River Bridge Sr. Vice President / Chief Bridge Engineer T.Y. Lin International Olympia, WA, USA

Abstract A project team of five US government agencies, lead by the Central Federal Lands office of the Federal Highway Administration (CFL-FHWA) developed a new highway bypass to the existing US93 roadway over Hoover Dam. The central feature of this project is a dramatic new concrete arch joining the setting of the historic Hoover Dam, spanning the Black Canyon between the States of Arizona and Nevada, USA. The bridge was constructed by a joint venture of Obayashi and PSM Mitsubishi. The 323 m arch is the 4th longest concrete arch in the world, and the longest in the North America. What makes the design distinctive is the combined use of steel and concrete in order to optimize construction and structural performance. The design is the first arch structure built on such a scale to combine a composite steel deck with a segmental concrete arch and spandrels. In addition, the design is unique in its use of steel sections for Vierendeel struts between twin concrete arch ribs – a feature that both speeds construction and adds ductility to the lateral framing system for seismic loads. The new bridge is a prominent feature within the Hoover Dam Historic District, sharing the view-shed with one of the most famous engineering landmarks in the US. The environmental document set a design goal to blend with both the Dam and Black Canyon by minimizing the height of the new bridge crossing on the horizon, both from the Dam and from a boater’s view on Lake Mead.

The typical design approach for a project of this significance would be to conduct an exhaustive type study of all candidate bridge types, carrying design to a level that would permit architectural and economic evaluations of each type. However, the Hoover Dam Bypass had been studied in one form or another for over 25 years. Therefore, the Client decided to rely on previous information developed for prior studies along with new information Hoover Dam Bridge - Final Design Solution developed by the design team in an initial Type Screening Process as a precursor to the type study. This Type Screening process was developed to consider policy-level criteria as a first test on bridge types that should proceed to a more formal type study. This disciplined approach to project delivery allowed the project to quickly focus on the most productive designs, and progress the project on a reliable delivery schedule.

This presentation will discuss the design development and project delivery process for this new signature bridge structure, and will include a summary of design and construction methods employed for the new bridge.

Manette Bridge Replacement

Anthony D. Messmer, P.E. S.E. Bridge Engineer Washington State Department of Transportation Bridge and Structures Office Post Office Box 47340 Olympia WA 98504-7340 360-705-7216

The Manette Bridge replacement project is currently replacing an 80-year-old bridge consisting of five truss main spans and eight plate girder approach spans across the Port Washington Narrow in Bremerton, Washington. The replacement bridge is 1,550 feet long, carrying two traffic lanes, two five-foot-wide shoulders, and one 12-foot-wide bike/pedestrian path. The new bridge is a continuous, prestressed/post-tensioned splice girder design, consisting of five typical 250-foot spans with end spans of 140 feet and 160 feet. The people of Manette, a neighborhood within the City of Bremerton, are very proud of the existing bridge and see it as one of the defining features of their community. That sense of community pride lead to a strong desire for an aesthetically pleasing replacement bridge. This resulted in a very unique spliced girder design.

This presentation will discuss the design of the spliced girders. In general, the Manette Bridge consists of prestressed hammerhead segments at the intermediate piers, drop-in segments spanning between the hammerhead segments, and drop in segments spanning between the end abutments and adjacent hammerhead segments. The Bridge’s precast spliced girder spans are the longest known with a truly parabolic, not chorded, profile along the soffit of the bottom flange. The presentation will discuss the unique post-tensioning layout and sequence, which is span-by- span, and staged to allow roadway deck slab placement in some spans before other spans are post-tensioned. More typically, continuous spliced girders are post-tensioned from expansion joint to expansion joint. The Manette Bridge spliced girders are continuous over the entire 1,550- foot bridge length, but each span is post-tensioning separately, resulting in opposing tendon anchorages in the center of the hammerhead segments at the intermediate piers. The design of the area of opposing anchorages within the prestressed hammerhead segments will be discussed. In addition, the design of the prestressed segments will be discussed, some weighing up to 306,000 lbs. and some of which were designed and constructed with bottom flange prestress strands that followed the parabolic curve of the bottom flange of the segment. Topics of discussion include the calculation of camber predictions and comparison to actual measured camber, and the effect of the parabolic prestress strands on the shear due to prestressing. Western Bridge Engineers’ Seminar September 25 – 28, 2011 Phoenix, AZ

Presentation Abstracts “Innovations in Bridge Engineering Chelsea Street Vertical Lift Drawbridge Erection”

Presenter: Jerry M. Pfuntner, P.E., Principal and Assistant Technical Director Professional Affiliation: Finley Engineering Group, Inc. (FINLEY) Phone Number: 850-894-1600 Email: [email protected]

ABSTRACT: The Chelsea Street Drawbridge is an existing single leaf bascule bridge which connects the cities of Boston and Chelsea, Massachusetts over the Chelsea Creek. The existing structure is being replaced with a vertical lift drawbridge due to the hazard to marine navigation posed by the existing structure as well as structural deficiencies. Through the use of modern construction techniques, the replacement of the movable bridge structure was executed while minimizing the impacts to the community.

The installation of the lift span truss was engineered as a pre- assembled bridge span constructed on land adjacent to the existing bridge. The upper tower sections of the bridge were also pre-assembled on the project and erected as single two-hundred ton column elements.

The innovations implemented through the use of modern construction methods and equipment during the construction of the Chelsea Street Drawbridge allowed the project construction team to reduce the risks to personnel while meeting project requirements. The Chelsea Street Bridge project involves the replacement of a an existing lift bridge with a 450 feet lift span utilizing a truss superstructure and will provide 175 feet of vertical clearance when raised.

The new vertical lift movable bridge will carry Chelsea Street over the Chelsea Creek between Boston and Chelsea. The new bridge and approach roadway will match the footprint of the existing bridge and will provide for four lanes of traffic (two in each direction) and two pedestrian sidewalks. Approach roadways will be reconstructed to meet existing local streets and a complete warning signal and gate system is included in the project.

As part of our construction engineering services for the Chelsea Street Bridge Replacement Project, FINLEY has developed an erection scheme for the new 450 feet long vertical lift bridge that allows the truss to be erected on-site and launched into its final position.

The launch sequence is particularly challenging as the vertical lift span truss must be in position and raised within 60 hours to re- open this critical navigational channel in the Chelsea River. FINLEY is designing the specialized launching equipment, temporary supports and launching geometry. The $125 million replacement bridge is scheduled to open in 2012.

Innovations in Bridge Engineering Chelsea Street Vertical Lift Drawbridge Erection 1

Innovative and Sustainable Bridge Solution Using Recycled Plastic Composites

Vijay Chandra, PE*: Senior VP, Director of Structures, PB Americas, Inc John S. Kim, Ph.D, PE: Supervising Bridge Engineer, PB Americas, Inc.

Deterioration of bridges in the United States has been well recognized. According to FHWA National Bridge Inventory, one third of nearly 600,000 U.S. highway bridges are classified as structurally deficient or functionally obsolete. Since majority of the bridges were built out of wood, steel or concrete, the same conventional materials have been used for bridge replacement or rehabilitation, imposing similar patterns of deterioration for the future. However to address recent emphasis on Durability, Sustainability, Accelerated Construction and green revolution, new advanced materials are entering the market.

Developed in conjunction with scientists at Rutgers University, a manufacturing company named Axion International was able to produce a thermoplastic composite material made of 100% recycled post consumer and industrial plastics that would otherwise be discarded into landfills. This environmental-friendly thermoplastic was first utilized for railroad crossties and recently extended its application to bridge and structural members.

In early 2009, the first bridges in the world made of recycled plastics to carry a 73 ton tank load were built at Fort Bragg in North Carolina. Virtually all bridge components including girders, pier caps, decking, railings and pilings are made out of the recycled plastics. The bridges were designed for HS25 and 73 ton M1 Abrams Tank. Convinced by the advancement in thermoplastic highway bridges, Fort Eustis in Virginia decided to utilize the material to replace two aged railroad timber bridges. The world’s first railroad bridges made out of this innovative and sustainable material with total lengths of 37.5 and 84 feet have been designed, constructed and test loaded to carry a Cooper E-60 and 260 kips alternate load. Detailed design process and discussion on this cost-effective and an environmentally superior solution will be presented in this paper. ______* denotes presenters. BENEFITS OF CONSTRUCTION MANAGEMENT AT RISK (CMAR) DELIVERY METHOD FOR THE CORDES JUNCTION TI PROJECT

By

David Benton P.E. and Lorena Piedrahita P.E.

ABSTRACT

The I-17/SR 69 Cordes Junction Interchange is a reconstruction project of an existing interchange and includes construction of seven new bridges (four AASHTO Girder and three PT Box Girder Bridges), and the removal of three existing bridges. ADOT elected to use the Construction Management at Risk (CMAR) delivery method for this project, which was the first federally funded CMAR project for ADOT. The CMAR delivery method entails a commitment by the construction manager to deliver the project within a guaranteed maximum price. Responsibilities of the construction manager include acting as a consultant to the owner in the development and design phases and as the general contractor during the construction phase.

This project was a great opportunity for HDR’s team of engineers along with the Arizona Department of Transportation to consult with the contractor to determine the most feasible solutions that encompassed both design and constructability issues. Having the knowledge of the Contractor during the design phase presented several opportunities for the team to ultimately save money.

Examples of the benefit of a CMAR project include:  Influences on the selection of bridge type with regards to overall construction phasing and maintenance of traffic.  Having the knowledge of the contractor’s means and methods provides excellent opportunity for incorporating construction detailing to help minimize RFI’s during construction.  Reconciling quantities and cost during design allows the client to have a better understanding of what will be included in the lump sum items, which translates to a better overall price.  Investigation of construction access – especially in environmentally sensitive areas.  Bridge constructability concerns with having access to set girders, or the use of falsework versus constructing on embankment fills. The Cordes Junction project utilized falsework for one PT Box Girder Bridge and embankment fills for the other two PT Box Girder Bridges based on discussions with the contractor.  Consultation with the contractor on material type and specifications helped eliminate some special provisions that would otherwise be provided.

Through this project, we have learned several applicable lessons with regard to contracts and provisions, construction versus demonstration, clear scope definitions, and the necessity to get industry input upfront. Substantial project benefits can be realized by engaging a contractor early and throughout the design phase to provide comments and recommendations that have the potential to reduce costs, improve constructability, and fast track the overall project schedule. These benefits are maximized when the contractor is involved in the earliest phases of conceptual design.

Phoenix, AZ September 25 – 28, 2011

The Western Bridge Engineers’ Seminar is seeking abstracts from owners, designers, researchers, producers, contractors and suppliers. Anticipated topics include:

Bridge Design & Construction Bridge Inspection & Preservation Bridge Management and Load Rating Innovations in Bridge Engineering Bridge Materials & Methods Bridge Hydraulics AASHTO Bridge Specifications: Issues & Resolutions Measuring Quality in Bridge Engineering Risk Management in Bridge Engineering

The final sessions will be determined based on the abstracts received.

PRESENTATION ABSTRACTS

Presentations will be 25 minutes in length.

PROPOSER Name: Lynn N. Iaquinta Professional Affiliation: Sr. Project Manager, HW Lochner, Inc. Phone Number: 503-269-4976 Email: [email protected]

PRESENTATION TITLE: Designing Bridges in Alternative Delivery: How to Adjust Your Process

PROPOSED FORMAT: Use Powerpoint for illustration and to summarize speaking points - Yes

ABSTRACT (500 words max): Alternative Delivery Methods are becoming more common particularly for the delivery of complex or large infrastructure projects. Each method creates different opportunities and challenges to bridge designers as they work with different members of the delivery team on more aggressive schedules. Structural engineers need to adjust the way they work to the realities of these different methods.

This presentation will do the following: • highlight the various methods : Design Build, CM/GC, Program Management and Public Private Partnership • discuss the differences in methods • share experiences from actual projects in 5 western states • give examples of effective techniques to make projects successful • give some guidance on the attributes of structural engineers that are successful in alternative delivery • share differences in actual design process and communications necessary to successfully deliver • provide details of the specific communications that need to occur to coordinate with contractors and other disciplines Phoenix, AZ September 25 – 28, 2011

The Western Bridge Engineers’ Seminar is seeking abstracts from owners, designers, researchers, producers, contractors and suppliers. Anticipated topics include:

 Bridge Design & Construction  Bridge Inspection & Preservation  Bridge Management and Load Rating  Innovations in Bridge Engineering  Bridge Materials & Methods  Bridge Hydraulics  AASHTO Bridge Specifications: Issues & Resolutions  Measuring Quality in Bridge Engineering  Risk Management in Bridge Engineering

The final sessions will be determined based on the abstracts received.

PRESENTATION ABSTRACTS

Presentations will be 25 minutes in length.

PROPOSER Name: Gary Karaboulad, P.E. Professional Affiliation: Kimley-Horn and Associates, Inc. Phone Number: (602) 371-4541 Email: [email protected]

Construction Management at Risk (CMAR) and Bridge Construction — PRESENTATION TITLE: Benefits and Value Added

PROPOSED FORMAT: Use Powerpoint for illustration and to summarize speaking points

ABSTRACT (500 words max): This presentation will describe in detail the many benefits and value utility bridge to carry the irrigation pipes across the future freeway, is added through the Construction Management at Risk (CMAR) a two-span precast AASHTO girder. method of project delivery by discussing a recent CMAR project, ADOT selected Kimley-Horn and Associates, Inc. as the designer the Arizona Department of Transportation (ADOT)’s SR 303L, and Sundt Construction Inc. as the contractor. Our presentation will Cactus, Waddell, and Bell Roads Intersection Improvements in highlight some of the major benefits of the CMAR method such as: Surprise, Arizona. This project was ADOT’s second CMAR project at the statewide level and their first project in the Phoenix area to 1. Owner chooses contractor based on qualifications, not low bid. utilize the CMAR method. 2. Contractor’s early involvement adds value and allows the con- tractor to provide practical solutions to constructability issues. The purpose of the project was to complete reconstruction of three 3. Proactively develops solutions to overcome existing obstacles crossroads (Bell Road, Cactus Road, and Waddell Road) at the in the project area. future Loop 303 prior to construction of the mainline. The project 4. Maintains agreed-upon project schedule. includes new construction of two bridges at the Bell Road cross- 5. Minimizes change orders during construction. ing. The main bridge, a single point urban intersection (SPUI), is a two-span concrete post-tensioned box beam; the second bridge, a Additional benefits will be discussed during the presentation.

El Charcon Pedestrian Bridge – Volunteering for Bridges to Prosperity

ABSTRACT Bridges to Prosperity (B2P) is a U.S. based non-profit organization that utilizes the skills and labor of volunteers and local communities to construct pedestrian bridges in Asian, African, Latin American and South American communities. Fighting poverty and improving overall living standards is at the core of its mission. B2P works to deliver practical knowledge and hands-on skills to the people of developing countries by working directly with community members to construct footbridges for the betterment of their community, as well as to empower the locals with sustainable skills and a sense of accomplishment. Footbridges provide several utilitarian benefits. They offer access that was not previously available or suitable, or was eliminated by war or natural forces. Crossing geographical barriers such as rivers or gorges allows people access to schools, hospitals and markets, all of which can improve the lives of the surrounding communities. With previous projects in countries such as Afghanistan, Kenya, El Salvador and Peru, B2P has developed a mission to bring a constructible bridge design to people with varying skills and cultures, and empower the poor communities with the confidence to learn new skills and accomplish their goals together. The examples brought forth will demonstrate the aspects of the bridge designs, the construction phases, and the sense of local involvement that is evident throughout all of the B2P projects. Through the experience of a group of U.S. engineers, who volunteered with B2P in El Charcon, El Salvador, this presentation will discuss the mission of Bridges to Prosperity, how their projects are developed and will provide an example of how a suspension footbridge with a 35-meter main span is constructed using primarily hand tools and local materials. In addition to the physical activities associated with the bridge construction, the effective organizational approach of B2P for these projects is a primary reason they are successful. How their approach is implemented, and how it is effective, will be part of our discussion.

Corresponding Authors Thomas R. Cooper, P.E. Brent L. Whitcomb Avery Bang Senior Engineering Manager Structure Engineer Director of Operations Parsons Brinckerhoff Parsons Brinckerhoff Bridges to Prosperity Structures Technical Center Structures Technical Center 555 17th St. Suite 500 555 17th St. Suite 500 Denver, CO 80202 Denver, CO 80202 303.390.5890 303.728.3005 +1 (303) 309-0854 [email protected] [email protected] [email protected]

Development of Hybrid Control Charts for Active Control and Monitoring of Concrete Strength

B. Laungrungrong*, B. Mobasher**, D. C. Montgomery* , and C. M. Borror*

* School of Computing, Informatics, and Decision Systems Engineering, Arizona State University ** School of Sustainable Engineering and the Built Environment, Arizona State University.

ABSTRACT

The application of quality control is monitoring the production, delivery, and construction process is essential, especially when the historical data collected on various projects can be used to gain better insight to the operational procedures. Statistical process control is generally applied to gain information about variation in the manufacturing process. Control charts can be implemented to monitor the various processes involved in the production, the delivery and construction of concrete. When historical data is available on various projects, better insight into operational procedures can be obtained through the use of control charts.

This presentation summarizes a series of statistical analysis procedures to analyze the compressive strength of concrete specified for bridge applications. Two different ready-mix plants from five different concrete suppliers were selected. For each plant, three different mix specifications were used and the design histories of concrete supplied from these plants were studied. The proposed method is based on combining the cumulative sum (CUSUM) control chart and a run chart (CUSUM-run chart) for early detection of shifts in the process mean. The combined charts address both the consumers’ and the producers’ perspectives. The CUSUM-run chart can aid the consumer in making decisions about accepting or rejecting a strength test. In addition, the producers (concrete manufacturers) can use the chart to determine if the monitored process is out-of-control and subsequently attempt to identify the possible causes for the out-of- control situation. By identifying assignable causes of the out-of-control process, procedures are developed such that the producer could improve the manufacturing process by reducing product variation, unnecessary waste, or over-designed concrete mixtures. The CUSUM-run chart is shown to be beneficial in that it can often indicate when the strength of mixture is less than the minimum acceptable level very quickly. The delay in detecting an unacceptable strength can result in more penalties, project delays and increased associated costs.

Western Bridge Engineers’ Seminar – September 25‐28, 2011

Successful Strategies in the QA/QC of Design Plans

The NTSB investigation of the I-35W over the Mississippi River Bridge collapse identified insufficient quality control procedures for designing bridges, and insufficient Federal and State procedures for reviewing and approving bridge designs. NTSB recommended to FHWA and AASHTO that they jointly develop a better bridge design QA/QC program. AASHTO responded by initiating a synthesis of current state DOT’s QA/QC practices in bridge design and plan review. At FHWA and AASHTO’s request, NCHRP assembled a domestic scan team to review current design QA/QC practices at state DOTs and identify successful strategies that could be adopted by other State DOTs. The scope of the scan included in-house and consultant designs; both highway and bridge projects; environmental permitting; plans, specifications, estimates and schedules; and design-bid-build and design-build delivery methods.

The scan team surveyed all state DOTs and identified states based on noted innovative QA/QC practices, program size, region, and organization characteristics (decentralized, centralized, percent of work done by consultants, etc.) Based on the results of this survey, the scan team chose to visit New York, Pennsylvania, Kentucky, Minnesota, Georgia, Oregon and California. In addition, separate meetings and teleconferences were held with Ohio, Washington State and Illinois to review specific components of their QA/QC programs.

The scan team discovered that successful QA/QC programs share characteristics such as experienced competent staff, good relationships across disciplines, reviewer training, well developed communication channels between the DOT and consultants, and well documented review and approval practices. Also, the scan team found that support from upper management is essential for QA/QC programs to be successful. The scan team identified many successful strategies used by the host states.

The scan team noted that strategies varied among the host states and recognized that successful strategies that work well for one state may not work well for others, because of large variations in organizational structure, political constraints and funding availability. States should be allowed to select and implement strategies according to their unique circumstances.

Innovative Design for a Uniquely Constrained Site The Dallas Area Rapid Transit Orange Line Trinity River Bridge Thomas Stelmack, P.E., William Dooley, P.E., Ben Morris, E.I.T.

Dallas Area Rapid Transit’s Orange Line Light Rail addition provided a unique challenge crossing the Trinity River Levee system. The alignment is vertically constrained to a tight window by power lines above and an US Army Corp of Engineers (USACE) levee below. To avoid disturbing the levee, as necessitated by the USACE, the structure needed to span 260 feet without any temporary supports or heavy machinery on the levee during construction.

A number of alternatives were explored by the KSWRP Joint Venture including CIP segmental balanced cantilever, arches, and steel plate girders before deciding on precast spliced girders. The spliced girder provides an innovative, but not specialized, solution that is rare in Texas. By employing precast girders, the same structure type used elsewhere on the project, there was no need to bring in different crews or specialized equipment resulting in an economical design.

Although precast girders are used extensively in Texas, the largest of the TxDOT standard girders was not sufficient for the required span. Parsons modified the deepest standard girder by increasing the web height by 12 inches and the width by 1 inch. The increased web width is used to help with shear capacity and, more importantly, to accommodate the longitudinal post-tensioning tendons. The resulting girders are among the longest precast girders ever erected in Texas. The precast girders were once more modified over the piers by increasing the depth an additional four feet, resulting in an 11’-10” total section depth.

Rider comfort and long term performance of the structure are a major consideration in the design of the structure. To ensure that rider comfort was maintained across the relatively flexible structure, a dynamic rollingstock analysis was conducted. Long term creep and static live load deflections could not encroach into the clearance envelope above the levee. The multiple step construction process required that camber and erection geometry be carefully considered.

The completed structure is a three-span continuous unit with span lengths of 145’ – 260’ – 145’. Each girder line is comprised of five girder segments. Segments B and D are balanced over the central piers and stabilized with a temporary support tower beneath the end spans. The remaining girder segments are supported using steel strongback beams. The unique construction sequence provides a means by which the levee remained undisturbed during construction. After all of the girders are erected, closure diaphragms are cast, and the full length continuity tendons are stressed.

Transportation, construction, and final configuration of the girders posed a challenge for the pre-stressing and post-tensioning design. The girders went through a number of support conditions during transportation and erection requiring a delicate balance of stresses for each of the possible configurations. Furthermore, the full- length continuity tendons were fully stressed before casting the deck; an important accomplishment for ease of construction and future deck replacement.

Construction afforded many challenges including site access, nightwork requirements, a truly massive crane resting on utilities, and a variety of temporary works, all of which were met by using an innovative design. As far back as the late 1980’s, after Terminal 4 was constructed at Phoenix Sky Harbor International Airport, the City of Phoenix Aviation Department was studying how to integrate a transit system to connect key facilities at the airport. Their research showed that a secondary transportation system was imperative for the relief of roadway and curbside congestion, and increasing passenger safety.

Gannett Fleming (GF) was selected by the City of Phoenix Aviation Department as the lead designer in the development of the facilities for the PHX Sky Train™. A collaborative planning effort between GF and the Aviation Department led to a predominantly elevated train alignment that offers the most economical facilities and the best level of service for station connections to airport facilities.

The culmination of years of planning and design, the Sky Train, 5-mile long automated transit system, is now under construction at the Airport. One of the biggest design and construction challenges was the crossing of Taxiway “R”, the first time in the world that a transit system will cross over an active taxiway.

The main span of the bridge is 340 ft long and 75 ft above the taxiway in order to provide the clearance required for Group V Aircraft. Additionally, to stay below the surface established by the Federal Aviation Administration for safe aircraft operations, the height of the bridge was limited. Thus, a narrow vertical band of approximately 40 ft remained within which the bridge could be built. Equally daunting to the geometric constraints was the task of constructing the bridge above an active taxiway, which could only be shut down for a short period.

Mainly due to speed of construction considerations, the bridge was initially proposed as a precast concrete segmental box girder. Once a modestly longer closure period was made available by the City, several advantages for a cast-in-place (CIP) concrete alternative became apparent, such as significantly more experience within the local construction community constructing CIP concrete box girders, which would result in more competitive bids. This led to the decision by the city to adopt the CIP concrete box girder option.

GF engineers worked with the CM-at-risk contractor, Hensel Phelps Construction Company, and sub-contractor Austin Bridge and Road to optimize and streamline the bridge design. Closure pours were eliminated, parabolic haunches were made linear, and cross-sectional geometry and post-tensioning were reduced through several iterations of design and analysis.

Construction began in late 2009 and progressed steadily, a celebration to mark the re-opening of the taxiway was held by the City on Oct. 10, 2010, as the first two planes taxied under the new bridge. Although the bridge itself is complete, installation of the running surface and propulsion systems for the train will occur through 2011, with rigorous testing of the train system occurring in 2012 and opening of the first stage of the Sky Train to the public slated for early 2013. Final accounting of the bridge cost shows an impressive 36 percent savings over the original precast segmental box girder estimate.

WESTERN BRIDGE 2011 - PRESENTATION ABSTRACT

PROPOSER: Name: Kelly Burnell, PE Professional Affiliation: David Evans and Associates, Inc. Phone number: 503-361-8635 Email: [email protected]

PRESENTATION TITLE: Streetcar on the Bridge: Old and New Bridges Crossed in the Portland Streetcar Loop Project. PROPOSED FORMAT: Powerpoint ABSTRACT (500 words max): Municipalities around the country are looking at the potential benefits of incorporating or expanding streetcar transportation systems. The Portland Streetcar is currently expanding service across the Willamette River into the east side of Portland as part of the Eastside Streetcar Loop project currently under construction. The project crosses several bridges including; typical steel and concrete girder bridges, the nearly 100 year old historic moveable Broadway Bridge, and a new streetcar only bridge. This presentation looks at the evaluation, analysis, and design approaches used to incorporate the streetcar rails onto these structures. The strategies used for different bridges types will be presented to give the audience a primer on how this transportation system can be incorporated onto the structures of their existing roadway transportation networks.

The historic Broadway Bridge is the critical northern link for the system across the river and required modifications to accommodate the streetcar rails. This bridge is the oldest and largest existing Rall Wheel type moveable bridge in the world. The Rall wheels and center locks had degraded over the 90 year bridge life and had not yet been repaired or replaced. The lift span of the bridge in particular required not only the incorporation of streetcar rails into the existing FRP deck but also a modification of several lift bridge components and the addition of new components in order to provide the tighter operating tolerances needed for the streetcar. One of the unique challenges of working on the Broadway Bridge was placing the new streetcar rails and supports onto the lift span without adding any additional weight to the Rall wheels. The design team worked closely with Multnomah County, the City of Portland, and historic preservation consultants, to identify portions of the bridge where weight could be reduced without compromising the structural integrity or historic nature of the structure. The solution was found by replacing the sidewalk supports with high-strength steel sections, detailing lightweight fiber-reinforced polymer decking on the sidewalks, developing with the track designers a lightweight rail support connection to the bridge, installing a new lighter vehicle riding surface, and constantly asking the question “How can we reduce weight?”

In addition to the discussion on incorporating rails onto existing bridges, this presentation will address how new bridges can be designed to incorporate a future streetcar line. One of the structures crossed as part of this project was a steel girder bridge completed ten years earlier which included such provisions, greatly simplifying construction of the streetcar line on that structure. Use of Nonlinear Time History Analysis in Seismic Design of Ordinary Standard Bridges

An Abstract for WBES 2011 Toorak Zokaie, P.E., Ph.D.1 Mark Mahan, P.E., Ph.D. 2

Nonlinear seismic time history analysis has been used in several cases for analysis of special bridges with good success. As the tools become more commonly available, it is desirable to analyze the ordinary standard and non‐standard bridges with the same technique. However, practicing bridge engineers need consistent guidelines for selection of material properties, element types, model layout, and ground motion input functions in order to produce consistently reliable results. Such guidelines have been developed and continue to be improved. Meanwhile, Caltrans’ Seismic Design Criteria (SDC) relies on linear elastic analysis (Response Spectrum) to determine the demands and nonlinear static (push‐over) analysis to determine the capacities. The following issues can have a profound effect on the accuracy of this procedure:

1. Nonlinear behavior of the abutment, especially in highly skewed cases, including the backfill and shear keys. 2. Column plastic hinge behavior 3. Foundation behavior 4. Selection of Analysis algorithms 5. Selection of loading criteria, such as ARS or acceleration time history

A typical bridge, analyzed and designed using the SDC procedure, has been analyzed using nonlinear time history analysis. The comparison of the results sheds light on effectiveness of analysis and design guidelines, selection of loading criteria and its effect on the safety assessment of the bridge, as well as the accuracy of the current push‐over procedure to predict seismic behavior, especially in near field conditions.

1 Toorak Zokaie, P.E., Ph.D., California DOT, Seismic Design Specialist – (916)277‐8579, [email protected] 2 Mark Mahan, P.E., Ph.D., California DOT, Senior Bridge Engineer – (916)277‐8404, [email protected]

Note: This paper and presentation represents the opinion of the authors and does not necessarily reflect the policies or the position of the California DOT.

RE: PRESENTATION ABSTRACT

I am pleased to submit an abstract for your review and consideration for presentation at the 2011 The Western Bridge Engineers’ Seminar. The subject of the proposed presentation is within areas of:

Innovations in Bridge Engineering Bridge Design & Construction

PROPOSER

Name: Majid Sarraf, Ph.D., P.E., P.Eng. Professional Affiliation: Parsons Corp., Irvine Phone Number: 949-554-5573 Email: [email protected]

PRESENTATION TITLE: Innovative Ductile Seismic Shear Keys PROPOSED FORMAT: PowerPoint Presentation ABSTRACT (500 words max):

Ordinary concrete shear keys used in highway bridges are known to exhibit significant overstrength, while providing little deformation capacity. This characteristic of concrete shear keys can adversely impact seismic response of bridge substructure. Overstrength of shear keys can cause abutment piles to fail while they are intended to be capacity protected. As the shear keys as assumed in elastic dynamic models to provide restrain and reduce the substructure demands, their premature failure due to lack of ductility can cause additional displacement imposed on substructure beyond the original prediction.

This presentation will describe the innovative Ductile Seismic Shear Key Detail along with a new design methodology developed by the author. A fundamentally different approach in seismic design and criteria developed for shear keys is presented along with special details for typical two‐span concrete bridges. In this methodology, the stiffness and strength parameter for the shear key are incorporated as integral part of seismic analysis to design and detail concrete shear key.

Two examples of overcrossing structures were considered to demonstrate the application of innovative shear key and the proposed design methodology. The shear key size and reinforcement details providing target ductility and strength values were developed. Series of Elastic dynamic analyses were performed using SAP2000 to develop demands and see the improvement in seismic response. The seismic demands were reduced by more than 30% and Ductile Seismic Shear Keys acted as a true sacrificial element to control seismic response in a predictable manner and ductile manner.

The case studies along with the innovative shear key details and the design procedure will be presented. Western Bridge Engineers’ Seminar – 2011

Abstract

Seismic Design of Bridges For Continued Functionality Using Seismic Isolation

By Roy A. Imbsen*

This presentation will describe how the damage to bridges as witnessed in past earthquakes can be avoided using seismic isolation. Seismic isolation has been used effectively for retrofitting existing bridges and designing new bridges to a higher performance level of Continued Functionality. Traditionally a ductility-based design approach has been used to a performance level of “life safety” i.e. no collapse allowing damage to occur in selected components. However, this is not conducive to achieving a performance level of Continued Functionality. Bridges are important links in our life lines and using current technology the performance of a bridge in an earthquake can be improved to provide Continued Functionality by uncoupling the connection between the bridge superstructure and the substructure using an isolation bearing.

The recently developed AASHTO Guide Specifications for LRFD Seismic Design of Bridges suggests three possible Global Design Strategies to resist the imposed earthquake forces and displacements: • Ductile substructure – elastic superstructure • Ductile superstructure – elastic substructure • Fusing mechanism at the superstructure – substructure interface

Additionally, the AASHTO LRFD Bridge Design Specifications include a provision that permits use of energy-dissipation devices in place of a ductile design approach. The most commonly used fusing mechanism that dissipates energy without causing any structural damage is seismic isolation and the current AASHTO Specifications have established a clearly defined path to the use and design of seismic isolation for bridges.

There are basically four types of isolation bearings currently being manufactured and used for bridges which will be briefly described in this presentation. Applications demonstrating their use will also be presented to illustrate their use for various types of bridges. The presentation will conclude with a discussion on achieving a performance level of Continued Functionality

*Roy A. Imbsen, Bridge Seismic Specialist, Earthquake Protection Systems, Mare Island, Vallejo, CA Western Bridge Engineers’ Seminar Presentation Abstract Phoenix, Arizona September 25-28, 2011

PROPOSER

Name - Mark A. Chase, PE Professional Affiliation - AZTEC Engineering, Inc. Phone Number – 602-659-9360 Email – [email protected]

PRESENTATION TITLE

A Year to Remember – Santan Freeway Design-Build – I-10 and SR101L HOV Ramp Bridges

PROPOSED FORMAT

PowerPoint will be used for illustration and to summarize speaking points

ABSTRACT (500 words max)

The 11-mile long SR202L Santan Freeway High Occupancy Vehicle (HOV) Design-Build project between Interstate 10 and Gilbert Road in Chandler, Arizona was granted Notice To Proceed on August 25, 2010. This would become the first official milestone in a memorable year of design and construction following the public opening of the Pulice-Granite Joint Venture’s (PGJV) $85-million, 390-day winning bid on June 25, 2010.

Beyond the miles of widening for new HOV lanes in the median, the project included new freeway-to- freeway direct-connector HOV ramps at the hearts of two critically important system interchanges in the Valley’s Regional Freeway System. It also included the widening of an existing service interchange underpass embedded within one of those system interchanges.

The creation of the direct-connector ramp bridges and the bridge widening, from design through construction, was decorated with unique challenges. Each of these instances tested the design and construction team’s mettle and problem solving abilities. This project was a considerable task under normal circumstances that quickly became unforgettable.

This presentation will explore a selection of the challenging boundary conditions, problems and solutions that the team encountered while designing and constructing the bridges on this memorable project. Some of the highlights will include: design boundary conditions, collaboration during the technical proposal phase, preliminary engineering/value analysis, unique design elements, construction constraints and unique construction techniques/solutions.

R:\Phoenix\Projects\AZE1018_202DB_I-10toGilbert\Technical\Structures\WesternBridgeEngineersSeminar\20110812-AYeartoRemember-FINAL.doc While Denver’s Regional Transportation District (RTD) makes effective use of its light rail and bus network to move more than 322,000 riders on an average weekday, they recognized a need to improve service from downtown Denver to outlying residential areas and Denver International Airport (DIA). RTD initiated the multi-billion dollar FasTracks program with a goal of adding 122 miles of commuter and light rail, 18 miles of bus rapid transit, expanded parking at rail and bus stations and more. A key component of FasTracks is the $2.1 billion EAGLE Public-Private Partnership (P3) project, which calls for three new commuter lines in and out of Denver Union Station, a maintenance facility and 14 new stations. The Eagle P3 project was awarded to Denver Transit Partners (DTP) in June 2010. A notice to proceed for Phase 1 was issued in August 2010.

FLUOR/HDR Global Design Consultants is a sub-consultant to DTP and is the lead designer for the EAGLE P3 project which consists of 33 miles of EMU Commuter Rail connecting downtown Denver Union Station to the Denver International Airport on the East Line, to South Westminster on the Northwest Rail Line, and to the vicinity of Ward Road on the Gold Line. The project alignments pass through northwest Denver, Aurora, unincorporated Adams County, Arvada and Wheat Ridge. This project also includes a Commuter Rail Maintenance Facility (CRMF) with a capacity to store and service 100 EMU and DMU vehicles.

EAGLE is the largest P3 mass transit project in the United States. The P3 approach allows RTD to transfer risk to the private sector, away from taxpayers, and spread out costs over approximately 30 years. It also makes it possible for RTD to get the finished system up and running much more quickly than in a more tradition Design/Bid/Build scenario.

The EAGLE P3 project consists of 38 new bridges for commuter rail, freight rail, highway and pedestrian bridges as well as multiple existing bridge modifications. The bridges on this project range in size and type from a single span ballasted prestressed box girder bridge to a 4 span cast-in-place post tensioned box girder bridge to a 33 span direct fixation bulb tee bridge that includes a three span curved steel plate girder unit with integral post tensioned pier caps. The time frame for delivery of all the bridges is just over 15 months so multiple sub consultants and design teams are utilized to meet the daunting schedule. Work-sharing enables the design team to successfully complete such a large project on an aggressive schedule. The Eagle P3 design team comprises over 200 professionals, including more than 40 HDR staff co-located with the contracting team.

Because this project is a P3, the concessionaire will operate and maintain the system for a period of 30+ years before transferring the operation and maintenance back to RTD. For this reason, it is crucial to coordinate the design efforts with the operations and maintenance teams to determine the most efficient life cycle cost alternatives for the project. Low construction cost is not necessarily the best option as is typically sought for a normal Design/Build project. The cheapest alternative to build may not be the cheapest to maintain for the life of the concession agreement.

A number of in depth analysis were conducted for a variety of bridges on the project ranging from a time-dependant dynamic moving load analysis (Rolling Stock Analysis) to Rail-Structure Interaction and Rail Break Analysis. The bridge designs are based on a number of design specifications including AREMA, AASHTO & ACI.

The current schedule has the majority of the design being completed in December 2011. Construction is currently underway, beginning with relocation of utilities along the East Corridor that will be impacted by the at-grade crossings, UPRR relocation and commuter rail tracks. Relocation of the UPRR tracks along the East Corridor will begin in fall 2011. Construction will begin on the commuter rail line along the East Corridor in summer 2012.

Revenue service for all lines is planned to begin in 2016, beginning with the East Corridor. Passengers will be able to travel from downtown Denver starting at Denver Union Station and arrive at DIA in 35 minutes. The current average drive time between these two locations is approximately 55 minutes. Service will be available every 15 minutes between 6:00 a.m. and 8:00 p.m., with 30-minute intervals all other times. The average number of riders per average weekday is estimated to be 43,400 on opening day.

The presentation encompasses the challenges of leading a design of nearly 40 bridges in a schedule of just over 15 months utilizing nearly 20 remote design offices and a design basis that includes multiple specifications. It will also cover the unique analysis required for direct fixation rail transit bridges and the modeling techniques involved.

PRESENTATION TITLE: The Benson Road Bridge Replacement: Maximizing Efficiency and Minimizing Impacts in a Design‐Build Environment

PROPOSERS: Hong Guan, PhD, P.E., CH2M HILL, Seattle, WA, Paul Guenther, S.E., Ben C. Gerwick Inc. Seattle, WA; Ph. 425‐453‐5000; Email: [email protected], [email protected]

PROPOSED FORMAT: Use PowerPoint for illustration and to summarize speaking points

ABSTRACT: The I‐405 Renton Stage 2 Design‐Build project, delivered as part of the WSDOT’s I‐ 405 Corridor Improvements Program, provided extension of HOV improvements along I‐405 and added new freeway connections to local City of Renton arterials. A major component of this project involved replacing the existing 1970’s vintage Benson Road Bridge spanning over I‐405 with a new, wider, longer‐spanning bridge that enabled widening of the freeway below.

The replacement bridge was initially conceptualized at the RFP stage as a curved steel plate girder bridge. During design development, the design‐build team revised the overcrossing alignment and bridge concept to enable use of emerging precast concrete technology, which provided for a much more cost‐effective solution. In order to satisfy the geometric requirements for the new bridge to span a widened interstate I‐405 with minimal disruption to traffic, spans in excess of 200 feet were required. This span is outside the range of typical precast concrete girder construction used for overcrossing structures in Washington State.

The preferred solution identified was to utilize 100‐inch deep precast concrete “super girders” erected in segments and post‐tensioned to provide a fully integral composite structure, the first use of precast girders of this size in the State. The optimal overall bridge layout, girder spacing, and segment size were carefully determined by balancing considerations of geometry constraints, structural efficiency, and constructability considerations. The need to provide a fast‐ track bridge design within the design‐build environment also added to the design challenges of the project.

This presentation will focus on the unique design and construction considerations for the Benson Road Bridge, highlighting the applicability of spliced, post‐tensioned super‐girder technology to typical highway overcrossing structures using this cost‐effective approach. Unique project aspects will be presented, including:

• Analysis and design considerations for fully composite spliced, post‐tensioned precast girder design. • Design and constructability considerations when using “super girder” technology vs. traditional precast girders. • Transportation and erection considerations for large precast girders. • Design and construction effects when utilizing large bridge pier skews. • Seismic design considerations with the application of the new AASHTO Seismic Guide Specifications. • Implementation of new details or technology within the design‐build environment. Western Bridge Engineer’s Seminar – Abstract September 25-28, 2011 Phoenix, AZ

Title: Rehabilitation of Historic West Monitor Truss Bridge

Authors: Jennifer Reincheld, P.E., CH2M HILL, 1100 112th Avenue NE, Suite 400, Bellevue, WA 98004; 425-453-5000; [email protected] and John Hinman, P.E., S.E., CH2MHILL, 322 E. Front Street, Suite 200, Boise, ID 83702; 208-345-5314; [email protected]

Abstract: The West Monitor Bridge was originally built in 1907 and carries rural traffic over the Wenatchee River in Chelan County, Washington. The bridge is on the National Register of Historic Places and consists of two riveted steel pin-connected through truss spans over the river and two timber spans at the south end of the bridge. The original 310’ long bridge was structurally deficient and was posted with a 4-ton weight limit. This project included a condition assessment of the existing bridge, study of the capacity and feasibility of rehabilitation of the structure, design and development of rehabilitation concepts, and construction of the repaired and strengthened bridge.

With strong public support to preserve the bridge, the County’s objective for the project was to rehabilitate and increase the load-carrying capacity to H-15 truck while maintaining the historic nature of the bridge. The challenge was in preserving the original fabric of the structure while still being cost effective. As the scope of the rehabilitation effort was developed, constructability had to be considered to determine if the bridge could be rehabilitated in place or would need to be completely disassembled. The major constraints to construction included working over an environmentally sensitive river, limited access to the project site, the extent of the repair and replacement of the truss members needed, and containment of the lead-based coating system.

The chosen construction method was to provide temporary supports in the last span at each truss panel point and disassemble the trusses piece by piece. To accomplish this, the middle span truss had to be lifted off of the supports intact and relocated to the final span. After disassembly of both trusses, the truss components were shipped to a fabrication facility where the rehabilitation work was completed. Major work items included strengthening the top chord, end post, and floor beam members, replacing the fracture- critical bottom chord and loop-forged tension members, replacing the existing pins, and repairing members with impact damage. Upon completion of the rehabilitation, the truss members were shipped back to the site and re-erected.

This presentation will provide an overview of the unique aspects of the bridge and discuss challenges of the rehabilitation planning, design, and construction that maintained the historic nature of this structure.

Western Bridge Engineers’ Seminar

PRESENTATION ABSTRACT:

PROPOSER

Name: Michael Lamont P.E., S.E. / Craig Boone P.E., S.E. / David I. McLean, Ph.D., P.E.

Professional Affiliation: T.Y. Lin International / WSDOT Bridge Office / Washington State University

Phone Number: 360‐754‐0544 / 360‐705‐7172 / 509‐335‐9578

Email: [email protected] / [email protected] / [email protected]

PRESENTATION TITLE: Aurora Avenue Bridge Retrofit: Strengthening a Historic Bridge

PROPOSED FORMAT: Use Powerpoint for illustration and to summarize speaking points.

ABSTRACT (500 words max):

Earthquakes pose a serious risk to bridges in Washington State, particularly in the Puget Sound region of western Washington. The George Washington Memorial Bridge in Seattle, also known as the Aurora Avenue Bridge, is a major bridge spanning the Lake Washington ship canal at the entrance to Lake Union. This bridge, designed and built between 1929 and 1931, is located on a critical emergency route. Like many bridges built during this era, the Aurora Avenue Bridge has been found to be susceptible to significant damage in a seismic event. This bridge is also currently listed in the National Register of Historic Places. For this multi‐phase retrofit project, WSDOT and T.Y. Lin International used innovative methods to strengthen the structure while maintaining its distinct architectural features.

A major architectural feature of the bridge is the reinforced concrete cruciform columns, which support both the reinforced concrete approach spans over land, and the steel cantilever truss bridge over the shipping channel. Due to the lack of shear steel typical of pre‐1970 columns, the columns were found to be deficient in shear for a moderate seismic event. In order to protect the columns without changing the aesthetics, state‐of‐the‐art technology was incorporated into the retrofit scheme. The columns of the main truss bridge were protected using friction pendulum isolation bearings, as well as shock transmission units to control forces transmitted to the piers. For the approach structures, cruciform columns were strengthened using FRP wrapping. A testing program to verify effectiveness of this unique application of FRP was carried out at Washington State University. Through this testing, it was determined that drilled‐in FRP anchors in the reentrant corners of the column, along with confining collars in the plastic hinge zones, resulted in the most effective column strengthening. This presentation will focus on the seismic analysis, column testing, and design of the approach structures strengthening.

JIRI STRASKY consulting engineer

DESIGN AND CONSTRUCTION OF THE SELF-ANCHORED SUSPENSION BRIDGE ACROSS THE RIVER EBRO, SPAIN

Fig. 1 Completed bridge

The bridge replaces a ferry that connected small cities Deltebre – Sant Jaume D’Enveja situated close to the river’s estuary into the Mediterranean Sea. The arrangement of the bridge is a result of an architectural & structural competition in which the author’s team received the first prize. The client required a signature structure that, however, corresponds to a scale of these decent cities – see Fig. 1. The bridge crosses the river in a skew angle and it is in a crest elevation. The bridge forms a self-anchored suspension structure of three spans of lengths 69.00+ 112.00 + 69.00 m. The deck is suspended on four suspension cables situated in the bridge axis. The torsionally stiff deck is formed by a composite four cell box girder formed by three steel webs, curved bottom flange and a concrete deck slab. The central web of a variable depth that protrudes above the deck slab and substitutes suspenders of the classical suspension structures naturally divides a local highway from pedestrian and cyclist routes. The deck is frame connected with low pylons and piers. At the abutments the deck is supported by pairs of multidirectional bearings supplemented by shock transition units.The main suspension cables are formed by BBRV strands anchored at the end diaphragms and deviated at the saddles of low pylons. The side spans together with short cantilever protruding into the main span were erected on temporary towers; the central portion of the main span was floated and consequently lifted in to design position – see Fig. 2.

Fig. 2 Lifting of the central portion of the deck

JIRI STRASKY, PH.D.,P.E., 176 CORTE ANITA, GREENBRAE, CA 94904, TEL. (415) 464-0447, FAX (415) 354-3348 E-mail: [email protected], www.shp.eu SR 179 – OAK CREEK BRIDGE; SEDONA, ARIZONA

This is the first bridge in Arizona that incorporates a large portion of a roadway roundabout within the first span of this three-span precast prestressed concrete box girder bridge. This unique geometric feature was incorporated through a framing plan that utilized a series of side-by-side and splayed box beams. Due to the striping of the circular roadway roundabout on Span 1, vehicular traffic is actually perpendicular to the beams as opposed to the usual longitudinal truck and lane loads that are considered for vehicular traffic. As a result, a “tailored” live load plan was developed for the design of the superstructure throughout the phased construction of the bridge as well as the final bridge superstructure configuration.

The box beam framing plan met all of the design and construction objectives and was the best solution for construction of the bridge over the perennial creek. The side-by-side or adjacent box beams reduced the structure depth that was critical to provide the required hydraulic opening, eliminated the use of falsework that would have been required for a cast-in- place solution, expedited the construction of the bridge, accommodated two-phase construction which allowed traffic to be maintained throughout construction, and minimized work over the Unique Waters (ADEQ concerns). Phased construction also included the construction of a new pedestrian bridge that also supports all of the relocated utilities thereby facilitating the removal of the existing bridge and construction of the new vehicular bridge.

As a result of the unique framing plan in the first span, the first pier of the structure was considerably longer than the second and supported a much wider structure on one side of the pier than the other. Careful attention to temperature and shrinkage loads resulted in a need for torsional considerations in the pier cap while superstructure detailing placed the bearing of the box beams at the center of the pier cap for the wider segment to minimize eccentric loading. Additional detailing was given to curtain walls along the pier cap to minimize the “engineered” aesthetic to the bridge structure. In addition, the bridge was designed with seismic loading considerations not typically seen in the Phoenix Metro area.

The final bridge blends beautifully with the surrounding “red-rock” country and is seen and visited by tourists from all over the world.

Order of Presenters: Sergio E. Oliden, PE Christopher A. Labye, PE PRESENTATION ABSTRACT

PROPOSERS Michael Fitzpatrick Bridge Architect T.Y. Lin International (TYLI) 2 Harrison Street Suite 500 San Francisco California 415 291 3767 [email protected]

Paul Kinderman PE AIA State Bridge and Structures Architect Washington State Department of Transportation PO Box 47340 Olympia Washington 98504 7340 360 705 7159 [email protected]

PRESENTATION TITLE: Bridge Architecture: Current Trends Two West Coast Bridge Architect’s Perspective

PRESENTATION FORMAT: Power Point

ABSTRACT: West Coast bridge architects Michael Fitzepatrick and Paul Kinderman will team up again to offer their perspectives on current trends in bridge architecture. As members of the Transportation Research Board Bridge Aesthetics Subcommittee, they’ll present the new Bridge Aesthetics Source Book. The source book covers principles of aesthetics design as well as techniques in working with architects and with the public. Kinderman will discuss his practice in Washington State covering a range of projects from the smallest of bridges to mega projects such as the I90 Hyak to Easton Snowshed and the North Spokane Corridor. Washington State is engaged in the largest expansion of highway transportation projects in its history. Many projects have gained national attention such as the SR 520 floating bridge replacement, the replacement of the SR 99 Alaskan Way Viaduct and the I5 Columbia River Crossing between Washington and Oregon. Fitzpatrick will discuss his national and international practice. Since TYLI works on a wide variety of project sizes, Fitzpatrick will describe recent trends around the US on medium size projects with distinctive pier shapes. He will also briefly describe the architectural design process on projects in China. He will conclude by discussing the benefit to designing in the US after experiencing the freedom allowed in China. Together Fitzpatrick and Kinderman represent a small niche of full time staff bridge architects providing serves in an industry dominated by engineering. So they’re perspectives should be of value to bridge designers.

Transitioning from AASHTO LRFD Seismic Specifications to the Guide Specifications: Understanding Performance Based Criteria in Force-Based Design

Greg Griffin, P.E., S.E. 1 Until the 1971 San Fernando earthquake, seismic induced forces were included in bridge designs as equivalent static lateral loads equal to a small percentage of dead loads. As a result of extensive damage in the San Fernando earthquake, design procedures were developed and the first seismic design guidelines were published as ATC-6 Seismic Design Guidelines for Highway Bridges and ultimately adopted by AASHTO as the Guide Specifications for Seismic Design of Highway Bridges. The procedures presented within these documents included force-based design criteria which have been incorporated into the Standard Specifications and LRFD Bridge Design Specifications with only minor modifications. Recently, AASHTO has published the performance-based Guide Specifications for LRFD Seismic Bridge Design which employ displacement-based design procedures. Many agencies are beginning to transition to the new Guide Specifications but some agencies are hesitant to implement Guide Specifications which represent a new design philosophy. However, an understanding of the original intent of the ATC-6 document reveals similar expected performance goals that are implied throughout the design requirements as the Guide Specifications. While force-based design has similar implied performance goals, it could lead to inconsistent designs, particularly for structures with uneven distributions of mass and stiffness. The main advantage of the Guide Specifications is that it permits an explicit assessment of seismic performance based on comparisons of seismic displacement demands with capacities. A comparative design using both force-based and displacement-based procedures will be presented. Column performance will be compared using both methods and the inconsistencies of using the force-based design procedure will be shown. Although the force-based method has produced bridge designs that have responded well in recent seismic events, the displacement-based method will be shown to have a specific methodology to attain the expected performance instead of being implied by following code requirements. A better understanding of the underlying force-based design philosophy is expected to assist agencies in transitioning to a more rational design procedure using displacement-based design.

1 SENIOR BRIDGE SPECIALIST, BUCKLAND & TAYLOR LTD, E411-200 WEST MERCER STREET, SEATTLE, WA 98119 PRESENTATION ABSTRACTS

ROPOSER Name: Bijan Khaleghi Professional Affiliation: State Bridge Design Engineer Washington State Department of Transportation Bridge & Structures Office Olympia, Washington Phone: (360)705‐7181 Email: [email protected]

PRESENTATION TITLE: Case Studies of Implementation of the AASHTO LRFD Seismic bridge Design Guide Specifications in Washington State

ABSTRACT The applicability of the AASHTO Guide Specification for the LRFD Seismic Bridge Design to concrete bridges using the displacement‐based design methodology is demonstrated in this presentation. The displacement‐based design allows bridge engineers to accurately account for the inelastic response of the structure using expected material properties of members. Inelastic static analysis, commonly referred to as “push over” analysis, is advantageously used to determine the reliable displacement capacities of a structure or frame as it reaches its limit of structural stability. A comprehensive review of the LRFD Seismic Guide Specification for Bridge Design and challenges encountered with the implementation of the Seismic Guide Specification are presented herein. The benefits of the displacement‐based seismic design for concrete bridges are shown through case studies. Case studies discussed in this presentation include: requirements for column minimum longitudinal reinforcement, elastic design, deep foundation group reduction factor, multi‐hazard of seismic and scour conditions, use of isolation bearings, design and detailing requirements for column connections, balancing stiffness, and wall design criteria.

Keywords: Bridge, LRFD, Seismic, Guide Specifications, Concrete, Case Studies

0 2011 Western Bridge Engineers’ Seminar Abstract

PRESENTER: Matthew Stucker, P.E. Structural Design Engineer Oregon DOT (503) 986-2791 [email protected]

PRESENTATION TITLE: MILLPORT SLOUGH BRIDGE – CONSTRUCTION OF A COASTAL BRIDGE INCORPORATING GROUND IMPROVEMENT

ABSTRACT:

The Millport Slough Bridge is located south of Lincoln City, Oregon along the Pacific Coast Highway (US101) in the Siletz Bay National Wildlife Refuge. The project consists of replacing the existing 210’ long timber bridge with a 390’ long, four span, precast, prestressed concrete girder superstructure supported by steel pipe pile.

The poor soils at this site required the project to address lateral spreading and provide liquefaction mitigation. The presentation will look at the problem of lateral spreading, the consideration of various alternatives and the designed solution. A unique liquefaction mitigation solution using precast, prestressed concrete pile and wick drains was designed to meet ODOT’s Liquefaction Mitigation policy and address the environmental restrictions placed on the project. The audience will review pre- and post-construction testing that was conducted to assess the effectiveness of the wick drains incorporated into the system.

The seismic design of the bridge incorporates the liquefaction mitigation system as an Earthquake Resisting Element (ERE). This design integrates the ground improvement solution with the abutment backfill to give the abutment backfill ERE increased resistance for longitudinal and transverse seismic loads beyond the prescriptive passive lateral earth pressure capacity specified by the AASHTO Guide Specs for LRFD Seismic Bridge Design.

Corrosion potential from the marine environment is addressed through the use of HPC coupled with Glass Fiber Reinforced Polymer (GFRP) reinforcement in the bridge deck and Stainless Steel (SS) reinforcement for all other concrete bridge components. A brief comparison of the various deck reinforcement options considered during design is presented.

The integrated design of the bridge and ground improvement minimizes the footprint and impacts on the sensitive environment of the Siletz Bay. While this bridge design incorporates simple bridge elements and materials, this presentation identifies the unique application of these elements and materials into the final design and construction.

Phoenix, AZ September 25 – 28, 2011

PRESENTATION ABSTRACTS

PROPOSER

Name: Tarif M. Jaber, P.E. FACI Professional Affiliation: Jaber Engineering Consulting, Inc. (JEC) Address: 10827 E. Butherus Drive Scottsdale, Arizona 85255 Phone Number: 480-473-4909 Fax Number 480-503-8108 Email: [email protected]

PRESENTATION TITLE: Extending Service Life of Arizona Bridges

ABSTRACT:

Despite its beautiful weather and year-long sunny skies, Arizona bridges located in the northern and southern parts are subjected to environmental and service conditions similar to those found in severe weather conditions in the Northern States. Arizona use of de-icing chemicals on bridges and transportation structures has increased many folds during the last 10-15 years in areas north of Interstate I-40. Heavy traffic traveling south on Interstate I-15 from Utah, transports, and deposits salts and de-icing chemicals on Arizona bridges and transportation structures as it enter Arizona warmer weather.

Realizing the potential reduction in service life of bridges due to these loads, ADOT has embarked on a special program to extend the service life of its bridges. In the last 5-7 years, ADOT had invested significantly in new technologies and programs to improve bridge performance.

This presentation provides an update on ADOT efforts and programs for extending the service life of its bridges. Examples of bridge projects built using ADOT’s new approach to improving the performance of bridges and bridge decks will be presented. The presentation includes a preview of ADOT Special Provision Specification using High Performance Concrete, (HPC) proposed for bridges, along with a closer look at ADOT consideration of a prescriptive and performance specification.

Jaber Engineering Consulting, Inc. is the prime investigator and supporter of ADOT efforts to implementing HPC on ADOT bridges.

WBES 2011, Presentation abstract.

Tony Kojundic, FACI

Director, Silica Fume Association (www.silicafume.org)

412‐551‐7873 [email protected]

Title: I‐10 Twin Span Bridge Replacement – The Largest HPC Bridge in North America.

The I‐10 Twin Span bridges crossing over Lake Pontchartrain was nearly destroyed by hurricane Katrina in Aug. 2005. This created a need for both temporary repairs and a permanent replacement. The I‐10 bridges are an integral part of the transportation infrastructure connecting the City and the Port of New Orleans, and the petro‐chemical industry along the Mississippi River, with an ADT of 55,000 vehicles. The twin bridges are each 5.5 miles in length and designed to be hurricane‐proof, with a 100‐yr service life using high‐performance concrete (HPC). Each bridge carries 3‐lanes of traffic and 2‐12ft shoulders – to be used in emergency evacuations. This presentation will highlight the hurricane‐proof design and specification of HPC used to produce the precast piles, caps, bents, and girders, as well as the cast‐in‐place deck and the 100‐yr service life, using the Life‐365tm service‐life model. Because of the size and nature of the bridge project, 3‐precast companies and 2‐ready‐mixed concrete plants were employed to produce the +350,000 cubic yards of HPC the bridge members and deck required. The $800M bridge project, entirely funded by the FHWA, began August 2006, and fully opened to traffic in Dec. 2010. The construction effort is a testimony to the resilient people of Louisiana and the Gulf Coast region in recovering from our nation’s worst natural disaster in history.

CONNECTING PRECAST CONCRETE BRIDGE DECK PANELS WITH ULTRA HIGH PERFORMANCE CONCRETE (UHPC)

Presented by: George Bornstedt, PE Bridge Engineer Oregon Department of Transportation Region 5 Tech Center 3012 Island Ave. La Grande, OR 97850 541-963-1595 [email protected]

CONNECTING PRECAST CONCRETE BRIDGE DECK PANELS WITH ULTRA HIGH PERFORMANCE CONCRETE (UHPC):

The Burnt River & UPRR Bridge No. 21252 in eastern Oregon will use Ultra High Performance Concrete (UHPC) to connect precast prestressed concrete deck panels to prestressed concrete girders. This demonstration project will allow the Oregon Department of Transportation (ODOT) to develop design standards and specifications for High Performance Concrete (HPC) precast concrete bridge deck panels and UHPC connections for use on this project and future accelerated bridge construction (ABC) projects.

The HPC used in the precast prestressed deck panel design is based on abrasion- resistant concrete research conducted by Oregon State University and sponsored by ODOT. The design for the UHPC connections is based on Federal Highway Administration (FHWA) research where Ductal® JS1000 UHPC from Lafarge North America, Inc. was successfully used to connect precast concrete members. UHPC consists of a cementitious matrix bonded with steel fibers without traditional aggregates. UHPC has enhanced properties including, high strength, added ductility, durability, fluidity, extremely low porosity and increased bond strength. The primary advantages of UHPC are the significant reduction in reinforcement development lengths compared with traditional concrete and added ductility provided by the internal steel fiber reinforcement.

The single span bridge superstructure on this project will consist of 15 precast prestressed concrete deck panels composite with ODOT 90-inch Bulb-T prestressed concrete girders. Due to the increased bond strength of UHPC, the longitudinal deck reinforcement in the transverse deck panel to panel joints can be fully developed in just six inches. This detail allows the deck to function similar to a traditional cast-in-place concrete deck and eliminates the need for longitudinal post tensioning. This presentation will highlight the design of the HPC precast concrete deck panels, the unique properties of UHPC, connection details utilized for this project, additional future applications for UHPC and the ABC advantages UHPC will provide on future bridge projects. Name: Navaphan Viboolmate, PE Professional Affiliation: Arizona Department of Transportation Phone Number: 602-712-8478 Email: [email protected] PRESENTATION TITLE: I-10 Mescal Road TI UP Emergency Bridge Rehabilitation PROPOSED FORMAT: Powerpoint ABSTRACT:

The I-10 Mescal Road TI UP, originally built in 1959, is a two-lane structure that carries vehicular and pedestrian traffic over I-10 in the southeast region of Arizona connecting residents and businesses in the town of Mescal and J-Six Ranch area. The bridge had five-span standard rolled-shape steel girders with an integrated sidewalk supported by a precast concrete boxbeam added in 2003. The bridge was severely damaged by two trucks that collided and caught fire under the bridge in March 2011. One truck involved in the collision carried magnesium and the intense burning lasted about six hours. The heat damaged two of the five spans, causing the steel girders to warp over the entire bridge length. Eastbound Interstate 10 underneath the bridge was immediately closed to traffic and a temporary detour using on- and off-ramps was established. The Mescal cross-road at the bridge also shut down. A ten-mile detour to get around the bridge was the only alternative for residents and businesses in the area.

The special damage inspection indicated concrete deck, steel girders, and a portion of the bridge pier caps and columns were severely damaged. The emergency repair work was commenced utilizing a nearby contractor in an attempt to reopen the interstate highway, protect the remaining facility, and reduce the extent of the damage. The first-priority emergency repair work consisted of installing a temporary concrete barrier, installing warning devices and signs, and installing a pedestrian fence to isolate the damaged areas.

The next step of the emergency work consisted of the demolition of the deck and removal of the steel girders and south concrete pier adjacent to the fire. The demolition work was completed in a ten-hour night closure of the interstate and took place only twenty-three days after the incident. The demolition work made news around the nation as the fire- damaged I-10 Mescal Road TI UP and another substandard bridge on the same portion of Interstate 10 were taken down in the same night in order to minimize traffic impact.

The design of the superstructure replacement began concurrently with scoping and coordinating activities. Some of the constraints were the emergency nature of the work and that the use of federal emergency relief funds which require that permanent restoration needed to be completed no later than 180 days from the date of the incident. Several design and construction elements were considered during the planning to expedite design and bid processes and to shorten the construction time. These elements included replacing the original steel girders with precast boxbeams and specifying a concrete barrier to be cast integrally with the exterior beams in order to reduce construction time and the number of I-10 closures. Within less than a month, a complete plans, specifications and estimates (PS&E) package was produced and the project was advertised for bids with 130 days allowed for the completion of the work.

This presentation will discuss damage assessment, emergency repairs, project scheduling to meet time constraints, the fast-paced design of the precast box beams and plans for fabrication challenges, and the construction of the project. This emergency rehabilitation project is in construction and on schedule to finish within less than 180 days from the date of the incident Name: Elmer Marx, PE (presenter) and Travis Arndt, PE

Professional Affiliation: State of Alaska Department of Transportation

Phone Number: 907‐465‐6941

Email: [email protected]

Presentation Title: Vehicular Collision and Truss Bridge Repairs

Proposed Format: MS PowerPoint presentation

Abstract:

It is not uncommon for overheight vehicles to collide with truss bridges. Recent vehicular damage to truss bridges in Alaska has required both conventional and innovative repairs.

This presentation will provide an overview of recent truss bridge repairs focusing on the repair and replacement of primary load carrying members. The presentation will provide details of how members and their connections were replaced. In several instances, the work was performed in subzero temperature to quickly reestablish the load capacity of the bridges and open the route to traffic.

Different techniques were employed to address the specific requirements of each bridge. The repairs were successfully performed using DOT engineering and maintenance personnel.

The focus of the presentation will be to provide engineers with different ideas and experiences that may help preserve existing truss bridges.

Name: Glen Scroggins, PE SE Title/Position: Bridge Preservation Supervisor Organization/Company: Washington State Department of Transportation (WSDOT) Phone Number: 1-360-570-2557 E-mail: [email protected]

Presentation Title: Emergency Repair of the Beebe Bridge over the Columbia River

Proposed format: Powerpoint

Presentation Abstract:

The Beebe Bridge is a major crossing carrying SR97 over the Columbia River in North-Central Washington near the City of Chelan. The main unit of the Beebe Bridge is a 3-span (260’-520’-260’) continuous riveted steel truss with through-truss side spans and an arched-truss main span. On August 31, 2009 a fully loaded truck-trailer veered sideways and crashed through the bridge superstructure in the North side span, resulting in 2 fatalities and inflicting extensive damage to primary bridge components.

Damage included the complete loss of a fracture-critical vertical, extensive bending in a compression diagonal, a wide range of connection damage throughout the area, and sagging of up to seven inches in the side span. The nearly critical damage necessitated an extended bridge closure with an 80-mile detour until repairs could be developed and safely implemented. A complicating aspect of the damage was the fact that it was not feasible to temporarily support the structure from either below or above.

The presentation will cover the damage to the bridge and the multi-phase, multi-office emergency effort needed to stabilize the bridge and to design and construct the repairs to the bridge until it could be reopened to unrestricted traffic on October 16, 2009. Engineering features of note include the application of temporary post-tensioning to the damaged steel compression member and the design and construction of an internally positioned telescoping jacking frame used to relieve the force on the damaged diagonal while providing sufficient room for the replacement member. PROPOSER: Name: Keith Gazaway, P.E. Professional Affiliation: Senior Bridge Engineer, Simon Wong Engineering Phone Number: (858) 566‐3113 Email: [email protected]

PRESENTATION TITLE: Seismic Retrofit and Rehabilitation of the North Torrey Pines Road Bridge PROPOSED FORMAT: Use PowerPoint for illustration and to summarize speaking points

Seismic Retrofit and Rehabilitation of the North Torrey Pines Road Bridge

Keith Gazaway, P.E., Simon Wong Engineering, San Diego, CA Nathan S. Johnson, Ph.D., P.E., Simon Wong Engineering, San Diego, CA

The 80‐year‐old North Torrey Pines Road Bridge, a 13‐span concrete T‐girder structure located on the Coast Highway between San Diego and Del Mar, has been labeled by the press as “the most structurally insufficient bridge in San Diego County.” With an FHWA Sufficiency Rating of 15 (out of 100), rehabilitation and retrofit of this historic bridge is finally underway after more than a decade of technical, seismic, and environmental studies. The bridge is functionally obsolete and structurally deficient with widespread corrosion and deteriorated concrete. Extensive seismic issues and design constraints required complex seismic analysis prompting an FHWA high profile classification. Seeking to preserve the bridge’s eligibility for listing on the National Register of Historic Places, the local community of Del Mar supported a decision to rehabilitate rather than replace the bridge. This presentation will provide a brief introduction of the project history and retrofit strategy, followed by an overview of seismic analysis and design, superstructure replacement, and construction. In addition to life safety, retrofit design was bounded by preservation of the historic resource, adjacent wetlands, and uninterrupted community and railroad use. As‐built seismic analysis identified liquefaction and slope stability issues, short bent seat widths, stiff skew bents with brittle failure modes, and shear/confinement deficiency of all columns and abutments. Site conditions were considerably varied along the length of bridge, therefore bedrock motions were propagated through 5 separate zones. The highly irregular substructure stiffness, combined with multiple support excitation and isolation required the use of pushover and nonlinear time history analyses. Type selection converged to complete superstructure replacement with partial isolation from the existing substructure, new abutments seismically tuned to the system, soil improvement using compaction grouting, and shear retrofit of all columns. To preserve appearance of columns, cover concrete will be removed, ties added, and cover replaced including a replica of the historic board form finish. Existing substructure elements will be repaired and protected with an impressed current cathodic system to extend the service life at least 50 years. The resulting retrofit is an elegant and redundant earthquake resisting system that preserves historic qualities of the bridge. The precast replacement superstructure was designed to replicate aesthetics of the original bridge and provide lateral continuity along the length through end‐to‐end post‐tensioning of all spans. Architectural details from the original bridge such as overhang corbels and twisting girder haunches were carefully documented for replication on the new superstructure. The character of the historic barrier rail will be preserved in a customized concrete barrier which incorporates the existing bridge pilasters. Despite the extensive work required, the project satisfied CEQA requirements with an IS/MND, and is a Categorical Exclusion under NEPA. This allowed construction to proceed sooner, but placed some significant working constraints on the project. Construction began in November 2010 and will require nearly three years to complete. Major construction challenges include a staging requirement to keep the bridge open during superstructure replacement, strict noise restrictions, and tight working space limits. Presentation Abstract for: THE 2011 WESTERN BRIDGE ENGINEERS' SEMINAR

PROPOSER:

Stuart Finney, P.E. KPFF Consulting Engineers 111 S.W. 5 th Ave., Suite 2500 Portland, OR 97204 503-227-3251 [email protected]

PRESENTATION TITLE:

3D PUSHOVER ANALYSIS AND INNOVATIVE SEISMIC STRENGTHENING OF NORTH GOING STREET BRIDGE

(25 minute presentation)

PROPOSED FORMAT: Powerpoint

ABSTRACT: 3D PUSHOVER ANALYSIS AND INNOVATIVE SEISMIC STRENGTHENING OF NORTH GOING STREET BRIDGE

PROJECT: North Going Street Bridge Seismic Strengthening CLIENT: Portland Bureau of Transportation

The presentation will discuss the 3D pushover analysis and innovative approach to the seismic strengthening of the North Going Street Bridge in Portland, Oregon.

The bridge serves as the main vehicular access to a major commercial and industrial area of Portland, Oregon and was deemed to be susceptible to a moderate earthquake. KPFF was retained to develop a cost effective seismic retrofitting strategy that would improve the seismic performance of the bridge, while minimizing impacts to both the vehicular traffic on the bridge and the operations of the rail road below.

The existing 5 span, reinforced concrete deck girder bridge was constructed in 1930 and was subsequently widened on both sides in the early 1970s with prestressed concrete box girders. The original and widened portions of the existing bridge were independent structures and were subsequently linked together as part of the seismic retrofit strategy.

Design challenges of particular interest on this project include:

3D Pushover Analysis: KPFF performed a non-linear, 3D pushover analysis of the existing bridge, based on the requirements of the FHWA Seismic Retrofitting Manual for Highway Structures. This model incorporated the flexibility of the existing structure, allowing greater displacements to be accommodated than would be permitted with a more traditional force based analysis.

Innovative Seismic Strengthening to Avoid Impacts to Railroad and Vehicular Mobility: Keeping vehicular and pedestrian traffic moving on top of the bridge as well as eliminating impacts to the railroad below was another key challenge. This challenge was met by installing two new 6 ft diameter drilled shafts at each end of the bridge, and connecting the original bridge and widened structures to the shafts though a new reinforced concrete overlay, to provide the necessary lateral resistance. This enabled all construction activities to remain on top of the bridge, eliminating closures of the railroad below and greatly simplifying permitting. New driven steel piles were also installed at the ends of the bridge to provide vertical support through the liquefiable soils at the site.

Seismic and Gravity Strengthening of Three Side by Side Structures: The three independent structures that made up the original bridge and the widened portions were seismically linked together through the new reinforced concrete overlay. The transfer of live load between the newly connected structures was analyzed using a 3D model and the original 1930s bridge was strengthened to provide an improved gravity load rating.

Construction was completed in late 2010.

Phoenix, AZ September 25 28, 2011

contractors and suppliers. Anticipated topics include:

Bridge Design & Construction Bridge Inspection & Preservation Bridge Management and Load Rating Innovations in Bridge Engineering Bridge Materials & Methods Bridge Hydraulics AASHTO Bridge Specifications: Issues & Resolutions Measuring Quality in Bridge Engineering Risk Management in Bridge Engineering

The final sessions will be determined based on the abstracts received.

PRESENTATION ABSTRACTS

Presentations will be 25 minutes in length.

PROPOSER Name: Nathan S. Johnson, Ph.D., PE Professional Affiliation: Senior Bridge Engineer, Nevada Department of Transportation Phone Number: 775-888-7379 Email: [email protected]

PRESENTATION TITLE: In-Span Hinge Replacement and Seismic Retrofit of the Flamingo Viaduct

PROPOSED FORMAT: Use Powerpoint for illustration and to summarize speaking points

ABSTRACT (500 words max): See the attached abstract PROPOSER: Name: Nathan S. Johnson, Ph.D., PE Professional Affiliation: Senior Bridge Engineer, Nevada Department of Transportation Phone Number: 775-888-7379 Email: [email protected]

PRESENTATION TITLE: In-Span Hinge Replacement and Seismic Retrofit of the Flamingo Viaduct PROPOSED FORMAT: Use PowerPoint for illustration and to summarize speaking points ABSTRACT:

In-Span Hinge Replacement and Seismic Retrofit of the Flamingo Viaduct

Nathan S. Johnson, Ph.D., PE, Nevada DOT Sami Megally, Ph.D., PE, Atkins , San Diego, CA

The Flamingo Viaduct, constructed in 1982, is twin ten-span 1400ft long three-frame prestressed concrete box girder bridge structures carrying the I-515 freeway in Las Vegas, Nevada. A unique retrofit project has been recently undertaken to mitigate significant seismic deficiencies attributed to inadequate design for superstructure axial shortening deformations. This presentation will provide an overview of the retrofit process and lessons learned including project history, type selection, design, and construction, which is scheduled to be completed summer, 2011. In 1985, shortly after the viaduct was built, inspection reports noted excessive opening of the in-span-hinges (ISH). In the early 1990’s, expansion joints were modified to reduce the surface opening; however, opening below the top slab remained. Over the past several years, NDOT completed multiple rehabilitation studies of the bridge. Under detailed inspection, additional observed damage included failure of ISH elastomeric bearings and seismic restrainers. Substructure displacement damage included several out of plumb columns with flexural spalling, and an outrigger cap beam exhibiting shear and torsional distress. In comparing calculated superstructure shortening deformations with measured movements, it was verified that actual deformations were close to the calculated values. Observed damage was result of inadequate accommodation of superstructure creep and shrinkage in the initial design. The primary concern is that additional seismic displacement could unseat the spans causing catastrophic failure. In addition, formation of column plastic hinges and damage to the outrigger cap beam would combine with seismic deformations and may lead to unintended shear or torsion failures. Displacement analysis that accounted for both previous shortening and seismic action confirmed inadequate seat widths. Also, based on system pushover analysis, outrigger cap beam and column strengthening would be necessary. Since the ISH are major components of the superstructure, replacement during service presents a substantial challenge. A final ISH retrofit type selection was conducted in 2010 which included three options for ensuring transfer of vertical shear and sufficient seismic performance. The first was shoring the bridge and partially removing and rebuilding the existing concrete ISH. The second and third were internal (through existing hinge diaphragms), and external steel girder strong-back systems to bypass the existing ISH and provide a replacement mechanism for frame to frame force transfer. An external strong back system was selected to bypass the existing ISH. The solution has significantly less cost than rebuilding, requires minimal closure time, is least invasive to the existing hinge, and does not require shoring of the bridge spans. Also, adequate existing vertical clearance is available and ISH are not in highly visible locations. A semi-active vertical force transfer was chosen to relieve the failed bearings within the existing ISH, and provide passive continuity for lateral seismic transfer. Detailed nonlinear analysis of the construction sequence was performed to ensure vertical post-tension force transfer from the existing ISH girders to the new external strong-back system could be accommodated by the existing bridge and new strong-back system. Substructure outrigger cap beam and column retrofit was explored using both steel and FRP jacketing with FRP selected for design. PROPOSERS Name: Donath Picardo Professional Affiliation: Michael Baker Jr., Inc. Phone Number: 801-562-8350 Email: [email protected]

Name: Jason Klophaus Professional Affiliation: Klophaus PLLC Phone Number: 801-999-8425 Email: [email protected]

PRESENTATION TITLE: South Layton SPUI Bridge raised construction, lowering (or lifting) and launching - an innovative ABC method (first bridge launch in Utah)

ABSTRACT:

The hourglass shaped 218-0” long 2 span Single Point Urban Interchange (SPUI) bridge with out to out deck widths of 220’-0” at abutments and 135’-0” at the center bent was constructed as part of the $61 million South Layton Interchange design-build project for Utah Department of Transportation (UDOT). Ralph L. Wadsworth was the contractor and, Michael Baker Jr., Inc. was the SPUI bridge designer responsible for all designs and plans, Norsar Ltd (heavy lifter/mover) provided all lowering and launching equipment. Several innovative Accelerated Bridge Construction (ABC) methods were implemented for the placement of the bridge to meet schedule and reduce impact to traffic.

In order to accelerate the settlement of the new tall approach embankments of the bridge, the embankments were temporarily (for 3 to 4 months) surcharged with 12’-0” of soil above the proposed finished grade. Approximately 13 inches of settlement occurred, which was anticipated.

In order to utilize the surcharge settlement time, the bridge superstructure was constructed on temporary steel supports above the 12’-0” of soil surcharge. Two rows of temporary support beams on piles were constructed on either side of the 3 lanes of traffic in each span to facilitate bridge launch. After the soil settlement was obtained the surcharge was removed from underneath. The temporary structure was removed after the superstructure was raised using twelve lowering jack towers for each span. The bridge was lowered to approximately 18’-0” in about 16 hours and was set on elastomeric pads with teflon sliding surfaces placed over slide shoes at the forward end and skid beams at the rear end. 22 foot long launch noses (6 numbers) were attached to the bridge. The bridge was then launched into place using hydraulic jacks to propel the bridge, and elastomer pads with teflon surface sliding on inverted stainless steel shoes. The bridge was moved into place well within the time constraints of 6 hour full lane closures of I-15 in each direction. Each span weighed approximately 2500 kips.

The time period was 8 months from placement of approach embankment surcharge in December of 2009 and the launching of the second span on August 21.

The focus of this presentation will be to present the design and construction of this unique bridge including: original design considerations, innovative details, the bridge lowering and launching design system, process and monitoring. PRESENTATION ABSTRACTS

ROPOSER Name: Bijan Khaleghi Professional Affiliation: State Bridge Design Engineer Washington State Department of Transportation Bridge & Structures Office Olympia, Washington

Phone: (360)705‐7181 Email: [email protected]

PRESENTATION TITLE: Highways for LIFE Demonstration Projects and Accelerated Bridge Construction in Washington State

Abstract The Federal Highway Administration, as part of the “Every Day Counts” initiative, is actively promoting accelerated bridge construction through Highways for Life projects. Accelerated bridge construction is a national effort to reduce the construction time while improving work‐zone safety and reducing environmental impacts. The Highways for Life projects allow states that have moderate to high seismic regions to research and implement new technologies for better and innovative connection details between prefabricated bridge elements in seismic zones. The Washington State Department of Transportation is currently involved in Highways for Life projects for “Technology Transfer” and “Demonstration” Projects. The Washington State Department of Transportation has been actively promoting Accelerated Bridge Construction. Currently, two Highways for Life projects are being completed in Washington State. The Highways for Life “Technology Transfer” introduces innovative designs using prefabricated members in a totally precast concrete bridge bent system that can be used in seismic regions. The Highways for Life “Demonstration” Project focuses on the Field Implementation of Innovative Sustainable Bridge Columns under Seismic Loads. The objective of the proposed project is to introduce in the columns of an actual bridge advanced materials and details that have recently been found to be substantially superior in comparison to standard reinforced concrete bridge columns under earthquake loading. This presentation discusses the benefits and challenges of accelerated bridge construction, and the status of the research and construction of ongoing Highways for Life projects in Washington State.

Keywords: Bridge, LRFD, HFL, ABC, Precast Concrete, Seismic, Connections, Substructure TITLE: Sam White Bridge – SPMT Move of 2-Span Continuous Bridge

PRESENTERS Richard D. Hansen, P.E., S.E. Michael Baker Jr., Inc., Midvale, UT

Bryce Jaynes Ralph L. Wadsworth Construction Company, LLC

ABSTRACT:

The 354-ft two-span continuous steel-plate girder Sam White Bridge was designed and constructed as part of the $1.7 billion I-15 Utah County Corridor Expansion (CORE) design-build project. The CORE project was awarded to Provo River Constructors (PRC), a joint venture of Fluor, Ames, Ralph L. Wadsworth, and Wadsworth Brothers with the following major consultants HDR (prime), Michael Baker Jr., Inc., Jacobs, and Kleinfelder.

The Same White Bridge is the longest bridge in the U.S. to be moved into its final location using self propelled modular transporters (SPMTs).

The interior columns, high skew and sharp vertical curve increased the complexity of moving the bridge. The length and width of the bridge combined with a normal 2-percent cross slope also required grade modifications during the move. During the move the bridge had to progress out onto I-15 and rotate over the center median.

Due to the steep vertical curve on Sam White Lane and high skew, the abutment bearing seat elevations vary by about 4 feet (far more than the 20 inches of useable stroke on the SPMT units). The skew also causes the abutments to slope in different directions. The actual SPMT stroke is slightly over 2 feet, but some of the stroke is used up in the lifting process and some is reserved as a contingency. To get the bridge past the high abutment corner, the bridge was shifted over the lower west abutment and in front of the high corner of the east abutment. Once the bridge was in line with the Sam White control line it was moved perpendicular to its location along the control line and seated on the sole plate/bearing assembly.

The SPMT system used four lines of SPMTs (two lines per span). Stability of the SPMTs during the move was provided by large pipe braces. The pipe braces consisted of two K braces per span between the SPMT lines with a single diagonal brace between the K braces. The K braces were made of 36-inch and 24-inch tubes, and the distance between SPMT lines was approximately 123 feet. Additional stability was also provided by the configuration of the SPMT hydraulic systems.

This presentation will discuss the unique features of the bridge, temporary supports, analysis for moving the bridge, travel path grading, construction and related topics from the designer and contractor perspectives.

Phoenix, AZ September 25 – 28, 2011

PRESENTATION ABSTRACTS

Presentations will be 25 minutes in length.

PROPOSER Name: Brian J. Leshko, P.E. Professional Affiliation: HDR Engineering, Inc. Phone Number: (412) 497-6218 Email: [email protected]

PRESENTATION TITLE: Overview of the FHWA Tunnel Operations, Maintenance, Inspection and Evaluation (TOMIE) Manual

PROPOSED FORMAT: Use Powerpoint for illustration and to summarize speaking points

ABSTRACT (500 words max):

This presentation will outline and discuss the contents of the forthcoming FHWA Tunnel Operations, Maintenance, Inspection and Evaluation (TOMIE) Manual, which will provide necessary technical information and guidance that will allow tunnel owners, operators, maintainers and inspectors to properly operate, maintain, inspect and evaluate tunnels. The comprehensive manual will promulgate recommended Best Practices for inspection procedures for structural elements and functional systems, including mechanical, electrical, hydraulic and ventilation systems; qualifications and training for inspectors; inspection types and frequencies; structural evaluation; tunnel data management; and training.

The FHWA TOMIE Manual is comprised of the following: Chapter 1 – Introduction, Background and Overview; Chapter 2 – Operations; Chapter 3 – Maintenance; Chapter 4 – Inspection; Chapter 5 – Evaluation; Chapter 6 – Tunnel Data Management; and Chapter 7 – Training.

The presenter is the Lead Investigator for FHWA Task Order 006/ Technical Directive 003: TOMIE Manual, under Contract DTFH61-07-D-00004, Engineering and Technical Support Services for the FHWA Office of Bridge Technology. It is anticipated that the majority of tunnels will continue to be inspected by bridge inspectors; therefore, familiarity with the TOMIE Manual will be of benefit to WBES attendees. Authors Name: Toni Doolen, Ph.D. (Speaker) and Benjamin Tang (co-author) Professional Affiliation: Oregon State University (Doolen) and Oregon DOT (Tang) Phone Number: 541.737.5641 (Doolen) and (503) 986-3324 (Tang) Email: [email protected] and [email protected] PRESENTATION TITLE: A Planning Phase Decision Tool for ABC

PROPOSED FORMAT: Powerpoint

FHWA-Sponsored Pool Funded Study TPF 5(221)

Accelerated Bridge Construction (ABC) is recognized as an important method for bridge owners to accelerate the delivery of highway bridge projects. ABC uses both new technology and innovative project management techniques to reduce the impacts of bridge construction projects on the public and to reduce total project costs. In early stages of a construction project, engineers need to assess whether elements of ABC are achievable and effective for a specific bridge location. Use of decision-making tools in early stages of planning is highly recommended for decision makers to proactively implement effective solutions. Cost data, are often not readily available in the early phases of a project, making traditional engineering economic analyses difficult to apply reliably. Thus, while the potential advantages of ABC are recognized, it is difficult for transportation specialists to quantify the risks and economic benefits of using ABC over conventional construction for specific bridge replacement or rehabilitation projects.

These decisions are even more difficult as both multiple criteria and diverse (sometimes opposing) disciplinary perspectives need to be considered. The use of appropriate decision- making tools in these early stages of planning can help promote dialog regarding these criteria and ultimately will promote effective solutions. In this FHWA-sponsored pool funded study TPF 5(221) a decision making tool, based on the Analytic Hierarchy Process (AHP) was developed. AHP prioritizes multiple criteria, can integrate both quantitatively or qualitative assessed criteria, and provides a summary ranking of alternatives, based on the multiple criteria. The tool created as part of this pooled fund study provides decision-makers a rigorous approach to assist in this difficult task. Applications of the AHP tool developed have provided evidence that both the tool and process can provide tremendous value in helping decision-makers identify and communicate the rationale behind a construction method selection decision.

2011 Western Bridge Sacramento, California September 25-28, 2009

PROPOSER Name: Barton J. Newton Professional Affiliation: California Department of Transportation Phone Number: 916-227-8728 Email: [email protected]

PRESENTATION TITLE: “AASHTO (SCOBS) T-18 Technical Committee Update”

PROPOSED FORMAT: Use Powerpoint for illustration and to summarize speaking points

ABSTRACT (500 words max): The AASHTO Subcommittee on Bridges and Structures (SCOBS) has twenty technical committees that recommend changes and revisions to specifications and guidelines used across the national for the design, construction, and maintenance of bridges and structures. The technical committee on Bridge Management, Evaluation, and Rehabilitation (T-18) is responsible for the inspection and load rating standards and guidelines.

Reports from the Federal Highway Highway Agency (FHWA), the National Transportation Safety Board (NTSB), Office of the Inspector General and the Government Accounting Office (GAO) have identified needed improvements to the National Bridge Inspection Standards. The T-18 technical committee has been working with FHWA to address those recommendations through changes to the Manual for Bridge Evaluation.

In addition, T-18 has numerous initiatives on-going to improve the inspection and management standards of the aging National Bridge Inventory. This presentation will provide an overview of the recent T-18 activities including recent changes to the Manual for Bridge Evaluation, implementation of the new Bridge Element Inspection Guide Manual, and the recent on-going research in the area of inspection and evaluation of bridges.

# # # Proposers: Andrew Howe OBEC Consulting Engineers; Ph. (503) 589 4100; E-mail [email protected]

Jiri Strasky, Consulting Engineer; E-mail [email protected]

Presentation Title: Overview and Highlights Delta Ponds Pedestrian Bridge, Eugene, Oregon

Proposed Format: PowerPoint slides with photos, text talking point summaries, and graphics

Abstract: The subject bridge crosses Delta Highway in Eugene, Oregon and connects the Delta Ponds pedestrian and bicycle trail system with a residential area. The bridge has a total length of 760 feet is assembled of the main cable stayed structure crossing the highway and approaches (see Figs. 1 and 2). Both the main bridge and approaches have a similar deck arrangement as the I-5 Gateway Bridge constructed in 2007. The main structure, 340 feet in length, is formed by a continuous slab that is suspended on a single pylon. Vertical clearance requirements forced the deck to be as slender as possible. A cable stayed structure proved to be the most appropriate solution. The V shape pylon consists of two precast concrete legs are fixed to the deck and stiffened by a concrete diaphragm which was cast after the erection of the deck (see Fig. 3). The stays, formed by strands Fig. 1 Cable Stayed Spans

Fig. 2 Elevation a) Bridge b) Main Structure that are pin connected to the pylon legs and the deck, are arranged in a semi-fan configuration. The V shape pylon consists of two precast concrete legs are fixed to the deck and stiffened by a concrete diaphragm which was cast after the erection of the deck (see Fig. 3). The stays, formed by strands that are pin connected to the pylon legs and the deck, are arranged in a semi-fan configuration.

Fig 3. Elevation and Sections of Pylon

The main structure has two back spans and a 170 foot main span crossing the highway. The main span is assembled of precast segments with a cast-in-place deck slab and was constructed after the cast in place back spans were complete. The precast segments were erected in a cantilever started at the pylon –see Fig. 4. The segments were erected at night when two lanes of the highway were permitted to be closed. The composite slab was placed in the same direction, from the tower to the closure. Following placement of the composite slab, the spans of the main Fig 4. Cantilever Construction of Precast Segments bridge were post-tensioned. To simplify production, the precast deck segments were not match-cast. To allow cantilever erection, the segments had projecting structural steel tubes that mated to adjacent segments. The structural solution was developed through detailed static and dynamic analyses. A multi- mode analysis was performed to determine the structure’s response to dynamic loads. The results of this analysis were used both in seismic design and in gauging response under pedestrian loads. Although the deck is very slender, pedestrians have not found vibrations to be uncomfortable. Construction of the bridge was completed in October 2010. The bridge was designed by OBEC Consulting Engineers, Eugene, Oregon and Jiri Strasky, Consulting Engineer. The bridge was built by Mowat Construction Company, Clackamas, Oregon.

Seismic Design Elements for the Gerald Desmond Cable-Stay Bridge Patrick W. Pence, P.E., Semyon Treyger, P.E., S.E., Michael H. Jones, P.E, S.E., Ayman A. Shama, P.E. Parsons/HNTB Joint Venture

Preliminary design is proceeding for the new Gerald Desmond Cable Stay Bridge for the Port of Long Beach. This will be the first cable-stay bridge built in the United States in a highly active seismic zone. The bridge provides a main span of 1000 feet, two back spans of 500 feet, supports six lanes of traffic, and provides a navigational clearance of 200 feet. The project also includes over 16,000 feet of approach structures consisting of both precast segmental concrete box girders and cast-on-falsework concrete box girders. The bridge will advance the state-of-practice of cable-stay bridges by featuring a number of other “firsts” for cable-stay bridges, including the use of sacrificial shear-links in main span towers and end bents. The shear-links or energy dissipating mechanisms will connect opposing and closely-spaced legs of the main-span towers and end bents and at the towers give the aesthetic appeal of a slender single mast. This paper will describe the seismic framing and design concepts that will be utilized to ensure seismic performance goals outlined in project specific design criteria are met.

Presenter Name: Eduardo Fernandez de la Pradilla, P.Eng. Email Address: edfe@b‐t.com Session: 5D Title: Erection of the DEH CHO Cable‐Stayed Bridge over the Mackenzie River, Northwest Territories, Canada Day: Tuesday Time: 8:30 AM

Final Abstact.

The Deh Cho Bridge currently under construction near Fort Providence, Northwest Territories, Canada will carry traffic across the Mackenzie River on the Yellowknife Highway providing an uninterrupted land route between Yellowknife, the capital of Northwest Territories and the rest of Canada. Currently, river crossing is by ferry during the summer and ice bridge during winter. The surrounding communities are cutoff from the rest of Canada during seasonal freezing and thawing of the river. The new bridge will provide a reliable means of crossing throughout the year.

The 1045 meter long bridge consists of nine spans with a 190 meter main center span. Cables attached to A‐frame pylons at each of two interior piers support the center span and two adjacent spans. The superstructure is a steel truss with a precast concrete deck. The truss is incrementally launched from both sides of the river. Launch of the north half was completed in March 2011. Temporary bents between permanent steel piers were constructed to provide vertical and lateral support for the truss during launching. Rollers at permanent piers and temporary bents supported the truss while launching. The south half of the truss will be launched to meet with the north half of the truss in the summer of 2011. The connection between the two trusses will take place after erection of the pylon and cables on the north half and before the south half is lowered into its permanent bearings.

This presentation will give a brief overview of the bridge erection and will focus on the construction engineering and equipment to erect the superstructure will be presented, with a focus on truss launching. Understanding the behavior of the truss during launching was key to develop a successful launching procedure. The truss was advanced with a winch and haul line system requiring the design and construction of a launch rail bed to move and position each successive truss segment. Truss segments were bolted to the previously launched segment with a tail assembly used to attach haul lines. Negative and positive truss camber produced vertical movement along the full length of the truss and unseating at some supports during launching all of which were considered in the analysis and design.

Vertical movements and variable flange widths required special attention in designing the lateral guides located at all supports. The leading end of the truss was significantly lower than the nearing support as it approached each support due to tip deflections resulting from the relatively long truss cantilever. A nose assembly with hydraulic pistons at the leading end of the truss was used to lift the advancing end onto each roller support. Temporary rollers were place approximately 800 mm above the final bearing elevation to keep the advancing end of the truss above the top of the substructure. A jacking down analysis and design was required to develop a procedure to lower the truss onto the permanent bearings.

STEEL PYLON DESIGN FOR A CURVED CABLE-STAYED BRIDGE LOCATED IN A HIGH SEISMIC ZONE David Evans and Associates, Inc. Page 1 of 1

STEEL PYLON DESIGN FOR A CURVED CABLE STAYED BRIDGE LOCATED IN HIGH SEISMIC ZONE Shuangling Shang, P.E., David Evans and Associates, Inc. Tom Whiteman, P.E., David Evans and Associates, Inc. Raj Bharil, P.E., S.E., David Evans and Associates, Inc. Tel. (360)705-2185, www.deainc.com; [email protected]

ABSTRACT This presentation discusses the challenges and innovations involved in the design development of an 800 ft. long replacement bridge for the Puyallup Avenue/Eells Street Bridge in Tacoma Washington. This bridge carries four truck lanes and two 8 ft. sidewalks, and connects two adjacent existing bridges on a curved horizontal alignment. A 230 ft. tall A-frame, high performance 70W steel pylon supporting the curved cable stayed concrete segmental bridge was selected to allow bridge traffic to be re-opened within one year, thereby minimizing interruption to the 7 railroad tracks underneath. This A-frame pylon will also allow the addition of future tracks, work within the tight right-of-ways, minimize disruption to the site sensitive environment, and provide a low weight-high ductility- sustainable solution for this high seismic zone. INTRODUCTION The bridge is located in a high seismic zone. A-frame steel pylons will be used to resist lateral forces from seismic activity. The steel pylon is smaller in size, lighter, and better matches the industrial area surrounding the port than concrete pylons. The steel tower reduces the dead load, minimizes the shafts size and numbers, and reduces overall seismic load. It offsets material and fabrication cost resulting in overall savings. The unpainted high performance weathering steel can be considered a sustainable choice due to its low maintenance cost and recyclability. The curve alignment of the cable-stayed bridge causes an unbalanced dead load between the pylon legs. The unbalanced load was investigated with the different curve radiuses. The effects of the curve in terms of resultant forces were not found to be significant especially when compared to unbalanced live and seismic loads. Utilizing viscous seismic dampers at pier supports helped in reducing seismic load transfer from deck to piers and pylon. Those dampers shift the seismic load frequency and reduce seismic load on pier and foundation which in turn help limit the piers column and shaft sizes, and shaft depth to less than 120 ft. The box-shaped thin steel flange and web plates resist heavy compressive forces from cable stays and biaxial bending. The pylon design included provisions for access, plate thickness, stiffeners and welded connections. Cable anchorage details and cable force transfer and distribution to the pylon required special attention to allow ease of fabrication and a prototype model was built to assure its constructability. The pylon required complex steel detailing and engineer’s extra effort to save cost during fabrication, erection, and cable tensioning operations. CONCLUSIONS The light steel pylon using the A-frame style tower, with a “V” shape steel truss frame and wide heavier concrete segmental deck sections, is less responsive to wind induced vibrations and performs well during seismic events. The pylon can be constructed in smaller segments with the use of smaller cranes positioned on the ground has been shown to be a very competitive in terms of shortening overall construction time and overall cost. In addition, the use of shorter cable anchorages allows the use of smaller size cables and lighter anchorage systems which are quicker to install which address an important concern of working around a very small bridge closure window.

REFERENCES Theodore V. Galambos, Guide to Stability Design Criteria Metal Structures, Fifth Edition Fritz Leonhardt, Latest Developments of Cable-stayed Bridges for Long Spans, Sartryk af Bygningsstatiske Meddelelser, Vol. 45. No. 4, 1974

INSPECTION AND EVALUATION OF THE I‐91 STEEL DECK TRUSS BRIDGES Justin Doornink, PhD, PE; Joseph Krajewski, PE

T.Y. Lin International 8625 SW Cascade Avenue, Beaverton, OR 97008 Phone: 503.385.4200 Email: [email protected], [email protected]

T.Y. Lin International is currently conducting an engineering evaluation of the twin 880‐ft long steel deck truss structures that carry Interstate 91 (I‐91) over the West River near Brattleboro, Vermont. Constructed in 1958‐1960, the trusses include 220‐ft anchor spans and a 440‐ft middle span. The middle span is comprised of 132‐ft cantilever spans and a 176‐ft suspended span. The engineering evaluation includes inspection, material testing, ultrasonic testing of fracture‐critical members, load rating (including gusset plates, links, and pins), fatigue analysis, wind analysis of sway bracing, and development of a Conceptual Redundancy Study for fracture‐critical members. The inspection and material testing are briefly discussed in the Fig. 1: Elevation of the I-91 Bridges over the West River following paragraphs.

Two teams accessed all areas of the twin bridges’ superstructures using underbridge inspection units. The primary objective for the in‐depth inspection was to obtain detailed information that would assist with quantifying rehabilitation needs, and produce more accurate load ratings and remaining fatigue life analyses. To acquire this information, a variety of traditional and advanced inspection methods were utilized. Examples of traditional inspection methods used were measuring tapes, calipers, carpenter’s ruler, etc., to determine the as‐ built geometries of the truss gusset plates, which are required by the FHWA to perform gusset plate load ratings. Similarly, examples of advanced inspection methods include the use of ultrasonic shear wave scans and ultrasonic phased array scans to check for fatigue cracks, flaws, voids, etc. in gusset plates and pins, links and link pins, and cover plate end welds. Material testing was completed on steel coupons obtained from the bridge to determine the yield strength, tensile strength, Charpy V‐Notch dynamic toughness, and chemical composition of both rolled shapes and plate steel. While yield and tensile strengths are useful for load ratings, the Charpy results were of special interest since steel from the 1958‐1960 era did not come with toughness certifications. In fact, the resulting low Charpy results from the material testing determined that complex fatigue life analyses were required in the post‐inspection analytical work, rather than standard analyses that use the current AASHTO LRFD procedures.

Our presentation will focus on the project’s inspection and material testing, as well as a brief overview of how the information acquired from these activities has been used in the post‐inspection analytical work. While the I‐91 Bridges are not located in the western United States, the inspection methods that were used, the material testing, and the means of implementing inspection findings into analytical work will be of interest to the conference audience. Fig. 2: Inspection of the I-91 Bridges

Royal Brougham Way Grade Seperation Bridge Design – City of Seattle

Abstract

Sammy Tu, P.Eng, PE SE AECOM

This presentation presents a recent constructed Royal Brougham Way grade separation bridge (RBW Bridge), one of two complex bridges of SR 519 Phase 2 design-build project in Downtown Seattle. The RBW Bridge is a five-span, 670 foot long bridge. The bridge is a combination of post-tensioned box girders, reinforced curved box girders, and precast, prestressed, pre- cambered girders over the railroad; and a flat slab ramp bridge to the second floor of the Qwest parking garage. The bridge carries two roadway and bike lanes, and an 18-foot-wide sidewalk, over the railroad tracks.

The bridge is founded on drilled shafts to mitigate the effects from the poor soil conditions, including layers of liquefiable soils. The seismic design criteria require the implementation of the AASHTO Guide Specifications for LRFD Seismic Bridge Design. This displacement-based criteria is a first for the City of Seattle.

This bridge had some challenging technical issues and innovative design approaches encountered as followings:

1. The bridge vertical alignment had to get up and over the five most active railroad tracks, and the back down in a hurry to match the existing grade. In addition the profile could not err on the high side due to the need for second floor access to the parking garage. Steel girders were proposed during conceptual design. The City of Seattle wanted a concrete bridge to alleviate the need for future painting. The solution was to use precast, pre-cambered, highway girders. The first application for WSDOT acceptable highway girders 2. The design team was also able to reduce the total bridge length by four spans by incorporating the use of lightweight Geofoam fill at the west bridge approach. This is the first application of Geofoam for a highway project, in the City of Seattle 3. Foundations had to fit a space about 10ft out to out between two lager diameter sew pipes. That resulted in single column/shaft to support superstructure at pier 1 and pier 2 with a 5ft offset from column center to superstructure center. This unique geometry constrain not only made installing the 8ft diameter drilled shaft difficult, but also created technical challenge to meet new displacement-based seismic design criteria. In innovative approaches, the designers incorporated an asymmetrical bridge superstructure, lowering the column to drilled shaft connection below the sew pipes, using 3D shell model analysis rather than conventional frame model, and converting pier 1 from simple support at stage 1 to fix support at final service. 4. Columns adjacent to railroad tracks need to have 30 square feet of area, or they need to have an interconnecting pier protection wall. Adding a pier protection would result in the closing of Royal Brougham Way almost a year earlier than the original plan. The designers and contractor came up with a very simple solution - elongate the 6ft diameter columns by adding wood extensions to the steel form work. This allowed the columns to meet the cross sectional area requirements without changing the column designs significantly. Design and Construction Highlights Willamette River Bridge, Eugene Oregon

Abstract: In late 2009 construction of new twin arch bridges commenced in Eugene, Oregon. The bridges carry Interstate-5 southbound and northbound over the Willamette River, a local highway, mainline and siding railroad tracks, an interstate off-ramp and two multi-use paths, one on each side of the river. The bridge lengths for southbound and northbound are 1759 and 1984.7 ft., respectively. The bridges replace the original bridge built in the early 1960's.

The Eugene community takes an active interest in the scope and form of infrastructure development in their jurisdiction. Due to the project magnitude, urban/suburban setting, and major river crossing, the whole gamut of bridge challenges were encountered: Appropriate structure types/type selection, cost/budget, aesthetics, staging/construction, historical resource preservation, in-water work restrictions, highway overcrossings, railroad overcrossings, utilities avoidance, and others. In addition, both the design phase and construction contract are administered through the "Construction Manager/General Contractor" (CMGC) procurement process whereby contractor selection is based in part on qualifications.

The final arrangement of the crossing was developed from extensive architectural, structural and economic study and represents a careful balance between the community desire for a highly visible landmark structure and the realities of budgetary limitations. The design combines aesthetics, economy, constructability, and the efficient use of materials to provide landmark structures meeting all the project goals and constraints. The detailed analysis showed that the arch structures cost less than cantilever cast-in-place boxes of the same spans.

The main bridges are each formed by two arch spans of lengths 390 and 416 ft. (see Figure). A girder-floorbeam-slab system comprises the superstructure with one girder each in the vertical plane of each arch rib. Transverse precast-prestressed floorbeams support the deck slab between girders. Outside of the girders the deck is a transverse cantilever slab. The arches are formed by two ribs without transverse bracing and are supported by 8 ft. diameter drilled shafts into rock. The north approach spans are post tensioned girders with the same superstructure perimeter as used for the arch spans, while the south approaches are CIP variable-depth multi-cell box girders, which match with the width and depth of the outside faces of the arch span girders.

This presentation will outline bridge configuration as related to cost, constructability, site constraints and aesthetics. The CMGC process will be briefly described, with more focused discussion on specific bridge design/constructability challenges and construction sequencing.

Finally, the locus of particular design, detailing, and construction challenges and what techniques were used to overcome them will be examined.

Phoenix, AZ September 25-28, 2011

Presentation Abstracts

Proposer Name: Craig Smart Organization/Company: HDR

Co-Presenter Name: Dave Severns Organization/Company: Nevada Department of Transportation

Address 1: 7180 Pollock Dr.

Address 2: Suite 200

City: Las Vegas

State/Province: Nevada

Zip Code/Postal Code: 89119

Business Phone: 702-938-6023

E-mail: [email protected]

Presentation Title:

Inventory Inspection of the Mike O’Callaghan – Pat Tillman Memorial Bridge

Abstract (500 words or less):

The Mike O’Callaghan-Pat Tillman Memorial Bridge officially opened to traffic on Tuesday, October 19th 2010. Prior to the opening of one of the most highly anticipated transportation structures in recent history, NDOT was provided with a short window of opportunity to perform an inventory inspection of this landmark structure. This initial inspection would evaluate the as-built condition of the structure and form the baseline for future inspections. This presentation will focus on the inventory inspection of this signature bridge of national significance. The presentation will outline the challenges encountered while planning and performing the initial inspection of the highest concrete arch bridge in the world and the longest concrete arch bridge in North America. In the case of this project, early coordination, thorough planning, and executing as a team were crucial in overcoming multiple obstacles including: • inspection access • security • coordination with other state and federal agencies • inter-agency Agreements • simultaneous, multiple inspection modes (rope-access, concurrent, multiple "snooper" operations, NDT, and conventional) • Environmental constraints (wind, lightning, and high temperatures) The presentation will discuss the project from the preparation of the bridge inspection access plan, through the coordination between multiple agencies, to the inspection execution. The coordinated, team- focused approach implemented on this project resulted in a timely, safe, thorough, and efficient inventory inspection of this unique bridge.

Underwater Bridge Inspections in the 21st Century: Research Findings on the Usefulness of Acoustic Imaging and GPR

By

Daniel G. Stromberg, SE, PE and Terence M. Browne, PE

Collins Engineers, Inc.

Scour investigations, unknown foundations, underwater security issues, submerged timber debris maintenance removal actions, and underwater inspection requirements continue to be hot topics of importance with significant discussions taking place.

Underwater inspections of bridges are essential to ensuring the safety and the long‐term serviceability of our infrastructure. This presentation outlines recent research using Underwater Acoustic Imaging and Ground Penetrating Radar (GPR) for safety inspections of bridges. A variety of Sonar Technologies are ideally suited for collecting surface information on all types of bridge structure materials and documenting findings with “high resolution photographic quality” acoustic images. Besides successful field case studies to be cited, information will be provided on current research efforts in the USA and Europe to establish standards of acceptance and to determine limitations in this increasing used technology. GPR is ideally suited to document the channel bottom material composition (including infilling in scour depressions) and submerged structures in freshwater around bridges due to the excellent transmission of radar waves, giving valuable information about “actual” scour depths and unknown foundations in some cases. The results of GPR surveys will be presented showing how GPR is capable of showing subsurface waterway channel bottom profiles and identifying scour infill areas around bridge foundations. The limitations and areas of future expected use for GPR will also be discussed.

Information will be provided on the use of acoustic imaging and GPR technologies as a routine part of future underwater bridge inspections, as well as the “tool of choice” for portable scour monitoring during floods. An update will also be provided on the recent revisions to the FHWA/NHI Underwater Bridge Inspection Course, as well as the latest developments in the Transportation Pooled Fund Study for Evaluating Underwater Imaging Technology.

₁ Daniel Stromberg, SE, PE (Chief Engineer‐Diver at Collins Engineers, Inc.) and Terence M. Browne, PE (Division Manager / Director of Underwater Technologies at Collins Engineers, Inc.) are Instructors for the FHWA/NHI Underwater Bridge Inspection Course, and routinely conduct underwater bridge inspections across the nation for various state highway agencies. The authors can be reached at Collins Engineers, Inc., 13300 New Airport Road, Suite 130, Auburn, CA 95602, Phone: 530‐887‐8151. Phoenix, AZ September 25 – 28, 2011

The Western Bridge Engineers’ Seminar is seeking abstracts from owners, designers, researchers, producers, contractors and suppliers. Anticipated topics include:

 Bridge Design & Construction  Bridge Inspection & Preservation  Bridge Management and Load Rating  Innovations in Bridge Engineering  Bridge Materials & Methods  Bridge Hydraulics  AASHTO Bridge Specifications: Issues & Resolutions  Measuring Quality in Bridge Engineering  Risk Management in Bridge Engineering

The final sessions will be determined based on the abstracts received.

PRESENTATION ABSTRACTS

Presentations will be 25 minutes in length.

PROPOSER Name: Professional Affiliation: Phone Number: Email:

PRESENTATION TITLE:

PROPOSED FORMAT: Use Powerpoint for illustration and to summarize speaking points

ABSTRACT (500 words max):

Michael J. Garlich Collins Engineers, Inc. 1 Jeremy W. Koonce

ABSTRACT

Anchor Rod and Bolt Tightening for High Mast Light Towers and Cantilever Sign Structures

Transportation agencies make extensive use of various configurations of overhead sign structures, signal structures, and luminaries. Many of these structures are supported by a cantilevered pole, or are in themselves cantilevers, i.e., high mast light poles. Proper performance of these structures is not only dependant upon a correct design, but also on proper installation. Design provisions are contained in the AASHTO Standard Specification for the Design of Structural Supports for Overhead Signs, Signals and Luminaries (AASHTO Specification) Guidance on proper installation can be found in various NCHRP Reports, as well as the FHWA “Guidelines for the Installation, Inspection and Maintenance of Structural Supports for Overhead Signs, Signals, and Luminaires.” Many structures were installed, however, before much of this information was available.

Field inspections of structures located in several states, for both private and governmental agencies, have identified the wide spread presence of loose anchor rod nuts. This is the result of improper installation procedures and compromises the structural integrity of the pole to foundation connection. It should be noted that the normal method of checking for loose nuts is to strike the nut and washer with a hammer and listen for a sharp ringing sound which is indicative of a tight nut, or look for any movement of the washer or nut or a “dull” tone when struck, indicative of a loose nut. However, this method actually only detects loose nuts and cannot differentiate between a merely snug tight connection and a pretensioned connection. Thus the number of loose nuts reported no doubt underestimates the problem. Increased understanding of the behavior of this connection and the importance of proper anchor rod nut installation can eliminate these loose connections and contribute to increased service life as well as reducing maintenance costs to retighten loose nuts.

For cantilever poles, the governing design condition for anchor rod design is normally the connection fatigue strength. An anchor rod with a loose nut becomes ineffective, except in the case of extreme overload, and hence the remainder of the anchor rods see increased load. This not only reduces the fatigue life of the anchor rods which remain engaged, but also increases the flexibility of the base plate. Tightening of anchor rods should assure proper preload of the anchor rod connections.

The FHWA Guidelines recommend tightening of anchor rod nuts using the turn-of-nut method, similar to what is used for high strength structural bolts. Installation sequencing is critical, and a torque proof load may be used as added verification of proper installation.

Fit-up and bolt tightening for end plate connections and splice plates has also been an inspection concern. Full contact fit-up of end plates is difficult to achieve, and methods to deal Michael J. Garlich 2 Jeremy W. Koonce with this issue should be part of owner requirements. Various possibilities exist, and laboratory test procedures provide valuable guidance on achieving proper connection performance.

Retightening or replacement of missing or damaged anchor rod nuts follows a similar procedure to initial installations. However, details must be modified to account for possible nut reuse and unknown anchor rod material type.

Design and Construction of the Tempe Town Lake Pedestrian Bridge

The Tempe Town Lake Pedestrian Bridge is located on the end of the Tempe Town Lake in the heart of Tempe, AZ. This signature bridge is designed to provide both function and aesthetics to the iconic Tempe Town Lake area. It will connect existing bike and pedestrian paths from the north and south sides of the lake allowing runners, walkers, and bikers to cross the lake without having to compete with vehicular traffic at major intersections around the area. A sprinkler system installed underneath the concrete walkway will provide water to cool the rubber dam below and help lengthen the lifespan of the bladders. The unique shape of the criss-crossing parabolic arches will lead as a gateway into the Tempe Center of the Arts which is immediately South of the bridge landing. Decorative sun fabric shaped as sails will proved shade for pedestrians and the crossing cables only add to the structures shape.

A tubular steel four span tied arch was chosen for the bridge in order to mimic the surrounding bridges and architecture. Each simple span will stretch 225’-8 1/8” from bearing to bearing. Both main members of the structure, the bottom chords and parabolic arches, are constructed of 16” diameter tubular steel of varying thickness. The distinctive shape of the bridge is given by the pair of arches which “lean” into each other at a 21.4 degree angle and cross one another near both quarter points. The bottom chords of the bridge are supported by 32 – 1 3/8” diameter ASTM A586 Structural Strand Wires that cross each other at multiple locations. The Tempe Town Lake Pedestrian Bridge has a crowned 14’ wide concrete deck that will flare to 16’ at all pier and abutment locations. The decorative handrail will flare inside and provide a nominal walkway width varying from 12’ to 14’. Existing concrete foundations of the dam serve as the piers and abutments for the bridge which are lowered and leveled to accommodate the structure. Each of the 4 spans are fixed on the south end and allowed to expand on the north resting on 1 ¾” sole plates and 4” elastomeric bearing pads.

The Tempe Town Lake Pedestrian Bridge was designed by T.Y. Lin International. The General Contractor is PCL and the steel fabricator is Stinger Welding Inc. Clodfelter Bridge and Structures International, Inc is providing all 128 steel cables for the bridge. Fabrication of the steel structure began June of 2010 at Stingers facility in Florence, AZ. The improvements to the construction site at the Tempe Dam by PCL began in August of 2010. The first shipments of bridge were delivered to the construction site during early morning hours on 4/19/2011. Construction will be immediately downstream of the dam and each span will be lifted into place with 2 cranes working in unison. Final completion of the Tempe Town Lake Pedestrian Bridge project is estimated to be in August of 2011.

Western Bridge Engineers Seminar PRESENTATION ABSTRACT

PROPOSER Name: Rob Brantley, PE, SE, P. Eng. Professional Affiliation: Principle Bridge Engineer, Bridge and Tunnel Division, Parsons Transportation Group Phone Number: 602-734-1074 Email: [email protected]

PRESENTATION TITLE Design and Construction of the 63rd Avenue Pedestrian Bridge over the 101L Freeway.

PROPOSED FORMAT Powerpoint presentation including design graphics and construction photographs.

ABSTRACT

A new Pedestrian Bridge crossing the 101L freeway was designed and constructed as part of the “Go Glendale” transportation improvements program undertaken by the City of Glendale, Arizona. The new Cable‐Stayed Pedestrian Bridge provides connectivity of the existing multi‐use paths on the north and south sides of the freeway. This cable‐stayed pedestrian bridge is the first of its type constructed in Arizona in was selected for this location based on its aesthetics. Construction of this bridge over the freeway was enhanced by the many design innovations the Parsons team incorporated into the construction documents. These innovations were oriented towards enhancing durability of the bridge, reducing long‐term maintenance costs, and reducing impacts to the roadway users during bridge construction. This paper discusses the challenges to constructing a cable‐stayed bridge at the 63rd Ave. location and the solutions proposed by the Parsons team to enable efficient construction of the bridge.

Presentation Abstract for the Western Bridge Engineers’ Seminar Phoenix, Arizona; September 25 – 28

Name: Gary F. Conner, P.E., S.E. Professional Affiliation: CH2M HILL Phone Number: 541-768-3345 Email: [email protected]

Presentation Title: Design and Construction of the Gibbs Street Pedestrian Bridge

Abstract: Throughout the 20th century, pedestrian access to the Lair Hill neighborhood was progressively cut off from both the downtown core of the City of Portland and from the Willamette River waterfront. When an aerial tram was constructed over the neighborhood to connect the waterfront below to the hospital on the hill above, without any connection to the residential area underneath, a plan to construct a bridge over 14 lanes of freeway and ramps was approved. The project was led by the City of Portland with design and construction contracted through The Oregon Department of Transportation. Budgetary and site constraints led to several iterations of selected bridge types, with the eventual design and construction of a four span, 573 feet long curved steel tub girder bridge, with a 280’ main span over 12 of the 14 traffic lanes. The structure includes an attached waterfront viewing platform, elevator and stairway. Unique design features include custom rail/fence with integral luminaires, a concrete bridge deck eccentric to the steel tub girder, sculpted piers, and a single structural element nearly 100 feet tall that serves as both bridge pier and elevator enclosure/support. The project includes integration of a hillside, terraced water treatment facility integrated with a pedestrian path, landscape architecture, building architecture, and structural elements. Including both common transportation project elements and architectural elements in a single contract required extra work and coordination with the Oregon Department of Transportation to develop special provisions to cover all elements of the project under the 2008 Oregon Standard Specifications for Construction. Construction is ongoing with completion expected winter 2012. PROPOSER: Ahilan Selladurai.

PROFESSIONAL AFFILIATION: Bridge Design Engineer, P.E.,MASCE., AECOM Transportation.

Phone Number: (916) 414 1588

Proposed Format: Presentation will be on PowerPoint for illustrations and speaking points

E-mail: [email protected]

AUTHORS/ WORKING TEAM:

Dallas Forester, P.E., Senior Specialist, Underground Structures, California Department of Transportation.

Bob Fish, P.E.,S.E., Project Manager, AECOM Transportation, Sacramento, CA.

Ahmad Abdel-Karim, PhD, P.E., Department Manager, AECOM Transportation Sacramento, CA.

Ahilan Selladurai, P.E., Bridge Design Engineer, AECOM Transportation, Sacramento, CA.

ABSTRACT

Finite Element Based LRFD Design of Bottomless Culverts

Bottomless culverts are three sided culverts that are founded on footings. The lack of a bottom slab connecting the footings makes these culverts different (more flexible) than their four-sided counterparts. These structures are increasingly used in highway facilities such as waterway crossings, fish passages, and pedestrian undercrossings. They are considered environmentally friendly because they allow natural stream beds to remain unchanged, thus they continue to provide habitat support for native plants and animals. For this reason alone, it is anticipated their use will continue to grow in the future. This paper discusses the current design practices and outlines the differences between the traditional and rigorous methods of analysis, and how they pertain to the current codes.

Traditional methods of analysis and design rely on simplified soil pressure “envelopes” to obtain the forces in the culvert walls. This approach appears to be too conservative for bottomless culverts, since the “semi-rigid” nature of these structures affects the soil pressure distribution in the surrounding fill, and hence, the forces within the culvert walls. It follows that analysis methods that are better able to capture a more accurate soil- structure interaction provide better means of estimating the soil loading and culvert response for these structures. The computer program CANDE (Culvert ANalysis and DEsign) provides this capability through detailed soil modeling and finite element analysis. As the effort towards implementing the LRFD code continues, it is important for engineers to look for opportunities – not only to migrate to the new code – but to also upgrade their analysis methods and design assumptions to take advantage of the more modern and refined analysis tools. This is especially true, as modern analysis tools also allow for the incorporation of more detailed material properties based on laboratory testing. By upgrading their analysis tools while transitioning to LRFD, engineers stand to benefit from new technology, achieve better designs, and realize what could be significant cost savings.

However, traditional methods, by virtue of their historical record, enjoy a high level of credibility among practicing engineers. In most cases, this credibility is well justified and should not be ignored when transitioning to more refined analysis methods and LRFD designs. The focus of this paper is to identify and preserve the salient features of traditional methods of designing bottomless culverts and how they are transformed into a new and improved LRFD design approach. Western Bridge Engineer’s Seminar

PRSENTATION ABSTRACT

PROPOSER:

Presenter: Naresh C. Samtani, Ph.D., P.E., D.GE. Professional Affiliation: NCS Consultants, LLC & Arizona Department of Transportation (ADOT) Phone Number: (520) 544-2786 Email: [email protected]

Title: ADOT LRFD Bridge Substructure Policies with Emphasis on Interaction between Structural and Geotechnical Specialists

Abstract: In 2004 ADOT started the process of developing LRFD based policy guidelines for bridge substructures and retaining walls. Six policy memoranda have been developed that include design guidelines with commentary and example problems. These guidelines, jointly developed by the ADOT Bridge and Materials Groups, place a strong emphasis on interaction between structural and geotechnical specialists. Several aspects of these guidelines have been adopted in FHWA manuals and also by AASHTO. The presentation will provide an overview of the approach to the development of policy guidelines including goals and effects of policy guidelines and a brief description of the six policy memoranda on various aspects of drilled shafts and spread footings.

Managing the Option to use Refined Analysis in Bridge Design and Bridge Evaluation

(An abstract for consideration)

The computational tools available to bridge designers and evaluators have greatly improved in the past 20 years. Managers are faced with the challenge of providing appropriate tools, training, and leadership to analyze appropriately. The force effects generated by a refined analysis will lead to a more uniform level of safety, but girder‐line analysis can also produce acceptable results. The manager must be able to recognize when refined analysis is called for, understand the effort required, and make appropriate business decisions.

This presentation/paper will provide insights on European usage of grillage analysis. The author was a part of a 2009 AASHTO‐FHWA scan team that met with its counterparts in Finland, Austria, Germany, France, and the United Kingdom to discuss techniques used in bridge design and evaluation. The presentation/paper will also contrast these observations with tools and situations more common in the US. Challenges encountered by the author’s colleagues using both girder‐line and refined analysis for bridges and bridge alignments of various complexity will be described. Force effects due to Strength I, II on skewed integral substructure are a common design question. Force effects for gusset plat analysis are a common evaluation question. Guidance is recommended for managing the option to use refined analysis.

Susan Hida, CalTrans

PCI Convention and National Concrete Bridge Conference Oct.22‐25, 2011 Salt Lake City, UT

PROPOSER Name: Greg Nutson, P.E., S.E. Professional Affiliation: HDR Engineering, Inc. Phone Number: (206)770-3500 Email: [email protected] Name: Brian Aldrich, P.E., S.E. Professional Affiliation: WSDOT Bridge and Structures Phone Number: (360)705-7224 Email: [email protected]

PRESENTATION TITLE: The Development of the SR520 Bridge Seismic Design Criteria

ABSTRACT:

The SR 520 Bridge Replacement and HOV Program is a $4.65 billion project that will enhance safety and reliability of a critical east-west corridor in Seattle, Washington. It will replace the world’s longest floating bridge that is just under 1.5 miles long. The Evergreen Point floating bridge is part of a 7-mile corridor that begins at I-5 in Seattle and extends to I-405 in Bellevue. It is one of two major highways that cross Lake Washington and connects Seattle with the ever growing eastside communities of Bellevue, Kirkland and Redmond, home of Microsoft. It currently carries 115,000 vehicles per day but was only designed to carry 65,000.

Because of the high seismicity in the region and the lack of redundancy across the lake, the bridges along the SR 520 corridor have been classified as “essential” bridges and are being designed to meet project specific essential bridge design criteria. The criteria are designed to achieve performance goals found in the AASHTO Guide Specifications for LRFD Seismic Bridge Design. These goals state that an essential bridge shall, as a minimum, be open to traffic utilized for emergency, security, defense, and economic purposes immediately after the occurrence of the design earthquake, and shall be open to all traffic within days afterward.

This presentation will highlight the development of project specific seismic design criteria that are beyond the scope of the AASHTO Guide Specifications. In addition to describing the seismic criteria developed for the design of essential bridges, this presentation will summarize the results of a project specific seismic hazard study, including seismic sources and response spectra curves; it will present modifications to the guide specifications developed to address partially submerged cut- and-cover tunnels or, as the project refers to them as, lids; and finally, it will provide details and reasoning for project specific criteria developed for the implementation of a seismic isolation earthquake resisting system.

Presentation Abstracts 2011 Western Bridge Engineers' Seminar September 25 to 28, 2011 Phoenix, Arizona

Proposer Name: Chuck Spry, PE, SE Professional Affiliation: BergerABAM Phone Number: 206/431-2300 E-mail: [email protected]

Presentation Title: Elwha River Bridge Replacement

The Elwha River, a 45-mile-long “scenic and wild” river located on the Olympic Peninsula in Washington State, is a majestic destination that offers scarce refuge for bald eagles, other rare birds and animals, as well as the most unique salmon species in the world. It is the only river to contain all five species of the Pacific salmon.

The Elwha River Bridge spans the fast-moving current on the upper Elwha River Road, which provides an important connection of Highway 112 along the Strait of Juan de Fuca. The old bridge, a century-old structure listed on the National Register of Historic Places, had become structurally deficient and dangerously in need of replacement. It was 550 feet long, consisting of two 210-foot-long decked truss spans and timber end spans, and rose approximately 70 feet above the river.

Construction of the replacement bridge, begun in 2007 and completed in 2009, was met with significant challenges due to the extreme terrain, sensitive environment, and neighboring high-profile projects, including the largest dam removal project in U.S. history, just upstream from the bridge. The river is the site for the Elwha Ecosystem Restoration project, the second largest ecosystem restoration project ever attempted by the National Park Service, after the Everglades.

Through an extensive public outreach effort, a Design Advisory Committee was formed, and the solution that best balanced the competing interests of cost, aesthetics, pedestrian access, and ability to minimize environmental impacts was to construct a double-decked bridge, separating the vehicle deck from the pedestrian deck, using the balanced cantilever method. The new Elwha River Bridge is a three-span, cast- in-place, post-tensioned concrete box girder bridge. The two main bridge piers are supported by four concrete drilled shafts, each 10 feet in diameter and extending approximately 100 feet below the river floor.

The result is an elegantly suspended pedestrian walkway below the new 589-foot-long bridge that seamlessly connects to the Olympic Discovery Trail. At nearly 90 feet above the river and 28 feet wide, the new Elwha River Bridge is the County’s largest bridge and boasts some of the area’s most spectacular and unobstructed views of the river and forests. Stacking the automobile deck above the pedestrian and bicycle deck ensured minimal impact to the salmon-baring river below, while accommodating all travelers and visitors and ensuring their safety and enjoyment in the area. Phoenix, AZ September 25 – 28, 2011

The Western Bridge Engineers’ Seminar is seeking abstracts from owners, designers, researchers, producers, contractors and suppliers. Anticipated topics include:

 Bridge Design & Construction  Bridge Inspection & Preservation  Bridge Management and Load Rating  Innovations in Bridge Engineering  Bridge Materials & Methods  Bridge Hydraulics  AASHTO Bridge Specifications: Issues & Resolutions  Measuring Quality in Bridge Engineering  Risk Management in Bridge Engineering

The final sessions will be determined based on the abstracts received.

PRESENTATION ABSTRACTS

Presentations will be 25 minutes in length.

PROPOSER Name: Professional Affiliation: Phone Number: Email:

PRESENTATION TITLE:

PROPOSED FORMAT: Use Powerpoint for illustration and to summarize speaking points

ABSTRACT (500 words max):

Development of the Triage Evaluation Procedure for Steel Truss Bridge Joints

J.W. Berman1, B.S. Wang2, A. Olson3, C.W. Roeder4, D.E. Lehman5,

1Assistant Professor, Department of Civil and Environmental Engineering, University of Washington, Seattle, WA 98195, [email protected] 2Research Assistant, Department of Civil and Environmental Engineering, University of Washington, Seattle, WA 98195 3Research Assistant, Department of Civil and Environmental Engineering, University of Washington, Seattle, WA 98195 5Professor, Department of Civil and Environmental Engineering, University of Washington, Seattle, WA 98195, [email protected] 5Associate Professor, Department of Civil and Environmental Engineering, University of Washington, Seattle, WA 98195, [email protected]

Research into the cause of the failure of the I-35 Bridge in Minneapolis has indicated that some of the gusset plates were significantly overstressed. This catastrophic event signaled concerns of the potential for a similar overstressed state in gusset plates in steel truss bridges across the county. To provide guidance to bridge engineers, the Federal Highway Administration (FHWA) has released a guide for gusset plate evaluation; however, the somewhat complex evaluation methods make rapid assessment costly for DOTs. A study supported in part by the Washington State Department of Transportation and FHWA has developed a procedure for rapid and reliable evaluation of the state of gusset plates, including the maximum stresses and likelihood of yielding and buckling.

High-resolution finite element models of gusset plate connections from Washington State bridges and the connection identified as critical from the I-35 Bridge are used to develop the proposed procedure and evaluate the current recommendations. A complex interaction of stresses is generated in gusset plates by connecting members and this interaction can initiate gusset plate yielding when the uniaxial stresses on Whitmore sections associated with those connecting members are well below yield. It is demonstrated that the onset of gusset plate yielding may be conservatively predicted by comparing the uniaxial stresses at Whitmore sections with Fy 3 . Additionally, a modification to the simple column analogy method recommended by FHWA for calculating the buckling capacity of gusset plates is proposed and it is shown that gusset plate yielding occurs prior to buckling in all cases considered. The method is then applied to three bridges, from which three (3) gusset plates out of 35 are identified as requiring additional investigation. Finally, further research is described that demonstrates that rivet strength may control the capacity of many truss bridge joints. The current AASHTO recommendations for rivet strength are reviewed and compared with historical test data and data from tests conducted recently on rivets salvaged from existing truss bridges in service for many years. The comparison demonstrates that current AASHTO recommendations are overly conservative and supports revisions to the recommended strength of rivets.

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%     ./     PROPOSER 0  Joseph E. Krajewski, PE   %        T.Y. Lin International   % 0 (503) 385 - 4217     [email protected] 

PRESENTATION TITLE:Lessons Learned from Gusset Plate Rating Analysis

PROPOSED FORMAT: 1%         2   

ABSTRACT (500 words max):

Attached is a sample slide of the proposed presentation. Lessons Learned from Gusset Plate Rating Analysis

Gusset Plate Ratinggy and Analysis – Deterioration

• How to incorporate deterioation into gusset plate rating analysis is little understood. • For the longest time, deterioration was based on the percentage of surface area with measurable thickness loss. • A better way: Account for losses based on location on the gusset. Example: Section loss in the unbraced length area of a compression member. • Other Losses – Impacted Rust between plates. – Deteriorated connectors. • Don’t forget that gussets with a lot of section loss will plastically deform & have redistribution of forces. Application of the Triage Evaluation Procedure for Gusset Plate Load Rating

The investigation into the collapse of the I-35W Bridge in Minneapolis determined that the probable cause of the failure was inadequate capacity of a gusset plate. Following the investigation, the Federal Highway Administration (FHWA) issued guidelines based on the National Transportation Safety Board (NTSB) recommendation that bridge owners conduct load capacity calculations for all non-redundant-load-path-steel truss bridges. In particular, bridge owners were encouraged to check the capacity of gusset plates as part of the initial load rating and to review the ratings due to changes in loading or structural modifications.

Based on the above recommendations the Washington State Department of Transportation initiated a research project with the University of Washington to develop an efficient method for load rating gusset plates. The purpose was to develop a procedure that was cost-effective, relatively conservative, and less cumbersome than the method developed through FHWA. The end product, termed the Triage method, evaluates gusset plate yielding, buckling, and rivet capacity using an Excel spreadsheet. To implement the procedure WSDOT contracted with several consultants on an on-going basis to analyze and load rate gusset plates for truss bridges throughout the state using the Triage method.

This presentation discusses the application of the Triage method from a user’s perspective. It discusses the procedure used to apply the Triage method including determining loading, analysis, and implementation of the Triage spreadsheet. The ratings included various bridge types from simple truss spans to multi-span trusses. The presentation will describe the step-by-step procedure used to apply the procedure for a simple truss gusset plate. It will also present some of the limitations of the spreadsheet and lessons learned during application of the method on more complicated gusset plates.

The experience gained through the application of the Triage method will be used to further streamline and refine the load rating of gusset plates and ultimately provide WSDOT with a better tool to evaluate the load carrying capacity of their truss bridge inventory.

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The WesternBridge Engineers' Seminar is seekingabstracts from owners,designers, researchers, producers, contractorsand suppliers. Anticipated topics include:

+>. BridgeDesign & Construction . BridgeInspection & Preservation . BridgeManagement and Load Rating --> . Innovationsin BridgeEngineering 4 ' BridgeMaterials & Methods . BridgeHydraulics . AASHTOBridge Specifications: Issues & Resolutions . o MeasuringQuality in BridgeEngineering . Risk Managementin BridgeEngineering

Thefinal sessionswill be determinedbased on theabstracts received.

PRESENTATIONABSTRACTS

Presentationswill be 25 minutesin length.

PROPOSER Name: )t**o* fr.,rca^tA^t"nf /ep /lrurts l6u, U,uu-^1o ProfessionalAffil PhoneNumber: 50 +2{ Email:

PRESENTATION TITLE:

PROPOSEDFORMAT: Use Powerpointfor illustrationand to summarizespeaking points _

ABSTRACT(500 words max): | / ti t [*fur,k'wry 4/-"Lftu Bolted FRP Deck Structural Evaluation for the Morrison Bridge

Peter Dusicka, Associate Professor, Portland State University Andrew Gleason, Graduate Research Assistant, Portland State University Ken Huntley, Senior Bridge Engineer, Multnomah County Holly Winston, Senior Local Bridge Standards Engineer, Oregon DOT

Replacement of the steel grating deck on the lift span of the Morrison Bridge in Portland, Oregon, will utilize glass fiber reinforced polymer (FRP) panels. While most FRP panels are connected via shear studs that are grouted within isolated pockets, the panels in this case are planned to be bolted directly to the steel stringers. Two different FRP deck options were evaluated in the laboratory for potential use using strength and fatigue testing; one resembling an open web T- panels and one with closed box shape. The objective was to evaluate the strength of the FRP to steel stringer connection with individual connection tests as well as the strength and fatigue resistance of the FRP decks themselves. The tests generated valuable data for the bridge owner, Multnomah County, that has plans on installing the deck panels during 2011. The presentation will review the reasons for FRP deck selection, the evaluation methodology and the test results.

Intelligent Engineering (Canada) Limited | Proprietary & Confidential | Western Bridge Engineer’s Seminar | 4 May 2011 | page 1 of 2 Registered in Ontario 1292094 | A member of the IE Group of Companies

Abstract Application for Western Bridge Seminar

PROPOSER Name: Dr. Stephen J. Kennedy, P. Eng. Professional Affiliation: Chief Technical Officer, Intelligent Engineering (designer, producer) Phone Number: (613) 569-3111 ext. 5050 Email: [email protected]

PRESENTATION TITLE SPS Bridge Decks for New Bridges and Rehabilitating Existing Bridges

PROPOSED FORMAT PowerPoint Slides

ABSTRACT

With increasing traffic, aging bridges and limited budgets, bridge owners are continuing to strive for innovative solutions to change the way their inventories can be managed. The development of a prefabricated bridge deck system, composed of SPS plate on girders with simple connection details provides a solution that will address speed of replacement thereby minimizing traffic disruption and costs. Additional benefits include a significant reduction in deck weight (between 60% and 75%) which reduces cost of substructure, reinforcement of existing structure in the case of deck replacements and allows opportunity to add lanes or remove load restrictions; simplicity in design, construction and erection; other benefits that accrued from prefabrication in quality and dimensional control; provides immediate structural load carrying capacity (diaphragm action and construction loads); provides a more durable, longer lasting deck structure; and lastly as it is a bolted construction the bridge configuration can be more readily modified in the future as the demands on the bridge change.

SPS is a composite (sandwich) structural plate composed of steel faceplates and an elastomer core that was developed for use in civil, maritime and offshore structures. The plate and core thicknesses are tailored to provide a structural plate with the required strength and stiffness for the given structure. The core properties were engineered to preclude local buckling of the faceplates and to provide sufficient shear stiffness so the faceplates can reach yield in compression, flexure or any combination. The sandwich plate can be made new or in situ by utilizing an existing steel stiffened plate structure as one of the two faceplates. Perimeter bars and a new top faceplate are added and the cavity is filled with elastomer. The latter form of construction is referred to as a SPS Overlay and is used to rehabilitate orthotropic steel bridge decks to increase the fatigue life of critical weld connection details. More than 180 projects and 200,000m2 of this type of construction have been completed worldwide on ships of every type and offshore structures.

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Intelligent Engineering (Canada) Limited | Proprietary & Confidential | Western Bridge Engineer’s Seminar | 4 May 2011 | page 2 of 2 Registered in Ontario 1292094 | A member of the IE Group of Companies

This paper will provide a detailed description for the design of a replacement bridge deck for the Dawson Bridge in Edmonton, Alberta including assessment of load carrying capacities for ultimate, fatigue and service loads. Design guidelines Comment [JJ1]: This is not presented developed for simple plate on girder bridges, which provide pre-engineered SPS in the document plate sizes for various truck design loads and girder spacings have been formulated and will be presented herein. Also included are a series of relevant details for plate girder connections, crash barriers, drains, and expansion joints.

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Abstract

Fiber Reinforced Polymer (FRP) Strengthening of Concrete Beams – Navigating the Current Design Specifications and Procedures

Transportation infrastructure funding is rapidly dwindling and owners are looking for alternative and cost‐ competitive methods of maintaining or even enhancing the structural capacities of aging or damaged bridges. During a recent project, a qualitative comparison was made between several recommended provisions for the design of externally bonded Fiber Reinforced Polymer (FRP) strengthening of concrete beams, including the provisions recommended in ACI 440.2R‐08, NCHRP Report 655, NCHRP Report 678, and a recently proposed AASHTO guide specification. The flexure and shear design provisions of each document were compared and contrasted from the perspective of use for in strengthening a prestressed concrete bridge girder. The comparison revealed interesting similarities and differences between the various approaches. The provisions of ACI440.2R‐08 were selected as the preferred approach and example design calculations were prepared. The presenter will highlight the similarities and differences between the various specifications and show select results from the example design, providing commentary on the more interesting and unique aspects of the design calculations.

Abstract for Western Bridge Engineers’ Seminar September 25 – 28, 2011 Phoenix, Arizona

PROPOSER Name: Geoffrey D. Swett PE, SE Professional Affiliation: Washington State Dept. of Transportation Bridge and Structures Office Phone Number: 360-705-7157 Email: [email protected]

PRESENTATION TITLE: George Sellar Bridge – Strengthening Riveted Truss for Added Lane and Sidewalk

PROPOSED FORMAT: PowerPoint to illustrate and summarize speaking points

ABSTRACT:

The George Sellar Bridge No. 285/10 in Wenatchee, WA is a 3-span 1208 foot truss completed in 1950. The original bridge deck is 54 feet wide with 5 foot sidewalks on each shoulder providing 4 lanes of traffic.

In order to increase traffic capacity on the bridge, the project removed the two sidewalks, added a 5th lane to the roadway, and added a 10’ wide sidewalk cantilevered off the south side of the bridge. The sidewalk was designed for pedestrian loads and Under Bridge Inspection Truck (UBIT) loading, similar to an HS20 vehicle.

As a result of the added dead and live loads, the truss superstructure required extensive strengthening of members and gusset plates. All of the strengthening was designed to occur while the bridge was open to vehicle traffic. This presentation will focus on the strengthening and retrofit schemes that were successfully utilized. This project was designed shortly after the catastrophic failure of the I-35W Mississippi River Bridge in Minneapolis, Minn. on August 1, 2007. The retrofit design of the gusset plates took into account design and load rating recommendations from the FHWA that were issued after the failure investigation. The investigation revealed the primary cause of the failure was an under-designed gusset plate.

Over 100 members and 40 gusset plates were strengthened or replaced. In excess of 9000 existing rivets were removed and replaced with high strength bolts and close to 20,000 new holes were field drilled for additional high strength bolts.

Hazel Avenue Bridge Widening Proposer • Ali Seyedmadani, PhD, PE • Parsons Brinckerhoff (PB) • 916-567- 2524 • [email protected] Introduction • Hazel Avenue is an important north/south arterial roadway that extends from Folsom Boulevard across US 50 and the American River Bridge, and stretches 6 miles north to Placer County. It provides one of the limited American River crossings, but substantial growth in surrounding areas has resulted in increased traffic congestion along Hazel Avenue. The existing structure over the American River is a four-span (570 Figure 1 – Existing Bridge ft) reinforced concrete box girder supporting four lanes of traffic. The project widens the bridge to six lanes including a bike path, and pedestrian access on both sides of the bridge, as well as a pedestrian bridge over a ravine. The proposed bridge is located 500 feet upstream of Salmon Fish Hatchery and 1500 feet downstream of Nimbus dam on BLM right-of-way. The project has state and federal funding which required CEQA/NEPA approval. This project will increase the capacity of the Hazel Avenue to include six travel lanes, two bike lanes, and two multi use path. Project Description • The existing Hazel Ave. bridge foundation is consisted of spread Figure 2 – Existing Bridge Widening footing and steel driven pile system. The seismic analysis of the existing bridge indicated deficiencies with the performance of the bridge during a seismic event. The proposed Hazel Avenue Bridge Improvement Project widened the southbound side of bridge by 37 feet. Due to several environmental restrictions, limited in-water construction window (June 1 to September 15) and limited access to the site, the proposed bridge widening was designed to meet the site constraints and address the seismic deficiencies of the existing bridge. For this purpose a four span hybrid bridge consisted of cast-in-place (CIP) pier section and precast prestressed concrete girders was selected. The substructure was consisted of single oval column supported on 3 ft diameter drilled shaft pile group. The size of oval column was adjusted to create the required stiffness and reduce the seismic displacement demand of the combined bridges. The length and stiffness of the CIP pier section was adjusted to minimize the live load differential deflection at the closure pour between the two bridges.

In order to meet the environmental constraints and the in-water construction work Figure 3 – Foundation Excavation window, steel trestle work platform was utilized for access the site. In addition sheet pile coffer dams were installed during the in-water work window to segregate the work space from the water. The coffer dams allowed the contractor to work within the constraints of environmental permit. Other outstanding project elements included the soil-nail wall systems, multi-use pedestrian bike facilities and the pedestrian bridge crossing. The project is an outstanding example of a context-sensitive approach to design, incorporating aesthetics, environmental and community constraints.

Figure 4 – Pier Construction

Hazel Avenue Bridge Widening 1 Presentation Abstract for: THE 2011 WESTERN BRIDGE ENGINEERS' SEMINAR

PROPOSER:

Stephen Whittington, P.E. KPFF Consulting Engineers 111 S.W. 5th Ave., Suite 2500 Portland, OR 97204 503‐227‐3251 [email protected]

PRESENTATION TITLE:

RAISING EXISTING IN‐SERVICE BRIDGES

(25 minute presentation)

PROPOSED FORMAT: Powerpoint

ABSTRACT:

RAISING EXISTING IN‐SERVICE BRIDGES

PROJECT: Interstate 5, BRIDGE VERTICAL CLEARANCE IMPROVEMENTS CLIENT: Oregon Department of Transportation, Region 2 (ODOT)

The presentation will discuss specific design challenges involved with raising existing in‐service vehicular bridges. In total, eleven reinforced concrete bridges were raised between 5” to 18” to provide 16’ ‐8” of vertical clearance over Interstate 5 between Eugene and Salem, OR. Design challenges of particular interest on this project include: To develop the safest method for lifting each structure: Meeting this fundamental challenge required a sound understanding of bridge raising equipment and contractor capabilities, thorough analysis of all temporary and permanent loading conditions, and careful attention to details. To implement innovative strategies for maintaining traffic mobility: Keeping traffic moving throughout construction was another key challenge. Structural designs and temporary traffic control strategies were developed that would minimize traffic impacts to Interstate 5 and the overcrossing streets during all stages of construction ‐‐ bridge raising preparations, bridge lifting, and permanent connections. To establish a unified and appropriate set of design criteria: Stand‐alone bridge temporary works are typically governed by the AASHTO's temporary guidelines. However, we found these to be especially conservative and inappropriate when analyzing particular temporary loading conditions on existing permanent bridge elements. Along with ODOT Bridge’s assistance, we developed a clear and comprehensive “rule book” for the bridge raising engineer to follow when analyzing all loading conditions. To develop effective strategies for keeping construction costs low: Based on our own experience and discussions with bridge raising contractors, we identified critical cost savings ideas. A sample of these included: reducing the risk of unknown conditions to bidders by providing appropriately detailed plan documents, developing two acceptable bridge raising methods in the drawings, detailing re‐usable temporary structures, and carefully considering contractor access and other constructability issues. Construction was substantially completed in fall 2011.

Session 8B Tuesday, 3:30 PM Arizona Eastern Railway Gilson Wash Bridge Replacement Western Bridge Engineer’s Seminar 2011 Presenters: Ted W. Buell, PE Structural Engineer Nick LaFronz, PE Geotechnical Engineer

Abstract

Arizona Eastern Railway Gilson Wash Bridge Replacement

In late January 2008, an existing railroad bridge was destroyed by flooding in the Gilson Wash on the San Carlos Apache Nation near Globe, Arizona. The approaching train derailed as it crossed the eastern abutment which had been undermined by scour. This triggered a diesel fuel fire that destroyed all four locomotives as well as the existing steel plate girder bridge. While a temporary crossing consisting of earth fill with 8‐foot diameter CMP culverts was constructed, HDR was hired to design a new permanent bridge crossing and then was retained to provide construction administration services during construction. This presentation discusses the design challenges, structure types evaluated and the geotechnical investigation including seismic refraction surveys and rock characterization. It also discusses the construction challenges including the 8‐span precast prestressed double‐cell box beam bridge skewed 30 degrees, constructing drilled shafts in both soil and rock, and special challenges during construction of the bank protection.

PROPOSER Name: Paul Bott, P.E., S.E. Professional Affiliation: HDR Engineering, Inc. Phone Number: (206)770-3500 Email: [email protected]

PRESENTATION TITLE: SR520 Bridge Replacement Program - Test Pile Project Results

ABSTRACT:

The SR 520 Bridge Replacement and HOV Program is a $4.65 billion project that will enhance safety and reliability of a critical east-west corridor in Seattle, Washington. It will replace the world’s longest floating bridge that is just under 1.5 miles long. The Evergreen Point floating bridge is part of a 7-mile corridor that begins at I-5 in Seattle and extends to I-405 in Bellevue. It is one of two major highways that cross Lake Washington and connects Seattle with the ever growing eastside communities of Bellevue, Kirkland and Redmond, home of Microsoft. It currently carries 115,000 vehicles per day but was only designed to carry 65,000.

To address the interest and concerns of regulatory agencies regarding endangered species in scenic Lake Washington, the SR 520 Project engaged in a unique and in-depth process with a goal to maximize the construction work windows while protecting salmon. During the process it was determined that an in-water test pile program would provide answers to the many questions and concerns of the regulatory agencies and provided valuable data for the foundation design of nearly 2 miles of bridge structure. Therefore, in late 2009, the program conducted a test pile program.

This presentation will focus on the results of the test pile program and the benefits that it had in determining the type of construction activities that were considered “in-water” and the length of time allowed performing the “in-water” activities. The presentation will also show the effectiveness of different types of noise attenuation devices used during pile driving and how they dramatically reduced the impact to fish. Finally, the presentation will provide results from lateral load tests performed in soft organic soils and how the results determined soil spring parameters for LPILE TM Plus and DFSAPP soil structure interaction programs used for the design of bridge foundations.

PRESENTATION ABSTRACTS PROPOSER Name: Yuwei Qi Professional Affiliation: ADOT Bridge Group Phone Number: 602-712-6662 Email: [email protected]

PRESENTATION TITLE: Gila River Bridge at Guthrie

ABSTRACT (500 words max):

The reconstruction of US 191 was to improve the roadway safety and operational characteristics by improving roadway geometry, sight distances, roadway width, and constructing climbing and passing lanes. US 191 is a vital link to the Clifton- Morenci area and to the mine of the Phelps Dodge Morenci, Inc. This mine is the largest in the United States and one of the largest in the world.

The Bridge crosses over the Gila River and the adjacent Union Pacific Railroad tracks, the project site is located within an environmental sensitive area.

Several issues were considered when we selected the bridge type. The considerations included the need for tall piers due to the elevation of the proposed roadway above the river, the existence of operating railroad tracks adjacent to the river, the environmental sensitivities that constrain construction activities and environmental assessment report stipulates no construction activity within the wetland.

A bridge with a combination of seven 120 feet spans of precast prestressed concrete AASHTO Type VI girders and one 240 feet span welded steel plate girders was selected. The use of a steel plate girder span would permit accommodation of a longer span so that no pier between the river and railroad track is needed. This reduced ADOT’s liability to Union Pacific railroad and avoided disturbance to the Gila River. However, the erection of the longer steel girder on this site imposed a challenge during the construction of the bridge. Lampson International Company’s LTL-1000/1100 heavy lift crane successfully finished this girder erection task.

Seminar Session 8C

Presenter: Anwar S. Ahmad, P.E.

Presentation Title: Bridge Preservation - Maintaining State of Good Repair Using Low Cost Investment Strategies

Abstract: Provides brief overview of bridge preservation related definitions and examples; provides information on systematic preventive maintenance process; and provides examples of low cost bridge preservation activities and associated benefits.

Abstract – Western Bridge Engineers’ Seminar Josh Goodall – HW Lochner, Inc. 08/12/2011

Analysis and Evaluation of Reinforced Concrete Bridges with Flexural Cutoffs at Diagonal Crack Locations

The national bridge inventory contains a large number of vintage reinforced concrete girder bridges, many of which are exhibiting diagonal cracking in the stems. Though compliant with design codes when constructed, many of these bridges have flexural steel bars that were cutoff short of the full girder length. When these structures are load rated, the current design specification check of longitudinal tensile reinforcement often controls capacity calculations. Tensile demand is determined by load‐ induced moment and shear, the number of stirrups crossing the diagonal crack, and the diagonal crack angle at this location. The corresponding tensile capacity can be heavily dependent on development length of the cutoff reinforcing bars, leading to the prediction of a tensile anchorage failure. However, previous research indicates that the ultimate strength of many specimens with these cutoff details will in fact be controlled by shear capacity. Since little information is available addressing the actual bond stresses developed with large diameter bars in large scale test specimens, it is difficult to accurately analyze and predict the failure mechanism for girders with diagonal cracking near cutoff details. This analysis issue is further compounded by the difficulty in inspecting bridges for slip‐critical locations. Twelve full‐size reinforced concrete girder specimens were constructed and tested to examine the developed bond strength and corresponding tensile capacity in girders with this type of cutoff detail. Test results indicated that measured tensile demand in longitudinal reinforcement was highly correlated with the general procedure outlined in the AASHTO LRFD specifications, but measured tensile capacity exceeded the values predicted by both AASHTO LRFD and ACI 318. Data obtained from these tests was used to develop two analytical methods to more precisely determine the bond strength and corresponding tensile capacity and failure mode of these structures. An analysis procedure was then developed to enable engineers to more accurately analyze these flexural anchorage zones. To aid bridge inspectors in identifying potential longitudinal reinforcement concerns, cracking characteristic of slipping flexural reinforcement was identified and contrasted to more shear‐dominated diagonal cracking. Bridge Preservation Tools in Idaho

Idaho is utilizing a variety of tools or approaches to bridge preservation. This presentation will focus on Idaho’s recent experiences with thin bonded epoxy overlays, deck healer/sealers and silane treatments. The healer sealers include projects performed by both state forces and contractors. Differences in specifications and types of products will be discussed. Thin bonded epoxy overlays also include SAFE‐ LANE.

The presentation will touch on some past and present projects. This will include our innovative bidding process of fixed cost variable quantity bidding. 2011 Aug 12

Western Bridge Engineers' Seminar 2011 Abstract Proven Practices for Incremental Launching of Steel Girder Bridges

Presented by: Robert Gale, PEng, PE Email: [email protected]

Incremental launching is a bridge construction method in which a group of girders is assembled behind one (or sometimes both) abutments and then moved longitudinally over the piers, via temporary sliding or rolling devices, to set the girders into permanent position. Although incremental launching is not a common form of bridge erection in North America, there have been a handful of recent successful incremental launches of large steel girder bridges on the continent. Incremental launching will usually not be considered as a cost-viable alternative to traditional stick-build erection for an individual project given that: additional specialized equipment is required to complete an incremental launch; the entire weight of the superstructure must be "managed" during the launch; and the bridge superstructure has to be transferred onto its permanent bearings after the launch. Incremental launching can be in the same order-of-magnitude cost when other construction methods require: costly access; disturbed environment; or create an intolerable disruption to the flow of vehicle traffic. Therefore the incremental launch method could be advantageous to span over any of the following situations: water crossings; steep valleys; environmentally sensitive regions; busy railway lines or highways. In order to assess if a new bridge structure is a candidate for incremental launching, investigation of the following four items is the minimum necessity: 1) Layout of bridge site. 2) Adequacy of permanent structure for temporary launching forces. 3) Function of launch equipment. 4) Transfer of bridge from temporary supports to permanent bearings. The presentation will briefly cover the items above to provide an overview of the process of incremental launching, while also indicating potential limitations of this seldom used bridge construction method. Minor modifications to the design and details of permanent structure for launching combined with an investment in potentially re-useable launching equipment (rather than procuring, installing, removing, and disposing of temporary construction access) and a carefully planned erection sequence can produce an efficient solution for select bridge construction projects.

Proposer: Hormoz Seradj

Professional Affiliation: Oregon DOT, Steel Bridge Standards Engineer

Phone Number: (503) 986-3346

Email: [email protected]

OREGON’S FIRST ASTM A 1010 STEEL PLATE GIRDER BRIDGE

Corrosion of steel bridges has been an ongoing problem resulting in significant upkeep and replacement expense. This problem is more pronounced in environments such as Oregon coast . ASTM A 1010 (Duracorr) contains more than 11 percent chromium which makes this steel more resistive to corrosion than weathering steel and HPS. Promising corrosion resistance of the Steel resulting in life cycle cost reduction of steel girder bridges in some application. Oregon Department of Transportation became interested in Duracorr and the possibility of its use in future steel girder bridge constructions in the State of Oregon.

The State of Washington has shown interest in using higher corrosion resistant material in construction of steel bridges and became a partner of the State of Oregon in an investigation of this material’s weldability. Oregon Department of Transportation and Washington Department of Transportation jointly funded research of the weldability of A 1010 steel.

Promising results from weldability and accelerated corrosion study of ASTM A 1010 resulted in that the State of Oregon to go forward with their first design, fabrication and construction of ASTM A 1010 steel plate girder bridge. This paper will describe lesson learned from the Studies and how incorporated in the Design, fabrication of the first ASTM A 1010 plate girder bridge in the State of Oregon.

Erecting Steel Bridges – Recent Projects for the Washington State Department of Transportation

A number of notable steel bridges have been erected for the Washington State Department of Transportation in recent years. Some are conventional plate girders with varying degrees of curvature. These are considered complex structures from the standpoint of stability and geometric control during critical stages of completion. In terms of piece weight, the Nooksack River truss was erected by cantilever method, one component at a time. By comparison, the Hood Canal floating bridge transition trusses were placed fully assembled by barge cranes.

The presentation will focus primarily on typical steel plate girder bridges. These tend to be curved, and place special demands on design, fabrication, and field erecting. The current AASHTO LRFD design specifications require an integration of all these aspects: where the bridge is of unusual complexity, such that it would be unreasonable to expect an experienced contractor to predict and estimate a suitable method of construction while bidding the project, at least one feasible construction method shall be included in the contract plans. Safety for constructing complex girders can be heavily influenced by the designer’s choices in the initial design phase. It therefore behooves designers to have a clear understanding of all phases of girder construction. In addition, designers or other owner representatives typically share in the role of reviewing erection plans before construction begins.

Whereas constructability issues have been incorporated into Chapter 6 of the AASHTO LRFD code, these refer to conditions after steel framing is already complete. The code does not anticipate critical conditions while the steel framing is being assembled, due to the high number of possibilities. For handling straight girders of usual proportions, many simple formulations and rules of thumb are available to designers and erectors. In many cases, the standard approaches for dealing with straight girders are not suitable for curved girders. Furthermore, experience gained by fabricators and haulers during segment handling does not extend to longer unbraced girder lines seen at some stages of girder erection.

Methods and equipment that have been used to successfully erect curved steel girders will be shown. Plate girder features that contribute to or detract from stability will be addressed. Western Bridge Engineers’ Seminar Phoenix, AZ September 25 – 28, 2011

PROPOSER: Name: Mozaffor Hossain, P.E. Professional Affiliation: Arizona Department of Transportation Phone Number: 602-712-8013 Email: [email protected]

PRESENTATION TITLE: “POLYMER EPOXY OVERLAY ON CONCRETE BRIDGE DECK”

PROPOSED FORMAT: PowerPoint

ABSTRACT: Over the years Arizona bridges are experiencing higher volume of traffic with the simultaneous growth of population. Also frequency of heavier oversized loads has been increased along with extreme weather conditions from freezing in winter season to very hot in summer season. All these factors along with others, adversely affect the bridge deck conditions severely. It has been observed during the bridge inspection that the concrete bridge decks are having more cracks and their sizes are getting larger and larger. All these eventually lead to create concrete spalls thereby delamination of bridge deck along with corrosion of the deck reinforcing steel bars. The Arizona Department of Transportation (ADOT) has taken very active measures to rehabilitate the decks to ensure unrestricted bridge use, safety of the traffic/users and to protect its infrastructures.

Among many other options for bridge deck rehabilitation/deck surface protection, the latest research indicates that polymer epoxy-based products have the greatest ability to protect concrete and remain uncracked with an acceptable level of skid resistance. In high altitude areas of Arizona, to protect the deck against intrusion of deicing results contamination by chloride ions along with surface water into concrete as a long-term basis and to provide sufficient skid resistances to traffic movement, polymer epoxy overlay on concrete bridge deck has been chosen as one of the better options. This option does not add any additional dead loads to the bridge deck which is very desirable when design aspect is an issue. Polymer epoxy overlay can help to protect the bridge deck from any further deterioration by following the manufacturer’s application procedures along with the DOT’s close supervision and quality control. It is estimated that this type of deck surface treatment will protect from significant deterioration for about 10 years.

This presentation will discuss the detailed procedures for concrete bridge deck rehabilitation by epoxy overlay. This selected option ensures the bridge deck surface cracks are sealed against intrusion of deicing materials and surface water into concrete bridge decks. This will prevent deck reinforcing steel corrosion and concrete delamination as well as improves skid resistance.

PROPOSER Name: Mark Gaines Professional Affiliation: Washington State DOT Phone Number: (360) 705-7827 Email: [email protected] PRESENTATION TITLE: Construction of a Crack-free Bridge Deck in Washington State PROPOSED FORMAT: Use Powerpoint for illustration and to summarize speaking points ABSTRACT:

Like many states, the State of Washington has struggled with performance and serviceability of cast‐in‐place concrete bridge decks. Contract specifications for our decks are fairly prescriptive; we provide a recipe‐type mix design along with specific requirements for concrete placement and curing. Unfortunately, our present system frequently “fails”; a very high percentage of the decks we construct develop early‐age shrinkage cracks. Cracking is typically transverse to the bridge centerline and is visible within days of concrete placement. Bridge deck cracking can lead to freeze‐ thaw damage, concrete spalling, and corrosion of reinforcing steel.

Over the past six years, the Washington State Department of Transportation (WSDOT) has made several attempts to improve the performance of our bridge deck concrete. The focus of most of this effort was on concrete placement and curing. Some examples include: • Lowering evaporation rate limits, which lead to increased use of fogging during deck concrete placement. • Test project that replaced curing compound with continuous fogging; the fogging was maintained until the wet cure was in place. • Test project that required deck concrete placement at night (when temperatures are cooler).

None of these efforts provided a significant reduction in bridge deck cracking. From these efforts and through a nation‐wide research review, WSDOT concluded the concrete mix design was likely a major cause of the deck cracking.

WSDOT recently hired Washington State University (WSU) to study bridge deck cracking1. This research identified the primary causes of early‐age shrinkage cracks and evaluated ways to produce a concrete mix design with lower shrinkage properties. By developing and testing trial batches of concrete, the research demonstrated viable ways to produce concrete with significantly less early‐ age shrinkage than the standard WSDOT bridge deck concrete. Some of the recommendations from this research include using a shrinkage‐reducing admixture, avoiding excessive substitution of fly ash for cement, and looking for opportunities to reduce paste volume in the concrete.

Using the research from WSU, WSDOT developed a performance specification for bridge deck concrete. Unlike the current recipe‐type mix design, the performance specification identifies the required properties of the hardened concrete and leaves it up to the contractor and concrete producer to develop a mix design with these properties. In addition to the performance mix design, WSDOT also developed new requirements for deck concrete finishing and curing. The new curing required 100% humidity to be provided to the deck surface, by applying a fog spray, from the time concrete is placed until the wet cure is established. The performance concrete mix design and the new requirements for deck finishing and curing were tested on a pilot project in Spokane, Washington with excellent results; a crack‐free bridge deck.

This presentation will briefly describe WSDOT’s deck cracking issues and the research from WSU, but will focus on the performance concrete mix design and the recently‐completed pilot project.

1 Qiao, P., McLean, D. and Zhuang, J. (2010) “Mitigation Strategies for Early‐Age Shrinkage Cracking in Bridge Decks”, Washington State University, Pullman, WA Presentation Abstract Western Bridge Engineers’ Seminar September 25-28, 2011

Proposer

Steven Lovejoy Senior Engineer for the Oregon DOT Bridge Engineering Section 503-986-3326 [email protected]

Presentation Title: Oregon DOT’s Experiences with FRP Bridge Decks

Abstract

The Oregon DOT has used Fiber Reinforce Plastic (FRP) bridge decks on three bascule movable bridges with the earliest application in 2003 and the last application in 2006. The overall performance of these applications has ranged from failure requiring replacement to good performance with promise of a long service life.

The first application was on the Lewis and Clark River Bridge in Astoria Oregon which is a single leaf bascule carrying US101 Business, installed in 2003. The second application was on Old Young’s Bay Bridge which is a double leaf bascule on the same route installed shortly after the first. The last application of FRP decks was on the Siuslaw River Bridge in Florence, Oregon in 2006, which is a double leaf bascule carrying US101.

The application at Old Young’s Bay developed serviceability problems shortly after being placed into service and was replaced with an open steel grid deck in 2010, yielding only 7 years of troubled service. The Lewis and Clark bridge application also shows signs of deterioration on the wearing surface and potential problems with the FRP deck itself. It is currently being investigated for fitness-for-purpose under contract with Wiss, Janney, Elstner Inc. Many lessons have been learned from these two applications and they were applied to the design and installation of the FRP deck on the Siuslaw River Bridge. This application has, and currently is, performing very well, especially considering the large volume of heavy truck traffic that it carries.

Dr. Lovejoy’s presentation will discuss the various features and details of these three applications with emphasis on connection details and wearing surfaces. Recommendations for FRP bridge decks when applied to bascule movable bridges will be provided. 2011 Western Bridge Engineer’s Seminar

“Replacing the Alaskan Way Viaduct, Downtown Seattle”

Abstract:

SR 99 is a vital north-south corridor that helps move people to and through downtown Seattle. The Alaskan Way Viaduct, part of State Route 99, was built in the 1950s. Decades of daily wear-and-tear, as well as some sizable earthquakes, have taken their toll on the structure. The State’s portion of the program is to replace this aging section of SR 99. The presentation will highlight the following three areas:

1. The south end of the viaduct – between S. Holgate and S. King streets – accounts for almost half of the structure. Construction to replace this section with a WSDOT Bridge Office designed new single-level bridge is underway and will be the focus of the presentation. Deeply driven large diameter piles, drilled shafts and deep soil mixing support the structure in challenging soil conditions while WSDOT debuts its’ newest single unit prestressed girder section with superstructure spans in excess of 200’. The construction is staged so that the bridge maintains two northbound and two southbound lanes throughout construction. 2. As the mainline structure touches down near the Central Waterfront area, a local street overcrossing provides Port of Seattle and commuter traffic relief from BNSF’s Tailtrack crossing. The structure, known as “Little h”, is a post-tensioned box girder prominently displayed as a southern entrance “Gateway Structure” to Seattle. The bridge is currently under design by the WSDOT Bridge Office and the presentation will highlight the unique geometry, structural framing and subsequent design features while incorporating urban design and architectural elements. 3. In 2009, for the viaduct between S. King and Battery streets, the Governor, King County Executive, Seattle Mayor and Port of Seattle CEO recommended this section be replaced with a bored tunnel beneath downtown and a new Alaskan Way roadway, in addition to city street and transit improvements. This WSDOT administered Design-Build Contract was awarded to Seattle Tunnel Partners (Dragados/Tudor-Perini JV) in February of this year. This portion of the presentation will highlight the interior bridge structure within the 57’-6” bored tunnel excavation and a unique cut-and-cover tunnel framing scheme developed for the temporary support of excavation and permanent south end tunnel approach.

The State’s viaduct replacement projects are estimated to cost $3.1 billion. These projects have $2.4 billion in committed funding from the state gas tax and federal sources. The remaining $700 million would come from tolls on tunnel users and a $300 million commitment from the Port of Seattle. Construction completion, ribbon cutting and traffic opening milestones are scheduled for late December 2015.

Anthony Mizumori, PE Washington State Department of Transportation Bridge & Structures Office (360) 705-7228 [email protected]

Phoenix, AZ September 25 – 28, 2011

The Western Bridge Engineers’ Seminar is seeking abstracts from owners, designers, researchers, producers, contractors and suppliers. Anticipated topics include:

• Bridge Design & Construction • Bridge Inspection & Preservation • Bridge Management and Load Rating • Innovations in Bridge Engineering • Bridge Materials & Methods • Bridge Hydraulics • AASHTO Bridge Specifications: Issues & Resolutions • Measuring Quality in Bridge Engineering • Risk Management in Bridge Engineering

The final sessions will be determined based on the abstracts received.

PRESENTATION ABSTRACTS

Presentations will be 25 minutes in length.

PROPOSER Name: R. Craig Finley, Jr., P.E., Managing Principal Professional Affiliation: FINLEY Engineering Group, Inc. Phone Number: 850-894-1600 Email: [email protected]; [email protected]

PRESENTATION TITLE: Bridge Design & Construction – Section 5 – Palmetto – SR 826 / SR 836, Miami, Florida

PROPOSED FORMAT: Use Powerpoint for illustration and to summarize speaking points

ABSTRACT (500 words max): The Florida Department of Transportation – D6 initiated efforts to improve mobility on the Palmetto and the Dolphin Expressway Interchanges through this $558 million design-build-finance project. The Palmetto Section 5 project is the largest project funded through the American Recovery and Reinvestment Act of 2009 (ARRA) in the state of Florida.

The project involves the construction of an Interchange between SR 826 and SR 836, two limited access facilities, as well as the reconstruction of the SR 826 at Flagler Street and SR 836 at

Bridge Design & Construction – Section 5 – Palmetto – SR 826 / SR 836, Miami, Florida 1

NW 72nd Avenue interchanges. Capacity improvements include the reconstruction and widening along both SR 826 and SR 836, and the construction of 46 bridges. The project will provide new direct connector ramps for major improvements and collector-distributor ramps to eliminate existing geometric and operational deficiencies.

FINLEY is currently designing and providing the construction engineering on four high-level segmental bridge ramps (Bridge Nos. 9, 11, 15 and 19) that traverse the core of the interchange. As well as pre-bid design and technical support for proposal, bridge concept report, final design and contract documents including construction engineering and technical support during construction.

The segmental bridge ramps will be precast, balanced cantilever and erected with a launching gantry supplied by DEAL/Rizzani De Eccher USA. The bridge lengths vary from 1,100 ft to 2,450 ft in length and are 47 ft wide, with a maximum span length of 266 ft. The curved segmental bridge ramps are the third level of the interchange with radii down to 590 ft and have a maximum superstructure deck height of 95ft above the proposed ground. All of the bridges are supported on 24” pile foundations and reinforced concrete piers and caps.

The design was coordinated with FAA requirements due to the fact the ramps are in the flight/guide path for the Miami International Airport. The design offers unique challenges integrating underlying roadways, canals and MOT requirements into the layout of these segmental bridge ramps.

Attendees will gain: • An Overview 4 Segmental Bridges. • Insight into the Pre-Bid Challenges. • An Understanding of Special Consideration. • Knowledge about the Unique Design Approach and Special Details • Information about the Construction Engineering Aspect of the Project

Bridge Design & Construction – Section 5 – Palmetto – SR 826 / SR 836, Miami, Florida 2

Phoenix, AZ September 25 – 28, 2011

The Western Bridge Engineers’ Seminar is seeking abstracts from owners, designers, researchers, producers, contractors and suppliers. Anticipated topics include:

● Bridge Design & Construction ● Bridge Inspection & Preservation ● Bridge Management and Load Rating ● Innovations in Bridge Engineering ● Bridge Materials & Methods ● Bridge Hydraulics ● AASHTO Bridge Specifications: Issues & Resolutions ● Measuring Quality in Bridge Engineering ● Risk Management in Bridge Engineering

The final sessions will be determined based on the abstracts received.

PRESENTATION ABSTRACTS

Presentations will be 25 minutes in length.

PROPOSER Name: Michael H. Jones, S.E., Semyon Treyger, S.E., Rui Lu, P.E. and Steve Barrett, S.E. Professional Affiliation: Jones, Treyger, & Lu - HNTB Corp; Barrett - TriMet Phone Number: 714-460-1649 Email: [email protected]

PRESENTATION TITLE: Portland Milwaukie Light Rail Cable-Stayed Bridge

PROPOSED FORMAT: Use PowerPoint for illustration and to summarize speaking points

ABSTRACT (500 words max):

The Tri-County Metropolitan Transportation District or Oregon (TriMet) is currently extending transit service from Portland State University to Milwaukie. As part of this extension, TriMet is constructing a cable-stayed bridge across the Willamette River. When completed, the Portland Milwaukie Light Rail (PMLR) Bridge will be the first transit-only cable-stayed bridge built in the United States and will include capacity for light rail, buses, bicycles, pedestrians, and street cars in the future.

Portland is a city known for its downtown bridges across the Willamette River and is frequently referred to as the most environmentally friendly city in the United States because of its comprehensive system of light rail, buses, bike lanes, and streetcars. A bridge with exceptional aesthetics and multimodal capabilities was therefore a high priority for TriMet when planning for the light rail extension. The crossing features a 1720-ft long cable-stayed bridge with a 780-ft main span. In order to provide harmony with other existing Willamette River crossing and the Portland downtown skyline, tower height was limited to a total height of 186-ft above the pile cap and 124-ft above the deck level. Towers will be founded on pile caps supported by 10-ft diameter drilled shafts with a length exceeding 160-ft that extends through 60-ft of water into very soft alluviums and then finally founded into stiff Troutdale formation. The soft alluviums are subject to lateral spreading and liquefaction during major seismic events, complicating the seismic response of the bridge.

A unique aspect of the PMLR Bridge is the sharing of the bridge by light rail transit and pedestrians. To ensure pedestrian comfort, a “rolling stock” analysis was performed to verify acceptable pedestrian comfort from the dynamic excitation of the bridge from transit vehicles. Additionally, TriMet is making provisions to permit closing the bridge to transit vehicles on special occasions and allowing full access to pedestrians across the entire bridge. This required the bridge to be design for this special loading case, including an investigation to ensure the bridge would provide acceptable pedestrian comfort by not responding with synchronized lateral excitation from the large pedestrian crowds.

Proposer Name: Kevin Flora Professional Affiliation: Caltrans Phone Number: 916-227-8036 Email: [email protected]

Title: Scour Analysis, Real-time Monitoring and Field Measurements of Active Scour at a bridge over the Feather River

Scour of bridge foundations has historically led to the failure of more bridges in America than all other modes of failure combined. While NBI bridge inspections include checking for scour of the foundations as part of the routine information collected in the field, rarely do observations of potential problems extend outside of the highway right- of-way limits nor do they these observations occur during high flow events when active scour is actually occurring. The need to take a wider spatial look at the river morphology and collect scour data during active scour was recently highlighted by damage occurring to the main channel pier of the bridge crossing the Feather River along Route 20 in Northern California. Spatial analysis of historic aerial photographs and GPS surveys over the past 5 years of the upstream bank had documented that substantial bank erosion had occurred along 1700 feet of the bank and led to a severely misaligned flow with the main channel pier. This situation had created the potential for large depths of scour resulting in the bridge being classified as “Scour Critical”. In addition, continued bank migration threatened the future stability of the foundations of the overbank piers. During March 2011, high releases from the upstream reservoir prompted Caltrans to attempt a topographic boat survey during the high flow to assess the active scour at the site. The boat survey showed that the channel thalweg had shifted towards the main channel pier and that a massive scour hole had developed around the main channel pier foundation resulting in the removal of over 30 feet of bed material at this location. This condition prompted Caltrans to immediately assess the structural and geotechnical stability of the structure and consider closing this heavily traveled structure. Using state-of-the-art multi-beam sonar survey enhanced Caltrans understanding of the structural and geotechnical potential for failure and provided the level confidence needed to allow the structure to remain open to the public with continuous monitoring of movement of the structure. District survey crews monitored the structure 24 hour a day for settlement for 10 days until active tilt sensor instrumentation was later installed. After flows receded, the bridge remains highly vulnerable to collapse from future high releases which prompted Caltrans to develop an emergency strategy to retrofit the damaged pier foundation with a 10 supplemental, 4-foot diameter piles at an estimated cost of approximately $5M. Although this retrofit design would impose a substantial obstruction to the river flow and potentially generate even more substantial scour, information regarding the soil profile was used to limit the estimated scour and make the retrofit design viable. A follow-up survey of the channel taken two months after the high flow showed that nearly all of the prior scour hole had refilled accentuating the value of monitoring active scour during the high flow events. Presentation Abstract for the Western Bridge Engineers’ Seminar

Name: John R. Woodroof

Title/Position: Bridge Hydraulics Engineer

Organization/Company: ODOT

Address 1: 4040 Fairview Industrial Dr. SE

City: Salem

State/Province: Oregon

Zip Code/Postal Code: 97302

Business Phone: 503-986-3366

E-mail: [email protected]

Title of Proposed Presentation: Practical application of ODOT’s Plan of Action database to assist Maintenance Districts which includes an automated Bridge Alerts System.

Brief Summary of Presentation: A Bridge Alerts System has been developed as part of the ODOT Plan of Action Database. It is presently in use monitoring rainfall, gauging station, and forecast data every 20 minutes for trigger events. The trigger events are set by district maintenance supervisors and specific actions to be taken during these events are being added to each bridge’s specific plan of action. The specific actions to be taken at each bridge during a trigger event are determined by the maintenance personnel responsible for each bridge.

Once a storm event trigger is reached, bridge maintenance personnel are automatically notified of bridges that could be affected by the storm event. The database can be edited to conform to the district’s needs by maintenance personnel as determined by the Manager of each district.

The database can be viewed by all maintenance personnel throughout the state but can only be changed by designated people working in each specific district. Once a plan meets the district needs and the proper actions have been entered in the plans of action they can then be submitted to headquarters for review and publishing to become the official plan of action to be used in an emergency.

Headquarters will only be involved in any decisions made by districts if requested. Every two years the plans will be reviewed at the district and those that are revised will be sent to headquarters for review and then be published as the new official plans of action. Presentation Proposal for the 2011 Western Bridge Engineers’ Seminar

Name: John H. Hunt (possibly joined by Sajid Sulahria, Nevada DOT)

Professional Affiliation: Manager‐Water Resources at Ayres Associates Inc

Phone Number: 970.223.5556

Email: [email protected]

Presentation Title: Managing Nevada’s Scour Critical Bridges (topic is Bridge Hydraulics)

Proposed Format: See attached Powerpoint file

Abstract: Managing Nevada’s Scour‐Critical Bridges

Scour or stream instability causes more than half of the bridge failures in the United States every year. The threat to public safety and to the public investment in infrastructure has required a response from the transportation agencies of all states. Since the early 1990’s the Nevada Department of Transportation (NDOT) has been carrying out its bridge scour program to evaluate the scour risk at all of the bridges over water throughout the state. By 2007 the program had identified 131 bridges (both state‐owned and not‐state‐owned) that were scour critical. This number included 23 bridges with unknown foundations that were presumed scour critical based on qualitative assessment.

The federal regulation 23 CFR 650.313(e)(3) requires that a Plan of Action (POA) be developed and implemented for each scour‐critical bridge. By the end of 2008, POAs had been implemented for 23 Nevada bridges. In order to protect public safety and to accelerate compliance with the federal regulation, the Hydraulics, Structures, and Geotechnical divisions of NDOT conducted a 2‐year project beginning in August of 2009 to implement POAs for all scour‐critical bridges. NDOT was assisted by consultants Ayres Associates, Atkins and Black Eagle.

The project started with reevaluations of a number of scour‐critical bridges that had the potential to be moved to non‐scour‐critical status through additional analysis. Many of the reevaluated bridges required geotechnical and structural analysis of the post‐scoured condition to determine whether the remaining pile embedment would provide adequate foundation stability. Other bridges required geotechnical assessment of the competence of the bedrock beneath their spread footings to resist scour. Several bridges were reevaluated hydraulically to incorporate updated scour computation techniques or to assess the adequacy of scour protection measures already in place. The reevaluations resulted in non‐scour‐critical ratings for 24 bridges. The team then developed POAs for the 84 remaining scour‐critical bridges that did not already have POAs.

The purpose of each POA is to provide guidance and instructions to those responsible for the bridge, to minimize the danger to the public and to eventually mitigate the scour risk to the bridge. The POA contains instruction on post‐flood inspections, monitoring the bridge during periods of high flow, protocols for closing and reopening the bridge, and countermeasures that can be installed to mitigate the scour risk, allowing a revised, low‐risk rating for the bridge.

High‐flow monitoring is the responsibility of the agency that owns the bridge. The Nevada POAs identify threshold conditions that trigger onsite presence of monitoring personnel, and bridge‐specific lists of conditions to look for once onsite that would trigger a closure. The closure protocols instruct the onsite personnel to implement an emergency closure should the bridge become unsafe, and provide telephone numbers of those who should be contacted to implement a formal closure and to ultimately authorize reopening of the bridge. A tentative detour route is included in each POA. The POAs also include conceptual designs and recommendations for countermeasures to mitigate the specific scour threats at each bridge.

Western Bridge Engineer’s Seminar

Proposer: Ronald A. Love, PE Professional Affiliation: Bentley Systems Inc. Phone Number: 610-996-0997 Email: [email protected]

Presentation Title: Load Rating In a Production Environment

ABSTRACT

Load rating is an activity that takes place daily in every state DOT and other agencies that own and/or manage bridge assets. These agencies perform load rating to assess the load carrying capacity of bridges for multiple purposes including federal reporting, posting weight determination, supporting proposed legislation regarding legal loads and supporting overweight truck permit issuance.

This presentation will focus on processes and data that are currently in use by several states to perform load rating analysis on a production basis supporting overweight permit analysis along with other ad-hoc load rating operations. The term production is used in the context of processing large number of bridges from a modeling and from a rating analysis standpoint. Several examples will be shown that illustrate the use of bridge rating model data from different sources along with automation processes that quickly and efficiently perform the load rating analysis. Additionally different examples showing integration of load rating processes with actual permit issuance systems will be shown.

Load Rating the NDOT Bridge Inventory Chris Serroels/CH2M HILL, M.S., P.E.,

Phone: 916-286-0349 Email: [email protected]

CH2M HILL has performed the load rating of over 1,300 bridges and culverts for the Nevada Department of Transportation over the last 5 years. In the rating of such a large number of structures we encountered many unique situations and challenges and developed various tools and processes to assist in the administration and technical delivery of the work. The challenges include rating of unusual structure types such as spliced girder bridges, segmental bridges, flexible culverts (concrete and steel arch culverts, pipe culverts), and hybrid structures, the rating of deteriorated structures where the structure’s condition must be incorporated into the assessment, refined analysis of structures that had low load ratings, and the rating of bridges with missing as-built plans where field measurements were used to perform the rating. The tools and processes developed for the project include tracking and statusing tools used to manage the logistical challenge of rating such a large number of structures using staff in multiple offices, tools and processes for the collection and management of project data including thousands of plan sets and inspection reports, and the field work process used for collection of field data for overlay thickness verification, soil fill depths over culverts, and deteriorated element observation.

This presentation will address the administrative and technical challenges encountered in the rating of such a large number of structures of diverse type, the solutions that were implemented to deliver the project efficiently with high technical quality, and observations on things that can make the rating process smoother such as what bridge inspectors document versus what load raters need to perform the ratings and the software tools used to deliver the ratings.

Phoenix, AZ September 25-28, 2011

- Presentation Application - Applications are due by April 22, 2011

Application Instructions • Please complete the following and e-mail to [email protected]. • If you have any questions, please contact Dana Colwell, WSU Conference Coordinator, at 253-445-4575.

Proposer

Name: Ron Pierce PE, SE. CBI

Professional Affiliation: David Evans and Associates

Business Phone: (602) 618- 7265

E-mail: [email protected]

Title of Proposed Presentation:

Load Rating for the SR 191 Colorado River Bridge Past and Present

Brief Summary of Presentation (500 words or less):

The bridge crossing the Colorado River on SR 191 outside of Moab, Utah is currently under construction. The original Bridge was a Fracture Critical two girder system, and is the only bridge that required overload permitting analysis in the State of Utah. David Evans and Associates, Inc. (DEA) team members have processed the overload crossing of the previous structure and are in the process of establishing the load rating and overload rating practices for the new Segmental Box Girder Bridge. This presentation will review the previous posting and overload ratings for the original Fracture Critical Bridge using LFR methods and provide an update on the LRFR load rating model for the new bridge crossing the Colorado River. The original 1,000-foot-long bridge was constructed in 1955 with eight spans comprised of riveted built plate two girders with floor beams / stringers. It was designed for HS20 - 44 and its structure number is 0C-285. This bridge was functionally obsolete and had NBI coding of Deck NBI 58 = 6, Super NBI 59 = 6 and Substructure NBI60 = 5, and a sufficiency rating of 47. It is bi-directional with two twelve-foot lanes and two-foot wide shoulders with an ADT of 5,745. Truck traffic is 16% trucks i.e. 919. The bridge was designed by the working stress method and its load rating was in accordance with the AASHTO MCEB 1994 using 2003 interim specifications. The load rating software utilized was AASHTOware Virtis with its BRASS Girder engine. The main girders, floor beams and stringers were evaluated for this load rating analysis. The Load Ratings were for HS20 and MCEB posting vehicles as well as the overload of 285,000 lbs. with 13 axles and standard gage vehicle. Original Bridge Picture

Old Typical Cross Section The new bridge is a three span cast-in-place segmental box girder bridge with an LRFD design, and its load rating is by LRFR method in accordance with AASHTO MBE 2008. Load Rating vehicles include design HL93, posting vehicles within the MBE, and overload rating for the overloads previously encountered on this bridge. The load rating software utilized for this bridge is SAP 2000 and calibrated with Bentley’s (TDV’s RM software). New Bridge

New Typical Cross Section