IBC 2017 Conference - Individual Abstract Submission
Abstract #: 17-50 Date Received 9/28/2016 Score: Name: Gregg Reese Company: Summit Engineering Group / Modjeski and Masters Address: 10822 West Toller Drive Phone: 303-933-9114 Littleton CO 80127 United States E-Mail: [email protected] Title: Innovative Use of Precast Aids the Design and Construction of the SB I- 95 to EB SR-202 Flyover Bridge in Jacksonville, FL PrimaryTopic: Design/Build SecondaryTopic: Construction Engineering
Project Information Name: SB I-95 to EB SR-202 Flyover Bridge Location: Jacksonville, FL Technical Merit of Presentation Opening Date? 2/28/2017 The presentation will feature a unique flyover structure, which is part of a Design/Build project, that was designed around the construction methods used to build it. The presentation will feature both the design and construction engineering challenges and solutions that were developed. Abstract: The SB I-95 to EB SR-202 Interchange Flyover Bridge is part of a design-build project in Jacksonville, FL to redesign the traffic interchange at I-95 and SR-202. The interchange handles heavy traffic volume and was in need of a significant upgrade. The flyover bridge utilizes precast elements in several innovative ways to provide a signature structure while aiding constructability on a tight job site.
The new flyover bridge is a curved seven span structure on an 1100ft radius. It is composed of two units with expansion joints at each abutment and at interior Pier 5. Two lines of curved precast U-girders, post- tensioned for continuity, support the superstructure. The substructure consists of six single column piers with two CIP and four precast pier caps. The precast caps are designed to support the girders during construction at jobsite locations with no room for falsework. Each unit has significant sections that are constructed over traffic which utilize straddle frames and strong back supports from cantilevered girders during erection. The design of the superstructure was significantly impacted by the construction methods and tight clearance requirements necessary to accommodate maintenance of traffic.
The paper will describe the innovative design features and unique challenges solved during design and construction of this bridge. Notes: The seven span flyover bridge to be described in this paper is the first curved, precast U girder bridge constructed for the Florida DOT. The bridge uses spliced construction and a number of innovative design features to accommodate a number of challengin Co-Author's Andrew Mish Summit Engineering Group / Modjeski and Masters 10822 West Toller Drive Littleton CO 80127 303-933-9114 [email protected] IBC 2017 Conference - Individual Abstract Submission
Abstract #: 17-51 Date Received 9/28/2016 Score: Name: William Castle Company: W.J. Castle, P.E. & Associates, P.C. Address: 1345 Route 38 Phone: 609-261-2268 Hainesport NJ 8036 United States E-Mail: [email protected] Title: Integration Of Sonar Imaging With Underwater Inspection PrimaryTopic: Foundations SecondaryTopic: Other
Project Information Name: Delair Bridge Underwater Inspection vs Sonar Imaging Location: Technical Merit of Presentation Opening Date? Technology is ever changing and we need to take advantage of it. This presentation will detail traditional underwater inspection and scanning sonar imaging and highlight the importance and potential for both. Abstract: This presentation details the benefits of scanning sonar imaging in relation to underwater inspections. Standard underwater inspection and scanning sonar inspection are clearly defined highlighting the key components of each. Comparisons between the two types of inspections are made including; methodology of inspection, inspection requirements, challenges encountered, and final outputs. A case study of a railroad bridge located in Delair, New Jersey is provided highlighting the differences between a standard underwater inspection and scanning sonar inspection. This case study will document the comparison of the sonar system and traditional underwater inspection findings and evaluate the feasibility and potential for both. The conclusions are then summarized, reiterating the benefits of using the new technology for the marine field. Notes: Co-Author's IBC 2017 Conference - Individual Abstract Submission
Abstract #: 17-52 Date Received 9/28/2016 Score: Name: William Castle Company: W.J. Castle, P.E. & Associates, P.C. Address: 1345 Route 38 Phone: 609-261-2268 Hainesport NJ 8036 United States E-Mail: [email protected] Title: Don’t Judge A Bridge By Its Length PrimaryTopic: Accelerated Bridge Construction SecondaryTopic: Design/Build
Project Information Name: Pre-fabricated Bridge Design/Build Location: Technical Merit of Presentation Opening Date? Even small projects and structures can teach you new things. Issues encountered and lessons learned are highlighted and can be beneficial for both consultants and contractors of pre-fabricated bridges. Abstract: This presentation illustrates the issues encountered and lessons learned for the design/build of small to medium pre-fabricated bridges. Three case studies are used to highlight methodologies, constructability, and issues encountered during the projects. The three bridges were owned and contracted by; a county, a company, and a government agency respectively. The proposed usage and restriction of each proposed bridge differed. Sometimes it takes experience to learn the easiest and more efficient methodology of replacing a structure. Notes: Co-Author's IBC 2017 Conference - Individual Abstract Submission
Abstract #: 17-53 Date Received 9/29/2016 Score: Name: Terrence Moran Company: George Mason University Address: 12515 Gordon Blvd Phone: (703) 955-6842 Woodbridge VA 22192 United States E-Mail: [email protected] Title: Quantifying The Effects of Localized Corrosion Through the Use of Digital Imaging PrimaryTopic: Non-Destructive Testing SecondaryTopic: 3D Modeling
Project Information Name: Location: Technical Merit of Presentation Opening Date? Digital image analysis software is now available commercially for bridge engineers and is likely to become increasingly important over the next several years. This study will benefit IBC attendees because it will expose the audience to these emerging technologies for the non-destructive evaluation of steel bridge components. The audience will gain insight into the capabilities-and limitations-of these techniques, as well as potential applications for their future use for bridge inspection and load rating. Abstract: A major aspect of bridge deterioration derives from corrosion of steel components and reinforcement. Current practices for quantifying corrosion rely on estimating the net section loss of steel members and applying an average section loss reduction to a component. This process neglects the existence of stress concentrations caused by localized corrosion and pitting, a phenomena that can reduce the ultimate capacity and ductility of a component. This paper reports on the development of a nondestructive evaluation technique for corroded steel using digital imaging and 3-D optical measurement techniques. The goal is to provide better analytical models for quantifying the impact of localized corrosion defects on steel component load capacity. Weathering steel specimens with severe pitting, extracted from a decommissioned bridge, were first measured and evaluated using conventional methods. Tensile testing in conjunction with digital image correlation then provided results that were used to calibrate an imaging technique that quantifies pitted regions and provides a capacity evaluation. Comparisons of the two evaluation methods indicate that the non-contact imaging technique more accurately represented the true load capacity of the specimens, and that the technique has potential for use by inspectors in the field. Future work includes field testing to explore the practical challenges of the inspection environment. Notes: Co-Author's Terrence Moran George Mason University 12515 Gordon Blvd Woodbridge VA 22192 7039556842 [email protected] David Lattanzi George Mason University 4400 University Drive Fairfax VA 22030 7039933695 [email protected] IBC 2017 Conference - Individual Abstract Submission
Abstract #: 17-54 Date Received 9/29/2016 Score: Name: Marian Barth Company: STV Incorporated Address: One Financial Center, 3rd Floor Phone: (617) 303-1121 Boston MA 2111 United States E-Mail: [email protected] Title: The Francis "Fanny" Appleton Pedestrian Bridge PrimaryTopic: Pedestrian/Special Purpose Bridges SecondaryTopic: Design/Build
Project Information Name: Longfellow Bridge Rehabilitation Project Location: Boston, MA Technical Merit of Presentation Opening Date? 12/1/2017 This presentation would be of interest to design engineers and owners. Listeners will take away unique experiences in pedestrian bridge design in the use of steel castings and pedestrian induced vibrations analysis per SETRA. Abstract: The Longfellow Bridge Rehabilitation Project is a Design-Build project, undertaking the rehabilitation of a century old multi-span steel arch structure and its iconic “salt and pepper shaker” towers. Within the same project, sitting in the shadows of the Longfellow, sits a nondescript and inadequate pedestrian bridge, soon to be replaced with the Fanny Appleton Pedestrian Bridge, named after Longfellow’s wife. The Appleton, a 750 foot long structure, with 550 feet of elevated bridge including 222 foot main span which mimics the arch spans of the Longfellow but with a very different and contemporary approach curving “ribbonlike” through existing trees. The main span, a spandrel arch supported deck made up of diverging 18 inch diameter pipe arches and HSS spandrel columns, was analyzed as a Vierendeel truss and the entire superstructure modeled in 3-D to capture stresses of steel erection through the temperature induced stresses of the jointless, curved superstructure. The architectural design also included steel Wye approach piers with an inset detail. This geometrically challenging form led the contractor, fabricator, and designer to choose a steel casting used within the steel pier assembly to create the unique detailing. On a daily basis, the route is a heavily traveled multi-use path for walkers, runners and bikers but on the 4th of July, it carries shoulder to shoulder crowds from the city to the Esplanade for the televised Boston Pops Concert and Fireworks. The project’s goal was to mitigate pedestrian induced vibrations without the use of tuned mass dampers while still meeting the architect’s aesthetic intent. The bridge’s function and aesthetics led beyond vibration criteria of the AASHTO LRFD Design Guide Specifications for Pedestrian Bridge to SETRA (Service d’Etudes Techniques des Routes et Autoroutes). A 3-D multi-mode vibration analysis was performed applying dynamic loads to target multimodal frequencies. Each element, including the foundations, was evaluated for its strength and stiffness in contributing to vibration performance. Piles were assessed using a bounded range of soil stiffness for stress and vibration performance. STV Inc.’s design balances strength, service, and user experience within the confines of aesthetic requirements, contract requirements, and constructability. The bridge is currently under construction. Notes: Co-Author's William Goulet STV Incorporated One Financial Center, 3rd Floor Boston Massachusetts 2111 6173031165 [email protected] IBC 2017 Conference - Individual Abstract Submission
Abstract #: 17-55 Date Received 9/29/2016 Score: Name: Murat Dicleli Company: METU Address: Department of Engineering Sciences Phone: 9.0312210445e +011 Ankara 6800 Turkey E-Mail: [email protected] Title: Effect of Structural and Geotechnical Properties on the Seismic Performance of Integral Bridges PrimaryTopic: Seismic Design SecondaryTopic: 3D Modeling
Project Information Name: Integral bridge seismic performance Location: Ankara Technical Merit of Presentation Opening Date? Design engineers will be provided with critical information on how to configure integral bridges for a better seismic performance Abstract: In this paper a parametric study is conducted to determine appropriate structural configurations and geotechnical properties to enhance the seismic performance of İntegral bridges (IBs). For this purpose, numerous nonlinear structural models of a two-span IB including dynamic soil-bridge interaction effects are built. Nonlinear time history analyses (NTHA) of the IB models are then conducted using a set of ground motions with various intensities. In the analyses, the effect of various structural and geotechnical properties such as foundation soil stiffness, backfill compaction level, pile size and orientation, abutment height and thickness, embankment length and damping are considered. The results of NTHA are then used to assess the effects of these properties on the seismic performance of IBs in terms of member forces and deformations. It is found that for the IB and modeling approach under consideration, the bridge seismic response is found to be insensitive to the length of the embankment and damping of the embankment soil. The parametric study revealed that softer foundation soils provide an isolation effect enhancing the seismic performance of IBs. Furthermore, IBs built with shorter and thinner abutments as well as large steel H-piles oriented to bend about their strong axis exhibit better seismic performance. Notes: Co-Author's Semih Erhan METU 1 Dumlupinar Boulevard Ankara 6800 9.0312210445e+011 [email protected] IBC 2017 Conference - Individual Abstract Submission
Abstract #: 17-56 Date Received 9/29/2016 Score: Name: Jack Ajrab Company: Parsons Address: 1223 Michael St. Phone: 613-691-1522 Ottawa ONT Canada E-Mail: [email protected] Title: Design and Construction of the Sir Ambrose Shea Vertical Lift Bridge Located in Placentia, Newfoundland and Labrador, Canada PrimaryTopic: Movable Bridges SecondaryTopic: Design
Project Information Name: Placentia Lift Bridge Location: Placentia, Newfoundland and Labrador - Canada Technical Merit of Presentation Opening Date? 9/23/2016 The presentation will go through the design process of a vertical lift bridge and the various options considered for the foundations, approach spans, lift span, counterweights, and the tubular towers and machine rooms. The durability and reliability features of the design will be presented as well as construction challenges encountered. Abstract: The new Sir Ambrose Shea Vertical Lift Bridge is located in the Province of Newfoundland and Labrador on the east coast of Canada, and was built as a replacement to an existing structure constructed in 1961 that had reached the end of its useful life. It is a three-span structure, with a centre movable span (vertical lift span) flanked by two simple fixed girder spans. The towers for this lift bridge consist of a three dimensional truss shaped representative of sails. Each tower component is connected by a three dimensional exoskeleton truss which houses the machinery operating the lift span. The new bridge is designed to be durable, efficient and reliable as well as being an aesthetically pleasing structure with architecture to reflect the local culture and the tourism potential of the region. The new bridge was constructed adjacent to the existing bridge in order to minimize disruption to the local fishing boats and road traffic.
This paper focuses on the design aspects of the bridge including: movable bridge types considered; alternative lift span systems; foundation options; bridge architecture; mechanical components; durability; and constructability aspects of the design. The bridge foundations, approach spans, and towers were constructed using temporary trestles and cranes and the lift span was assembled on a barge and lifted into position. The construction duration spanned over a period of three years and had to accommodate the harsh environmental conditions including high winds, tide, and fast currents of up to 8 knots. Notes: The paper and presentation will discuss the design and construction of the only movable bridge in the province of Newfoundland and Labrador in Canada. It will address the options considered and the selected design to address the harsh environment in the r Co-Author's Joanne McCall Parsons 625 Cochrane Drive Markham Ontario 905-9430416 [email protected] Ryan O'Connell Parsons 1223 Michael St. Ottawa Ontario 613-691-1568 ryan.o'[email protected] IBC 2017 Conference - Individual Abstract Submission
Abstract #: 17-57 Date Received 9/29/2016 Score: Name: Abdul Rauf Company: AECOM Address: 7650 W Courtney Campbell Causeway Phone: (813) 675-6776 Tampa FL 33607 United States E-Mail: [email protected] Title: Design of Taxiway J Bridge Replacement PrimaryTopic: Design SecondaryTopic: Other
Project Information Name: Tampa International Airport Taxiway "J" Reconstruction Location: Tampa, Florida Technical Merit of Presentation Opening Date? 10/20/2016 This paper will provide information about design of bridges for airplane loads and how to address various challenges unique to this project. Abstract: Taxiway J passes over the main road to and from the Tampa International Airport. As part of almost a billion dollar expansion at the airport, a new automated people mover has to be installed which also needed to go under the taxiway J. The bridge replacement project was undertaken to address that. This bridge project posed multiple challenges for the designers. Taxiway profile at bridge was already at max Slope so bridge could not be raised. Under the roadway, water table was high so it could not be lowered. As a result, superstructure depth was very limited along with heavy aircraft loads. Bridge being very wide, at skew and vertical profile posed many geometric challenges not generally encountered in typical roadway bridges. And lastly, all of this needed to be constructed while maintaining full traffic during the length of the construction period. This paper will address how this bridge was designed and constructed. Notes: Co-Author's IBC 2017 Conference - Individual Abstract Submission
Abstract #: 17-58 Date Received 9/29/2016 Score: Name: Nikole Bulger Company: STV Incorporated Address: One Financial Center Phone: 617 303 1157 Boston MA 2111 United States E-Mail: [email protected] Title: Demolition of Long Island Brdige in Boston Harbor PrimaryTopic: Bridge Demolition SecondaryTopic: Accelerated Bridge Construction
Project Information Name: Long Island Bridge Location: Boston Harbor, Massachusetts Technical Merit of Presentation Opening Date? The presentation will provide a description of how the demolition of this 3,000 foot long structure was achieved. The presentation will also address the interactive process between Contractor, City and Consultant in completing the work on time, while working within the permitting timelines and constraints. Abstract: The Long Island Bridge in Massachusetts is a 3,450 foot long bridge that extends from the main land out to Long Island in Boston Harbor. The bridge consists of four sets of three span continuous deck truss spans each span being 250 feet long, one thru truss span over the navigation channel also 250 feet long, and three shorter steel girder approach spans. The City of Boston identified the need to demolish the entire superstructure based on the most recent draft Bridge Rating Report. STV Incorporated was hired as the City’s consultant, and contract documents were issued through an accelerated procurement process.
The Contract stipulated that the work be performed in the ‘dry’, which expedited the initial permitting process. Walsh Construction Company was awarded the Contract. Based on field conditions encountered, Walsh found that the most expedient method of demolition was to drop the bridge onto the sea floor. Contract relief was provided to Walsh with the stipulation that Walsh would be responsible for the re-permitting the project, and that Walsh must still meet the original Contract completion deadline.
This presentation will be made my representatives of STV, Walsh, and the City will provide an overview of the project from initiation, to the final completion of the work. Notes: This will be a PowerPoint presentation. A representative from STV, Walsh and the City of Boston will present jointly. Co-Author's Charles Parish Walsh Construction Co 45 Shawmut Road Canton Massachusetts 2021 781- 793-9988 [email protected] Para Jayasinghe City of Boston Public Works Department 1 City Hall Square Massahcusetts 2201 617-635-4968 [email protected] IBC 2017 Conference - Individual Abstract Submission
Abstract #: 17-59 Date Received 9/29/2016 Score: Name: Matthew Silveston Company: Terracon Consultants, Inc Address: 1450 Fifth St West Phone: 843-884-1234 North Charleston SC 29405 United States E-Mail: [email protected] Title: Thermal Integrity Profiling for Drilled Shafts PrimaryTopic: Load Testing and Instrumentation SecondaryTopic: Non-Destructive Testing
Project Information Name: Various Bridge Foundations in USA Location: USA Technical Merit of Presentation Opening Date? 9/1/2016 Use of this emerging technology is being rapidly adopted across the US. The presentation will provide an overview of theory behind Thermal Integrity Testing along with several examples. It will also provide comparisons with conventional CSL testing on the same shaft. Abstract: Drilled shafts are commonly used to support large concentrated foundation loads. To avoid the large cost associated with load testing, many engineers and owners choose perform integrity testing of drilled shafts. The most common method for evaluating integrity is through the use of Cross-hole Sonic Logging (CSL).
However, CSL testing has drawbacks. One limitation is that CSL testing can only measure shaft integrity within the reinforcing cage. From a performance perspective, the concrete outside the reinforcing cage is critical since it provides the soil structure interaction through skin friction. The concrete outside the reinforcing cage also provides protection from corrosive environmental effects.
Thermal Integrity Profiling measures temperatures with respect to depth within the drilled shaft. It has been introduced in the past several years and is progressing from demonstration projects into more conventional use. Thermal Integrity Profiling can evaluate the presence of anomalies inside as well as outside the reinforcing cage. Using temperatures, the amount of concrete cover beyond the reinforcing cage can be calculated leading to the development of a complete model of the drilled shaft with respect to depth.
This presentation will examine several examples of real shafts and include a brief primer on the theory and testing methodology which will allow the audience to evaluate the condition of the example shafts. The presentation will summarize the analysis for each shaft and point out defects and bulges that were detected through Thermal Integrity Profiling. Finally, it will compare Thermal Integrity Profiling results with CSL results. Notes: Using temperatures from the heat of hydration, drilled shafts and auger cast piles can be tested immediately after pouring concrete with results as soon as 24 hours after the pour. The analysis of the heat signatures allows for a holistic view of the shaf Co-Author's IBC 2017 Conference - Individual Abstract Submission
Abstract #: 17-60 Date Received 9/29/2016 Score: Name: Chiara Rosignoli Company: WSP|PARSONS BRINCKERHOFF Address: 1 East Pratt Street Phone: 410-752-9625 Baltimore MD 21202 United States E-Mail: [email protected] Title: Dynamic effects of train passage on simple span bridges. PrimaryTopic: Railroad and Transit Bridges SecondaryTopic: High Speed Rail Bridges
Project Information Name: Location: Technical Merit of Presentation Opening Date? This presentation explains a simple method for determining (with a spreadsheet) bridge deck accelerations caused by train passage. Evaluation of deck accelerations is a key component of high speed railway bridge design and a critical consideration for the optimization and durability of light rail structures and slow traffic railway bridges. Abstract: Since the end of 19th century, engineers from all over the world have been investigating the issues related to vibrations caused in bridges by moving point loads (e.g. railroad loading). Train-induced vibrations in bridge structures lead to deck accelerations with magnitude depending on dynamic train-bridge interaction. Investigation of dynamic train-bridge interaction is a key component of high speed railway (HSR) bridge design. It is also a critical consideration for the optimization of light rail structures and slow traffic railway bridges. Train-induced vibrations of simple span bridges can potentially reach resonant frequencies and generating excessive deck accelerations. High deck accelerations adversely impact passenger safety, comfort, structural integrity and durability and can occur at speeds lower than the maximum line design speed. The use of Fourier-series-based aggressivity functions allows determining the acceleration of simple spans with compact section. The functions can easily be implemented with a simple spreadsheet. Results are accurate and can be used to avoid a trial-and-error approach to dynamic analysis, or to quickly check an existing structure. It is a simple tool to determine the maximum train speed that can safely travel on a specific bridge. In the present paper, utilization of Fourier-series-based aggressivity functions was demonstrated by investigating the impacts of moving loads on box girder simple span bridges under the passage of standard light rail, E80 and high speed train models. Three different span lengths with same cross section were considered (90ft, 120ft and 150ft long) with train speeds ranging from 0mph to 250mph. Notes: Co-Author's Raja Tenneti WSP|PARSONS BRINCKERHOFF 500 Winding Brook Drive Glastonbury CT 6033 [email protected] IBC 2017 Conference - Individual Abstract Submission
Abstract #: 17-61 Date Received 9/29/2016 Score: Name: James Bellenoit Company: AECOM Address: 100 Sterling Parkway Phone: 717-790-3460 Mechanicsburg PA 17050 United States E-Mail: [email protected] Title: Redecking of DelDOT BR 1-717, I-95 NB over SR1: Lessons Learned PrimaryTopic: Accelerated Bridge Construction SecondaryTopic: Rehabilitation/Preservation
Project Information Name: BR 1-717 on I-95 over SR1 Location: New Castle County, DE Technical Merit of Presentation Opening Date? 2/9/2016 This presentation will illustrate the many benefits offered by a design and construction using ABC technology. Methods and details actually implemented as well as suggested means to improve details of the design/construction will provide an initial starting point for other DOT’s wishing to perform similar bridge deck replacements. Abstract: This paper presents the design and construction undertaken for the replacement of the existing I-95 NB bridge deck using accelerated bridge construction (ABC) technologies. The bridge carries I-95 NB over a high-volume principal arterial roadway and consists of four simple spans (32’-70’-70’-36’) on a nearly tangent alignment having a 35 degree skew. The existing c.i.p. concrete deck is composite and supported on rolled steel beams. The steel beams and the substructure units were reused as part of this bridge rehabilitation project. Originally constructed in 1962, the bridge has been widened twice since – once in 1968 and again in 1983. Current ADT is 85,000 for the bridge which carries four thru lanes with a merging on-ramp and 67,000 for the six-lane, divided SR1/7 underpass. Replacement of the bridge deck required two stages of construction to accommodate the high traffic volume.
Preliminary engineering considered a variety of ABC technologies such as longitudinally post-tensioned precast panels, jointless deck construction via link slabs, slide-in bridge construction (SIBC) and full-width panels continuous over skewed supports. The pros and cons of each of these will be discussed herein with regard to practicality for this site. After careful consideration, full-depth precast concrete deck panels with UHPC longitudinal and transverse deck joint details, expansion joints at piers/abutments and a polyester polymer concrete (PPC) overlay was selected for reasons to be explained. The paper will include photographs taken during construction to demonstrate particular aspects or features of the project followed by lessons learned. Notes: Co-Author's Jon Eberle AECOM 100 Sterling Parkway Mechanicsburg Pennsylvania 17050 717-790- 3468 [email protected] Jason Hastings Delaware Department of Transportation 800 Bay Road Dover Delaware 19901 302-760-2299 [email protected] IBC 2017 Conference - Individual Abstract Submission
Abstract #: 17-62 Date Received 9/29/2016 Score: Name: Cherif Amer-Yahia Company: Resource International, Inc. Address: 6350 Presidential Gateway Phone: 614-823-4949 Columbus OH 43231 United States E-Mail: [email protected] Title: Ground Penetrating Radar and Infrared Thermography: Modern Day Tools in Bridge program Maintenance and Management PrimaryTopic: Non-Destructive Testing SecondaryTopic: Bridge Program Management
Project Information Name: HAM-IR-275-39.85, Bridge deck condition survey Location: Cuyahoga County, Ohio Technical Merit of Presentation Opening Date? 3/24/2016 This presentation intends to demonstrate to the IBC attendees that the combination of GPR and IR provides a high degree of accuracy in locating delaminated and debonded areas in reinforced concrete bridge decks, and provides a great deal of confidence in the repair quantities calculated as part of this project. Abstract: Delamination in bridge decks are the results of separation of the concrete from reinforcing steel bars, and are caused by corrosion of the steel. Different methods of delamination detection have been used through the years by transportation authorities. However, most of the methods require lane closures or at most slow-moving mobile lane closures. Ground Penetrating Radar (GPR) and InfraRed (IR) Thermography can be performed at highway speed, with no traffic disruption and safety risks. They are covered by ASTM specifications, D6087-8 (2015) for GPR and D4788-03 (2013) for IR.
A recent report from Strategic Highway Research Program regarding the assessment of nondestructive testing technologies for concrete bridge deck deterioration detection and evaluation concluded that the technology that provides the highest value is GPR. The rating was based on accuracy, repeatability, speed, ease of use, and cost. GPR has become a means of locating areas of delamination on bare concrete decks as well as on decks with concrete and bituminous overlays. It is a well-established and accepted inspection technique for accurately assessing the condition of reinforced concrete structures. IR is a valuable and cost effective method for locating overlay de-bonding on decks with concrete overlay. This paper reports the effectiveness of combining IR and GPR, maximizing the capabilities of each method, and compensating for the limitations. Together, they offer a high degree of accuracy in locating deteriorated and de-bonded areas and provide a great deal of confidence in the overall deteriorated quantities. Notes: A combined GPR/IR technology is used to detect and map delamination on reinforced concrete bridge decks.
IR is used to collect high-resolution digital imagery and infrared data. The deck scanning system uses a very sophisticated last generation IR cam Co-Author's Nikhil Khedekar Resource International, Inc. 6350 Presidential Gateway Columbus Ohio 43231 614-823-4949 [email protected] Todd Majidzadeh Resource International, Inc. 6350 Presidential Gateway Columbus Ohio 43231 614-823-4949 [email protected] IBC 2017 Conference - Individual Abstract Submission
Abstract #: 17-63 Date Received 9/29/2016 Score: Name: Robert Elliott, P.E. Company: CDR Maguire Address: 503 Martindale Street, Suite 610 Phone: 412-235-9458 Pittsburgh PA 15212 United States E-Mail: [email protected] Title: 2-Span Continuous Integral Abutment Bridge Replacement Using ABC PrimaryTopic: Accelerated Bridge Construction SecondaryTopic: Design
Project Information Name: SR 0136 over Little Chartiers Creek & CSX Railroad ABC Location: Eighty Four, Washington County, PA Technical Merit of Presentation Opening Date? 9/30/2016 Attendees will be exposed to the first multi-span, nearly all pre-cast, ABC replacement project in PA. The two-span, jointless bridge was designed and erected utilizing full continuity rather than the span by span and link-slab approach. A time-lapse video of the construction will be shared with attendees. Abstract: This presentation will discuss the ABC of a 206’ 2-span continuous integral abutment bridge. Due to high user costs, the Department determined that accelerating the closure time for this bridge to a maximum of 29 days was cost effective. The contract was bid A+Bx with a $50,000/day incentive-disincentive. The successful bid was for 28 days and $7.38M. The pier columns and cap and the abutments were precast. The superstructure consisted of steel beam / precast deck units (PBUs) with traditional negative moment reinforcement and splices at the inflection points. Previous multi-span PBU bridges in Pennsylvania consisted of beams erected as simple spans. Design challenges for this bridge were numerous. To facilitate a short detour, the center pier was designed to be constructed with a CIP footing and wall section supported on drilled pedestals adjacent to an existing pier while the bridge was still open. The PBUs had UHPC closures in both the longitudinal and transverse directions. PC infill slab sections were designed over the splices to limit the size of the closures. Because the superstructure was continuous for dead load there was significant deck top steel, which required special detailing to allow field fit-up of the sections. Additionally, the continuous design required that the steel beams be fully erected and spliced on dummy beam seats and the deck precast in the traditional sequence. Due to the size and arrangement of the PBUs, a 650T crane and temporary erection tower was used to erect the superstructure from the center sections outward. Notes: This presentation will discuss the design, fabrication, and construction of a 2-span continuous integral abutment accelerated bridge construction replacement from both owner and designer standpoints. Some special features of the project include:
- Con Co-Author's Donald Herbert, P.E. PA Department of Transportation, Engineering District 12-0 825 N. Gallatin Ave. Ext. Uniontown PA 15401 724-439-7311 [email protected] Jeremy Hughes, P.E. PA Department of Transportation, Engineering District 12-0 825 N. Gallatin Ave. Ext. Uniontown PA 15401 724-439-7264 [email protected] IBC 2017 Conference - Individual Abstract Submission
Abstract #: 17-64 Date Received 9/29/2016 Score: Name: Martin Furrer Company: Parsons Address: 10 S Riverside Phone: 312-930-5126 Chicago IL 60606 United States E-Mail: [email protected] Title: Launching Three Trusses over the BNSF Northtown Rail Yard PrimaryTopic: Accelerated Bridge Construction SecondaryTopic: Construction
Project Information Name: St. Anthony Parkway over the Northtown Yard Location: Minneapolis, Minnesota, USA Technical Merit of Presentation Opening Date? 7/31/2017 The paper will introduce the attendee to the project constraints, redundant truss design, executed launching system, the specified shop assemblies, and lessons learned with regards to RR coordination. Abstract: The St. Anthony Parkway is a historic parkway in Minneapolis, Minnesota that crosses over the busy BNSF Northtown rail yard with five deteriorating Warren trusses needing replacement. The inline replacement structure consists of a skewed 305 foot truss and two-span steel girder structure to meet the RR’s desire to eliminate two piers in their yard. The new truss incorporates unique load path and internal redundancy measures including eliminating fracture critical steel truss members and gusset plates and using a post-tensioned concrete bottom chord.
The railroad required that the removal of the two existing truss spans over BNSF’s main line tracks and the installation of the new truss span be accomplished using accelerated bridge construction. A launching system is being utilized to slide the existing trusses from their position over the tracks to the western approach embankment, dismantle them, assemble the new truss and slide it over the tracks using the same girder based launching system.
The paper will introduce the site constraints and the designed replacement truss and then focus on the executed launching system, the specified shop assemblies that ensured smooth truss assembly on site, and lessons learned with regards to RR coordination. Notes: Co-Author's Greg Hasbrouck Parsons 10 S. Riverside Chicago IL 60606 312-930-5113 [email protected] Jack Yuzna City of Minneapolis 309 Second Avenue South Minneapolis MN 55401 612-673- 2415 [email protected] IBC 2017 Conference - Individual Abstract Submission
Abstract #: 17-65 Date Received 9/29/2016 Score: Name: Alfred Mangus Company: Professional Engineers in California Government Address: 455 Capital Mall, Suite 501, Phone: 916-205-1962 Sacramento, CA 95814 United States E-Mail: Al_Mangus_PECG_Member@hotmail. com Title: Selected Nine West Coast ABC Bridges Named After Engineers PrimaryTopic: Accelerated Bridge Construction SecondaryTopic: Rehabilitation/Preservation
Project Information Name: Mears + McCullough +Hadley + Miller + Panhorst+ Greer+ Reece+ Roberts + State Engineers Memorial Bridges Location: Alaska + California + Oregon + Washington Technical Merit of Presentation Opening Date? 9/30/1976 The renaming of bridges to honor visionary engineers has occurred via the support of politicians plus the general public. The IBC started the tradition of renaming awards after visionary engineers of Pennsylvania. This paper expands the list to add west coast engineers who changed bridge engineering. Abstract: The renaming of bridges after engineers is rare. Nine are selected as ABC (Accelerated Bridge Construction) bridges plus a brief biography of each engineer. Harlan D. Miller (1880-1926) was the State Bridge Engineer for the California Highway Department has a concrete arch bridge renamed for him. The Colonel Frederick Mears (1878 –1939) Memorial Bridge is a 700’ truss Alaska Railroad Bridge over the Tanana River at Nenana. It was the longest truss bridge in the USA in 1923. The North Bend Bridge was renamed the Conde B. McCullough (1887-1946) Memorial Bridge. The Homer M. Hadley (1885-1967) floating concrete bridge in Seattle Washington was renamed after the visionary engineer who promoted floating concrete bridges. The Russian Gulch Bridge was renamed to honor Fredrick W. Panhorst (1893- 1974), the California State Bridge Engineer from 1931-1960. The Pine Valley Creek Bridge was renamed the Nello Irwin Greer (1922-2002) Memorial Bridge, the first segmental concrete bridge in the USA. Marilyn Jorgenson Reece (1926-2004) was the first woman registered civil engineer in California and the designer for the San Diego-Santa Monica Freeway Interchange (aka Marilyn Jorgenson Reece Memorial Interchange). The Tuolumne River Bridge was renamed the James E. Roberts Memorial Bridge. Mr. Roberts (1931-2006), a Caltrans bridge engineering leader, received the IBC’s John A. Roebling Medal. The California State Engineer Memorial Interchange was named to honor the 35+ State of California Engineers and Land Surveyors killed in the line of duty. A table lists additional bridges and other transportation facilities named after engineers. Notes: These bridges that honor visionary engineers also demonstrate sustainability. They are renamed after widely admired bridge engineering leaders by fellow bridge professionals, politicians, plus the public for creating icons in our bridge infrastructure. Th Co-Author's Greg Kaderabek Professional Engineers in California Government 455 Capital Mall, Suite 501, Sacramento, CA 95814 916-217-0041 [email protected] Steve Lee Professional Engineers in California Government 455 Capital Mall, Suite 501, Sacramento, CA 95814 916-446-0400 [email protected] IBC 2017 Conference - Individual Abstract Submission
Abstract #: 17-66 Date Received 9/29/2016 Score: Name: Matthew Keilson Company: RJ Watson, Inc Address: 11035 Walden Ave Phone: Alden NY 14004 United States E-Mail: [email protected] Title: Bridge Expansion Joints for Large Skew Angles PrimaryTopic: Other SecondaryTopic: 3D Modeling
Project Information Name: Location: Technical Merit of Presentation Opening Date? This paper will be an in depth discussion about the benefits of using a preformed silicone joint seal for expansion joints with large skew angles. Field verification and laboratory test will be provided to help show the success of a preformed silicone in these types of high skew situations. Abstract: Finding the proper bridge deck joints for skewed openings has been a problem for bridge owners for many years. There are too many times that a bridge joint is installed in an incorrect location and is destined for failure. Often times, a joint will be installed into a skewed opening with little to no chance for a successful life cycle. This occurs because many joints in the marketplace today are not manufactured to allow such movements. Typical neoprene compression seals, foam compression seals, asphaltic plug joints, molded rubber joints are all manufactured for basic longitudinal movements with limited skew capabilities. There are only a select few types of joints that have been researched and developed to allow for larger movement ranges and higher skew abilities. One of the highest performing joint systems that allow for skewed movements is a Preformed Silicone Joint System (PSJS). Preformed silicone seals were developed in the mid 1990’s as an inverted “V” shaped joint sealing system. This system is comprised of a preformed silicone gland that is held in place with a single component silicone locking adhesive. Both the silicone gland and silicone adhesive have large movement capabilities which enable this joint seal to accommodate large skew movements during operation. Notes: Co-Author's IBC 2017 Conference - Individual Abstract Submission
Abstract #: 17-67 Date Received 9/29/2016 Score: Name: Alfred Mangus Company: Professional Engineers in California Government Address: 455 Capital Mall, Suite 501 Phone: 916-205-1962 Sacramento CA 95814 United States E-Mail: [email protected] om Title: Four California ABC case histories describing equipment, techniques, means and methods used to move superstructures via land PrimaryTopic: Accelerated Bridge Construction SecondaryTopic: Construction Engineering
Project Information Name: Maritime Off Ramp + San Francisco Oakland Bay Bridge + Highgrove Avenue Railroad Bridge Location: California Technical Merit of Presentation Opening Date? 11/7/2015 Most government agencies require multiple bidders. This presentation compares equivalent bridge moving manufactured equipment systems from Belgium, Holland, and Germany. This may be the first paper to compare organizations that should be included on bidder lists for moving superstructures. Abstract: This paper (table included) compares and summarizes the key issues of selecting equipment and processes for the four selected California case histories. Equipment from Belgium, Holland, and Germany were utilized to move a variety of bridge superstructures. Apparently similar equipment is not currently manufactured in North America. Each manufacturer uses a different color to distinguish their equipment from competitors. “Yellow painted” German manufacturer Scheuerle Fahrzeugfabrik https://www.scheuerle.com/ trailers were towed with trucks to install curved orthotropic steel box girders. The (10:00pm -6:00 am) closure of Interstate I-80 was required on two Saturday nights. The “A Span in Time” documentary discusses the use of the www.mammoet.com “red painted” equipment for this second project. The demolition and sliding installation of a new “football field” sized concrete superstructure replacement occurred within 72 hours. The third project was six weathering steel railroad trusses. “Blue painted” SPMT (Self Propelled Modular Transporter) from Belgium http://www.sarens.com/en.aspx moved these trusses. The forth project was a RORI (Roll-Out, Roll-In) by Mammoet to create the YBID (Yerba Buena Island Detour). An existing double decker Warren truss (270’ span) was lateral slid to the north and replacement by a detour connecting truss span over a 3-day weekend. The YBID for Interstate I-80 had an ADT (Average Daily Traffic) count of 250,000 as part of the SFOBB (San Francisco Oakland Bay Bridge) crossing. The replacement detour truss used for a couple of years, until traffic was switched over to the permanent New East Spans SFOBB SAS (Self –Anchoring Suspension) superstructure. Notes: Two of the four California case histories have video footage of the moving structures. A three minute clip from “A Span in Time” documentary film about a football field size concrete superstructure that was replaced via sliding by Mammoet will be include Co-Author's Greg Kaderabek Professional Engineers in California Government 455 Capital Mall, Suite 501 Sacramento CA 95814 916-217-0041 [email protected] Steve J. Lee Professional Engineers in California Government 455 Capital Mall, Suite 501 Sacramento CA 95814 916-601-8145 [email protected] IBC 2017 Conference - Individual Abstract Submission
Abstract #: 17-68 Date Received 9/29/2016 Score: Name: George Piscsalko Company: Pile Dynamics, Inc Address: 30725 Aurora Road Phone: (216) 831-6131 Solon OH 44139 United States E-Mail: [email protected] Title: Recent trends in quality control for drilled foundations PrimaryTopic: Foundations SecondaryTopic: Foundations
Project Information Name: Location: Technical Merit of Presentation Opening Date? The TIP testing method is a relatively new but very powerful quality control method for foundation elements. This method is being used in many bridge projects at the moment. It is beneficial to the various bridge designers to see the benefits and limitations of this new quality control testing method. Abstract: Quality control for drilled foundations is often dependent upon the skill and experience of the site personnel. For drilled foundations cast under slurry, inspection of the hole prior to concreting is very difficult or impossible. There are several non-destructive test (NDT) methods currently available to assess the integrity of drilled shafts. This paper will focus on the Thermal Integrity Profiling test method. The Thermal Integrity Profiling (TIP) method measures the elevated concrete temperatures that occur during the hydration process. These temperature measurements are made along the length of the shaft. The TIP method evaluates the shaft both inside and outside the reinforcing cage, providing evaluation for 100% of the shaft cross section. Since the TIP testing is performed soon after casting the shaft, the TIP method can help to accelerate the construction process. In this paper the theory and use of Thermal Integrity Profiling will be described and results from several case histories will be discussed. Notes: Co-Author's Pat Hannigan GRL Engineers 30725 Aurora Road Solon Ohio 44139 2168316131 [email protected] Danny Belardo GRL Engineers 30725 Aurora Road Solon Ohio 44139 2168316131 [email protected] IBC 2017 Conference - Individual Abstract Submission
Abstract #: 17-69 Date Received 9/29/2016 Score: Name: Michael Marks Company: EIC Group LLC Address: 420 Route 46 East Phone: 973-227-8660 Fairfield NJ 7004 United States E-Mail: [email protected] Title: Innovative Steel Erection Procedure for a Partially Curved Girder Bridge Over Water and Soft Soils PrimaryTopic: Erection Engineering, Practices and Standards SecondaryTopic: Construction Engineering
Project Information Name: Route 7 Hackensack River Wittpenn Bridge Contract 2 - Approach Spans Location: Jersey City, New Jersey Technical Merit of Presentation Opening Date? 1/1/2015 This presentation will describe innovative erection engineering and techniques to construct a major structure in an urban area with extremely difficult site conditions. It will provide a reference for agencies, design engineers and contractors when considering, designing and constructing similar projects. Abstract: The new Route 7 (Wittpenn) Bridge over the Hackensack River in Jersey City and Kearny, New Jersey will be a 3300 foot long steel structure that includes a 350 foot vertical lift span and continuous girder approach spans. The bridge is being built under several contracts and is currently under construction.
Construction of Contract 2 was completed in 2015 by prime contractor Union Paving Inc. and steel erector Structural Services Inc. and consisted of Units 4, 5 and 6 on the eastern approach. The superstructures were simple and continuous span steel plate girders with an overall length of approximately 1000 feet. The girders are straight in Unit 4 and are curved for Units 5 and 6.
The erection of the superstructure was challenging due to numerous site constraints. A portion of the structure was over the shallow river limiting the possible locations of barge cranes. Steep riverbanks and soft soils impeded crane positioning on land. The 70 foot high superstructure complicated the configuration of support towers at girder splices. Finally, the area is heavily congested with existing adjacent structures and roadways.
Structural Services retained the services of EIC Group LLC to perform the erection engineering and develop the procedures. To overcome the challenges of the project, several innovative techniques were developed including a rolling ground tower system, transverse hanger beams supported by towers on previously erected girders, ground assembly of beams supported simultaneously on land and on a barge using hinged supports, and a custom adjustable pipe spreader beam. Notes: Co-Author's IBC 2017 Conference - Individual Abstract Submission
Abstract #: 17-70 Date Received 9/29/2016 Score: Name: Alex Lawrason Company: HNTB Corporation Address: 51 Haddonfield Rd, Suite 250 Phone: 201-574-7107 Cherry Hill NJ 8003 United States E-Mail: [email protected] Title: Ben Franklin Bridge PATCO Track Rehabilitation PrimaryTopic: Rehabilitation/Preservation SecondaryTopic: Suspension Bridges
Project Information Name: Ben Franklin Bridge PATCO Track Rehabilitation Location: Philadelphia, PA and Camden, NJ Technical Merit of Presentation Opening Date? 12/31/2015 The project includes complex MPT and a myriad of rehabilitation disciplines including track, structural steel, coating, signal, power and communication systems. Finding a way to balance multiple priorities, safely serve the traveling public and inspire a one team approach with shared goals made this unique and complex project successful. Abstract: The $100 million reconstruction of the Port Authority Transit Corporation (PATCO) commuter rail tracks across the Ben Franklin Bridge has rehabilitated the bridge’s supporting members and restored the commuter rail tracks to a state of good repair. During two separate two-month continuous track outages, workers replaced 3 miles of the 30-year old tracks and rehabilitated the supporting bridge members. The project team established complex lane closures, revised train schedules and work windows to allow continuous work on one track at a time. The contractor worked 24/7 for four months to replace both tracks including 9,000 timber ties, 450,000 pounds of steel rehabilitation, six miles of rail, 9000-sq.ft. of concrete direct fixation rehabilitation and over 2.5 miles of lead paint abatement/coating. During the four months, approximately 175 personnel worked daily/nightly with minimum incidents and injuries. A specially built temporary platform was installed the length of the bridge to allow access to the underside of the tracks and provide falling object protection over the Delaware River, Interstate 95, SEPTA rail line and Philadelphia and Camden surface streets/sidewalks. In the months preceding and following the continuous outages, workers replaced nearly 50 miles of signal, power and communication cable and equipment, and rehabilitated the underbridge rail yard. Both tracks were returned to full service on October 22, 2014 with project completion on December 31, 2015. HNTB and DRPA effectively executed a comprehensive public outreach campaign to alert and inform passengers and commuters about the project, which was key to the project’s success. Notes: The 1926 Ben Franklin Bridge carries 100,000 vehicles and 40,000 rail passengers per day, and includes 2 pedestrian sidewalks. The bridge is the longest suspension bridge in the United States that accommodates both vehicular and rail traffic. The track de Co-Author's Michael Venuto Delaware River Port Authority 2 Riverside Dr Camden NJ 8103 856-968- 2062 [email protected] John Parola HNTB Corporation Empire State Building, 58th Floor New York NY 10001 215- 282-1120 [email protected] IBC 2017 Conference - Individual Abstract Submission
Abstract #: 17-71 Date Received 9/29/2016 Score: Name: Adam Stockin Company: WSP/Parsons Brinckerhoff Address: 650 Elm Street Phone: 603-647-2012 Manchester NH 3101 United States E-Mail: [email protected] Title: Fully Integral 2 Span Curved Girder Bridge Replacement in 72 days PrimaryTopic: Accelerated Bridge Construction SecondaryTopic: Design
Project Information Name: New Haven Bridge Replacement Project Location: New Haven, VT Technical Merit of Presentation Opening Date? 10/28/2016 This complex ABC project utilized local precast elements and steel to provide the best solution while saving money and reducing total impacts. There were many unique details developed for this bridge and lessons learned that will benefit engineers with the increasing demand to build bridges in short closure periods. Abstract: This Accelerated Bridge Construction (ABC) project in New Haven, Vermont consisted of the replacement of a 170’ three span bridge over the New Haven River. The replacement bridge is a 164’ - 2 span curved steel girder superstructure with precast integral abutments on steel piles. The central pier consists of an integral pier cap connected to a single 6’ diameter column utilizing an innovative grouted connection supported on an 8’ diameter drilled shaft. This 2 span structure has no joints or bearings thereby decreasing future maintenance costs and increasing the service life of the structure. The bridge was constrained by a limited hydraulic opening and a poor vertical roadway alignment which required an innovative design to limit impacts during periods of high flow. A traditional pier cap extending below the girders was not feasible due to the potential for debris collection. The accelerated nature of this project, together with these site constraints, required a unique design where the pier cap was prefabricated integrally with portions of the steel superstructure offsite. The design of this structure required the construction of a 3D Hybrid Stiffness/Finite Element Model for analysis under gravity and lateral loading, including seismic considerations for zone 2 and flood loads. Utilizing ABC techniques, this complex bridge was successfully constructed in 72 days. Notes: Co-Author's Rebekah Gaudreau WSP/Parsons Brinckerhoff 650 Elm Street Manchester New Hampshire 3101 603-647-2012 [email protected] IBC 2017 Conference - Individual Abstract Submission
Abstract #: 17-72 Date Received 9/29/2016 Score: Name: Hossam Abdou Company: Alfred Benesch & Company Address: 205 N. Michigan Avenue Phone: 312-565-0450 Chicago IL 60601 United States E-Mail: [email protected] Title: ProAm – A proactive Transportation Asset Management Process PrimaryTopic: Assest Management SecondaryTopic: Assest Management
Project Information Name: Location: Technical Merit of Presentation Opening Date?
Abstract: Asset management is to develop a structured strategy to maintain and improve the transportation system while maintaining the quality of life for present and future. This includes the four key factors in making decisions; structural needs, functional needs, sustainability and community resilience.
ProAm is a comprehensive and proactive asset management process developed by Alfred Benesch and company. The process is to effectively manage the transportation corridor for short term and long term needs and desires of the public.
The ProAm process has three components. The first component deals with Management Systems. This includes Load Rating, inspections and short term and long term repairs or rehabilitation.
The second component is the decision making process. This is based on the engineering, economic and social needs. Engineering options are based on what is outlined in part one. Economic option is based on cash flow and funding availability. Schedule of engineering options will be shortened or lengthened to meet the budget. Management decisions will be based on engineering and financial options. Consideration will be given to risk, probability of occurrence, sustainability and community resilience.
The third component outlines short term and long term implementation. A sensitivity analysis of critical factors will be performed. This process is open ended. It discusses the needs to make the program dynamic and flexible to accommodate unexpected events. Notes: Co-Author's Muthiah Kasi Alfred Benesch & Company 205 N. Michigan Avenue Chicago Illinois 60601 312-565-0450 [email protected] IBC 2017 Conference - Individual Abstract Submission
Abstract #: 17-73 Date Received 9/29/2016 Score: Name: Gregg Hostetler Company: Infrastructure Engineers, Inc. Address: 609 S Kelly Avenue, Suite J-1 Phone: 405-757-2346 Edmond OK 73034 United States E-Mail: [email protected] Title: Earthquake Preparedness and Response; Oklahoma DOT’s Proactive Approach for Bridges PrimaryTopic: Bridge Program Management SecondaryTopic: NBIS Bridge Inspections
Project Information Name: Post-Earthquake Bridge Inspection Guidelines Location: Oklahoma Technical Merit of Presentation Opening Date? Attendees will leave this presentation with an understanding of what it takes to develop an earthquake response plan for bridges, including valuable lessons learned. Abstract: The Central United States (CUS) is experiencing a substantially higher rate of earthquake activity than historically observed; some have argued that Oklahoma is the new earthquake capital of the United States. Historical data on earthquake-induced damage to bridges in the CUS is limited. Accordingly, states in the CUS, unlike the Western United States, have not previously required earthquake response plans. In 2015 the Oklahoma Department of Transportation (ODOT) hired a team of consultant and university professionals to develop an earthquake response plan for their bridges. This project constitutes the first major effort in the CUS to develop such a plan, paving the way for other state DOTs. Phase I of the project, now complete, included establishing an inspection protocol to identify vulnerable bridges, which incorporates both the capacity of and demand on ODOT bridges. Capacity and demand are characterized, respectively, by HAZUS fragility curves and the ground-motion intensity, in this case spectral acceleration at a period of 1.0 s. “Smart” inspection radii are set to be the largest distance from the epicenter at which demand exceeds capacity. Other tasks in Phase I included the first draft of the response plan, development of a post-earthquake bridge inspection manual, and development and delivery of post-earthquake bridge inspection training. Notes: This project was submitted to the IBC for consideration last year, but was not selected. Phase I of the project is now complete and presentations on the project have been given at several conferences. Co-Author's Philip Scott Harvey Jr, PhD The University of Oklahoma 202 W Boyd St, Room 334 Norman OK 405-325-3836 [email protected] IBC 2017 Conference - Individual Abstract Submission
Abstract #: 17-74 Date Received 9/30/2016 Score: Name: David Rogowski Company: Genesis Structures, Inc Address: 104 West 9th Street, Suite 200 Phone: 816-686-5969 Kansas City MI 64105 United States E-Mail: [email protected] Title: Erecting/Moving/Raising/Floating a 1600 Ton Lift-Span Truss PrimaryTopic: Construction Engineering SecondaryTopic: Movable Bridges
Project Information Name: Fore River Bridge Replacement Project Location: Quincy, MA Technical Merit of Presentation Opening Date? 1/1/2017 The paper will expose the attendees to a challenging solution to erect and install a 1600 ton lift-span truss with minimal down-time (or closure) of an active river channel. Attendees will hear about SPMT's, self- lifting jacking towers and complex barge analysis Abstract: The New Fore River Bridge Replacement Project includes a 328-ft, 1600 ton main vertical lift span truss. Because of project demands that required the demonstration of readiness of the erected truss prior to float-in, the contractor elected to erect the lift span on land at a nearby wet basin atop 20-ft tall high capacity shoring towers. Erected components on land included the truss, span guides, deck formwork and deck reinforcing. Inside the west basin, a pair of 54x180x12 sister barges were joined with W36 spine beams to create a large catamaran barge. The catamaran barge was topped with two 24-ft wide hardwood mat runways (bearing on a sand leveling base to provide even load distribution to the barge deck) and equipped with twelve 6 inch ballast pumps to move water when the truss was rolled onto the barge. To roll the truss onto the barge, four (16) axle SPMT units (with self-raising towers) lifted the truss from the land towers and moved 1000-ft to the wet basin where they rolled across two 24-ft wide steel ramps spanning from the wet basin wall to the barge. Once on the barge, the truss was lifted an additional 45-ft using the self-raising towers to achieve a total height of 65-ft above the barge deck. With the truss properly lashed, the barge and truss were floated upstream using three 2000 HP tugs and were successfully maneuvered between two towers with a clearance “pocket” of only 3 inches at each end of the truss. Notes: SMPT's (Self-Propelled Mobile Transporter) Self-Lifting Jacking Towers Barge Stability Barge Ballasting Co-Author's Josh Crain Genesis Structures, Inc 104 West 9th Street, Suite 200 Kansas City Missouri 64105 816-421-1520 [email protected] Jim Jones White-Skanska, Joint Venture 10 Burr Street Framingham MA 1701 508-879- 4700 [email protected]