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Second Blue Water Bridge Port Huron, Michigan

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Second Blue Water Bridge Port Huron, Michigan Prize Bridge Award: Long Span Second Blue Water Bridge Port Huron, Michigan As water leaves the swift-mov- ing Saint Clair River, located at the southern tip of Lake Huron in the swift-moving Saint Clair River, it forms an international boundary between Ontario and Michigan. For almost 60 years, international access between Port Huron, MI, and Point Edward, Ontario, has been provided by a cantilever truss bridge built near the north end of the river. The Michigan Department of Transportation(MDOT) and The Blue Water Bridge Authority in Ontario are jointly own and operate this cantilever bridge—each collects tolls from traffic entering the bridge, and traffic leaving the bridge must pass through customs and immigration on each end. Design of the New Bridge In 1993, the owners retained a design team to develop studies and plans for the new bridge. The first phase of the work to prepare engineering studies for the new crossing and develop a study report. The preliminary cross-section was established as a three-lane deck with sidewalk, traffic barriers and pedestrian railing. The preferred alignment adjacent to the existing bridge was set. All project documents would be completed in SI units. The design would conform to the new AASHTO LRFD Bridge Design Specifications and major provisions of the Ontario Highway Bridge Design Code (OHBDC), with the LRFD wing the pri- mary specification. Jurors Comments Selected Structure For the main river crossing, a contin- uous tied-arch was selected with Classic concept of semi-through arch approaches of box girders and multi- girder spans. A requirement for the main in a modern, simple and clean design...Side-by- bridge construction was that the work be divided equally between the owners, and side technologies, 60 years apart...Elegant long that the construction be equally divided between a contractor from Canada and one from the United States in a joint ven- span structure. ture contract dictating that two fabrica- tors and two steel suppliers be required. A considerable effort was required during the design to ensure that the details, Modern Steel Construction / July 2000 materials, standards and procedures in the plans were proper for construction in both countries. The main span deck is reinforced concrete for three traffic lanes and a pedestrian sidewalk. The stringers are rolled beam sections made continuous and composite with the deck slab. The floor beams are welded I-sections with welded transverse stiffeners. Steep road- way grades (4.65%) and channel clear- ance requirements resulted in a shallow superstructure depth, limiting the avail- able web depth for the floor beams, resulting in the need for intermediate floor beams between vertical locations. Welded I-members were used for the floor system lateral bracing. Under dead load only, an uplift condi- tion would occur at the anchor span end bearings. A counterweight was added to provide a positive reaction under all loading conditions, except the most extreme live load case, and the bearings here are designed to resist the uplift Since the tie girder and arch rib act The tie girder is a steel box built up resulting from that case. The floor system together flexurally, it is possible to by bolting, and consists of steel plates at the anchor end required modification choose, by selective proportioning, the with corner connecting angles it is about to accept a concrete counterweight. member that will carry most of the flex- 1.2 m wide by 2.5 m deep. The tie girder Intermediate stringers were added to the ural stresses. For this design, the tie gird- is the tension member that provides the typical cross-section in the two end pan- er, which directly supports the bridge sole horizontal support for the entire els. Stringer depth was increased to 36’ in deck, was chosen to be the principal arch. In addition, the tie grinder pro- these two panels to support the concrete member and it is proportioned to be con- vides most of the flexural resistance of mass. The stringers were coped over the siderably stiffer than the arch rib. the arch segments, it is the quintessential floor beams to accommodate their This bridge layout consists of several fracture critical member. Mitigation mea- increased depth. basic segments: the main support framing sures were proposed in the study report to make this tied-arch structure, then Power-driven, rail-mounted platform consists of the end segments made up of under federal moratorium, acceptable to travelers provide access to the underside the anchor spans (85 m) and those por- the owners. Clearly, mitigation measures of the deck and floor system. One travel- tions of the main span extending from translate into additional, necessary costs. er rests near the anchor piers at each end the main pier to the knuckle joints (36 If the tie were a steel box assembled by of the bridge, and each is capable of tra- m); the middle segment or main arch welding, it is possible that, under the versing the entire length of the arch (209 m) between the knuckle joints (basi- impact of varying loading, a crack might structure. Access to the remainder of the cally independent, closed units, except propagate across the entire member bridge is provided by an integrated sys- for the flexural continuity of the tie gird- (using the welds as a path from one plate tem of crosswalks, ladders, stairways, rail- er and arch rib at the knuckle joint); to the other). For this reason, it was ing and handropes. The special consider- steel vertical columns and hangers con- decided that the tie girder would not ation given to access inside the tie girder nect the arch rib and the tie girder; and contain any welding but rather, would be resulted in forced ventilation, adequate steel floor beams supporting the steel assembled by high-strength bolts. Even lighting and special surface finishing of floor stringers are attached to the tie with such measures a potential crack the interior. girders. could propagate across one of the plates A number of steel arch bridge spans or elements of the tie girder. Therefore, have been built, and many of these are Arch Details as a safeguard, the tie girder was propor- simple spans using a horizontal steel tie The continuous tied-arch requires a tioned so that it could withstand the loss member from end-to-end of the arch to number of special design considerations, of any one plate or element. These mea- resist the horizontal force of the arch, but as do the LRFD requirements, and the sures gave the tie girder the internal less than six continuous tied-arch bridges demands of the owners for this crossing. redundancy desired and removed the have been previously used in North The arch rib is a box about 1.2 m on specter of fracture-critical fabrication America. a side made of welded steel plates, and requirements. When the vertical load on the arch near each end is a welded closure plate Temperature changes and loads on varies, some flexural strength and stiff- to seal the main length of the arch rib the bridge cause movements at the sup- ness is required, since the arch cannot members. These sealed sections are not ports. The main arch bearing in Ontario change its shape to accommodate the painted, but they have been partially is fixed against sliding with the others change. The tie member is commonly evacuated, then filled with dried air and designed for longitudinal sliding. The supported by the arch so they can act sealed. Pressure test points are located in capacity for sliding is provided by incor- together flexurally, and the bridge floor the end portions of the members for porating Teflon on polished stainless is commonly attached to the tie. long-term monitoring of interior pres- steel within the bearing. At the Michigan sure. Modern Steel Construction / July 2000 for making closures of the several seg- ments of the tied-arch. The final design and detailing of the permanent members of the tied-arch was checked and adjust- ed to accommodate the loadings from the construction sequence. The design criteria indicates the requirements for deck replaceability, and the plans include staging diagrams for the feasible procedure applicable to each part of the bridge. Project Team Co-Owners Michigan Department of Transportation & Blue Water Bridge Authority main pier, this bearing design accommo- LRFD Specifications Designer dates movement of over 300 mm con- Modjeski and Masters, Inc. The bridge was designed using the traction and over 400 mm expansion. A 1994 AASHTO LRFD Bridge Design Steel Fabricators tough flexible disk in compression is a Specifications. The completed edition was PDM Bridge and Canron part of the bearing’s support for vertical released shortly before the start of final Construction Corp. load, and permits the small rotation that design. Specific project design criteria, Steel Erector takes place at the support joints. begun during the study phase, were Canron and Traylor Brothers In addition to the bolting used to developed and shown on the plans. General Contractors assemble the tie girder, all the member These began by establishing the LRFD as PCL/McCarthy, A joint connections are made with high-strength the basis for design and continued with Venture galvanized bolts The paint system used further definition and refinement, all on the bridge consists of a coat of zinc- specific to this project. rich primer, a second coat of epoxy and a The loadings and traffic patterns on top coat of light grey urethane. The the existing bridge had been studied by primer was shop-applied to all surfaces of the design consultant previously, the completed members with the final two findings were a fairly common condition, coats were shop-applied to all, except bumper-to-bumper traffic, with a high faying surfaces at field connections.
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