2013 Pacific Northwest Bridge Inspectors’ Conference

Maximizing Your Bridge Inspection Program

April 23 – 25, 2013 Hilton Portland and Executive Towers Portland, Oregon

Hosted by Federal Highway Administration, Washington State Department of Transportation, Oregon Department of Transportation, Alaska Department of Transportation and Public Facilities, Nevada Department of Transportation, and Idaho Transportation Department. Managed by Washington State University Conference Management cm.wsu.edu/bridgeinspectors Tuesday apr. 23 Wednesday apr. 24

11:00 am Registration 7:00 am Breakfast and 12:00 pm lunch (Provided) Plaza Foyer Exhibitor Display Grand Ballroom Plaza Foyer (Basement Level) 1:00 pm session 1: Welcome, Keynote, Featured, 8:00 am session 3: Non- 1:00 pm session 5: Inspection and Distinguished Destructive Testing Challenges Presentations and Evaluation Pavilion Ballroom Pavilion Ballroom Pavilion Ballroom Moderator: Tim Rogers, Moderator: Barry Brecto, FHWA HQ Moderator: Matt Farrar, FHWA Oregon Division Opening Remarks & Welcome Idaho DOT How Do You Inspect Barry Brecto, FHWA HQ Using Thermography Something You Can’t See? and Bruce Johnson, ODOT for Inspection Destructive Testing and PT Glenn Washer, Ducts in Oregon National Bridge Inspection Marie Kennedy, ODOT Program: Commendable University of Missouri Practices Practical Applications Ultrasonic Inspection of Steel and Experiences with FLIR Pins Protected with Cover Plates Keynote Speaker: Roman Peralta, WSDOT Larry O’Donnell, Steven Lovejoy, ODOT FHWA Chicago Resource Center Nondestructive Evaluation In-Depth Inspection of Methods for Structures the Historic Wheeling FHWA Status Report Suspension Bridge Tom Everett, FHWA HQ Dan Stromberg and Matthew Donahue, Collins Engineers, Inc. Terry Ummer, HDR Engineering Risk Based Inspection Bridge Assessment Methods Methods Used to Obtain Frequencies Measurements of a Large Glenn Washer, University of Using Image Processing and Infrared Thermography Truss Bridge with No Plans Missouri Technology Jon Rooper, ODOT Masato Matsumoto, 3:10 pm Break NEXCO-West USA, Inc. 3:00 PM BREAK Plaza Foyer Plaza Foyer 10:00 am Break 3:30 pm session 2: National Plaza Foyer 3:30 pm session 6: Data Inspection Topics Management Pavilion Ballroom 10:30 am session 4: Underwater Pavilion Ballroom Moderator: Mike Premo, and Scour Moderator: Glen Scroggins, Nevada DOT Pavilion Ballroom WSDOT Technical Committee 18 Bridge Moderator: Holly Winston, ODOT WSDOT Bridge Inspection Management Evaluation and Underwater Inspection Using ROV Integrated Information System Rehabilitation Michael Smith and Loren Wilson, Steven Kollmansberger, WSDOT Matt Farrar, Idaho DOT WSDOT Emerging Technology in Summary of Critical Findings Case Studies Field Data Collection and Reviews for the National of Bridge Scour Inspection Management Bridge Inspection Program Edward Foltyn, ODOT Brendan Prendeville and Brian Leshko, HDR Engineering Nathan Cottrill, Burgess & Niple Investigation of Unknown Non-Destructivbe Testing Bridge Foundations in Oregon iPad Mobile Inspection App to Identify Concrete Bridge Jan Six, ODOT Kuan Go, HNTB Corp. Deck Deterioration Nenad Gucunski, Rutgers University

5:00 pm ice breaker reception Alexander’s @ top of the Hilton 2013 Pacific Northwest Bridge Inspectors’ Conference

Tuesday Apr. 23 Thursday apr. 25 Keynote n ational Bridge Inspection Program: 7:00 am Breakfast and Commendable Practices Exhibitor Display Plaza Foyer Larry O’Donnell, FHWA Chicago Resource Center According to the National Bridge Inspection Standards (NBIS), each State Transportation 8:00 am Session 7: Concrete Department must inspect, or cause to be inspected, all highway bridges located Inspection Pavilion Ballroom on public roads that are fully or partially located within the State’s boundaries, except for bridges that are owned by Federal agencies. Additionally, each State Moderator: Debbie Lehmann, Transportation Department must include a bridge inspection organization that FHWA Washington Division is responsible for: agency-wide bridge inspection policies and procedures, quality Unexpected and Difficult-to- assurance and quality control, preparation and maintenance of a bridge inventory, Observe Failure of Reinforced bridge inspections, reports, and load ratings. There are 52 State Transportation Concrete Bridges Departments with varying organizational structure that implement the NBIS. This Terrence Paret, presentation will highlight some commendable bridge inspection practices used Wiss, Janney, Elstner Assoc. by State Transportation Departments to implement the NBIS. Precast Concrete Girder Fire Damage Inspection with The proper assessment of element level bridge conditions and the ability to Schmidt Hammer use the condition data to efficiently and effectively manage bridge inventories Amanda Blankenship, are cornerstones to providing safe and efficient transportation on the nation’s David Evans and Associates highways. The introduction of element level bridge inspection techniques in Eldridge Avenue Pipeline the early 1990s represented a significant advancement in bridge inspection Crossing: Lessons Learned and management practice and has been adopted by the majority of State Kash Nikzad, Transportation Departments in the United States. The FHWA and bridge owners Trantech Engineering LLC nationwide have recognized the benefits of more detailed element level bridge Inventory Inspection and inspection condition data that provides a better indication of the severity and Load Rating of a Complex extent of bridge condition deficiencies. This level of condition data allows for Segmental Concrete Bridge expanded performance measures, and improved bridge management system Matthew Lengyel, deterioration forecasting and evaluation of bridge preservation, improvement David Evans and Associates and replacement needs. As the use of element level bridge inspection techniques has proliferated, the need for improvements and national consistency has been 10:00 am Break identified and addressed in the AASHTO Guide Manual for Bridge Element Plaza Foyer Inspection. The collection and use of element level bridge inspection data by 10:30 am session 8: Tunnel the FHWA is expected to improve the performance management of the nation’s Inspections highway bridges through enhanced national level analysis, forecasting, and Pavilion Ballroom reporting of bridge conditions and needs (preservation, improvement, and replacement) using risk-based, data driven methods. Moderator: Roman Peralta, WSDOT Inspection of the Distinguished Speaker FHWA Status Report Robertson Tunnel Matthew Miller, Thomas Everett, FHWA Headquarters Parsons Brinckerhoff The presentation will provide a brief overview of several FHWA activities including ODOT Tunnel Management implementation of MAP-21 initiatives relevant to bridge and tunnel inspections. and Rehabilitation Program Anticipated topics include updates to regulations, element level inspections, tunnel Jamie Schick, Jacobs & Associates inspections, training course updates and inspection compliance assessments. Closing Remarks: Door Prizes and Best Presentation Award Jeff Swanstrom, ODOT and Tim Rogers, FHWA Oregon Division cm.wsu.edu/bridgeinspectors APR. 23 – 25, 2013 Featured Speaker Risk-based Inspection Summary of Critical Findings Reviews for for Highway Bridges the National Bridge Inspection Program Glenn Washer, University of Missouri Brian Leshko, HDR Engineering, Inc. Bridge inspections for most bridges are conducted The Federal Highway Administration (FHWA) reviewed periodically at standard, uniform time intervals mandated the current state of highway bridge inspection practice by the National Bridge Inspection Standards (NBIS). for identifying and following up on critical findings As a result, a new bridge that may experience few through a contract with HDR Engineering (HDR). problems in the first 10–15 years of service has the Twelve States were visited during June-August, 2011 same inspection frequency and intensity as a 50-year- by HDR staff as part of an independent review team old bridge that is reaching the end of its service life. to assess processes and procedures for reporting and A more rational approach to determining inspection tracking critical bridge inspection findings (critical frequency and scope would consider the structure type, findings). The team visited State offices and bridge age, condition, environment, and other characteristics sites to review bridge inspection information and gain of the bridge to determine the appropriate inspection a better understanding of how this important area of frequency and scope. This paper will discuss innovative the bridge safety program is administered. The team new approaches to bridge inspection based on risk and interviewed FHWA staff, State bridge inspectors and reliability assessment for bridges. Such risk assessment State inspection program managers, and investigated frameworks are increasingly utilized in other industries, aspects of bridge inspection and other events that can such as oil, gas and chemical production, as a means lead to critical findings. This included fracture critical of optimizing the use of inspection resources and findings, scour critical deficiencies and plans of action, improving safety. Overall concepts and framework load rating calculations, critical findings on any primary for reliability and risk-based assessments applied to bridge component, and other safety deficiencies. A inspection planning for bridges will be discussed. summary report was developed to highlight best practices and areas for improvement, and provides a basis for improved processes for identifying, monitoring Session 2 n ational Inspection Topics and correcting critical deficiencies. The information presented will also be useful for inspectors and Technical Committee 18 Bridge Management inspection program managers who want to develop or improve their own procedures. Evaluation and Rehabilitation Matt Farrar, Idaho DOT Non-Destructive Testing to Identify Concrete Bridge The presentation will cover proposed changes to the Deck Deterioration: Results of SHRP 2 R06-A Project AASHTO Manual for Bridge Inspection (MBE) in the areas that relate to the FHWA 23 metrics and CFR, Nenad Gucunski, Rutgers University proposed specifications for the load rating of gusset The Strategic Highway Research Program 2 (SHRP 2) plates, and proposed revisions and improvements to the supported research to identify nondestructive evaluation AASHTO Guide Manual for Bridge Element Inspection methods that can detect and characterize deterioration with the introduction of the new AASHTO Manual for in concrete bridge decks. The presentation provides an Bridge Element Inspection. The presentation will also overview of the SHRP 2 project R06-A, “Nondestructive include future areas of development and direction for Testing to Identify Concrete Bridge Deck Deterioration”. the AASHTO T-18 Committee. While there are many deterioration mechanisms that a concrete deck may endure throughout its lifetime, the project focused on those that were identified as of high importance to bridge owners. These deterioration mechanisms include delamination, rebar corrosion,

Maximizing Your Bridge Inspection Program 2013 Pacific Northwest Bridge Inspectors’ Conference

concrete degradation and vertical cracking. A number of Practical Applications and Experiences promising NDT technologies were selected to evaluate the aforementioned deteriorations on a fabricated slab with Using FLIR for Bridge Inspection with artificially introduced defects and deterioration, a Steven Lovejoy, Oregon DOT recovered section of a bridge deck, and on an in service bridge. The technologies evaluated included: ground ODOT was one of several DOT’s that participated penetrating radar, impact echo, infrared thermography, in the pooled fund research project TPF-5(152) electrical resistivity, half-cell potential, galvanostatic Development of Hand-held Thermographic In- pulse measurement, ultrasonic surface waves, and spection Technologies. A modern FLIR camera was chain drag/hammer sounding. The technologies loaned to the department to use in the field and were graded and ranked based on five performance gain experience with the technology as it applies measures: accuracy, speed, repeatability, ease of use, to highway bridge inspection. This presentation and cost. It was determined that no single technology will summarize the experiences of ODOT bridge is capable of characterizing all four deterioration inspectors using this new technology for assessing types. Recommendations were made regarding the the degradation and/or structural integrity of bridge technologies that are most appropriate for detection decks. Examples of both reinforced concrete and and characterization of specific deterioration type, FRP decks will discussed. as well as regarding their recommended application. Finally, a web tool named NDToolbox was developed Nondestructive Evaluation Methods for Structures to assists practitioners in the selection of technologies. The NDToolbox provides in addition to the recommen- Dan Stromberg and Matthew Donahue, Collins dations, provides descriptions about the technologies, Engineers, Inc. their physical background, applications, equipment, advantages and limitations, typical data presentation, The presentation will provide an overview of recommended procedures, etc. advanced technologies for bridge inspections with techniques discussed for concrete, steel, and timber members. Technical examples will include: Visual Augmentation Methods; Stress Wave Methods; Wednesday Apr. 24 Magnetic Methods; Radiographic Methods; Infrared Thermography Methods; Radar Methods; Electric, Chemical, Physical, and Other Methods. In particular, Session 3 n on-Destructive Testing the following equipment devices will be discussed: and Evaluation Ultrasonics (D-meter, R-meter, V-meter, flaw detection and phased array units); Ultrasonic Pulse Echo Equipment; Ultrasonic Surface Wave (USW) Device; Applications of Infrared Thermography Spectral Analysis of Surface Wave (SASW) Device; for Routine Bridge Inspection Acoustic Emission; Visual Augmentation Devices; Liquid Penetrant; Magnetic Particle; Magnetic Flux Glenn Washer, University of Missouri Leakage; Eddy Current; Meandering Winding Magne- This presentation will focus on the application of tometer; X-Ray and Gamma Source Imaging Devices; infrared thermal cameras for routine inspections. The Half-Cell Corrosion Potential Devices; Resistivity presentation will provide an overview of research Devices; Chloride Ion Equipment; Galvanostatic Pulse conducted to develop guidelines for the use of hand-held Measurement Equipment; Impact Echo; Ultrasonic infrared cameras as inspection tool to identify damage Pulse Echo; Handheld and Vehicle-Mounted Infrared in concrete bridge components. Ongoing research to Thermography Equipment; Ground Penetrating study the implementation of this technology in 10 states Radar; Optical Holography; 3-D Point-Cloud Imaging will be described, as well as example applications and Devices; and Field Sampling Tools results from the research.

cm.wsu.edu/bridgeinspectors APR. 23 – 25, 2013 Bridge Assessment Methods using Image Processing Session 4 u nderwater and Scour and Infrared Thermography Technology Masato Matsumoto, NEXCO-West USA, Inc. Augmenting a Bridge Inspection using a Identifying appropriate applications for technology to Remotely Operated Vehicle (ROV) assess the health and safety of bridges is an important Michael Smith and Loren Wilson, Washington State DOT issue for bridge owners around the world. Traditionally, highway bridge conditions have been monitored In December of 2011, the WSDOT Bridge Preservation by visual inspection with structural deficiencies Office was afforded the opportunity to borrow an ROV being manually identified and classified by qualified from FHWA for the purposes of performing deep-water engineers and inspectors. With traditional on-site inspections of their floating bridge anchor cables. This inspections, qualified inspectors are performing presentation will describe the ROV inspection process close-up visual inspections and sounding tests, including equipment setup and use. A discussion sur- often from crane suspended lifting cages or built-in rounding pros and cons will also be provided which other inspection staging; invariably putting inspectors bridge inspection agencies can use to assess whether at some safety risk. The need for safer inspection an ROV inspection is a tool that is suitable for a given methods calls for new innovations in bridge inspection inspection. A case study will be presented including technologies. One of the solutions for this issue is video and representative data that is generated and leveraging non-destructive technologies as well as how it is folded into the overall bridge inspection report. experimental approaches for a more advanced and efficient inspection process. Due to advancements in Case Studies of Bridge Scour Inspection technology and computer science, new technologies are becoming more and more cost effective, and Edward Foltyn, Oregon DOT some of the technologies are ready to be applied The purpose of this presentation is to review the ODOT for on-site bridge assessment practices. Some scour inspection standards and to present two case technologies can contribute to reducing inspection studies of bridge scour. These case studies present costs by replacing part of the visual inspection or the original discoveries, the resultant inspections, hammer sounding tests, while other technologies can and the repairs during emergency conditions. The provide additional information for bridge engineers two bridges are the Dog River Bridge (Br #16006) on to make a decision on optimum inspection intervals Mt. Hood Highway over the East Fork Hood River and or more cost effective maintenance strategies. If the Alder Creek Bridge (Br #19957) over Alder Creek we can improve data collection efficiencies and on Mt Hood Highway. reduce the time required by inspectors in the field to make general structure condition assessments, Dog River Bridge, originally constructed in the 1950s more time will be available for these same inspectors is a two-bent bridge with cantilevered deck slabs at to perform detailed hands-on inspections and/or each end. Maintenance records indicate that Bent 2 to apply non-destructive testing technologies for was lowered approximately six feet in 1981. Subsequent prescreened bridge elements in areas requiring to the 2006 glacial outburst event on Mt Hood, high close attention. NEXCO-West, one of major toll flows caused significant scour along the Newton/ road operators in Japan has been working to Clark Creeks feeding the east Fork Hood River. During develop efficient non-destructive highway bridge a storm, follow-up inspection by the Region Bridge inspection methods using high quality digital image Inspector noted a potential problem with scour and and Infrared (IR) thermography technologies. This undermining at Bent 2. paper describes the basic theory of these methods Alder Creek Bridge was constructed as part of the and results of on-site applications for deteriorating OTIA 3 program in 2005. This bridge was designed concrete bridge structures. and constructed as a design-build contract. During environmental monitoring for some replanting, the

Maximizing Your Bridge Inspection Program 2013 Pacific Northwest Bridge Inspectors’ Conference

inspector noted evidence of scour and passed it on to The non-destructive testing and other investigation the District and Maintenance crews. As the Region Bridge work ODOT has completed to date, and work that is inspectors looked into the situation, it was apparent planned for the future, is covered in this presentation. that the west abutment was supported by a spread footing approximately 20 feet above the thalweg of the channel. In this case, the river bottom is basalt so will Session 5 i nspection Challenges not scour deeper, but based on the channel geometry, lateral migration is occurring. How Do You Inspect Something You Can’t See? Destructive Testing and PT Ducts in Oregon Investigation of Unknown Bridge Marie Kennedy, Oregon DOT Foundations in Oregon Oregon is ready to get ahead of the curve of Post-Tension Jan Six, Oregon DOT Strand erosion. With other states such as Florida finding The term “unknown foundations” has been traditionally corroded strands in their PT ducts, Oregon began to associated with existing bridges over waterways (riverine wonder what their strands looked like. In an exploratory and tidal) where foundation details are unknown and effort, Oregon contracted out WJE to look inside two therefore, foundations could not be evaluated against bridges to see the condition of their strands. This the hydraulic hazards related to scour. ODOT bridges required opening up parts of the bridge. Corrosion with unknown foundations currently receive a Code U was found. The methods to open up the PT ducts, the for Item 113 of the FHWA’s Recording and Coding Guide findings of the testing of grout and strands, and what for the Structure Inventory and Appraisal of the Nation’s ODOT’s future plans are will be discussed. Bridges (Coding Guide). The FHWA exempted these bridges (except if they are on an Interstate) from being Ultrasonic Inspection of Steel Pins evaluated for their scour vulnerability due to the lack of a process and guidance that would have allowed bridge Protected with Cover Plates owners to determine their foundation characteristics and Roman Peralta, Washington State DOT therefore, evaluate these bridges. The FHWA is concerned that some bridges within unknown foundations may be WSDOT has over seventy structures that have steel pins scour critical and as such need to have a Plan of Action as within the superstructure that are ultrasonically tested on required by the NBIS regulation. After November, 2010 regular inspection frequencies. Several of the structures the FHWA mandated that any bridge having unknown within this list have steel protective cover plates over the foundations remain coded as “U”, considered scour ends of the pins. Previous ultrasonic inspections required critical and subject to the plan of action requirement of removal of these cover plates in order to perform the the NBIS regulation, 23 CFR 650.313(e)(3), until properly inspection properly. This presentation discusses the designed countermeasures are installed to protect the challenges that WSDOT has faced in performing these bridge foundations or until the bridge is replaced. inspections as well as the viable and safe alternative for subsequent inspections of this bridge element. ODOT has implemented a program to identify all bridges with unknown foundations located on the state highway system and begin the process of collecting In-Depth Inspection of the Historic existing foundation data or field testing data sufficient Wheeling Suspension Bridge to conduct a scour evaluation and recode Item 113 to the appropriate level. ODOT has approximately Terry Ummer, HDR Engineering, Inc. 2700 NBI bridges and beginning in 2008 ODOT had HDR Engineering, Inc. is currently under contract with the 175 bridges coded as “U” (unknown) for item 113. This West Virginia Division of Highways (WVDOH) for a six-year number has been reduced to 75 based on office research, inspection program of the historic Wheeling Suspension non-destructive field testing and other information. Bridge over the Ohio River in Wheeling, WV. The first year of

cm.wsu.edu/bridgeinspectors APR. 23 – 25, 2013 the contract consisted of an In-Depth Periodic inspection, Despite the age of the bridge, the inspection revealed that which was completed in May 2012. This presentation will the structure is in fair-to-good condition. Significant defects discuss the unique design and history of the bridge, the were typically limited to section loss on the hangers and stay non-conventional access methods used to inspect the cables due to contact between members, and delaminated bridge, results of the inspection, and lessons learned. stone masonry. Lessons learned from the inspection are that the access methods utilized are extremely efficient The Wheeling Suspension Bridge is the world’s oldest and provide excellent hands-on coverage. existing suspension bridge. The bridge was designed by Charles Ellet, Jr. and built by the Wheeling and Belmont Bridge Company, beginning in 1847. In 1872, Methods Used to Obtain Measurements the diagonal stay cables were installed on the bridge under the direction of Washington Roebling (son of John of a Large Truss Bridge with No Plans Roebling). In 1956 a new steel floorsystem and steel Jon Rooper, Oregon DOT grid deck were installed. The bridge gained national prominence in 1969, when the American Society of The Bridge of the Gods is a steel truss cantilever bridge Civil Engineers dedicated it as a National Historic Civil that spans the Columbia River between Cascade Locks, Engineering Landmark. In 1975, the National Park Service Oregon and Washington state. It is approximately 40 designated it as a National Historic Landmark. miles east of Portland, Oregon and four miles upriver from the Bonneville Dam. It currently serves as a toll The overall length, measured from anchor to anchor, is bridge operated by the Port of Cascade Locks. 1307'-6". The span length, measured from center-to-center of each tower, is 1,008'-6". The superstructure is supported The bridge was built in 1926 at a length of 1,127 by two suspended cables on each side. The cables are feet. It is the third oldest bridge on the Columbia approximately 7½" in diameter and consist of approxi- River. The higher river levels resulting from the mately 2,200 individual longitudinal No. 10 gauge wires, construction of the Bonneville Dam required the wrapped transversely with painted steel wire. Each wide bridge to be further elevated and extended to its flange floorbeam is bolted to two vertical hanger rods on current length of 1,856 feet, which was completed each end. The hanger rods are attached to ½" thick steel in 1940. Sometime in the 1970’s the plans for the bands, which encircle the main cables. The open steel main cantilever truss spans were lost. grid deck is 20'-0" wide and welded to the top flanges Due to the I-35 bridge collapse in Minnesota in 2007, of the floorbeams. Stability is provided by diagonal stay the inspection and load rating requirements for cables and timber stiffening trusses along each side of the gusset plates were revised in 2008. As a result, the bridge. The towers and cable anchorages are comprised 2009 bridge inspection for the Bridge of the Gods of stone masonry. The bridge has a two-ton weight limit. had noted several locations with bowed/distorted Due to the two-ton weight limit, conventional bridge gusset plates at main member truss connections. The inspection access methods such as underbridge deflections in the gusset plates may be a result of one, inspection cranes and aerial lifts cannot be utilized or a combination of the following; pack rust induced on the bridge deck to inspect the floorsystem, main bending, the plates were bent during construction/ suspension cables, hanger rods, and stay cables. HDR erection for fit-up, or compression induced buckling/ utilized non-conventional access methods to complete distortion from loads. It is difficult to determine which the inspection. Industrial rope access was used to inspect of these scenarios may be occurring at each gusset the main suspension cables, hangers, stay cables, and location without a load rating analysis. portions of the towers. The floor system, deck underside, To perform a load rating analysis, one would need the lower hanger connections, lower stay cable connections, plans to be able to determine the structures geometry and lower portions of the stiffening truss were inspected in order to accurately trace the loading to each truss with a 125' barge-mounted aerial lift (over water) and an member and compute their capacities. Once the loads 85' aerial lift (over land). The 85' aerial lift was also used to the truss members are known, then the gusset to inspect the back stays and portions of the towers. plates can be load rated.

Maximizing Your Bridge Inspection Program 2013 Pacific Northwest Bridge Inspectors’ Conference

In 2011 ODOT deployed different methods to acquire the Inspector data is automatically processed to provide for needed measurements for the geometry of each truss management reporting, used to determine which inspections member, the geometry of the gusset plate connections, are ahead or behind schedule, and to contribute to the and the overall bridge geometry so that an accurate load scheduling of upcoming inspections by coordinating rating analysis can be performed. To obtain the cross-sec- inspection requirements and resource availability. These tion measurements of the truss members, ODOT hired a reports will be demonstrated and discussed. consultant to climb the structure and hand measure and Connecting the inspector to data using mobile technology provide diagrams of the cross-sections for each unique truss will also be discussed, including existing and proposed member. With this information ODOT is able to calculate future mobile applications. the member stiffnesses, capacities, and deadload. While climbing the structure, the consultant also used ODOT’s digital cameras and targets on the gusset Emerging Technology in Field Data plates. ODOT is then able to use the digital rectification Collection and Management software that was developed by Oregon State University to obtain accurate dimensions for each gusset plate Brendan Prendeville and Nathan Cottrill, directly from the digital photos. Burgess & Niple, Inc. ODOT’s Geometronics Unit performed a LIDAR (Light One of the common challenges faced by all bridge Detection and Ranging) scan of the main cantilever truss inspectors is efficient collection, management, and spans. LIDAR is an optical remote sensing technology that processing of field data. Additionally, inspectors can can measure the distance to a target by illuminating the benefit from having all the historical information regarding target with pulses from a laser. The data collected from a structure at their fingertips in the field. In the past, the scan is used to create a high resolution 3-D model pencil and paper has always been the preferred system of the bridge. The model is then used to determine the for taking notes; however, recent advancements in tablet overall bridge geometry, which is then used to create computers have swayed the tides. This presentation the finite element model used in the load rating analysis. will focus on the methods for, and benefits gained by integrating iPads or other similar tablet computers into your bridge inspection program. Case studies will be Session 6 d ata Management presented that highlight such devices’ successful use and advantages on both large long span structures, WSDOT Bridge Inspection Integrated as well as local agency bridges. Specific topics will include: apps and programs ideally suited for data Information System collection; customized databases; generating and using standardized forms; durability of the iPad in the Steven Kollmansberger, Washington State DOT field; data transfer and backup; searchable inspection A summary of the technology used by WSDOT to manuals; creation of reports; generation of deficiency coordinate bridge inspections and relevant data. A sketches; and much, much more! summary of applications, including the inspection report application, web interface, scheduler, and inspection status report will be included. The automated integration iPad Mobile Inspection App of information between these systems will be discussed. Kuan Go, HNTB Corporation The presentation will emphasize live demonstration The Golden Gate Bridge (GGB) iPad Mobile Inspection of the inspector user experience, from data entry to App records photos and inspection notes to a database inventory management, and on to viewing of summary in real-time. These photos and notes can be viewed and data. The application provides various views into the edited by others working on the same project from multiple data depending on user need, including various types locations in the field or office. The App organizes field data of inspections (underwater, movable, sign, structural) by physical location using either user-defined locations or as well as data management (repairs and inventory). GPS. The data can be manipulated in a variety of manners

cm.wsu.edu/bridgeinspectors APR. 23 – 25, 2013 and can be added to throughout the life of the project and Based on the investigation, it was concluded that the the life of the bridge. The App also serves as a reference bridges failed due to cyclic degradation of the horizontal tool for inspectors in the field by allowing remote access construction joint due to the combined influence of five to documents stored on Bentleys’ ProjectWise Explorer. primary factors. Three factors pertain to the strength of the construction joint: inadequate joint roughness and cleanliness, inadequate quantity of reinforcing steel crossing the construction joint, and insufficient Thursday Apr. 25 anchorage of the reinforcing crossing the construction joint. The fourth contributor is long-term cyclic loading Session 7 c oncrete Inspection from high-volume heavy truck traffic and the fifth contributor is behavior not explicitly accounted for in the original design, such as unbalanced wheel loading Unexpected and Difficult-to-Observe causing transverse moments on the construction joints and the influence of deck stiffness on the magnitude Failure of Reinforced Concrete Bridges of tensile stresses on the joint due to those moments. Terrence Paret, Wiss, Janney, Elstner Associates, Inc. Recommendations were made to improve the surface During routine bridge inspections on Interstate 40 near roughness of the joint and increase the quantity and Needles, California, Caltrans inspectors observed signs anchorage of reinforcing crossing the joint, and to of slight but advancing movement along the horizontal develop a program to monitor this difficult-to-observe cold joints between the decks and girders in 12 normally condition at other similar bridges. reinforced, cast-in-place concrete T-girder bridges constructed in the early1970s. In one of the bridges inclined cracks propagating from the cold joint and a Precast Concrete Girder Fire Damage fractured stirrup were also found, leading to closure of Inspection with Schmidt Hammer the bridges. Later destructive investigations conducted prior to demolition of the bridges revealed that many Amanda Blankenship, David Evans and Associates, Inc. of vertical stirrup legs crossing the construction joints TriMet recently acquired the Johnson Creek Access had fractured, despite the evidence of joint movement Bridge for their Portland to Milwaukie Light Rail project. being too slight to observe from greater than several feet This bridge developed a transient camp under it and away. This type of failure had not been seen before by a camp fire under one end of the bridge got out of Caltrans nor had it been reported previously in technical control and damaged the underside of the bridge. As literature. With concrete T-girder and box-girder bridges a result, about a third of the bridge is black with soot, with similar cold joints in service elsewhere in California, and portions of the precast prestressed concrete deck 5 and with many of those joints in difficult-to-inspect bulb-tee girders have spalls up to ⁄8" deep. David Evans locations, an investigation was conducted to determine and Associates performed a special inspection to assess the cause of the failures and develop recommendations the fire damage. The damaged areas were mapped, to mitigate this type of failure in the future. sounded, photographed, and the surface hardness The investigation consisted of detailed field investiga- was measured with a Schmidt Hammer. tion, including destructive openings, core sampling, No reinforcing was exposed in any of the fire induced reinforcing steel sampling, crack mapping of the deck concrete spalls. The spall fracture planes cut through and girders; laboratory physical and chemical testing; the aggregate, fracturing the aggregate and making analytical modeling using linear and nonlinear lattice the face of the spalls smoother than typical exposed modeling; and document review and literature search, aggregate degradation of concrete. including the effects of alkali silica reaction (ASR). One goal of the investigation was to correlate visible external The Schmidt Hammer is a non-destructive testing hammer conditions with the progression of stirrup fracture. that measures surface hardness. The instrument works on the principle that the rebound of an elastic mass

Maximizing Your Bridge Inspection Program 2013 Pacific Northwest Bridge Inspectors’ Conference

impacting the surface is a function of the hardness of TranTech engineers in a condensed and cost-effective the surface itself. The hammer comes with a chart that way were able to bring on board a crack injection team converts the Schmidt Hammer reading to concrete to perform the crack injections. In a two-day inspection compressive strength. It was not expected that the period all the cracks were mapped and the injection team Schmidt Hammer would give an accurate reading of member was able to inject all of the cracks in a subsequent the concrete compressive strength. However it was five day span. Following a load rating and validation of the expected that verification would be made of the relative fact that the exterior girders are now capable of carrying difference in concrete strength in the girder in an area the extra pipeline load, PS&E construction documents were affected by the heat versus not affected by the heat. prepared and the construction was successfully carried The bridge is 106' long and the spalling is limited to through. An interesting feature of the design details was the first 13' of the girders adjacent to Bent 1. that the supports for the pipeline, occurring at each sidewalk support outrigger, had an extra restraining piece at the top In general, it was found that concrete between the spalls of its standard roller supports which prevented the pipeline at Bent 1 had higher Schmidt Hammer readings than at from a “snaking” behavior. This detail was applauded by Bent 2. This was unexpected because it was thought that the Ductile Iron Pipe research Association (DIPRA) group. the heat would deteriorate the concrete not strengthen it. Several hypotheses were developed to explain these results. We concluded that the concrete in the fire damaged Inventory Inspection and Load Rating of a area is generally sound and not reduced in strength. Complex Segmental Concrete Bridge Deterioration is limited to the surface and the reinforcing Matthew Lengyel, David Evans and Associates, Inc. steel and prestressing steel appears to be unaffected. Long-term service life of the structure may be reduced Bridges are an integral part of our transportation system. due to the reduced concrete cover. This statement holds true not only for large communities but also for small communities. In particular the small Load rating recommendations were made including to community of Moab, Utah is dependent on the US 191 reduce the effective concrete section by the maximum crossing over the Colorado River. Prior to 2011, this world depth of the spalls. It was also recommended to continue renowned tourist town was restricted by a structurally to use the specified concrete strength of 7.0 ksi. and functionally deficient steel plate girder bridge that was originally built in the 1950’s. The bridge had been Eldridge Avenue Pipeline Crossing: Lessons Learned rehabilitated in the past but ultimately needed to be replaced. In 2009, UDOT selected a contractor to build Kash Nikzad, Trantech Engineering LLC two new parallel segmental concrete girder bridges with Eldridge Avenue Bridge is a 7-span, 360-foot long and 428' long main spans. The new bridges not only removed 36-foot wide bridge in the City of Bellingham, WA. The City a number of piers from the water, they significantly of Bellingham desired to cross a new 16-inch watermain increased the safety and capacity of the crossing. from this bridge. During the 2005 routine inspection of This presentation will focus on the inventory inspections this bridge, TranTech’s inspection team observed wide and load ratings that were performed as part of the final spread cracking on the exterior girders of this bridge that commissioning activities for the bridges. The special was not observed in prior inspection cycles. This fact put inspection equipment for this type of bridge inspection the pipeline crossing project in question. Through a task will be discussed, as well as unique inspection elements order from the City, TranTech’s team brought on-board that are normally not part of typical bridge inspections. Professor John Stanton from the University of Washington Additionally, the specialized software and engineering tools to study the nature of these newly formed cracks. In order needed to perform the load rating for these complex bridges to make sure that the cracks are not dynamic, laboratory will be discussed. Finally, the presentation will summarize glass films were glued onto the surface of the cracks and the unique characteristics of complex segmental concrete a Live Load testing was performed on the bridge deck. It bridges and how those factor into future inspections and was determined that none of the cracks are dynamic. Next, load ratings for these types of structures.

cm.wsu.edu/bridgeinspectors APR. 23 – 25, 2013 Session 8 t unnel Inspections ODOT Tunnel Management and Rehabilitation Program Inspection of the Robertson Tunnel Jamie Schick, Jacobs & Associates Matthew Miller, Parsons Brinckerhoff The Oregon Department of Transportation (ODOT) TriMet’s Robertson Tunnel was constructed as part bridge group is currently responsible for 11 highway of the Westside Light Rail Project and is located in tunnels across the state. ODOT is actively managing its Portland’s West Hills, connecting downtown Portland tunnel system through detailed inspections as well as with Beaverton and Hillsboro, Oregon. The tunnel is upgrades and rehabilitation. ODOT bridge inspectors approximately three miles in length and consists of conduct reconnaissance level inspections approximately twin running 19' diameter bores. Washington Park every two years using existing tunnel maps developed Station serves as the sole passenger stop within the during detailed assessments. Tunnel cracking and de- tunnel and at 260 ft. below the surface is the deepest fects are assessed for significant signs of degradation. transit station in North America. In addition, all tunnels are being scanned with a laser scanning system to develop a high resolution digital The Robertson Tunnel was constructed between 1993 elevation model (DEM) of the tunnel and portals. This and 1997. Geologic conditions of the tunnel alignment will establish a baseline geometry that can be used with consist primarily of layered basalt flows with some future scans to assess potential changes in conditions over locations of sedimentary deposits. The western third of time. ODOT is currently utilizes a tunnel consultant with the tunnel was excavated using drill and blast methods. design and construction expertise to perform detailed In this location the basalt was removed by blasting tunnel condition assessments for three tunnels within while sedimentary deposits were mined conventionally the system. A fourth tunnel was also recently inspected via excavation. as part of a tunnel lining rehabilitation project. Tunnel The eastern two thirds of the tunnel was excavated with assessments include detailed inspections to map defects, a hard rock tunnel boring machine (TBM), nicknamed seepage conditions, lining performance, update tunnel Bore-Regard. Beginning at the East Portal, a 200' starter maps, and develop recommendations for rehabilitation, tunnel was mined conventionally in the westbound (WB) as required. Information from these tunnel inspections bore prior to the excavation proceeding with the TBM. is used to prioritize future tunnel repairs. A comprehensive visual structural inspection of the Several tunnels have recently undergone repairs both Robertson Tunnel was performed by Parsons Brinckerhoff as a result of inspection recommendations and identi- in March 2012. This was the first such inspection since the fication of needs at the Regional level. These include: tunnel was placed in service in 1998. Parsons Brinckerhoff’s ƒƒ Clearance improvement and liner repairs in the Salt scope included performing visual structural inspections Creek Tunnel and of the running tunnels (bores), cross passages, and portals, documenting the condition of the tunnel and ƒƒ New lining and lining repairs in the Elk Creek Tunnel. developing recommendations for repair/maintenance. These repairs are designed to extend the life of these This presentation gives a brief overview of the history of structures as well as improve the integrity of overall tunnel the tunnel, inspection planning, execution, and findings. system. This presentation will provide a summary of ODOT Tunnel Management Program and will describe typical tunnel defects and discuss considerations for assessing tunnel stability and prioritizing tunnel rehabilitation repairs.

Maximizing Your Bridge Inspection Program 2013 Pacific Northwest Bridge Inspectors’ Conference

Amanda Blankenship operations, construction management Matt Farrar David Evans and Associates, Inc. and design consulting. He has a broad Idaho DOT background in structural, geotechnical Amanda Blankenship earned a Bachelors in and environmental engineering with Matt Farrar is the State Bridge Engineer for Civil Engineering from Oregon State University project experience in cold region the Idaho Transportation Department and (OSU) in 2002 and a Masters in Engineering logistics and construction, marine and has more than 27 years of experience in the from Cornell University in 2003. Amanda has waterfront earthquake resistant design, areas of bridge planning, design, construction, been a bridge designer and inspector at David underwater structural inspection, Super- inspection and evaluation of bridges. He has Evans and Associates Inc for eight years. She fund site closure, landfill construction, a Bachelors and Master of Science Degrees is a Professional Engineer in Oregon and water resource management, project in Civil Engineering from the South Dakota California. Amanda is a Certified Team Leader scheduling, cost estimating, permitting School of Mines and Technology. Bridge Inspector in Oregon and is a Level 1 and conflict resolution. Mr. Donahue has SPRAT Rope Access Technician. Amanda has been charged with lead and supervisory a broad range of experience including new Edward Foltyn responsibilities for many of these projects Oregon DOT bridge design, bridge rehabilitation design, with several under adverse conditions routine and fracture critical bridge inspection, in an international setting. Edward graduated from Clarkson University and load ratings. In her free time Amanda in 1984 with an MS in Civil Envineering with enjoys spending time with her husband Mr. Donahue is also a commercial diver a specialty in Fluid Mechanics and thermal working on home improvement projects. and is certified by the Association of Sciences. He has worked as a Research Diving Contractors International (ADCI) Hydraulic Engineer for the US Army Corps of and the Dive Certification Board of Nathan Cottrill Engineers, as a self-employed consultant, for Canada (DCBC). a civil engineering consulting firm, and for the Burgess & Niple, Inc. last 6+ years as a Regional Hydraulic Engineer Mr. Cottrill joined Burgess & Niple in 2008 Thomas Everett in Region 1 before taking the position as the as an engineer in the Facility Inspection FHWA Headquarters Sr Hydraulic Engineer for the Bridge Section. Section. He is involved with inspections and evaluations of bridges, dams, river locks, Tom Everett is the Bridge Safety, and other structures. He has participated Preservation, and Management Team Kuan Go in more than 300 bridge inspections and Leader in the Federal Highways Admin- HNTB Corporation has climbed more than 50 bridges in a istration’s Office of Bridge Technology Kuan S. Go, P.E. is a Project Manager with total of twelve states. Mr. Cottrill’s bridge in Washington, DC. Mr. Everett currently HNTB Corporation. He obtained his B.S. Civil inspection experience includes the use of manages several aspects of the Federal Engineering from University of Washington both destructive and nondestructive testing bridge program including the National and M.S. Civil Engineering from the University methods to evaluate structural conditions. Bridge Inspection Program. He is a of California at Berkeley. Mr. Go has 20 years He has experience with AASHTO and FHWA member of many committees and task of professional experience in managing inspection manuals, PONTIS, and a variety of forces including the AASHTO Technical projects, performing studies and design and other structural evaluation and inspection Committee on Bridge Management, providing construction support services for software. Mr. Cottrill has performed load Evaluation, and Rehabilitation. Prior to various transportation related infrastructure. rating analyses on several bridge types joining the Office of Bridge Technology, Mr. He has completed over 100 bridges and and gusset plates. He holds a Bachelor of Everett served as a bridge management structures assignments with a multitude of Science degree in Civil Engineering from and inspection engineer in the Resource challenges in California, Nevada, Singapore Ohio Northern University. Center in Baltimore, bridge engineer in and Hong Kong. Kuan has played key roles Tennessee, and as a structural engineer for many of the largest and most complex Matt Donahue in the former Regional FHWA Office of transportation projects including the Presidio Structures in Baltimore. Mr. Everett is a Parkway Public-Private Partnership Project Collins Engineers, Inc. graduate of Rutgers University and holds in San Francisco, I-405 Sepulveda Widening Mr. Donahue is a Civil/Structural Engi- a Masters degree in Civil Engineering from Design Build Project in Los Angeles, Silicon neer with over 20 years of experience Johns Hopkins University. He is a licensed Valley Rapid Transit (SVRT) Civil Line Segment in engineering research, remote field professional engineer in Rhode Island. and Carquinez Bridge Seismic Retrofit projects.

cm.wsu.edu/bridgeinspectors APR. 23 – 25, 2013 Nenad Gucunski AHD-35, and a member of TRB Committee methods. He has filled a variety of roles Rutgers University on Bridge Aesthetics, AFF-10(2). He is the that included both technical leading and vice-chair of the FHWA Expert Task Group managerial roles for signature cable stayed Dr. Nenad Gucunski is professor and chairman for Bridge Preservation. Bruce received bridges, segmental concrete girder bridges, of Civil and Environmental Engineering at many outstanding awards from FHWA, steel plate girder bridges and prestressed Rutgers University. He is also the Director including an Engineering Excellence concrete girder bridges. Additionally, Infrastructure Condition Monitoring Program Award in 2001. He is a member of ASCE, Matt has provided engineering and/or at Rutgers’ Center for Advanced Infrastructure fib, ACI, and the Underground Construction construction services for the two longest and Transportation (CAIT). His expertise is in Association of the Society of Mining and cable-stayed bridges in North America, as NDT/NDE of transportation infrastructure. Excavation. well as for 4 other cable stayed bridges. He He is leading a number of important has also provided a variety of services on infrastructure related research projects. He major cast-in-place and precast segmental is the PI of the NIST-TIP (National Institute Marie Kennedy concrete girder bridges that were built Oregon DOT of Standards and Technology-Technology using span-by-span, balanced cantilever Innovation Program) ANDERS project, SHRP Marie Kennedy has BS in Mathematics and and unidirectional construction techniques. 2 (Strategic Highway Research Project Masters in Engineering and is currently 2) project on NDE for Bridge Decks, the working at ODOT as a Bridge Data Analyst. Lead of the NDE Team for FHWA’s Long She has been with ODOT for 4 years. Brian Leshko Term Bridge Performance (LTBP) Program, HDR Engineering, Inc. and PI on several other projects. He is an Steven Kollmansberger Mr. Leshko is a Vice President, Principal active member of a number of societies Professional Associate, and HDR’s National Washington State DOT and is serving as the chair of the ASCE’s Bridge & Structures Inspection Program Geophysical Engineering Committee. Steve Kollmansberger is the primary software Leader with experience in development developer for the WSDOT Bridge Preservation of bridge plans and specifications, bridge Bruce Johnson Office, involved in on-going maintenance analysis and ratings, bridge inspections and Oregon DOT and new development of a variety of Bridge cost estimates. His experience in preliminary application, especially the primary bridge and final design of highway and pedestrian Bruce Johnson is the State Bridge Engineer inspection reporting program. bridges for urban and rural interstates, in Oregon since September 2004. He freeways, and arterials includes geometry, supervises 51 people in bridge design, steel and concrete superstructures, piers, standards, operations, inspection, major Matthew Lengyel abutments, foundations, retaining walls and David Evans and Associates, Inc. bridge maintenance, load rating, bridge sheet piling tieback walls. His experience management, and preservation. Prior to Matt Lengyel has experience in the also includes in depth bridge condition that, he was the Division Bridge Engineer, inspection, design, construction and load inspections, rehabilitation designs and ratings for Federal Highway Administration in rating of bridges crossings and bridge by working stress and load factor methods. Oregon from October 1988 to September interchanges across the United States He is a Certified Bridge Safety Inspector 2004. He worked in various positions of America. He earned his BSCE from and a SPRAT-Certified Level I Rope Access with FHWA in Oregon, Nevada, Kansas, the Citadel and MSCE from Kansas State Technician with extensive rope access and Colorado, Indiana, and Iowa from 1975-1988. University, and is currently a senior bridge structure climbing experience inspecting Bruce is chair of AASHTO SCOBS Technical engineer at David Evans and Associates. large and complex structures, including plate Committee T-9 on Bridge Preservation, Matt provides bridge engineering services girder, box girder, arch, suspension, segmental vice-chair of Technical Committee T-20 on for a wide range of assessment, inspection, concrete and various truss bridges (highway Tunnels, and a member of T-10, Concrete, replacement or rehabilitation design and and railroad). Design submissions include TS&L, a member of T-3 Seismic and a member construction projects. During his career he foundation, and PS&E. Construction services of the AASHTO Special Committee for has worked on 9 major bridge projects that include shop drawing review, steel/concrete Joint Development that oversees AASHTO had design and construction costs in excess fabrication quality assurance, responding to Ware products. Bruce is chair of the TBR of $100 million that were constructed using Requests for Information (RFI) and providing Committee on Bridge Management, design-build or design-bid-build delivery construction consultation.

Maximizing Your Bridge Inspection Program 2013 Pacific Northwest Bridge Inspectors’ Conference

Steven Lovejoy His contributions to provide better quality and has contributed 12 technical papers Oregon DOT in highway asset management programs to well-known civil engineering journals have been recognized worldwide, and he and conferences. Dr. Lovejoy is a senior engineer with is now serving as a member of the Board the Oregon DOT. His work is focused on of Directors for IRF Washington. inspection, testing and maintenance of Larry O’Donnell highway bridges. FHWA Chicago Resource Center Matthew Miller Larry is a senior structural engineer in the Parsons Brinckerhoff Masato Matsumoto Federal Highway Administration (FHWA) NEXCO-West USA, Inc. Matt Miller is a lead bridge engineer and Resource Center Office located in Matteson, project manager with Parsons Brinckerhoff IL (Chicago). In this position he is responsible Masato Matsumoto’s area of professional in Portland, Oregon. He has been with for providing technical assistance, training of expertise is focused on technical aspects PB for 13 years, specializing in structural and technology deployment to FHWA of NDE bridge condition assessment, applications for transportation infrastruc- Division Offices, industry, associations, inspection, database development and ture design and construction projects. state transportation departments, and local data analysis, deterioration prediction, Matt received his bachelor’s degree in highway agencies in the areas of bridge life-cycle expectancy and long-term civil engineering from the University of inspection and management. He also highway asset management. Matsumoto Portland and his master’s degree from provides assistance to the FHWA Office of is a globally recognized structural Portland State University. He is also a Bridges and Structures in developing national engineer currently a Committee Member Professional Engineer in five states. While policy and agency-wide procedures.Larry for the IABSE (International Association with PB, Matt has been responsible for has worked for the FHWA for over 23 years. for Bridge and Structural Engineering) the inspection for over 2,000 structures Prior to the Resource Center, he served Working Commission 4 (Conservation of including major bridges, local agency as the FHWA Division Bridge Engineer in Structures) as well as the IRF (International bridges, culverts, walls and tunnels while the Massachusetts Division Office and Road Federation) Asset Management working in ten States and the United Assistant Bridge Engineer in the Ohio and Committee where he shares his knowledge Kingdom.Evan Garich is a geotechnical Indiana Division Offices. He has a Bachelor and experience in these areas. He is also a engineer with Parsons Brinckerhoff in of Science degree in Civil Engineering from contributing member of the International Portland, Oregon. Evan received his the University of Nebraska – Lincoln and is a Bridge Study (IBS) under the Long-Term bachelor’s degree in civil engineering Registered Professional Engineer in the State Bridge Performance Program.Matsumoto’s from Portland State University and his of Indiana. His personal interests include academic background is primarily in bridge master’s degree from Texas A&M University. his family (wife, son and two daughters), condition assessment and optimum lifetime He has been with PB for six years and is Nebraska Cornhusker Football, hunting, maintenance strategies. He pursued these a registered Professional Engineer. Evan fishing and other sports. specific studies both at the University of has design and construction experience Colorado at Boulder and Kobe University with conventional, TBM, and immersed (Japan). In his professional career at Terrence Paret tube tunnels as well as the inspection Wiss, Janney, Elstner Associates, Inc. Japan’s highway agency (NEXCO), he of roadway and transit tunnels and dam utilized his academic knowledge and intake structures. Since joining Wiss, Janney, Elstner Associates practical experience to devote himself in 1986, Mr. Paret has performed hundreds to bridge inspection, NDE technologies, KASH NIKZAD, PH.D., P.E. of engineering investigations in the U.S. bridge maintenance and management. and abroad, focusing on the evaluation Trantech Enginerring LLC His paper entitled ’Development of of structures after damaging events. In Lifetime Bridge Maintenance Strategy for Dr. Nikzad’s 20 years experience includes addition to investigating structures that have Expressway Bridges in Japan’ was highly structural analysis/design, load rating, failed due to disasters such as earthquake, acclaimed and awarded recognition as Best seismic analysis/ research/ retrofit recom- flood and fire, he has investigated a wide Technical Paper during the 13th REAAA mendation and construction supervision/ variety of failures resulting from defective (Road Engineering Association for Asia inspection for various types of bridges. or deteriorated structural elements, con- and Australasia) Conference in Sept, 2009. He is an NBIS certified bridge inspector struction materials and installations. Recent

cm.wsu.edu/bridgeinspectors APR. 23 – 25, 2013 projects to which Mr. Paret has contributed home after college and started working for on their Unstable Slopes Program and was his expertise include the post-earthquake the Oregon Department of Transportation a member of the ODOT Tunnel Committee. damage and vulnerability assessment of the in November of 1996 as a construction Washington Monument, the I-35W bridge project inspector. With an education in collapse in Minnesota, performance-based structural design, he was mostly assigned Jan Six Oregon DOT seismic evaluation of the United Nations to inspect bridge projects and other related Secretariat in New York City, and seismic structures. After gaining 5 years of experience Jan Six is originally from Southern California, strengthening of 180 Howard Street in San constructing and inspecting bridges, Jon moving to Sweet Home, Oregon in 1976 to Francisco, which project received the 2008 was promoted to ODOT’s Bridge Engineering work for the US Forest Service. Shortly after AISC Presidential Award of Excellence in Section as a bridge designer in January, graduating from the University of Idaho in Structural Engineering. Mr. Paret was the 2002. In 2005 he accepted a position as a 1982 with a BS in Geological Engineering, recipient of the 2001 Moisseiff Award from load rating engineer, and in November of he was hired by the Oregon Department of the American Society of Civil Engineers. 2010 Jon became the Senior Load Rating Transportation and has worked with ODOT Engineer for ODOT. As the Senior Load Rating since then as a geotechnical engineer. His Engineer, Jon serves as the primary source current position is Senior Geotechnical Engineer Roman Peralta of technical guidance and information for in the ODOT Bridge Section, responsible for Washington State DOT ODOT staff, consultants, Local Agencies, establishing and maintaining ODOT policies and the Federal Highway Administration Roman G. Peralta is a Regional Bridge Inspection and standards related to bridge foundation on load capacity evaluations of Oregon’s Engineer in the WSDOT Bridge Preservation design. Over the years he has participated bridges. As the head of the five person load Office. He is responsible for the development in several FHWA Technical Working Groups rating unit at ODOT, he provides technical and maintenance of the bridge inspection developing FHWA design manuals and is management of the Load Rating Program program statewide, including scheduling, currently a member of two TRB committees. for State and Local Agency bridges and coordinating, equipping, and verifying the overweight truck permit application reviews. Outside of ODOT he and his wife enjoy the accurate completion of all routine, fracture outdoors, camping, traveling and playing critical, special, and short span inspections in a marimba band. for all WSDOT owned bridges in accordance James Schick with FHWA and WSDOT requirements. He Oregon DOT has been with the state for 16 years and been Michael Smith James Schick is a senior project geologist in the bridge office for the last 14. Washington State DOT with over 20 years’ experience in the practical application of the geological sciences to both Michael Smith is a Washington native that Brendan Prendeville large and small-scale engineering, permitting, graduated from Washington State University Burgess & Niple, Inc. and environmental projects including with B.S. in Civil Engineer in 2007. Since 2007 roadways, dams, tunnels, bridges, and light Michael has worked for the Washington State Brendan joined B&N in 2003 and has performed rail infrastructure. Mr. Schick has expertise Department of transportation performing bridge inspections and ratings around the U.S. in detailed site characterizations as well as structural inspections. As of more recently He has inspected multiple types of structures broad general surveys for projects involving Michael has joined the dive team at WSDOT including bridges, dams, stadiums, etc. pipelines, industrial facilities, power generation and now performs underwater inspections. sites, and environmental impact statements. It is from here that he has gained experience He has extensive experience working with in operating an ROV as well as other tools to Jon Rooper augment structural inspections. Outside of work Oregon DOT and managing multi-discipoinary teams to efficiently deliver projects. His expertise Michael enjoys hiking, fishing, and hunting. Jon graduated in 1996 from Texas A&M includes trenchless design geotechnical/ University at Galveston with a B.S. in Maritime geologic investigations, rock slope inves- Dan Stromberg Systems Engineering; which is basically tigations, trenchless design, slope stability Collins Engineers, Inc. structural engineering with emphasis in analyses and permitting. Prior to working offshore and coastal environments. Being for Jacobs Associates, Mr. Schick worked for Mr. Stromberg has over 27 years of born and raised in Oregon, Jon moved back the Oregon Department of Transportation experience in the inspection and design

Maximizing Your Bridge Inspection Program 2013 Pacific Northwest Bridge Inspectors’ Conference of highway and railroad bridges, as well as and team leader roles for numerous bridge Loren Wilson various waterfront and waterway-related inspections in Pennsylvania, West Virginia, Washington State DOT structures. Mr. Stromberg has managed Ohio, Oregon, Alaska, North Carolina, and and conducted over 4,000 above and Nebraska. His inspection experience ranges Loren Wilson is a licensed Professional below water inspections on various private from stream crossings and culverts to long- Engineer in the state of Washington. He and public sector structures nationwide. span crossings including steel trusses, deep graduated from Washington State University As part of his inspection experience, Mr. girders, suspension, cable stay, tied arches, with a B.S in Civil Engineering in 2007. After Stromberg has prepared reports, in which concrete arch, and segmental bridges. He graduation Loren joined WSDOT Bridge complete accounts of the findings and has also served as the lead engineer for preservation office as a Co-inspector in the accurate evaluations of the conditions rehabilitation inspections of steel trusses and special structures unit working on Ferry have been provided. His work has also reinforced concrete arches. He is a registered Terminals, Moveable Bridges and Tunnels. included the presentation of detailed repair professional engineer in Pennsylvania, West Since joining WSDOT Loren has become or replacement recommendations and the Virginia, Ohio, and Alaska. He served as project a part time member of the WSDOT Dive development of associated cost estimates. manager and inspection team leader for the Team, helped formed and is now leading Mr. Stromberg has also performed numerous Wheeling Suspension Bridge Inspection. the Radio Tower inspection team and is load capacity ratings, based on original or one of two engineers currently involved existing conditions, for all or portions of working with the WSDOT’s Bailey bridges. many of the structures he has inspected. Glenn Washer University of Missouri Mr. Stromberg has prepared designs for steel truss, steel plate girder, timber stringer, Glenn Washer is an Associate Professor at the and cast-in-place, precast or prestressed University of Missouri – Columbia (MU). Dr. concrete beam highway and railroad Washer has expertise in a wide variety of NDE bridges. These designs have included technologies for the condition assessment single and multiple span bridges over of highway bridges, including ultrasonics, water and urban expressways/roadways. thermography, ground penetrating radar, His bridge designs have been developed radiography and the visual inspection to meet AASHTO, AREMA, and other of bridges. His current research efforts client specifications. Mr. Stromberg has include developing reliability-based bridge also prepared various designs for Naval inspection practices (NCHRP 12-82) and and other waterfront facilities including investigating innovative methods for bridge bulkheads, dockwalls, fuel wharves, vessel condition assessment. He has published mooring piers, floating docks, water intakes more than 80 conference and journal papers or outfalls, and causeways/breakwaters. on the development of NDE technologies and their application bridge condition Mr. Stromberg is also a commercial diver assessment. Dr. Washer is an active leader and is certified by the Association of Diving in the technical community, chairing several Contractors International (ADCI) and the committees including the Transportation Dive Certification Board of Canada (DCBC). Research Board’s (TRB) Committee on Field Testing and Nondestructive Evaluation of Transportation Structures, and past Terry Ummer chair of the ASCE committee on Bridge HDR Engineering, Inc. Management, Inspection and Rehabilitation. Mr. Ummer is a structural engineer in HDR Dr. Washer received his Ph.D. in Materials Engineering’s Pittsburgh, PA office. He Science and Engineering from the Center graduated from the Pennsylvania State for Nondestructive Evaluation (CNDE) at the University in 1998, and has been involved in Johns Hopkins University in 2001. bridge inspection, analysis, and design ever since. He has served in project management

cm.wsu.edu/bridgeinspectors APR. 23 – 25, 2013 Exhibitor Directory

1 2 3 4 R R Registration Desk 1 Collins Engineers Inc. 13 12 2 Terex Hydra Platforms

11 3 Coral Sales Company 4 Ayres Associates 9 8 7 6 5 5 Burgess and Niple, Inc. 10 6 Bridge Access Specialties 7 HDR Engineering 8 Willamette Valley Company 9 Sargent Engineers, Inc. 10 Barriers Northwest, LLC Notes 11 Aspen Aerials, Inc. 12 Kwik Bond Polymers 13 Liquid Concrete

Maximizing Your Bridge Inspection Program 2013 Pacific Northwest Bridge Inspectors’ Conference

Notes

cm.wsu.edu/bridgeinspectors APR. 23 – 25, 2013 2013 Pacific Northwest Bridge Inspectors Conference

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