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Copyright ©2015 American Institute of Steel Construction. All rights reserved.
This presentation is provided solely for informational purposes and does not constitute conveyance of any intellectual property rights.
This presentation may not be reproduced or redistributed, in whole or in part, without the prior consent of the American Institute of Construction or the National Steel Bridge Alliance.
Notice:
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Steel: The Bridge Material of ChoiceNational Steel Bridge Alliance
A Division of the American Institute of Steel Construction
Design and Lifecycle
Considerations for Steel Highway Bridges
NSBA Marketing Manager
Matt Shergalis, P.E.
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Successful Value Engineering
Bullitt County, KY
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• 2 Parallel 3 Span Type VI Bulb Tee bridges.• Concrete girders weigh approximately 100 tons
each.– CSX RR which requires 150% lifting capacity for the
cranes.– Disallows “walking beams” meaning numerous cranes
would be required with significant boom capacity.
Bullitt County, KY – Value Engineering
113’ – 9” 143’ 100’
Beams too heavy again…Contractor
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Bullitt County, KY – Value Engineering
• 5 Girders in place of 6 Girders.• Substructure remained unchanged.• Plate girders weigh approximately 12 tons.• First bridge scheduled delivery October 2016 (4 months).• Redesign saved approximately $200,000.
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Life Cycle Considerations
Human Cost Rises as Old Bridges, Dams and Roads Go Unrepaired‐The New York Times
California Bridge Collapse May Delay Freight, Raise Shipping Costs‐The Wall Street JournalWe want Predictable Assets in an
Unpredictable Funding Environment.
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What are the Considerations?
Details and procedures that ensure the longevity of a bridge’s Performance throughout its useful life.
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Lifecycle Perception and Reality
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Industry Perception
* Adapted from Fall 2009 ASPIRE “Service Life and Sustainability of Concrete Bridges” by Cliff Freyermuth.
Service Life and Sustainability
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Perception – Deficiency Based
0
500
1000
1500
2000
2500
3000
3500
1951 -1955
1956 -1960
1961 -1965
1966 -1970
1971 -1975
1976 -1980
1981 -1985
1986 -1990
1991 -1995
1996 -1999
Freq
uen
cy
Deficient Bridges - 2009United States
Concrete
Prestressed Concrete
Steel
* Source: 2009 FHWA NBIS Database.
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Lifecycle Perception -Deficiency
Inventory Structurally Deficient
Material Type TotalAverage
Age Total Average Age
Reinforced Concrete 137,554 1967 16,445 1948
Steel 186,274 1971 37,811 1952
Other 28,959 1965 10,544 1956
Prestressed Concrete 137,298 1985 5,634 1971
* Source: 2009 FHWA NBIS Database.** Only Non-culvert highway bridges considered.
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Lifecycle Perception – A Clearer View
* Source: 2015 FHWA NBIS Database.
0.0%
2.0%
4.0%
6.0%
8.0%
10.0%
12.0%
14.0%
16.0%
18.0%
20.0%
Frequency Distribution Superstructure Deficiency
Precast
Stl
RC
Material 15-29 Yrs Old 30-44 Yrs Old 45-64 Yrs Old
Steel 2.2% 7.5% 27.4%
Reinforced Concrete 1.3% 5.1% 25.0%
Prestressed Concrete 8.0% 31% 51.6%
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Economical Corrosion Protection
Uncoated Weathering Steel
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UWS - How it Works
• Steel rusts in the presence of air and water resulting in iron oxide.
• Control rate oxygen can react with the surface. • Non-Weathering Steel
– Relatively porous oxide layer, which can hold moisture and promote further corrosion.
– Rust layer delaminates and exposes the surface causing more damage.
• Weathering Steel– Not as porous because it adheres more firmly to
the base metal. – Rate of corrosion initially same as ordinary steel,
but levels out.
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UWS - The Elephant in the Room
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Economical Corrosion Protection
Uncoated Weathering SteelDesign and Construction Strategies
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UWS - Preventing Staining
• Construction Time Strategy - Pier Wrapping
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UWS - Preventing Staining
• Design Strategy - Jointless Bridge
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UWS - Preventing Staining
• Design Strategy - Drip Pans
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UWS - Preventing Staining
• Design Strategy - Drip Bars
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UWS - Preventing Staining
• Design Strategy - “Architectural Relief”
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UWS - Preventing Staining
• Design Strategy - Substructure Coatings
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UWS - Preventing Staining
• Design Strategy - Weathering Steel Substructure
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UWS - Preventing Staining
• Design Strategy - Partial Paint (Last Resort)– Increased lifecycle costs associated with maintaining
paint.– Paint failure will result in staining if not addressed
quickly.– Consider periodic surface blasting of any staining as a
better option than painting.
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UWS - Preventing Staining
• County Road A-34 over I-35, Iowa.• Original construction - 1970.
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UWS - Preventing Staining
• Caldwell Ln over Suncoast Parkway, Florida
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Economical Corrosion Protection
Uncoated Weathering SteelCost Considerations
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UWS – First Time Costs
• Material premium of 3 - 4 cents/pound.• 10% - 18% lower first time cost versus painting.• Net costs favors Weathering Steel.
• Additional savings over the life of the bridge.
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UWS – Case Study
• Lewisburg, PA
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UWS – Case Study
• 1223’ bridge length (886 tons total)
Lifecycle AnalysisWeathering Steel Upcharge $53,160 $0.03 per lbsPainting Cost Avoided ($270,674) 3-coat paint system
Net Initial Savings ($217,514)Life Cycle Cost Savings (est.) ($1.5 million) Based upon 15 year
painting cycle
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• Always consider making weathering steel the first option.
• Incorporate strategies for controlling water and moisture.
• Paint only fascia if aesthetic are important.
UWS - Recommendations
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Economics during Design
Substructure Layout
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Pier Removal
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Safety• Increased Safety to
the Traveling Public.
Flexibility• Flexibility for Future
Roadway Widens.
Pier Removal
*Source: Google Streetview (Interstate 70 Widening Between Dayton, OH and Columbus, OH.)
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Pier Removal – Case Study
2 Span Concrete150 ft span
1 Span Steel150 ft span
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Pier Removal – Case Study
Initial Costs 1 Span Steel 2 Span Concrete
Superstructure Cost $390,000 $171,970
Substructure Cost $162,466 $343,382
Total Initial Cost $552,466 $515,352
Lifecycle Costs of Center Pier (Tangle Costs)
Maintenance Task Steel Concrete
Pier Inspection?
Future Pier Repair?
Future Bearing Repair/Replacement
Task Count 0 3
*Project information from November 2015 Tipton County, IN.
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Considerations in the Field
Bridge Re-decking
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Bridge Re-decking
• One of the single largest life cycle expenditures.
* Source: Patriot Sawcutting** Source: SJH Engineering (Route 3 over Hackensack River)
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Bridge Re-decking Studies
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Bridge Re-decking Methods
Wrecking Ball
Cost (Low to High)
Saw Cutting and Jack Hammer
Peeling
Hydrodemolition
Chemical Splitting
Likelihood of Damage (Low to High)
Hydrodemolition
Chemical Splitting
Saw Cutting and Jack Hammer
Peeling
*Also Available: Wrecking Balls and Blasting
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Considerations in the Field
Re-decking Performance Implications
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Concrete Bulb-Tee Girders
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Concrete Bulb-Tee Girders
Typical Damage
* Source: “Evaluating the Impact of Bridge Deck Removal Method on the Performance of Precast/Prestressed Concrete I‐Girders” University of Nebraska
Flange Cracking Shear Connectors Bent/Broken
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Concrete Bulb-Tee Girders
Typical Damage
* Source: “Evaluating the Impact of Bridge Deck Removal Method on the Performance of Precast/Prestressed Concrete I‐Girders” University of Nebraska
Flange Cracking Shear Connectors Bent/Broken
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Concrete Bulb-Tee Girders
Flange Cracking Repair
* Source: “Evaluating the Impact of Bridge Deck Removal Method on the Performance of Precast/Prestressed Concrete I‐Girders” University of Nebraska
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Flange Cracking Shear Connectors Bent/Broken
Concrete Bulb-Tee Girders
Typical Damage
* Source: “Evaluating the Impact of Bridge Deck Removal Method on the Performance of Precast/Prestressed Concrete I‐Girders” University of Nebraska
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Concrete Bulb-Tee Girders
Shear Connector Dowels
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Steel Plate Girders
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Steel Plate Girders
* Source: circleinterchange.org (Harrison Street Bridge).
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Steel Plate Girders
Typical Damage
Flange Gouge Flange Bending
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Flange Gouge Flange Bending
Typical Damage
Steel Plate Girders
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Steel Plate Girders
* Image courtesy of Augusta Iron and Steel (I‐285 over GA 400) – June 2001.
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Steel Plate Girders
Flange Gouge Repair
* Image courtesy of Augusta Iron and Steel (I‐285 over GA 400) – June 2001.
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Steel Plate Girders
Flange Gouge Flange Bending
Typical Damage
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Steel Plate Girders
Pre Heat Treatment Post Heat Treatment
Flange Bending Repair
* Source: Cordous Engineering.
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Steel Resiliency
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Steel Resiliency
“The power or ability to return to the original form, position, etc., after being bent, compressed or stretched.”
* Source: Indiana DOT (I65 bridge over wildcat creek in Lafayette).** Source: Hirschfeld Industries Bridge (Super‐load ductility).
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Steel Resiliency
REPAIR REUSEREPURPOSE
RECYCLE
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Steel Resiliency – Repair
* Source: Edmonton Sun (Groat Road Bridge)** Source: (Girder layover)
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Steel Resiliency – Repair
I‐244 Tulsa, Oklahoma Rapid Repair
* Source: December 2013 MSC “Up and Running in No Time” (I‐244 Tulsa, Oklahoma)
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Steel Resiliency – Repair
I‐244 Tulsa, Oklahoma Rapid Repair
* Source: December 2013 MSC “Up and Running in No Time” (I‐244 Tulsa, Oklahoma)
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Steel Resiliency – Reuse
I-40 “Crosstown” Project
* Image courtesy of Oklahoma DOT of I‐40 Crosstown Viaduct ‐ Oklahoma City, OK.
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Steel Resiliency – Reuse
* Image courtesy of Oklahoma DOT of I‐40 Crosstown Viaduct ‐ Oklahoma City, OK.
2060 Total Steel Beams Suitable for Reuse350 (50ft) “New” Bridges for Oklahoma Counties
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Steel Resiliency – Repurpose
* Source: September 2009 MSC “Just Like New” Article (The Black Bridge ‐Montana)
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A Resilient Solution - Recycle
• Highest recycled content of any material 93%.• Highest recycling rate of any material 98%.• Significant potential for material reuse.• Not down-cycled or just recycled, but up-cycled.
* Source: Three major structural steel shape producers which account for 90% of steel used in United States.
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Lifecycle Considerations
Are they necessary?
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Lifecycle – Is It Necessary?
0.4% 0.1% 0.6%2.9%
7.7%
13.8%
22.7%
30.9%
17.6%
3.5%
0.00%
5.00%
10.00%
15.00%
20.00%
25.00%
30.00%
35.00%
0 1 2 3 4 5 6 7 8 9Rating
1992 - Percentage of Bridges by Rating
38,910 Structurally Deficient Bridges46,000 Bridges rated as “5”75,729 Bridges rated as “6”
*Source 1992 FHWA NBIS. Considers bridges built on or after 1945
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Lifecycle – Is It Necessary?
0.1% 0.1% 0.3% 1.3%
5.2%
16.7%
27.7%
34.6%
11.8%
2.2%
0.00%
5.00%
10.00%
15.00%
20.00%
25.00%
30.00%
35.00%
0 1 2 3 4 5 6 7 8 9Rating
2015 - Percentage of Bridges by Rating
27,692 Structurally Deficient Bridges66,329 Bridges rated as “5”110,265 Bridges rated as “6”
*Source 2015 FHWA NBIS. Considers bridges built on or after 1945
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The most dangerous phrase in the language is “we’ve always done it this way.”- Rear Admiral Grace Hopper (1906-1992)
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More Information
Online Content
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• National Steel Bridge Alliance• www.steelbridges.org
• Steel Bridge Suite• www.steelbridges.org/SoftwareRegistra
tion• Continuous Steel Bridge Standards
• www.steelbridges.org/SpanSolutions• Modern Steel Construction Magazine
• www.modernsteel.com
More Information
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Questions?
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[email protected] - (312) 363-8218
www.steelbridges.org
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