SPRING 2024

SIMPSON GUMPERTZ &

HEGER THRIVES ON
CHALLENGING PROJECTS
Using engineering expertise
and applied science, SGH provides
integrated engineering solutions
NORTH SPLIT INTERCHANGE RECONSTRUCTION
Indianapolis, Indiana

WEST SAMMAMISH RIVER BRIDGE

Kenmore, Washington

Permit No. 567

Lebanon Junction, KY
Postage Paid
Presorted Standard
 Project: Gov. Mario M. Cuomo Bridge (formerly Tappan Zee Bridge)
Client: Unistress Corporation
Our Role: Hamilton Form contributed the forms for the deck panels.

Hamilton Form is your

PerFORMance Partner
For more than 55 years, Hamilton Form has been helping
the precast community achieve stunning results with our
custom, highly-engineered steel forms.

Precast. It’s all we do.

Hamilton Form Company

Custom forms
Custom equipment
Practical solutions
www.hamiltonform.com
[email protected]
817-590-2111
 CONTENTS
6
Features
Simpson Gumpertz & Heger Thrives
on Challenging Projects 6
Consulting firm uses engineering expertise and applied science to
provide integrated engineering solutions.

North Split Interchange Reconstruction 16

West Sammamish River Bridge 20

Departments
Editorial 2
Photo: Unistress Corporation. Concrete Calendar 4
Perspective—Leadership and Engagement
Are Needed for Industry Sustainability 10
16 Perspective—Expansion of the Buy America
Requirements for Highway Bridge Projects 12
Perspective—Building Bridges beyond Structures 14
Aesthetics Commentary 24
Concrete Bridge Technology—Electrical
Resistivity—Its Role in Concrete Durability
and Quality Control 26
Concrete Bridge Technology—
Engineering for Bridge Demolition 30
Concrete Bridge Technology—Prestressed Concrete
Slabs with a UHPC Connection 33
Photo: Janssen & Spaans Engineering. NCBC Member Spotlight—ASBI: 35 Years
of Continuous Improvement 36
Creative Concrete Construction—Merging
20 Cast-in-Place Concrete with Modular Construction 38
Safety and Serviceability—Wind Load on
Bridges during Construction 40
State—New Mexico 44

Photo: Simpson Gumpertz & Heger.

A Professor’s Perspective—Professing
My Perspective: It’s Evolutionary 48
LRFD—Approved Changes to the Ninth Edition
AASHTO LRFD Bridge Design Specifications 50
Concrete Connections 56
FHWA—UHPC Link Slabs: A Simple Solution
to Retrofit Bridges to Eliminate Joints 58
Photo: Jacobs.

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ASPIRE Spring 2024 | 1

 EDITORIAL

No Partial
Editor-in-Chief
William N. Nickas • [email protected]
Managing Technical Editor

Photo: PCI. Credit Dr. Krista M. Brown

Managing Technical Editor Emeritus
Dr. Reid W. Castrodale
William N. Nickas, Editor-in-Chief
Technical Editors
Monica Schultes, Angela Tremblay
T he editorial in the previous issue of ASPIRE , mentor in a single area of focus, knowing that this
®

“Bring ’Em Along,” by Dr. Krista Brown, is a investment would reap benefits during the specialist’s Program Manager
great primer for all of us. tenure in that area of civil engineering. Trina Brown • [email protected]
I owe a great deal of my professional engineering The challenges we face today don’t just come from Associate Editor
journey to several individuals who took the time to the rigors of the profession. Everyday circumstances, Thomas L. Klemens • [email protected]
share knowledge and assist me along the way. My emerging technologies, local and federal policies, and Copy Editors
journey began more than 40 years ago at The Citadel in declining numbers of people joining or staying in the Elizabeth Nishiura, Laura Vidale
Charleston, S.C. The civil engineering department was profession all bring about new challenges.
Layout Design
known for its high academic standards, and the course At the recent PCI Convention, an esteemed
Walter Furie
load was just brutal. The professors were a notable colleague voiced concern about what he perceives to
cast of characters. They all had nicknames, several be fewer senior-level engineers in the workforce. Some Editorial Advisory Board
going back generations. Some of those nicknames were of them have moved on to well-deserved retirement, William N. Nickas, Precast/Prestressed
flattering; some are not printable. but others have been lost to outside pressures and, Concrete Institute
Dr. Krista M. Brown, Independent Consultant
One especially exacting professor, Thomas Dion, somewhat shocking to me, to professional burnout.
Dr. Reid W. Castrodale, Castrodale Engineering
stood out to me for the way he combined the charm (My oldest daughter, who graduated from college Consultants PC
and wit of a Southern gentleman with the brutality in May 2023, shares that her peers call it “trauma Tim Christle, Post-Tensioning Institute
of a sledgehammer. He was unbelievably demanding, bonding” and quickly assess personal impacts. Some Pete Fosnough, Epoxy Interest Group of the
and he did not grade on a curve. The test score you even go as far as making several career pivots early Concrete Reinforcing Steel Institute
received—or “earned,” as he was fond of saying—was in their work life.) This colleague was struggling Gregg Freeby, American Segmental Bridge
the score recorded. I remember one of my classmates to find a solution that best fit his organization. We Institute
asking Professor Dion if he gave partial credit. The talked about strategies to increase staffing levels, Cover
response is etched in my memory: “Do you get partial the training timeline for newly minted engineers Simpson Gumpertz & Heger performed specialty
credit for the building you designed that partially fell to become “profitable,” and how to approach the engineering tasks for construction engineering
with the First Lady in it? No, and you’ll get no partial increasing demand for “work-life balance.” of the new State Route 520 floating bridge that
credit here.” Much has changed in our profession in The current reality is that we are losing qualified and crosses Lake Washington, near Seattle.
the years since I heard that statement, but those words senior professional engineers to out-of-balance work and Ad Sales
still ring in my ears. life conditions, and this problem needs to be addressed Scott Cunningham • [email protected]
After college, I joined the Florida Department of ASAP. When an out-of-balance condition is discovered at (678) 576-1487 (mobile)
Transportation (FDOT) to complete a yearlong the jobsite, leadership gets involved to identify the needs (770) 913-0115 (office)
professional engineer (PE) training program. That and help the team remedy the situation. We need to take
Reprints
exceptional program, built on a rotational model, was the same type of approach here. For myriad reasons, we lisa scacco • [email protected]
designed to expose college grads to aspects of planning, cannot afford to lose highly experienced professionals to
building, and operating an infrastructure asset. We this out-of-balance condition. Publisher
spent time in the planning, finance, bridge and There’s no partial credit here—we are talking about Precast/Prestressed Concrete Institute
roadway design, construction, traffic operations, and people. Creative solutions must account for both sides Bob Risser, President
If you need to update your contact information with us or have a
maintenance divisions of the department, learning how of the equal sign. Finding and/or planning some “float suggestion for a project or topic to be considered for ASPIRE, please send
an email to [email protected].
projects moved from concept to concrete. time” in project delivery timelines might provide a
Postmaster: Send address changes to ASPIRE, 8770 W. Bryn Mawr
During my years as a consultant, I constantly bit of much-needed breathing room and help restore Ave., Suite 1150, Chicago, IL 60631. Standard postage paid at Chicago,
balance in the workforce. Please reassess your workload IL, and additional mailing offices.
wrestled with the concept of training new or
ASPIRE (Vol. 18, No. 2), ISSN 1935-2093, is published quarterly by the
inexperienced engineers. We didn’t have 12 months and workplace culture and your own wellness. Precast/Prestressed Concrete Institute.
to spend developing new talent, but my exposure to To help us all on our occupational journeys, PCI https://doi.org/10.15554/asp18.2
the FDOT PE training model allowed me to scale a has launched some tools for workforce development. Copyright 2024 Precast/Prestressed Concrete Institute.
training/onboarding program that fit our office and Please see www.pci.org/workforce for more on
expertise. Our firm generally preferred to assign a recruitment, retention, and wellness.

Epoxy Interest Group Expanded Shale, Clay and Slate Institute

Post-Tensioning Institute

2 | ASPIRE Spring 2024

Workforce Development committee
Recruitment • Retention • Wellness

OUR MISSION IS TO HOST AND FACILITATE current resources:

NATIONAL AND LOCAL RESOURCES TO • Articles and information regarding
ENGAGE AND DEVELOP THE PRECAST hiring and retaining women,
CONCRETE WORKFORCE. veterans, second-chance and
diverse workers
• Research and data from the
Manufacturing Institute
• Information about local and
national level engagement efforts
• Retention and recruitment tools
• Legal resources for helping
specialized populations
• Wellness resources for companies
to support their employees
• PCI involvement strategies for long-
term workforce success
• Videos to help develop and retain
workers
Scan this QR code for instant access to resources
to help your company find or retain employees.

Working toward the common goal of bolstering our workforces and guaranteeing the
success of our industry for years to come, the Recruitment, Retention, and Wellness
task groups are bringing resources and support to producers, PCI members, and the
industry to engage everyone at a national level. Any individual can access this page
featuring up-to-date resources, video materials, and information to explore the needs
and questions of the precast concrete workforce at and in between PCI meetings.

pci.org/workforce
 CONCRETE CALENDAR 2024
The events, dates, and locations listed were accurate at the time of publication.
CONTRIBUTING AUTHORS Please check the website of the sponsoring organization.

Dr. Oguzhan Bayrak is a

chaired professor at the
University of Texas at April 14–17, 2024 October 1–4, 2024
Austin, where he serves as PTI Convention PTI Committee Days
the director of the Concrete Westin Indianapolis Kempinski Hotel Cancun
Bridge Engineering Indianapolis, Ind. Cancun, Mexico
Institute.
April 15–18, 2024 October 20–23, 2024
CRSI Spring Business and ASBI Annual Convention
Nyssa Beach is a resident
Technical Meeting and Committee Meetings
engineer with the Colorado
Disneyland Hotel Loews Atlanta Hotel
Department of Transporta-
Anaheim, Calif. Atlanta, Ga.
tion.
April 24–25, 2024 October 21–24, 2024
NCBC Prestressed Concrete PTI Certification Week
Bridge Seminar: Doubletree by Hilton Denver Hotel
Concepts for Extending Spans Denver, Colo.
Atlanta, Ga.
Dr. David Garber is a November 3–7, 2024
senior structural engineer May 6–10, 2024 ACI Concrete Convention
for the Federal Highway PTI Certification Week Philadelphia Marriott Downtown
Administration in Houston Marriott North Philadelphia, Pa.
Baltimore, Md. Houston, Tex.
November 10–13, 2024
June 3–5, 2024 CRSI Fall Business and
International Bridge Conference Technical Meeting
Frederick Gottemoeller is Marriott Rivercenter Drake Hotel
an engineer and architect San Antonio, Tex. Chicago, Ill.
who specializes in the
aesthetic aspects of bridges June 16–21, 2024 November 18–24, 2024
and highways. He is the 2024 AASHTO Committee on PTI Certification Week
author of Bridgescape and Bridges and Structures Meeting Hilton Austin Airport
www.Bridges.art. Westin Indianapolis Austin, Tex.
Indianapolis, Ind.
Colin Van Kampen is the
July 22–July 25, 2024
current PCI Membership
Bridge Engineering
Council chair and general
Institute Conference
manager at EnCon National Concrete Bridge Council
Tropicana Las Vegas
Colorado in Denver.
Las Vegas, Nev.

September 9–13, 2024

New Webinars - Save the Date!
NCBC is pleased to announce additional new
PTI Certification Week topics to our current webinar series dedicated to
Dr. Jill Walsh is an Embassy Suites by Hilton high-quality concrete bridge construction and
associate professor of Miami International stewardship. Each webinar starts at 1 p.m. ET. Visit
structural engineering at Airport https://nationalconcretebridge.org for more information.
Saint Martin’s University in Miami, Fla.
Lacey, Wash. April 17, 2024:
September 15–18, 2024 Sustainability and How It Affects Concrete Bridges
AREMA Annual
Conference and Expo May 15, 2024:
Dr. Timothy R. Wyatt is a Kentucky International The new PCI Bridge Design Manual, 4th Edition
construction lawyer with Convention Center
Conner Gwyn Schenck Louisville, Ky. Other scheduled dates.
PLLC in Greensboro, N.C. Visit the NCBC website for specific topics.
September 23–27, 2024
PCI Committee Days June 12, 2024 October 16, 2024
Conference
Renaissance Nashville July 17, 2024 November 20, 2024
Nashville, Tenn.
August 21, 2024 December 18, 2024
September 18, 2024
4 | ASPIRE Spring 2024
Preserving
historic bridges
AECOM is driven to preserve the world’s most
historic bridge for generations. NCDOT’s
Swift Island Bridge, located in Albemarle,
North Carolina, was constructed in 1927. It is
an open spandrel reinforced concrete arch
that consists of four arch spans over Lake
Tillery. AECOM’s design included arch rib
and pier preservation, superstructure and
approach span replacement, and evaluation
of historic architecture.
 FOCUS

Simpson Gumpertz & Heger

Thrives on Challenging Projects
The 68-year-old consulting firm uses engineering expertise and applied science to provide
integrated engineering solutions for forensic investigation, design, and rehabilitation projects

by Monica Schultes

Nearly 6000 precast concrete deck panels were manufactured for the Governor Mario M. Cuomo Bridge connecting New Jersey
and New York. Simpson Gumpertz & Heger consulted with Unistress Corporation on this project, fine-tuning concrete mixture
proportions and optimizing constructability at the Unistress precast concrete facility. Photo: Unistress Corporation.

Simpson Gumpertz & Heger (SGH) is Organic Growth useful life of our communities’ most
a national engineering firm with 700 From the firm’s early days as fledgling treasured and historic structures.”
employees. The firm’s diverse experience consultants to its prominent place in
and technical expertise fall into five the ENR Top 200 design firms, SGH’s The firm often collaborates with large
primary service areas: structures, growth has primarily been organic institutional clients, providing solutions
building enclosures, advanced analysis, and has involved strategic hiring for aging structures. “To communicate
performance and code consulting, to meet clients’ needs, expanding our findings and recommendations,
and applied science and research. The g e o g r a p h i c a l l y, a n d d e v e l o p i n g SGH developed a web-based asset-
company, which bears the name of capabilities in areas complementary management tool that can be used
the three Massachusetts Institute of to their core services. With offices in throughout the built environment,
Technology professors who founded it Atlanta, Ga.; Boston and Waltham, where we capture field observations
in 1956, now provides services to clients Mass.; Chicago, Ill.; Denver, Colo.; and evaluations in a structured manner
in several major markets, including Houston, Tex.; Los Angeles, Newport and provide our clients with a living
commercial, entertainment, education, Beach, and Oakland, Calif.; New York, record for them to update. Our asset-
energy, government, healthcare and life N.Y.; and Washington, D.C., SGH management tool gives clients insight
sciences, industrial, residential, science performs work across the United States into a vast amount of collected data
and defense, and infrastructure and as well as internationally. and the means to prioritize repair and
transportation. maintenance,” Kelly says.
In addition to designing new
The ethos established by SGH’s construction, SGH works extensively Applied Science and
founders—a commitment to technical with aging structures and infrastructure, Research Center
excellence and integrity—still rings p e r f o r m i n g t h o ro u g h s t r u c t u r a l To complement their professional
true today. According to Dominic Kelly, and building enclosure condition consulting services, SGH operates the
senior principal at SGH, “Our breadth of assessments to identify, prioritize, and Applied Science and Research Center
technical skills and in-house laboratory design appropriate repair options. Kelly (ASRC), which consists of approximately
and research capabilities give us the says, “We also have a long-standing 13,500 ft2 of laboratory facilities at the
resources to help our clients. We take practice in historic preservation, which firm’s Waltham headquarters. There, SGH
pride that they frequently seek us out uses research, field observation, testing, develops and performs comprehensive
for their most challenging projects.” and analysis to protect and extend the testing and research to better understand

6 | ASPIRE Spring 2024

 management system, how data are
assessed, and how a competent, trained
staff is maintained.

Concrete Anchorage
SGH values continual learning and
actively works to further the standards
of practice in the profession. “We have
an obligation to share our knowledge
outside the firm, and we participate
in dozens of organizations by holding
leadership positions, participating
on codes and standards committees,
The Applied Science and Research Center at Simpson Gumpertz & Heger’s headquarters
and conducting research,” says Neal
in Waltham, Mass., is ISO-certified to perform a wide range of concrete testing. Photo:
Anderson, technical director at SGH.
Simpson Gumpertz & Heger.

Anderson has contributed his expertise

how materials, components, and systems create an environment where we can
to the industry by being active in the
behave. The ASRC’s main focus areas learn and improve.”
American Concrete Institute’s (ACI’s)
include physical testing, environmental
concrete anchorage committee for
simulations, materials science,
microscopy, and research partnerships
“It is in our nature many years. SGH took an active role in
with academic and scientific institutions. to understand how developing the new provisions for cast-
in-place and post-installed anchors
The ASRC team members—chemists,
geologists, metallurgists, material
structures and materials that were introduced into Article 5.13
engineers, and laboratory technicians— behave.” of the AASHTO LRFD Bridge Design
Specifications 1 in 2017. According to
explore questions such as why materials
Anderson, rather than start from scratch,
fail, how structural connections In 2022, the ASRC ear ned ISO
AASHTO cited the well-developed
perform, and how building or structural certification for key concrete testing
provisions in Chapter 17 of ACI 318,2
components will behave when exposed methods. The certification complements
with some exceptions. Anderson was also
to specific conditions or loading the center’s American Association of
instrumental in helping to educate the
parameters. State Highway and Transportation
bridge community in 2020 through a
Officials (AASHTO) concrete testing lab
series of webinars and articles. Anderson
“It is in our nature to understand how accreditations, which include specific
recalls, “Sufficient use of anchorages
structures and materials behave,” says equipment requirements, procedures,
necessitated the introduction of Article
Matthew Sherman, senior principal t r a i n i n g , a n d s t a ff c o m p e t e n c y
5.13, and PCI wanted to be in the
at SGH. “Laboratory testing helps us evaluations. SGH maintains active
forefront in educating the bridge sector
validate innovative designs, provide accreditations in Aggregates, Concrete,
regarding the ‘new’ provisions.” He also
evidence for investigations, and inform Quality Management Systems, and
says, “AASHTO Article 5.13 is good for
our repair techniques. By executing our Concrete Materials Testing. Audits are
the industry and provides established
own hands-on analyses, and through performed by third-party inspectors to
design methodologies and quality
our constant questioning, we solve ensure that standards are maintained.
control for cast-in anchor bolts and post-
complex issues, satisfy our curiosity, and The inspectors review SGH’s quality-
installed anchors in pier caps and bridge
A partial collapse at the Government Center garage during demolition, directly over the Haymarket Station tunnel in downtown
Boston, Mass., halted subway service. The Massachusetts Bay Transportation Authority called on Simpson Gumpertz & Heger to
evaluate the more than 120-year-old tunnel structure. SGH responded quickly, performing field observations and engineering analyses.
Subway service was restored two weeks later. Photos: Simpson Gumpertz & Heger.
 railings, sign structures, and guide rail With a length of more than 7700 ft, the
attachments anchored into concrete.” new State Route 520 Floating Bridge
History of Simpson
(See the four-part series in the Summer connecting Seattle and Bellevue, Wash., Gumpertz & Heger
2020, Fall 2020, Winter 2021, and Spring achieved a Guinness World Record
2021 issues of ASPIRE® for the provisions for the longest floating bridge. The Three innovators, Howard Simpson,
of the AASHTO LRFD specifications structure, completed in 2016, uses 77 Werner Gumpertz, and Frank Heger,
related to concrete anchors.) precast, post-tensioned concrete floating founded Simpson Gumpertz & Heger
pontoons joined together to support an (SGH) in 1956. They were professors
Recently, Anderson and others in the elevated roadway above the pontoons. at the Massachusetts Institute of
anchorage community have been The pontoons are anchored with cables Technology and renowned engineers,
assisting the AASHTO Committee on to the lakebed of Lake Washington. who used their passion and expertise
Bridges and Structures, Subcommittees to establish the guiding philosophies
T-4 (Construction) and T-10 (Concrete Working with the joint venture for SGH, which are still relevant today.
Design), with construction and installation of Kiewit, General Construction, “They possessed an unwavering
phase issues, including determining the and Manson Construction for the commitment to excellence and
appropriate methods of field inspection Washington State Department of integrity—and the trio dedicated their
when using post-installed anchors. Transportation, SGH performed specialty careers to perpetuating this culture,”
engineering tasks for construction says Dominic Kelly, senior principal at
Boston Projects engineering of the new bridge and SGH.
SGH has been involved in numerous served as engineer of record for the
Each of the three founders had a
projects in downtown Boston. Following decommissioning of the original bridge.
specific area of expertise important to
the 2022 collapse of a portion of the
formulating the firm’s three-pronged
Government Center garage during According to Sam Yao, senior principal
approach to engineering. Simpson
planned demolition, the Massachusetts at SGH, during construction of the new
led the structural mechanics group,
Bay Transportation Authority (MBTA) bridge, SGH designed cable-anchor test
Gumpertz oversaw the building
called SGH to help. The firm was frames used to evaluate the structural
technology group, and Heger directed
recognized for their rapid response to integrity of anchor cables, provided
the structural engineering group. “As
determine the impact of the collapse on value engineering for the floating
SGH grew, so did our expertise in each
the Haymarket Station tunnel, located pontoon assembly, and designed
of these areas, as team members were
directly below the parking structure. the mooring facilities and fenders
encouraged to advance their skills.”
SGH identified damage caused by the for berthing large concrete floating
says Kelly. “Today, SGH has five core
collapse and analyzed the impact effects pontoons and construction vessels.
services, and dozens of specialized
on the tunnel carrying the MBTA’s Green
capabilities.”
and Orange subway lines. Decommissioning the original bridge
was complicated by the retrofits, ballast The firm is nationally recognized as
More recently, SGH worked with the modifications, and external post- an expert on the causes of structural
MBTA to evaluate, test, and retrofit the tensioning along the entire length of failure. For example, SGH was hired by
rail attachments to the concrete slab the bridge. Errors during the removal the National Institute of Standards and
sections in a downtown Boston tunnel. work could have damaged the new Technology to investigate the collapse
The assessment included evaluating the floating bridge and its anchor cables. of the World Trade Center in New York
conditions of the mainline track system, SGH performed a comprehensive City and assess the towers’ structural
including rail-fastening assemblies such engineering analysis to ensure that the response to impact damage and fire
as direct fixation fasteners and anchor original floating bridge could be safely after the September 11, 2001, attacks.
studs in the cast-in-place slabs. disassembled and removed, including
structural safety evaluation and floating the construction materials and
Washington State Route stability analyses for ballasting, towing, operations side of a project. “We are
520 Floating Bridge mooring, assembly, and separation of structural engineers by training, but we
Infrastructure and transportation systems floating pontoons. They also designed also work with construction materials to
are a critical sector for SGH. The firm heavy lifts using floating derrick cranes solve problems,” says Sherman.
works with owners and project teams to install and remove the bridge deck
to provide a wide range of engineering panels, girders, and columns. The bridge “We are structural
and code consulting services for was successfully decommissioned, and
new construction, evaluation, and the pontoons were repurposed as docks engineers by training,
rehabilitation projects for buried and artificial reefs. (For more on the but we also work with
structures, tanks and pipelines, dams, State Route 520 Floating Bridge, see the
airports, parking structures, pedestrian Spring 2016 issue of ASPIRE.) construction materials
and vehicular bridges, and marine to solve problems.”
infrastructure. Their portfolio contains Governor Mario M. Cuomo
unique and challenging projects such Bridge For the construction of the Governor
as the world’s longest floating bridge SGH performs a wide range of Mario M. Cuomo Bridge connecting New
located in Seattle, Wash. construction-related services, including Jersey and New York, which was fully

8 | ASPIRE Spring 2024

 On the Washington State Route 520 floating bridge project, Simpson Gumpertz & Heger served
as the structural and marine engineer, as well as the engineer of record for many critical tasks. This
epic 7700-ft-long structure crossing Lake Washington uses post-tensioned, precast concrete pontoons
(360 × 75 × 28 ft) to support an elevated roadway. Photo: Simpson Gumpertz & Heger.

opened to traffic in 2018, SGH helped reaction mitigation for the specialty lifting that can be associated with
the precaster maximize the efficiency of concrete. SGH petrographers also normalweight concrete. When project
concrete production while minimizing monitored air entrainment and the air- stakeholders are unfamiliar with
rejections and delays, all while meeting void system of the concrete. the design and production of high-
the strict project requirements. “We strength lightweight concrete, project
frequently collaborate with contractors Working together, SGH and Unistress collaboration is needed earlier than
and precasters,” says Sherman. “On this fine-tuned the mixture, which contained usual, with transparency and excellent
large project we partnered with Unistress slag cement, fly ash, and silica fume, communication between the project
Corporation, one of four companies that for production at Unistress’s existing partners. SGH is often behind the
supplied precast concrete products to the facility, as well as a temporary casting scenes supporting precasters in this
Tappan Zee Constructors joint venture.” bed specifically dedicated for the collaboration, helping the design and
megaproject. The typical precast production teams better understand
Unistress was responsible for concrete deck panels for this bridge are creep, shrinkage, resistance to freezing
manufacturing precast concrete bridge 45 ft long, 12 ft wide, and 11 in. thick, and thawing, and production aspects
deck panels and collaborated with SGH and weigh 74,000 lb. However, many of high-strength lightweight concrete,
on the fabrication and production of the panels are biplanar to accommodate all of which differ from the qualities of
panels to meet the rigorous durability variable roadway crown lines. conventional concrete.
requirements specified by the New York
State Thruway Authority. SGH helped Casting the precast concrete deck SGH has a long history of playing
the Unistress team produce 6000 panels was no small feat, but it was prominent engineering roles in design,
full-depth deck panels efficiently and only a small part of the massive i n v e s t i g a t i o n , a n d re h a b i l i t a t i o n
optimize the mixture proportions to bridge project. The project involved 6 projects. The company’s influence has
meet the goal of a 100-year service life. linear miles of bridge, which included played an important part in propelling
approach viaducts and cable-stayed SGH into the top 200 design firms in
According to Brett Holland, senior project structures. The project used a vast the United States.
manager at SGH, it was a challenge to quantity of structural precast concrete
develop concrete mixture proportions components, including pile caps, pier References
that met the durability requirements caps, deck panels, and crossbeams 1. American Association of State
while consistently maintaining the between its iconic towers. H i g h w a y a n d Tr a n s p o r t a t i o n
workability and constructability of the Officials (AASHTO). 2017.
concrete. In addition to serving as liaison Lightweight Solutions AASHTO LRFD Bridge Design
for engineering, production, and the W h e n d e s i g n e r s a n d p re c a s t e r s Specifications. 8th ed.
owner, SGH performed special laboratory incorporate larger components and Washington, DC: AASHTO.
testing outside of the capabilities faster construction into projects, 2. American Concrete Institute (ACI).
of the precaster’s own quality-control t h e y o f t e n p re f e r h i g h - s t re n g t h 2014. Building Code Requirements
laboratory. These tests included chloride structural lightweight concrete to for Structural Concrete (ACI 318-
permeability, resistance to freezing and avoid the possible complications 14) and Commentary (ACI 318R-
thawing, shrinkage, and alkali-silica- of shipping, transporting, and 14). Farmington Hills, MI: ACI.

ASPIRE Spring 2024 | 9

 PERSPECTIVE

Leadership and
Engagement
Are Needed LEADERSHIP PCI

for Industry
Sustainability
by Colin Van Kampen, EnCon Colorado
AN INDUSTRY LEADERSHIP DEVELOPMENT PROGRAM CREATED TO CULTIVATE
STRONG LEADERS FOR YOUR ORGANIZATION, FOR PCI, AND FOR OUR INDUSTRY

If PCI’s word of the year for 2023 arena of sustainability that I had lost Leadership PCI is an industry leadership
was “EPD” (environmental product perspective on an alternative view of development program created to
declaration), then 2024’s will likely be sustainability: that our processes and our cultivate strong leaders for PCI and for
“sustainability.” Last year, one could people must also be sustainable. organizations in the industry. Figure: PCI.
not avoid the acronyms, webinars,
educational sessions, and publications The COVID-19 pandemic was a wonderful material that is concrete, I
aimed at advancing the Body of challenging time for all industries wonder if the effort to maintain energy
Knowledge around our industry’s EPDs worldwide. It is now accepted that and life in our industry is sustainable.
and their looming impact. Competing many aspects of most work can be done
industries are jumping on board the from home. Precast and prestressed The professional pool will soon
campaign that claims concrete is the concrete products, however, cannot incorporate a generation of youth who
absolute worst construction material b e m a d e t h a t w a y. T h ro u g h o u t might have experienced their high
ever conceived. (See the editorial in the pandemic, we innovated as an school or college years socially distant
the Spring 2023 issue of ASPIRE® for industry. We spread out tasks, craved from their peers or entirely at home.
more about this perception.) Promoting socialization, and endeavored to have Most members of the graduating class
precast concrete’s sustainability is an interaction. I was delighted that many of 2023 started school in 2019 and
industry-wide challenge, and cradle-to- virtual-meeting attendees had a positive were affected by social distancing and
gate data are not particularly helpful. outlook and were eager to volunteer for virtual learning requirements before the
As a result, PCI recently developed a tasks and take on new challenges. publication of their school yearbooks.
Sustainability Plan to unify the strategic We all digest new knowledge daily via
direction of the institute by urging all Post-pandemic, with the resumption various educational and social media
PCI councils and committees toward of in-person meetings and in-office platforms, and in-home education is
sustainable practices, initiatives, and work requirements, hybrid work not a new or failed concept. However,
principles. environments, and a return to normal, there will soon be a flood of people
nonsocially distanced life outside of who expect shorter work weeks,
When I was preparing to attend the first work, I wonder if the old bad habits hybrid environments, soft deadlines,
Sustainability Initiative meeting this past are retur ning. Recent committee and relaxed requirements—all with
November as chair of PCI’s Membership meetings have had fewer volunteers, sound environmental practices and
Council, I was at a complete loss as to more awkward silences following a call stewardship—entering the world as
what we could offer the industry. The for the formation of a task group, and young professionals. Are our production
council’s committees are all nontechnical, more laptops on tables with keystrokes facilities, committee meetings, and
providing membership benefits to the sounding the passing of time. With each industry processes ready for these
industry. There is not much that the PCI gathering, the pool of volunteers individuals?
council could deliver to affect an EPD or grows smaller, with the usual individuals
life-cycle assessment. Good attendance eventually, reluctantly, taking on the While commuting to work, frantic
at the aforementioned webinars had my work of the committee. With all the as to what to offer the Sustainability
mind so focused on the environmental effort to market and advance the Initiative meeting, it hit me that the

10 | ASPIRE Spring 2024

Membership Council’s contribution to into managers, a second-tier program agendas and therefore our Body of
industry sustainability is not in any way will turn managers into executives. Knowledge would be unattainable.
associated with the raw environmental
data. Instead, the Membership Council
Currently, the program facilitator is
developing content and a curriculum
We must
has to double down on providing that, if approved for implementation never overlook the
resources focused on the incorporation
of people, cultures, perspectives, ideas,
by the LPCI Committee, could become
available in 2025.
development of our
and leaders into the industry. future leaders.
For 70 years, PCI has flourished on
Currently, the Membership Council’s the exchange of ideas, knowledge, From a broad, diverse pool of people
most readily available contribution to and experiences. W ith the data- will emerge those willing and skilled
the precast concrete industry is the based challenges our industry faces to lead. Not everyone is destined to be
Leadership PCI (LPCI) program. Recently with the implementation of EPDs a leader. But a good leader can come
resuscitated following pandemic impacts and environmental sustainability from anywhere and be anyone. As
and the retirement of its long-standing requirements, it is the people in our much as we crunch the EPD numbers
facilitator, LPCI is now flourishing with industry who will set us apart from and innovate safer and more eco-
many applicants, a new facilitator, and the other building-product industries. friendly materials for our production
an updated curriculum. Participants However, those people must come needs, we must also never overlook
are reporting positive results and from somewhere, and they will crave the development of our future leaders.
experiences while establishing industry a nurturing environment for their Our eyes must always be open to
connections within the cohort. The professional development. They must all identify people who show flashes of
program runs annually and lasts a full see a path toward professional growth, leadership and initiative, however
calendar year, starting at the annual PCI accomplishment, and advancement that brief or seemingly inconsequential,
Convention and ending at the following includes environmental stewardship. and we must mark those individuals
convention. Without such embedded opportunity, for leadership growth, mentorship, and
the goal of sustaining our life force of development. They are as much a part
Any PCI member can apply for this industry-committed people who will join of our Sustainability Initiative as our raw
merit-based program. If an individual is task groups and advance our committee materials.
selected, the return on the investment
for the employer is instantaneous.
Leadership training programs are
everywhere. What sets LPCI apart is
its direct connection to our industry.
Envisioned by PCI Titans (individuals
w h o h a v e p ro v i d e d e x c e p t i o n a l
contributions and outstanding
leadership and service in advancing
the precast, prestressed concrete
industry), LPCI is celebrating its 20th
year. It is contained within our industry
and steered by an LPCI alumni-
member committee. There simply isn’t
a better avenue to build a precast
concrete industry professional’s career
foundation. LPCI has an impressive
industry retention rate, and many who
participated in the first class of LPCI
now run member companies, chair
committees and councils, and serve on
the PCI Board of Directors and Executive
Committee.

A second contribution to professional

improvement for PCI members is
currently being developed by the LPCI
Committee. Leadership, like any other
skill, requires constant adaptation and
development. For some time, the LPCI
committee recognized an industry need
for a second-tier program. Whereas the
existing program turns young employees

ASPIRE Spring 2024 | 11

 PERSPECTIVE

Expansion of the
Buy America
Requirements
for Highway
Bridge Projects
by Dr. Timothy R. Wyatt, Esquire, Conner Gwyn Schenck PLLC

As covered in articles in the Fall 2020 Office of Management and Budget materials and products incorporated
and Fall 2022 issues of ASPIRE ® , a determined that “construction materials” into the project, with an upper bound
long-standing “Buy America” statute referenced in the BABA include products of $1 million for the cost of foreign-
codified at 23 U.S.C. §313 nominally consisting primarily of nonferrous metals, sourced construction materials on any
requires almost all steel, iron, and plastic and polymer-based products, project.
manufactured products used on projects glass, lumber, and drywall. Therefore,
funded (or assisted) by the Federal by differentiating between construction This new de minimis waiver for
Highway Administration (FHWA) to be materials and manufactured products, construction materials offers a great
produced in the United States. However, the BABA effectively provides that the deal of flexibility to project owners and
ever since Congress first enacted FHWA’s long-standing manufactured contractors, permitting a significant
the provision, FHWA has waived the products waiver does not apply to volume of construction materials
domestic content requirement for all products made primarily of wood, glass, of foreign or unknown origin to be
manufactured products other than steel plastic, or metals other than steel or incorporated into federally assisted
and iron. FHWA permanently adopted iron. To strictly comply with the BABA, highway projects. Certainly, the new
its manufactured products waiver in products made of such materials must BABA de minimis budget of 5% (or
1983, and at the same time provided a be produced in the United States to $1 million) for foreign construction
much more limited de minimis (that is, be incorporated into federally assisted materials compares favorably to the
almost insignificant) waiver for steel and projects. historic de minimis budget of 0.1%
iron, allowing foreign steel and iron to (or $2500) for foreign steel and iron.
be used on a federally assisted project In May 2022, the U.S. Department However, to take advantage of this
only where the cost does not exceed of Transportation issued a temporary new waiver, project participants must
0.1% of the contract price or $2500, general waiver for application of the undertake the administrative burden
whichever is greater. Accordingly, new BABA construction materials of separately tracking the cost of all
although almost all predominantly steel requirement. However, that waiver project materials and of all construction
and iron products on FHWA-funded expired in November 2022. The new materials incorporated into the project
projects must be manufactured entirely BABA requirement for construction that were not produced in the United
within the United States, in practice, materials now applies to all federally States.
there have historically been no such assisted transportation infrastructure
requirements for any other materials. contracts executed on or after March As originally proposed in November
10, 2023. 2022, the new de minimis waiver
That changed with the enactment of the would have also applied to steel and
Infrastructure Investment and Jobs Act In August 2023, FHWA provided some iron, not just the new category of
(IIJA) in November 2021. Under the new relief by issuing a new de minimis construction materials. However, in
“Build America, Buy America” (BABA) waiver for construction materials. Under the face of opposition, primarily from
provision of the IIJA, Congress provided this waiver, construction materials steel manufacturers and organized
that almost all steel, iron, manufactured produced outside of the United States labor, FHWA elected not to extend the
products, and construction materials may be incorporated into federally new waiver to steel and iron, deciding
used on federally assisted infrastructure assisted highway projects, provided instead to maintain its much more
projects must be produced in the United that the cost of such products does stringent 1983 de minimis waiver for
States. In April 2022, the White House not exceed 5% of the total cost of all steel and iron.

12 | ASPIRE Spring 2024

Also as originally proposed by FHWA of Columbia in December 2015, formally solicited public comments on
in November 2022, the new waiver FHWA has declined to issue formal whether the manufactured products
would have exempted some quantity guidance regarding the extent to which waiver should be discontinued or
of “miscellaneous minor components” miscellaneous steel and iron components modified. BABA expressly discouraged
of steel or iron products. As I wrote in such as nuts, bolts, washers, and the use of broad, general applicability
the Fall 2022 issue of ASPIRE, FHWA screws must have domestic content. waivers, such as the manufactured
has long struggled with how to address Consequently, it has been left to each product waiver. As of this writing,
“miscellaneous” steel and iron products FHWA Division to determine at the F H WA h a s re c e i v e d m o re t h a n
such as screws, nuts, bolts, and washers. project level whether a given product 7500 comments in response to the
FHWA has seemed unable to resolve is predominantly steel or iron, or else solicitation, with many in favor of
the discrepancy between its stringent covered by the manufactured products retaining the manufactured products
application of Buy America requirements waiver. waiver and many opposed. Although no
for steel and iron on the one hand and action has been taken to date, it seems
its waiver of Buy America requirements For concrete bridge projects, FHWA’s unlikely that the manufactured products
for manufactured products that often failure to issue definitive guidance waiver will continue in its current form.
contain a significant amount of steel and creates uncertainty regarding how Given FHWA’s issuance of the new
iron components on the other hand. the domestic content requirements de minimis waiver for construction
apply to steel reinforcement. BABA materials, a new de minimis waiver
In August 2023, in response to public confirms the long-standing FHWA for manufactured products could
opposition, including from steel practice that Buy America requirements likewise be forthcoming, allowing some
manufacturers and organized labor, do not apply to cement, sand, and foreign manufactured products to be
FHWA elected once again to not stone aggregate. However, as I wrote incorporated into federally assisted
issue the proposed waiver specifically in the Fall 2020 issue of ASPIRE, the highway projects, on the condition that
for miscellaneous steel and iron treatment of steel reinforcement has project participants actively track and
components. Instead, FHWA indicated long been the subject of controversy limit the use of such products.
that miscellaneous steel and iron and confusion. There is long-standing
components are likely covered by existing authority requiring steel reinforcement I n s u m m a r y, t h e B u y A m e r i c a
waivers (such as the new de minimis installed at the jobsite to be domestic requirements for highway and bridge
waiver for construction materials, the (subject to the stringent steel and iron projects continue to slowly but surely
long-standing de minimis waiver for requirement). However, a project- evolve in favor of expanded application
steel and iron, and the long-standing level FHWA Division determination to a broader range of materials. Relief
manufactured products waiver). that precast concrete products are in the form of de minimis waivers by
“manufactured products,” not FHWA enable projects to be constructed
This suggests that, notwithstanding the predominantly steel or iron, would with some foreign content but impose
requirement that almost all steel and c o n c e i v a b l y a l l o w f o re i g n s t e e l administrative burdens on FHWA
iron incorporated into federally assisted reinforcement in the precast concrete project owners and contractors to
highway projects be manufactured in to be incorporated into the project. track and limit foreign content. With
the United States, a significant amount the new BABA requirements, FHWA
of foreign steel and iron is undoubtedly In an April 2023 letter to FHWA, 1 project participants are now faced
being incorporated into such projects PCI and the National Precast with domestic content requirements
in the form of components of products Concrete Association asserted that not just for steel and iron but also
subject to the manufactured products precast concrete is a “manufactured for construction materials that
waiver. Following an adverse ruling by product” for purposes of Buy include other metals, wood, glass,
the U.S. District Court for the District America requirements. Although plastic, or polymers. FHWA project
the letter conspicuously omitted participants should expect the Buy
To see the latest updates or sign up
any mention of steel reinforcement America requirements (and associated
for email notifications about the Buy
within precast concrete, it implies administrative burden) to continue to
America Program, visit: https://www.
that precast concrete is subject to the expand to most other manufactured
fhwa.dot.gov/construction/cqit/buyam
manufactured products waiver, which products sooner rather than later.
.cfm Figure: iStock.
would conceivably allow the use of
foreign component materials (including Reference
steel reinforcement), as long as the 1. Precast/Prestressed Concrete Institute
precast concrete products are deemed and National Precast Concrete
by the local FHWA Division not to be Association. 2023. “Comment
“predominantly” steel or iron. regarding Docket No. FHWA-2022-
0027, Review of General Applicability
H o w e v e r, F H WA’s m a n u f a c t u re d Waiver of Buy America Requirements
products waiver may be short-lived. for Manufactured Products.” Posted
In March 2023, concurrent with its April 16, 2023. https://www.
adoption of the new de minimis waiver regulations.gov/comment/FHWA
for construction materials, FHWA -2022-0027-7222.

ASPIRE Spring 2024 | 13

 PERSPECTIVE

Building Bridges beyond

Structures: Fostering
Support and Encouragement
within Our Industry
by Nyssa Beach, Colorado Department of Transportation

As an engineer in the transportation work happen, our inherently people- with baby spit-up dripping down my
and structural engineering industry, I driven industry leaves a legacy beyond back. As we progress, it becomes our
have traveled through many challenging the structures we build, passing on responsibility to ensure the success of
and exciting projects on my career collective knowledge to the next future generations in this industry.
journey. When this path led to the first generation. I’ve found that mentorship
cast-in-place concrete segmental bridge is critical; it shapes the individuals who This responsibility felt more personal
for the state of New Mexico (see the currently lead our engineering industry for me as I made a recent career shift
Project article about U.S. Route 54 forward and those who will one day from the private to the public sector. I
over the Canadian River in the Winter become leaders. got to immerse myself in not just the
2021 issue of ASPIRE®), I eagerly joined “what” but the “why” of projects by
the design team and soaked up the “In order to be a mentor, and an stepping into a role with the Colorado
opportunity to learn all I could about effective one, one must care. You must Department of Transportation as a
concrete segmental bridge design. care,” Maya Angelou states in one of resident engineer. My job now involves
my favorite quotes. “Know what you leading a team and orchestrating the
In 2016, I attended my first American know and care about the person, care development of diverse infrastructure
Segmental Bridge Institute (ASBI) about what you know and care about projects in the Denver metro area.
conference and immersed myself into the person you’re sharing it with.” I represent my community from an
this specialized world of structural owner’s mentality on projects from the
design and construction. The first My mentors and supporters include the conceptual stage through design and
morning of the conference, I headed engineer just a year ahead of me at my construction, and with long-term asset
toward the convention center and asked first job who took me under her wing management. For me, the best part
for directions to ASBI. I was directed and pointed out which socks to wear of this role is connecting the collective
toward some signs, which led me to a during cold-weather bridge inspections, knowledge and skills of our industry to
meeting room. I stepped into the room the supervisor who helped me identify solve problems and help communities.
and was momentarily amazed at the and align key skills in myself that
incredible representation of women at I couldn’t see on my own, and even Making this career leap required
the ASBI conference—until I realized the coworker who kindly sympathized stepping outside of my comfort zone
that I had been directed to the ASBI when I came to work as a new mom of structural technical design and
spouses’ breakfast. I felt embarrassed
and flustered, but a group of extremely U.S. Route 54 over the Canadian River Bridge. Oil painting
kind women turned me around and on canvas by Nyssa Beach.
pointed me in the right direction. I
squared my shoulders and joined the
other conference attendees with the
thought that perhaps my involvement at
ASBI could make a difference.

Like many others, I’ve had my

moments of wondering if I belonged
in engineering. Ultimately, I’ve been
fortunate throughout my career to have
wonderful mentors and supporters
who have solidified my belief that I do
belong, and that our industry excels at
supporting people. Through the work
we do and the teams that make this

14 | ASPIRE Spring 2024

 Girl Scout Mobility Day in downtown how bridges are designed for loads
Denver, Colo. The event is a wonderful, (I’ve gotten the question: “So, would
chaotic, giggly, walking tour of urban a bear attack be a ‘load’?”), and
engineering, with civil engineers and challenging them to “think like a
planners serving as the girls’ guides bridge engineer,” I always share the
at each stop. The scouts learn to read following message: I think that being
a train schedule and ride the Denver a good engineer doesn’t necessarily
Regional Transportation District light- require figuring things out easily,
rail trains, and we visit a transit-oriented but it does involve not giving up on
development. They walk through blocks things that are hard and loving that
of the Denver Union Station in pairs for feeling of solving the problem. And
a blindfolded Americans with Disabilities if you look different, think differently,
Act activity, learn bike safety right next and have a different background than
to the green-painted bike lanes, and others around you—great! Engineers
scramble up to the platform of the can design and construct solutions to
Denver Millennium Bridge to “think like uplift our diverse world. We only do
a bridge engineer!” that truly well when our teams are as
diverse as the communities we serve.
With my many years of experience
designing, constructing, load-rating, and To me, it’s important to pass along this
maintaining bridges, I’m their guide to message. I’ve shared it while working on
all things bridges. I’ve done my “bridge STEM activities with the Girl Scouts, in
talk” for more than 12 years now: school classrooms, college classrooms,
while pregnant, with a baby strapped to with LBGTQ youth, and with minority
my back, pregnant and with a toddler and underrepresented organizations.
strapped on my back, with my kids I try to take this message with me to
toddling around between my legs, and, work every day and often tell it to my
Nyssa Beach and her daughters, Hannah
most recently, with my own two Girl inner voice that pushes back each time I
and Maddie Beach, during the Women’s
Scouts as part of the tour group. take a step forward in my career path. I
Transportation Seminar Colorado Girl
belong in engineering, and I want to do
Scout Mobility Day Tour 2023. Photo:
Before talking with the scouts about my part to both improve the community
Women’s Transportation Seminar
how many bridges there are in the around me and help this industry
Colorado.
United States (they’re always shocked become an encouraging and supportive
taking a leadership role within project that it’s more than 100), discussing field.
teams. The job involves managing all
Women’s Transportation Seminar Colorado Girl Scout Mobility Day Tour 2023 at the
facets of infrastructure—coordinating
Millennium Bridge in Denver. Photo: Women’s Transportation Seminar Colorado.
technical issues, stakeholders, and
community members—as well as
working with our maintenance teams,
construction staff, and the Federal
Highway Administration. At this stage
in my career, I felt confident in making
this leap not only because of my own
skills and experience but also from the
solid foundation of support that I have
within our industry. I hear time and
time again, “This is a small industry.”
I have benefited from my involvement
in professional organizations and the
relationships I have formed working on
projects, being part of teams, and sitting
on committees. While I may not always
know the answer, I know who to call,
where to find training, and where to
look to seek out different perspectives
that can challenge my viewpoint. I’m
well positioned to support others in this
industry.

Each year in the fall, I help with a

Women’s Transportation Seminar
 PROJECT

North Split Interchange

Reconstruction
Interstates 65 and 70 in Indianapolis

by C. Brian Slagle and Christine Lu, Janssen & Spaans Engineering

In downtown Indianapolis, Ind., system interchange, which also includes Many of the existing bridges and
Interstate 70 (I-70) and Interstate 65 seven local entrance and exit ramps. roadways in the North Split were
(I-65) merge and overlap for just over The North Split reconstruction project deteriorating and in need of repairs.
two miles. The northern terminus of was an investment to upgrade central Additionally, the existing interchange
this interstate concurrency, where the Indiana’s most congested interchange, configuration was inefficient and
routes separate into two independent improve safety, and showcase Indiana’s not designed for the current volume
roadways again, is locally known as the unique identity. The project’s largest of traffic. The Indiana Department
“North Split” and is part of the state’s flyover bridge (Bridge 34) displays the o f Tr a n s p o r t a t i o n ( I N D O T ) s a w
second busiest interchange. More than beauty of the Indianapolis skyline and the opportunity to improve safety
214,000 vehicles per day constantly demonstrates the thriving metropolitan and operations with a project
merge and weave throughout this image of Indiana’s capital city. that completely reconstructed the

North Split interchange where

Interstates 65 and 70 weave,
with Indianapolis, Ind., in the
background. Photo: Indiana
Department of Transportation.

INTERSTATE 65/INTERSTATE 70 NORTH SPLIT INTERCHANGE / INDIANAPOLIS,

profile INDIANA
BRIDGE DESIGN ENGINEER: Janssen & Spaans Engineering Inc., Indianapolis, Ind.
Other Consultants: Bridge design services: Butler, Fairman & Seufert, Indianapolis, Ind., and Ciorba Group, Chicago, Ill.
PRIME CONTRACTOR: Superior Construction Co. Inc., Portage, Ind.
CONCRETE SUPPLIER: Irving Materials Inc., Greenfield, Ind.
PRECASTER: Prestress Services Industries LLC, Decatur, Ind., and Mount Vernon, Ohio—a PCI-certified producer
POST-TENSIONING CONTRACTOR: DYWIDAG-Systems International USA Inc., Bolingbrook, Ill.

16 | ASPIRE Spring 2024

 and delayed substantial completion to
May 2023.

The design of the North Split

interchange reduced the footprint
from the original interchange. This
aspect of the design, along with the
commitment to not add any additional
lanes within the project limits, needed
approval from the residents and
stakeholders. The project demolished
32 existing bridges and replaced them
To provide a 16-ft 9-in. underpass clearance, an intermediate straddle bent was with 42 new bridges. Additionally, three
designed with precast, prestressed concrete beam ends built integral to the cast-in-place bridges received overlays and three
concrete, post-tensioned bent cap. Photo: Janssen & Spaans Engineering. others involved deck replacements with
superstructure widenings. In total, more
interchange for the first time since The post-bid start of this project
than 388 prestressed concrete girders
1976. coincided with the onset of the COVID-
were incorporated into the new bridges.
19 pandemic, and all parties quickly
The work also included upgrading the
To expedite delivery and ensure a cost- became familiar with the force majeure
existing pavement of the corridor to
effective project, INDOT decided to use contract clause. Remote work started,
continuously reinforced concrete
a design-build best-value procurement materials became scarce or unavailable,
pavement.
process. In October 2019, INDOT issued workers were in short supply, and
the final request for proposals to three everyone soon realized it would not
short-listed, prequalified design-build be possible to meet the substantial
Bridges that Will Last
Considering the importance of this
teams. During the proposal period, completion date of November 2022. In
interchange, its location in downtown
INDOT encouraged project innovation total, the pandemic added more than
Indianapolis, and the high volume of
by allowing teams to submit alternative $90 million to the construction costs
vehicles per day, INDOT wanted the
technical concepts (ATCs). Each team
could submit confidential ATCs to solicit
feedback and acceptance from INDOT.
Approved ATCs were permitted to be
incorporated into the teams’ proposed
designs and priced accordingly.

INDOT evaluated the proposals on

a 100-point best-value scale. The cost
represented 65 points of the total score,
and the technical proposal represented
35 points of the total score. The
technical proposal score was based on
the proposer’s schedule, design, and
project management plan. On March
10, 2020, all three teams submitted their
proposals. The proposal with the highest Bridge 34 under construction. On a portion of Bridge 34, a
score offered the design and construction section of curved alignment is accomplished by kinking the beam
of the project for approximately layout at the supports, which include architecturally enhanced columns
$316 million. and hammerhead bent caps. Photo: Janssen & Spaans Engineering.

INDIANA DEPARTMENT OF TRANSPORTATION, OWNER

OTHER MATERIAL SUPPLIERS: Bearings: D. S. Brown, North Baltimore, Ohio; formwork: PERI Formwork Systems Inc., Indianapolis, Ind.; stay-in-
place deck forms: L. B. Foster, Pittsburgh, Pa.
BRIDGE DESCRIPTION: 42 new bridges, 3 deck replacements with widenings, and 3 bridge deck overlays; Bridge 34 is a nine-span bridge with
a total structure length of 1236 ft and span lengths that vary from 98 to 164 ft; Bridge 17 has two 176.5-ft precast, prestressed concrete spans at a
74-degree skew supported by an intermediate straddle bent
STRUCTURAL COMPONENTS: 388 prestressed concrete bulb-tee girders—including 72-in.-deep beams for Bridge 34 and 84-in.-deep beams for
Bridge 17; 9 million lb of structural reinforcement; 34,000 yd3 of concrete; and one cast-in-place concrete, post-tensioned straddle bent

ASPIRE Spring 2024 | 17

 reconstruction project with its extended
closures to occur only once, and not to
have to touch the interchange again for
many years. To meet this goal, INDOT
incorporated technical provisions in the
contract documents that would lead to
the construction of durable, long-lasting
bridges using elements that extend the
design life of components and minimize
maintenance cycles.

In all bridges, the deck is the first line

of defense against deterioration caused
by traffic and the elements. INDOT’s
A component of the project’s aesthetics and enhancements implementation plan is the
response to this issue included a two-
placement of precast concrete corner monuments ranging from 22 to 38 ft in height.
pronged approach to the material
Here, a decorative monument is located adjacent to mechanically stabilized earth
selection for the decks. All new decks
abutment walls. Photo: Janssen & Spaans Engineering.
were specified to be a minimum 7.5-in.-
thick alternate Class C concrete plus in the mixture and including a water- the approach slab. Semi-integral end
a 1.5-in.-thick, very-early-strength reducing admixture with the amount of bents were used if the criteria for
latex-modified concrete overlay. The water adjusted accordingly. To reinforce integral could not be met due to the
alternate Class C concrete was designed the decks, stainless steel reinforcing combination of skew and expansion
to improve bond strength, compressive bars were required. The stainless length of the unit. Semi-integral bents
strength, and abrasion resistance when steel reinforcing bar requirement also require the use of an expansion bearing.
compared with the normal Class C extended to the integral diaphragms For this project, INDOT implemented a
concrete. These improvements were at the end bents, intermediate pier new semi-integral detail that provides
accomplished by adding either 3% silica diaphragms, and approach slab tie bars a seat where temporary jacks can be
fume by weight of cementitious material extending into the deck. placed, which will make it easier to
to the mixture or by substituting 30% replace bearings in the future.
ground granulated blast-furnace slag Typically, INDOT limits the maximum
based on the required cement content design 28-day concrete strength to Bridge 34
8000 psi for prestressed concrete The largest bridge on the project was
The North Split Project map. Figure:
beam design. For this project, INDOT the I-65 southbound ramp to the I-70
Indiana Department of Transportation.
developed a special provision for precast, eastbound structure, otherwise known
prestressed high-strength concrete as Bridge 34. This is a nine-span bridge
components that permitted a maximum crossing over a local street and five
design 28-day strength of 10,000 psi other ramps. The total structure length
and allowed a transfer strength of up to is 1236 ft traversing an alignment that
8000 psi. All reinforcing bars protruding starts in a tangent and transitions to a
from the beams into the deck were horizontal curve. The span lengths on
epoxy coated, and the bars completely this bridge vary from 98 to 164 ft, and
contained in the beams were plain the bridge varies in width from 63 ft to
reinforcing steel. All steel embed plates 67 ft 2 in.
and steel diaphragms were Grade 50
and galvanized. The superstructure consists of seven
lines of BT 72 × 49 beams—prestressed
Deck joints are typically another concrete bulb-tee beams that are 6 ft
high-maintenance item, and INDOT tall, with a bottom flange width of 3 ft
therefore specified that they would 4 in. and a top flange width of 4 ft 1 in.
be eliminated at all end bents on this The beams have up to sixty-five 0.6-in.-
project. If thermal movements could diameter prestressing strands and include
not be otherwise accommodated, both harped and debonded strands.
deck joints were permitted but they The maximum design concrete strength
had to be placed as close to a vertical of 10,000 psi was used to take full
curve high point as possible. To advantage of the high-strength concrete.
accommodate thermal movements at The heaviest Bridge 34 beam weighed
the end bents, INDOT specified the use approximately 202,200 lb.
of integral or semi-integral end bents.
Both types of end bents eliminate the The beams were designed as simple spans
joint and allow thermal movements for all loads placed before the deck has
to be accommodated at the end of cured. The design considered the beam

18 | ASPIRE Spring 2024

Aerial view of the North Split Project north of downtown Indianapolis, Ind., where Interstates 70 and 65, including local access and exit
ramps, intermingle. Photo: Indiana Department of Transportation.

continuous for all live loads and dead beams were not only built to support at the base of the bridges at the local
loads placed on the composite deck. final service loads but also detailed and street crossings. The monuments range
The beams were made continuous with built for safe transport and erection. The in height from 22 to 38 ft. They were
protruding strands in the concrete closure beams included temporary top strands to precast off site and erected adjacent
pours between the ends and negative- resist handling and shipping loadings. to the interfaces of the end bents and
moment reinforcement in the deck. To mechanically stabilized earth walls. The
accommodate the portions of curved Given the limited vertical clearances cast-in-place concrete footings were
alignment, the beam layout was kinked at under the bridge, the intermediate designed to support each monument’s
the intermediate pier support points. straddle bent was designed as a 9 weight, with an anchor connection
× 9 ft cast-in-place concrete, post- between the bridge end bent and
The piers supporting the beams used tensioned bent cap with precast, the monument designed to resist the
63-ft-long, variable-depth (8- to 12-ft prestressed concrete beam ends monument’s lateral load.
tall) hammerhead caps supported by from the adjacent spans built integral
architecturally shaped columns. The pier to the cap. The cap spans 75 ft from The piers and walls (including
heights range from 36 to 61 ft, with center of bearing to center of bearing, mechanically stabilized earth walls
the two tallest piers supporting a span is supported by two 10-ft 4-in. × 8-ft and sound barriers) within the project
over two levels of traffic. The piers are 4-in. architecturally shaped columns, were detailed in accordance with the
geometrically complex due to the curved and provides a 16-ft 9-in. underpass project’s aesthetics and enhancements
alignment and architectural features. A clearance. Limited clearance under the implementation plan. The design features
custom, prefabricated formwork system beam ends embedded in the integral fluting of pier columns, trapezoidal-
was used for the columns and massive cap was a challenge in designing the shaped pier caps, granite-emulating
hammerhead pier caps to increase the post-tensioning system. The 1.13 million- formliners, and various lighting
safety and efficiency of the construction. lb bent cap supporting the 45-ft-wide enhancements. The plan also detailed
bridge contained 14 post-tensioned the project’s color scheme, surfacing
Bridge 17 tendons, with each tendon containing details, and landscaping details.
The bridge with the longest span in the nineteen 0.6-in.-diameter strands. The
project was the I-65 northbound bridge bent cap concrete design strength was Conclusion
over the I-70 eastbound entrance ramp, 6000 psi. The beams were independently On May 1, 2023, all lanes and
known as Bridge 17. This bridge spans supported by falsework towers to movements on the project were open
the underpass ramp at a 74-degree provide stability while the integral cap to traffic. The project continues to wind
skew resulting in two 176.5-ft precast, was constructed. down with the completion of aesthetic
prestressed concrete spans supported by enhancements and landscaping.
a massive intermediate straddle bent. Aesthetics All stakeholders can now enjoy this
In addition to improving the overall traffic upgraded interchange that removed
The 176.5-ft spans consist of six 84-in.- connectivity and flow of the interchange, bottlenecks and improved traffic flow,
tall precast, prestressed concrete beams. the North Split project aimed to integrate which was accomplished without
These are currently the longest and the new infrastructure into surrounding added travel lanes by the elimination of
heaviest individual prestressed concrete neighborhoods by incorporating problematic weaves.
beams that have been used in Indiana, various architectural and landscaping ____________
with lengths varyng from 175 to 178.5 enhancements.
C. Brian Slagle is vice president and
ft, and weights up to 234,900 lb. A high One of the main architectural features
Christine M. Lu is senior project manager
level of attention to detail and extensive of the project is the corner precast with Janssen & Spaans Engineering in
analysis were needed to ensure that the concrete decorative monuments located Indianapolis, Ind.

ASPIRE Spring 2024 | 19

 PROJECT

West Sammamish River Bridge

City of Kenmore, Washington

by Kevin S. Kim and Hana D’Acci, Jacobs, and John Vicente, City of Kenmore

In August 2022, the city of Kenmore, During a routine inspection in 2013, northbound traffic, remains in place
Wash., celebrated the opening of a crews discovered cracks in the bridge’s because it did not exhibit the same
new bridge to replace the structurally concrete box girder, as well as scour deterioration as the much older
vulnerable southbound bridge carrying concerns around the timber cofferdams southbound structure.
68th Avenue NE over the Sammamish surrounding the in-water bridge piers.
River. Located at the north end of Lake The City of Kenmore hired a consultant The new West Sammamish River Bridge
Washington, West Sammamish River engineer to investigate these issues is a 600-ft-long, five-span structure
Bridge is a major arterial, carrying and, later, to lead replacement efforts with precast, prestressed concrete tub
about 20,000 vehicles per day. The for the aging bridge. The parallel East girders and an 8-in.-thick minimum
original bridge was built in 1938 with Sammamish River bridge, which cast-in-place concrete deck. The typical
cast-in-place concrete box girders. was built in the 1960s and carries bridge section carries two 10-ft-wide
lanes of southbound traffic and a
Aerial view of the construction site showing the precast, prestressed concrete tub girder
16-ft-wide multiuse path for bicyclists
erection. Photo: City of Kenmore.
and pedestrians. The superstructure is
supported by 5 × 4 ft, rectangular cast-
in-place columns on 8-ft-diameter drilled
shafts. The bridge is enhanced by an
approximately 11-ft-wide, 32-ft-long,
semi-oval overlook supported by a
concrete cantilevered crossbeam at
pier 3. Other improvements include a
concrete bench on the overlook with
a series of historical oars serving as
both public art and separation from the
multiuse path, architectural railings, LED
lighting, and new landscaping along the
corridor.

Key Project Challenges

Replacing the bridge at its original
location posed many challenges,
including a limited construction staging
area, a brief window for in-water
construction, and a need to maintain
two lanes of traffic in each direction
throughout construction. During
preliminary design, the team developed a

profile WEST SAMMAMISH RIVER BRIDGE / KENMORE, WASHINGTON

BRIDGE DESIGN ENGINEER: Jacobs, Bellevue, Wash.
PRIME CONTRACTOR: Ceccanti Inc., Tacoma, Wash.
CONCRETE SUPPLIER: CalPortland, Kenmore, Wash.
PRECASTER: Concrete Technology Corporation, Tacoma, Wash. —a PCI-certified producer
OTHER MATERIAL SUPPLIERS: Seismic isolation bearings and elastomeric bearings: D. S. Brown, North Baltimore,
Ohio; geofoam blocks: FMI-EPS LLC, Post Falls, Idaho; ClearCast forms: TrueTech Bridge, Raleigh, N.C.

20 | ASPIRE Spring 2024

detailed plan to address those challenges environmental permitting process.
as part of the biological assessment. The Challenges associated with the
schedule included staged demolition and project included accommodating
construction sequences that allowed endangered aquatic species and
two lanes of traffic to be maintained in adjacent recreational facilities.
each direction throughout construction. The team coordinated with 20
Additionally, the team proposed building state and federal agencies to
a temporary trestle during the limited obtain 18 permits and approvals—
window for in-water work on the nearly every permit possible in
downstream side of the existing bridge. Washington. There were also
Some of the notable project challenges strict in-water work requirements,
included the following. including no more than 45 days
of work each year in July and
• Protecting the environment August. The environmental team
during the project. Environmental collaborated with the contractor to
In two cases, removal of the existing
stewardship was an important support an aggressive three-year
concrete foundation required that
priority for the city as the team construction schedule, ensuring
sections be cut in half. Photo: City of
undertook this project. Planning, environmental compliance while
Kenmore.
permitting, and constructing the k e e p i n g t h e p ro j e c t m o v i n g
new bridge presented numerous forward. In addition to serving as a vital
challenges to the environmental transportation route for people
team. Because the cracks noted • Minimizing public traveling to and through the area,
i n t he c onc re t e g i rd e rs a n d inconvenience during the bridge is surrounded by popular
settlement of the existing bridge construction and protecting recreation attractions such as a
indicated a need for prompt action, lives and property. Kenmore is boat launching park, recreational
the team set out to expedite the an active and vibrant community. boating on the Sammamish River,
Rhododendron Park, Burke-Gilman
Trail, and Inglewood Golf Course.
Traffic was a frequent concern
among community members.
The original plan was to maintain
two lanes of southbound traffic
at all times by constructing the
bridge in stages. However, when
construction began in 2020, the
traffic volume dropped significantly
because of the COVID-19
pandemic. As a result, the city
allowed the West Sammamish
River bridge to be constructed
under full closure while one lane
of traffic was maintained in each
direction on the East Sammamish
River Bridge. With the full
closure of the West Sammamish
Bridge, the contractor was able
Before the deck is placed, the formwork is supported by the precast, prestressed to expedite construction within
concrete tub girders. The tub-girder shape is visually compatible with the existing two in-water seasons instead of
northbound box-girder bridge. Photo: Jacobs. three. The design team provided

CITY OF KENMORE, OWNER

BRIDGE DESCRIPTION: 600-ft-long, 45-ft-wide, five-span bridge over the Sammamish River located at the north end of Lake Washington in the
Seattle, Wash., area. The bridge carries about 20,000 vehicles per day and provides access to a major regional trail system, Burke-Gilman Trail, for bicyclists
and pedestrians with a 16-ft-wide multiuse path.
STRUCTURAL COMPONENTS: Twenty WSDOT UF60G5 precast, prestressed concrete tub girders, 110 to 140 ft long, supported on seismic isolation
bearings, 8-in.-thick cast-in-place concrete deck, cast-in-place concrete pier caps, 5 × 4 ft rectangular concrete columns, and 8-ft-diameter drilled shafts
BRIDGE CONSTRUCTION COST: Approximately $20 million ($650/ft2)
AWARD: 2023 American Council of Engineering Companies Washington Design Excellence Award for Complexity

ASPIRE Spring 2024 | 21

 consistent, detailed information
about closures and other impacts
in advance, using newsletters,
postcards, and email updates,
in addition to website and social
media posts. Pedestrians and
bicyclists also rely on the bridge,
and a popular boat launch in the
river was temporarily affected.
The design consultant worked
with the city and community to
understand the needs of all users
and then proactively worked with
local contractors to incorporate
strategies into the plan set for
advancing necessary work while
minimizing disruptions.
Installing one of the precast, prestressed concrete tub girders. The typical girder is 110 ft
long and weighs 165 kip. Photo: Jacobs.
• Removing existing bridge
foundations. As-built plans of the exposed, divers threaded lifting four foundations weighed between
original 1938 bridge were a close cables underneath the foundation 140,000 and 200,000 lb each. Two
match for what was discovered sections. While the cables were of the foundations were so heavy
in the field, but removing the suspended from a crane, the divers that they exceeded the capacity
structures proved to be extremely used underwater chainsaws to of the cranes and could not be
difficult. A local specialty contractor cut the existing pilings. When the lifted without first being cut in half
p u m p e d t h e s e d i m e n t f ro m pilings were all cut, the crane lifted vertically. The contractor worked
below the concrete foundations the existing concrete foundation out extended hours during the in-water
and exposed the supporting of the river, which was dangerous work window to complete the
timber piles. Once the piles were and time-consuming work. The foundation removal.
The bridge typical section. The structure carries two 10-ft-wide lanes of southbound traffic and a 16-ft-wide multiuse path for bicyclists
and pedestrians. Figure: Jacobs.

22 | ASPIRE Spring 2024

 Revolutionizing
bridge safety
Seismic solutions

At the roadway approaches, geofoam

blocks are placed over traditional gravel
materials to mitigate settlement of the
highly compressible peat layers. Photo:
City of Kenmore.

STRUCTURAL TECHNOLOGIES is the exclusive

manufacturer of VSL post-tensioning and stay cable
products and construction systems in the United States.

Accelerated Bridge River Bridge structure would be

Construction visually compatible with the existing
Because in-water work had to be bridge, the team decided to use
completed during a narrow window precast concrete “tub-shaped”
while traffic was maintained on the girders (WSDOT UF60G5) and the
busy corridor, the team applied the same span arrangement as the
following accelerated bridge construction remaining northbound bridge. As
techniques to expedite construction. such, two girder lengths were used
on the project; span 2 had a girder
Seismic isolation bearings—rubber • Precast concrete girders length of 140 ft with a weight of
bearings with lead cores —reduce the compatible with the existing 210 kip, and the other four spans
seismic demand on the concrete columns structure. The northbound East had 110-ft-long girders weighing
and foundation. Great blue herons are Sammamish River Bridge is a five- 165 kip. This aspect of the design
featured on the pier columns because the span cast-in-place concrete box- not only expedited construction
Sammamish River is a major habitat for girder bridge. To ensure that the but also minimized impacts on
the species. Photo: Jacobs. new southbound West Sammamish environmentally sensitive areas.
• Stay-in-place forms for bridge
deck construction. To expedite
The completed bridge’s multiuse path and gathering overlook. Photo: Jacobs.
construction and minimize traffic
disruptions, the design team used
a transparent, acrylic stay-in-place
form to construct the cast-in-place
bridge deck. This type of form is
not widely used in Washington
state due to its higher material
cost but was a good choice in
this instance because it saved
construction time and reduced
the effort needed to set up and
strip temporary formwork. This
approach also provided safety
benefits for construction workers.
The transparent material allows for

ASPIRE Spring 2024 | 23

 is a massive concrete shape that appears to be an
extension of the similarly massive pier cap.

Finally, the nine vertical “oars” of the monument

on the multiuse path provide a vertical element
Simpler is often better. The West Sammamish building the bridge simpler still. All this simplicity that further delineates the position and impor-
River Bridge is a great example of this principle. paid off when the COVID-19 pandemic erupted. tance of the overlook. The lightweight and simply
There, keeping things simple was a necessity, patterned pedestrian railing offers a transparent
not a choice. The project faced major traffic The memorable aspect of this bridge is what the horizontal feature that doesn’t compete with the
maintenance and environmental constraints, and designer did with these simple elements. The key visual prominence of the overlook or interfere with
simplicity made it easier to deal with them. The details are at the overlook at the midriver pier. travelers’ views from the bridge.
parallel East Sammamish River Bridge provided a Look at the ends of the pier cap: they are slanted
helpful model of a concrete box-girder bridge from at the same angle as the box girder webs. There Overall, the new bridge offers an attractive back-
which to start, and the availability of standard pre- was no need to insert a different angle. In addi- ground and setting for the popular recreational
cast concrete box girders (WSDOT UF60G5) made tion, the concrete bracket supporting the overlook attractions surrounding it.

future inspection of the bottom of achieve that goal, the latest technology of a global pandemic. Despite the initial
the bridge deck as required by the was used to account for climate change, pandemic shutdown, followed by a
Washington State Department of seismic conditions, and the day-to-day lengthy concrete delivery drivers’ strike
Transportation. needs of the structure over the long in the area, the design team was able to
term. Given the earthquake risks at revise the construction sequences, and
• Geofoam blocks to mitigate the bridge location, seismic resiliency make other changes that enabled the
settlement. The bridge corridor is was an important component of the project to meet the original construction
underlain by highly compressible work. To accommodate seismic design completion date of fall 2022..
peat layers, which are prone to requirements for a 1000-year design
settlement. To mitigate long- seismic event and to reduce the seismic The City of Kenmore wanted more
term settlement due to new demand on the concrete columns and than just a bridge. They wanted
roadway approaches at each end drilled shafts, the design team used transportation solutions for all modes,
of the bridge, the design team seismic isolation bearings to support and a better overall experience for users
recommended using geofoam the bridge superstructure. Although of this heavily traveled corridor. The result
blocks for the roadway subgrade seismic isolation bearings are typically was a successful project that replaced
instead of gravel. The geofoam used on complex structures or seismically a vital piece of the city’s infrastructure,
blocks are extremely lightweight vulnerable older bridges, the design giving the community an improved
but structurally adequate to team specified them for this structure experience as they travel through the
support the roadway without because they are suited for the presence area. The community and the team
inducing any long-term settlement of liquefiable soil layers, which would were excited to celebrate the bridge’s
along the corridor. Use of geofoam cause lateral spreading, and for short on-time completion at a ribbon-cutting
blocks over the traditional gravel column heights that could not withstand celebration in August 2022.
materials substantially shortened the seismic displacement demands. A ____________
the construction duration. rubber bearing with a lead core was
Kevin S. Kim is vice president, northwest
selected for its cost effectiveness and
region bridge and structures lead,
Seismic Resiliency ease of installation.
and project manager and Hana D’Acci
The previous bridge lasted more than 80
is bridge design lead with Jacobs
years, and the city wants the new bridge Conclusion in Bellevue, Wash. John Vicente is city
to serve the public for decades to come, The team anticipated certain challenges
engineer for the City of Kenmore, Wash.
with a minimum 75-year service life. To but could not have anticipated the onset
Nine vertical “oars” at the overlook on the West Sammamish River Bridge multiuse path delineate its position and importance
Photo: Jacobs.
Picture Two Bridges
in Your Mind’s Eye
Were they the Brooklyn Bridge and the Golden Gate Bridge? Most people
can picture those two with just a mention of their names. Plus, each of us
has our own mental file of bridges, many quite modest, that are familiar
features of our hometowns or local landscapes. We have these mental images
because those bridges have meaningfully engaged our thoughts, emotions,
intuitions, and/or desires, just as great paintings and sculptures do.
Fred Gottemoeller, the aesthetics commentator for ASPIRE, has developed a
new website that identifies memorable works of bridge art, many of which
have been featured in ASPIRE. The site demonstrates how these works affect
us and why they are so memorable. The site also shows designers how
they can make their own bridges succeed as works of art. Finally, it shows
community advocates how they can collaborate with designers to make
great works of bridge art for their local roads, highways, and waterways.
The website’s goal is to improve the aesthetic quality of the bridges built in
the coming years, for the benefit of this generation and beyond.
Gottemoeller is considered America’s most distinguished expert on bridge
aesthetics. He has contributed to the design of more than 35 bridges and
bridge proposals. Among them are crossings of the Colorado, Mississippi,
Missouri, Niagara, Ohio, and Potomac Rivers.
Check out the site at www.Bridges.art.
 CONCRETE BRIDGE TECHNOLOGY

Electrical Resistivity—Its
Role in Concrete Durability
and Quality Control
by W. Jason Weiss, and O. Burkan Isgor, Oregon State University, and K. Siva Teja Chopperla, Indian Institute of Technology

Concrete bridge components play a The use of supplementary cementitious of chloride-containing salt and how to
vital role in the development of long- materials (SCMs) such as fly ash, silica specify these materials. The rapid chloride
lasting, durable bridges. The concrete fume, natural pozzolans, or slag generally permeability test (RCPT) is commonly
used in precas t and cas t-in-place does not reduce the overall porosity used to quantify the resistance of a
concrete components helps protect significantly; however, it can refine the pore material to salt (chloride ingress).4,5 It
the reinforcement from the elements, structure to reduce pore connectivity.1–3 requires making cylinders, cutting them
especially chloride-containing deicing/anti- As a result, the use of SCMs generally at the testing age, conditioning them by
icing salts and saltwater. Concrete that is increases concrete resistance to fluid and vacuum saturation, and exposing them
the most resistant to the ingress of salt salt ingress. to an electrical current for 6 hours. This
from the environment has low porosity test is destructive, and, like all testing,
(for example, a low water-cement ratio Questions exist about how to determine it has associated costs and reported
[w/c]) and low pore interconnectivity. 1 the resistance of a material to the ingress errors, which, for this test method, are
particularly associated with the use of
Figure 1. Test geometries used to measure the electrical resistivity of concrete. Figure: electric potential.6–8 The RCPT provides
Oregon State University, adapted from Spragg et al. (2013).10 an indication of the electrical conductivity
of the tested specimen, rather than its
ionic transport properties. Salt-ponding
tests can also be used, but these tests are
destructive, time consuming, and costly,
and they only correspond to one type of
salt and salt concentration under ponding
conditions.9,10

An alternative measure of transport—

part of the American Association of State
Highway and Transportation Officials’
(AASHTO’s) publication R 101 11 —
measures the electrical resistivity of
concrete using bulk resistivity (AASHTO
T402-23),12 surface resistivity (AASHTO
T358-22), 13 or embedded electrodes
(Fig. 1). Measuring electrical resistivity
Figure 2. Verification device used to train users and evaluate the bias of commercial is a nondestructive test, which means
testing devices. Photo: Oregon State University. it can be repeated over time to gauge
property development. While the sample
does need time to cure and condition, the
resistivity testing itself is relatively rapid
and should therefore have lower costs
than other methods.

Several recent efforts have been made

to quantify the accuracy of resistivity
testing. For example, a verification
cylinder (Fig. 2) was created using
resistors and capacitors that were
capable of simulating concrete with a
high and low performance according to

26 | ASPIRE Spring 2024

 Table 1. Single-operator and multilaboratory coefficients of variation for various conditioning methods
Conditioning method
Testing description Testing standard Simulated pore
Sealed Lime solution
solution
AASHTO T358: Surface resistivity13 6.3* 3.8* 5.8
Single operator
AASHTO T402: Bulk resistivity 12
3.3 3.4 2.2*
AASHTO T358: Surface resistivity13 14.1* 11.0* 10.9
Multilaboratory
AASHTO T402: Bulk resistivity 12
13.0 11.3 9.5*
Conditioning procedure not specified by AASHTO standard.
*

ASTM C12024 (RCPT of approximately by the same operator. These data can and the production variation (on the x
100 to 1000 C and more than 4000 C, be ver y useful for quality-control axis). To achieve the target resistivity
respectively). 14 The verification device operations as they help establish the for a material with 95% confidence
has two uses. First, it can be used for level of variability that can be expected considering no production variation,
training new users and evaluating their from the test before the variability of the material should be designed with a
ability to perform the test correctly. the material processing is considered. mean that is 1.055 times the target value
Second, it can be used to evaluate the Variations equal to or less than the (1.65 × σTotal). Similarly, if a material
bias (a measure of how far the measured single-operator variation are expected, has a production variation of 5%, 10%,
value is from a true or known value) and no changes in process should be 15%, or 20%, the mean value should
of various commercial testing devices. needed. Table 1 shows the single-operator be designed such that it is 1.10, 1.16,
The results have a bias of 2.4% or variations for the bulk and surface tests 1.25, or 1.30 times the target value,
less. Table 1 provides the measured for three sample conditions. The total respectively.
single-operator and multilaboratory variation σ Total of a measured sample
coefficients of variation for the testing.14 collected during a construction project is The multilaboratory testing represents
The conditioning method alters the ionic the square root of the sum of the squares the acceptable variability when two tests
strength of the pore solution in the of the intrinsic material variability sM, are performed by different operators with
concrete, and it is important to know the the sampling variability s S, the testing different equipment (both the testing
ionic strength as it can be used along with variability s T , and the produc tion device and, more importantly, the curing
the resistivity to determine the formation variability sP. The the precision reported and conditioning methods). This type of
factor,15 a fundamental measure of the by the testing standard accounts for the testing would be used to compare two
pore structure that can be determined first three sources of variability, whereas different laboratories—for example, the
with the measured resis tivity and the production variability is related to producer performing quality-control and
information about the pore solution. how precisely the contractor can control the owner performing quality-assurance
the concrete constituent materials, testing, assuming these tests are done
Single-operator precision testing is mixing process, and placement. Figure 3 independently. The variation in testing
performed to quantify the acceptable illustrates the relationship between devices is relatively low (generally, a
variability when two tests are performed the measured variation (on the y axis) coefficient of variation of less than 2%);

Figure 3. An illustration of the role of testing, production, and total variation, and how production variation and testing variation can
affect the relative resistivity design target. Figure: Oregon State University.

ASPIRE Spring 2024 | 27

 Test Method for Electrical Indication
of Concrete’s Ability to Resist
Chloride Ion Penetration . ASTM
C1202-19. West Conshohocken, PA:
ASTM International.
5. American Association of State
Highway and Transportation Officials
(AASHTO). 2021. Standard Method
of Test for Electrical Indication of
Concrete’s Ability to Resist Chloride
Ion Penetration . AASHTO T277.
Washington, DC: AASHTO.
6. Julio-Betancour t, G. A., and R.
D. Hooton. 2004. “Study of the
Joule Effect on Rapid Chloride
Permeability Values and Evaluation
of Related Electrical Properties of
Concretes.” Cement and Concrete
Research 34 (6): 1007–1015.
7. Shane, J., C. Aldea, N. Bouxsein,
T. Mason, H. Jennings, and S.
Figure 4. Predicted relative resistivity development for concretes with varying water-
Shah. 1999. “Microstructural and
cement ratios. Figure: Oregon State University.
Pore Solution Changes Induced by
Table 1 shows the conditioning of samples control. Furthermore, resistivity can the Rapid Chloride Permeability
and inherent material variation. be extended to service-life predictions, Te s t M e a s u r e d b y I m p e d a n c e
which can be beneficial in quantifying Spectroscopy.” Concrete Science and
One benefit of using resistivity is the the long-term performance of concrete Engineering 1 (2): 110–119.
ability to track the development as materials.25 8. Rupnow, T., and P. Icenogle. 2011.
a function of time. Figure 4 estimates Evaluation of Surface Resistivity
the relative resistivity development over Acknowledgments Measurements as an Alternative
time using thermodynamically based The authors acknowledge funding from to the Rapid Chloride permeability
theoretical calculations for concretes the Federal Highway Administration Test for Quality Assurance and
with various w/c.16–20 Two things become and the National Concrete Pavement Acceptance . FHWA/LA.11/479.
evident. First, the concretes with lower Technology Center at Iowa State B a t o n R o u g e, L A : L o u i s i a n a
w / c have a higher resistivity. Second, University for the resistivity precision Depar tment of Transpor tation.
and maybe more subtle, when specific and bias study. The authors thank all the https://www.ltrc.lsu.edu/pdf/2011
resistivity values are required to meet a interlaboratory study participants and /fr_479.pdf.
specification, they can be monitored over members who helped with the preparation 9. ASTM International. 2022. Standard
time and “deemed to satisfy” before a of the concrete and samples for the Te s t M e t h o d fo r D e t ermining
specific age. This monitoring also has the precision and bias study. the Apparent Chloride Diffusion
potential to be used as an early indication Coefficient of Cementitious Mixtures
of long-term compliance. References by Bulk Diffusion . ASTM C1556-
1. Mehta, P. K., and P. J. M. Monteiro. 22. West Conshohocken, PA: ASTM
While there are many benefits of resistivity 2006. Concrete: Microstructure, International.
testing, new users of the test should be Properties, and Materials . 3rd ed. 10. Spragg, R., C. Villani, K. Snyder, D.
aware that—unlike more classical tests New York, NY: McGraw-Hill. Bentz, J. W. Bullard, and J. Weiss.
such as strength—it may be impacted by 2. Yuvaraj, D., and M. Santhanam. 2013. “Fac tors that Influence
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of concrete can be measured easily Scrivener and A. Favier, eds. RILEM fo r D e v e l o p i n g Pe r fo r m a n c e
and provides useful information for Bookseries, vol. 10. Dordrecht, Engineered Concrete Pavement
quality control and quality assurance Germany: Springer. Mixtures . R 101. Washington, DC:
in concrete materials. Resistivity is a 3. Lothenbach, B., K. Scrivener, and R. AASHTO.
rapid, relatively low-cost, nondestructive D. Hooton. 2011. “Supplementary 12. AASHTO. 2023. Standard Method
test method to assess resistance to fluid Cementitious Materials.” Cement and of Test for Electrical Resistivity
and ion transport. This article outlines Concrete Research 41 (12): 1244– of a Concrete Cylinder Tested in a
aspects of testing variation and indicates 1256. Uniaxial Resistance Test. T402-23.
how they could be used for quality 4. ASTM International. 2019. Standard Washington, DC: AASHTO.

28 | ASPIRE Spring 2024

13. AASHTO. 2022. Standard Method of the Pore Structure of Hydrating Steel Fibre-Reinforced Concrete—
Test for Surface Resistivity Indication Cement Phases through a Synergistic Influencing Parameters.” Materials
of Concrete’s Ability to Resist Us e of the Power s-Brownyard 14 (12): 3408. https://doi
Chloride Ion Penetration. T358-22. Model, Hydration Kinetics, and .org/10.3390/ma14123408.
Washington, DC: AASHTO. Th ermod y namic Calc ulations .” 23. Savas, B. Z. 1999. “Effec t of
14. Chopperla, K. S. T., L. A. de Siqueria Advances in Civil Engineering Microstructure on Durability of
Neto, O. B. Isgor, and W. J. Weiss. Materials 6 (1): 1–16. Concrete.” PhD diss., North Carolina
2024. “Interlaboratory Study to 19. Glosser, D., V. J. Azad, P. Suraneni, State University, Raleigh.
Establish Precision Statements for O. B. Isgor, and W. J. Weiss. 2019. 24. Weiss, J., K. Snyder, J. Bullard, and
AASHTO T358 and T402: Electrical “Extension of the Powers-Brownyard D. Bentz. 2013. “Using a Saturation
Resistivity of Cylindrical Concrete M o d e l t o Pa s t e s C o n t a i ni n g Function to Interpret the Electrical
Specimens.” Ames: Iowa State Supplementar y Cementitious Properties of Partially Saturated
University. Materials.” ACI Materials Journal Concrete.” Journal of Materials in
15. Weiss, W. J., T. J. Barrett, C. Qiao, 116 (5): 205–216. Civil Engineering 25 (8): 1097–1106.
and H. Todak. 2016. “Toward a 20. Bharadwaj, K., R. M. Ghantous, F. 25. Weiss, W. J., M. T. Ley, O. B. Isgor,
Specification for Transport Properties Sahan, O. B. Isgor, and W. J. Weiss. and T. Van Dam. 2017. “Toward
of Concrete Based on the Formation 2021. “Predicting Pore Volume, Performance Specifications for
Factor of a Sealed Specimen.” C o m p r e s s i v e S t r e n g t h , Po r e Concrete Durability: Using the
Advances in Civil Engineering Connectivity, and Formation Factor Formation Factor for Corrosion and
Materials 5 (1): 179–194. in Cementitious Pastes Containing Critical Saturation for Freeze-Thaw.”
16. Parrot, L. J., and D. C. Killoh. 1984. Fly Ash.” Cement and Concrete In Transportation Research Board
“Prediction of Cement Hydration.” Composites 122: 104–113. 96th Annual Meeting Compendium
Proceedings of the British Ceramic 21. Coyle, A. T., R. P. Spragg, P. Suraneni, o f Pa p e r s . Wa s h i n g t o n , D C :
Society 35: 41–53. A. N. Amirkhanian, M Tsui-Chang, Transportation Research Board.
17. Powers, T. C., and T. L. Brownyard. and W. J. Weiss. 2019. “Activation _____________
1946. “Studies of the Physical Energy of Conduction for Use in
Properties of Hardened Portland Temperature Corrections on Electrical O. Burkan Isgor and W. Jason Weiss are
Cement Paste.” Journal of the Measurements of Concrete.” Advances professors in the School of Civil and
American Concrete Institute 43 (9): in Civil Engineering Materials 8 (1): Construction Engineering at Oregon State
249–336. 158–170. University in Corvallis. K. Siva Teja Chopperla
18. Jafari Azad, V., P. Suraneni, O. Isgor, 22. Cleven, S., M. Raupach, T. Matschei. is an assistant professor at Indian Institute of
and W. Weiss. 2017. “Interpreting 2021. “Electrical Resistivity of Technology in Gandhinagar, India.

ASPIRE Spring 2024 | 29

 CONCRETE BRIDGE TECHNOLOGY

Engineering for
Bridge Demolition
by Josh Crain and Lisa Briggs, Genesis Structures; Michael Haas, Collins Engineers; Samantha Kevern and Chris Tollefson,
Foothills Bridge Co.

According to the American Society of Civil operating-level design limits for complete The equipment used for each phase is
Engineers (ASCE) 2021 Report Card for demolition and inventory-level limits for selected based on the structure type,
America’s Infrastructure,1 the average age partial demolition.2 site conditions, contractor preferences,
of bridge structures in the United States and project schedule. In many cases,
was 44 years; 42% of all bridges are more Engineering analysis used for bridge when bridges are being demolished or
than 50 years old. Updating, repairing, d e m o li t i o n o p e r a t i o n s m u s t b e rehabilitated, construction equipment
and replacing the bridges in the National appropriate for the type and configuration must be supported by the bridge structure
Bridge Inventory will require significant of the structure being analyzed. The being removed. In these cases, the actual
bridge demolition operations. analysis must take into consideration equipment loads and their locations,
the condition of the concrete, changes to including moving load effects, should be
Poorly planned bridge d emolition the structure during each stage of the used to evaluate the structure’s adequacy
operations have caused property damage, demolition operation, and the equipment at each stage of partial removal.
unexpected road closures, injuries, and used. Complex bridge demolition analyses
fatalities. Demolition problems can require an experienced engineer. While knowing the weight of specific
result in additional costs, project delays, demolition equipment is straightforward,
impacts to public traffic, and adverse Ultimately, it is up to the contractor understanding the weight distribution
publicity for the contractor and owner. and their engineer to determine the and dynamic effects of the equipment
A properly engineered demolition plan most effective demolition method and during demolition activities becomes
includes the analysis of the bridge to develop a plan for the work to be complicated. It is the engineer’s
structure during the operation stages and performed safely, within the constraints of responsibility to determine the wheel,
provides work sequences that reduce risks the project contract documents. track, or outrigger loading based on the
and potentially negative outcomes. machine weight, attachments, operating
Equipment Loading for Bridge radius, and dynamic impact from the
Bridge demolition operations can be Demolition work being performed. For some types
either complete or partial demolition In general, bridge demolition has three of equipment, such as cranes, bearing-
of existing structures. In complete phases: deck removal, superstructure pressure calculation software may be
demolition operations, the entire bridge removal, and substructure removal. available. For other types of equipment,
structure is permanently removed and the
demolition sequences can be analyzed— Figure 1. The top flange of this concrete girder was damaged during demolition. If the girder is to
assuming that the remaining service life remain, it must be repaired. Photo: Collins Engineers.
is finite and known—without considering
future use. Partial bridge demolition
may involve limited removal of the bridge
structure as required for repairs or
partial bridge replacement. The remaining
structure remains in service and must be
protected to ensure that the service life of
the rehabilitated bridge is not adversely
affec ted by d emolition ac tivities.
Although analyses of complete and
partial demolition are similar, the design
limits and criteria vary. The load factors
used for strength-level limit state checks
of bridges under complete demolition can
be lower than the load factors for bridges
under partial demolition. The difference
in load fac tors is comparable to

30 | ASPIRE Spring 2024

the engineer must determine the loading
based on hand calculations or finite
element modeling of the equipment.
The level of conservatism or need
to accurately determine the applied
equipment loading will vary depending on
the project and structure’s capacity.

Deck Removal
Deck removal is typically performed with
an excavator equipped with an attachment
specific to the selected removal method.
Two common removal methods are (a)
cutting and removing the deck in panels
Figure 2. Schematic of an excavator removing precut deck panels using the “slabbing” technique,
and (b) breaking and dropping the deck
which minimizes falling debris. Figure: Steamboat Structures.
out with a hammer. When choosing a
method for deck removal, contractors bridges were designed to act compositely Superstructure and
must consider what the bridge is spanning with the reinforced deck, and saw cutting Substructure Removal
and whether the girders are to be reused. longitudinally along the girder edges Superstructure and substructure removal
If the existing girders are to be reused, the disengages a significant portion of the are performed by either saw cutting
demolition contractor must take additional composite deck. The capacity of the to lift components out with a crane or
care during deck demolition to minimize superstructure with a saw-cut deck must pulling portions of the structure over
damage to them. If the top flange of the be analyzed for the weight of the deck in with an excavator from the ground. When
girder is damaged, typical concrete patch combination with equipment removing the dealing with a concrete superstructure,
repairs on spalls or epoxy injection in cut pieces. components are generally very heavy,
saw cuts may be adequate to restore the and it is critical to correctly size
structural integrity of the girder (Fig. 1). The most efficient deck removal method equipment to handle these large loads.
However, the location, severity, and depth is using a hammer or shear attachment to It is also important to remember that
of the damage must be analyzed in break the deck to the ground or shielding in demolition, a component that is being
correlation with possible prestressing or below. When demolitions occur over a removed often cannot be set back down,
post-tensioning strand or bar locations finite outage period, these methods are so accurate estimates of component
to ensure that the primary load-carrying often used for partial deck removal to weight and center of gravity are crucial to
reinforcement was not compromised. In separate the girders (Fig. 3). The deck safe removal operations. If detailed plans
such cases, analysis may indicate that over the girder flanges remains and can are not available to adequately determine
strengthening or replacing the damaged either be hoisted out with the girders or component weights, field measurements
girder is required. removed later using smaller handheld or additional factors of safety, or both,
tools if the girders are to be reused. are recommended.
W h e n d e m o li t io n a c t ivi t i e s t a ke
place over live traffic, a railroad, Figure 3. Excavator with a shear attachment breaks the deck to separate the girders. Shear
environmentally sensitive areas, or a attachments are hydraulically controlled jaws used to cut reinforcement, concrete, and
waterway, controlled removal methods structural steel members. The thickness of steel that shears can cut is dependent on the
are typically preferred. The most common specific shear attachment and size of excavator. Photo: D. H. Griffin.
removal method is to precut panels and
remove them using a slab crab or grapple
attachment (slabbing). Slabbing helps
minimize the amount of falling debris
and reduces the effects of the dynamic
impact that the equipment induces on the
structure (Fig. 2). Once the deck panels
are removed with the excavator, they are
then transported off the bridge using
support equipment, such as flatbed trucks,
front-end loaders, or skid steers; then
the panel pieces can be processed using
a pulverizer/muncher or other specialty
excavator attachment.

Demolition contractors generally prefer

to saw cut a grid of manageable-sized
deck pieces in advance to speed up the
removal process. Most concrete girder
 Figure 4. During demolition of a bridge superstructure, a prestressed concrete girder is removed using a single-crane pick. The demolition engineer
should verify the proposed lifting configuration to ensure stability of the girder during its removal. Photo: Collins Engineers.

With the deck removed and the excavators The engineer cannot simply assume that dismantled. Failure to account for all
no longer loading the structure, additional the deck can be removed without an of these factors can lead to unexpected
engineering effort is required to ensure understanding of the composite behavior results in the field.
the safe and stable removal of the of the PT strands in combination with
superstructure. During initial construction, the superstructure and the deck. Partial Owners and stakeholders can further
prestressed concrete girders generally or full removal of the deck could affect enhance project safety and mitigate
need to be lifted at or near the ends the composite properties of the primary p ro j e c t ri s k b y a d o p t in g b rid g e
of the girder to ensure that the tensile post-tensioned sections, compromise demolition guidance, requirements,
stresses in the top flange are within limits. the integrity of the PT strands, or and oversight. The Bridge Demolition
Demolition contractors often prefer to use inadvertently cut or damage PT strands Subcommittee of the American Society
a single crane for girder removal to avoid relied upon to support the dead load of of Civil Engineers (ASCE) Construction
the additional cost and site logistics of the structure. An understanding of the Institute Temporary Works Committee
positioning a second crane. The demolition type of post-tensioning and the design is currently working on the first edition
engineer should verify the proposed lifting intent is essential to appropriately of a bridge demolition best-practice
configuration to ensure girder stability analyze the d emolition s equence. document to be published by ASCE in
and to avoid failure of the girder due to Conservative methods of shoring for the spring of 2024.
the combined negative moments from the the structure self-weight should be
prestressing strands and the self-weight of considered. References
the cantilevers beyond the proposed lifting 1. American Society of Civil Engineers.
points (Fig. 4). Conclusion 2 0 2 1 . 2021 Repor t Card for
Evaluation of the capacity of existing America’s Infrastructure . https://
Demolition of post-tensioned (PT) structures should take into account the infras truc turerepor tcard.org
structures can result in unexpected current condition of the structure, and /wp-content/uploads/2020/12
behavior if the PT strand or bar the limit states for evaluation should be /National_IRC_2021-report.pdf.
configuration, grouted or ungrouted based on something similar to “operating- 2. American Association of State
conduit condition, and sequencing of PT level” evaluations as presented by the Highway and Transportation Officials
disengagement during demolition are American Association of State Highway (AASHTO). 2017. Manual for Bridge
not thoroughly analyzed. Ungrouted PT and Transportation Officials’ Manual for Evaluation. 3rd ed. Washington, DC:
strands can be as dangerous as a flying Bridge Evaluation.2 Ultimately, however, AASHTO.
projectile when severed and the tensile capacity determination is at the discretion _____________
stress is released. Detensioning PT strands of a qualified structural engineer. Josh Crain and Lisa Briggs are structural
and losing the continuity over multiple engineers with Genesis Structures, Kansas
spans can result in significant capacity Proper consideration of the demolition City, Mo. Michael Haas is a structural
reductions; various PT structure types s equence is as impor tant as the engineer with Collins Engineers, Chicago, Ill.
may not have the capacity to support the evaluation of bridge structures during the Samantha Kevern is technical manager and
self-weight of the concrete superstructure various stages of construction. Structural Chris Tollefson is senior project manager with
without the continuity of the PT engaged. engineers evaluating demolition sequences Foothills Bridge Co. in Boulder, Colo.
must be aware of the loads, the load Additional contributors: Troy Wright, Matt
Deck removals or replacements on PT paths, and the structure’s changing Tebo, Jericho Tumanguil, Patrick Gaynor, and
structures must also be carefully planned. stiffness and response as a bridge is being Dave Byers.

32 | ASPIRE Spring 2024

 CONCRETE BRIDGE TECHNOLOGY

Modified Prestressed Concrete

Slabs with a UHPC Connection
for West Fork Dairy Creek Bridge
by Clayton Davey and Dr. Tanarat Potisuk, Oregon Department of Transportation

Precast, prestressed concrete slabs are the need for tie rods. This method results try new details for connecting side-by-
a common concrete superstructure type in a deeper superstructure. Given tight side prestressed concrete voided slabs
for short- to medium-span bridges in site constraints, the deeper slab section using UHPC, the first such application
Oregon. Traditionally, side-by-side precast, can result in inadequate hydraulic in Oregon. This method eliminates the
prestressed concrete slabs are connected freeboard or lead to costly roadway need for transverse tie rods without
with transverse tie rods, topped with approach work. the additional depth of a cast-in-place
waterproofing membrane, and paved with deck. The bridge deck system includes a
an asphalt concrete wearing surface to U l t ra - hig h - p er fo rm a n c e c o n c r e t e minimum ¾-in.-thick polymer concrete
complete the bridge deck system. Bridges (UHPC) is an excellent material for joint overlay.
with these connection details have connection and is promoted through the
historically required frequent wearing- Federal Highway Administration’s Every The bridge carries a section of Oregon
surface maintenance due to differential Day Counts initiative. ODOT’s first project Route 47, a two-lane highway with one
deflection between slabs activated by using UHPC was in 2011, when UHPC lane in each direction, just north of the
broken tie rods and eventual keyway was used for the connections between city of Banks, Ore. It has been projected
failure (Fig. 1). full-depth precast concrete deck panels that the average daily traffic for this
and between precast concrete deck panels stretch of the highway in 2040 will be
To mitigate this issue, the Oregon and bulb-tee girders. In 2017, ODOT 5600 vehicles, with trucks accounting for
Department of Transportation (ODOT) expanded use of UHPC for connecting 28% of these vehicles.
revised the slab connection details to use adjacent deck bulb-tee girders. Since then,
a series of tie rods installed sequentially ODOT has published standard details for This project replaced the 85-year-old
between each adjacent slab, instead of use by bridge designers and added design timber bridge that had deteriorated
one tie rod for a full bridge width, and guidelines in the ODOT Bridge Design beyond repair. The new single-span bridge
to add nut-tightening requirements. Manual 1 for this girder system. The system is 44 ft wide and 63 ft long, supported
The new tie-rod system has performed reduces construction steps and time, by 16-in.-diameter steel pipe piles at the
better; however, the construction requires allowing a bridge to be built faster. abutments. The bridge design employed
additional steps and time. A reinforced the new UHPC connection system using
concrete deck has also been used to The West Fork Dairy Creek Bridge eleven 27-in.-deep and 4-ft-wide precast,
create a composite section that eliminates project team seized the opportunity to prestressed concrete voided slabs.

Figure 1. Examples of side-by-side precast, prestressed concrete slab bridges with keyway failures. On the left is a broken, full-width tie rod hanging
from the side of a prestressed concrete slab. The photo on the right shows reflective cracks at the joints between prestressed concrete slabs. All
Photos and Figures: Oregon Department of Transportation.

ASPIRE Spring 2024 | 33

 The ODOT BDM requires adjacent girders
that function as the roadway surface
and are connected with UHPC to have
at least 15% more capacity than the
capacity needed when the roadway
is in service, to make up for potential
additional loads from the camber-
adjustment process. The design must also
account for the ½-in. sacrificial thickness
of the clear cover.

The unit cost of the precast, prestressed

concrete voided slabs was higher than
usual because the slab forms required
modification. The reinforcing bars for the
joint connection extended into the joint
space for noncontact lap splices (Fig. 4).
The option of form-saver bar couplers
was made available but was not used. A
Figure 2. Cross section and details for the West Fork Dairy Creek Bridge with precast, prestressed commercial UHPC product was specified
concrete voided slabs connected with a larger shear key, noncontact lap splices of transverse for the connections. The contractor
dowels, and an ultra-high-performance concrete closure pour. wanted to use traditional concrete mixers
instead of the high-shear mixers normally
During the design development phase, and surface preparation for the polymer
used for mixing UHPC. As a precaution,
input from the local precast concrete concrete overlay. This design will achieve
several concrete mixers were provided
producer was consid ered for the the required 2.5-in.-thick minimum
on site to provide continuous mixing. The
development of the slab details. The clear cover for the top surface of the
traditional mixers took longer to blend
modified prestressed concrete voided bridge deck. Figure 2 shows the cross
the material, and one of the motors
slabs included an enlarged keyway to section and details of the new West Fork
burned out during the mixing of the first
accommodate the noncontact lap splice Dairy Creek Bridge, and Fig. 3 shows
batch.
of the steel reinforcement extending the prestressed concrete voided slabs
from the precast concrete components. in place before placement of the UHPC At one point during the UHPC placement,
The keyway depth was set to have in the longitudinal joints. With only a the ambient temperature at the bridge
similar performance as a conventional thin (¾-in.-thick) overlay specified, the site dropped below 30°F. The UHPC
8-in.-thick reinforced concrete deck— project special provision required that the manufacturer requires cold-temperature
the minimum required by the ODOT contractor adjust the camber of adjacent mitigation measures when the ambient
Bridge Design Manual for a spread- slabs such that adjacent slabs would temperature on the concrete surfaces
girder system. A clear cover of 3 in. for have a differential camber of ¼ in. or falls below 40°F during the mixing.
the top surface was specified to allow less at midspan before the UHPC for the Unfortunately, the special provision did
for grinding overfilled UHPC keyways connections was placed. not include specific requirements for such

Figure 3. Precast, prestressed concrete slabs for the West Fork Dairy Figure 4. The contract specifications required an exposed-aggregate
Creek Bridge after erection. The joints were soaked with water to create surface finish in the keyway pocket of the closure pour. The bottom of
a saturated surface-dry condition, and concrete ecology blocks were the keyway pocket is sealed to prevent the fluid ultra-high-performance
used for adjusting differential camber. concrete from seeping.

34 | ASPIRE Spring 2024

Figure 5. Heating with containment is used for cold-temperature Figure 6. The West Fork Dairy Creek Bridge after installation of a ¾-in.-
mitigation during the ultra-high-performance concrete closure pours. thick polymer concrete overlay.

unanticipated cold temperatures during Figure 6 shows the new West Fork Dairy Reference
the UHPC placement. In accordance with Creek Bridge. Its successful completion 1. Oregon Department of Transportation
the manufacturer’s recommendations, in November 2022 encourages the use (ODOT). 2023. Bridge Design Manual.
thermocouple sensors were placed of these new connection details for Salem, OR: ODOT. https://www.oregon
within the UHPC material to monitor precast, prestressed concrete slabs on .gov/odot/Bridge/Guidance/BDM
and record the curing temperatures. other future bridge replacements. With -2023-10.pdf.
Forced-air heating with containment was minor refinements to the specifications _____________
provided under the deck in tandem with and details, these modified prestressed Clayton Davey is a bridge maintenance and
insulated curing blankets on top to raise concrete slabs with UHPC connections operations engineer and Dr. Tanarat Potisuk is
the surface temperature to above 40°F. can enable quick construction and provide a concrete bridge standards engineer with the
Figure 5 shows the cold-temperature another alternative for the precast, Oregon Department of Transportation bridge
mitigation measures. prestressed concrete slab system. engineering section in Salem, Ore.

Segmental Brings Inspiration to Life.

Systems are available to deliver form and function to maximize efficiency in a timely and economic fashion.

Upcoming Events Publications 1

A me ri c a n S e g m e n ta l B ri d ge I n s t it u t e

April 1, 2024 Durability Survey,

2024 Grouting Training 5th Edition
The next training event will be held April 1 at the The newest edition of the DURABILITY SURVEY
of Segmental Concrete Bridges

Durability Survey is now

Fifth Edition, 2022

J.J. Pickle Research Center in Austin, Texas. Please

check the website for details and registration.. available for download. The
survey reports on durability
Promoting Segmental October 20-23, 2024 of segmental concrete
bridges based on National
Bridge Construction 36th Annual Convention Bridge Inventory database.
in the United States, Please Check the ASBI Website Events Page
Canada and Mexico for Details of 2024 Event.
ASBI Segmental
ASBI Monthly Webinars Bridge Database
Monthly Webinars will resume in February of 2024! Now available with links
for the database, an Excel
Registration is free and PDH certificates will be spreadsheet of segmental
issued for all attendees of the live sessions. All structures, and to report
webinars are planned for the last Wednesday of missing or incorrect ASBI Publications
each month from 1:00-2:00 ET. Access to past bridges in the database.
webinars and registration for future webinars
can be found on the ASBI events page.

Follow us on 9901 Brodie Lane, Suite 160, PMB 516, Austin, Texas 78748 n Tel: 512.523.8214 n e-mail: [email protected]
For information on the benefits of segmental bridge construction and ASBI membership visit: www.asbi-assoc.org

ASPIRE Spring 2024 | 35

NCBC MEMBER SPOTLIGHT

The American Segmental Bridge

Institute: 35 Years of Continuous
Improvement

by Gregg Freeby, American Segmental Bridge Institute

The first post-tensioned concrete Cliff Freyermuth served as ASBI’s According to the incorporation filing,
segmental box-girder bridge built in the executive director from its inception ASBI was founded for the following
United States was the JFK Causeway until his retirement in 2008. He and reasons: “To advance the use of
on Park Road 22 in Corpus Christi, the ASBI board of directors were segmental and cable-stayed bridges.
Tex. It was opened to traffic in 1973. instrumental in establishing the To provide a forum where designers,
(For details of the bridge’s original group as a key organization in the contractors and owners can meet to
construction and its condition, see the development of the segmental method develop the techniques and procedures
Project article in the Summer 2021 issue through seminars, training, and an that will continually advance the art,
of ASPIRE®.) This first project began a annual convention. ASBI’s first annual engineering, and quality of concrete
slow but steady growth in the use of convention was held in 1989 in San segmental and cable-stayed bridge
the concrete segmental construction Diego, Calif., and drew just under 170 construction.” ASBI’s early focus was on
method in the United States. After a attendees. Since that time, the ASBI reducing contractor claims associated
few years, there was an increasing need annual convention has seen steady with unclear or ambiguous contract
for a professional organization that growth in attendance. ASBI hosted requirements and uncertainty as
could facilitate the further advancement their 35th annual convention in Tucson, to how bridges were built using this
of this innovation. Ariz., in October 2023, with more than method. This emphasis on “designers,
300 attendees. In 2009, ASBI gained contractors and owners” was unique
After a meeting of key individuals, a new executive director, William at the time. In fact, even today, few
including Eugene Figg of Figg & Muller “Randy” Cox, the former Texas state organizations focus on these three
Engineers, John Kulicki of Modjeski and bridge engineer. Cox led ASBI through stakeholders in the execution of
Masters, and J. D. Pitcock Jr. of Williams continued growth and challenges until bridge projects. It is this three-pronged
Brothers Construction, a new institute his retirement in 2018. Beginning in approach that has proven to be ASBI’s
was formed and incorporated in 1988, 2019, the author has had the honor of biggest strength over the years. This
the American Segmental Bridge Institute leading ASBI after a 30-year career at approach enables ASBI to assemble the
(ASBI). the Texas Department of Transportation. right individuals to problem-solve and
collaborate.
A presentation at the 2023 American Segmental Bridge Institute (ASBI) annual
convention. Part of ASBI’s scope is to work collaboratively to advance, promote, and
It is significant to note that ASBI was
innovate concrete segmental bridges and complex concrete structure technologies. This
formed as an institute and not as an
includes sharing knowledge, educating stakeholders, and providing sustainable and
association. Typically, an association is
resilient solutions. Photo: American Segmental Bridge Institute.
created to represent the interests and
promote the common goals of its
member companies. In contrast, an
institute is usually focused on education,
research, training, and professional
development within a specific industry
or field. While it may also represent the
interests of its members, the primary
emphasis of an institute is on advancing
knowledge, skills, and expertise in the
industry.

To that end, ASBI’s original incorporation

filing also states the following as one
of the purposes for the organization:
“The dissemination of information and
knowledge about all aspects of segmental
 the National Bridge Inventory database
to evaluate the long-term performance
of concrete segmental bridges. (See the
Winter 2023 issue of ASPIRE for more
information about this report.)

From the latest durability survey, it is

clear that concrete segmental bridges
continue to show excellent durability
performance. Of the major bridge types
in the inventory, concrete segmental
bridges have the lowest percentage
of poor-rated bridges, with only 0.7%
rated in the poor category (details
are provided in the survey). In the 50
The navigation unit of the Marc Basnight Bridge, Outer Banks, N.C., is a 3550-ft-long,
years since the first concrete segmental
11-span, continuous post-tensioned concrete segmental structure. It received the 2019
bridge in Texas, the performance of the
American Segmental Bridge Institute Award of Excellence. Photo: HDR.
concrete segmental bridge inventory
and cable-stayed bridges through institute’s scope to include complex has been outstanding and further
seminars, workshops, conventions, concrete structures. The new mission demonstrates the benefits of concrete
printed public, electronic, photographic statement reads: “To work collaboratively segmental construction.
and other educational media.” to advance, promote, and innovate
concrete segmental bridges and complex References
Over the years, ASBI has seen many concrete structure technologies; share 1. American Segmental Bridge Institute
challenges and opportunities. In the knowledge; educate stakeholders; (ASBI). 2019. Construction Practices
2000, issues related to the grouting build professional relationships; and Handbook for Concrete Segmental
of post-tensioned structures began to increase the value of our infrastructure and Cable-Supported Bridges. 3rd
become an area of concern to bridge by providing sustainable and resilient ed. Austin, TX: ASBI. https://i5mc1f
owners. ASBI quickly mobilized a solutions.” ASBI is still refining what .p3cdn1.secureserver.net/wp-content
group of experts to develop training will be included under the “complex /uploads/2023/07/2019-3rd_Edition
and specifications for the grouting of structures” definition, but it is envisioned _CP_Handbook.pdf.
post-tensioned structures. The first ASBI to include structures such as precast
2. ASBI. 2022. Durability Survey of
Grouting Certification Training class was concrete arches, continuous spliced
Segmental Concrete Bridges. 5th
held August 6 to 8, 2001, at the J. J. girders, precast, post-tensioned concrete
ed. Austin, TX.: ASBI. https://i5mc1f
Pickle Research Center at the University substructures, and concrete structures
.p3cdn1.secureserver.net/wp-content
of Texas–Austin. One hundred forty that require a specialty engineer during
/uploads/2023/07/2022-ASBI
engineers and construction personnel construction.
-Durability-Survey.pdf.
participated in the class. Since then,
____________
ASBI has trained over 2800 installers, To monitor the performance of concrete
supervisors, and inspectors in the segmental bridges, ASBI regularly Gregg A. Freeby is the executive director
proper specifications and procedures for produces the Durability Survey of of the American Segmental Bridge
grouting post-tensioned structures. Segmental Concrete Bridges.2 This report Institute and chair of the National
uses the bridge inspection data found in Concrete Bridge Council.
To provide additional guidance for the
JFK Causeway Bridge in Corpus Christi, Tex., which opened in 1973, was the first post-
construction of concrete segmental
tensioned concrete segmental box-girder bridge built in the United States. Photo: Wiss,
bridges, ASBI publishes the Construction
Janney, Elstner Associates.
Practices Handbook for Concrete
Segmental and Cable-Supported
Bridges.1 The current third edition was
published in 2019. This handbook
provides a basic understanding of
concrete segmental construction
technology. The overall goals are to
facilitate the construction process,
avoid common difficulties previously
encountered, and reduce impacts to
projects.

Concrete structures have grown in

complexity in recent years, and so the
ASBI board of directors voted at their
2023 annual meeting to expand the
 C R E AT I V E C O N C R E T E C O N S T R U C T I O N

Bridging Traditions: Merging Cast-in-Place

Concrete with Modular Construction
by Aubri Benson, InQuik Inc.

D esigners and constructors seek both efficiency and durability in

today’s concrete bridges. While some projects are suitable for cast-
in-place construction methods, constrained sites often require prefabricated
used three standard 8-ft-wide modules with two 18-in.-wide spacers for a
total width of 27 ft. The bridge incorporated 4-ft-high abutments with an
integral connection to the deck units. The abutments featured 45-degree
solutions. wingwalls that cantilevered off the abutments and required no independent
In Eau Claire County, Wis., an innovative project merged cast-in-place foundations.
and modular construction by using a new method for enhanced efficiency. A thorough quality-control and quality-assurance program is
In August 2023, the county used the InQuik Bridge System to replace a implemented and documented at the factory to ensure that reinforcement
functionally obsolete plate arch culvert on County Road V. Because the system within a module is properly placed. Before concrete placement on the jobsite,
is composed of preassembled, pre-engineered components that combine the reinforcement can be checked by an on-site inspector for consistency with
reinforcing steel and stay-in-place formwork, it allows a conventionally the design documents. Once the concrete is placed, nondestructive testing for
reinforced concrete structure to be installed with limited labor resources and voids can be performed using a sounding hammer. If a defect is detected, the
equipment. formwork can be removed for remediation.
The InQuik system is modular, and therefore any project that uses the For the Eau Claire County project, upon the system’s arrival on site, a
system must use a combination of various “standard” modules. Generally, county road maintenance crew lifted the components into place with an
the deck panels are 8 ft wide. However, 18-in.-wide “extension spacers” can excavator and completed some minimal on-site reinforcing work. With pick
be added between deck panels if needed. Currently, the system is available weights around 5 tons, the county was able to use their own excavator and
for spans of 21, 30, 40, 45, 53, and 61 ft with nominal depths of 14.5, operator instead of a crane. The prefabricated abutments, with preplaced
27.5, and 40 in. These standard spans and associated sections have been reinforcing steel inside prefabricated formwork just like the decks, were ready
designed in accordance with the American Association of State Highway for concrete within an hour of their arrival on site, eliminating the need for
and Transportation Officials’ AASHTO LRFD Bridge Design Specifications1 a cofferdam or dewatering, which may have been required with conventional
for HL-93 loading. Research and development for longer spans and other construction. The county sourced ready-mixed concrete from a local supplier
optimized designs are ongoing. and placed the concrete themselves.
The Eau Claire County project used a standard InQuik section with Because the system is designed to be self-supporting, the need for
a span of 30 ft and a section depth of 27.5 in. The bridge cross section additional formwork supports or bracing is eliminated. This aspect of the
Eau Claire County Highway Department crews set the final module of the InQuik accelerated bridge construction system for a bridge
replacement on County Road V. Photo: InQuik Inc.

38 | ASPIRE Spring 2024

The InQuik system is available for spans of 21, 30, 40, 45, 53, and 61 ft with nominal depths of 14.5, 27.5, and 40 in. Figure: InQuik Inc.

system simplifies on-site work, eliminating the need to work below the span Travis Pickering, the Eau Claire County engineer, says that once he
and keeping employees and equipment out of the waterway. learned about InQuik, he “saw how innovative it was, and that it could
For the installation of the structure in Eau Claire County, the schedule was be a real game changer. You can install faster and save some money,
as follows: one day to set abutment modules, one day to place concrete for especially [considering] budgets that keep getting tighter, and rising
the abutments, one day to place deck modules, one day to install lap bar and costs.”
integration bar (to complete the integral connection between the deck and Additionally, Pickering notes that the system “goes in faster, [which is]
abutment), and one day to place deck concrete. Owing to weather conditions, something that’s going to have a positive impact on the community as well.”
utility conflicts, subcontractor schedule conflicts, and so forth, the total road Eau Claire County is planning a second InQuik bridge for construction in
closure time was approximately six weeks. However, the InQuik-specific 2024. Further east, Marathon County, Wis., is planning to use this system to
construction processes were completed using about a week’s worth of on-site replace a deteriorated structure in their system.
labor with a small (usually four-person) crew.
Use of prefabricated components for this project accelerated the Reference
construction such that the duration was measured in weeks rather than 1. American Association of State Highway and Transportation Officials
the months often required with a conventionally constructed reinforced (AASHTO). 2020. AASHTO LRFD Bridge Design Specifications. 9th ed.
concrete bridge. Washington, DC: AASHTO.
According to Jon Johnson, Eau Claire County’s highway commissioner, this __________
methodology reduced bridge construction costs significantly. as compared to Aubri Benson is a marketing associate for InQuik Inc. in Denver,
the engineer's estimate. Colo.

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ASPIRE Spring 2024 | 39

 SAFETY AND SERVICEABILITY

Wind Load on Bridges during Construction

by Brian Witte and Justin Ramer, Parsons

T he effects of wind on a bridge

var y throughout the life of
the structure. There is variability
in wind speed and direction;
additionally, the size and shape of
the structure continually change
during construction. These variables
drastically affect wind loading. As a
bridge is constructed, girders are
added, exposed wind area increases,
and drag coefficients change until
the deck is placed. It is important to
Figure 1. Due to airflow around the bare girder, the base drag coefficient CD on a bare precast
consider these changing conditions
concrete girder is greater than on a completed bridge, even though the completed bridge has a larger
during the design phase to reduce
area exposed to wind. Figure: Parsons.
potential issues during construction.
of the AASHTO Guide Specifications bridge to be applied to the exposed area
Brief History Lesson for Wind Loads on Bridges during from the bottom of the lowest girder
The American Association of Construction 2 was published in 2017 to the top of the barrier. However, the
State Highway and Transportation to address wind loads during the AASHTO guide specifications for wind
Officials’ AASHTO LRFD Bridge construction phase until the deck loads during construction specify drag
D e s i g n S p e c i f i c a t i o n s 1 p r ov i d e s is placed. The guide specifications coefficients that are significantly higher
guidance for wind loads applied on provide comprehensive guidance during for girders before the deck is placed (for
the completed bridge structure, but it bridge construction and introduce example, 2.0 for a bare precast concrete
does not consider wind load applied three new concepts for the temporary I-girder and 2.2 for a bare steel I-girder).
during construction. Although the condition: revised drag coefficients, drag The increased base drag coefficient is a
return period is much shorter during modification factors based on girder result of the air’s ability to flow around
construction, the wind-load effects on position, and active versus inactive work the bare girder, which is prevented once
the partially completed structure are zones. the deck is placed (Fig. 1).
significantly different than those on
the completed bridge and may control Base Drag Coefficients for Drag Modifier on
portions of the bridge design. Bare Girders Undecked, Multiple-Girder
For bridge design, the AASHTO Systems
Before 2017, there was no specific LRFD specifications provide a drag In multiple-girder systems, a modifier
guidance for wind loads on bridges coefficient of 1.3 for the completed is applied to the base drag coefficient
during construction, so erection
Figure 2. Drag modifiers for leeward girders with spacing-to-depth ratios less than 3, which are
engineers relied on their best judgment
common for most bridges. Figure: Modified from Fig. C4.2.1-1 in the American Association of State
for erection analysis. The first edition
Highway and Transportation Officials’ Guide Specifications for Wind Loads on Bridges during
Construction.2
The AASHTO Guide
Specifications for Wind
Loads on Bridges during
Construction introduced
• revised base drag coefficients for bare
girders versus the completed bridge,
• drag modification factors on undecked,
multiple-girder systems, and
• definitions of active and inactive work
zones.

40 | ASPIRE Spring 2024

CD depending on the girder spacing- Table 1. Examples of system drag coefficients
to-depth ratio and the position of Number of Base drag Sum of drag Combined drag
the girder in the system (Fig. 2). The girders erected coefficient modifiers coefficient on the system
combined drag coefficient on the 1 2.0 1.0 2.0
system is the product of the base drag 2 2.0 1.0 2.0
coefficient multiplied by the sum of
4 2.0 1.5 3.0
the individual girder drag modifiers
(C D × sum of drag modifiers). The 6 2.0 2.25 4.5
combined drag coefficient is 2.0 with 8 2.0 3.25 6.5
one or two girders erected but increases 10 2.0 4.25 8.5
to 4.5 with six girders erected. Table 1
shows that the combined drag on the
instability during the construction elements into the design. Because such
system continues to increase as more
stage without the deck to brace the changes may influence the behavior
girders are added. Typically, the worst-
compression flange. of the in-service structure, these types
case loading for an individual girder
of decisions should not be left to the
exists with only one girder erected
but the highest total wind load on the
Recommendations contractor or the erection engineer.
Wind loads during bridge construction After the girders have been cast, there
system occurs when all girders in the
should be considered during design. are limited options to minimize the
cross section are erected.
Although the contractor makes final impacts of wind loads.
decisions on the girder erection
Active versus Inactive Work sequence, bridge designers should Typical cross bracing between girders
Zones check critical stages of erection using helps distribute the wind load among all
The AASHTO guide specifications for
realistic assumptions to ensure that girders but does not improve the lateral
wind loads provide explicit definitions
girders have adequate strength during capacity of individual girders (Fig. 4).
of active and inactive work zones with
the intermediate construction phases. Cross bracing should not be confused
distinctly different wind speeds. The
If a girder requires strengthening, with plan bracing (Fig. 5). Although
work zone is active when workers are
such as increased flange width or the plan bracing increases the lateral strength
on site with erection in progress and
introduction of top-flange prestressing of the bare-girder system, it is rarely used
subjected to 20-mph winds. The work
strands, the designer is the best-suited for precast concrete girder bridges.
zone is inactive at all other times,
professional to incorporate these
including “time between work shifts,”
and is subjected to 75-mph winds (the
AASHTO guide specifications' 115-
mph reference wind speed reduced by a
duration factor) for most typical bridges
in the United States.

Examples
Figure 3 illustrates how wind loads vary
as construction progresses for a typical
bridge with eight precast concrete
girders. The top portion of the figure
shows the wind load after all girders are Figure 3. Comparison of wind loads on a girder-only system versus the completed bridge. Figure:
erected but before the deck formwork. Parsons.
The bottom portion of the figure shows
the wind load after the deck and barrier Table 2. Comparison of wind load for an example bridge during construction and in the
are cast. Table 2 presents a comparison completed condition
of the design values for this example Undecked girder-only Completed bridge
bridge. Although the overall structure system
depth is greater and the wind speed is Wind speed, mph 115 (inactive work zone) 115 (design)
higher for the completed bridge, the
accumulation of drag modifiers on Duration factor (undecked for 1– 6 weeks) 0.65 1.0
the undecked leeward girders imposes Wind speed × duration factor, mph 75 115
significantly more wind load on the Base drag coefficient 2.0 (on fascia girder) 1.3
undecked girder-only system.
Base wind pressure, lb/ft 2
28.6 44.0

This example shows that the wind Sum of drag modifiers of erected girders (see Fig. 3) 3.25 Not applicable
load can be significantly higher during Total lateral wind pressure, lb/ft2 28.6 × 3.25 ≐ 93.0 44.0
construction than for the remaining Structure depth, ft 8.5 13
duration of the structure’s life. In
Total wind load on structure, lb/ft 790 572
addition, there is a greater risk for girder

ASPIRE Spring 2024 | 41

 Deck formwork reduces
wind loads by:
• Disrupting airflow around the girders,
thus reducing the base drag coefficient
• Eliminating drag on leeward girders

use forecasts to determine if weather

conditions are suitable to cast and cure
concrete, but this concept is not used
for wind loads. Allowing owners and
contractors to use weather forecasts to
place reasonable limits on near-term
wind speeds may benefit both parties.

It is important for owners, designers,

and contractors to understand how the
wind load changes as bridges are built.
Figure 4. Typical wood cross bracing helps distribute wind load to all girders but does not provide
The AASHTO guide specifications for
additional strength to individual girders. Photo: Kicking Horse Canyon Constructors.
wind loads provide design provisions for
Conclusion surrounding area. For example, failure wind loads during bridge construction,
Deck formwork significantly reduces of girders erected over a frequently but minor changes to those provisions
the wind load by disrupting the airflow traveled highway would cause much could provide time and cost savings
around the girders (which lowers the base more damage and disruption than a with a negligible increase in risk.
drag coefficient) and also eliminates drag comparable failure at a rural, offline
on all leeward girders. Even if a diligent bridge crossing a stream. The current References
contractor installs deck formwork guidance in the AASHTO guide 1. American Association of State
immediately following girder erection, specifications for wind loads does not Highway and Transportation
the AASHTO guide specifications for make a distinction between these types Officials (AASHTO). 2020.
wind loads still require the inactive wind of bridges during construction. AASHTO LRFD Bridge Design
load to be considered during the time Specifications. 9th ed. Washington,
between shifts until deck formwork is The addition of another work zone DC: AASHTO.
complete. category between active and inactive is 2. AASHTO. 2017. Guide
worth considering. The most critical Specifications for Wind Loads
Wind loads on an undecked girder wind-exposure time frame occurs on Bridges during Construction.
system are significant. Instead of between girder erection and deck Washington, DC: AASHTO.
spending the time, effor t, and forming, but this time could be as little _____________
expense to resist high wind loads as one week for precast concrete bridges.
during construction of every bridge, It is easy to reasonably predict the threat Brian Witte is vice president of
it may be prudent to implement a of severe weather within a relatively construction engineering and Justin
risk-based system that evaluates how short time frame following erection (for Ramer is the construction engineering
damaged girders would affect the example, 7 to 10 days). Project teams manager for Parsons in Westminster, Colo.

Figure 5. Typical cross bracing layout (left). Plan bracing (right) is uncommon in precast concrete girder bridges. Figure: Parsons.

42 | ASPIRE Spring 2024

 Available Now!
PCI BRIDGE DESIGN MANUAL
4th Edition (MNL 133-23)
This new edition of the PCI Bridge Design
Manual presents both preliminary and
final design information for standard
beams and most precast and precast,
prestressed concrete products and sys-
tems used for transportation structures.
Load calibration and time-dependent
loss computations are extensively dis-
cussed, and the manual features updat-
ed design examples as well as refer-
ences to design examples found in the
third edition.
The fourth edition has been thorough-
ly revised to explain and amplify the
application of the AASHTO LRFD Bridge
Design Specifications and to illustrate
the effects from shrinkage and creep of
the cast-in-place concrete deck. Topics
in this comprehensive design manual
include background information, strat-
egies for economy, fabrication tech-
niques, design loads, preliminary design tables, design theory, and selected design exam-
ples. Chapters also address sustainability, bearings, extending spans, curved and skewed
bridges, integral bridges, segmental bridges, additional bridge products, railroad bridges,
load rating, repair and rehabilitation, and recreational bridges. Chapters on seismic design
and piles will be included in a later printing.
FREE PDF: pci.org/MNL-133-23
 S TAT E

New Mexico
by Kimberly Coleman, New Mexico Department of Transportation

W ith a current staff of 18 engineers,

analysts, and technicians in its design
and management sections, the New Mexico
Department of Transportation (NMDOT) Bridge
Bureau manages an inventory of 2980 state-
owned bridges and bridge-size culverts (greater
than 20-ft span). Of these, 1140 are prestressed
or reinforced concrete girder bridges. The Bridge
Bureau also inspects 802 locally owned bridges.
NMDOT’s role includes internal design,
consultant oversight, construction technical
support, emergency damage inspection and
recommendations, management of the National
Bridge Inspection Standards inspection program,
load rating, and oversize and overweight
Figure 1. New Mexico’s oldest concrete arch bridge carries Bridge Street over the Gallinas River in
permitting.
Las Vegas, N.Mex. It was built in 1909 and is still in service today. Photo: New Mexico Department
NMDOT has a distinctive collection of
of Transportation.
challenges for bridge construction and
maintenance. Many of the state’s bridges are in of deicing salts. In most areas of the state, daily (Fig. 1). This bridge carries Bridge Street over
very remote areas, where projects may involve temperatures can swing as much as 50°F, so the Gallinas River, which is part of the historic
long lead times on delivery and face challenges thermal expansion details are critical for these Santa Fe Trail. Even though this bridge has
with construction staffing. New Mexico has a bridges! been in service for over 110 years, it is still in
wide range of elevations: from 2800 ft at Red fair condition—truly an example of concrete
Bluff Reservoir in the southeast to more than Concrete Bridges in New performing to its best advantage!
13,000 ft at Wheeler Peak in the northern part of Mexico throughout History Another of New Mexico’s oldest bridges is in
the state. The variations in elevations translate New Mexico has relied heavily on concrete the heart of Santa Fe. This concrete through-
to substantial climate differences: bridges in the over the years. The state has several notable old truss bridge, dubbed the “Rainbow Bridge,” was
southwest desert region experience very hot and concrete bridges that have stood the test of time built in 1920 and carries Grant Avenue over
dry conditions, where crack prevention during and remain in service today. Arroyo de Las Mascaras (Fig. 2). This bridge
concrete curing is paramount, and bridges One of New Mexico’s oldest in-service is load posted at 10 tons, but it is still in fair
in the northern mountain region experience concrete bridges is a locally owned concrete condition and is still performing its intended
frequent freezing and thawing and applications arch in central Las Vegas, N.Mex., built in 1909 function.
Figure 2. One of New Mexico’s oldest bridges carries Grant Avenue over Arroyo de Las Mascaras in the heart of Santa Fe. The concrete through-truss
bridge, dubbed the “Rainbow Bridge,” was built in 1920. Photo: New Mexico Department of Transportation.

44 | ASPIRE Spring 2024

Figure 3. Two of the New Mexico Department of Transportation’s concrete K-frame bridges carry Interstate 40 in Tucumcari, N.Mex. There are eight
K-frame bridges in the state. Photo: New Mexico Department of Transportation.

Use of reinforced concrete in New Mexico state has three precast concrete producers and no in 2008 with a four-phase research project in
began around 1912. Multiple-span concrete local steel producers. Currently, only one of these collaboration with New Mexico State University
slab bridges became the predominant bridge in-state producers is casting prestressed concrete (NMSU). Phase I of this research began with a
type beginning in the 1930s, and this trend girders for highway projects. literature review on the benefits of UHPC and
held steady until around 1990. Owing to their NMDOT’s first concrete segmental bridges several preliminary designs for UHPC girder
relatively low construction costs, cast-in- carry the flyover ramps at the interchange of replacements for New Mexico bridges. Phase II
place, reinforced concrete slab bridges are now Interstate 25 (I-25) and Interstate 40 (I-40). included development and compressive-strength
enjoying a small resurgence in the state’s dry These eight precast concrete segmental testing of a nonproprietary UHPC mixture
arroyos (water-carved gullies or channels that bridges were completed in 2002 and have been developed by NMSU using local materials. This
fill and flow seasonally). performing well. One of NMDOT’s challenges concrete achieved compressive strengths in the
New Mexico’s multispan, rigid K-frame with this bridge type is that the enclosed interior range of 21 ksi. Phase III involved casting and
structures represent an unusual type of cells have become sites for encampments of testing of two production-size UHPC girders.
reinforced concrete bridge (Fig. 3). NMDOT homeless people, which have presented The successful results of these tests convinced
owns six of these bridges, four of which were biohazard and other environmental issues. NMDOT to proceed with a bridge replacement
built in 1980 and 1981 and are in satisfactory In 2021, construction was completed on using UHPC girders. NM 186 over La Union
condition. Two were built in 1990 and are in NMDOT’s first cast-in-place concrete segmental Main Canal near Anthony, N.Mex., built in
good condition. NMDOT looks forward to many bridge, U.S. Route 54 over the Canadian River 2017, is a two-span bridge where one span was
more years of use from these bridges. in Logan, N.Mex., featured in the Winter 2021 constructed using conventional 9.5-ksi precast,
New Mexico’s first prestressed concrete issue of ASPIRE ® (Fig. 4). This bridge type prestressed concrete and the second span was
girder bridge, Alameda Boulevard over the Rio was selected because it could be constructed constructed using NMSU’s nonproprietary, 20-ksi
Grande, was built in Albuquerque in 1956. It from above, thus surmounting environmental UHPC. Both spans use channel girders for the
was replaced in 1993 by an adjacent bridge and constraints caused by wetlands and endangered 24-ft 10-in. spans. The conventional concrete
decommissioned in place to support a multiuse fish species in the Canadian River below. The girders are 1 ft 3 in. deep, and the UHPC girders
trail. bridge, which was opened in June 2021, was are 1 ft ½ in. deep. All girders contained the
Pr estr essed concr ete gir der bridge awarded the 2021 American Segmental Bridge same prestressing and mild reinforcement.
construction gained traction in New Mexico in Institute’s Bridge Award of Excellence and The bridge was instrumented with internal and
the 1960s, peaking in the 1970s. The pace of the 2022 American Council of Engineering external strain gauges and load tested several
this type of construction has held steady since— Companies’ Grand Conceptor Award. times to establish a baseline for future testing
an average of approximately 150 prestressed and provide comparisons between the behavior
concrete girder bridges have been built each Ultra-High-Performance of the two concrete types (Fig. 5). In Phase IV,
decade since the peak of 279 bridges in the Concrete NMSU undertook development and testing of
1970s. This is clearly a workhorse bridge type for NMDOT’s experience with ultra-high- nonproprietary UHPC mixtures for joints and
NMDOT, a trend that will likely continue as the performance concrete (UHPC) kicked off overlays. A 1-in.-thick UHPC overlay concrete was

Figure 4. The U.S. Route 54 over Canadian River Bridge was New Mexico’s first cast-in-place concrete segmental bridge. Shown here under
construction, with form travelers being used for the balanced-cantilever construction. Photo: Malcolm International
applied to L-00012 over I-25 in Socorro, N.Mex.
During placement, the UHPC was not adhering
well to the deck concrete beneath. This problem
may have been caused by difficulty in attaining
a true saturated surface-dry condition—the
contractor struggled with both too much and too
little moisture in different areas of the deck. The
nonproprietary joint concrete has not yet been
used in a production bridge.
As NMSU’s research on nonproprietary UHPC
was progressing, NMDOT used proprietary
UHPC mixtures on several other projects: one
UHPC deck overlay and four precast concrete
bridges with UHPC closure joints. New Mexico’s
most recent precast concrete bridge with UHPC
Figure 5. Load testing on the NM 186 over La Union Main Canal. This is the New Mexico Department
closures is NM 50 over Glorieta Creek. In the
of Transportation’s first use of ultra-high-performance concrete (UHPC) for a prestressed concrete
2023 PCI Design Awards, it received the All-
girder bridge. One span of the two-span bridge used UHPC, and the other span used a conventional
Precast Concrete Solution award and an
concrete mixture. Photo: New Mexico Department of Transportation.
honorable mention for Bridge with a Main Span
under 75 ft (Fig. 6). box-girder bridge carrying Mountain Valley inspecting damage, coordinating with district
Now that NMDOT and the local contracting Road over I-40. This bridge was completed in staff on necessary lane closures, and providing
community have gained experience and seen 2005 and features precast concrete abutments repair recommendations.
success on several UHPC projects, the agency and pier caps and precast concrete box girders A recent emergency occurred on an interstate
expects to continue using UHPC as an available with a 5-in. topping slab. Another ABC project, flyover ramp in Las Cruces, N.Mex. On the
tool for future projects where greater strength and the Las Vegas Airport Interchange carrying NM evening of July 11, 2023, a fuel tanker truck
accelerated construction methods are needed. 250 over I-25, was completed in 2014 under a tipped on its side, catching fire and spilling
45-day bridge closure. This bridge was featured burning fuel near the departure abutment. It
Accelerated Bridge in the Winter 2017 issue of ASPIRE. NMDOT’s burned for approximately 80 minutes, causing
Construction most recent ABC project was the previously explosive spalling and strength loss to the
Like many other states, New Mexico has mentioned seven-week construction of NM 50 deck, concrete bridge rail, and downslope
ventured into accelerated bridge construction over Glorieta Creek. wingwall (Fig. 7). NMDOT’s emergency repair
(ABC). NMDOT’s use of ABC has been primarily contractor used hydrodemolition to remove the
focused on schedule savings that can be realized Emergency Repairs fire-damaged concrete and recast or patch the
using prefabricated bridge elements and systems. On occasion, vehicular impacts damage damaged components. Repairs were completed
NMDOT’s first accelerated project was the bridges. NMDOT Bridge Bureau staff respond to and the bridge was reopened to traffic on
28-day construction of a two-span adjacent several bridge strikes and emergencies each year, December 13, 2023.
Figure 6. Installation of ultra-high-performance concrete joints on the NM 50 over Glorieta Creek Bridge. Photo: New Mexico Department of
Transportation.
Figure 7. In July 2023, a fuel tanker truck overturned and burned, Figure 8. In October 2022, the NM 129 overpass over Interstate 40 was hit
resulting in fire damage to a concrete bridge deck and barriers. by an excavator and all strands were severed on two of the five prestressed
The fire-damaged concrete was repaired or removed and replaced. concrete girders. One lane was immediately closed and remains closed.
The structure was reopened five months later. Photo: New Mexico Construction to replace the damaged span is anticipated to begin in late 2024.
Department of Transportation. Photo: New Mexico Department of Transportation.
_________
Another source of significant damage has (Fig. 8). NMDOT staff immediately closed the
been vehicular collisions with girders. The lane carried by the two damaged girders, and the Kimberly Coleman is a bridge design
resiliency and redundancy of concrete girder bridge is still restricted to one lane in this span. engineer and design unit manager
bridges allow many of these damaged girders to A design project is currently underway to replace at the New Mexico Department of
be repaired. NMDOT has used strand couplers, the damaged span, with construction anticipated Transportation (NMDOT) in Santa Fe.
cementitious patch materials, and sometimes to begin in late 2024. Also contributing to the article from
carbon-fiber wrap to quickly put the damaged NMDOT were Ben Najera, bridge design
girders back into serviceable condition. However, Conclusion section manager; Jeff Vigil, bridge
some damages defy repair. In October 2022, NMDOT has a long and successful history of management section manager; Gary
the NM 129 overpass over I-40 was hit by an building and maintaining concrete bridges, one Kinchen, bridge load rating engineer;
excavator, which severed all strands on two that the agency hopes to build on and continue and Carlos Vigil, bridge engineering
of the five girders over the eastbound lanes to improve in the years to come. technician IV.

ASPIRE Spring 2024 | 47

 A PROFESSOR'S PERSPECTIVE

Professing My
Perspective:
It’s Evolutionary
by Dr. Jill Walsh, Saint Martin’s University

I n 2002, fresh out of the University

of California in sunny San Diego,
with my PhD in hand, I found myself
I had applied in the field, I was ready
to share with students what it meant
to work hard and be self-sufficient,
Gen Zers are especially concerned about
what they face, from faltering institutions
to increasing inequality to climate
weighing the urge to teach against my and that there is absolutely no crying in change. They have no choice but to turn
lack of experience. Although I had built engineering. to the tools with which they have grown
and tested 40%-scale bridge models up—digital technologies and networks—
and completed rigorous courses, That same year, the first members of the to try to solve these problems. They are
that alone wasn’t enough for me to so-called Generation Z were turning 18 aware that the digital technology that
feel good about hanging a “Professor and entering college. Gen Z is defined causes problems might also offer some
Walsh” placard outside a lecture hall by birth dates between 1997 and 2012; of the solutions.”
door. So, I went to work with T. Y. Lin the cohort is currently between 12 and
International, where I was fortunate to 27 years old. Those who came before In addition to Gen Z’s technological
learn from and work with some of the them have often mischaracterized Gen finesse, the researchers found Gen
best bridge engineers and contractors Zers as being lazy and have claimed they Zers to be highly collaborative and
in the world on exciting and challenging had it too easy. Because Gen Z is the first social. Members of Gen Z strive for
projects. I did this for more than a generation to be fully digital, there was diverse communities and care deeply
decade, working on teams that built the plenty of anecdotal evidence to support about others. They have access to all
Mike O’Callaghan–Pat Tillman Memorial this view. the information in the world and
Bridge spanning the Colorado River technological skills to “work smarter.”
between Arizona and Nevada and the Gen Z and a New Way to But this mantra is potentially dangerous
Port Mann Bridge in Vancouver, British Learn if context and understanding are lacking.
Columbia. In her book Gen Z, Explained: The Art With artificial intelligence poised to
of Living in a Digital Age, 1 Stanford eliminate many of the procedural aspects
But by 2015, I was ready to make my University professor Roberta Katz and her of engineering, new engineers need to
way back to academia and accepted coauthors explain that Gen Z has only be able to provide meaningful input and
an assistant professor position at Saint known a world of endless information, look critically at the output.
Martin’s University, a small liberal arts having never lived a life without the
college, in Lacey, Wash. With my hard- internet. They state, “Every generation Generation X and the Old
won knowledge of analysis and concepts inherits a world they did not make, but Way to Learn
Generation X includes anyone born
Dr. Walsh on a site visit in 2009. All Photos: Jill Walsh. between 1965 and 1980. Like any
proud, flannel-wearing Gen Xer, I took
pride in my latchkey-kid status. While
we didn’t use punch cards in college, we
did use Lotus 1-2-3 and took FORTRAN
programming. My undergraduate
p ro f e s s o r s w ro t e e q u a t i o n s o n
chalkboards spanning the width of one
wall. Reaching the end of the board
meant returning to the starting point
and erasing the previous equations—a
learning environment that would seem
otherworldly to today’s students.

By the mid-1990s, Netscape was the

best browser to search the World
Wide Web. By graduate school, I was
saving Excel files on a floppy disk (the
object on which the Microsoft Save
icon is based). But we still wrote our

48 | ASPIRE Spring 2024

St. Martin’s University 2018 graduation. From left to right: 2024 Future Engineers. From left to right: Abraham Debasu,
Clarinda Marion, Will Miller, the author, Micaylla Young, Edward Suppes, Eli Eldridge, Andrew Milholland, Marcus Hurley,
Cameron Reece, Dr. Floraliza Bornasal, Dr. Jae Chung. Jeffrey Lowe.

homework on paper and waited a Gen X Teaching Gen Z One of my students wore a sweatshirt
week for feedback. We still scrolled My educational background contributed with the phrase “Help me change the
through microfiche for historical journal to my “No, I will not save the lecture world.” If I had to identify one group
articles. That’s how you learned, and it slides for you” mentality when I started capable of changing the world, it would
was good enough for us. teaching. I now share skeleton slides be engineers. From the engineering
before class and post slides with class accomplishments of the Brooklyn Bridge
Boomers and Gen X notes afterward. We work through to the ingenuity of accelerated bridge
At T. Y. Lin, I depended on the problems together in class. This is construction and the James Webb Space
experience and knowledge of my a simple example of adapting to Telescope launched in 2021, engineers
supervisors and reveled in collaborations Gen Z’s way of learning. I find myself have repeatedly proved that the
with coworkers. Engineers develop increasingly impressed by my students impossible is possible.
an appreciation and understanding and no longer feel it is my job to
of design details through experience. “toughen” them up. COVID-19, climate Now imagine combining Gen Z’s energy,
We understand the evolution from change, and the speed of technological technical efficiency and pragmatic
allowable stress design (ASD) to load- developments have done that. optimism with veteran engineers’
and resistance-factor design (LRFD)— experience, knowledge, and historical
and how a quick ASD calculation Fortunately, Gen Z is a generation of wisdom. Together, they will build a
can provide a nice starting point or highly adaptive learners who come from bridge between generations that
gut check. We know that “Chapter diverse backgrounds and are equipped changes the world.
17: Anchoring to Concrete” of the with creative solutions and pragmatic
American Concrete Institute’s Building optimism. And while they have access References
Code Requirements for Structural to endless historical information, there is 1. Katz, R., S. Ogilvie, J. Shaw, and L.
Concrete (ACI 318-19) and Commentary no substitute for the retained knowledge Woodhead. 2021. Gen Z, Explained:
(ACI 318R-19)2 made its first and comprehension that can only be The Art of Living in a Digital Age.
appearance as Appendix D to ACI 318- found in the work environment, on a Chicago, IL: University of Chicago
02 and received considerable review project, or in direct collaboration with Press.
and expansion following the 2006 a supervisor. And those who are lucky
2. American Concrete Institute (ACI).
collapse of the ceiling panels in the Ted enough to work alongside this new
2019. Building Code Requirements
Williams Tunnel in Boston, Mass. We generation of engineers? Get ready to
for Structural Concrete (ACI 318-19)
know that current ductile design details watch them do what that Microsoft
and Commentary (ACI 318R-19).
evolved from work presented in Thomas floppy disk icon does best: save our
Farmington Hills, MI: ACI.
Paulay’s and Nigel Priestley’s 1992 work.
book, Seismic Design of Reinforced 3. Paulay, T., and M. J. N. Priestley. 1992.
Concrete and Masonry Buildings.3 The “Help Me Change the Seismic Design of Reinforced Concrete
generational passing of engineering World” and Masonry Buildings. New York, NY:
knowledge is vital for efficient, effective, In his last message in 1941, Boy Scout Wiley.
and safe structures. Structural history founder Robert Baden-Powell told
4. Badden-Powell, R. n.d. “B-P Last
dictates the structural future. The Mike the scouts, “Try and leave this world
Will.” Archived October 11, 2019,
O’Callaghan–Pat Tillman Memorial a little better than you found it.”4 I’m
at the Wayback Machine. Accessed
Bridge girder-to-concrete pier cap not sure my generation can claim we
January 11, 2024. https://web.
connections would not be the same if heeded his advice. Gen Z has inherited
archive.org/web/20191011152418
not for experiences learned during the climate change, resource depletion,
/https://www.scout.org/sites/default
construction of Missouri’s Creve Coeur gentrification creep, and the rapid rise
/files/library_files/B-P%20Last%
Lake Memorial Bridge. of artificial intelligence.
20Will.pdf.

ASPIRE Spring 2024 | 49

 AASHTO LRFD

Approved Changes to the Ninth Edition

AASHTO LRFD Bridge Design Specifications:
Design of Segmental Bridges
by Dr. Oguzhan Bayrak, University of Texas at Austin

A rticle 5.12.5—Segmental Concrete Bridges of the ninth

edition of the American Association of State Highway
and Transportation Officials’ AASHTO LRFD Bridge Design
for plastic ducts through diabolos shall be performed to verify
the adequacy of the proposed details.
The galvanized rigid steel pipe ducts in the deviation saddles
Specifications1 was originally based on the AASHTO Guide shall meet the requirements set forth in Article 10.8.2, and
Specifications for Design and Construction of Segmental Concrete the external plastic tendon ducts passing through the deviation
Bridges.2 AASHTO’s Committee on Bridges and Structures saddles shall meet the requirements set forth in Article 10.8.3
Agenda Item 27, Working Agenda Item 218, will update many of the AASHTO LRFD Bridge Construction Specifications.
parts of this article and other articles related to segmental
• Commentary to Article 5.4.6.3 (C5.4.6.3) will be added, as
concrete bridges in the forthcoming 10th edition of the
follows:
AASHTO LRFD specifications.3 Selected approved updates
C5.4.6.3
are as follows:
The minimum tendon radius specified by Article 5.4.6.3
• The 10th bullet item in Article 3.4.1—Load Factors and is similar to the minimum radii recommended for
Load Combinations will be revised to read as follows: external tendons in [Table 6-2 of ] the U.S. Department
ű Service III – Load combination for longitudinal analysis of Transportation Publication No. FHWA-HIF-19-067,
relating to flexural tension and principal tension in Replaceable Grouted External Post-Tensioned Tendons,
the webs of prestressed concrete superstructures with the October 2019:
objective of crack control. [Table 6-1, at bottom, from the same publication] also
recommends the following minimum radii and tangent lengths
• The 18th paragraph of Article C3.4.1 will be deleted to
at anchorages:
streamline the commentary.
• A new definition will be added to Article 5.2, as follows: Minimum Radius
Tendon Size
Diabolo—A formed void in a concrete deviation saddle or at Deviators (feet)
diaphragm in a shape to align and direct an external tendon 7-0.6” 6.6
through the horizontal and vertical tendon profile required for
the design. 12-0.6” 8.2

• Article 5.4.6.3 will be revised to read as follows: 15-0.6” 9.0

5.4.6.3—External Tendons Passing through Deviation
19-0.6” 9.8
Saddles
External tendons passing through deviation saddles shall 22-0.6” 10.7
utilize either of the following details:
ű Galvanized rigid steel pipe ducts 27-0.6” 11.5
ű Diabolos 31-0.6” 12.3
The minimum tendon radius at deviation saddles shall be as
large as permitted by the geometry of the tendon and deviation
Tendon Minimum
saddle but, unless verified by testing, shall not be less than: Radius Minimum Tangent
at Anchorages Length at
Rmin,d = 0.306 fpu Aps ≥ 6.6 ft (5.4.6.3-1) Size (feet) Anchorages (feet)
where: 7-0.6” 9.8 2.5
Rmin,d = minimum tendon radius at deviation saddle (ft)
12-0.6” 11.5 3.3
fpu = specified tensile strength of prestressing steel (ksi)
15-0.6” 12.3 3.3
Aps = area of prestressing steel (in.2)
19-0.6” 13.1 3.9
To utilize a smaller radius than specified by this article,
the testing specified by Article 10.3.2.2 of the AASHTO 22-0.6” 13.9 3.9
LRFD Bridge Construction Specifications for rigid pipe
27-0.6” 14.8 4.3
duct and plastic ducts through diabolos and Article 10.8.3 of
the AASHTO LRFD Bridge Construction Specifications 31-0.6” 15.6 4.8

50 | ASPIRE Spring 2024

• The third paragraph in Article 5.8.4.4.2—Bearing and the wind speed associated with load combinations
Resistance will be revised to read as follows: c and d in Table 5.12.5.3.3-1 shall be as determined
The full bearing plate may be used for Ag and the calculation by the Owner (ksf )
of Ab if the plate material does not yield at the factored A = static weight of precast segment being handled for
tendon force, taken as 1.2 times the maximum jacking force precast cantilever construction or the empty weight
in accordance with Article 3.4.3.2, and the slenderness of the of the form-traveler being utilized for cast-in-place
bearing plate, n/t, shall satisfy: cantilever construction (kip)
AI = dynamic response due to accidental release or
• The associated (Eq. 5.8.4.4.2-4) remains unchanged.
application of a precast segment load, empty form-
The list of parameters after the third paragraph in Article
traveler load or other sudden application of an
5.8.4.4.2 will be revised to read as follows:
otherwise static load to be added to the dead load;
n = projection of bearing plate beyond the wedge hole or
in lieu of a dynamic analysis, may be taken as 100
wedge plate, as appropriate (in.)
percent of load A (kip)
fb = the factored tendon force, divided by the effective net
area of the bearing plate, Ab (ksi) • The eighth paragraph of Article C5.12.5.3.2 will be revised
and additional explanation will be provided, as follows:
• The following paragraph will be added to the end of Article
The following information is based on some past experience
C5.9.2.3.3—Principal Tensile Stresses in Webs:
and could be considered for preliminary design. Form-travelers
The principal tension calculation methods in Article 5.9.2.3.3
for cast-in-place segmental construction for a typical two-lane
reflect the standard practice of including only the shear and
bridge with 15.0 to 16.0 ft segments may be estimated to
normal stresses in the computation of the principal stresses.
weigh 160 to 180 kips. The weight of form-travelers for wider
While these methods do not consider the effect of flexural
double-celled box sections may range up to approximately
stresses due to transverse moments on the calculation of the
280 kips. Consultation with contractors or subcontractors
principal stresses, they have been shown to be adequate for the
experienced in free cantilever construction, with respect to the
design of well-proportioned box girder bridges in conjunction
specific bridge geometry under consideration, is recommended
with using the principal stress limits in this specification. The
to obtain a design value for form-traveler weight.
designer should be aware that flexural stresses due to transverse
Using wind speeds of 0.75 of the speed used for the in-service
moments do affect principal stresses and may want to consider
Strength III limit state for load combinations c and d
their inclusion in the principal stress calculation for atypically
and 70 mph for load combinations e and f is a reasonable
proportioned box girder bridges. The principal tensile stress
approximation of wind loads that would have resulted from
limit in this specification does not strictly apply if flexural
past practice using the AASHTO LRFD Bridge Design
stresses are included in the principal stress computation.
Specifications prior to the change from fastest mile wind
• The second paragraph of Article 5.12.5.1—General (under speed to 3-second gust wind speed. ASCE 37 can also help give
Article 5.12.5—Segmental Concrete Bridges) will be revised guidance for wind loads during construction.
to read as follows: Cast-in-place segments are typically supported by form-travelers.
The method and schedule of construction assumed for the design Accidental release may involve the release of the empty form-
shall be shown in the contract documents. Temporary supports traveler. Accidental release may also involve failure of the
required prior to the time the structure, or component thereof, supports for the bottom soffit form during segment casting,
is capable of supporting itself including loads and sequence in thereby releasing the bottom slab form and working platform,
construction, shall also be shown in the contract documents. as well as the bottom slab and web concrete. In the worst case,
accidental release may involve failure of the entire form-traveler
• The first paragraph of Article C5.12.5.1 will be revised to
and all newly cast segment concrete. The weight of the empty
read as follows:
form-traveler is the minimum load that should be included
For segmental construction, superstructures of single or
in AI. Note that using 100 percent of the weight of the empty
multiple-cell box sections are generally used. Segmental
form-traveler for AI is a practice that has been successfully
construction includes construction by free cantilever, span-by-
utilized in France without collapse of a cantilever. Owners
span, incremental launching, or other methods using either
seeking a further reduction of risk could consider including the
precast or cast-in-place concrete segments which are connected
weight of some segment concrete in A and AI.
together to produce either continuous or simple spans.
For precast segments being lifted by a beam and winch or
• The first paragraph of Article 5.12.5.2.3—Analysis of the deck-mounted crane, and CIP [cast-in-place] segments being
Final Structural System will be revised to read as follows: supported by form-travelers, the dynamic effect of an accidental
The final structural system shall be analyzed for redistribution release is an upward rebound. For precast segments being lifted
of construction-stage force effects due to internal deformations by a ground-based crane where the segment could be above the
from creep and shrinkage and changes in support and restraint cantilever, the dynamic effect is a downward impact force from
conditions, including accumulated locked-in force effects the segment being suddenly released during lifting.
resulting from the construction process.
• The third paragraph of Article 5.12.5.3.3—Construction
• Article 5.12.5.3.2—Construction Loads will be revised, as Load Combinations at the Service Limit State will be revised
follows: to read as follows:
WS = horizontal wind load on structures in accordance with The distribution and application of the individual erection
the provisions of Section 3. The wind speed associated loads appropriate to a construction phase shall be selected to
with load combinations e and f in Table 5.12.5.3.3-1 produce the most unfavorable effects. The compressive stress in

ASPIRE Spring 2024 | 51

 concrete during construction shall not exceed 0.6ϕw fc , where In accordance with Article 1.3.2.1, the resistance factor for
fci is the design concrete compressive strength at the time of concrete design shall be 1.0. The loads DIFF and CLL shall
load application or transfer of prestress. The value for ϕw shall be placed to maximize the force effects.
be calculated as described in Article 5.9.2.3.2a. ű For maximum force effects:
• New commentary Article C5.12.5.3.3, will be added, as Q = 1.1 (DC + DIFF ) + 1.3 (CEQ + CLL) + A + AI
follows: (5.12.5.3.4b-1)
C5.12.5.3.3 ű For minimum force effects:
Table 5.12.5.3.3-1 was developed primarily for balanced
Q = DC + DIFF + CEQ + CLL + A + AI
cantilever construction but provides a reasonable basis for
(5.12.5.3.4b-2)
load combinations for other segmental construction methods.
In addition to the superstructure, the following substructure
When applied to construction methods other than balanced
elements shall consider the dynamic response (AI):
cantilever construction, loads specific to balanced cantilever,
ű Temporary supports and their foundations.
such as DIFF, U and WUP, may be disregarded.
ű Piers, including the pier to footing or pier to monoshaft
The compressive stress limit of 0.6ϕw fci is specified during
connection.
construction of segmental bridges, as opposed to the limit of
ű Above grade or buried footings. The design shall be based
0.65fci contained in Article 5.9.2.3.1a. This is due to the
on pile or shaft force effects resulting from an analysis
uncertainty associated with construction loads.
of the dynamic response, regardless of whether the static
• Article 5.12.5.3.4 will be revised, as follows: geotechnical resistance of the piles or shafts is exceeded.
5.12.5.3.4—Construction Load Combinations at Strength ű Piles and shafts supporting footings where the ground or
and Extreme Event Limit States mudline is less than one diameter of a foundation element
5.12.5.3.4a—Construction Load Combinations at the above the bottom of footing, regardless of whether the static
Strength Limit State geotechnical resistance of the piles or shafts is exceeded. The
The factored resistance of a component shall be determined structural resistance of the piles or shafts shall be checked
using resistance factors specified in Article 5.5.4.2. The from the bottom of the footing to the first points of maximum
following components shall be evaluated for construction loads moment and shear below the ground or mudline.
at the Strength I, III and V limit states: ű The structural resistance of monoshafts, even if below the
ű Prestressed or conventionally reinforced substructures ground or mudline, shall be checked to the first points of
ű Prestressed or conventionally reinforced segmental maximum moment and shear below the ground or mudline.
superstructures
• Article C5.12.5.3.4b will be revised, as follows:
The Strength I, III and V load combinations from Table
C5.12.5.3.4b
3.4.1-1 shall apply with the load factors in the table and as
The construction load combinations evaluated at the extreme
modified by this article. The loads DIFF, CEQ and IE shall
event limit state are intended to address a low probability
be included and factored with γp for DC. The load WUP shall
event. This extreme event limit state evaluation does not
be included with WS. The load CLL shall be included and
replace the evaluation of construction loads under the service
used in place of LL. The load WE shall be included with load
limit state or strength limit state.
factors of 0.9 and 0.4 for the Strength III and Strength V load
combinations, respectively. The wind speeds for WS associated • The first paragraph of Article 5.12.5.3.6—Creep and
with the Strength III and Strength V load combinations shall Shrinkage will be revised, as follows:
be as determined by the Owner. Creep and shrinkage shall be determined in accordance with
Article 5.4.2.3. Forces and stresses shall be determined for
• Article C5.12.5.3.4a will be revised to read as follows:
redistribution of restraint stresses developed by creep and
C5.12.5.3.4a
shrinkage deformations that are based on the assumed
Using a load factor of 1.25 for construction equipment loads
construction schedule as stated in the contract documents.
for segmental construction, such as erection gantries, cranes
supported by the structure and segment transporters is reasonable • The fourth paragraph will be revised and new discussion
as opposed to the 1.5 load factor specified in Article 3.4.2 for added to Article C5.12.5.3.8d (Torsional Reinforcement),
construction loads. This is because construction equipment loads as follows:
are well known or included in the plans for the construction Unlike solid sections, when designing the webs of segmental
method assumed for design. Smaller miscellaneous construction bridges, the shear and torsion reinforcement should be directly
loads are included in the CLL allowance. added together. Reinforcement for transverse bending in the
Using load factors of 1.0 with wind speeds of 0.95 of the webs and other box girder elements should be accounted for in
speed used for the in-service Strength III limit state for the the total reinforcement demand. Standard practice for typical
construction Strength III load combination, and 75 mph for segmental highway bridges is to combine the shear and torsion
the construction Strength V load combination are reasonable reinforcement, and transverse bending reinforcement in each
approximations of wind loads that would have resulted from box girder element so that the total reinforcement on each face
past practice using the AASHTO LRFD Bridge Design of each web or flange exceeds the greater of:
Specifications prior to the change from fastest mile wind ű 1.0(Asv+Ast) + 0.5Asb (C5.12.5.3.8d-1)
speed to 3-second gust wind speed. ASCE 37 can also help give ű 0.5(Asv+Ast) +1.0Asb (C5.12.5.3.8d-2)
guidance for wind loads during construction.
where:
5.12.5.3.4b—Construction Load Combinations at the
Asv = area of required shear reinforcement for one face of a
Extreme Event Limit State

52 | ASPIRE Spring 2024

 web within a distance s (in.2) the in-service Strength I, Service I and Service III load
Ast = area of required torsion reinforcement for one face of combinations to accommodate the combined effect of the
an exterior web or flange within a distance s (in.2) following load increases:
Asb = area of required reinforcement due to transverse bending –Ten percent DW
for one face of a web or flange within a distance s (in.2) –Ten percent bridge railing dead load
The equations above acknowledge that the maximum –Ten percent LL + I
shear and torsion effect is unlikely to occur concurrently –Ten percent CR and SH
with maximum transverse bending. However, the engineer Any extra design resistance in the original design can be
must consider if this condition is applicable to the utilized to resist the specified load increases, such that the
structure in design. Examples where direct combination of initial and future post-tensioning together meet the increased
the reinforcement are applicable include single lane ramp load requirements.
structures and transit structures.
• Article C5.12.5.3.9c will be revised, as follows:
• Articles 5.12.5.3.9a and 5.12.5.3.9b (within Article This provides for future addition of external unbonded post-
5.12.5.3.9—Provisional Post-Tensioning Ducts and tensioning tendons.
Anchorages) will be revised to read as follows: The first requirement specifies an addition of future tendons
5.12.5.3.9a—General to provide for a force of ten percent of the primary positive
Provisions for adjustments of prestressing force to compensate moment and negative moment post-tensioning forces and does
for unexpected losses during construction specified in the not require any additional analysis.
contract documents. The second requirement provides for a refinement of the future
5.12.5.3.9b—Bridges with Internal Ducts post-tensioning system by designing for a ten percent increase in
Provisional duct or anchorage capacity shall accommodate the specified loads. Relative to the first option, this refinement
increases to both positive moment and negative moment post- allows for a reduction in future post-tensioning forces in regions
tensioning forces. The increases shall be taken as not less than where there is already extra capacity. An example is a balanced
five percent of the total post-tensioning forces specified in the cantilever bridge constructed with form-travelers or beam
contract documents. and winches. The post-tensioning required to support the free
For continuous bridges, positive moment force adjustment cantilevers along with the equipment loads can be more than
need only be provided for the middle 50 percent of each span. what is required for the in-service structure. Therefore, the
Provisional capacity shall be uniformly distributed to each future post-tensioning tendons for negative moment at the piers
web and located symmetrically about the bridge centerline. required to resist specified load increases can possibly be reduced
Anchorages shall be distributed uniformly at three-segment from a ten percent increase in the negative post-tensioning force.
intervals along the length of the bridge. Typically, future post-tensioning tendons are draped external
Utilized and unutilized provisional ducts shall be grouted at tendons that are close to the bottom slab near midspan and
the same time as other ducts in the span. anchor in the pier diaphragms as high as possible. The tendons
typically lap through the pier diaphragms with anchorages
• Article C5.12.5.3.9b will be revised, as follows:
located on opposite sides of the diaphragm. Provision for larger
Provisional post-tensioning duct and/or anchorage capacity
amounts of post-tensioning might be developed, as necessary,
permit the introduction of additional prestressing force to
to carry specific amounts of additional load as considered
compensate for installation or stressing problems that might
appropriate for the structure.
arise during construction.
Excess capacity may be provided by use of oversize ducts and • The third paragraph will be revised and a new
oversize anchorage hardware at selected anchorage locations fifth paragraph will be added to the end of Article
well distributed along the length of the bridge. C5.12.5.3.11a—Minimum Flange Thickness (within
Article 5.12.5.3.11—Box Girder Cross Section
• Article 5.12.5.3.9c will be revised to read as follows:
Dimensions), as follows:
5.12.5.3.9c—Provision for Future Load
Where the clear span between the faces of webs is 15.0 ft
Provision shall be made for installation and stressing access
or larger, transverse prestressing of the top deck is typically
and for anchorage attachments, pass-through openings, and
utilized. However, prestressing may also be utilized to improve
deviation saddle attachments to permit future addition of
deck durability (regardless of span length) at the Owner’s
corrosion-protected unbonded external tendons located inside
discretion. To ensure that these benefits are realized, Owners
the box section symmetrically about the bridge centerline.
need to ensure that project specifications explicitly state when
Diaphragm and deviation saddles shall be designed to
transverse prestressing of the deck is required for other than
accommodate the forces from the future tendons. At a minimum
structural purposes.
one future tendon for exterior webs and two future tendons
For most existing segmental bridges, the cantilever length
for interior webs shall be provided. These tendons shall have
of the top flange is less than 0.60 of the interior clear span
a minimum size equivalent to 12 0.6-in. diameter strand
of the top flange. When the cantilever exceeds 0.45 of the
tendons. The future tendons shall satisfy one of the following
interior span, designers should consider investigating top flange
requirements:
deflections during casting and erection and the need for partial
ű Future tendons shall provide a post-tensioning force of not
post-tensioning of the top flange for geometry control.
less than ten percent of the primary positive moment and
negative moment post-tensioning forces. • Article 5.12.5.3.11c—Length of Top Flange Cantilever will
ű Future tendons shall be designed to increase the be deleted and the current Article 5.12.5.3.11d—Overall
superstructure resistance for flexure, shear, and torsion for Cross Section Dimensions will be renumbered.

ASPIRE Spring 2024 | 53

 • The second paragraph of Article C5.12.5.4.1 (the General system, in particular the effects of the application of a load
portion of Article 5.12.5.4—Types of Segmental Bridges) to one system and its removal from a different system, shall be
will be revised to read as follows: accounted for. Redistribution of such forces and stresses by creep
Bridges erected by balanced cantilever or progressive placement shall be taken into account and allowance made for possible
normally utilize internal tendons. Bridges built with erection variations in the creep rate and magnitude.
trusses may utilize internal tendons, external tendons, or
• The first and second paragraphs of Article 5.12.5.4.6a
combinations thereof. Due to considerations of segment weight,
(the General portion of Article 5.12.5.4.6—Incrementally
span lengths for precast segmental box girder bridges, except for
Launched Construction) will be revised to read as follows:
cable-stayed bridges, generally do not exceed 400 ft.
ű Stresses under all stages of launching shall not exceed the
• The second paragraph of Article 5.12.5.4.2—Details for limits specified in Article 5.12.5.3.3.
Precast Construction will be revised, as follows: ű Provision shall be made to resist the frictional forces on
Multiple small-amplitude shear keys at match-cast joints in the substructure during launching and to restrain the
webs of precast segmental bridges shall extend over as much superstructure if the structure is launched down a gradient.
of the web as is compatible with other details. Details of
• The second paragraph of Article C5.12.5.4.6a will be
shear keys in webs should be similar to those shown in Figure
revised, as follows:
5.12.5.4.2-1. Alignment keys shall also be provided in top
For determining the critical frictional forces, the friction on
and bottom slabs. Keys in the top and bottom slabs may be
launching bearings should be assumed to vary between 0 and 4
larger single-element keys.
percent, whichever is critical. The upper value may be reduced
• The fourth paragraph of Article 5.12.5.4.2 will be deleted. to 3.5 percent if pier deflections and launching jack forces are
monitored during construction. These friction coefficients are only
• The fifth paragraph of Article 5.12.5.4.2 will be revised, as
applicable to bearings employing a combination of virgin PTFE
follows:
and stainless steel with a roughness of less than 1.0 × 10–4 in.
Where an epoxy joint is specified, a temporary or permanent
prestressing system shall provide a minimum compressive stress of • Article 5.12.5.4.6b—Force Effects Due to Construction
0.030 ksi and an average stress of not less than 0.040 ksi across Tolerances will be revised to read as follows:
the joint until the epoxy has cured. If the segment or segments Force effects due to permissible construction tolerances shall
being erected are supported by the prestressing system, the stresses be considered, both during construction and for the in-service
due to the prestressing and the weight of the segment being structure. Unless otherwise specified in the contract documents,
erected shall be combined and the same stress limits apply. the tolerances shall be taken as:
ű In the longitudinal direction between two adjacent bearings
• A new second paragraph will be added and the third
........................................................................... 0.2 in.
paragraph will be revised in Article C5.12.5.4.2, as follows:
ű In the transverse direction between two adjacent bearings
To aid in geometry control, the stress across the joint should be
........................................................................... 0.1 in.
as uniform as practical until the epoxy has cured. Having a
ű Between the fabrication area and the launching equipment
difference between maximum and minimum compressive stress
in the longitudinal and transverse direction ........... 0.1 in.
of no more than 0.060 ksi is recommended.
ű Lateral deviation at the outside of the webs ........... 0.1 in.
Small-amplitude shear keys in the webs are less susceptible
The horizontal force acting on the lateral guides of the
to stress concentrations and construction damage, which will
launching bearings shall be taken as less than one percent of
result in loss of geometry control, than larger single-element
the vertical support reaction.
keys. Alignment keys in the top and bottom flanges are less
For design of the in-service structure, locked-in force effects
susceptible to such damage.
from construction tolerances, EL, shall be included in load
• The third paragraph of Article 5.12.5.4.3—Details for Cast- combinations according to Table 3.4.1-1. For forces and
in-Place Construction will be revised, as follows: stresses during construction, one-half the effects of construction
Diaphragms shall be provided at abutments, piers, hinge joints, tolerances and one-half the effects of temperature gradient
and bottom flange angle points in structures with straight shall be added together and applied as load TG in Table
haunches. Diaphragms shall be substantially solid at piers 5.12.5.3.3-1. Concrete stresses due to the load combinations
and abutments, except for access openings and utility holes. in Table 5.12.5.3.3-1 shall not exceed those specified in
Diaphragms shall be sufficiently wide as required by design. Article 5.12.5.3.3.
• A new first paragraph to Article C5.12.5.4.4—Cantilever • A new article, C5.12.5.4.6b, will be added, as follows:
Construction will be added, and the fourth paragraph will C5.12.5.4.6b
be revised, as follows: The designer can reduce tolerances through construction
Permanent or temporary longitudinal strand or bar tendons details, in which case the force effects may be reduced
satisfy the requirement to anchor a minimum of two tendons accordingly. Permanent bearings grouted in place after
in each segment. launching has been completed is an example of a construction
Lengths of segments for free cantilever construction typically range detail to alleviate tolerance force effects.
between 8.0 and 18.0 ft. Lengths vary with the construction
• The third and fourth paragraphs of Article 5.12.5.4.6c—
method, the span length, and location within the span.
Design Details will be revised, as follows:
• The second paragraph of Article 5.12.5.4.5—Span-by-Span The straight tendons required for launching shall be sufficient
Construction will be revised, as follows: to meet the service and strength limit state requirements of this
Forces and stresses due to the changes in the structural specification. Not more than 50 percent of the tendons shall be

54 | ASPIRE Spring 2024

 coupled at one construction joint. Anchorages and locations for the value engineering redesign be licensed and that the working
the straight tendons shall be designed for the concrete strength drawings and calculations are signed and sealed accordingly.
at the time of tensioning.
The faces of construction joints shall be provided with keys or Conclusion
a roughened surface with a minimum roughness amplitude The segmental bridge design provisions of the ninth edition
of 0.25 in. Bonded nonprestressed reinforcement shall be AASHTO LRFD specifications will be revised to be more
provided longitudinally and transversely at all exterior consistent with the remainder of Section 5, be more current
concrete surfaces. The longitudinal reinforcement shall run with the remaining provisions, and reflect more current
continuously through the segments and joints. Longitudinal practice. The cost implications of the revisions summarized in
reinforcement shall not be spliced at joints. this article are anticipated to be minimal, if any.
• A new paragraph will be added to the Commentary Article
C5.12.5.4.6c, as follows:
References
Minimum reinforcement of the equivalent of No. 4 bars 1. American Association of State Highway and Transportation
spaced at 5.0 in. both longitudinally and transversely on all Officials (AASHTO). 2020. AASHTO LRFD Bridge Design
exterior concrete surfaces of the girder, with the longitudinal Specifications. 9th ed. Washington, DC: AASHTO.
bars running across the joints has been recommended in past
2. AASHTO. 1999. Guide Specifications for Design and Construction
editions of this specification. Splices of the longitudinal bars
of Segmental Concrete Bridges. 2nd ed., with 2003 Interim
may be located just to one side of joints such that no length of
Revisions. Washington, DC: AASHTO.
the splice is running through the joints.
3. AASHTO. Forthcoming. AASHTO LRFD Bridge Design
• The fourth paragraph of Article 5.12.5.5—Use of Alternative
Specifications. 10th ed. Washington, DC: AASHTO.
Construction Methods will be revised to read as follows:
For the value engineering, the Contractor shall provide a complete
set of design computations and revised contract documents. The
References in Quoted Material
value engineering redesign shall be prepared by a Professional • AASHTO. 2017. AASHTO LRFD Bridge Construction
Civil Engineer or Structural Engineer experienced in segmental Specifications. 4th ed., with 2020 Interim Revisions.
bridge design. Upon acceptance of a value engineering redesign, Washington, DC: AASHTO.
the Professional Civil Engineer or Structural Engineer responsible
• American Society of Civil Engineers (ASCE). 2015. Design
for the redesign shall become the Engineer in Responsible Charge.
Loads on Structures during Construction. ASCE/SEI 37-14R
Based upon the jurisdiction in which the project resides, the
(2019). Reston, VA: ASCE.
Owner shall specify whether a Professional Civil Engineer or
Structural Engineer is required for the redesign. • Ledesma, T. 2019. Replaceable Grouted External Post-
Tensioned Tendons. FHWA-HIF-19-067. Washington, DC:
• A new second paragraph to Article C5.12.5.5 will be added,
Federal Highway Administration. https://www.fhwa.dot
as follows:
.gov/bridge/concrete/hif19067.pdf.
It is recommended that the Engineer in Responsible Charge for

The Silica Fume Association (SFA), a not-for-profit corporation based in

Delaware, with offices in Virginia and Ohio, was formed in 1998 to assist the
producers of silica fume in promoting its usage in concrete. Silica fume, a
by-product of silicon and silicon based alloys production, is a highly-reactive
pozzolan and a key ingredient in high-performance concrete, dramatically
increasing the service-life of concrete structures.
The SFA advances the use of silica fume in the nation’s concrete
infrastructure and works to increase the awareness and understanding of
silica-fume concrete in the private civil engineering sector, among state
transportation officials and in the academic community. The SFA’s primary
goal is to provide a legacy of durable, sustainable, and resilient concrete
structures that will save the public tax dollars typically spent on lessor
structures for early repairs and reconstruction.

The SFA is proud to announce the release of

the 2nd Edition the Silica Fume User Manual
Originally published in 2005, and very well
received by the Engineering Community, the
document has been update including a new Second Edition

chapter added on Sustainability.

To get your copy please send an email to

Building a Durable [email protected] today!
Future Into
Our Nation’s Infrastructure For more information about SFA visit www.silicafume.org.
 CONCRETE CONNECTIONS
Concrete Connections is an annotated list of websites where information is available about concrete bridges. Links and other
information are provided at www.aspirebridge.org.

IN THIS ISSUE
https://www.sgh.com/insights h t t p s : / / n a p . n a t i o n a l a c a d e m i e s . o r g / re a d / 2 5 4 7 8
This is a link to the Simpson Gumpertz & Heger (SGH) /chapter/2
website, where videos and publications are available to The Concrete Bridge Technology article on page 30 provides
advance the state of the profession and improve the insight into the engineering of bridge demolition. The
understanding of the built environment. SGH believes in the National Cooperative Highway Research Program Synthesis
pursuit of lifelong learning and is profiled in the Focus article 536 publication, Bridge Demolition Practices, available via
on page 6. this link, provides an overview of the “state of the industry”
in engineering for bridge demolition. The report also
https://www.pci.org/PCI/Education/Leadership_PCI.aspx
contains results from a survey of 42 state departments of
Leadership PCI is described in the Perspective article on
transportation.
page 10 as a program that can promote engagement and
leadership within the concrete bridge industry. The webpage https://highways.dot.gov/research/structures/ultra
at this link provides information on the program and a -high-performance-concrete/deployments
summary video. This link leads to an interactive map showing projects that
have featured ultra-high-performance concrete (UHPC) in
https://www.pci.org/SustainabilityResources
the United States through 2020. UHPC connections between
https://www.cement.org/sustainability
prestressed concrete voided slabs are the subject of the
The Perspective on page 10 discusses the leadership needed
Concrete Bridge Technology article on page 33, and UHPC
in our industry and workforce to drive sustainable practices in
link slabs are discussed in the FHWA article on page 58.
the concrete industry. These links lead to resources from PCI
and the Portland Cement Association on the complex issues https://asbi-assoc.org/learn/webinars
of sustainability and life-cycle analysis. The Safety and Serviceability article on page 40 discusses
wind loads on structures and is based on information
https://www.pci.org/PCI/Project_Resources/Project
presented in August 2023 during one of the American
_Profile/Project_Profile_Details.aspx?ID=220335
Segmental Bridge Institute’s (ASBI’s) monthly webinars.
This is a link to a project profile of the Governor Mario
Recordings for this webinar and other ASBI webinars can be
M. Cuomo Bridge connecting New Jersey and New York,
accessed via this link.
which received the 2019 PCI Design Awards Transportation
Award for Best Special Solution. This bridge, which included https://asbi-assoc.org/industry-wide-videos
approximately 6000 full-depth deck panels, is mentioned in The article on page 36 spotlights ASBI as part of a series
the Focus article about SGH on page 6. SGH worked with on National Concrete Bridge Council members. ASBI’s
the precaster to develop the concrete mixture, maximize mission is to advance, promote, and innovate concrete
production efficiency, and perform special laboratory testing. segmental bridge technology; share the knowledge; educate
stakeholders; build professional relationships; and increase
https://northsplit.com
the value of our infrastructure by providing sustainable
The North Split Interchange in Indianapolis, Ind., where
solutions. This is a link to videos on concrete segmental
Interstates 65 and 70 merge and overlap, is the subject of
projects and technology available on ASBI’s website.
the Project article on page 16. This is a link to the project
website. Its News/Features tab provides access to photos, https://abc-utc.fiu.edu/mc-events/new-mexicos
videos, local business information, and “Women of the North - p re c a s t - u h p c - a b c - b r i d g e - n m - 5 0 - o v e r- g l o r i e t a
Split” profiles. -creek/?mc_id=754
New Mexico is featured in the State article on page 44. New
https://www.kenmorewa.gov/our-city/projects
Mexico’s most recent precast concrete bridge with UHPC
/completed-projects/west-sammamish-river-bridge
closures, NM 50 over Glorieta Creek, was recognized with
-replacement-project
the 2023 PCI Design Award for All-Precast Concrete Solution
This is a link to a webpage with a project overview and
and an honorable mention for Bridge with a Main Span
construction highlight videos for the new West Sammamish
under 75 ft. This is a link to a webinar presentation on NM
River Bridge in Kenmore, Wash., which is featured in the
50 over Glorieta Creek.
Project article on page 20. The 600-ft-long, five-span
structure with prestressed concrete tub girders replaced a http://pci.org/workforce
structurally vulnerable bridge. The recruitment, retention, and wellness of the concrete
bridge industry’s workforce is paramount, as mentioned in
the Editorial on page 2. Toward that goal, PCI has launched
a website with tools—videos, resources, and strategies—for
workforce development. This is a link to that website.

56 | ASPIRE Spring 2024

PCI Offers New Transportation
eLearning Modules
Courses on Design and Fabrication of Precast,
Prestressed Concrete Bridge Beams
The PCI eLearning Center is offering a new set of courses that will help experienced bridge designers become more proficient with advanced
design methods for precast, prestressed concrete flexural members. There is no cost to enroll in and complete any of these new bridge courses.
The courses are based on the content of AASHTO LRFD and PCI publications. These include several State-of-the-Art and Recommended
Practice publications, as well as the PCI Bridge Design Manual. These are available for free to course participants after registering with a
valid email. While the courses are designed for an engineer with five or more years of experience, a less experienced engineer will find the
content very helpful for understanding concepts and methodologies.
Where applicable, the material is presented as part of a “real world” example of a complete superstructure design so that students can
see how actual calculations are completed according to the AASHTO LRFD specifications.
All courses on the PCI eLearning Center are completely FREE. Go to: http://elearning.pci.org/

PCI eLearning Precast, Prestressed Concrete Bridge Girder Series

Preliminary Precast, Prestressed Concrete Design (T110) Prestressed Losses (T135)
Materials and Manufacturing of Precast, Prestressed Shear (T145)
Concrete (T115)
End Zone Design (T160)
Design Loads and Load Distribution (T120)
Extending Spans (T310)
Flexure Service (T125)
Bearing Pads (T450) and (T455)
Flexure Strength (T130)
In-Service Analysis Load Rating (T710)

Full-Depth Precast Concrete Deck Panels Series

Introduction on Full-Depth Panel Precast Concrete Deck Production and Construction Details of Full-Depth Precast
System and Its Advantages (T210) Concrete Deck Panels (T220)
Design and Detailing of Full-Depth Precast Concrete Deck Case Studies and Emerging Developments of Full-Depth
Panels (T215) Precast Concrete Deck Panels (T225)

Lateral Stability of Precast, Prestressed Concrete Bridge Girders Series

Introductory Material and Hanging Girders (T520) Seated Girders and Stability Issues from Bed to Bridge
(T525)
Stability of Transported Girders (T523)
Stability Calculations and Sensitivity Analysis (T527)
This material is disseminated under the sponsorship of the U.S. Department of Transportation in the interest of information exchange under
DTFH61-13-D-00010 Task No. 5010. The U.S. Government assumes no liability for the use of the information. The U.S. Government does
not endorse products or manufacturers. Trademarks or manufacturers’ names appear in this material only because they are considered
essential to the objective of the material. They are included for informational purposes only and are not intended to reflect a preference,
approval, or endorsement of any one product or entity.
 F H WA

UHPC Link Slabs:

A Simple Solution
to Retrofit Bridges
to Eliminate Joints
by Dr. David Garber, Federal Highway Administration

When compared with conventional concrete, phase of more widespread adoption of UHPC eliminate deck joints between simple spans to help
ultra-high-performance concrete (UHPC) has involved preservation and repair activities, extend the service life of existing bridges. The high
offers enhanced mechanical and durability and has been supported through the Federal tensile strength and post-cracking strain capacity,
properties that make it an ideal material for Highway Administration (FHWA) Every Day high bond strength, and decreased splice lengths
use in the construction, repair, and preserva- Counts program. UHPC link slabs were identi- for embedded reinforcement make UHPC an
tion of highway bridges. Early widespread fied as one of the most promising applications ideal material for link slabs. UHPC link slabs are
adoption of UHPC began with connections of UHPC for preservation and repair.1 typically designed to be only partial depth, often
between prefabricated concrete bridge ele- A link slab creates a continuous slab in the 4 in. deep, and only a few feet long.
ments. UHPC has a high bond strength with longitudinal direction by using a partial- or full- Link-slab design is different than the design
conventional concrete substrates and high depth slab running between adjacent simple spans of conventional reinforced concrete elements,
tensile strength, resulting in shortened de- that is designed to accommodate the end rotation where an element is designed to resist applied
velopment and splice lengths, which makes of the girders without introducing moment con- loads. The demand on a link slab is generated
it an ideal material for connections. The next tinuity between spans. Link slabs can be used to from the total girder end rotations from the ad-
Figure 1. Typical ultra-high-performance concrete link-slab configuration for retrofitting a precast concrete beam bridge with a
composite cast-in-place deck superstructure to eliminate deck joints. All Figures: Federal Highway Administration.

58 | ASPIRE Spring 2024

 National Concrete Bridge Council

A recent FHWA report, Ultra-High

Performance Concrete (UHPC) Link Slab Design
Example, presents a design example for a UHPC
link slab.2 The example illustrates the step-by- Prestressed Concrete
Bridge Seminar
step process of designing link slabs to replace the
expansion joints on a four-span superstructure.
The example is for a steel simple-span composite
bridge containing traditional expansion joints, Concepts for Extending Spans
but the same design principles and process would Workshop presented by the National Concrete
be applicable to a prestressed concrete simple- Bridge Council (NCBC) in cooperation with
span composite bridge. Construction details are the Georgia Department of Transportation
provided for the existing structure and link-slab and Federal Highway Administration
design. Calculations are provided to determine
the longitudinal horizontal loads for the struc-
ture to evaluate the effect of the link slabs on the
April 24–25, 2024
existing substructure and foundation elements.
The redesign of the bearings is also included, and
Crowne Plaza Atlanta Midtown
the procedure for accounting for thermal effects 590 West Peachtree Street NW, Atlanta, GA 30308
and shrinkage in the link-slab design is provided.
Additional details on previously constructed link Two industry experts, Dr. Reid Castrodale
slabs and the approaches used by several states and Dr. Rich Miller, along with other
for the design and implementation of link slabs industry experts, will give DOT profession-
are summarized by Thorkildsen3 and Ailaney.4 als, contractors, consulting engineers, and
jacent spans occurring after link slab installation: The FHWA link-slab design example is a other industry professionals the opportuni-
θT = θ1 + θ2 for a configuration like that shown valuable resource to bridge owners and bridge
in Fig. 1, where θ1 is the girder end rotation designers looking for a simple and innova-
ty to learn more about topics from relevant
from span 1, and θ2 is the girder end rotation tive solution to retrofit deteriorated or leaking industry best practices including the new
from span 2. The primary design assumption for bridge deck joints and preserve the superstruc- PCI Bridge Design Manual, 4th Edition, 1st
UHPC link slabs is that the center of rotation at ture and substructure elements below them. Release.
the end of the girder moves from the top of the Experts will cover topics such as prestress
bearing, before installation of the link slab, to the References (pretensioned and post-tensioned) losses
centroid of the UHPC link slab, after installation 1. Haber, Z. B., A. Foden, M. McDonagh, and relevant guidance for the design
of the link slab (Fig. 1). This assumption allows J. M. Ocel, K. Zmetra, and B. A. and construction of long-span precast,
for the link slab to be designed for only rotation, Graybeal. 2022. Design and Construction prestressed concrete bridges. These topics
not axial demand (other than thermal effects and of UHPC-Based Bridge Preservation and
shrinkage). Link slabs are debonded from the Repair Solutions. FHWA-HRT-22-065.
will be directed toward engineers with
girders or composite deck to allow the demand Washington, DC: Federal Highway several years of bridge design experience.
from end rotations to be evenly distributed over Administration (FHWA). https://www
the debonded length of the link slab. This results .fhwa.dot.gov/publications/research/infra-
in an average curvature over the debonded structure/structures/bridge/22065/22065
length of the link slab ψavg that is equal to the .pdf.
total rotation from both spans θT divided by the 2. Garber, D., M. McDonagh, G. Sakellos,
debonded length LDB : ψavg = θT ∕LDB . C. Chong, J. Ocel, and B. Graybeal. 2023.
The link-slab thickness h, debonded length Ultra-High Performance Concrete (UHPC)
LDB , and longitudinal reinforcement As are de- Link Slab Design Example. FHWA-RC-23-
signed to resist this “applied” average curvature 0004. Washington, DC: FHWA. https://
ψavg. Service I, Fatigue I, and Strength I limit rosap.ntl.bts.gov/view/dot/72955.
states are checked in the design process, includ- 3. Thorkildsen, E. 2020. Case Study:
ing the effects of shrinkage and thermal defor- Eliminating Bridge Joints with Link Slabs— To register, sign in or
mations. The bearings must be designed for the An Overview of State Practices. FHWA- create a new record.
additional translation caused by the shift in the HIF-20-062. Washington, DC: FHWA.
center of end rotation (Fig. 1). The substruc- h t t p s : / / w w w. f h w a . d o t . g ov / b r i d g e
ture must be designed for additional horizontal /preservation/docs/hif20062.pdf.
Total PDH credit for both days is 14.5 hours.
forces caused by the connectivity across the su- 4. Ailaney, R. 2021. “Eliminating Bridge PCI has met the standards and requirements of
perstructure created by the installation of the Joints with Link Slabs.” ASPIRE 15 the Registered Continuing Education Program
link slabs at any supports or bearing types that (3): 46–47. https://www.aspirebridge. (RCEP). Credit earned on completion of this pro-
can transfer horizontal forces to the substruc- com/magazine/2021Summer/FHWA gram will be reported to RCEP.
ture. -EliminatingBridgeJoints.pdf.

NCBC members providing resources and

instruction at this event are ASBI, PCI, and PTI.
To register, sign in, or create a new record.
www.pci.org/April24BridgeSeminar
Registration ends April 1, 2024
 PRECAST/PRESTRESSED
CONCRETE INSTITUTE
(PCI) CERTIFICATION
is the industry’s most proven,
comprehensive, trusted, and
specified certification program.

If your state is silhouetted,

PCI HAS YOUR BACK because
PCI is the recognized competent
authority to certify the prestress
plants producing your products

The PCI Technical Activities Council and Research and Development

Council approved a new Recommended Practice to Assess and Control
Strand/Concrete Bonding Properties of ASTM A416 Prestressing Strand.

Keep up with all of the industry’s changes by monitoring the PCI Body of Knowledge at pci.org.

60 | ASPIRE Spring 2024

 The only one in the world!

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Japan Life has a wide variety of concrete products developed for Precast/Prestressed and CIP.

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pour concrete between the girders

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