shergalis 160921 Lifecycle KansasBridgeConf

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Steel: The Bridge Material of ChoiceNational Steel Bridge Alliance

A Division of the American Institute of Steel Construction

Design and Lifecycle

Considerations for Steel Highway Bridges

NSBA Marketing Manager

Matt Shergalis, P.E.

Successful Value Engineering

Bullitt County, KY

• 2 Parallel 3 Span Type VI Bulb Tee bridges.• Concrete girders weigh approximately 100 tons

each.– CSX RR which requires 150% lifting capacity for the

cranes.– Disallows “walking beams” meaning numerous cranes

would be required with significant boom capacity.

Bullitt County, KY – Value Engineering

113’ – 9” 143’ 100’

Beams too heavy again…Contractor

Bullitt County, KY – Value Engineering

• 5 Girders in place of 6 Girders.• Substructure remained unchanged.• Plate girders weigh approximately 12 tons.• First bridge scheduled delivery October 2016 (4 months).• Redesign saved approximately $200,000.

Life Cycle Considerations

Human Cost Rises as Old Bridges, Dams and Roads Go Unrepaired‐The New York Times

California Bridge Collapse May Delay Freight, Raise Shipping Costs‐The Wall Street JournalWe want Predictable Assets in an

Unpredictable Funding Environment.

What are the Considerations?

Details and procedures that ensure the longevity of a bridge’s Performance throughout its useful life.

Lifecycle Perception and Reality

Industry Perception

* Adapted from Fall 2009 ASPIRE “Service Life and Sustainability of Concrete Bridges” by Cliff Freyermuth.

Service Life and Sustainability

Perception – Deficiency Based

1951 -1955

1956 -1960

1961 -1965

1966 -1970

1971 -1975

1976 -1980

1981 -1985

1986 -1990

1991 -1995

1996 -1999

Deficient Bridges - 2009United States

Concrete

Prestressed Concrete

* Source: 2009 FHWA NBIS Database.

Lifecycle Perception -Deficiency

Inventory Structurally Deficient

Material Type TotalAverage

Age Total Average Age

Reinforced Concrete 137,554 1967 16,445 1948

Steel 186,274 1971 37,811 1952

Other 28,959 1965 10,544 1956

Prestressed Concrete 137,298 1985 5,634 1971

* Source: 2009 FHWA NBIS Database.** Only Non-culvert highway bridges considered.

Lifecycle Perception – A Clearer View

* Source: 2015 FHWA NBIS Database.

Frequency Distribution Superstructure Deficiency

Precast

Material 15-29 Yrs Old 30-44 Yrs Old 45-64 Yrs Old

Steel 2.2% 7.5% 27.4%

Reinforced Concrete 1.3% 5.1% 25.0%

Prestressed Concrete 8.0% 31% 51.6%

Economical Corrosion Protection

Uncoated Weathering Steel

UWS - How it Works

• Steel rusts in the presence of air and water resulting in iron oxide.

• Control rate oxygen can react with the surface. • Non-Weathering Steel

– Relatively porous oxide layer, which can hold moisture and promote further corrosion.

– Rust layer delaminates and exposes the surface causing more damage.

• Weathering Steel– Not as porous because it adheres more firmly to

the base metal. – Rate of corrosion initially same as ordinary steel,

but levels out.

UWS - The Elephant in the Room

Uncoated Weathering SteelDesign and Construction Strategies

UWS - Preventing Staining

• Construction Time Strategy - Pier Wrapping

• Design Strategy - Jointless Bridge

• Design Strategy - Drip Pans

• Design Strategy - Drip Bars

• Design Strategy - “Architectural Relief”

• Design Strategy - Substructure Coatings

• Design Strategy - Weathering Steel Substructure

• Design Strategy - Partial Paint (Last Resort)– Increased lifecycle costs associated with maintaining

paint.– Paint failure will result in staining if not addressed

quickly.– Consider periodic surface blasting of any staining as a

better option than painting.

• County Road A-34 over I-35, Iowa.• Original construction - 1970.

• Caldwell Ln over Suncoast Parkway, Florida

Uncoated Weathering SteelCost Considerations

UWS – First Time Costs

• Material premium of 3 - 4 cents/pound.• 10% - 18% lower first time cost versus painting.• Net costs favors Weathering Steel.

• Additional savings over the life of the bridge.

UWS – Case Study

• Lewisburg, PA

UWS – Case Study

• 1223’ bridge length (886 tons total)

Lifecycle AnalysisWeathering Steel Upcharge $53,160 $0.03 per lbsPainting Cost Avoided ($270,674) 3-coat paint system

Net Initial Savings ($217,514)Life Cycle Cost Savings (est.) ($1.5 million) Based upon 15 year

painting cycle

• Always consider making weathering steel the first option.

• Incorporate strategies for controlling water and moisture.

• Paint only fascia if aesthetic are important.

UWS - Recommendations

Economics during Design

Substructure Layout

Pier Removal

Safety• Increased Safety to

the Traveling Public.

Flexibility• Flexibility for Future

Roadway Widens.

Pier Removal

*Source: Google Streetview (Interstate 70 Widening Between Dayton, OH and Columbus, OH.)

Pier Removal – Case Study

2 Span Concrete150 ft span

1 Span Steel150 ft span

Pier Removal – Case Study

Initial Costs 1 Span Steel 2 Span Concrete

Superstructure Cost $390,000 $171,970

Substructure Cost $162,466 $343,382

Total Initial Cost $552,466 $515,352

Lifecycle Costs of Center Pier (Tangle Costs)

Maintenance Task Steel Concrete

Pier Inspection?

Future Pier Repair?

Future Bearing Repair/Replacement

Task Count 0 3

*Project information from November 2015 Tipton County, IN.

Considerations in the Field

Bridge Re-decking

• One of the single largest life cycle expenditures.

* Source: Patriot Sawcutting** Source: SJH Engineering (Route 3 over Hackensack River)

Bridge Re-decking Studies

Bridge Re-decking Methods

Wrecking Ball

Cost (Low to High)

Saw Cutting and Jack Hammer

Peeling

Hydrodemolition

Chemical Splitting

Likelihood of Damage (Low to High)

Hydrodemolition

Chemical Splitting

Saw Cutting and Jack Hammer

Peeling

*Also Available: Wrecking Balls and Blasting

Considerations in the Field

Re-decking Performance Implications

Concrete Bulb-Tee Girders

Typical Damage

* Source: “Evaluating the Impact of Bridge Deck Removal Method on the Performance of Precast/Prestressed Concrete I‐Girders” University of Nebraska

Flange Cracking Shear Connectors Bent/Broken

Typical Damage

Flange Cracking Repair

Typical Damage

Shear Connector Dowels

Steel Plate Girders

* Source: circleinterchange.org (Harrison Street Bridge).

Steel Plate Girders

Typical Damage

Flange Gouge Flange Bending

Typical Damage

Steel Plate Girders

* Image courtesy of Augusta Iron and Steel (I‐285 over GA 400) – June 2001.

Steel Plate Girders

Flange Gouge Repair

* Image courtesy of Augusta Iron and Steel (I‐285 over GA 400) – June 2001.

Steel Plate Girders

Typical Damage

Steel Plate Girders

Pre Heat Treatment Post Heat Treatment

Flange Bending Repair

* Source: Cordous Engineering.

Steel Resiliency

“The power or ability to return to the original form, position, etc., after being bent, compressed or stretched.”

* Source: Indiana DOT (I65 bridge over wildcat creek in Lafayette).** Source: Hirschfeld Industries Bridge (Super‐load ductility).

Steel Resiliency

REPAIR REUSEREPURPOSE

RECYCLE

Steel Resiliency – Repair

* Source: Edmonton Sun (Groat Road Bridge)** Source: (Girder layover)

I‐244 Tulsa, Oklahoma Rapid Repair

* Source: December 2013 MSC “Up and Running in No Time” (I‐244 Tulsa, Oklahoma)

I‐244 Tulsa, Oklahoma Rapid Repair

* Source: December 2013 MSC “Up and Running in No Time” (I‐244 Tulsa, Oklahoma)

Steel Resiliency – Reuse

I-40 “Crosstown” Project

* Image courtesy of Oklahoma DOT of I‐40 Crosstown Viaduct ‐ Oklahoma City, OK.

Steel Resiliency – Reuse

* Image courtesy of Oklahoma DOT of I‐40 Crosstown Viaduct ‐ Oklahoma City, OK.

2060 Total Steel Beams Suitable for Reuse350 (50ft) “New” Bridges for Oklahoma Counties

Steel Resiliency – Repurpose

* Source: September 2009 MSC “Just Like New” Article (The Black Bridge ‐Montana)

A Resilient Solution - Recycle

• Highest recycled content of any material 93%.• Highest recycling rate of any material 98%.• Significant potential for material reuse.• Not down-cycled or just recycled, but up-cycled.

* Source: Three major structural steel shape producers which account for 90% of steel used in United States.

Lifecycle Considerations

Are they necessary?

Lifecycle – Is It Necessary?

0.4% 0.1% 0.6%2.9%

10.00%

15.00%

20.00%

25.00%

30.00%

35.00%

0 1 2 3 4 5 6 7 8 9Rating

1992 - Percentage of Bridges by Rating

38,910 Structurally Deficient Bridges46,000 Bridges rated as “5”75,729 Bridges rated as “6”

*Source 1992 FHWA NBIS. Considers bridges built on or after 1945

Lifecycle – Is It Necessary?

0.1% 0.1% 0.3% 1.3%

10.00%

15.00%

20.00%

25.00%

30.00%

35.00%

0 1 2 3 4 5 6 7 8 9Rating

2015 - Percentage of Bridges by Rating

27,692 Structurally Deficient Bridges66,329 Bridges rated as “5”110,265 Bridges rated as “6”

*Source 2015 FHWA NBIS. Considers bridges built on or after 1945

The most dangerous phrase in the language is “we’ve always done it this way.”- Rear Admiral Grace Hopper (1906-1992)

More Information

Online Content

• National Steel Bridge Alliance• www.steelbridges.org

• Steel Bridge Suite• www.steelbridges.org/SoftwareRegistra

tion• Continuous Steel Bridge Standards

• www.steelbridges.org/SpanSolutions• Modern Steel Construction Magazine

• www.modernsteel.com

More Information

Questions?

shergalis@steelbridges.orgPhone - (312) 363-8218

www.steelbridges.org

@SteelBridges

National Steel Bridge Alliance1 East Upper Wacker Dr.Suite 700Chicago, Ill. 60601

Contact Us

shergalis 160921 Lifecycle KansasBridgeConf

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