Summer 15 PE by ESWP

We Make a Difference

Leo Frigo Bridge – Emergency Repairs (WisDOT) 2015 ACEC Wisconsin Engineering Excellence Awards Best of State and Grand Award Winner

Celebrating 75 years of delivering innovative, award-winning transportation and bridge services Planning • NEPA • Public Involvement • Engineering & Design Asset Management • Accelerated Bridge Construction • Alternative Delivery Bridge Inspection • Construction Management/Inspection • Operations & Maintenance

Pittsburgh

ENGINEER Quarterly Publication of the Engineers’ Society of Western Pennsylvania

In t his issue... SUMMER 2015

Pit tsburgh Engineers’ Building 337 Fourth Avenue Pit tsburgh, PA 15222 P:412-261-0710•F:412-261-1606•E:eswp@eswp.com•W:eswp.com

IBC – 2015 – Special Issue on Rail Bridges Guest Editorial – Why do Rail Bridges Capture our Imagination?

by George Horas & Tom Leech

Chairman’s Welcome, 2 IBCby 2015 Rachel Stiffler

Look Up! (some historic railroad) Viaducts in the Sky,

by Tom Leech

– 50 years, 7 BillbyByers Paul Michiels

9 11

Norfolk Southern Bridge over Federal Street,

by Walter Rymsza

The Federal Railroad Administration and Railroad Bridge Safety Standards,

by M. Myint Lwin

Plattsmouth Bridge, 15 Theby New Ronnie Medlock with V-shaped Piers, 16 Theby Bridge Chia-Li Kao and Torrence Avenue Roll-In Truss 19 130th By Diane Campione, P.E., S.E.

Recent Advancement of High-Speed Rail Bridges in China,

by Zhang Min, Xu Rundong, Xu Gongyi

Best Railroad Bridges – Annual Photo 23 10 Contest IBC Awards, 27 2015 by Rachel Stiffler

2015 ESWP OFFICERS President CHARLES R. TORAN, Jr., Sci-Tek Consultants, Inc. 1st Vice-President H. DANIEL CESSNA, P.E., PENNDOT District 11-0 2nd Vice-President ROBERT J. WARD, P.E., ASTORINO/CANNON DESIGN Secretary MICHAEL G. BOCK, P.E., Esq., Schnader Harrison Segal & Lewis LLP Treasurer TAMMI A. HALAPIN, P.E., Collective Efforts, LLC Immediate Past President THOMAS E. DONATELLI, P.E., Michael Baker International 2015 ESWP Directors MICHELLE S. ANTANTIS, P.E., Duquesne Light Co. DAVID W. BORNEMAN, P.E., ALCOSAN GREG E. CERMINARA, P.E., Michael Baker International MICHAEL P. CRALL, HDR, Inc. ROBERT B. CZERNIEWSKI, Mascaro Construction, LLP DEL DOSCH, PJ Dick-Trumbull-Lindy Paving JOSEPH H. FRANTZ, JR., P.E., Range Resources Corporation STEVE GAGNON, AVANtech, Inc. DAVID E. HATHAWAY, JR., United States Steel Corporation LENNA C. HAWKINS, P.E., PMP, U.S. Army Corps of Engineers JOSEPH W. HOLLO, P.E., CH2M HILL JOHN W. KOVACS, P.E., PMP, D. GE, Gannett Fleming, Inc. JADE MOREL, EQT Production Company JENNIFER M. NOLAN-KREMM, P.E., Consultant DAMON P. RHODES, P.E., Larson Design Group JOHN R. SMITH, Ph.D., P.E., Alcoa Inc. RACHEL STIFFLER, Vector Corrosion Technologies MARK E. TERRIL, PPG Industries MARK URBASSIK, P.E., KU Resources, Inc. AMY L. VELTRI, P.E., BCEE, NGE JEFFREY M. ZEFFIRO, P.E., R.T. Patterson Company, Inc. PUBLICATIONS COMMITTEE The ESWP produces a range of publications as a service to our members and affiliated technical societies. ESWP Publications are supported by an all-volunteer Publications Committee. Guest Editor Thomas G. Leech, P.E., SE, Gannett Fleming, Inc. and George M. Horas, P.E., AVS, Alfred Benesch & Company Committee Chairs David W. Borneman, P.E., ALCOSAN Zach Huth, Huth Technologies, LLC Committee Joseph DiFiore, PARSONS Sandie Egley Tanya McCoy-Caretti, ARCADIS Don Nusser, Hatch Mott MacDonald Donald Olmstead, P.E., P.Eng., Venture Engineering & Construction John R. Smith, Alcoa, Inc. Chriss Swaney, Dick Jones Communications Robert J. Ward, P.E., ASTORINO/CANNON DESIGN Editor-in-Chief David A. Teorsky, ESWP

Special IBC Issue

Guest Edit or Column By: Thomas Leech (left) & George Horas (right)

hy do railroad bridges capture the imagination? Is it their size? Is it their style? Is it there grandeur? Is it the use of material and shape that suggests strength and permanency? Celebrate with us the in this issue the world of railroad bridge engineering. Travel with us to some of the bridges in the “golden age” of railroad engineering–the years 1850 to 1950, when the seemingly impossible was built and exceeded. Our bridge quiz will test your knowledge on the bridges built in this “golden age” of railroad engineering. Enjoy our photo contest which captures the spirit of many of these classical railroad structures. This year we received 50 photos to review and judge – we have selected the ten best– from national and international entries! Each of these ten photos truly represents the best in the world of railroad engineering– from the many corners of the world.

Also, travel with us from 1950 to the present where new and bold railroad designs and constructions are taking place. Travel with us throughout North America. Travel with us to Taiwan and China to see some new and daring designs and construction reminiscent of the ingenuity of our engineering predecessors of the “golden age” of railroad engineering. And simply join us for the pure pleasure of viewing some of the world’s most wonderful railroad bridges. Note that as our international reading audience expands we have, for the first time, developed a bilingual article. Give us your reaction. Suggestions for special magazine edition are always welcome. Please forward any comments to David A. Teorsky, editor-in-Chief (d.teorsky@eswp.com). A portion of a recent letter to the editor is printed here…

Chairperson’s Welcome

“Dear Dave, I have always looked forward to the receipt of each quarterly edition of the Pittsburgh Engineer and now that I am retired, …I enjoy these issues even more. I was particularly delighted to receive the Summer Issue, “The Bridges of New England” [2013] for two reasons. In a previous life, I spent twenty years erecting steel bridges and buildings throughout the Eastern half of the country…[and] secondly, I am a Vermonter by birth and upbringing and a Civil Engineering graduate of Norwich University in Northfield, VT. My bridge building career started with the first I-84 bridge crossing the Hudson River at Newburg, NY…you just can’t beat building a bridge!…I thought [the editorial staff] did a phenomenal putting together the Summer Pittsburgh Engineer…Please continue your fine work producing these publications. I look forward to reading them in the future.”

Bill Lafayette, Past President of the Pittsburgh Section of ASCE.

By; Rachel Stiffler

elcome everyone to the 2015 International Bridge conference at the David L Lawrence Convention Center. The ESWP (Engineers’ Society of Western Pennsylvania) along with the IBC (International Bridge Conference) executive committee appreciate your attendance at this year’s conference. This year’s magazine theme is Railroad Bridges and we have many good articles and photographs to support that theme! We want to thank all authors for taking the time to write and submit their articles. Taiwan is our featured agency and we anticipate approximately 100 delegates sent to the conference. They will have a much larger

booth than the standard featured agency so please stop by, browse, introduce yourselves and make our Taiwanese visitors feel at home!! They will have many projects and concepts to discuss! We had many, many entries for awards this year. The selection process was very difficult as there were many both national and international projects to pick from. The awards committee had an extremely difficult time selecting the winners. The George S Richardson award for single recent outstanding achievement award was given to the Oakland Bay Bridge. This was a 10 year+, $6.4 billion project designed by T Y Lin and truly will be an icon to the commu-

Summer 2015 Pittsburgh ENGINEER

nity for many, many years to come. We will be announcing to the conference attendees, that at this time next year, we will be hosting our conference at a new site and a new location. We are moving to the Gaylord National Resort and Convention Center in National Harbor, Maryland for the IBC, and will be held June 6-10, 2016. We have loved the last 30 + years here in the “city of bridges” but look forward to change and to be able to more easily welcome our international attendees. Rachel Stiffler IBC General Chair 2015

ad o r l i a r ic r o t s i h Some

VIADUCTS IN THE SKY By Thomas Leech, with illustration by Casey Palmer

Can you name five of the many magnificent high level railroad bridges constructed in golden era of railroad bridge construction? Hint: read this article and see the winners of the 4th Annual IBC Photo Contest.

The

The Starrucca Viaduct “Vedi, Veni, Vinci…” (Latin) – ‘I came, I saw I conquered…’

Julius Ceasar, Gallic Wars

The year is 1848. The main modes of transportation are the horse, wagon, stage coach…and canal. A new mode of transportation is on the horizon–the railroad. The shareholders of the New York and Erie Railroad Company envision a railroad from Lake Erie to the Hudson, just north of New York City. To assure that their charter with the state of New York will not lapse, the planners need to have the railroad line completed to Bingham, New York, along the Susquehanna River, near the New York/ Pennsylvania Border before the year ends. The best alignment includes a small stretch of right of way through Pennsylvania–and the last obstacle was the crossing the steep walled valley of the Starrucca Creek, a

Photo courtesy of the Library of Congress

100-year era from 1850 to 1950 may be considered the golden era of railroad bridge construction in North America. As a quilt work of railroad lines began to crisscross the continent, an exciting variety of structural forms captured the imagination of the public as magnificent railroad viaducts, imaginative in shape and daring in construction, bisected large valleys and deep, rugged terrain. At first wood, then stone, then briefly iron, quickly followed by steel and concrete superstructures became the major building blocks, and breath taking, high level railroad structures began to silhouette the landscape. The imagination of the engineers and the daring ingenuity of the contractors of this era are captured by the tales of three viaducts in the sky.

The Starrucca Viaduct, Lanesboro, PA, USA

tributary of the Susquehanna. The plan was audacious–build, as the Romans did centuries before, a stone viaduct based on classical lines and principles.

“I can build the viaduct in time, provided you don’t care how much it cost”

James P. Kirkwood

So boasted James P. Kirkwood, the engineer in charge of construction, assigned by the railroad. Fortunately, the railroad did not care about costs given the looming deadline. The year of 1848 saw a frenzy of activity in the Susquehanna River Valley with 800 local laborers engaged in the construction of an engineering feat worthy of a Roman aqueduct. From a seemingly continuous line of wooden false work, a 17 span, 100 foot (31 m) tall, 1,040 foot (317 m) long viaduct Special IBC Issue

quickly emerged. With mules, horses, rail carts and simple derricks, the workers quarried, cut timber and constructed an engineering icon. For the stone columns and semi-circular stone arches, nearby Pennsylvania Bluestone (a common local term for limestone) was quarried and dressed. Each stone was individually fitted and marked for installation. The most striking feature during construction was the wooden false work constructed continuously, from span to span ahead of the stone arch construction. Given the constraints of time, the decision was made to fully support the entire structure with false work, thereby quickening the erections of the masonry. The false work was removed after the last span was completed.

Summer 2015 Pittsburgh ENGINEER

After one hundred and fifty years of service and only routine maintenance, The Starrucca Viaduct is not only a beautiful structure with striking lines but remains a symbol of our railroad heritage, representing its daring and enterprising spirit at the time of its infancy.

The Canadian Pacific High Level Bridge at Lethbridge “…the noise echoed throughout the river valley, especially on still days, and seemed…to go on forever…”

That is the recollection of Oliver Watmough recalling, as a boy from his nearby childhood farm, the noise of the pneumatic rivet-

deep waters of concrete caissons at the valley floor. And then the valley walls echoed with the rhythmic percussion sound of steel rivet installation, continuing through the fall, winter, spring and into the early summer days of 1909. At first slowly then with deliberate pace, a large skeletal structure emerged from the high plateau and proceeded westward. At first a span, then a tower; then a span, then a larger tower, cycling onward for over one mile until the entire valley was spanned. Leading the construction was a large steel erection traveler with 85 foot long cantilevered arms hoisting steel in front of it, with the pieces growing bigger and bigger as the valley grew deeper. Behind the large

for the river foundations and the spans of the western slope. The 1908 flood caused considerable difficulty and delays in the construction of foundations, which otherwise were smoothly preceding the rhythmic march of the towers and superstructure. A particularly troublesome location on the west slope, immediately above the river valley, required the construction of deep vertical and then horizontal entry shafts. These shafts were constructed solely for the purpose of exploring the soils and ground water flow to determine why a particular tower was constantly settling and to eventually develop a plan for a significant hillside buttress and caisson supported underpinning.

“In Lethbridge stands a railway bridge, that holds the wand’ring eye. The highest longest of its kind, our Viaduct in the Sky!

From a poem by Larry Varty, 1999

On the twenty-third of June, 1909 the last steel span was placed and on the next day, the first train crossed the structure. The completed structure, 5,300 feet (1,615 m) in length and 314 feet (96 m) at its highest point, was in 1909 and remains to the present (2015), the largest railroad bridge of its kind in the world.

High Level Bridge at Lethbridge

ing hammers driving 328,000 field rivets. The year is 1908. At the eastern edge of the Rocky Mountains in the high plains not far north of the USA/Canadian border lies the city of Lethbridge, situated on a high plateau above the nearby Oldman River. In the late summer, word buzzed in the town of the new railroad line that would be built to transport coal from the Rockies and would cross the large river valley immediately to the west of town. The valley, though tranquil, was quite imposing, as the Oldman River meandered in a broad valley lying 300 feet below the wind-swept plateau that the City was founded on. The summer of 1908 was rather quiet. In the valley floor, trees were being cleared, concrete was being poured, and curiously, an occasional diver was spotted entering the

traveler followed a smaller, but not insignificant wooden traveler with suspended cages of workman installing rivets and generating the loud percussion noises heard throughout the valley floor. As the bridge seemingly built itself across the broad river valley, the bridge’s unique shape appeared, a rhythmic pattern of short yet deep steel girder spans and slender inclined leg steel towers, silhouette in appearance. Its design was unique in some respects. To reduce the wind front on trains atop the viaduct, the track was embedded within the walls of the girders, not like the conventional deck girder designs of the day. In the days of only a rudimentary knowledge of geotechnical engineering, flooding, consolidation settlements and ground water movements were particularly troublesome Special IBC Issue

Tunkhannock Viaduct “…[it is a] thing colossal and impressive…Those arches! How really beautiful they were. How symmetrically planned! And smaller arches above, how delicate and lightsomely graceful! It is odd to stand in the presence of so great a thing in the making and realize that you are looking at one of the true wonders of the world” Theodore Dressler 1916, Hoosier Holiday, a travel biography

The year is 1914. War is breaking out in Europe; but to the folks in Nicolson, Pennsylvania, a small community 20 miles north of Scranton, a most impressive concrete structure is taking form. From May of 1912 to December of 1915, this small community’s population has soared to support a 500 man work force to build the Delaware, Lackawana and Western (DL&W) Railroad’s largest structure – at that time and for the next fifty years, the largest concrete railroad bridge in the world. In 1912, Abraham Burton Cohen imagined a colossal viaduct, designed on principals

Engineer, DL&W established in antiquity RR, presented to and patterned ACI Conference after the Roman on Construction, aqueducts such 1916. as the Pont du Photography Gard – as series credits: The of small equally Starrucca spaced circular Viaduct, arches supported Lanesboro, PA, on large, symUSA (photo metrical circular courtesy of arches. Cohen’s the Library design is impresof Congress): sive – twelve 180 http://lcweb2. foot symmetrical loc.gov/service/ arches, 2,400 pnp/habshaer/pa/ feet (732 m) of Tunkhannock Viaduct, Nicholson, PA, USA Photo courtesy of the Library of Congress pa1200/pa1270/ viaduct, 240 feet photos/140851pr. (73 m) in the jpg for temporary construction works. The air. Each arch is separated by wide banded so-called “umbrellas” were pairs of slender The Tunkhannock Viaduct, Nicholson, concrete columns, giving the structure a three hinged arch, support trusses–where PA, USA (photo courtesy of the Library of distinct and stylistic appearance. But how to the central (upper) hinge was adjustable by Congress): http://www.loc.gov/pictures/ build it? ratchet to allow elevation control for form item/pa1629.photos.142009p/resource/ The construction engineering, led by F. L. centering. Multiple pairs of “umbrellas” Answers to Bridge Quiz: Wheaton of the DL&W RR, is even more were pre-fabricated so that more than one impressive than its design. By the winter Besides the Starrucca Viaduct, the High arch span could be constructed at any given of 1912 large excavations were being made Level Bridge at Lethbridge and the time. The construction progressed from the into the earth to support the structure. Tunkhannock Viaduct described in the valley walls to the center of the valley with The volumes of concrete cast within the preceding article, other notable, high level the last span cast around the tallest erection earth equaled the volumes of concrete of railroad bridges, to name a few, from the tower. the massive and impressive columns, arches golden age of railroad bridges include: “Those of us who live in its shadow and deck visible above ground. Several two (still extant) nearly 200 foot tall often seem to take it for granted, foundations were particularly troublesome, wooden trestles, one on Vancouver Island requiring a pressurized sunken caisson at (Canadian Forest Products Englewood and yet, we are never unaware of its one location, where a “quick” soil condition Logging Railway) and one near Skelton, grandeur or might” required the sinking of the last 20 feet of a Washington on the Olympic Peninsula The Bridge was Built, Nicholson Area Library 65 foot deep excavation thru the weight of (Simpson Logging Railroad); Roebling’s cast concrete above. Double Decker Niagara Suspension Bridge When completed, the visions of Cohen and (no long longer in existence); the 300 Wheaton were realized, and another vital By the spring of 1913, three impressive foot tall Kinzua Viaduct, sadly partially link of railway connecting Lake Erie and wooden erection towers were constructed destroyed by a tornado in July of 2003; The New York City was completed. Currently along the structure centerline, one lying at 1910 PL&E cantilever bridge (767 foot the bridge is owned by the Canadian Pacific the middle of the valley floor and rising to main span) over the Ohio River, near the Railway and conveys CP and N&S freight a height of 300 feet (91 m), and two others confluence of the Beaver River, the colossal traffic lying 1,500 feet (460 m) to the north and Quebec (cantilever) Bridge over the St. south. To support a tramway for the delivery For more information on the bridges feaLaurence River in Ontario, Canada (with of materials, two large cables continuously tured in this article, see its,1800 foot main span, reminiscent of spanned between the imposing wooden Starrucca: The Bridge of Stone, William S. the Firth of Forth Bridge in Scotland) ;as erection towers. Marching symmetrically Young, Privately Published, 2007. well as the Eads Bridge (St. Louis) and the from the northern and southern slopes, the Huey P. Long Bridge New Orleans), both massive concrete arches began to emerge. As C. P. Rail High Level Bridge at Lethridge crossing the Mississippi River. the construction progressed, the columns by Alex Johnson, Occasional Paper No. 37, took form, followed by the construction of the “umbrellas”–so called by the local town folk. But what were the “umbrellas’?

By the early 20th century, construction engineering had progressed to the stage that fabricated structural steel elements, utilizing efficient structural forms were available

Lethbridge Historical Society, Lethbridge, Alberta, Canada, 2002.

The Bridge was Built, Nicholson Area Library, 1976; and The Construction Method of Viaducts of the Lackawanna Railroad over Tunkhannock and Martins Creek by C. W. Simpson, Resident Summer 2015 Pittsburgh ENGINEER

About the author... Thomas Leech, P.E., S.E. is the (retired) Chief Engineer, Bridges and Structures of Gannett Fleming, Inc. and currently adjunct professor of Civil and Environmental Engineering, Carnegie Mellon University.

Bill Byers

50 Years of Reflection and Accomplishments of a True Railroader By: Paul B. Michiels

n December 21, 2012, the railway industry lost a great contributor with the passing of Bill Byers. For many who had the privilege to work with him will remember him as a well-respected gentleman and bridge engineer. Aside from a two-year stint as an instructor at his alma mater, Iowa State University, where he earned his Bachelor of Science in Civil Engineering and a Master of Science in Structural Engineering, and one year at Convair Division of General Dynamics, his railway career spanned fifty years, starting with the Gulf, Colorado and Santa Fe Railway Company (1950-1954) and then picking back up in 1957 with the Association of American Railroads (AAR) Research Center and predecessor railroads of BNSF. Bill Byers was Bridge Engineer – Western Lines for Atchison Topeka &Santa Fe Railway (AT&SF) prior to becoming the Director Structures for AT&SF from 1990 to 1995. After the merger between Burlington Northern Railroad and AT&SF, now called BNSF, he was promoted to General Director Structures Construction/ Director Structures Construction for BNSF until he retired in 2003. In that timeframe he was a licensed Professional Engineer in seven states.

one term as chairman for Committee 16, Economics of Railway Location and Operation; Committee 15, Steel Structures; and Committee 9, Seismic Design for Railway Structures. He was a long-time member of Committee 15 and a founding member of Committee 9, where he served a three-year term as committee chairman. He could have retired from the railroad prior to serving as chairman, but his commitment to the Committee extended his career until he had completed his term. Unlike the preceding chairmen, Bill Byers attended the first meeting after serving as chairman. He continued to attend meetings, respond to ballots, wrote papers and made presentations of his observations of earthquake damage in Japan, Turkey, India and Peru. He was very passionate about the work he was involved with and blessed to have the opportunities to be a part of teams to visit earthquake damaged zones. His Committee 9 colleagues made Bill Byers a member emeritus for all his contributions to the committee and AREMA. In 2014, AREMA created the “Structures Functional Group Member Emeritus Scholarship – In Memory of Bill Byers,” a $1000 scholarship for a student pursuing an undergraduate/ graduate degree in structural engineering.

Bill Byers saw the importance to be involved with research and the associations that shape the industry. He was a member of the American Railway Engineering Association (AREA), currently known as the American Railway Engineering and Maintenanceof-Way Association (AREMA), where he served at many different capacities with three committees that spanned over forty years. He served twenty years, including

His contributions extended further than AREMA. Bill Byers was an American Society of Civil Engineering Fellow; a member of American Society for Testing and Materials, serving on two subcommittees; and member of bridge committees and National Cooperative Highway Research Project Panels for the Transportation Research Board. Bill Byers was a member of the editorial board for Journal of Bridge Special IBC Issue

Engineering. He was also a member of American Concrete Institute, American Institute of Steel Construction, Earthquake Engineering Research Institute, and International Association for Bridge & Structural Engineering. Quite an exhaustive list! One may wonder, why so many? He was a member of many of these associations by invitation because of his credibility and association within the railway industry. As time went by for Bill Byers, he wanted to leave us with his memories, observations and opinions. Like most railroaders, he had stories to tell. Reflections on a Half Century of Railway Engineering and Some Related Subjects, provides a flavor of the various departments of a railway company, the transformation of the railroad, engineering and construction during his time, his experiences and opinions, and his humor. He provides perspective of the way railroad was in 1950 and how it changed, but more importantly, one sees how he adapted to change and continued to learn and share. He wanted to make sure we had it right. As he pointed out on the merger of AREA, the Roadmasters and Maintenanceof-Way Association, the American Rail Bridge and Building Association, and the Communications and Signal Section of AAR to become AREMA: “A side effect of the merger was the loss of a clue to the related knowledge of an unknown party at the other end of a telephone conversation. If the party referred to the former organization as ‘A.R.E.A.’, he probably had at least some idea of what he was talking about. If he referred to it as ‘Area‘, you knew that you had a problem.”

Reflections on a Half Century of Railway Engineering and Some Related Subjects by William G. Byers, published by AREMA in 2012, is an autobiography of Bill Byers that captures his professional career that spanned 50 plus years. It is a collaboration of his thoughts, feelings and stories from the workplace told from his perspective as an engineer, researcher, and teacher, many of which end with comments that are at times witty to make his point. The document is simple and unedited written material that is presented in

somewhat of a chronological order, which includes an assortment of photos ranging from railway bridge construction, damage and repairs of bridges and structures, to images captured during his visits of earthquake damaged areas. A copy of the document is available from AREMA for $15, plus shipping and handling. About the author... Paul B. Michiels, P.E., is the Freight Rail Lead – Rail and Transit Practice, Michael Baker International, Tampa, Florida and a member of AREMA Committees 8 and 9. The author acknowledges Patrick L. Barrett, P.E., Engineer Field Procedures, BNSF Railway, Kansas City, Kansas, with a special thank you for his input to this article. Mr. Barrett is a member of AREMA Committee 9.

The nation’s leading forum for public-private dialogue on shale development SHALE INSIGHT™ 2015 entitles you to a frontrow seat for the most important discussions on shale development, featuring some of the most prominent industry, technical and government leaders. Register today for two days of keynote presentations, technical and public affairs sessions, natural gas use displays and a dynamic exhibit hall.

ATTEND l SPONSOR l EXHIBIT 8

Summer 2015 Pittsburgh ENGINEER

Norfolk Southern Bridge 0.97 over Federal Street –

Recreating History N

By: Walter Rymsza, P.E.

estled in a high-traffic, urban area abandoned vestibule space below the tracks on the north side of Pittsburgh is of the approach structure was enclosed Norfolk Southern Railway Bridge using fencing, aluminum siding, and a fake 0.97 over Federal Street. This three-span, cinder block abutment where the approach 86 foot-long bridge is located between the structure met the bridge over Federal Street. Allegheny Center and Interstate 279, and In the decades that followed this dark and carries four tracks over a four-lane roadway. musty space inadvertently attracted tresThe two outermost tracks consist of the Fort Wayne (PC-) line, running east to Pittsburgh and west to Canton, Ohio. The two innermost tracks consist of the Conemaugh (LC-) line, running west to Pittsburgh and east to Conpit Junction. The bridge is nearby several businesses and local attractions including PNC Park, the Allegheny Corporate Center, the Andy Warhol Museum and Aerial view of project site the Children’s Museum of Pittsburgh, making this a highly active location. passers and vandalism. The steel approach Built in 1903 for the Pittsburgh, Ft. Wayne structure also showed signs of corrosion and and Chicago Railway of the Pennsylvania needed repairs. Railroad, the eight-span Federal Street Bridge was constructed in advance of the Federal Street Station which was completed 4 years later. The ballasted crossing originally consisted of a threespan bridge over Federal Street and a five-span approach structure to the west. The station had passenger platforms at track level built atop the entire length of the Federal Street Bridge and a vestibule space below the approach structure, adjacent to the station. In 1955 the station was demolished as a part of urban renewal efforts on Pittsburgh’s north side and a post office was built in its place. The bridge over Federal Street as well as the approach structure remained. The

Starting in 2006, work began to remove the

Overview from North Special IBC Issue

approach structure and replace it with new concrete retaining walls and west abutment. At the time, rail operations permitted the removal and construction to occur in two distinct phases during which two adjacent tracks, one from each PC- or LC-line, were out of service for months at a time. As a result, the two northern tracks were first removed from service, approach structure removed, and the north segments of the new abutment and wingwall were constructed along with a temporary soldier pile wall between the two innermost tracks. The space created by the soldier pile wall, existing west abutment, and the northern segment of retaining wall and abutment were then backfilled to provide a new track bed for the two reactivated northern tracks. The removal and construction of the south segment of retaining wall and abutment proceeded in a similar manner in the following year. After completion of both phases, the undesirable vestibule space was eliminated and the new concrete abutment supported the westernmost span of the three-span bridge over Federal Street. In 2012, Alfred Benesch & Company provided design engineering services to the Norfolk Southern for the replacement of the remaining Federal Street Bridge. The existing steel superstructure consisted of a riveted, built-up, through plate girder (TPG) bridge sitting atop steel columns and abutments. The three interior girders of the 5-girder bridge supported tracks on either side resulting in 4 track bays, making them common girders. The ballasted floor system con-

currently in service and they can be cored through the existing concrete and granite The existing footing pedestals. common girder Additionally, the arrangement micropiles can made it challengbe installed with ing to replace the great precision superstructure and no disturwhile keeping bance to nearby rail traffic and steam, water, vehicular traffic Looking westbound of the bridge over Federal electrical, sewer Street in the foreground with the station clock minimally disand communitower and passenger platforms atop the approach rupted. Due to structure in the background. cations utilities this complexity that are located and in order to in Federal Street continuously near the existing piers. Atop the new footmaintain rail traffic on the two different rail ings, concrete columns will be constructed lines, the existing girder arrangement was directly under the new girder bearings. The replaced in stages with a 6-girder, 5 track columns will be braced laterally at the top bay TPG bridge. The new bridge consists of by a concrete cap between the six columns a ballasted, welded steel TPG system. The of each new pier and at the bottom by a new bridge was designed to accommodate grade beam. a future track or a maintenance road in the center bay.

Looking eastbound of the enclosed approach structure and fake abutment prior to removal in 2006.

This new girder arrangement, current design loads, and geometric constraints required that 12 new column footings be constructed in line with the existing piers. Eight of these new footings will have to be built on top of the existing concrete and granite spread footing pedestals which go as far as 12 feet deep. Four new footings will have to be adjacent to the two footing pedestals supporting the center columns and girder. Complete removal of the existing footing pedestals was not feasible and micropiles were chosen as the foundation system. Placing the new footings on micropiles was preferable because they can be installed adjacent to existing spread footings that are

which provides Amtrak passenger service to the City of Pittsburgh. In this scheme, the center bay of the new structure was essential to the staging, minimizing the number and duration of track outages and also allowing track swings when necessary. Construction on the project is ongoing with completion expected in late 2015/early 2016

About the author... Walter Rymsza, P.E., serves as Senior Project Manager and Director of Railroad Structures at Alfred Benesch & Company. He specializes in the design of railroad bridges, foundations and retaining walls, as well as soil mechanics and the structural rating of railroad bridges.

Superstructure and substructure construction are scheduled to occur in phases. However, unlike in 2006, increased traffic on the two lines and current rail operations do not permit the bridge removal and reconstruction to occur in two phases. Therefore, a staging scheme composed of six track configurations and various construction sub-stages was devised to maintain three-track operations as much as possible with particular emphasis on This is where great begins. minimizing disruptions to the southernmost Ft. Wayne (PC-line) track

Photo courtesy of MnDOT

sisted of riveted, steel trough pans spanning between the girders.

Bridging the gap between idea + achievement

Summer 2015 Pittsburgh ENGINEER

St. Croix Crossing - Stillwater, MN

hdrinc.com

THE FEDERAL RAILROAD ADMINISTRATION AND RAILROAD BRIDGE SAFETY

By: M. Myint Lwin

Public safety is our professional responsibility. We owe them our first responsibility in safety. The Federal Railroad Administration (FRA) is responsible for ensuring the structural integrity of the Nation’s railroad bridges for safe and efficient flow of commerce, and the safety of railroad employees, rail passengers, communities and the public. FRA’s Office of Railroad Safety is tasked with promoting and regulating the safety of the Nation’s railroads and bridges. In the U.S., there are over 77,000 railroad bridges, which are predominantly owned and operated by private rail carriers. The owners are responsible for adopting and implementing effective and comprehensive programs to ensure safety of their bridges. FRA sets policy and establishes standards for track owners to adopt and follow to protect the safety of their bridges. This article discusses the role of FRA and the Railroad Bridge Safety Standards.

ROLE OF THE FEDERAL RAILROAD ADMINISTRATION

FRA promotes safe, durable and environmentally sound railroad transportation to meet the needs of all customers today and tomorrow. FRA conducts regular audits of rail carriers’ bridge management programs to evaluate inspection and maintenance practices and identify potential weaknesses. FRA’s oversight includes observations of railroad bridges and routine reviews of railroad bridge inspection reports, and responding to public complaints regarding the structural integrity of railroad bridges.

The role of FRA is to ensure the structural integrity of the Nation’s railroad bridges for safe and efficient flow of commerce, and the safety of railroad employees, rail passengers, communities and the public.

FRA sets policy, establishes standards and issues guidelines for ensuring the structural integrity of the Nation’s railroad bridges, which are important to the flow of commerce, and to the safety of railroad em-

INTRODUCTION U.S. Congress created Federal Railroad Administration (FRA) by the Department of Transportation Act of 1966. It is one of ten agencies within the U.S. Department of Transportation concerned with intermodal transportation. FRA promotes safe, environmentally sound, successful railroad transportation to meet the needs of all customers.

Special IBC Issue

ployees, rail passengers, communities and the public. To support the development of policies, standards and guidelines, FRA is involved in Research and Development (R&D) to ensure the safe, efficient and reliable movement of people and goods by rail through basic and applied research, and development of innovations and solutions. In March 1996, FRA established the Railroad Safety Advisory Committee (RSAC), which provides a forum for developing consensus recommendations to FRA’s Administrator on rulemakings and other safety program issues. The RSAC consists of members from all of the agency’s major customer groups, including railroads, labor organizations, suppliers, manufacturers,

and other interested parties. RSAC utilizes a working group to help with review of assignments from FRA, and with development of recommendations for action by RSAC. If RSAC accepts the recommendations, the recommendations are formally submitted to FRA for consideration. In August 2000, FRA published a final Statement of “Agency Policy on the Safety of Railroad Bridges” to establish suggested criteria for rail carriers to use to ensure the structural integrity of railroad bridges.

of Agency Policy on the Safety of Railroad Bridges”.

RAILROAD BRIDGE SAFETY STANDARDS FRA publishes a set of bridge safety standards for rail carriers for use in ensuring the structural integrity of railroad bridges. The Bridge Safety Standards are published in the Federal Register under Title 49, Part 237 of

Each track owner must adopt a bridge safety management program to prevent the deterioration of railroad bridges by preserving their capability to safely carry the traffic and reduce the risk of human casualties, environmental damage, and disruption to the Nation’s railroad transportation system.

1. An inventory of railroad bridges.

In February 2008, RSAC, with the concurrence of FRA, established a Railroad Bridge Working Group (RBWG), composed of representatives from the various organizations on RSAC, and inEads Bridge in St. Louis - 120 years old! Photo courtesy of Cathy Morrison cluding persons with expertise in railroad bridge safety and management. The assignthe Code of Federal Regulations (49 CFR ment for RBWG was to develop recom237). The Bridge Safety Standards apply to mendations for FRA to improve the bridge all owners of railroad tracks with a gage of safety program. The RBWG developed two feet or more, and cover responsibility a set of “Essential Elements of Railroad for compliance, penalties, bridge manBridge Management Programs” (Essential agement programs, qualifications and Elements), The purpose of the Essential designations of responsible persons, Elements is to provide railroad bridge owncapacity of bridges, bridge inspection, ers with a uniform, comprehensive set of repair and modification of bridges, components for recommended inclusion in documentation, records, and audits of bridge management programs. RSAC voted bridge management programs. Some to accept RBWG’s recommendations and key elements of the Standards are briefsubmitted them to FRA. ly described below.

Management Programs” as an amendment to the “Statement

Railroad Bridge Safety Assurance

Each bridge management program must include:

RAILROAD BRIDGE WORKING GROUP

On October 16, 2008, President Bush signed into law, the Railroad Safety Improvement Act of 2008, which directed FRA to issue, by October 16, 2009, regulations requiring railroad bridge owners to adopt and follow specific procedures to protect the safety of their bridges. The RSAC’s recommendation on the Essential Elements was very timely. FRA adopted the Essential Elements and published the “Essential Elements of Railroad Bridge

hazard of death or injury to persons, a penalty not to exceed US$105,000 per violation may be assessed.

2. A record of the safe load capacity of each bridge. 3. A provision to obtain and maintain the design documents of each bridge, and to document all repairs, modifications, and inspections of each bridge. 4. A bridge inspection program covering personnel safety, types of inspection, definition of defects, method of documenting inspections, structure type and component, and numbering or identification protocol.

Penalty for Violations FRA’s Office of Railroad Safety promotes and regulates safety throughout the Nation’s railroad industry. The ofConcrete Rail Bridge fice executes its regulatory and inspection responsibilities through a diverse staff of railroad safety personnel. Any person Qualifications and Designations of or owner who violates any requirement of Responsible Persons the Bridge Safety Standards is subject to 1. A railroad bridge engineer must be a a civil penalty of at least US$650 and not person competent to perform the necessary more than US$25,000 per violation. In a engineering. grossly negligent violation or a pattern of repeated violations has created an imminent 2. A railroad bridge inspector must be a Summer 2015 Pittsburgh ENGINEER

person technically competent to view, measure, report and record the condition of a bridge and its components.

8. Each bridge management program must provide for the detection of scour or deterioration of bridge components that are submerged, or that are subject to water flow.

3. A railroad bridge supervisor must be a person technically competent to supervise the construction, modification or repair of a bridge.

9. Each track owner must keep a record of each inspection, and prepare a bridge inspection report supplemented with sketches and photographs.

Capacity of Bridges 1. Each track owner must determine the load capacity of each of its railroad bridges. The load capacity must be a safe load capacity. 2. The load capacity and the method used in determining the capacity must be documented in the track ownerâ&#x20AC;&#x2122;s bridge management program.

Coran Railroad Bridge, MT - Courtesy of Library of Congress

3. The determination of load capacity must be made by a railroad bridge engineer using appropriate engineering methods and standards. 4. Where a bridge inspection reveals that the condition of a bridge or a bridge component might adversely affect the ability of the bridge to carry the traffic being operated, a new capacity must be determined. 5. Bridge load capacity may be expressed in terms of both normal and maximum load conditions. Operation of equipment that produces forces greater than the normal capacity must be subject to any restrictions or conditions that may be prescribed by a railroad bridge engineer. 6. Each track owner must issue instructions to the personnel who are responsible for the configuration and operation of trains over its bridges to prevent the operation of cars, locomotives and other equipment that would exceed the capacity or dimensions of its bridges.

quently when a railroad bridge engineer determines that such inspection frequency is necessary. 4. Each bridge management program must define requirements for special inspection of a bridge to be performed whenever the bridge is involved in an event that might have compromised the integrity of the bridge, including but not limited to a flood, fire, earthquake, derailment or vehicular or vessel impact. 5. Each bridge management program must specify the procedure to be used for inspection of individual bridges or classes and types of bridges. 6. The bridge inspection procedures must be as specified by a railroad bridge engineer who is designated as responsible for the conduct and review of the inspections. The inspection procedures must incorporate the methods, means of access, and level of detail to be recorded for the various components of that bridge or class of bridges. 7. The bridge inspection procedures must be designed to detect, report and protect

Bridge Inspection 1. Bridge inspections must be conducted under the direct supervision of a designated railroad bridge inspector, who must be responsible for the accuracy of the results and the conformity of the inspection to the bridge management program. 2. Each bridge management program must include a provision for scheduling an inspection for each bridge in railroad service at least once in each calendar year, but not more than 540 days between any successive inspections. 3. A bridge must be inspected more fre-

Newark Bay Railroad Lift Bridge, NJ Courtesy of Library of Congress

deterioration and deficiencies before they present a hazard to safe train operation. Special IBC Issue

10. Bridge inspection reports must be reviewed by railroad bridge supervisors and railroad bridge engineers to determine whether inspections have been performed in accordance with the prescribed schedule and specified procedures, and to take actions as presented in the inspection reports. Documentation, Records, and Audits of Bridge Management Programs 1. Each bridge management program must incorporate provisions for an internal audit to determine whether the inspection provisions of the program are being followed, and whether the program itself is effectively providing for the continued safety of the bridges. 2. Each track owner must make the bridge management program, bridge inspection documents and records available for external audit by FRA. For more information of the Railroad Bridge Safety Standards and related policies, please visit the FRA website: http://www.fra. dot.gov.

AMERICAN RAILWAY ENGINEERING AND MAINTENANCE-OF-WAY ASSOCIATION The American Railway Engineering and Maintenance-of-Way Association (AREMA) was formed on October 1, 1997, as a merger of the American Railway Bridge and Building Association, the American Railway Engineering Association, the Roadmasterâ&#x20AC;&#x2122;s and Maintenance-of-Way Association, and the Communications and Signals Division of the Association of American Railroads. Each of the four groups that came together to form AREMA have over 100 years of service to the rail industry, and, in their own way, built an excellent foundation upon which to base the new Association. The mission of AREMA is the development and advancement of both technical and practical knowledge and recommended

practices pertaining to the design, construction, and maintenance of railway infrastructure. AREMA provides opportunities for education, training, development of standards and recommended practices, and networking through technical and practical seminars, annual conventions, committee involvement, and other related activities for acquiring information and skills pertaining to design, construction, inspection and maintenance of railroad bridges. AREMA publishes standards and best practices for railway engineering. The most widely used publication is the Manual for Railway Engineering (MRE), covering railroad bridge design in Volume 2, Chapters 7, 8, 9, 10 and 15. The materials are developed by AREMA technical committees. It is an annual publication released every April. Another publication from AREMA that complements Chapter 15-Steel Structures of MRE is the Design of Modern Steel Railway Bridges by John F. Unsworth, Canadian Pacific Railway, Canada. The author is a frequent visitor and presenter at the International Bridge Conference (IBC). Another very important publication from AREMA is the Bridge Inspection Handbook, which provides a comprehensive source of information and criteria for bridge

inspectors and supervisors. The Handbook serves as a guide to establishing policies and practices relative to inspection of all types of railroad bridges.

Technology, Federal Highway Administration (FHWA). He was the State Bridge Engineer with the Washington State Department of Transportation.

For more information on AREMA, please visit the AREMA website: https://www. arema.org.

He holds a BSCE degree from the University of Yangon, Myanmar, and holds an MSCE degree from the University of Washington, Seattle, WA. He is a registered Professional Engineer in Civil and Structural Engineering, and a Life Member of ASCE. He has authored numerous papers and books on bridge engineering.

CONCLUSION FRA engages stakeholders and industry experts in innovative and creative problem solving, and in the development of practical and effective policies, programs, technology and investments to ensure safety of employees, rail industry workforce and the public. In cooperation and collaboration with the track owners, FRA participates in bridge management program reviews and provides direction and technical advice in bridge load capacity rating, inspection, maintenance and management to ensure the safe, reliable, and efficient movement of people and goods in the Nationâ&#x20AC;&#x2122;s railroad system. Abut the author... M. Myint Lwin is now an independent Consulting Bridge Engineer with special interest and services in bridge engineering education and training, and QC/QA and constructability reviews of major projects. He is the former Director, Office of Bridge

Together we can do a world of good. Whether itâ&#x20AC;&#x2122;s helping to design innovative water and transportation infrastructure, improve traffic systems, foster resiliency, or provide environmental solutions, ARCADIS delivers outcomes that improve the quality of life, safely and sustainably. We strive to create value through built and natural assets that work in harmony with their surroundings, ensuring a more sustainable future for generations to come.

www.arcadis-us.com

Imagine the result

Summer 2015 Pittsburgh ENGINEER

REFERENCES

Federal Register, 49 CFR Part 237 Bridge Safety Standards, Final Rule Federal Railroad Administration, Washington, D.C. Federal Register, 49 CFR Part 237 Appendix A to Part 237 Supplemental Statement of Agency Policy on the Safety of Railroad Bridges, Federal Railroad Administration, Washington, D.C. Federal Register, 49 CFR Part 237 Appendix B to Part 237 Schedule of Civil Federal Railroad Administration, Washington, D.C. AREMA 2015 Manual for Railway Engineering, American Railway Engineering and Maintenance-ofWay Association, Lanham, MD AREMA Bridge Inspection Handbook, American Railway Engineering and Maintenance-of-Way Association, Lanham, MD

The New Plattsmouth Bridge By: Ronnie Medlock

• Owner: BNSF Railway Company, Fort Worth, Texas • General Contractor: Ames Construction, Burnsville, MN • Structural Engineer: TranSystems, Kansas City, MO • Truss Span Steel Fabricator: High Steel Structures LLC, Lancaster, PA • Approach Spans Steel Fabricator: Capital Contractors, Inc., Lincoln, NE

The enduring nature of a traditional bridge type is put on prominent display in the new railroad truss bridge spanning the Missouri River

russ bridges are one of the oldest types of bridge design in modern construction.

In the days before welded girders, truss bridges were often the design of choice for bridges needing to span lengths exceeding the span capacity of rolled beams. With the advent of welded girders, this trend changed and truss designs declined in popularity. Yet for the right applications, trusses continue to be an excellent solution. A recent railroad bridge construction project that crosses the Missouri River exemplifies this.

The Plattsmouth Bridge

BNSF Railway Company (BNSF) has crossed the Missouri River at the Plattsmouth Bridge since 1879, the year it replaced a ferry operation with the completion of two Whipple Through-Truss spans. In 1903, the original bridge was renovated. Then in 1976, the west approach was replaced and the alignment was straightened to eliminate a 12° curve by building a new deep cut. After numerous renovations and updates over more than a century, the time came to replace the bridge where the railroad crosses the Missouri from Pacific Junction, Iowa to Plattsmouth, Nebraska. According to BNSF, the total project cost was $46 million, which includes funds allocated to bridge design in 2011 and construction in 2012 and 2013. According to Larry D. Woodley, retired Director of Bridge Construction over the project for BNSF, the railroad typically specifies a truss design for any bridge span

greater than 200 feet long, so the 393-ft wide navigation channel of the Missouri River necessitated using a 400-ft truss span. The new bridge has steel deck plate girder approach spans and was stick-built on site on the new piers. To help improve velocity, switches were installed on each end of the new bridge to allow the existing bridge to remain in service for lighter, empty trains. “For this project, constructing a new bridge was more cost-effective than restoring the existing bridge,” said BNSF project engineer Mike Schaefer. “Over the past century we’ve seen tremendous improvements in construction and materials, such as steel and concrete.” Ames Construction was awarded the contract to build the new 1,683-ft bridge 60 feet south of the existing bridge. High Steel Structures LLC of Lancaster, PA provided 1,213 tons of A709 Grade 50W fracture-critical steel for the railroad truss, while Capital Contractors, Inc., provided 2,046 tons of plate girders for the approach spans. High Steel began work on the 400-ft truss span in March 2012 and the last delivery was completed February 2013. The company provided all of the truss bridge components, including the truss girders, floor system, sway framing, upper bearing block and bridge inspection rails. At the customer’s request, High Steel also performed a 100% check assembly of the rocker pin bearing assemblies in the shop prior to shipment and installation in the field. One of the key challenges was completing Special IBC Issue

the check assembly on the truss sides in the yard prior to disassembling and shipping to Nebraska. Delivery was coordinated with the project field assembly teams, with shipments leaving three days prior to the need-by dates at the site. Weather was another concern. With winter approaching, deliveries started the last week of October 2012 and continued throughout the winter season until February, when the last of more than 60 trailer loads were delivered to the jobsite. The loads traveled through seven states and logged more than 1,200 miles to the site each way. The new Plattsmouth Bridge provides approximately 400 feet of clearance for river traffic, and it carries nearly 50 trains daily, including coal, mixed freight, intermodal and Amtrak. The new Plattsmouth Bridge is a great example of how the truss design remains an impressively relevant and economical choice for railroad bridges with longer span lengths. One important reason is the ease of delivering smaller truss members to the job site, eliminating the need for costly super-loads and lowering overall shipping costs, whether by truck or rail. These lower shipping costs in turn allow for a wider field of fabricators to bid on the project. About the author... Ronnie Medlock P.E. (rmedlock@high.net) is the vice president of technical services with High Steel Structures LLC and a member of the International Bridge Conference® Executive Committee.

機場捷運跨越國道1號高速公路V型橋介紹

The Bridge with V-shaped Piers Crossing Freeway No. 1 in Taiwan By: Chia-Li Kao The airport is an important gateway for a nation leading to the world. Many advanced countries around the world provide rapid and convenient airport rail transportation system so that the passengers can get to the other cities quickly. The project of Taiwan Taoyuan International Airport Access MRT System is to connect the Taiwan Taoyuan International Airport with surrounding transportation hubs such as Taipei Main Station, High Speed Rail Taoyuan Station, etc. Consequently, the international airlines and local transportation networks may be tied closely and thus to enhance the development of both rural and urban areas. (Fig.1) The total length of the project is approximately 51 kilometers, which includes 10.9 kilometers of underground section and 40.1 kilometers of elevated section. Among those bridges in the elevated section, the bridge crossing Freeway No. 1 is the most distinctive because of its V-shaped piers. It was designed by T. Y. Lin Taiwan Consultant Engineers and constructed by Kung Sing Engineering Corporation. As this bridge would cross over Freeway No. 1, and with the viaducts of Widening Project of Wugu-Yangmei section of National Freeway No.1 crossing above it at the same place, the vertical clearance requirement, aesthetics, and highway traffic under the bridge should be taken into account when deciding the type and layout of the bridge. During the design phase, two types of pier, V-shaped and Y-shaped were proposed, and in the end the V-shaped pier was chosen. This kind of pier makes the whole structure look more streamlined and unobtrusive, fitting nicely with the surroundings just like the eagle spreading its wings and welcome the visitors to Taipei City. The total length of this bridge is 279 meters, including the main span of 130 meters, and side spans of 76 and 73 meters respectively. The superstructure is three-span continuous prestressed concrete box girder, and the substructure includes V-shaped piers and well foundations. V-shaped piers P015 and P016 are located on the freeway’s dividing greenway, so the main span would be right above the main lanes of freeway No.1, and the end spans would be above the ramps. (Fig.2) Because of the limited vertical clearance between Freeway No. 1 and the viaducts of Widening Project of WuguYangmei section, a uniform cross section of 10 meters wide and 4

機場為一個國家通往世界各國的重要門戶。全世界許多先進國家的機場多提供快速便捷的軌道運輸系統，將旅客快速送往各城市。「臺灣桃園國際機場聯外捷運系統建設計畫」目的係連結桃園國際機場、台北車站、高鐵桃園車站等交通運輸樞紐，使國際航線與國內交通網路緊密結合並兼具帶動城鄉都市發展。(圖1) 本計畫全線長約51公里，其中地下段約10.9公里，高架橋段約40.1公里；其中高架路段跨越國道1號之造型橋最有特色。本座橋梁是由T.Y.Lin 工程顧問公司設計，工信工程公司負責施工。因為這段橋梁係跨越中山高速公路林口交流道，且高速公路五楊高架橋又上空跨越，多重設施同時匯集致捷運橋梁的造型及配置必須兼顧美觀、淨空需求及高速公路交通順暢等外在條件。於設計階段，有兩種橋型方案列入評估(V型橋型及Y字拱橋型)，最後採用V型橋墩型式。採用此種橋墩型式使得整體結構看起來具流線型，對用路人較無壓迫感且與周邊環境相融合，橋型有如大鵬展翅迎送國賓進出台北都會區之意象。整座橋梁總長279m，主跨130公尺、邊跨分別為 76公尺及73公尺。上部結構為三跨連續預力箱型梁，下部結構為V型橋墩、井筒式基礎。V型橋墩 (P015及P016)立墩於高速公路分隔綠帶上，主跨跨越中山高南下、北上主線，邊跨則跨越中山高北上、南下匝道(圖2)。上部結構箱型梁因為受限於下方高速公路車輛通行及上方五股楊梅擴寬工程施工之淨空受限，所以無法以傳統拱形漸變斷面設計，需以等斷面設計(梁寬10m，梁深4m)。採用井筒式基礎是因為此種基礎有剛度大、開挖面積小的優點。另為確保列車運轉安全及旅客乘車

Summer 2015 Pittsburgh ENGINEER

meters high instead of the conventional tapered cross section was selected. As to foundation type, the well foundation was chosen because of its high rigidity and smaller required working space when excavated. In order to ensure safe operation and meet the demand of passengers comfort, the bridge should have enough load-carrying capacity and high rigidity to minimize the deformation of superstructure, and the geometrical deformation of the rails should be checked in both ordinary and earthquake condition as well. Besides, since the continuous welded rail (CWR) was adopted in this project, the track-bridge interaction due to earthquake, braking and accelerating forces of vehicles and temperature effect was one of the major consideration when designing this bridge.

舒適性要求，捷運橋梁設計除了提供足夠之承載能力外，並須具備足夠勁度，使上部結構變形限制於合理要求，並應檢核平時狀況及地震發生時之軌道幾何變形量。除此之外，本計畫之軌道因採用長銲鋼軌，因此，由於地震力、列車剎車力及加速力和溫度效應造成之橋梁-軌道互制作用亦是設計時考量的重點之一。

To ensure the highway traffic safety during construction and make this bridge completed on schedule, the contractor decided to build this bridge in several stages. First, all the well foundations were constructed. Second, piers P014 and P017, piers P015 & P016 and the 50-meter-long box girder above the V-shaped piers were constructed. Third, the box girders of edge spans of 51 meters and 48 meters long respectively were constructed by on-site Figure 2 support method. Finally, the 80-meter-long box girder of middle span between piers P015 and P016 was constructed by cast-in-place free cantilever method. (Fig.2)

• 首先施作各橋墩井筒式基礎；

Since the V-shaped piers spanned over freeway No.1’s main lanes and ramps, the construction and freeway traffic safety was the most important subject to be considered. In the selection of falsework, factors such as span length, structural behavior, the amount of required material and the operation simplicity were taken into consideration. After thorough static and dynamic analysis, the type of falsework for the V-shaped pier construction was decided. Like the cable-stayed bridge, the central steel column which was composed of four steel box columns (1200x800mm) would take the force and moment induced by all dead loads and live loads during construction. At the same time, use four H700x300 steel sections to support the beams on both sides, and through the tendons Figure 3 the force would be transferred to the central steel column. Besides, an auxiliary support frame of steel angles on both sides can provide lateral constraint so that the stability of the structure would be enhanced. (Fig.3) By applying risk management approaches, such as

施工時為維持高速公路車行安全與順暢，並符合工期要求，營造廠提出施工計畫將本座橋梁切分單元分階段施工：(圖2) • 接下來施作P014及P017橋墩墩柱及帽梁、P015及P016的V型墩柱及50公尺長的柱頂箱梁； • 再來採就地場撐方式施作長度各圖2 51公尺及 48公尺的邊跨箱型梁； • 最後採用場鑄懸臂節塊施作主跨高速公路主線上長度80公尺的箱型梁。基於V型橋墩展幅伸入高速公路主線與匝道，為確保施工與行車安全，臨時支撐型式與工法需考量跨距、結構行為、材料用量、作業單純等各種因素，並經詳細力學分析後，最後選擇「斜張支撐工法」作為V型橋墩的支撐型式。斜張支撐工法的原理類似斜張橋，是以中央主鋼柱(4支1200x800mm鋼箱柱組成)承載所有靜載重及活載重所引致的壓力及彎矩，兩側以型鋼支撐底梁(單側配置4支H700x300 型鋼)，並利用斜張拉力鋼圖3 棒將拉力傳遞至主鋼柱，並加上輔助支撐架提高整體穩定度，提供側向束制，避免側向傾倒(圖3) 。施工中採取風險管理手段，輔以嚴密自動監測

Special IBC Issue

automatic monitoring the support frame system of V-shaped piers, the construction risk was reduced effectively, and the bridge was completed on schedule in April, 2011.

儀器監控V型墩柱斜張支撐系統，有效減低施工風險，使本工程得於 2011年4月安全如期完工。現在，本座造型簡單優美的橋梁，不但擔負著交通運輸的重任，亦儼然成為當地的新地標。(圖4)

Now, this simple and beautiful bridge is not only part of the transit system, but also the landmark of this area. (Fig.4) About the author... Ms. Chia-Li Kao is an Associate Engineer of the Bureau of High Speed Rail, MOTC (Taiwan).

作者：高嘉莉圖4

Figure 4

職稱：副工程司

單位：交通部高速鐵路工程局

Summer 2015 Pittsburgh ENGINEER

130th and Torrence Avenue Roll-In Truss By Diane Campione, P.E., S.E.

n 2012, a multi-level grade separation made history when a 394-foot-long, 4.75-million pound, steel railroad truss bridge was rolled into place. Accelerated Bridge Construction (ABC) techniques were utilized to assemble and transport the truss 800 feet from a staging area to its final location in less than four hours. The new railroad truss replaced an existing Chicago, South Shore and South Bend (CSS&SB) Railroad bridge, which carries freight trains and the Northern Indiana Commuter Transportation Districtâ&#x20AC;&#x2122;s (NICTD) commuter rail line from South Bend, Indiana to downtown Chicago. Rolling in the new CSS&SB bridge was a key component of the 130th Street and Torrence Avenue intersection improvement project, an extremely complex, $101 million effort by the Chicago Department of Transportation (CDOT). The intersection serves approximately 38,000 vehicles a day, including traffic to and from the nearby Ford Motor Company Plant. More than 50 freight trains also cross near the intersection daily on two, at-grade Norfolk Southern Railway (NS) tracks while the CSS&SB tracks are supported over the existing NS tracks at Torrence Avenue. Realigning and depressing 130th Street and Torrence Avenue below the existing NS tracks relieved traffic congestion and improved rail service efficiency in this area.

led the project team to investigate the use of ABC techniques. Eliminating the skew and building the truss span in a nearby staging area, then transporting the structure using Self-Propelled Modular Transporters (SPMTs) was found to be a more feasi-

window to interrupt train service. Work also included dismantling the crossing gates and signals; laying a temporary crossing over the NS tracks for the SPMTs to traverse; and removing and reinstalling these items after the truss was moved into place. The truss was supported by four SPMT units, each consisting of 96 individually computer-controlled wheels capable of rotating 360 degrees. Combined, there were 384 wheels controlled by a single operator using a joystick much like one used on a remote-controlled toy car. The SPMTs also lifted and lower the truss, eliminating the need for cranes.

Truss on Temporary Supports

ble and cost-efficient option. The revised structure consists of a truss that spans 394 feet center-to-center with the bearings and supports perpendicular to the structure. In May 2012, truss assembly began in the staging area. By mid-August 2012, the truss was assembled and painted a signature blue. Before transferring the truss onto the SPMTs, the truss was jacked onto temporary supports. Two operators controlled the

It took two hours to move the truss into place and another two hours to adjust the location of the bearings. The SPMTs were removed, and track signals and crossings were restored well within the eight hour shutdown window. The new truss was completed alongside the existing CSS&SB bridge, allowing rail service to remain operational during assembly and installation of the truss. Once the truss was in place, the contractor and railroad teams placed the ballast and ties on the truss, installed the catenary wires that power the NICTD trains and put the finishing touches on the truss. On October 25, 2012, the first NICTD train crossed the new truss bridge. With the new CSS&SB railroad bridge in full working order, and construction continuing underneath, commuters are already taking advantage of the numerous benefits and travel efficiencies this project brings to the community. Construction of several other components of the project are still underway with completion expected in late 2015/early 2016.

Construction of two new NS bridges were designed on offset alignments to minimize impacts to the railroad. The new alignments created a conflict with the existing elevated CSS&SB structure above. This conflict was resolved by replacing the existing CSS&SB structure with a new structure on a new alignment. At the end of preliminary design, Truss Being Rolled In To Place atop Self-Propelled Modular the proposed CSS&SB structure Transporters (SPMTs) consisted of a 368-foot-long truss About the author... with abutments skewed at 45 degrees for the hydraulic jacks and were in constant communication to lift all four points of the truss Diane Campione, PE, SE is a Senior Project shortest span possible. However, geometric the same amount simultaneously. After the Manager at Alfred Benesch & Company with and logistical constraints surfaced during SPMTs were positioned under the truss, it over 32 years of structural engineering expefinal design. The design team was challenged was ready to make its 800-foot journey from rience. Ms. Campione specializes in Phase I to explore options to minimize impacts to the staging area to its final location. and Phase II projects, with particular expertise vehicular and rail traffic during construction in regional rail projects and issues. The NS allowed a maximum eight-hour and reduce construction schedule. This Special IBC Issue

Recent Advancement of High-Speed Railway Bridges in China

By: Zhang Min, Xu Rundong, Xu Gongyi

igh-speed rail (HSR) in China refers to any railway in China with commercial train service at the speed of 200 km/h or higher. By that measure, China has the world’s longest HSR network with over 15,000 km of track in service as of December 2014, including the world’s longest line, the 2,298 km Beijing–Guangzhou High-Speed Railway. Over the past decade, the country has undergone an HSR building boom with generous funding from the Chinese government’s economic stimulus program. The network is rapidly expanding and is expected to reach 18,000 km by the end of 2015, including 6,700 km of track Bridge name Main Bridge type Carries Year of capable of accommodating train speeds of span(m) inauguration 300–350 km/h and 11,300 km of track for Dashengguan 2×336 Arch Six-track railway 2011 train speeds of 200–250 km/h. This ambiTianxingzhu 504 Cable-stayed Six-lane highway 2010 tious national rail project was planned to be Four-track railway completed by 2020, but the government’s Anhui Tongling 630 Cable-stayed Six-lane highway 2014 stimulus program has expedited the time-taFour-track railway bles considerably for many of the lines. As a result, bridge technology in China has recognized outstanding development during a relatively short period. China bridge engineers are now designing and constructing bridges using domestic technology, which has today reached a level enabling to realize the erection of numerous bridges. Table below gives a list of recent HSR bridge constructions in China of which several examples are reviewed with their special features.

Huanggang

567

Cable-stayed

Four-lane highway Double-track railway

2014

Anqing

580

Cable-stayed

Six-lane highway Four-track railway

Under construction

Second Wuhu Bridge

588

Cable-stayed

Six-lane highway Four-track railway

Under construction

Hutong

1092

Cable-stayed

Six-lane highway Four-track railway

Under construction

Wufengshan

1092

Suspension

Six-lane highway Four-track railway

Detail design

Anqing Yangtze River Bridge Anqing Yangtze river Railway Bridge will serve as a crossing for both the Nanjing-Anqing intercity railway and Fuyang-Jingdezhen railway over the Yangtze river. The bridge adopted the design of “Double-tower, tri-cable plane cable-stayed”, provided by China Railway Major Bridge Reconnaissance and Design Institute. The total length of the bridge is 2996.8m and the main bridge is a six-span continuous steel truss girder cable-stayed bridge with span arrangement 101.5 + 188.5 + 580 + 217.5 + 159.5 + 116 = 1363m. The project started in 2009 and will be completed for operation in 2015. The pylons of the bridge, each being 210m high, are concrete structures in the shape of inverted Y at the upper parts and of diamond at the lower parts, resting on pile foundations made up of 37 3 .0 m diameter piles, varying from 108 m to 113 m in length . On each side of the pylons, there are 16 triple cables, with total number of 192.

Pictured above, Anqing Yangtze River Bridge, with deck cross section (left), and Isometric View of the trusses (Right)

Summer 2015 Pittsburgh ENGINEER

Huanggang Yangtze River Bridge The main bridge of Huanggang Yangtze River Rail-cum-road Bridge is a continuous steel truss girder cable-stayed bridge, with double pylons and with span arrangement of 81 + 243 + 567 + 243 + 81 = 1215m and is a cable-stayed bridge structure of semi-floating system. A semi-floating system is a structural system where longitudinal movable bearings are placed between the girder and the pylon. The upper deck of the bridge carries 4-lane expressway and the lower deck carries double-track railway. The bridge construction started in 2010 and opened to traffic in 2014. The main girder is of the inverted trapezoidal section that is wide at the upper part and narrow at the lower part, the webs are inclined with the inclination ratio being 1:2.7. The main trusses are designed as normal N-shape. For the roadway deck, the deck is the integral orthotropic steel deck supported on the stringers and cross beams; while for the railway deck, the deck is also the integral orthotropic steel deck, but is supported on the multiple cross beams. At the upper chord panel points of each main truss, the lateral bracing are set. The entire main girder constructed of Q370qE (the yield strength of Q370qE is 370MPa) steel. The damping devices are installed at the intersection of truss girder and top of lower crossbeam of main tower. A floating self-guided anti collision devise with variable section has been set up on the lower part of pylon. It can suit the variable sections of tower as well as the fluctuation of water level. The pylons of the bridge are the H-shape hollow reinforced concrete structures, extend 187.5m from pile cap. On the each side of the pylons, there are 19 double cables in pairs, with a total number of 152. Galvanized parallel steel wires are used for the cables. The largest cable force is about 12 700KN and the longest cable is 300 m.. The anchoring systems of the cables at the deck level are set in the upper chords of the main trusses.

Anhui Tongling Yangtze River Bridge The main bridge of Anhui Tongling Yangtze River Rail-cum-road Bridge is a five-span continuous steel truss girder cable-stayed bridge with span arrangement 90+240+630+240+90=1290m. On the lower deck, two rails are designed for Hefei-Fuzhou Railway with speed of 250 kilometers per hour. Two rails are designed for Hefei-LujiangTongling Railway with speed of 160 kilometers per hour that can be accelerated up to 200 kilometers per hour. The upper deck consists of six vehicular lanes with a design speed of 100 kilometers per hour. Eventually the Anhui Tongling Yangtze River Bridge will carry 3 lanes each way on its upper deck, with the speed limit of less than 100 kilometers per hour. The project started in 2010 and has been completed for operation in 2014. The main girder is comprised of 3 N-shape main trusses, and the main trusses are using all-welded technologies. Special IBC Issue

Anhui Tongling Yangtze River Bridge

The height of the truss is 15m. For both the roadway and railway decks of the bridge, the orthotropic steel decks with densely arranged cross beams are employed. The pylons of the bridge are the inverted Y-shape structures, construction of reinforced 45 MPa concrete, extend from the pile cap 212 meters. The stay cables are arranged in three cable planes, and at each side of the pylons, there are 19 triple parallel strand cables with a total number of 228.

Summary Several large-span bridges for HSR passage lines across the Yangtze River and Yellow River have been designed and constructed. By the summarization, we can see that there are three mainly technical features: long span, high speed, and heavy load in HSR bridges of China. After the comparison of technical and economic, the bridges mentioned above have steel truss structures, which provide superior stiffness. In order to meet the demands for long span, heavy load and high-speed train, the design and construction of these bridges also adopted a number of new materials, detailed structural system, technology and equipment. Having learned by ample experience gained from unprecedented bridge construction projects in the last few decades, China bridge engineers are now focusing more on the design of bridges that presents lifetime durability, sustainability and aesthetic harmonization. They strive to provide optimized structural efficiency and cost-effectiveness with the combination of high-performance materials and innovative construction methods. We welcome the readers to China to enjoy our high-speed trains, and to experience the characteristics of Chinaâ&#x20AC;&#x2122;s HSR Bridges! About the authors... Dr. Zhang Min is president at the China Railway Major Bridge Reconnaissance & Design Institute (BRDI); he has more than 20 years of experience providing engineering and design services for large, complex bridge projects. Dr. Zhang Min holds a Ph.D. in Bridge & Tunnel Engineering from the Central South University, Changsha, China. Dr. Xu Rundong is a Senior Engineering with BRDI; he has 5 years experiences in design and construction of complex bridges. Dr. Xu Rundong has played a major role in the design or construction engineering support of five suspension and cable stay structures and has led the construction engineering for Erqi Yangtze River Bridge, the record holder as the longest span (616m each) multi-span cable stay structure. Dr. Xu Rundong holds a Ph.D. in Bridge & Tunnel Engineering from the University of Southwest Jiaotong University, Chengdu, China. Dr. Xu Gongyi is currently the Deputy Chief Engineer of BRDI; he has 30 years of experience involving the design, analysis, and construction of bridges. As chief designer he designed more than 50 bridge projects, including post-tensioning concrete, steel box girder, segmental concrete, arch, truss, cable-stayed, and suspension bridges. Dr. Xu Gongyi holds a Ph.D. in Bridge & Tunnel Engineering from the University of Southwest Jiaotong University, Chengdu, China and is the Design Master of China, Fellow of Institute of Civil Engineer, UK, and Charter Engineer in UK. Dr. Xu Gongyi has authored 70 papers and 6 books on bridge engineering.

Summer 2015 Pittsburgh ENGINEER

Judge’s Choice

IBCPHOTOCONTEST Who isn’t captivated by the grandeur and scale of early railroad bridges? …who isn’t further captivated by grand bridges in a spectacular natural setting?

Back by popular demand, the International Bridge Conference® launched our 4th annual photo contest. For 2015 we are featuring “Railroad Bridges of the Late 19th and Early 20th Centuries” – railroad bridges from the “golden age” of railroad engineering. We have looked for both spectacular photographic moments and spectacular bridges from the many, many entries. Excerpts from our Judge’s comments are reflected in italics. Enjoy the most spectacular top ten photographs! IBC Executive Committee 1st Place: Buzzards Bay Bridge, Cape Cod Canal Railroad Bridge, Bourne, Massachusetts (pictured above) Photographer: Richard Patterson – January 11, 2013

“Stunning…the bay and bridge have never looked so good…what great drama the way the clouds and color streak across the photo!…” At the time of its completion, the Buzzards Bay Bridge, with a lift span of 544 feet (166 m), was the longest vertical lift span in the world. The 2,200 ton lift span is balanced by two – 1,100 ton concrete filled steel plate boxes that hang in each tower. After purchase of the private canal in 1928 by the US Government, the vertical lift span was constructed by the Army Corps of Engineers to accommodate the widening of the canal and demolition of the 160 foot (49 m), 1910 Strauss trunnion bascule span. Construction began in December of 1933 and was completed in December of 1935. - USACE Special IBC Issue

2nd Pla

ce: Rap

id City,

Pierre &

Eastern

“ Tranqu

Railroa

d over

the Mis

souri R

iver, Pie

rre, So uth Dakota ompson eful…su – Januar y rreal…g 19, 201 reat colo 4 r…W

Photog

il…peac

rapher:

Todd Th

hat’s not

nadian Pacific) dge (AmTrak, CSX, Ca 3rd Place: Hell Gate Bri w York, New York over the East River,Ne 5 yson – February 22, 201 Photographer: Marco Bu

reflecting beautiful architecture and

“An elegant truss tied arch bridge…

innovative engineering…”

e, e River near Hurrican dge (CSX) over Mobil 4th Place: 14 Mile Bri Alabama vis - October 30, 2011 Photographer: Chuck Da

of “Wow!…excellent contrast

color & shadows…”

Summer 2015 Pittsburgh ENGINEER

to like!…

”

lroad 5th Place: Firth of Forth Rai ferry, ens Que th Nor from ge Brid Edinburgh, Scotland

Photographer: John Addy – November 15, 2013

“A grand scale…in riveting color…a well composed photo…”

6th Place: Railway Bri dge over th (near the G e Canal de rande Halle l’Ourcq, de la Villett e – cultura l center) Paris, Fran ce Photograph

er: Eric

“Bold…transp Dues – December 2004 arent…intere sting… excellent com positional elem ents”

ge over the River 7th Place: One Newcastle Brid United Kingdom Tyne , Newcastle Upon Tyne, ember 20, 2004 Photographer: Eric Dues - Nov arch bridge of the 19th “…it is a massive and impressive steel rated bridges …it has Centrury…it is one of the most celeb erous photos.…” num been featured in movies, TV and

9th Place: Fort Wayne Brid ge over the Allegheny Riv er, Pittsburgh, Pennsylvania (with the Dav id Lawrence Convention Center in background)

Photographer: David Gerlach

“…a wonderful winter scape…

– February 14, 2015

a compelling effect with snow…”

8th Place: Stone Railway Viad

uct in England’s Lake Dis

Photographer: James Dw yer

trict

– July 29, 2013

“…this clean and pleasant looking Stone Arch Bridge causes one to admire the creative and practical brid ge builders of the 18th–19th Centuri es who used natural materials to solv e an engineering challenge in cros sing deep and wide valleys …”

r the Upper Falls of the ge (Norfolk Southern) ove 10th Place: Portageville Brid State Park, New York Genesee River, Letchworth

- October 2009 y of Modjeski and Masters Photographer: Photo courtes is intriguing… l autumnal surrondings…the mist “…a nice symmetry in beautifu …” ng setti a delicate structure in a rugged

Special IBC Issue

Honorable Mentions Interest for the IBC photo contest was extremely high (50 entries!) with many amazing photos, even to the extent that the committee reviewed photos of identical bridges by different photographers and scored these photos very high in terms of composition and artistic effect. We are acknowledging, as honorable mention, three other sensational photographs of scenes you may recognize from the 10 best photographs above. - Editors

, the River Tyne le Bridge over m do ng One Newcast Ki ted pon Tyne, Uni Newcastle U mber 20, 2004 ve : Eric Dues - No er ph ra og ot Ph

Portageville Br idge (Norfolk over the Upp Southern) er Falls of the Genesee Rive Letchworth St r, ate Park, New York Photographer : Jerry Zoller - August 4, 20 07

ridge, road B il a R nd f Forth Scotla Firth o 2013 urgh, ugust Edinb alik - A h e M John rapher: Photog

Innovative Bridge Engineering

503 Martindale Street, Suite 500, Pittsburgh

Hulton Bridge Replacement, PennDOT District 11-0 Venture Engineering & Construction is Pittsburgh’s premiere process engineering firm. Venture is ranked #6 by Inc. Magazine in 2012.

#GannettFleming100

~ Packaging ~ Commercial ~ Institutional ~ Coatings ~ Mineral Processing ~ Oil & Gas

www.VentureEngr.com info@ventureengr.com (412) 231-5890

John Kovacs, PE • jkovacs@gfnet.com www.gannettﬂeming.com • Ofﬁces Worldwide

26 2015_PittsburghEngineer_4C_3.75x5.indd

~ Energy/Power ~ Chemicals ~ Industrial ~ Steel/Metals ~ Water/Wastewater Treatment

Summer 2015 8:44:05 Pittsburgh 5/12/2015 AM ENGINEER

IBC 2015 Bridge Awards By Rachel Siffler

San Francisco-Oakland Bay Bridge, New East Span

he International Bridge Conference in conjunction with Roads and Bridges Magazine, Bridge design and engineering Magazine and the Bayer Corporation, annually awards six medals to recognize individuals and projects of distinction and other special meritorious awards. The medals are named in honor of the distinguished engineers who have significantly impacted the bridge engineering profession worldwide. Interest in the IBC awards program is quite robust nationwide and internationally. This year the Awards Committee reviewed more than forty nominations for the various bridge metal categories alone, half of which were projects nominated beyond the borders of the United States. The awards committee worked diligently to select the most appropriate entry in each category. After lengthy deliberations, the following individual and projects were deemed worthy of this year’s awards.

John A. Roebling Medal The John A. Roebling Medal recognizes an individual for lifetime achievement in bridge engineering. We are pleased to recognize Mr. Edward P. Wasserman as the 2015 recipient.

Edward P. Wasserman

Mr. Wasserman, currently retired, was the former Director of Division of Structures, for the Tennessee State Department of Transportation, which he served in many capacities, beginning his career in 1965. He has also served in the US Army Reserves for 28 years, retiring as a Lieutenant Colonial. A native of Tennessee, Mr. Wasserman received his BS degree from Vanderbilt University. At Tennessee Department of Transportation, Mr. Wasserman has been a pioneer in the design and construction of steel bridges using inelastic design approaches and High Performance Steel and innovative pre-stressed structures including the jointless bridge (continuous for live load) and integral abutments. Notable achievements under his directorship include 34 awards for design excellence, design and construction of the longest continuous concrete girder bridge in the United States (2,700 ft - I-26 over the Holston River, Sullivan Co. TN), the second longest steel plate girder span in the United States (525 ft – SR 76 over the Tennessee River, Hardy Co., TN), and the longest jointless precast girder bridge in the United States (1,175 ft – SR 50 over Happy Hollow Creek, Hickman County, TN). His professional activities include Chairman of the AASHTO Bridge Technical Committee for Structural Steel Design, Vice Chairman of the AASHTO Bridge Technical Committee for Bearings and Expansion Devices, Member of the AASHTO Bridge Technical Committees for Pre-stressed Concrete Special IBC Issue

Bridge and Seismic Design, chairing various NCHRP projects as well as a member of various AISI, PCI and HITEC committees and task forces. Mr. Wasserman’s community involvement includes working with Habitat for Humanity. Also, Mr. Wasserman is very active in his church. “…Mr. Wasserman’s entire professional career has been as a public servant to the advancement of high performance steel and innovative pre-stressed concrete structures... he has served as chair of the AASTHO Bridge Technical Committee and has a special interest in guiding young graduates in various aspects of bridge engineering…”

George S. Richardson Medal The George S. Richardson Medal, recognizing a single, recent outstanding achievement in bridge engineering, is awarded to the San Francisco-Oakland Bay Bridge, New East Span located in Oakland, California, USA (pictured above). The project completes the vital link between San Francisco and Oakland California with an asymmetric 2,026 foot (618m), two span self anchored suspension bridge, the largest of its type in the world. The 258 foot (79 m) wide, New East Span accommodates an average daily traffic of 300,000 vehicles with ten roadway lanes and accommodates pedestrians and bicyclists with a 15’-6” (4.7 m) wide sidewalk area. In a region of high seismic demand, the 528 foot (161 m) tall tower comprises four steel legs, interconnected with shearlink beams. The use of these beams, consid-

Vimy Memorial Bridge ered a first for this application, will provide a structural system that will remain elastic in a major seismic event. If damaged during an earthquake, the shear-link beams will be replaced. Within the marine environment, the 0.86 mile long suspension cable was given special attention in detailing for corrosion protection anticipating a 150 year design life. The structure is lit with LED bulbs anticipating a significant savings in energy consumption. The elegant and aerodynamic profile and the dramatic visual effect with a single tower provide an iconic symbol for the community that it serves. “…the owner, the engineers and the constructors of the San Francisco-Oakland Bay Bridge New, East Span utilized significant innovations to meet technical challenges…they have provided an outstanding icon for the community and for the public...”

Gustav Lindenthal Medal The Gustav Lindentahl Medal, recognizing an outstanding structure that is also aesthetically and environmental pleasing, is awarded to the Vimy Memorial Bridge located in Ottawa Ontario, Canada (pictured above). The low clearance, bridge crossing the Rideau River, comprises three parallel 410 foot (125 m) fixed arches supporting a deck width of 150 feet (46 m). The Rideau River at the bridge location is part of the Rideau Canal system, a recognized National Historic Site in Canada and a UNESCO

World Heritage Site. The superstructure support system is elegant and includes tubular arch members formed in a box truss configuration. The deck is slotted at the arch ribs (allowing light to penetrate the bridge deck) and is suspended from the arches by an inclined cable array. A sensitive use of aesthetic lighting enhances the views of the bridge at night. Some unique fabrication methods were employed including bending of tubular members to form the profile of the arch required detailed specification and testing requirements. The resulting structure met the stringent design guidelines of the City of Ottawa and other agencies, consistent with its UNESCO World Heritage Site designation by developing a distinctive new bridge in a natural setting that is “pleasing to the eye from a distance an up close – whether it be day or night”. “…the Vimy Memorial Bridge successfully balances technical innovation and aesthetic quality with long-term durability and practical value for the owner and the community…the bridge elegantly respects the surrounding environment and enhances the community through architectural distinction and also by providing multimodal access in addition to vehicular traffic ...the designers gracefully addressed the challenge of making a very wide bridge aesthetically pleasing and created an attractive and practical structure for the community and the owner...” Summer 2015 Pittsburgh ENGINEER

Ar thur C. Hayden Medal The Arthur C. Hayden Medal, recognizing a single recent outstanding achievement in bridge engineering demonstrating vision and innovation in special use bridges, is awarded to the “Nanjing Eye” Pedestrian Bridge in Youth Olympic Park located in Nanjing, Jiangsu Province, Peoples Republic of China. The main spans of the 1,744 foot (531 m) structure are supported by a steel box girder, double-tower, cable stayed bridge. The 328 foot (100 m) towers are elliptical in shape and inclined to the respective banks by an angle of 35° to the vertical. The box girders vary in width and the deck is the widest directly under the inclined elliptical towers. The elliptical shape of the towers is reminiscent of the view through the eyes of the people who see the “yesterday, today and tomorrow” of the City of Nanging, a city of humanity, culture and vitality. The wing shaped steel cables represent harp strings, and from a distance, people walking along the bridge appear to pluck notes from the harp strings. At night the bridge is lit in unusual ways including wall washing lights on the steel box girders, flood lighting on the deck surface and laser lighting reminiscent of a Chinese “tangle chord”, a traditional game of Chinese teenagers, where a string of a chord can be turned into many beautiful and delicate patterns with nimble fingers. The bridge was constructed as a showpiece for the 2014 (Second) Summer Youth Olympic

Why ESWP? World Class Confer ences

For Engine ers...

-Multi-discipline -More than 400 different firms -More than 850 members

-International Water Conference ® -International Bridge Conference ® -PA Brownfields Conference

...and “non-Engineers” Associate members from healthcare, finance, law, insurance, government

Dining Facilities -Lunch Served M-F -Reservations not required -Quality and Value

Banquets & Me etings

-Breakfast, Lunch or Dinner by reservation -Full Audio Visual capabilities -Wi-fi enabled -Company meeting and training facility

Continuing Education -Monthly educational events -Webinars -Program Luncheons & Breakfasts

-STEM Outreach -Future City Pittsburgh -Design Lives Here -ACE Mentoring -ASSET -Chain Reaction Contraption

...and Af filiates

Home to more than 30 different technical & professional organizations, providing administrative support services

Events

-Annual Awards Banquet -Golf Outing -Mothers Day Buffet -Christmas Buffet -President’s Reception

Networking

...and Futur e Engine ers

P ublications

-Pittsburgh ENGINEER Magazine -Monthly eTC newsletter -Website -Social Media

-Monthly Program Events -Social media -Business Development Opportunities

To learn more about the ways that an ESWP membership can help you grow, personally and professionally, visit eswp.com, or contact us at 412-2610710, or by e-mail at eswp@eswp.com. Membership is affordable and a great value.

Special IBC Issue

“Nanjing Eye” Pedestrian Bridge

Games, an international sports education and cultural festival for teenagers, held in the third week of August, 2014 in Nanjing, China with 222 events and 3,600 athletic participants. “…an unusual and beautiful artistic and engineering achievement…the view through the eye is interesting and inspiring …”

Eugene C. Figg, Jr. Medal The Eugene C. Figg, Jr. Medal for Signature Bridges, recognizing a single recent outstanding achievement for bridge engineering, which is considered an icon to the community for which it is designed, is awarded to the Viaduc Léon Blum located in the heart of Poitiers, France. The viaduct, serving intermodal traffic of individually dedicated pedestrian lanes, bicycle lanes and bus lanes (with a Bus Station located on the structure), connects the city center (via the Boulevard de Solferino) and the western part of the city (via Nantes Avenue des Rocs neighborhood). The 1,017 foot (310 m) viaduct, adjacent to the Poitiers Train Station (on the Pairs-Bordeaux line), spans the Boulevard du Grand Cerf and a rail yard including twenty one tracks of the French National Railway, all within the Boivre River Valley. The design sought to create a living arcade rooftop for the valley. For the viaduct, horizontally curved in plan, a steel semi-vierendeel deck truss superstructure was provided which maximizes transparency and reduces the scale of the structural components to better respond to the proximity to the user and the nearby railway station. V-shaped tubular steel truss piers delicately support the superstructure and seamlessly

integrate into the trussed girder, creating a unified and interesting structural form. At the night the superstructure is lit from the fascia parapets emphasizing the openness of the structural form as well as the slenderness and unique curvilinear geometry of the truss’s lower chord. The viaduct, with its unique structural and architectural expression, creates an iconic and inviting pedestrian experience. “…in my review of the submission drawings and photos I came to realize how well this structure met the requirements both for the Figg Medal and those established by the community in the design awards competition for this structure...the viaduct Viaduc Léon Blum

Summer 2015 Pittsburgh ENGINEER

crosses twenty one busy railroad tracks and provides a slender architecturally attractive structure in the center of Poitiers with links to the Bus Rapid Transit network…”

Abba G. Lichtenstein Medal The Abba G. Lichtenstein Medal, recognizing a recent outstanding achievement in bridge engineering demonstrating artistic merit and innovation in the restoration and rehabilitation of bridges of historic or engineering significance, is awarded to the Rehabilitation of the Corning Centerway Arch Bridge located in the City of Corning, New York, USA. The 710 foot (213 m) bridge, seven span concrete filled arch bridge

circa 1929

Corning Centerway Arch Bridge was constructed in 1922 to service pedestrians and vehicular traffic. With community outcry to save the bridge from demolition,

    

the bridge was rehabilitated and repurposed to become a linear park and pedestrian, bicycle and local trolley throughway. Preservation of this 90 year old historic bridge was of principal Certi�ied MBE importance to the community as a centerpiece to the city of Corning’s Historic District. The completed linear park connects museums and Civil, Environmental, and Geotechnical business with Engineering walkways and park elements Site Civil Design  Permitting and Compliance on both sides of the river, while Water Resources Engineering  Geotechnical Investigations fully maintainEngineering Hydraulics and  Slope Stability, Settlement, & ing the historical Hydrology Mine Subsidence Analysis character of Environmental Site Assessment  Transportation Engineering the bridge. The & Remediation park includes  Construction Materials Testing benches, interNEPA Assessments & pretive panels Environmental Studies describing the Pittsburgh ● (412) 371‐4460 history of the river and bridge Philadelphia ● (267) 702‐2028 and eight bronze www.scitekanswers.com paw prints of indigenous anSpecial IBC Issue

imals embedded in the cross walks accompanied by Latin and common animal names providing an interesting walking experience. The historic spandrel walls were reconstructed using precast panels, form textured to preserve the original look of the bridge. Funding was amassed from a variety of sources, including the local historical group (the Gaffer District, supported by Corning, Inc.), the City of Corning, and New York State, Department of Transportation. “…The expertise displayed by the consultant and the commitment by the City of Corning resulted in a unique preservation of the bridge as a linear park that will enable this river crossing to serve the community for many more years…”

Award of Merit Occasionally, a project is submitted for consideration that does not fall within the well defined judging parameters and it is considered by the awards committee to be an outstanding project for reason of its own merits. This is the case for the Paso Real Suspension Pedestrian Bridge spanning the Rio Esteli, near Condega, Nicaragua. This 400 foot (121 m) suspension bridge, built with local labor and materials and sponsored by Bridges to Prosperity (B2P) – an organization that provides isolated communities with access to essential health care, education and economic opportunities by building footbridges over impassable rivers.

Paso Real Suspension Pedestrian Bridge

Within the Volunteers and Professionals work side-by-side on the spirit of volPaso Real Bridge unteerism, the International Bridge Conference® recognizes this project by an Award of Merit, and IBC Magazine salutes B2P, the Mayor of Condega and all those who have contributed to this outstanding structure. “…Bridges to Prosperity is doing great things in South America without the rest of the world knowing…construction material and donations are always accepted by them to continue their never ending work…the Paso Real suspension bridge shows what can be done to help the local people be able to cross rivers and creeks in a functional way…” The IBC Awards Committee includes Fred Graham, Jim Dwyer, Lisle Williams, Herb Mandel, Richard Connors, Myint Lwin, Rachel Stiffler, Ken Wright, Jay Rohleder, Matthew Bunner, John Dietrick, Enrico Bruschi, Gary Runco, Helena Russell, Bill Wilson and Tom Leech (Committee Chairman). Rachel Stiffler is the Business Development Manager for Vector Corrosion Technology and is the General Chair for IBC 2015 – Editor

SR3013 over Plymouth Creek District 6-0

SR0084 (I-84) over Rt. 6 District 4-0

McDade Boulevard District 6-0

WHY T-WALL®?

Design OpTiOns

• PennDOT Bulletin 15 approved

• As-Designed

• Meets PennDOT DM-4 requirements

• Approved Alternate

• Complete design support

• Design/Build

• Less excavation & select backfill than MSE

• Value Engineering

• Wide range of acceptable backfill • Maintenance free - ‘Set it and forget it’ • Proven performance, long-term service life

PA Turnpike MP A20-A25 District 6-0

Masontown Bridge Replacement District 12-0 Summer 2015 Pittsburgh ENGINEER

Boulevard of the Allies District 11-0

In 2016, the IBC is making a monumental move...

...to the Nationâ&#x20AC;&#x2122;s Capitol Region IBC 2016 Gaylord National Resort & Convention Center National Harbor, MD June 6-10, 2016

U.S. Capitol Building

Woodrow Wilson Bridge

Gaylord National Resort and Convention Center

Learn about the many ways you can become part of the worldâ&#x20AC;&#x2122;s premier technical conference on bridges at www.eswp.com/bridge

Engineersâ&#x20AC;&#x2122; Society of Western PA Pittsburgh Engineersâ&#x20AC;&#x2122; Building 337 4th Avenue Pittsburgh, PA 15222