PROCTOR ROAD OVER I-75 BRIDGE

PROCTOR ROAD OVER I-75 BRIDGE

Proctor Road over I-75 in Sarasota, Florida is two continuous spans with a total bridge length of 282 ft. Superstructure comprises five AASHTO Type-V beams. Each beam span consists of two precast prestressed concrete (PPC) segments of 69 ft. long, connected using 1.5 ft. wide cast-in-place (CIP) closure pours at midspan. The two spans are made continuous using a similar 1.5 ft. wide CIP closure pour. Continuous post-tension (PT) over the two spans is provided by three draped tendons that are raised up at the intermediate bent.

The bridge was impacted by over-height truck causing damage to the exterior beam of span 1 in the form of partial section loss and rupture of prestressing strands with no damage to the PT tendons. Refined analysis was carried out to determine the feasibility of repair, and repair procedure. Further, the refined analysis was used to load rate the bridge after repair. The utilized repair procedure allowed for I-75 to remain open with partial lane closure overnight.

CR 514 Bridge Over I-75

CR 514 Bridge Over I-75

Repair of CR 514 Bridge over I-75 in Sumterville, Florida was completed by SDR. The bridge was struck by an over-height truck, causing severe damage to the exterior prestressed concrete girders, including rupture of several prestressing strands.


Before SDR’s involvement, it was determined to replace the girder. SDR was tasked to assess the damage and its impact on the structural integrity of the girders using its in-house developed damage assessment tools, design of the repair, and develop repair details. Repair of the girders included splicing of ruptured prestressing strands, correcting alignment and rotation of the bottom flange, restoring the concrete section, substituting ruptured stirrups using Near-Surface-Mounted technique, and applying externally bonded CFRP to confine the restored section and to provide redundancy to the shear strength. These repair methods allowed I-75 to remain open during construction.

WILLIAMS ROAD/SW 66 STREET OVER I-75 BRIDGE

WILLIAMS ROAD/SW 66 STREET OVER I-75 BRIDGE

The Williams Road/SW 66 Street bridge over I-75 in Ocala, Florida was built in 1989. The bridge consists of four (4) spans with a total bridge length of 272.5 ft. The superstructure comprises four (4) AASHTO Type III precast-prestressed concrete beams. The bridge was impacted by an over-height truck causing damage to exterior and interior beams. Damage to both beams was in the form of partial loss of concrete section in the bottom flanges and webs with exposed prestressing strands, but with no rupture of prestressing strands. During the inspection it was also found that the exterior beam had old repair at the right end of the beam, which exhibited signs of distress, e.g. cracking and delamination.


Repair of the beams included restoring the concrete section of the bottom flanges and webs, and applying externally bonded CFRP to confine the restored section and to provide redundancy to the shear strength. These repair methods allowed I-75 to remain open during construction.

I-10 OVER US-19 IMPACT DAMAGE BRIDGE REHAB

I-10 OVER US-19 IMPACT DAMAGE BRIDGE REHAB

The I-10 over US 19 bridge is in the center of Jefferson County near Monticello, Florida. The bridge spans 243.33 ft. over US 19 and consists of four (4) spans. Two spans are 44.5 ft. long, comprising two Type III AASHTO beams for the exterior beams and three Type II AASHTO beams for the interior beams. Two spans are 77.16 ft. long, comprising seven Type III AASHTO beams.

Span 3 was impacted by an over-height truck, causing severe damage in the fascia beam (beam 7) and the interior beam (beam 6). The vehicle impact resulted in significant section loss, cracking, and rupture of prestressing strands. In-house developed software, Smart Bridge Suite, was used to analyze the superstructure, determining the impact of damage on the structural strength of the beams and to design the rehabilitation work.

Repair work included splicing ruptured prestressing strands, restoring concrete section using polymer-modified concrete, using externally bonded longitudinal CFRP sheets and transvers U-wraps. The use of advanced composite materials allowed the damaged beams to be repaired instead of replaced, while providing accelerated construction.

REPAIR OF LA 27 BRIDGES OVER I-10

REPAIR OF LA 27 BRIDGES OVER I-10

Repair of LA 27 bridges over I-10 was completed by SDR. The overpass northbound concrete bridge and southbound steel bridge were both impacted by a truck, causing severe damage to both bridges. Repair work included the replacement of the exterior steel girder, heat straightening of interior steel girders, partial deck replacement, splicing of fractured prestressing strands, restoration of concrete section, and application of externally bonded Carbon Fiber Reinforced Polymers (CFRP). Repairs were completed while both bridges remained in operation.
SDR’s role included inspection of the damaged bridges, design of repair works, development of construction plans, and construction support.

PRINCETON AT COLLEGE PARK PARKING GARAGE

PRINCETON AT COLLEGE PARK PARKING GARAGE

Application of CFRP extends beyond the realm of bridge engineering. SDR also has experience restoring a double-tee girder on the second level of a parking garage located in Orlando, Florida. The double-tee girder, experiencing extensive spalling with exposed rebar due to vehicular impact, underwent epoxy injection repair, followed by CFRP application, to provide confinement to the restored area and to restore the girder’s design strength.

US 61 AIRLINE HIGHWAY RAMP BRIDGE OVER I-10

US 61 AIRLINE HIGHWAY RAMP BRIDGE OVER I-10

US-61 ramp K over I-10 is located in Ascension Parish, LA. The curved ramp consists of five spans with a total length of 594 ft. The first four spans are continuous steel spans and the last span is a simple composite steel span. The bridge cross section consists of two built-up steel plate girders. The two steel girders support a concrete deck, which is also supported by floor beams that connect the two steel girders.

Span 2 of the bridge ramp was struck by an over-height vehicle that was traveling eastbound on I-10, causing damage between the two field splices. SDR was tasked with proposing a practical, safe, and cost-effective solution for the rehabilitation of girder B of the US-61 bridge. SDR performed field inspection of ramp K to identify any distress in the structural elements. In addition to field inspections, SDR developed refined 3-D and 2-D finite element models, based on as-built super structure drawings. Grillage models were used for the main girders and deck. FE analysis accounted for the current condition of the different structural elements as revealed by the field investigation.

In addition to modeling and field inspections, SDR performed structural evaluation through load testing. Sensors were installed at 6 locations along the length of girder A. Four vibration strain sensors were installed at different positions of the girder A cross section. Five independent truck positions were used to conduct the test.

SDR proposed total removal of the concrete deck within the damage segment of the bridge in addition to removal of the concrete deck between the field splices before replacing the damaged portion of the girder. SDR used Midas to model bridge conditions after removal of damaged girder between the two splices. Further, staged construction analysis was performed with FE models to assess the bridge condition during construction. Analysis showed that removal of the damaged portion of the girder and the concrete deck would not cause any structural damage; however, removal did present challenges in construction. Details for laying out the removal and replacement procedures were provided by SDR.

After installation of the span, SDR performed additional structural evaluation through load testing to compare conditions before and after removal of the damaged girder; the load testing was performed with identical sensor locations and truck positioning as compared to testing performed before removal. Stresses and strains were monitored in both evaluations to compare the change in behavior of the new girder.

I-10 AT HIGH RISE BRIDGE

I-10 AT HIGH RISE BRIDGE

A portion of the I-10 at High Rise Bridge (Louisiana) experienced severe fire damage to many critical bridge elements, including prestressed girders, diaphragms, bearing pads, bridge deck, and substructure. SDR was tasked with assessing the extent of the damage, providing construction support, and creating a plan of repair by utilizing CFRP to rehabilitate the high-traffic-volume bridge and ensure long-term durability.

SHERIDAN STREET BRIDGE

SHERIDAN STREET BRIDGE

The Sheridan St. Bridge spans 195 ft. across the Florida Turnpike. The four spans of this bridge are supported by prestressed AASHTO beams. The SDR team responded to an emergency bridge hit from vehicular impact to the prestressed beams. The impact resulted in extreme spalling, cracking, and ruptured strands throughout much of the beam lengths. A damage assessment was performed by visual inspection and corrective actions were set into motion to repair the damage by application of CFRP.