I-10 CSLM 5.5 to Atchafalya Floodway

I-10 CSLM 5.5 to Atchafalya Floodway

Eight (8) bridges along I-10 interstate from CSLM 5.5 to Atchafalaya Floodway were evaluated as part of Stage 0 Study (feasibility analysis). The total bridges lengths varied from 180 ft. to 1752 ft. Superstructure comprises precast prestressed concrete (PPC) girders, steel I beams, and steel plate girders. The substructure comprises reinforced concrete (RC) hammerheads, RC column bents, and RC/PPC pile bents. The study included developing design alternatives for the widening and rehabilitation of the existing bridges.

SDR tasks included: compiling and reviewing of existing documents; in-depth inspection; structural evaluation and load rating of existing bridges; design of rehabilitation of existing bridges, and design of widening. SDR study concluded that selective intervention and widening are more feasible and more economic than replacement, while maintaining the structural performance and integrity.

H 003014 - I-10 Widening Report 4
H 003014 - I-10 Widening Report 1
H 003014 - I-10 Widening Report 2
H 003014 - I-10 Widening Report 3
H 003014 - I-10 Widening Report 5
H 003014 - I-10 Widening Report
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I-10 Lafayette Parish Line to CSLM 5.5​

I-10 Lafayette Parish Line to CSLM 5.5

Six (6) bridges along I-10 interstate from Lafayette Parish line to CSLM 5.5 were evaluated as part of Stage 0 Study (feasibility analysis). The total bridges lengths varied from 198 ft. to 1275 ft. Superstructure comprises precast prestressed concrete (PPC) girders, steel I beams, and steel plate girders. The substructure comprises reinforced concrete (RC) hammerheads, RC column bents, and RC/PPC pile bents. The study included developing design alternatives for the widening and rehabilitation of the existing bridges.

SDR tasks included: compiling and reviewing of existing documents; in-depth inspection; structural evaluation and load rating of existing bridges; design of rehabilitation of existing bridges, and design of widening. SDR study concluded that selective intervention and widening are more feasible and more economic than replacement, while maintaining the structural performance and integrity.

H 010601 - I-10 Widening Report
H 010601 - I-10 Widening Report 1
H 010601 - I-10 Widening Report 3
H 010601 - I-10 Widening Report 4
H 010601 - I-10 Widening Report 5
H 010601 - I-10 Widening Report 6
H 010601 - I-10 Widening Report 7
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I-10 E Widening JCT. I-49 to St. Martin Parish Line

I-10 E Widening JCT. I-49 to St. Martin Parish Line

Eight (8) bridges along I-10 interstate from I-49 junction to St. Martin Parish line were evaluated as part of Stage 0 Study (feasibility analysis). The total bridges lengths varied from 138 ft. to 1365 ft. Superstructure comprises precast prestressed concrete (PPC) girders, steel I beams, and steel plate girders. The substructure comprises reinforced concrete (RC) hammerheads, RC column bents, and RC/PPC pile bents. The study included developing design alternatives for the widening and rehabilitation of the existing bridges.

 SDR tasks included: compiling and reviewing of existing documents; in-depth inspection; structural evaluation and load rating of existing bridges; design of rehabilitation of existing bridges, and design of widening. SDR study concluded that selective intervention and widening are more feasible and more economic than replacement, while maintaining the structural performance and integrity.

H 003003 - I-10 Widening Report 4
H 003003 - I-10 Widening Report 3
H 003014 - I-10 Widening Report 2
H 003003 - I-10 Widening Report 1
H 003003 - I-10 Widening Report
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LA-66 BIG BAYOU SARA BRIDGE

LA-66 BIG BAYOU SARA BRIDGE

Big Bayou Sara Bridge is an historic bridge (built in 1949) carrying LA-66 over Big Bayou Sara in West Feliciana Parish, Louisiana. The bridge main spans comprises five, 100 ft. steel pony trusses and the approach spans comprises five, 40 ft. steel I-beam spans with a total bridge length of 700 ft.


Services provided by SDR included in-depth inspection of the superstructure and substructure of the bridge, development of 3-D finite element models to determine internal forces, evaluation of the existing structure to determine deficient elements, design of a rehabilitation system for the superstructure and substructure, development of preliminary and final plans for construction, design of two-lane detour temporary steel bridge to be constructed on the north side of the existing bridge to maintain traffic during rehabilitation work on the existing bridge, development of cost estimation and schedule, and construction support.

LA-1 OVER I-49

LA-1 OVER I-49

LA-1 over I-49 bridge was built in 1989. The 403 ft. as-built bridge consists of four continuous, steel plate girder spans at 45 degrees skew.
SDR performed thorough document review, hands-on inspection, surveying, and detailed analysis. A topographic survey revealed that both abutments are experiencing excessive settlement and lateral movement resulting in transverse shear and uplift forces on the bearings at both abutments; increased reactions at intermediate bents, causing over-stress and excessive deformation of bearing pads; redistribution of loads to internal supports, which exerts more force on the foundations of internal bents; and additional negative moment, causing high tensile stresses and significant cracking of the deck.

SDR presented three alternatives to rehabilitate the bridge. The selected alternative consisted of adding two end spans of 100 ft. each to reduce the embankment height, and utilizing wraparound Mechanically Stabilized Earth (MSE) walls. In addition, SDR provided construction support.

US-80 TEXAS STREET BRIDGE OVER RED RIVER

US-80 TEXAS STREET BRIDGE OVER RED RIVER

The US-80 Texas Street Bridge, built in 1934, is an historic bridge which carries US-80 over the Red River. The bridge is used primarily for local traffic traveling between the cities of Shreveport and Bossier City in Louisiana. The bridge consists of 45 spans with a total length of 2,895 ft. The approach spans consist of reinforced concrete T-beam girders and steel deck trusses. The main span is composed of three steel truss spans.

SDR’s scope of work included in-depth inspection of all structural elements; LRFR load rating analysis; identification of structurally-deficient elements, and design of structural strengthening. A three-dimensional finite element analysis was utilized to determine the internal forces on all structure members. SDR also provided construction support.

WESTBANK EXPRESSWAY INSTRUMENTATION AND LOAD TESTING

WESTBANK EXPRESSWAY INSTRUMENTATION AND LOAD TESTING

The Westbank Expressway is a six-lane freeway extending from Westwood Drive in Marrero, Louisiana, to the Crescent City Connection Bridge across the Mississippi River in New Orleans, Louisiana. The primary purpose of the proposed ramp project is to complete the MacArthur Interchange and reduce the distance between successive westbound off-ramps and eastbound on-ramps by providing access ramps from the service roads to the elevated expressway. Along this six-mile portion of the expressway, damage has been documented to the existing structure, especially the inverted-T pier caps, in both the eastbound and westbound directions.

SDR was selected by LADOTD to perform the following tasks: 

  • Perform detailed investigation of reinforced concrete caps and girder seat bearings.
  • Perform finite element analysis and stress analysis of the inverted T caps.
  • Perform instrumentation and load testing of representative caps.
  • Present repair recommendations.

In the load testing stage of this project, one expansion end and one fixed end of representative caps were chosen for monitoring. During the load testing process, linear variable differential transformers (LVDTs) and strain gauges were used to measure the crack opening and strains in the proximity of damaged and undamaged areas under truck loads.

As a result of load testing and numerical simulations, it was concluded that exterior girder hanger bars were deficient; therefore, strengthening recommendations using CFRP wraps, bars or post-tensioning bars were presented. It was also concluded that cracks in the inverted T caps did not affect their structural performance, but they should be sealed for durability purposes.

Westbank-Expressway-3
Westbank-Expressway-4
Westbank-Expressway-1
Westbank-Expressway-2
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US-11 LAKE PONTCHARTRAIN BRIDGE

US-11 LAKE PONTCHARTRAIN BRIDGE

The US 11 Lake Pontchartrain Bridge is an historic bridge (built in 1928) carrying US-11 over Lake Pontchartrain. The bridge consists of 717 reinforced concrete spans and two steel movable spans, for a total length of 24,922 ft. Past inspections revealed heavy spalls and cracks on the bridge from deck to pile bent.

Major tasks carried out by SDR included: 

  • Performing in-depth inspection of the superstructure and substructure in order to determine the level and type of structural deficiencies designated in the structural inventory reports.
  • Performing chloride ion penetration analysis to determine the diffusion coefficient and expected service life of the bridge.
  • Load rating the bridge using traditional analysis as well as refined non-linear 3-D finite element analysis.
  • Conducting diagnostic field load tests and compiling an evaluation report with repair recommendations.
  • Rehabilitation design of the bridge, including design documents, CADD drawings, technical special provisions, and construction cost estimation.

US-11 Lake Pontchartrain Bridge-1
US-11 Lake Pontchartrain Bridge-2
US-11 Lake Pontchartrain Bridge-3
US-11 Lake Pontchartrain Bridge-4
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SAN ANTONIO “Y”

SAN ANTONIO “Y”

The San Antonio “Y” includes post-tensioned segmental concrete box bridges with a combined length of 22 miles. Post-tensioning anchorages and tendons were inspected by SDR to assess existing corrosion and other deficiencies of the structure and to determine the severity and extent of the deficiencies. SDR’s team performed a detailed post-tensioning (PT) non-destructive testing (NDT) investigation to access the areas behind the anchorages and the PT tendons to locate voids and steel tendon corrosion. Voids and steel corrosion were discovered, analyzed, and presented to the Texas DOT in a comprehensive report with repair recommendations. The work included conducting the detailed inspection, evaluating existing conditions, recommending repair methods to address existing deficiencies, and conducting a load rating reflecting the existing bridge conditions.

San Antonio Y-1
San Antonio Y-2
San Antonio Y-3
San Antonio Y-4
San Antonio Y-5
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MARTA CN915 BRIDGE

MARTA CN915 BRIDGE

The MARTA CN915 light rail bridge experienced cracking and various structural deficiencies. This project consisted of preparing bridge strengthening plans using carbon fiber polymer (CFRP) and installing a 128-channel remote monitoring data acquisition system. The instrumentation consisted of strain and temperature sensors and was distributed over four spans that formed one of the bridge’s continuous units. A full 3-D finite element analysis was performed prior to proceeding with the instrumentation plan. SDR also conducted onsite load testing and has been remotely monitoring the bridge behavior since 2008.

MARTA CN915 Bridge-1
MARTA CN915 Bridge-2
MARTA CN915 Bridge-3
MARTA CN915 Bridge-4
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