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91 APPENDIX A4 Overview of Selected Emergency Response Plans 1. Iowa DOT Emergency Response Manual for Over Height Collisions to Bridges 2. Minnesota State Aid Emergency Relief (ER) Procedures 3. Mississippi Bridge Structural Damage Response Plan 4. Oregon Department of Transportation Emergency Operations Plan 5. Japan Public Works Institute To review these documents, please refer to the E-Appendix included in the website at: http://www.trb.org/Publications/PubsNCHRPSynthesisReports.aspx, NCHRP Synthesis 497: Post-Extreme Event Assessment of Infrastructure Damages to Bridges
Office of Bridges and Structures Emergency Response Manual for Over Height Collisions to Bridges Issue Date: September 11, 2014 Developed By:
DISCLAIMER THIS EMERGENCY RESPONSE MANUAL FOR RESPONDING TO OVER HEIGHT COLLISIONS TO BRIDGES IS PUBLISHED TO PROVIDE INFORMATION AND GUIDANCE TO IOWA DOT PERSONNEL WHO ARE EITHER DIRECTLY OR INDIRECTLY RESPONDING TO AN EMERGENCY SITUATION INVOLVING IMPACT DAMAGE TO A BRIDGE ON THE STATE OR U.S. HIGHWAY SYSTEM WITHIN THE STATE OF IOWA. THIS MANUAL IS ISSUED TO SECURE, SO FAR AS POSSIBLE, UNIFORMITY OF PRACTICE AND PROCEDURE IN METHODS DEVELOPED BY EXPERIENCE. BUDGETARY LIMITATIONS, VOLUMES AND TYPES OF TRAFFIC, LOCAL CONDITIONS AND OTHER FACTORS MAY RENDER COMPLETE COMPLIANCE WITH THE GUIDELINES SET FORTH IN THIS MANUAL IMPOSSIBLE OR IMPRACTICAL. THIS MANUAL IS NOT PURPORTED TO BE A COMPLETE GUIDE IN ALL AREAS OF BRIDGE IMPACT EMERGENCY RESPONSE AND IS NOT A SUBSTITUTE FOR SOUND ENGINEERING JUDGMENT.
Emergency Response Manual for Over Height Collisions to Bridges Table of Contents i September 2014 TABLE OF CONTENTS CHAPTER 1 OVERVIEW AND DEFINITIONS .......................................................................................................... 1-1 1.1 Purpose of Manual ......................................................................................................................... 1-1 1.2 Definitions, Abbreviations, and Acronyms ...................................................................................... 1-1 1.2.1 Definitions ........................................................................................................................ 1-1 1.2.2 Abbreviations and Acronyms............................................................................................ 1-2 1.3 Common Types of Bridge Damage ................................................................................................ 1-2 1.3.1 Impact Damage to Steel Beam or Girder Bridges ............................................................ 1-2 1.3.2 Impact Damage to Prestressed Concrete Beam Bridges ................................................. 1-3 CHAPTER 2 RESPONSE PROCEDURES................................................................................................................ 2-1 2.1 Emergency Response Variables .................................................................................................... 2-1 2.2 Emergency Response Flowcharts .................................................................................................. 2-1 2.3 State of Iowa and Iowa DOT Emergency Response Plan for Major Events ................................... 2-4 2.3.1 State of Iowa Emergency Response Plan ........................................................................ 2-4 2.3.2 Iowa DOT Systems Operations Bureau, Traffic Operations Center ................................. 2-5 2.4 State Patrol, Rescue Personnel, HazMat Personnel, and Local Police/Sheriff Coordination ......... 2-6 2.5 Second-party Bridge Owner or Agency Coordination ..................................................................... 2-7 2.6 Reporting Hazardous Materials Spills ............................................................................................ 2-7 2.7 Public and Media Coordination ....................................................................................................... 2-8 2.7.1 Iowa 511 ........................................................................................................................... 2-8 2.7.2 Iowa DOT Office of Strategic Communications ................................................................ 2-8 2.7.3 Communication Coordination with District Staff ............................................................... 2-8 2.8 Maintenance of Traffic Operations and Procedures ....................................................................... 2-9 2.8.1 Initial Clean-up and Restoration of Traffic ........................................................................ 2-9 2.8.2 Use of Statewide Intelligent Transportation Systems and Variable Message Signs ...... 2-11 2.8.3 Incident Management Routes ........................................................................................ 2-11 2.8.4 Use of Temporary Detour Bridge ................................................................................... 2-11 2.9 Assessing Damage and Determining Follow-up Procedures ....................................................... 2-11 2.9.1 Field Inspection of Collision Damage ............................................................................. 2-12 2.9.2 Beam and Girder Damage Levels .................................................................................. 2-15 2.9.3 Repair/Replacement Options Tied to Levels and Types of Damage .............................. 2-16 2.10 Assessing Bridge Repair vs. Bridge Replacement ....................................................................... 2-26 2.11 Contract Letting Options ............................................................................................................... 2-26 2.11.1 Regular Letting Process ................................................................................................. 2-26 2.11.2 Special Lettings .............................................................................................................. 2-26 2.11.3 Emergency Lettings ....................................................................................................... 2-26 2.11.4 Use of Incentives and Disincentives ............................................................................... 2-27 2.12 Funding Repairs and Reimbursement to Iowa DOT for Repairs .................................................. 2-27 2.12.1 Iowa DOT Project Number for Inspection/Design Services ............................................ 2-28 2.12.2 Federal Aid Considerations ............................................................................................ 2-28 CHAPTER 3 STEEL BEAM OR GIRDER BRIDGE REPAIR .................................................................................... 3-1 3.1 Use of Temporary Strong Backs .................................................................................................... 3-1 3.2 Partial Removal and Replacement of Steel Beam Bottom Flange and Web .................................. 3-2 3.3 Steel Beam Strengthening Angle ................................................................................................... 3-3 3.4 Temporary Shoring Towers ............................................................................................................ 3-4
Emergency Response Manual for Over Height Collisions to Bridges Table of Contents ii September 2014 3.4.1 Loads ............................................................................................................................... 3-5 3.4.2 Geometric Constraints ..................................................................................................... 3-5 3.4.3 Protection from Traffic ...................................................................................................... 3-6 3.5 Local Repairs to Prevent Stress Risers .......................................................................................... 3-6 3.6 Heat Straightening .......................................................................................................................... 3-6 3.7 Cold Jacking ................................................................................................................................... 3-8 3.8 Steel Beam Repair Concept Statement .......................................................................................... 3-8 CHAPTER 4 PRESTRESSED CONCRETE BEAM BRIDGE REPAIR ..................................................................... 4-1 4.1 Temporary Shoring Towers ............................................................................................................ 4-1 4.2 Carbon Fiber and Fiber Reinforced Polymer Wrap Repairs ........................................................... 4-1 4.3 Grouted Steel Sleeve Repairs ........................................................................................................ 4-2 4.4 Prestressed Strand Splicing ........................................................................................................... 4-3 4.5 Prestressed Concrete Beam Repair Concept Statement ............................................................... 4-3 CHAPTER 5 RELATED TYPES OF BRIDGE DAMAGE AND OTHER BRIDGE TYPES ....................................... 5-1 5.1 Other Types of Damage ................................................................................................................. 5-1 5.1.1 Fire Damage .................................................................................................................... 5-1 5.1.2 Impact to Bridge Pier Columns......................................................................................... 5-3 5.1.3 Flood Debris Damage ...................................................................................................... 5-3 5.1.4 Flood Scour Damage ....................................................................................................... 5-4 5.1.5 Barge Impact .................................................................................................................... 5-4 5.2 Other Bridge Types ........................................................................................................................ 5-5 5.2.1 Truss Bridges ................................................................................................................... 5-5 5.2.2 Cast-in-Place Concrete Bridges ....................................................................................... 5-5 List of Tables Table 1.2.2. Abbreviations and Acronyms ................................................................................................................ 1-2 List of Figures Figure 2.2-1. Initial Emergency Response Flow Chart .............................................................................................. 2-2 Figure 2.2-2. Detailed Bridge Assessment Flow Chart ............................................................................................. 2-3 Figure 2.2-3. Repair Design and Contract Letting Flow Chart .................................................................................. 2-4 Figure 2.9.3.1-1. Steel Gouge and Paint Scrape .................................................................................................... 2-16 Figure 2.9.3.1-2. Moderately Bent Bottom Flange with Some Web Distortion ........................................................ 2-17 Figure 2.9.3.1-3. Damaged Diaphragm Member ..................................................................................................... 2-18 Figure 2.9.3.1-4. Out of Plane Bending with Web Tear ........................................................................................... 2-19 Figure 2.9.3.1-5. Bottom of Deck Spalling with Crack at Girder-to-Deck Interface ................................................. 2-19 Figure 2.9.3.2-1. Installation of Drape to Catch Loose Debris ................................................................................ 2-20 Figure 2.9.3.2-2. Minor Bottom Flange Spalling ...................................................................................................... 2-21 Figure 2.9.3.2-3. Bottom Flange Damage with Mild Reinforcing and Prestressing Strands Intact .......................... 2-22 Figure 2.9.3.2-4. Cracking Along Web-to-Top Flange Interface .............................................................................. 2-23 Figure 2.9.3.2-5. Heavy Damage with Web Cracking and Severed Mild Reinforcing and Prestressing Strands .... 2-24 Figure 2.9.3.2-6. Severe Prestressed Beam Damage with Excessive Concrete Section Loss ............................... 2-25 Figure 2.9.3.2-7. Multiple Prestressed Beams with Severe Damage ...................................................................... 2-25 Figure 3.1. Temporary Strong Back Beam ................................................................................................................ 3-1
Emergency Response Manual for Over Height Collisions to Bridges Table of Contents iii September 2014 Figure 3.2. Partial Steel Beam Removal and Replacement ...................................................................................... 3-3 Figure 3.4-1. Shoring Towers on Each Side of Damage ........................................................................................... 3-4 Figure 3.4-2. Shoring Tower Providing End Span Support ....................................................................................... 3-5 Figure 4.2. Fiber Reinforced Polymer Wrapped Repair ............................................................................................ 4-1 Figure 4.3. Grouted Steel Sleeve Repair .................................................................................................................. 4-2 Figure 5.1.1. Collapse of I-880 Bridge in San Francisco from Fire Damage ............................................................. 5-2 Figure 5.1.2. Truck Collision with Bridge Pier ........................................................................................................... 5-3 Figure 5.1.4. Bridge Pier Scour Damage .................................................................................................................. 5-4 Figure 5.1.5. Barge Lodged Across the Mississippi River Channel Parallel to IA-9 Lansing Bridge ........................ 5-5 Figure 5.2.2. Continuous Concrete Slab Overpass ................................................................................................... 5-6 List of Appendices Appendix A â Sample Concept Statements for Steel I-Beam and Prestressed Concrete Beam Bridge Repairs Appendix B â Critical Findings Report Appendix C â Damage Inspection Notes - Template Appendix D â Strong Back and Support Beam Details for Damaged Bridges Appendix E â Calculations for Strong Back Beam, Support Beam, and Steel Beam Web Splice Appendix F â Sample Developmental and Special Provisions Appendix G â Partial Reference List of Past Iowa DOT Over Height Vehicle Collision Repairs Appendix H â References
Emergency Response Manual for Over Height Collisions to Bridges Chapter 1 â Overview and Definitions 1-1 September 2014 CHAPTER 1 OVERVIEW AND DEFINITIONS 1.1 PURPOSE OF MANUAL On a fairly regular basis, bridges spanning State of Iowa (State) or U.S. highways in Iowa are struck by vehicles that exceed the vertical clearance envelope under the bridge or by vehicles that have unsecured loads or components encroaching into the vertical clearance envelope. This second classification of vehicles might include trucks hauling a flatbed trailer loaded with an over height backhoe or excavator, dump trucks with their payload bed raised, flatbed trailers on which the payload has not been secured, or other over height configurations. As a result, beams or girders supporting the overhead bridge may be impacted, causing various degrees of damage to the bridge. The purpose of this manual is to define and document the desired procedures following an over height collision to be followed by emergency and Iowa Department of Transportation (Iowa DOT) personnel to ensure public safety, coordinate repairs, and maintain or restore traffic as quickly as possible. For this process to be successful, it is important to classify the extent of the damage and address both short-term and long-term repairs in a timely manner. Thus, this manual is intended to ensure consistency in the response, keeping in mind the following priorities: 1) preserving life, minimizing injury, and preserving public safety; 2) restoring essential services; 3) protecting property and the environment; and 4) providing timely and accurate emergency communication to the public through media. The scope of this manual is intentionally limited to emergency responses for either steel beam/girder bridges or prestressed concrete beam bridges impacted by over height vehicles. Although other types of bridges may be subject to impact by over height vehicles, the vast majority of incidents involve these two types of bridges; therefore, this manual is intended to focus on these structures. However, many of the emergency response procedures contained in this manual may apply to other types of bridges or to damage caused by other means. Damage caused by events other than over height vehicle collisions or damage to other bridge types besides steel beam/girder bridges or prestressed concrete beam bridges are addressed in Chapter 5. 1.2 DEFINITIONS, ABBREVIATIONS, AND ACRONYMS 1.2.1 Definitions The following terms in this manual are used as defined below: x Critical Finding â A structural or safety-related deficiency for a bridge requiring immediate follow-up inspection or action. x Incident Commander â The most senior ranking emergency response official responding to an emergency who shall become the individual in charge of a site-specific incident command system. The senior emergency response official is the most senior official on site who has the responsibility for controlling the operations at the site. Initially, it is the senior officer on the first piece of responding emergency apparatus to arrive on the incident scene. As more senior officers arrive, the position is passed up the line of authority. x Three-Level Guidelines for Emergency Incident Notification â Decision criteria used by the Iowa DOT Traffic Operations Center to prioritize the notification requirements to Iowa DOT and other
Emergency Response Manual for Over Height Collisions to Bridges Chapter 1 â Overview and Definitions 1-2 September 2014 state personnel depending on the severity of an incident on the state transportation system, the level of disruption or lane closures, and whether the incident involves a hazardous materials spill. 1.2.2 Abbreviations and Acronyms The abbreviations and acronyms used in this manual are defined in Table 1.2.2. Table 1.2.2. Abbreviations and Acronyms Abbreviation Term AASHTO American Association of State Highway and Transportation Officials AWS American Welding Society qC temperature on the Centigrade scale CFR Critical Findings Report CMS changeable message signs (typically a portable trailer-mounted sign) DOD U.S. Department of Defense ER Emergency Relief ESF Emergency Support Function ETO emergency transportation operations qF temperature on the Fahrenheit scale FHWA Federal Highway Administration FRP fiber reinforced polymer HazMat hazardous materials HAZWOPER Hazardous Waste Operations and Emergency Response HMR Hazardous Materials Regulations ITS intelligent transportation systems Iowa DOT Iowa Department of Transportation LRFD Load and Resistance Factor Design NDT non-destructive testing NRC U.S. Nuclear Regulatory Commission OBS Iowa DOT Office of Bridges and Structures OSHA Occupational Safety and Health Administration SIIMS Structure Inventory and Inspection Management System TBR temporary barrier rail TIM traffic incident management TOC Traffic Operations Center of the Iowa DOT Systems Operations Bureau VMS variable message sign 1.3 COMMON TYPES OF BRIDGE DAMAGE 1.3.1 Impact Damage to Steel Beam or Girder Bridges Impact damage to steel beam or steel plate girder bridges can range from minor paint scrapes and gouges of the steel beams to major damage requiring repair or partial replacement of damaged members. Damage to secondary members, such as steel diaphragms, and damage to field splices connecting adjoining sections of steel beams along a beam line are also common. In rare cases, the bridge damage could be so severe as to warrant partial/full superstructure replacement or total bridge replacement.
Emergency Response Manual for Over Height Collisions to Bridges Chapter 1 â Overview and Definitions 1-3 September 2014 In addition to damage to the steel members themselves, impact damage can affect the concrete deck. Concrete cracking or spalling along the interface between the top flanges of the steel beams and the bottom of the bridge deck should be investigated. Additionally, it is important to inspect the top of the concrete deck to determine whether any cracking has propagated through the deck. 1.3.2 Impact Damage to Prestressed Concrete Beam Bridges Impact damage to prestressed concrete beam bridges may range from minor spalling to the bottom flange of a prestressed concrete beam to severe damage of the beam, including severed prestressing tendons and/or web cracking. As with steel beams, the damage can also be manifested by cracking or spalling at the interface between the top of the beam and the bottom of the bridge deck or cracks propagating through the bridge deck. For prestressed concrete beam bridges, another weak point that may show cracking is the juncture of the web and top flange of the beam. The range of repairs for damage to prestressed concrete beam bridges may included patching of beam spalls, splicing of broken prestressing tendons, adding fiber reinforced polymer (FRP) wraps around damaged areas of beams, constructing a steel sleeve around damaged areas and injecting epoxy between the beam and the steel sleeve, epoxy injecting concrete cracks, and partial deck removal coupled with complete replacement of severely damaged prestressed concrete beams.
Emergency Response Manual for Over Height Collisions to Bridges Chapter 2 â Response Procedures 2-1 September 2014 CHAPTER 2 RESPONSE PROCEDURES 2.1 EMERGENCY RESPONSE VARIABLES A wide range of variables could affect the type and magnitude of response that is associated with an over height vehicle impact. The initial response and clean-up stage could be affected by whether personal injury, fire, or hazardous materials spills are involved with the collision. The initial response could also be affected by whether any other agencies need to be contacted, such as the Iowa Department of Environmental Quality for hazardous spills, the Iowa Department of Natural Resources for issues affecting natural waterways, affected railroads for a collision affecting an overhead railroad bridge, or the U.S. Department of Defense (DOD) or U.S. Nuclear Regulatory Commission (NRC) should one of their vehicles be involved in the collision. The extent of bridge damage may also trigger the type of response needed. If an over height impact causes only inconsequential paint scrapes in a steel beam or minor concrete spalling to a prestressed concrete beam, the damage may not warrant reporting to the Office of Bridges and Structures (OBS) by the District Bridge Crew Leader, but should be documented in the next scheduled routine inspection of the bridge. However, if the impact causes permanent deformation, tears in tension members, ruptured prestressing strands or mild reinforcing steel, cracked steel members, an unstable condition, or the potential for added property damage or injury from falling debris, then a higher level of response would be warranted. 2.2 EMERGENCY RESPONSE FLOWCHARTS Three flowcharts presented in this section of the manual outline the emergency response procedures for an over height collision to a bridge. Figure 2.2-1 shows the procedures for the initial emergency response. This phase of the response is focused on addressing the immediate needs at the bridge site, including preserving life, minimizing injury, preserving public safety, minimizing hardship and suffering, restoring essential services, protecting property and the environment, and providing timely and accurate emergency communication to the public through media. The process outlined also addresses conducting an initial assessment of the damaged bridge based on as-built information available to OBS and information supplied by the on-site District Bridge Crew Leader or other authorized District staff as designated by the District Engineer or Assistant District Engineer. The flowchart in Figure 2.2-2 addresses the steps to be taken to further assess the damaged bridge once the initial emergency is over. The procedures involve a detailed inspection of the bridge damage and a load rating analysis to determine whether the structure can remain in service while repairs are designed and prepared for contract. This assessment may result in the use of temporary measures to help support the bridge or it may result in a decision to close the bridge to traffic. Figure 2.2-3 shows the steps involved with designing repairs, preparing a contract letting for repairs, and completing the bridge repairs so that full traffic function and operation can be returned to the overhead route as well as the route below the bridge.
Emergency Response Manual for Over Height Collisions to Bridges Chapter 2 â Response Procedures 2-2 September 2014 Figure 2.2-1. Initial Emergency Response Flow Chart
Emergency Response Manual for Over Height Collisions to Bridges Chapter 2 â Response Procedures 2-3 September 2014 Figure 2.2-2. Detailed Bridge Assessment Flow Chart
Emergency Response Manual for Over Height Collisions to Bridges Chapter 2 â Response Procedures 2-4 September 2014 Figure 2.2-3. Repair Design and Contract Letting Flow Chart 2.3 STATE OF IOWA AND IOWA DOT EMERGENCY RESPONSE PLAN FOR MAJOR EVENTS 2.3.1 State of Iowa Emergency Response Plan The Iowa Homeland Security and Emergency Management Division has developed an overall Iowa Emergency Response Plan (Plan) to provide instructions, policies, and explanatory information related to many or all of the agencies and entities involved in emergency/disaster response. This Plan also provides information about the legal and administrative foundations for the Plan, the Stateâs characteristics and significant hazards, lines of succession for the Stateâs chief executive, Plan activation requirements, and the structure of the response organization. This Plan provides a mechanism for delivering State resources and other assistance to local governments and State agencies during and after an emergency or disaster. This Plan is based on the premise that the preservation of life, health, safety, and property and the minimization of human suffering are the top priorities during an emergency/disaster response.
Emergency Response Manual for Over Height Collisions to Bridges Chapter 2 â Response Procedures 2-5 September 2014 In addition to a basic emergency response plan, the overall Plan addresses 15 Emergency Support Functions (ESFs) essential to State operations. The first ESF listed in the Plan is Transportation, which addresses the availability and satisfactory condition of the transportation infrastructure and capabilities required to support the response to an emergency or disaster. Therefore, the Transportation ESF coordinates transportation infrastructure restoration and recovery activities. Although incidents of over height vehicle impacts may require temporary closure of State and U.S. routes, the duration of the closure generally would be expected to be limited. If, however, an incident requires a longer duration closure of a major interstate, such as I-80, the Iowa Emergency Response Plan would be activated to provide assistance in the recovery effort to reopen the route. 2.3.2 Iowa DOT Systems Operations Bureau, Traffic Operations Center For the majority of over height vehicle impacts affecting State and U.S. highway routes and interstates, the Traffic Operations Center (TOC) of the Iowa DOT Systems Operations Bureau provides the primary coordination of response and recovery efforts. The TOC ensures the mobility and safe operation of the transportation system through coordination and collaboration with transportation stakeholders by: x Management of the day-to-day traffic operations on the highway system through the statewide Traffic Operations Center x Management of the emergency transportation operations response efforts on behalf of Iowa DOT x Management and maintenance of the 511 Travel Information System x Deployment and maintenance of intelligent transportation systems (ITS) on the highway system x Development and maintenance of a coordinated, comprehensive statewide traffic incident management (TIM) response plan Once the TOC is notified of an over height bridge impact by Emergency Services (911) or by Iowa DOT local District staff, the TOC notifies the area Highway Maintenance Supervisor and would have the Highway Maintenance Supervisor notify and determine the necessary support from District Management, the District Bridge Crew, on-scene responders, and District garage staff. The area Highway Maintenance Supervisor would also stay in contact with the TOC to ensure that the TOC maintains situational awareness. Based on incident details, the TOC would notify the Emergency Transportation Operations (ETO) staff within the Office of Traffic Operations. ETO staff will determine the need for and notify as appropriate Iowa DOT management, the Federal Highway Administration, and the Iowa DOT Office of Strategic Communications. A three-level guideline to incident notification (based on varying severities) is used to also notify Emergency Incident Notification groups. Email notifications are sent based on Level 1, 2, or 3 criteria, and notifications are updated as needed if conditions should change. A current listing of personnel and email addresses for the Emergency Incident Notification groups can be obtained by contacting the Office of Traffic Operations. A Priority Level 1 emergency incident is the highest level incident and requires the greatest level of notifications. A Level 1 incident also requires a call to the Iowa DOTâs Director of Statewide Emergency Operations. Level 1 notifications are triggered by one of the following events: x Closure of all lanes in either direction of an interstate route or a four-lane primary road with an expected duration greater than 4 hours
Emergency Response Manual for Over Height Collisions to Bridges Chapter 2 â Response Procedures 2-6 September 2014 x Full closure of both lanes for a two-lane primary road with an expected duration greater than 8 hours x A hazardous materials (HazMat) incident that is a risk to public safety (evacuation) x Damage to system infrastructure causing a disruption of service x An incident requiring activation of the State Emergency Operations Center A Priority Level 2 incident has a lower level of required notifications. Level 2 notifications are triggered by one of the following events: x Closure of all lanes in either direction of an interstate route or a four-lane primary road with an expected duration less than or equal to 4 hours x Full closure of both lanes for a two-lane primary road with an expected duration less than or equal to 8 hours x A HazMat cargo shipping release x A multi-casualty crash x Fatalities x Incidents crossing District jurisdictional lines Priority Level 3 incidents have the lowest level of required notifications. If a Level 3 incident occurs in a metropolitan area during rush hour, lasts less than 30 minutes, and does not create a significant impact on traffic, then no Emergency Incident Notification is required. Otherwise, Level 3 notifications would be triggered by: x Any road/lane closure reported in a District with either short term or local impacts x Any HazMat release reported in a District x Any accident on the primary highway system that is reported in a District 2.4 STATE PATROL, RESCUE PERSONNEL, HAZMAT PERSONNEL, AND LOCAL POLICE/SHERIFF COORDINATION An emergency response for an over height vehicle impact would be initiated, in most cases, from a 911 call to emergency services from a motorist on the scene of the incident. For the immediate emergency response after an over height vehicle impact, local law enforcement, the Iowa State Patrol, or a local fire department would control the site and would coordinate rescue and recovery efforts. The most senior ranking emergency response official responding to an emergency would be designated as the incident commander. Initially, this would be the senior officer on the first piece of responding emergency apparatus to arrive on the incident scene. As more senior officers would arrive, the position would be passed up the line of authority. Emergency responder personnel would be responsible for tending to the injured, fighting any fires, conducting initial (HazMat) containment, and restricting traffic from the site to allow for the rescue efforts. Iowa DOT local District personnel should make themselves available in a support role under the direction of the incident commander to assist with traffic control, route closures, and cleanup as needed to facilitate rescue operations. The area Highway Maintenance Supervisor or designee should first determine who is the on-site incident commander and should establish a working relationship with that individual. After determining with the incident commander the course of action to be taken, the area Highway Maintenance Supervisor or
Emergency Response Manual for Over Height Collisions to Bridges Chapter 2 â Response Procedures 2-7 September 2014 designee should determine if the road is to be closed or detoured, if a HazMat spill is involved, if additional signing is needed, if field personnel are needed for cleanup operations, if other assistance is needed of District personnel by the incident commander, and what notifications are to be made. Once the site is secured, immediate rescue operations are concluding, and efforts begin to transition to recovery and a return to restricted or normal traffic operations, it would be expected that control of the site would transition to Iowa DOT personnel, specifically the area Highway Maintenance Supervisor. Iowa DOT personnel should be aware of ongoing accident investigation operations by law enforcement personnel and should not impede these investigation procedures because a thorough accident report is important to assist in Iowa DOT recovery and repair operations. Toward this end, removal or clearing of debris and vehicle wreckage should not proceed prior to direction from local law enforcement. If a driver refuses to move his or her vehicle, District field personnel should not remove the vehicle until directed to do so by law enforcement personnel. Once access to the damaged bridge is available, it will be important for District staff to examine and photograph the damage to the bridge. The Bridge Crew Leader or other district staff member, as designated by the District Engineer or Assistant District Engineer, will need to share this information with OBS so decisions can be made as to whether the bridge can be opened to traffic and whether it is safe to allow traffic to pass under the damaged bridge. 2.5 SECOND-PARTY BRIDGE OWNER OR AGENCY COORDINATION In some situations, an over height vehicle impact could affect second-party bridge owners or users. For example, if the overhead structure that is impacted is owned by a railroad company, that railroad should be contacted immediately to coordinate recovery efforts, especially if there is damage to the bridge that could affect railroad traffic. Similarly, if the vehicle that has impacted the bridge is owned or operated by an agency such as DOD or NRC, the affected agency should be contacted immediately. If a DOD shipment with escorts is involved, Iowa DOT local District personnel should withdraw from the area and provide the assistance requested by the escort person, who will serve as the incident commander. Finally, if the bridge impact involves a HazMat spill, the Iowa Department of Environmental Quality should be contacted, and if the incident involves a spill in a regulated waterway, the Iowa Department of Natural Resources should be contacted. Generally, it will not be known whether these second-party agencies are affected by the incident until District personnel arrive on the scene. At that point, after assessing the site, the TOC can be notified as to whether it will need to contact any second-party agencies. 2.6 REPORTING HAZARDOUS MATERIALS SPILLS Reporting of HazMat spills is governed through Federal regulations, specifically the Hazardous Materials Regulations (HMR) at 49 Code of Federal Regulations Parts 171-180. The HMR requires certain types of HazMat incidents to be reported to the U.S. Department of Transportationâs Pipeline and Hazardous Materials Safety Administration. HMR Section 171.15 requires an immediate report (that is, within 12 hours) to the National Response Center by phone or through an online form. HMR Section 171.16 requires a written report for certain types of HazMat incidents within 30 days of the incident and a follow-up written report within 1 year of the incident based on certain circumstances. Additionally, Incident Report Form 5800.1 is a guidance document for preparing incident reports and includes tabular summaries of HazMat incidents by mode, year, state, hazard class, etc.
Emergency Response Manual for Over Height Collisions to Bridges Chapter 2 â Response Procedures 2-8 September 2014 The Statewide Operations Center should be made aware of any hazardous spill so that they can notify the proper authorities, such as the Iowa Department of Natural Resources or the United States Environmental Protection Agency. Any follow-up incident reports to comply with Federal regulations would then be generated by the Iowa DOT Office of Location and Environment. 2.7 PUBLIC AND MEDIA COORDINATION The task of informing the public and media regarding an over height vehicle impact to a bridge requires a coordinated effort between the TOC, the Office of Strategic Communications, and the local District. Iowa DOT employs a number of methods to communicate with the public and media, including use of the 511 system for reporting road conditions, press releases, social media, and direct comments to the press by local Iowa DOT staff. 2.7.1 Iowa 511 Upon receiving a notice of an over height vehicle impact to a bridge, the TOC will issue a CARS alert, which will update the Iowa 511 Road Conditions report. In addition, the CARS alert will automatically generate a Tweet and update Facebook with detour information or lane restriction information. Depending on the severity of the incident and various threshold criteria, the TOC may also notify the Office of Strategic Communications. 2.7.2 Iowa DOT Office of Strategic Communications 2.7.2.1 Press Releases Depending on the severity of the incident and the impact on traffic, the Office of Strategic Communications may be notified about the incident by the TOC, ETO or District so that a press release can be generated. The factors that may be addressed might include whether any injury or loss of life occurred as a result of the incident, whether a HazMat spill occurred as a result of the incident, and the expected duration of the traffic restrictions, detours, or closures. 2.7.2.2 Iowa DOT Website If a press release is issued, it will be automatically posted on the Iowa DOT website. 2.7.2.3 Social Networking With the issuance of a press release, a Tweet is automatically generated and Facebook would be automatically updated if appropriate. 2.7.2.4 Notification of the Governorâs Office In the event that a section of an interstate must be closed due to an over height vehicle collision with a bridge, the Governorâs office may be informed. This notification is typically made through the Office of the Director for Iowa DOT. 2.7.3 Communication Coordination with District Staff An important part of communicating with the public is having the most up-to-date information regarding the status of the incident and cleanup. Because District staff will have the most direct knowledge of the incident, they are responsible for providing updates to the TOC and the Office of Strategic Communications so that all Iowa DOT personnel are working from the same baseline information.
Emergency Response Manual for Over Height Collisions to Bridges Chapter 2 â Response Procedures 2-9 September 2014 For major incidents in which the Office of Strategic Communications is involved, personnel from that office will work with the local District Engineer to identify who at the District level is authorized to communicate directly with the press. This function may be handled directly by the District Engineer or may be designated to the District Field Service Coordinator or possibly an area Highway Maintenance Supervisor who may be on site. The Office of Strategic Communications will coordinate with the local District spokesperson to provide specific talking points and to provide direction on what should be communicated to the media. 2.8 MAINTENANCE OF TRAFFIC OPERATIONS AND PROCEDURES Handling traffic flow as a result of an over height vehicle impact consists of handling the immediate traffic congestion during accident cleanup and long-term maintenance of traffic until the bridge is returned to service. 2.8.1 Initial Clean-up and Restoration of Traffic 2.8.1.1 Considerations for District Staff at Accident Scene Typically, emergency responders will be the first ones on the scene of an over height vehicle collision. Their first priority is to preserve life, minimize injury, and preserve public safety. More than likely, traffic will be initially halted from passing under the damaged bridge because of debris on the roadway. An immediate decision must also be made whether to halt traffic on the overhead bridge. Upon being dispatched to the accident scene, District garage staff should immediately coordinate with the on-scene incident commander and assist law enforcement personnel with traffic control operations. For four-lane divided highways and interstate routes passing under the damaged bridge, this may include directing traffic off the route at the first exit before the accident site or using alternative routes and side roads. District garage staff should also assist in diverting traffic from the route that would normally be using the damaged bridge. Portable changeable message signs (CMS), flagmen, Type II barricades, traffic barrels, and small emergency detour signs may be used by District staff to manage traffic. Field personnel shall use appropriate approved safety apparel, including nighttime apparel if applicable. In the event of a HazMat spill to which local HazMat response teams have responded, Iowa DOT local District personnel should make the local responders aware of materials and equipment available from Iowa DOT. Iowa DOT personnel should not be involved with any spill response activities and in the rare event that they are, any Iowa DOT personnel involved with HazMat spill response must be fully trained to the Hazardous Waste Operations and Emergency Response (HAZWOPER) operations level as defined by the Occupational Safety and Health Administration (OSHA). Once the accident investigation is complete, District garage staff should assist in accident and debris cleanup and, if the extent of bridge damage allows it, restore traffic operations. 2.8.1.2 Guidelines for Restoring Traffic The purpose of this section is to provide general guidelines for evaluating bridge damage so that decisions can be made with respect to traffic restrictions. Short-term and long-term decisions include keeping a route open to traffic, open with traffic restriction, or completely closed to traffic. The primary interest of this section pertains to short-term decisions that generally are made immediately or within a few days of the incident. Ultimately, safety of the travelling public is the primary concern in determining whether to restrict traffic both on and under the bridge. These guidelines can only be general in nature and are not a substitute for the sound engineering judgment required for particular collision incidents.
Emergency Response Manual for Over Height Collisions to Bridges Chapter 2 â Response Procedures 2-10 September 2014 Considerations for restricting traffic on the bridge: x Extent of damage to supporting girder(s) x Location of damaged girder(s) with respect to traffic lanes x Structural redundancy (for example, the number of girders) x Ability to strengthen/stabilize structure x Ability to safely shift traffic lanes considering lane widths, average daily traffic, speed limit, and traffic direction x Availability of detour routes x Importance of traffic route Considerations for closing traffic lanes under the bridge: x Vehicles or payloads blocking lanes or impeding traffic flow x Debris on the road from vehicles/payloads x Debris on the road from the bridge x Damage to the road surface under the bridge x Potential for additional debris to fall from the structure onto traffic x Instability of bridge or compromised structural integrity of the bridge x Potential of future over height collisions to cause collapse of damaged structure x Structure having the appearance of being unsafe so as to distract the travelling public x Displaced bridge members that intrude on vertical and/or horizontal clearance requirements In general, a route (either on the overhead bridge or under it) may remain open without traffic restriction if the damage is minor to one or more beams. For routes carried on the overhead bridge, if there is moderate damage to a single exterior beam, closure of the bridge would not be required. Traffic will need to be moved away from the damaged beam such that undamaged beams encompass all traffic lanes, and then the route may remain open. In such cases it will be necessary to install appropriate traffic control devices (for example, cones, barrels, or temporary barrier rails (TBRs) depending on the characteristics of the road and traffic) over the next undamaged beam to restrict traffic from travelling over the moderately damaged beam near the edge of the bridge. In situations where traffic may be maintained, moderate damage is often confined to the exterior beam on bridges with larger shoulder widths. In cases where more than one beam is moderately damaged, a bridge rating analysis may need to be performed to ensure that the structure can carry the loads. The above guidelines generally apply to bridges with straight prestressed concrete beams or straight steel beams. Bridges with curved steel girders rely on a system interaction between the curved girders and the intermediate diaphragms so, what may appear to be moderate damage to a curved steel girder bridge, may require more restrictions than a typical straight beam bridge. For routes passing under the damaged bridge, if the damage to the bridge is moderate such that it is deemed safe to maintain restricted traffic on the overhead route, then it should be safe to reopen traffic under the bridge. This assumes the damaged vehicle, payload, and debris can be adequately removed from the roadway and the road surface is not adversely damaged. If there is the potential for additional debris to fall from the bridge, either temporary traffic restrictions (for example, cones, barrels, or TBR) should
Emergency Response Manual for Over Height Collisions to Bridges Chapter 2 â Response Procedures 2-11 September 2014 be employed to restrict lanes under the bridge or a canvas diaper or debris net should be installed under the damaged area to catch any additional falling concrete debris. Severe damage to one or more beams will typically necessitate closing the overhead bridge and the route under the bridge. In some instances it may be possible to keep an overhead bridge open, or reopen an overhead bridge and re-establish traffic under the bridge by stabilizing and/or strengthening the bridge, possibly in combination with traffic shifting or traffic restrictions. For further discussion of the levels of damage that would constitute minor, moderate, and severe levels of collision damage, see Section 2.9.2. 2.8.2 Use of Statewide Intelligent Transportation Systems and Variable Message Signs Emergency Services (that is, a 911 Operator) should be responsible for contacting the TOC. For urban interstate routes, variable message signs (VMS) may be available in the vicinity of the accident scene that TOC could activate, thereby assisting in informing motorists of the accident and rerouting traffic. Likewise, the Iowa 511 Road Conditions report would be updated by the TOC, with automatic Tweets and Facebook updates to inform the public of road closures and restrictions. 2.8.3 Incident Management Routes The District Maintenance Manager or designee is responsible for planning for freeway incident management. As such, a detour route should be developed for each segment of freeway/interstate, and updated annually or as needed. Plans are to be coordinated with cities, counties, county emergency coordinators, fire departments, local hazardous response teams, sheriff departments, police departments, the Iowa State Patrol, the Department of Public Defense (Emergency Management Division), railroads, regional offices of the Iowa Department of Natural Resources, and other state Departments of Transportation. As a result, designated Incident Management Routes should be preplanned for each segment of freeway/interstate. In addition, for non-interstate primary roads, Iowa DOT will work with local jurisdictions to compile information to use in establishing emergency detours prior to or at the time of an incident. 2.8.4 Use of Temporary Detour Bridge Iowa DOT has one modular temporary detour bridge in storage at the Williams maintenance garage that could potentially be used to return a damaged bridge to service. However, the temporary detour bridge is configured for only small stream crossings and would not be suitable for a multispan overpass, particularly a damaged continuous-span steel girder bridge. If a bridge carrying a critical route must be removed from service due to an over height vehicle collision, it may be possible to use a rented bridge for a temporary detour. Providers of temporary bridges for rental include Acrow Corporation and Bailey Bridges. 2.9 ASSESSING DAMAGE AND DETERMINING FOLLOW-UP PROCEDURES Assessment of a damaged bridge typically would be a two-phase process. At the time of the initial emergency response, an initial assessment must be made as to whether traffic can be allowed on the damaged bridge and whether traffic can pass below the damaged bridge without the potential for debris falling. Once the initial decision is made and traffic operations are either detoured, resumed, or resumed with restrictions, a detailed inspection and assessment of the damage can be made and a load rating performed. This detailed assessment would be used to confirm the initial disposition of the bridge and then to initiate repair design and a contract for repairs.
Emergency Response Manual for Over Height Collisions to Bridges Chapter 2 â Response Procedures 2-12 September 2014 If the damage is severe or possibly severe, the District should immediately report the damage by telephone to the Bridge Maintenance and Inspection Engineer or the State Bridge Engineer in OBS to make an initial decision whether to allow traffic on the damaged bridge and whether to allow traffic below the bridge. OBS would then assign a lead design engineer for the repairs and begin to assemble information for the existing structure based on as-built plans and past inspection records stored in the Structure Inventory and Inspection Management System (SIIMS). This would include: x Reviewing the bridge maintenance folder to determine if there is a history of over height collisions to the bridge, whether there have been repairs to collision damage, or whether there is current damage that has not been repaired. x Determining the current vertical clearance at the bridge site. x Making copies of the bridge plans to take to the bridge site. Concurrently, once the accident site is cleared to the point where District staff can begin to assess the damage, typically the District Bridge Crew would photograph the damage, email the photographs to OBS, and provide an initial assessment of the damage. Ideally, based on the photographs of the damage and consultation between OBS and either the District Bridge Crew Leader or other designated District engineering staff, a decision can be made whether to reopen the bridge, maintain traffic on the bridge with restrictions, close the bridge, and/or close the route below the bridge, as well as whether supplementary support (such as a falsework towers or a strong back beam) would be needed for the damaged bridge. Another corrective action, especially for a damaged prestressed concrete beam bridge, might be to install a temporary protective diaper or netting to prevent debris from falling on the road below. If a decision is made to close a bridge or restrict lanes on a bridge, a Critical Findings Report (CFR) must be completed by OBS for the bridge documenting the action taken and the reasons for the action. Once the initial disposition of the bridge is determined, a detailed assessment and analysis of the bridge would follow. Typically, the lead design engineer and/or bridge inspection staff would travel to the site to gather detailed information of the bridge condition. This data gathering phase would consist of additional photographs, detailed measurements, field sketches, and possible non-destructive testing of damaged areas, such as magnetic particle testing of damaged steel members, to determine if there are any cracked or torn steel members. For prestressed concrete beam bridges, the inspectors would also look for broken mild reinforcing and/or prestressing strands, and micro-cracking of the concrete. For both steel and concrete bridges, secondary members would also be examined, and the condition of the bond interface between the girders and the bottom of the bridge deck would be examined for separation. Following collection of the field data, a load rating of the bridge would be performed if necessary to confirm the load carrying capacity of the damaged bridge and to confirm the initial disposition of the bridge. The field-collected data would also be used to help determine whether to repair or replace the bridge. If it is determined that the bridge must be closed or traffic restricted on the bridge due to the impact damage, the Bridge Maintenance and Inspection Unit shall complete a CFR to document with FHWA the restrictions and the action plan for reopening the bridge. A copy of the CFR can be found in Appendix B. 2.9.1 Field Inspection of Collision Damage Equipment to be gathered for use in the field should include a digital camera, hard hats, safety vests, flashing emergency light for vehicle, clipboard, flashlight, tape measure, level, ruler, chipping hammer, visual crack gauge, and stringline. In addition, if the damaged bridge is a steel beam or steel girder bridge, it may be helpful to take along non-destructive test equipment so that a qualified bridge inspector can determine the limits of any cracked steel members using either die penetrant or magnetic particle testing. The repair designer should coordinate with the District office in advance of the field inspection to arrange for lift equipment to provide access to the damaged area.
Emergency Response Manual for Over Height Collisions to Bridges Chapter 2 â Response Procedures 2-13 September 2014 A key element of assessing the condition of the bridge and extent of damage includes thoroughly documenting the damage with digital photography. The following guidelines should be used for providing effective damage photographs. x Verify the camera is set to the current date and time. x For most cameras, to focus the camera on the subject, the shutter must be partially depressed to lock the camera onto the subject and then fully depressed to take the picture. x Extremely high resolution photographs are not necessarily needed for most bridge inspection tasks. A 3 megapixel resolution for a 4 inch by 6 inch photograph is usually adequate and will allow multiple photographs to upload quickly to a web-based program such as SIIMS. x Close up photographs should be accompanied with a second wider view photograph to orient the person viewing the photograph and provide perspective. x For wider view photographs, consider whether a straight-on view or an oblique view provides a better depiction of the subject. x The macro function on digital cameras is an excellent tool for documenting fatigue cracks since this function allows for a close focus mode. Although the macro function will allow the camera lens to be positioned within a few inches of the crack, it does limit the depth of field. Therefore, the actual crack might be in focus but member components at different distances from the lens may be out of focus. The macro setting is usually depicted as a flower on the settings dial of a digital camera. x Key all photographs to a plan view location sketch. Photograph logs should be kept for all photographs and the descriptions for each photograph should document location, component, and defect (in that order). x Study the lighting from different angles when composing a photograph. At times ambient light can benefit the photograph. Avoid shooting directly into sunlight since the camera will base its exposure on the brighter light, resulting in dark areas where you are attempting to capture damage details. Do not always rely on the auto flash mode; in cases as described above when shooting into the sun, the flash may not trigger. x The flash may reduce or magnify effects of shadows. When in doubt, take the photograph with the flash off and the same photograph with the flash on. x Review photographs before leaving the site to make sure all details desired have been captured. Download photograph files daily. It is important to take adequate notes and make some sketches when documenting collision damage. Appendix C includes a template for Damage Inspection Notes to be used in the field to document collision damage. 2.9.1.1 Field Inspection of Damaged Steel Beam or Girder Bridges The following are guidelines for the field inspection of damaged rolled steel beam or welded plate girder bridges: x Note torn members and missing pieces of the superstructure. x Using a level or stringline, measure the horizontal and vertical displacement of each damaged beam or girder at the impact location and at any kinks or angular displacements at other locations. x Measure locations of damaged members.
Emergency Response Manual for Over Height Collisions to Bridges Chapter 2 â Response Procedures 2-14 September 2014 x If no cracks are visible, but may be suspected, perform nondestructive testing (NDT) of the damaged area to check for non-visible cracks. x Inspect each damaged beam or girder at restrained locations, such as diaphragms. Check for cracks or broken welds where the diaphragm connection stiffener is connected to the beam/girder and check diaphragm connections at adjacent girders where the impact force may have been absorbed. x Check for damage to the slab at beam-to-slab interface. x Check for buckling of diaphragms or other diaphragm damage. x Check for weld or bolt damage at diaphragm connections. x Note any existing collision damage from past collisions. x Measure vertical clearance at point of impact. x Sketch plan and elevation views of each damaged beam or girder. x Take extensive photographs. Include dimension references such as magnetic rulers or an extended tape measure. x If available, obtain a copy of the collision report from the Iowa State Patrol, local police, or sheriff. x Review traffic restrictions to make sure they are adequate and whether it is necessary to continue traffic restrictions. 2.9.1.2 Field Inspection of Damaged Prestressed Concrete Beam Bridges The following are guidelines for the field inspection of damaged prestressed concrete beam bridges: x Check for cracks or severe section loss in the lower flange or in the web of each damaged beam; estimate the section loss. x Check for severed prestressing strands that are visibly deformed. Record the number and location of severed strands. x Check for an open horizontal crack at the junction of the web and top flange in each damaged beam. x Determine any displacement between cracked sections. x Determine if cracks extend completely through each cracked member by correlating cracks on one side of the member with cracks on the opposite side. x Inspect diaphragms. x Inspect slab-to-beam interface. x Inspect beams adjacent to obviously damaged members to make sure all damage has been found. x Note any existing collision damage from past collisions. x Measure vertical clearance at point of impact. x Sketch plan and elevation views of each damaged beam or girder. x Take extensive photographs and include dimension references such as an extended tape measure. Key photographs to a reference sketch. x If available, obtain a copy of the collision report from the Iowa State Patrol, local police, or sheriff.
Emergency Response Manual for Over Height Collisions to Bridges Chapter 2 â Response Procedures 2-15 September 2014 x Review traffic restrictions to make sure they are adequate and whether it is necessary to continue traffic restrictions. x Recommend whether a diaper or net should be installed to protect motorists from loose concrete. 2.9.2 Beam and Girder Damage Levels The goal here is to establish general guidance on levels of damage. In situations involving minor damage, it may still be desirable to repair the damage at some point even if the structural capacity is not affected in the short-term. In cases of moderate beam damage, it may be possible to leave the bridge open with some level of traffic restrictions until repair or replacement is performed. In cases of severe damage, it is generally advisable to close the bridge at least until additional strengthening or stability measures are taken. Steel girder damage levels: x Minor damage â no repair or minimal repair required o Paint scrapes o Small nicks or gouges in bottom flange or minor bottom flange bends o Alignment of girder web less than 1inch out of plumb x Moderate damage â repair required or partial beam section replacement required o Moderate flange bends o Alignment of girder web greater than 1 inch out of plumb o Bottom flange gouging o Tearing of web that is confined to the lower 25 percent of the web depth x Severe damage â partial or full depth beam section replacement o Significant flange and web bends/misalignment o Bottom flange nicks and gouges too extensive to be ground out o Tearing of bottom flange (although minor flange tearing could possibly be repaired using a bolted flange splice) o Alignment of girder web considerably out of plumb with cracking or tearing of the web at diaphragm locations, particularly above the lower 25% of the web depth Prestressed girder damage levels: x Minor damage â no repair or minimal repair required o Minor concrete spalling of bottom flange o Mild reinforcing steel or prestressing strand may be partially exposed due to loss of cover concrete only; mild reinforcing steel or prestressing strand are not damaged and remain embedded in concrete o Concrete cracks are difficult to see from the ground and do not reflect from one side of the beam to the other x Moderate damage â repair required o Moderate concrete spalling is typically limited to the bottom flange and includes exposed stirrups and strands o Through cracking of bottom flange and/or lower half of web
Emergency Response Manual for Over Height Collisions to Bridges Chapter 2 â Response Procedures 2-16 September 2014 o Horizontal crack at the junction of the web and the top flange of a prestressed concrete beam narrower than 1/16 inch o Up to 2 of the bottom flange strands are severed or partially severed x Severe damage â beam replacement o Severe concrete spalling including exposed stirrups and strands o Through cracking of bottom flange extending into the upper half of the web o Horizontal crack at the junction of the web and the top flange of a prestressed concrete beam wider than 1/16 inch o Excessive loss of concrete section o More than 2 of the bottom flange strands are severed or partially severed 2.9.3 Repair/Replacement Options Tied to Levels and Types of Damage The following subsections include photographs depicting various levels of impact damage that could be expected for both steel beam/girder bridges and for prestressed concrete beam bridges. Repair options are presented for each level of damage. 2.9.3.1 Steel Beam and Girder Repair Options Figure 2.9.3.1-1 shows minor damage to a steel beam bridge consisting of paint scrapes and gouging of the bottom flange. Typically this type of damage should be repaired in a timely manner by removing the gouges by grinding as outlined in Section 3.5 of this manual. In most cases, the bridge may remain open without traffic restrictions if the gouging is not excessive. Figure 2.9.3.1-1. Steel Gouge and Paint Scrape
Emergency Response Manual for Over Height Collisions to Bridges Chapter 2 â Response Procedures 2-17 September 2014 Figure 2.9.3.1-2 shows a moderately bent bottom flange with some web distortion. If this type of damage did not include any fractures or tears to the steel members and if the extent of the distortion was not too severe, often this type of damage would be repaired with heat straightening, which would combine controlled heat with some internal or external restraining forces to return the member to its original geometry. In general, heat straightening should only be used on the same damaged area of a beam for two heat straightening operations because of the tendency to reduce the ductility of the base metal with more than two heat straightening operations. Often heat straightening repair will require supplemental support of the steel beam during repair. In these cases, a strong back beam may be placed on the deck of the bridge to help support the damaged beam or temporary shoring towers may be employed during heat straightening operations. Figure 2.9.3.1-2. Moderately Bent Bottom Flange with Some Web Distortion
Emergency Response Manual for Over Height Collisions to Bridges Chapter 2 â Response Procedures 2-18 September 2014 Figure 2.9.3.1-3. Damaged Diaphragm Member Figure 2.9.3.1-3 shows a damaged and distorted diaphragm member. Although primary girder damage may need to be heat straightened or repaired by some other means, typically it is easiest to just replace damaged diaphragm members with the girder repairs rather than trying to repair or straighten them. Figure 2.9.3.1-4 shows severe damage to an exterior beam line that has resulted in tearing and fracture of the steel beam. For this type of damage, often a strong back beam or temporary shoring towers would be used to support the damaged beam during repairs. Since the damage involves fracture to the beam, some level of beam replacement would be needed. One option would be to cut out and remove the bottom flange and the distorted and torn lower portion of the girder web between field splices and replace it in kind with a spliced section of web and a new bottom flange. Alternatively, if the damage also includes extensive cracking and spalling of the bridge deck, it may be necessary to remove portions of the deck above the damaged beam, remove and replace the entire steel beam between field splices, and replace the section of bridge deck that was removed.
Emergency Response Manual for Over Height Collisions to Bridges Chapter 2 â Response Procedures 2-19 September 2014 Figure 2.9.3.1-4. Out of Plane Bending with Web Tear Figure 2.9.3.1-5 shows spalling to the underside of the bridge deck in the cantilevered section of the deck and cracking along the interface between the top flange of the steel beam and the bottom of the bridge deck. If no surface spalling to the top surface of the bridge deck is involved, a possible repair would be to epoxy inject the crack at the top flange/bottom of bridge deck interface and then repair the spall damage to the underside of the bridge deck. If extensive damage in the form of either cracking or spalling has occurred at the top surface of the deck, removal and replacement of a portion of the bridge deck may be needed. Figure 2.9.3.1-5. Bottom of Deck Spalling with Crack at Girder-to-Deck Interface
Emergency Response Manual for Over Height Collisions to Bridges Chapter 2 â Response Procedures 2-20 September 2014 2.9.3.2 Prestressed Concrete Beam Repair Options Figure 2.9.3.2-1. Installation of Drape to Catch Loose Debris Over height vehicle damage to prestressed concrete beam bridges inevitably results in some degree of concrete spalling with loose concrete that could provide a hazard to traffic below. Figure 2.9.3.2-1 shows a typical drape that would be used to catch loose debris.
Emergency Response Manual for Over Height Collisions to Bridges Chapter 2 â Response Procedures 2-21 September 2014 Figure 2.9.3.2-2 depicts typical minor spalling that may occur along the bottom flange of a prestressed concrete beam. In a case such as this, no mild reinforcing steel or prestressing strands have been exposed or damaged. Iowa DOT does not typically patch this type of damage to restore the original cross section of the beam due to the potential for the patch to come loose and drop on traffic. However, it is recommended to seal these types of spalls with a grey paint-type sealer in order to better identify any future hits to the same area. Figure 2.9.3.2-2. Minor Bottom Flange Spalling
Emergency Response Manual for Over Height Collisions to Bridges Chapter 2 â Response Procedures 2-22 September 2014 As impact damage to a prestressed concrete beam bridge becomes more substantial, it can be expected that larger spalls may occur, often exposing mild reinforcing steel or prestressing strands as shown in Figure 2.9.3.2-3. Iowa DOT employs a few repair strategies for these types of damage to restore the damaged beam to its original properties. One such repair would involve first patching the spalls to return the beam to its original cross section. Often, following spall repair, a FRP wrap would be placed around the bottom flange of the beam in the damaged area and up the sides of the beam web. The FRP wrap can provide added shear strength to the beam, but generally it also serves to confine and contain the spall repairs to prevent them from separating from the beam and falling onto traffic below. A second repair strategy, and one that is often employed for exterior beams that may be subjected to repeated impacts by over height vehicles, is to repair the spalled areas, but then encase the bottom of the beam with a two-piece steel sleeve. The steel sleeve is anchored with concrete anchors into the beam and then the space between the concrete beam and the inside of the steel sleeve would be injected with epoxy to bind the sleeve to the concrete beam. The steel sleeve serves to armor the bottom of the beam and thus provide a greater degree of protection from future vehicle strikes. Figure 2.9.3.2-3. Bottom Flange Damage with Mild Reinforcing and Prestressing Strands Intact
Emergency Response Manual for Over Height Collisions to Bridges Chapter 2 â Response Procedures 2-23 September 2014 Over height vehicle impacts to prestressed concrete beam bridges may be severe enough to initiate displacement of a concrete beam. Often when the beam tries to displace, a crack may form at the interface of the beam web with the top flange of the beam as show in Figure 2.9.3.2-4. With this type of damage, the inspector should look at the top of bridge deck to determine if any cracking or spalling has occurred in the actual bridge deck. If not, and if the cracking is limited to the interface between the beam web and the top flange, or possibly the interface of the top of the beam and the bottom of the bridge deck, the crack can be epoxy injected to seal the crack from moisture intrusion. Other web cracking in the beam may be evident, such as diagonal cracking in the web that radiates downward from the terminus of the web-to-top-flange crack. These web cracks should also be epoxy injected to seal the cracks from moisture intrusion. Figure 2.9.3.2-4. Cracking Along Web-to-Top Flange Interface
Emergency Response Manual for Over Height Collisions to Bridges Chapter 2 â Response Procedures 2-24 September 2014 Generally, the most severe damage to prestressed concrete beam bridges involves extensive spalls and girder cracking that severs mild reinforcing steel and prestressing strands as shown in Figure 2.9.3.2-5. If beam damage involves severing of two or more prestressing strands, a possible temporary repair alternative may involve patching of the beam spalls, epoxy grouting beam cracks, and either splicing the severed prestressing strands or supplementing the damaged strands with external prestressing. However, these types of repairs should only be considered temporary until the beam or the entire bridge can be replaced. Figure 2.9.3.2-5. Heavy Damage with Web Cracking and Severed Mild Reinforcing and Prestressing Strands Severe damage to prestressed concrete beam bridges might also involve excessive loss of concrete section as shown in Figure 2.9.3.2.6 or severe damage to multiple beams as shown in Figure 2.9.3.2.7. In most of these cases, the extents of the prestressed beam and bridge deck damage is so severe that removal of the bridge deck above the damaged beam and replacement of the beam is warranted or total span replacement is needed.
Emergency Response Manual for Over Height Collisions to Bridges Chapter 2 â Response Procedures 2-25 September 2014 Figure 2.9.3.2-6. Severe Prestressed Beam Damage with Excessive Concrete Section Loss Figure 2.9.3.2-7. Multiple Prestressed Beams with Severe Damage
Emergency Response Manual for Over Height Collisions to Bridges Chapter 2 â Response Procedures 2-26 September 2014 2.10 ASSESSING BRIDGE REPAIR VS. BRIDGE REPLACEMENT Several factors would be considered to determine whether to repair or replace the damaged bridge. The most important factor would be the severity of the damage. Other factors would include the age of the structure, bridge repair history, an evaluation of the available clearance envelope, past inspection issues, and whether the bridge is scheduled or programmed for replacement. 2.11 CONTRACT LETTING OPTIONS The importance of the State or U.S. highway routes affected will often affect the type of contracting mechanism used for repair or replacement of the damaged bridge. In addition, the extent of the design work required may impact the type of contracting used if repair plans cannot be prepared in time for a regular contract letting. 2.11.1 Regular Letting Process A regular contract letting is a scheduled upcoming letting. Typically, regular lettings are scheduled for the third Tuesday of the month and include a 1-month advertising period. Plan turn in lead times may or may not be reduced. This process is best suited for when the 1-month advertising period is acceptable, and the contract documents will be completed in time to advertise the emergency work simultaneously with the rest of the projects in the letting. 2.11.2 Special Lettings A special letting is a contract letting on a day of the month other than the regularly scheduled lettings. A special letting would use the same advertisement period as would be used for a regular letting. The plan turn in lead time may or may not be reduced. This process is best suited for when the 1-month advertising period is acceptable or desirable; however, the development of the contract documents will not be completed in time to advertise the emergency work simultaneously with the next regular letting, and it is not acceptable to wait until a later regular letting. 2.11.3 Emergency Lettings The District Engineer, in consultation with the Contracts Engineer, will make the determination / decision whether emergency letting procedures will be used. An emergency letting is a non-scheduled letting performed with little or no advertising for bids. Iowa Code Section 313.10 provides that: x The emergency was caused by an unforeseen event causing failure of the highway, bridge, or other highway structure so that the highway is unserviceable, or where immediate action is needed to prevent further damage or loss. x The department solicits written bids from three or more contractors engaged in the type of work needed. x The necessary work can be done for less than $1 million. If possible, Iowa DOT shall notify the appropriate Iowa highway contractorâs associations of the proposed work. Iowa Code Section 313.11 also allows Iowa DOT to contract for specialized construction work for beam straightening, beam replacement, and beam repair on bridges without advertising for bids as required under Iowa Code Section 313.10 if all of the following conditions are met:
Emergency Response Manual for Over Height Collisions to Bridges Chapter 2 â Response Procedures 2-27 September 2014 x The work is of a specialized nature in which fewer than five contractors engage. x Iowa DOT solicits written bids from all available contactors engaged in the specialized work. x The work can be done for less than $40,000. In any situation, Iowa DOT will make every effort to: x Solicit bids from all qualified contractors who have shown interest in similar work in the same general location in the past. x Offer all qualified bidders the opportunity to submit bids. x Notify the Associated General Contractors of Iowa. The bid deadline is established as early as possible to accommodate development of the contract documents and contractors bid preparation. It may be at the same time as a previously scheduled letting, if convenient, as long as it meets the desired time frame. This process is best suited for when the advertising period must be less than 1 month. 2.11.4 Use of Incentives and Disincentives Due to the time-sensitive nature of completing repairs and restoring traffic operations, Iowa DOT may elect to incorporate the use of incentive and disincentive provisions in a repair contract to encourage the contractor to expedite repair. Typically, this type of contract provision would provide financial incentives or bonuses for completing the work or a phase of the work ahead of a set milestone date. Conversely, the contractor would be assessed a financial disincentive for the damages incurred if the actual duration of the work exceeds a set milestone date. In order to determine the appropriate bonus for early completion of work or the liquidated damage for work not completed on time, an analysis of user costs is performed to determine the financial impact on the travelling public for undue delays. 2.11.4.1 Traffic Volumes Because user cost is the primary inconvenience caused by a closed route, the Iowa DOT Office of Traffic and Safety may be asked to provide traffic volumes for the affected routes. 2.11.4.2 Out-of-Distance Travel The out-of-distance travel caused by a closed route would be established to determine the additional miles required due to detours and subsequently the added costs for drivers. 2.12 FUNDING REPAIRS AND REIMBURSEMENT TO IOWA DOT FOR REPAIRS No funds are typically programmed for emergency repairs and contingency funding must be approved to accomplish repairs. Discussions with the District at the concept stage help determine if the repairs will be done by Iowa DOT forces or by contract. Necessary funding usually is obtained with staff action for contingency funds written by OBS. Reimbursement to Iowa DOT for repairs to a bridge due to an impact by an over height vehicle may come from two different sources. First, assuming the damage is due to the negligence of the vehicleâs driver, reimbursement for the cost of repairs would be sought from the insurance carrier of the driver or trucking company. Second, Federal emergency repair funds may be available through the Federal government for some or the entire damage repair cost.
Emergency Response Manual for Over Height Collisions to Bridges Chapter 2 â Response Procedures 2-28 September 2014 2.12.1 Iowa DOT Project Number for Inspection/Design Services In an effort to capture in-house costs for the design effort to repair a damaged bridge, an Iowa DOT project number should be opened as early in the process as possible to track costs for the repair project. 2.12.2 Federal Aid Considerations Federal Emergency Relief (ER) funds are only available upon declaration of an emergency event by the Federal government. The scope of this manual is limited to emergency responses for either steel beam/girder bridges or prestressed concrete beam bridges impacted by over height vehicles. It is unlikely that an isolated over height vehicle impact incident will meet the criteria to be declared an emergency event, and therefore use of ER funds is unlikely. Use of other Federal aid requires a planning and programming process that typically cannot be accomplished in an emergency situation.
Emergency Response Manual for Over Height Collisions to Bridges Chapter 3 â Steel Beam or Girder Bridge Repair 3-1 September 2014 CHAPTER 3 STEEL BEAM OR GIRDER BRIDGE REPAIR 3.1 USE OF TEMPORARY STRONG BACKS Over height vehicle collisions to steel beam or steel plate girder bridges may result in damage to the steel beams or girders that may compromise the load carrying capacity of the bridge. This may be due to steel members being torn or members being severely bent such that the strong axis moment of inertia is compromised. In these cases, it may be necessary to install a temporary strong back member to provide supplemental support to relieve load from the damaged member(s). An example of a temporary strong back beam in use is shown in Figure 3.1 Figure 3.1. Temporary Strong Back Beam Iowa DOT has two steel beam components in storage that can be bolted together to provide auxiliary strong back support to a damaged steel beam. The 58-foot-long and 45-foot-long strong back beam components typically would be bolted together and supported on top of a bridge deck of a damaged steel beam/girder bridge to provide auxiliary support for a damaged beam/girder. With the strong back beam supported on timber cribbing near pier locations, threaded rods would be extended through holes in the bridge deck and connected to a secondary member under the deck. By tightening the hanger rods, load would be incrementally relieved from the damaged beam until the damaged beam/girder is supported adequately by the strong back beam. Then, repairs such as heat straightening or cutting out and replacing damaged portions of the beam could be made to the damaged beam. As part of the development of this manual, Iowa DOTâs strong back beam that splices together a 58-foot, W36 x 230 rolled beam and a 45-foot, W36 x 231 rolled beam has been analyzed to determine its load carrying capacity. These strong back beam sections are depicted on Iowa English Bridge Standard Sheets
Emergency Response Manual for Over Height Collisions to Bridges Chapter 3 â Steel Beam or Girder Bridge Repair 3-2 September 2014 1090 and 1091. The combined strong back beam was computed to have a factored bending and shear resistance of 2,113 kip-feet and 532 kips, respectively, based on the AASHTO Load and Resistance Factor Design (LRFD) Bridge Design Specifications. These values were calculated considering the following assumptions: x The W36x230 beam controlled x Grade 36 steel was assumed x Timber lateral bracing was assumed to be spaced at 25 feet on center It should be noted that lateral torsional buckling of the section controlled the analysis, so a slightly larger resistance may be possible for a tighter spacing of the timber lateral bracing. However, it would be the responsibility of the engineer using the strong back beam to determine the capacity increase. Also, the splice connecting the 58-foot W36x230 beam to the 45-foot W36x231 beam was deemed to be adequate for loading not exceeding 93 percent of the above mentioned bending resistance for the controlling W36x230 beam. Since the current bolted splice is not located at the center of the combined beam, this may not be a concern, however the engineer using the strong back beam design should confirm the location of the splice within the loaded span to ensure the resistance of the splice is not exceeded. Details for the two strong back beam components currently in storage at the Ames maintenance yard are provided in Appendix D and supporting calculations for the analysis of the strong back beam are in Appendix E. Also included in Appendix D are details for two other 51-foot-long support beams that may be used as part of a shoring system to support a damaged bridge from below. A typical use for these 51-foot support beams might be to provide end span support to a continuous beam bridge while portions of the center span are being repaired or replaced. These support beams were analyzed to determine their factored bending and shear resistance based on the AASHTO Load and Resistance Factor Design (LRFD) Bridge Design Specifications and assuming they were unbraced for their full 51-foot length. The computed factored bending resistance was computed to be 1,155 kip-feet and the factored shear resistance was computed to be 813 kips. Supporting calculations for the analysis of these support beams can be found in Appendix E. 3.2 PARTIAL REMOVAL AND REPLACEMENT OF STEEL BEAM BOTTOM FLANGE AND WEB Severe damage to the bottom flange and lower web of a steel beam or girder may require portions of the bottom flange and web to be removed and replaced. Generally, to facilitate the removal and replacement, a strong back beam or temporary shoring towers would be used to provide auxiliary support while the repairs are being made. Once a strong back beam or shoring towers are in place to provide auxiliary support, often a guide angle is bolted to the web of the damaged beam to provide a straight guide surface to provide a uniform cut line for the girder web. Generally, the portion of beam removed will often extend between existing field splices. Since some areas of distortion may still remain in the portion of the girder web that remains, cold jacking against an adjacent beam line may be required to return distorted portions of the web that remains to a straight, uniform alignment. Continuous web splice plates are then bolted in place to connect the web of the existing beam with the new replacement web. In addition, the web and bottom flange are fully bolted into place at field splices. Typically, this type of repair will require replacement of damaged diaphragm members that fall within the impact zone. A photograph of a completed steel beam removal and replacement is shown in Figure 3.2.
Emergency Response Manual for Over Height Collisions to Bridges Chapter 3 â Steel Beam or Girder Bridge Repair 3-3 September 2014 Figure 3.2. Partial Steel Beam Removal and Replacement For the longitudinal web splice depicted in Figure 3.2 that connects the existing top and the new bottom portions of the beam web, the spacing of 7/8-inch diameter A325 bolts in double shear was analyzed to satisfy horizontal shear of the beam at various locations. Iowa Department of Transportation English Bridge Standards (40-foot Roadways â 3 Span Rolled Steel Beam Bridges) were used for all sectional and geometrical properties in the analysis. Only the center span between field splices (that is, positive moment region) of each bridge was considered, as this is the most likely location that a steel beam would be damaged from traffic below. Minimum and maximum conditions were examined to develop an envelope of possible bolt spacings. The minimum condition examined was a minimum standard bridge length of 160 feet, which carried a 64-foot center span. The maximum condition examined was a 240-foot standard bridge length, which carried a 96-foot center span. This span length was deemed the maximum length for which Iowa DOTâs 103-foot-long strong back beam could be utilized. The beam was loaded with the HL-93 vehicle in accordance with AASHTO LRFD Bridge Design Specifications, and the longitudinal connection was treated as a web splice. For either condition, the maximum allowable bolt spacing at any location between field splices was determined to be 5.0 inches, which also satisfied sealing pitch requirements for 3/8-inch splice plates. Supporting calculations for the analysis of the longitudinal web splice can be found in Appendix E. 3.3 STEEL BEAM STRENGTHENING ANGLE In the past, Iowa DOT has also provided temporary repairs for a damaged bridge that was programmed for replacement. If a bridge is programmed for replacement or major rehabilitation, it may not make financial sense to put a sizable amount of work into the bridge if temporary repairs are acceptable. An example of this type of repair is the work done to original Design No. 7456 in Polk County (former Douglas Avenue Bridge over I-35).
Emergency Response Manual for Over Height Collisions to Bridges Chapter 3 â Steel Beam or Girder Bridge Repair 3-4 September 2014 For this continuous steel I-beam bridge, the south exterior beam previously had been damaged and strengthening plates previously had been bolted to the web and bottom flange at a diaphragm location adjacent to the new impact location. The new impact created a tear in the bottom flange of the beam and also caused out-of-plane distortion to the web plate in the lower one-third to one-half of the web depth. The new repairs included adding a second set of bottom flange strengthening plates at the location of the flange tear and also the addition of a pair of bolted longitudinal stiffening angles to the web of the beam near the top of the web distortion. The intent of the temporary repairs was to restore the moment of inertia/ section modulus of the beam, and the repairs were considered adequate until the scheduled bridge replacement project was let for contract. Typically, it is the expectation of Iowa DOT that a damaged beam shall be restored to its original condition. Therefore, if the bridge had not been programmed for replacement, permanent repairs would have been required even if it required partial deck removal and replacement of the damaged beam. 3.4 TEMPORARY SHORING TOWERS As a general policy, Iowa DOT does not stockpile or store materials for temporary shoring towers because the requirements for shoring towers, including the loads that they would be subjected to, can vary from case to case. However, because contractors may maintain a supply of tower components or may have supply sources readily available to provide stock components with little advance notice, Iowa DOT relies on private contractors to supply any needed temporary shoring towers or tower components. To obtain shoring components from contractors on short notice, Iowa DOT will need to provide critical information, including the estimated loads that the tower will support, geometric constraints for positioning the shoring towers, and whether temporary barriers will be needed between the shoring towers and active traffic lanes to protect traffic. Figure 3.4.1 shows two shoring towers that have been placed on either side of the damaged section of the exterior beam line, thus shortening the distance that the damaged beam must span and reducing the bending moment. In this particular case, the lower portion of the damaged steel beam (that is, bottom flange and lower half of the web) were removed between the towers and replaced with a new section of beam. Figure 3.4-1. Shoring Towers on Each Side of Damage
Emergency Response Manual for Over Height Collisions to Bridges Chapter 3 â Steel Beam or Girder Bridge Repair 3-5 September 2014 Figure 3.4-2 shows a shoring tower placed to support the end span of a three-span continuous steel beam bridge. In this particular case, a portion of the bridge deck in the damaged center span had to be removed to allow total replacement of the positive moment field sections for several damaged beam lines. Figure 3.4-2. Shoring Tower Providing End Span Support 3.4.1 Loads To obtain an adequately sized shoring tower, Iowa DOT will need to estimate the required loads that the tower is expected to support. In general, it is assumed that temporary shoring towers will be sized to support some level of the dead load that a damaged beam normally would carry; due to impact damage, a damaged beam typically would not be relied on to continue to support live loads. In this case, active traffic normally would be shifted away from the damaged beam. Following an impact by an over height vehicle, OBS staff would be responsible for estimating required shoring tower dead loads based on an analysis of the existing bridge geometry and the observed structural damage. Most falsework components are sized by the manufacturer for a safe working load by designing the components for a factor of safety above and beyond a given service load. Therefore, OBS staff should provide the service level dead load for which the towers are to be designed. Unless a minimum factor of safety is specified by OBS, it will be the contractorâs responsibility to ensure that the support towers are sized with an appropriate factor of safety. A review of existing soil borings that are part of the as-built bridge plans will provide information about the soils that will be supporting the shoring tower. Iowa DOT Soils Section should review the soil borings to provide a recommended maximum soil bearing pressure for the shoring tower legs. This determination could control the size of cribbing or a mat foundation needed to support the tower legs. 3.4.2 Geometric Constraints When Iowa DOT provides design load information for shoring towers, it is important to provide any geometric constraints required for positioning the shoring towers. In particular, a plan view sketch or drawing should be provided showing the framing elements (that is, beams and diaphragms) of the bridge
Emergency Response Manual for Over Height Collisions to Bridges Chapter 3 â Steel Beam or Girder Bridge Repair 3-6 September 2014 superstructure in relation to the roadway below. Lane and shoulder lines for the roadway below should be indicated and any required clearances to those lane and shoulder lines should be designated. 3.4.3 Protection from Traffic Generally, it is desirable to locate shoring towers as close as possible to the damaged portion of the affected beam members to minimize the span between shoring towers, thus minimizing the design load required for the shoring towers. To this end, shoring towers may need to be located close to active traffic. Placement of shoring towers will need to account for placement of temporary barriers between the active traffic lanes and the shoring towers to protect traffic from the lateral hazard created by the towers. OBS should consult with the Office of Traffic and Safety to determine an acceptable offset distance between the back of the TBR and the shoring towers to allow for displacement of the TBR and an adequate zone of intrusion to prevent damage or instability to the shoring tower in the event of a subsequent collision with the TBR. 3.5 LOCAL REPAIRS TO PREVENT STRESS RISERS Often minor damage, such as minor paint scrapes, may not result in the District staff notifying OBS. Nevertheless, the damage should be documented in the next scheduled bridge inspection. Gouges and scrapes to steel beams shall be removed by grinding if the actual net cross-sectional area which would remain after removal of the discontinuity is 98% or greater of the area of the material based on nominal dimensions. The purpose of this removal operation is to eliminate stress risers from the tensile zone that could become the source of later fatigue cracking in the steel. Such removal shall be faired to the material edge with a slope not steeper than one in ten and with machine or grinding marks parallel to the material surfaces in accordance with the AASHTO / AWS Bridge Welding Code, section 3.2.2. All grinding shall be performed longitudinally along the length of the beam in the direction of primary stresses such that the resulting finish shall have a polished bright metal appearance free of marks. The final surface shall be finished to a flush finish, or to a smooth transition, to a roughness not exceeding 3 μm (125μin). Repaired areas shall be magnetic particle tested after grinding to verify the corrected area is free from cracks or defects that could precipitate cracks in the future. Following surface grinding, the repaired area of the beam shall be coated with a prime coat and finish coat in accordance with Iowa DOTâs Standard Specifications. 3.6 HEAT STRAIGHTENING Heat straightening of steel I-beam and steel plate girder bridge members provides a viable repair method if impact distortion is not too severe (plastic strains less than 100 times the yield strain) and if primary members are not cracked or fractured. Refer to the FHWA âGuide for Heat-straightening of Damaged Steel Bridge Membersâ referenced in Appendix H of this manual for additional discussion of the plastic strain limits. Typical types of steel beam distortion that may be repaired by heat straightening techniques may include weak axis distortion; strong axis distortion; torsional distortion; or local distortions such as local flange buckling, web buckling, or plate member bends or crimps. Typically, impact damage may include a combination of any of the above distortions. Heat straightening is a repair procedure in which controlled heat is applied in specific patterns to the plastically deformed regions of damaged steel in repetitive heating and cooling cycles to gradually straighten the material. The process relies on internal and external restraints that produce thickening (or upsetting) in the heating phase and in-plane contraction in the cooling phase. When heat straightening is done properly, the temperature of the steel should not exceed what is referred to as the phase transition temperature, at which material properties of the steel can change significantly. Heat straightening
Emergency Response Manual for Over Height Collisions to Bridges Chapter 3 â Steel Beam or Girder Bridge Repair 3-7 September 2014 generally requires multiple cycles of heat and restraint to incrementally return the member back to its original shape. Steel should be allowed to cool to 120 degrees Celsius (qC) (250 degrees Fahrenheit [qF]) before reheating steel. Research on material properties of steel exposed to strain ratios of 100 or less has indicated minimal change in material properties for steel members heat straightened two or less times. Typically, two heat straightening repairs to the same section of beam will lead to a modest decrease in modulus of elasticity and ductility, but an increase in both yield stress and tensile strength. However, guidelines provided in the Federal Highway Administrationâs (FHWAâs) Guide for Heat-Straightening of Damaged Steel Bridge Members recommend that the same areas of steel members should not be heat straightened more than twice due to concerns over an increased loss of ductility and a substantial decrease in fatigue life. Prior to initiating heat straightening procedures, the damaged area of the beam should be thoroughly inspected to verify that it is free from cracks. Prior to heat straightening, the affected area of the beam should be blast cleaned to a bright metal finish and any gouges or nicks in the steel shall be removed by grinding to remove stress risers (see Section 3.5 of this manual). For Grade 36 or 50 carbon steels, the maximum temperature used for heat straightening shall be 649qC (1200qF); for Grade 70W steel, the maximum temperature used for heat straightening shall be 565qC (1050qF); for Grade 100 and 100W steels, the maximum temperature used for heat straightening shall be 593qC (1100qF). Temperatures shall be monitored using temperature indicating crayons, a contact pyrometer (thermocouple with digital readout), or a bimetal thermometer. The use of heat straightening techniques typically includes the use of internal or external retraining forces. These forces shall be computed in advance and a constraint plan shall be established before applying heat, which defines the location of external jacks and the required bracing of undamaged members at jacking locations. Jacks, come-alongs, or other force application devices shall be gauged and calibrated so that the force applied can be controlled and measured. The load shall not be adjusted during heating or before the member has cooled to below 315qC (600qF). Iowa DOT typically requires contractors who perform heat straightening services to have a minimum of 10 years of past experience consisting of a minimum of three successful heat straightening projects. Heating shall be with an oxygenâfuel gas mixture using a #8 or smaller torch tip typically sized based on the thickness of metal being heated. Heating patterns may be triangular (vee-shaped), strip, or rectangular heating patterns that should be spaced and marked out along the length of the damaged area before starting. Quenching the heated area with water, mist, or an air-water mix to accelerate cooling is not permitted. However, after the steel naturally cools to a temperature below 315qC (600qF), cooling with dry compressed air is permitted. Inspection of heat straightening work should include verifying that the straightened steel members meet tolerance requirements listed in the contract documents. Following completion of heat straightening, non- destructive testing, such as magnetic particle testing, may be needed to confirm that no cracks formed as a result of the straightening procedures. Appendix F includes a sample Iowa DOT special provisions for heat straightening bridge beams (Cedar County Design 214). In addition, FHWAâs Guide for Heat-Straightening of Damaged Steel Bridge Members, which is referenced in Appendix H of this manual, also includes a sample special provision for heat straightening in its Appendix 1.
Emergency Response Manual for Over Height Collisions to Bridges Chapter 3 â Steel Beam or Girder Bridge Repair 3-8 September 2014 3.7 COLD JACKING In the past, selective use of cold jacking has been utilized by Iowa DOT to return a distorted section of steel beam or plate girder to its original shape. Examples of this type of procedures are for Linn County Design 2570 and Linn County Design 673 (IA 13 over US-30) in the early 1970s. Little research is available on the detrimental effects on steel from cold jacking of steel bridge members. If used, cold jacking is only recommended for use once and the plastic strains and number of cycles used to straighten the member should be limited. Cold bending steel can result in local work hardening of the material and the resulting material can result in reduced fracture toughness. A cold worked area is also susceptible to fracture or localized deformation during the jacking operation as well as longer term stress corrosion cracking in the area of the cold bending. Limited cold jacking is allowed by Iowa DOT when other steel beam repairs are performed. For example, when partial removal and replacement of a steel beam bottom flange and web is performed as indicated in Section 3.2 of this manual, limited cold jacking of that portion of the existing beam web that remains after removal may be needed to straighten the web. The following plan note typically is included for these types of projects: âInspect remaining portion of beam web for straightness. Straighten any bent portion of the beam web by jacking against the adjacent beam as shown on these plans. If the beam requires straightening, it is to be straightened as closely as practical to its original alignment. The beam web shall be straightened by cold jacking or other mechanical operations. The steel shall not be heated for straightening, nor will any hammering of the steel be allowed.â 3.8 STEEL BEAM REPAIR CONCEPT STATEMENT Once a decision has been made to either repair or replace a damaged steel beam bridge, a Concept Statement would be prepared by OBS to describe the damage, define the work, provide recommendations, estimate the costs, and obtain buy-in from Iowa DOT management and the local District. The intent of the Concept Statement is to document the decision-making process and confirm that the recommendation made is the preferred solution. A sample Concept Statement for repairs to a rolled steel I-beam bridge (Pottawattamie County Design 713) is provided in Appendix A.
Emergency Response Manual for Over Height Collisions to Bridges Chapter 4 â Prestressed Concrete Beam Bridge Repair 4-1 September 2014 CHAPTER 4 PRESTRESSED CONCRETE BEAM BRIDGE REPAIR 4.1 TEMPORARY SHORING TOWERS Section 3.4 of this manual includes a discussion on the use of temporary shoring towers for repairs of steel beam and plate girder bridges. The information provided in Section 3.4, including the discussion of loads for sizing shoring towers, geometric constraints to be considered, and protecting shoring towers from traffic is also applicable to repairs to prestressed concrete beam bridges. Therefore, refer to Section 3.4 for a detailed discussion of this topic. 4.2 CARBON FIBER AND FIBER REINFORCED POLYMER WRAP REPAIRS Carbon fiber and FRP wraps are commonly used to help contain damage to prestressed concrete beams and to restore structural integrity to the damaged beam(s). An example of an in-place FRP-wrapped repair for a prestressed concrete beam is shown in Figure 4.2. Figure 4.2. Fiber Reinforced Polymer Wrapped Repair Typically, for prestressed concrete beams that have been damaged by an over height vehicle collision, repairs begin with removing any unsound concrete around the spalled area of the beam followed by preparing and cleaning the concrete surface at the repair area. Care should be taken to prevent additional damage to surrounding concrete, mild reinforcing steel, or prestressing strands. The limits of the repair area should be defined with a 0.75-inch-deep saw cut to prevent feathered edges of repair, and loose concrete around mild reinforcing steel and prestressing strands should be removed to provide 0.75-inch exposure all around. Next, the damaged area of the beam is repaired with Class âOâ Structural Concrete.
Emergency Response Manual for Over Height Collisions to Bridges Chapter 4 â Prestressed Concrete Beam Bridge Repair 4-2 September 2014 Areas to receive the FRP laminate must be free from fins, sharp edges, or protrusions that will cause voids or depressions behind or within the installed FRP laminate or that might cause damage to the FRP fibers. Typically, the outside corners of the bottom flange are rounded to a 0.75-inch minimum radius, and inside corners where the bottom flange chamfers meet the beam web are also ground smooth to ensure proper adhesion between the FRP laminate and the concrete surface. In addition, any defects, spalls, chips, or hollow areas in the base concrete larger than 0.5 inch in diameter and 0.125 inch deep are filled with an FRP system-compatible epoxy or epoxy-based filler. Areas of concrete repair shall be allowed to cure for 7 days prior to applying the FRP wrap. In addition, it is important that no concrete sealers be applied to the repaired concrete where an FRP wrap is to be installed so the bond for the FRP laminate is not impaired. Application of the FRP system must be performed under stringent temperature and humidity controls to ensure proper performance of the FRP wrap. Iowa DOT Developmental Specification DS-12023 for âFiber Reinforced Polymer Repair for Concrete Containment of Collision Damaged Pretensioned Prestressed Concrete Beamsâ defines the material system to be used, the installation process, and the system manufacturer, supplier, and installer requirements for FRP repairs. If the FRP is to be painted after it is installed, Developmental Specification DS-12023 defines procedures for painting an FRP repair. A copy of Developmental Specification 12023 is included in Appendix F. Typically with spalled areas of prestressed concrete beams, there may be cracking within the beam that may extend beyond the limits of the FRP repair. If these cracks are to be sealed by epoxy injection within the zone of the FRP wrap, the crack repair will need to be completed and all protrusions or fins ground smooth prior to installing the FRP wrap. 4.3 GROUTED STEEL SLEEVE REPAIRS Another repair technique used for damaged prestressed concrete beams is to install a steel sleeve around the damaged bottom flange of a prestressed concrete beam and inject epoxy resin into the space between the sleeve and the face of the prestressed concrete beam. This type of repair is depicted in Figure 4.3. Figure 4.3. Grouted Steel Sleeve Repair
Emergency Response Manual for Over Height Collisions to Bridges Chapter 4 â Prestressed Concrete Beam Bridge Repair 4-3 September 2014 For this type of repair, unsound concrete is removed from the spalled area, the area to be restored is cleaned, and the surface is prepared. Care should be taken to prevent additional damage to surrounding concrete, mild reinforcing steel, or prestressing strands. The limits of the repair area should be defined with a 0.75-inch-deep saw cut to prevent feathered edges of repair, and loose concrete around mild reinforcing steel and prestressing strands should be removed to provide 0.75-inch exposure all around. Next, forms are constructed around the damaged area to match the original dimensions of the beam. The forms require holes to allow the concrete to be placed into the repair cavity. Class âOâ Structural Concrete is placed within the forms and allowed to cure for 7 days before the forms are stripped. To prepare the new concrete to receive the steel sleeves and epoxy resin, the beam surfaces should be cleaned by sandblasting or another approved method. The steel sleeves are two-piece components that are anchored into the web of the prestressed beam with concrete anchors (loosely tightened at first). Once in position, the sleeve components are then field- welded together, the concrete anchors are fully tightened, and the ends and tops of the sleeves are sealed with epoxy mortar. Finally, epoxy resin is pumped through ports in the sleeves and allowed to cure in order to bond the sleeves to the concrete beam. 4.4 PRESTRESSED STRAND SPLICING If prestressing strands are severed or damaged as a result of an over height vehicle collision, specialized couplers and tensioning devices are available to splice the damaged strands and retension them. Alternatively, external post tensioning end blocks could be added to the girder to allow for anchoring Dwyidag bars to restore the lost compression force in the girder. However, splicing of damaged prestressing strands or the addition of external post tensioning should be considered a temporary repair as it is the expectation of Iowa DOT that a damaged beam shall be restored to its original condition, even if it requires partial deck removal and replacement of the damaged beam. To splice a damaged prestressing strand, a length of the damaged strand is first cut out of the beam. Then a coupler is added to one free end and a new piece of strand installed to replace the damaged section of strand. At the other free end, a tensioning device is coupled onto the new strand on one side and the existing strand on the other side. Typically, the tensioning device may consist of a device similar to a turn buckle with a long tensioning nut and two threaded rods that connect into the couplers. As the nut is tightened onto the threaded rods, the wedges are set in the couplers and the strand is retensioned. A temporary stressing gauge is connected to the new section of prestressing strand to measure and confirm the force in the splice. In the case of multiple broken prestressing strands, the couplers and tensioning devices will need to be staggered due to limited available clearance between strands. 4.5 PRESTRESSED CONCRETE BEAM REPAIR CONCEPT STATEMENT Once a decision has been made to either repair or replace a damaged prestressed concrete beam bridge, a Concept Statement would be prepared by OBS to describe the damage, define the work, provide recommendations, estimate the costs, and obtain buy-in from Iowa DOT management and the local District. The intent of the Concept Statement is to document the decision-making process and confirm that the recommendation made is the preferred solution. A sample Concept Statement for repairs to a prestressed concrete beam bridge (Linn County Design 512) is provided in Appendix A.
Emergency Response Manual for Chapter 5 â Related Types of Bridge Damage and Over Height Collisions to Bridges Other Bridge Types 5-1 September 2014 CHAPTER 5 RELATED TYPES OF BRIDGE DAMAGE AND OTHER BRIDGE TYPES 5.1 OTHER TYPES OF DAMAGE Bridges can incur damage due to other events besides impact damage from over height vehicles. Bridges may incur damage from other man-made or natural events, from ongoing deterioration due to corrosion, or simply from wear and tear. Although this manual is not intended to address all types of bridge damage, similar response procedures may apply as a result of damage due to other man-made or natural events. 5.1.1 Fire Damage A fire on or under a bridge can have an effect on both steel and concrete elements. However, most fires involving small vehicles or burning brush generally would not be expected to produce a fire intensity and duration severe enough as to cause serious damage to bridge structures. On the other hand, fires generated by tanker trucks carrying hydrocarbon fuels can produce intense fires that generally last until the fuel supply is depleted, thus causing major bridge damage. Steel girders subject to the intense heat of a tanker fire could sustain damage or deform/deflect due to the heat. Structural steel typically will show only a gradual decrease in yield strength for temperatures up to approximately 500°C (932°F). However, at approximately 600°C (1,112°F), the yield strength of steel will be reduced to approximately 50 percent of its nominal yield strength. Steel also undergoes a phase transformation above approximately 725°C (1,337°F), where the grain structure may change through heating and cooling. Heat cambering and heat straightening operations typically limit the temperature of steel to below 650°C (1,202°F) so that the steel does not experience conditions worse than what it might see during a typical fabrication process. Steel heated to below the phase transformation stage and then cooled will return to its previous properties without detrimental long-term reduction in yield strength, toughness, or fatigue resistance. However, even though a steel member may return to its original properties after a fire, the member may undergo distortion, may sag, or may experience rapid thermal expansion during the fire due to the intense heat. During a fire, the temperature of a steel girder may be substantially below the maximum gas temperature of the actual fire. The bridge deck may be at an even lower temperature because of its added distance from the heat source and the lower thermal conductivity of concrete. A composite steel girder bridge exposed to intense heat from fire is susceptible to web buckling because the cooler composite deck would impose restraint to the top of the girder while the bottom of the girder is attempting to expand. Figure 5.1.1. depicts the collapse of a steel girder bridge due to the temporary reduction in steel strength during an intense fire.
Emergency Response Manual for Chapter 5 â Related Types of Bridge Damage and Over Height Collisions to Bridges Other Bridge Types 5-2 September 2014 Figure 5.1.1. Collapse of I-880 Bridge in San Francisco from Fire Damage Unlike steel members that can recover their properties up to a certain temperature threshold, the post-fire strength of concrete, once it cools down, does not recover like the post-fire strength of steel. Concrete strength starts decreasing rapidly after reaching about 400°C (750°F), and at about 500°C (932°F), concrete has only about 50 percent of its nominal compressive strength. Elevated temperatures from a fire also affect the steel components of a prestressed concrete beam. Although mild reinforcing steel has similar physical property recovery characteristics as structural grade steel, prestressing steel can experience notable loss of strength due to fire exposure, and relaxation of prestress force starts around 100°C (212°F). Loss of strength for prestressing steel starts around 400°C (750°F). But due to concreteâs lower thermal conductivity, the internal temperature at 2-inch depth can be nearly half of the surface temperature of concrete. As a result, there may be some loss of prestress in the lower layer of strands but likely no loss in the upper layers of strands. Concrete also experiences cracking, spalling, and loss of stiffness as temperature increases. Moisture trapped in capillary and gel pores may form superheated steam that creates a damaging force when it cannot escape resulting in bursting pressure and spalling at the hot surface. This can be exacerbated during fire suppression when water is applied directly to fire- damaged concrete surfaces. If the bottom flange spalls, it could result in more layers of prestressing strands experiencing loss of prestress. Steel girder or prestressed concrete beam bridges subjected to fire damage will require detailed inspection to determine the exposure temperature to which the structure was subjected and to determine the potential damage to structural members. Particularly for prestressed concrete beam bridges, physical testing may be required to determine strength values to use for load rating the bridge. Zinc melts at 419oC (787oF). Therefore an indication of the exposure heat to galvanized steel surfaces can be determined from a local absence of galvanizing. For steel bridges, deformation and or deflection caused by the heat rather than changes to the physical properties of the steel may control whether the bridge will require repair.
Emergency Response Manual for Chapter 5 â Related Types of Bridge Damage and Over Height Collisions to Bridges Other Bridge Types 5-3 September 2014 5.1.2 Impact to Bridge Pier Columns Another type of incident that may warrant an emergency response for a bridge is when a truck or other vehicle crashes into a bridge pier or pier column. Although the current AASHTO LRFD Bridge Design Specifications require bridge piers adjacent to roadways to be designed for a 600 kip impact load, previous bridge design specifications did not require such a robust design, and a direct impact with a bridge column could jeopardize the stability of an existing bridge. As is evident in Figure 5.1.2 below, this type of incident could trigger a similar type of emergency response as an over height collision, requiring lane closures for accident clean-up and emergency personnel, the need to inspect the bridge for damage, and potentially the need to stabilize or repair the bridge for carrying traffic loads. Figure 5.1.2. Truck Collision with Bridge Pier 5.1.3 Flood Debris Damage Damage to bridges due to floating flood debris is common, particularly for small bridges with low freeboard clearance over the water channel. Flood damage generally is more common on small county road bridges, particularly along the lower chords of steel truss bridges because these members are not sized for bending along their weak axes. However, steel beam bridges and prestressed concrete bridges with low freeboard can also sustain damage from flood debris. Heavily vegetated streams could dislodge large trees during a flood event, and the impact force of these floating or partially submerged trees may damage the exterior beam lines as the debris moves with the high velocity floodwaters. Damage may include spalling along the bottom flange of prestressed concrete beams and minor axis bending or bottom flange damage to steel beam members.
Emergency Response Manual for Chapter 5 â Related Types of Bridge Damage and Over Height Collisions to Bridges Other Bridge Types 5-4 September 2014 5.1.4 Flood Scour Damage Damage to bridges from flood scour events likely would come with more warning than a sudden event like an over height collision because of the increased monitoring and required action plans for bridges deemed as scour critical. The use of underwater inspections and event-triggered monitoring generally provides bridge maintenance staff more time to respond to scour susceptible bridges and to implement corrective actions before a bridge closure is necessary. However, a significant flood event could cause major scour to a bridge with little advance notice. A post- event inspection or signs of settlement could require emergency corrective action and thus require an emergency response for a critical route similar to an an over height collision event. Figure 5.1.4. shows an example of a bridge affected by flood scour. Figure 5.1.4. Bridge Pier Scour Damage 5.1.5 Barge Impact With major bridge structures located over navigable rivers such as the Mississippi and Missouri rivers, there is potential for damage to highway bridges in Iowa due to barge impact. Most, if not all, of the bridges carrying State and U.S. routes over these rivers are high-level structures with adequate vertical clearance to protect bridge superstructures from a barge impact. Nevertheless, the potential for damage to a bridge due to impact with a substructure component is very real, as shown in Figure 5.1.5 for the IA-9 Bridge over the Mississippi River near Lansing, Iowa. The damage from a barge impact event has the potential to trigger an emergency response similar to one for an over height vehicle impact, and procedures developed from this manual could also apply to a barge impact event.
Emergency Response Manual for Chapter 5 â Related Types of Bridge Damage and Over Height Collisions to Bridges Other Bridge Types 5-5 September 2014 Figure 5.1.5. Barge Lodged Across the Mississippi River Channel Parallel to IA-9 Lansing Bridge 5.2 OTHER BRIDGE TYPES Although the focus of this manual is on damage to steel beam bridges and prestressed concrete beam bridges, there are a number of other bridge types present on the State and U.S. highway system in Iowa that could incur impact damage from an over height vehicle. Predominantly, the other structure types used for overhead bridges would include truss bridges and cast-in-place T-beam or cast-in-place concrete slab bridges. 5.2.1 Truss Bridges Truss bridges are particularly susceptible to damage from over height vehicle impacts because the bottom chord of a truss is typically a fracture critical tension member. The occurrence of truss bridges over State or U.S. highway routes in Iowa is becoming rare; therefore, the likelihood of a truss bridge being struck by an over height vehicle is less likely than in the past. However, impact damage by flood debris to a truss bridge spanning a river is still an event that could require a rapid response for repair. 5.2.2 Cast-in-Place Concrete Bridges A number of cast-in-place concrete bridges remain on the State and U.S. highway system inventory in Iowa that could experience damage from an over height vehicle impact. These may include continuous concrete slab bridges, concrete frame or arch bridges, or concrete T-beam bridges. Figure 5.2.2 shows continuous concrete slab overpasses carrying I-35 over County Road D25, north of US 20 in Hamilton County.
Emergency Response Manual for Chapter 5 â Related Types of Bridge Damage and Over Height Collisions to Bridges Other Bridge Types 5-6 September 2014 Figure 5.2.2. Continuous Concrete Slab Overpass Reinforced concrete bridges subjected to an over height vehicle strike typically would experience concrete spalling and cracking as a result of the collision. Of particular concern would be extensive damage to primary load carrying members such as a concrete arch rib for a concrete arch bridge or the web stems of a concrete T-beam bridge. Typical repairs may include patching concrete spalls, splicing damaged reinforcing steel to replace damaged or severed reinforcing steel, or epoxy injecting concrete cracks. Depending on the severity of the repairs, temporary shoring may be needed to support the damaged bridge and formwork for the repairs.
Emergency Response Manual for Appendix A â Sample Concept Statements for Steel I-Beam Over Height Collisions to Bridges and Prestressed Concrete Beam Bridge Repairs A-1 September 2014 APPENDIX A SAMPLE CONCEPT STATEMENTS FOR STEEL I-BEAM AND PRESTRESSED CONCRETE BEAM BRIDGE REPAIRS
Form 000021wd 4-96 IOWA DEPARTMENT OF TRANSPORTATION To Office District <#> Date <Month DD, YYYY> Attention <Assistant District Engineer> Ref No. <County> County <Project Number> From <Bridge Design Engineer> PIN <PIN> Design No(s). <Design #> Office Bridges and Structures File No. <File #> FHWA No. <FHWA #> Subject <Final / Draft> Concept for Bridge Repair of <Bridge size and type> Bridge Maintenance No. <0000.0X000> The bridge on <Route> over <Route, River, RR, etc.> was struck on the <morning, afternoon, evening, or time if known> of <Date struck> by a <Vehicle or more descriptive if known> traveling <southbound on I-29>. The repair cost estimate is <cost estimate>. The project will be funded with <Emergency and Contingency Funds>. The proposed letting is <letting date>. I inspected the bridge on <Date> with <Bridge employees, other than yourself> of the Office of Bridges and Structures. Others in attendance included <Other personnel>, <Position> of <Office>. <Note: The location description should match the SIIMS description. Both the cost estimate amount and programmed cost (if available) should be included.> The bridge location map and asset information can be viewed in SIIMS using the following link: <Link to structure map page in SIIMS> EXISTING CONDITIONS The bridge was constructed in <year>, design number <Design #>. It is located <distance> miles from <nearest named crossing roadway, preferably a US or IA route>. The bridge is a <# spans> span <pretensioned prestressed concrete beam, steel girder, steel I-beam, etc.> structure. The cross section consists of <# beams> spaced at <beam spacing> supporting a <deck thickness including any PCC overlay present> thick concrete deck. The pier diaphragms are <concrete, steel>. The intermediate diaphragm(s) <is, are> <concrete, steel> located at <midspan; third points of span; X, X, X, and X feet from west pier of span>. The bridge rail is a <concrete retrofit, painted steel, galvanized steel, aluminum, concrete jersey, concrete F-shape> rail. <There is <empty, name utility> conduit in the south rail>. <Description of Bridge damage including length and location. Be sure and identify any cracks in concrete beams that will require epoxy injection. Use same numbering scheme of beams and spans as shown in Bridge Maintenance file and describe location of first beam mentioned (i.e.: beam 1 (north exterior) and span (i.e.: span 2 from west abutment)> RECOMMENDATIONS It is recommended that the following repairs be made:
Page 2 <Submittal Date> 1. Remove and replace exterior beam(s) <X and X> along with a portion of the rail, curb, deck, pier diaphragms and intermediate diaphragm(s) in span <X>. <Carefully expose conduit and incorporate into new work.> 2. Remove and replace interior beam(s) <X, X, and X> along with a portion of the deck, pier diaphragms and intermediate diaphragm(s) in span <X>. 3. Repair beam(s) <X, X, and X>. Remove all unsound concrete, clean, and fill repair areas with class âOâ concrete. <Install steel sleeve, Apply fiber reinforced polymer (FRP) sheets> to contain repair concrete. Cracks in beam(s) <X, X. and X> will be epoxy injected by D.O.T. personnel prior to contract repair. Traffic control will involve <TBR, Shoulder strengthening, traffic signals, floodlighting, road closure, etc.> on <bridge route>. <route under bridge> will require a temporary lane closure and road closure for short periods to facilitate beam removal and replacement. All recipients of this letter should review this concept of work to be accomplished and advise the Office of Bridges and Structures of any comments you have by <Date(approx. 3 weeks from date sent)>. Estimated cost of repairs is as follows: <Complete Concept Costs Estimate Template and paste area within yellow outline here, linking if desired.> <Bridge Design Engineer's Initials(CAPITALS)> Distributed to: <Copy the appropriate list from Distribution Lists Master and paste here. Remove any non-applicable recipients and empty rows> <Save a copy to the Projectwise directory under the Concept folder>
Form 000021wd 4-96 IOWA DEPARTMENT OF TRANSPORTATION To Office District 4 Date December 5, 2012 Attention Jim Bane Ref No. Pottawattamie County BRFN-059-39330-39-78 From Dean Bierwagen PIN 13-78-059-010 Design No. 713 Office Bridges and Structures FHWA No. 43340 Subject Final Concept for Bridge Repair of 150 ft x 28 ft Steel I-beam Bridge Bridge Maintenance No. 7845.3S059 The bridge on US 59 over US 92 was struck in Span 2 on the afternoon of September 17, 2012 by a semi tractor trailer carrying a backhoe traveling west on US 92. Curtis Carter, Justin Sencer, and Dean Bierwagen from the Office of Bridges and Structures inspected the bridge on Friday, September 21, 2012. Estimated cost to repair the damage caused by the collision is $269,950. EXISTING CONDITIONS The bridge was constructed in 1957. It is located at the interchange of US 92 and US 59. The bridge is a three span rolled steel I-beam design with welded cover plates over the piers. The cross section consists of four beam lines spaced at 8â-11â, supporting a 9â thick concrete deck (including overlay). Rolled steel diaphragms are used as cross bracing spaced at 14â-7½â in Span 2. The bridge rail is a concrete retrofit rail. DAMAGE SUMMARY The over height load struck the east exterior beam and both interior beams in Span 2. The impact was approximately 1â-4â south of the edge of the bolted splices. A summary of the damage to each beam is below. Beam No. 4 (East Exterior) The bottom flange was completely severed at the impact location and the web was cracked diagonally to within 7 inches of the top flange. See Photo No. 1 and No. 2. At the impact location the bottom flange was bent out of alignment approximately 7 ½ inches. One bolt was missing from the diaphragm connection. Clearance at the impact location was 15 ft 7 in. Beam No. 3 (East Interior) The east side of the bottom flange was cracked through to the web and bent out of alignment approximately 1â-2½â at the impact location. The web was cracked around the diaphragm and 9 of the 10 diaphragm bolts were broken. See photos No. 3 and No. 4. In addition, the diaphragm in Bay 2 was severely buckled. See photo No. 5. Beam No. 2 (West Interior) The bottom flange had two gouges at the impact location and the flange was bent approximately 6¼â out of alignment at the impact location. There were two bolts missing at the diaphragm connection. See Photos No. 6 and No. 7.
Pottawattamie 713 Concept Statement Page 2 â December 5, 2012 Beam No. 1 (West Exterior) No signs of gouging or other direct impact damage were observed. The bottom flange was bent out of alignment approximately ½â at the splice location due to force transfer through the cross bracing diaphragms. RECOMMENDATIONS Because of the extensive damage to Beams 2, 3 and 4, it is recommended that the damaged portions of these beams be replaced. Replacement would be from the first cover plate location north of the impact location to the south bolted splice in span two. The work would include: 1. Removing the barrier rail on the east side of the bridge in span two 2. Removing the deck over the damaged beams. 3. Provide temporary support during removal for the continuous beams. 4. Remove and replace the damaged rolled beams and diaphragms. 5. Recast bridge deck and barrier rail. 6. Paint new steel sections. A summary of the cost estimate is shown below. Estimated cost for the work is $265,750. Estimated cost of repairs is as follows: QUANTITY UNIT RATE AMOUNT Removals 1 LS $50,000 $50,000 Structural Concrete 30 CY $150 $45,000 Reinforcing Steel Epoxy Coated 6500 LB $2 $13,000 Structural Steel (Beam Replacement) 14150 LB $5 $70,750 Barrier Rail Replacement 45 LF $100 $4,200 Temporary Supports 1 LS $20,000 $20,000 Containment 1 LS $2,000 $2,000 Painting of Structural Steel 1 LS $20,000 $20,000 Traffic Control 1 LS $10,000 $10,000 Mobilization and Contingencies (15%) 1 LS $35,000 $35,000 TOTAL $269,950 This is the final concept for this repair. The Office of Bridges and Structures will work with Contracts to set up a project for letting in April 2013 and begin preparing plans for the repair work noted above. Thank you. DGB
Pottawattamie 713 Concept Statement Page 3 â December 5, 2012 cc: Troy Jerman, District 4 Don Stevens, District 4 Delmar Gettler, District 4 M. Kennerly, Design J. Ranney, Program Management M. Swenson, Project Scheduling J. Smith, Contracts V. Richards, Claims Management J. Adam, Highway Division M. Dillavou, Engineering Bureau J. Rost, Location and Environment S. Marler, Location and Environment C. Cromwell, FHWA N. McDonald G. Novey S. Neubauer J. McClain B. Worrel J. Sencer C. Carter File
Pottawattamie 713 Concept Statement Page 4 â December 5, 2012 Photo No. 1 (East Exterior Beam Looking South) Photo No. 2 (East Exterior Beam Looking West)
Pottawattamie 713 Concept Statement Page 5 â December 5, 2012 Photo No. 3 (East Interior Beam Looking West) Photo No. 4 (East Interior Beam Looking Up From Below)
Pottawattamie 713 Concept Statement Page 6 â December 5, 2012 Photo No. 5 (Diaphragm 3, Bay 2, Looking South) Photo No. 6 (West Interior Beam, Looking West)
Pottawattamie 713 Concept Statement Page 7 â December 5, 2012 Photo No. 7 (West Interior Beam, Impact Location Looking East)
Form 000021wd 4-96 IOWA DEPARTMENT OF TRANSPORTATION To Office District 6 Date December 20, 2011 Attention Jim Schnoebelen Ref No. Linn County IMN-360-6(281)-21-OE-57 From Haiping Chen/Dean Bierwagen PIN 12-57-380-010 Design No(s). 512 Office Bridges and Structures File No. 30715 FHWA No. 603860 Subject Concept for Repair of 264â-6 X 30â-0 Pretensioned Prestressed Concrete Beam Bridge Carrying 8th Street Over I-380; Bridge Maintenance No. 5720.8O380 ACCIDENT SUMMARY The bridge was struck on December 1, 2011 by an over height excavator traveling southbound on I-380 in the center lane. On December 7, 2011, Dean Bierwagen and Haiping Chen from the Office of Bridge and Structures inspected the collision damage to the bridge. BRIDGE DESCRIPTION The bridge was built in 1972 and is a four span prestressed pretensioned concrete beam bridge which carries two traffic lanes, one way (westbound) on 8th street. The bridge roadway is 30 feet wide and has five beams in the cross-section at 7â-3 spacing. The vertical clearance at the damage areas are 16â-8 under the north exterior beam and 16â-7 under the south exterior beam. DAMAGE DESCRIPTION The over height excavator struck the north and south exterior beams in span three over I-380 (Photos 1 and 6). The collision location for the north beam is approximately 38 feet west of pier no. 2 and the collision location for the south exterior beam is approximately 39 feet west of pier no. 2 directly below the light pole support. North Exterior Beam (see attached photo 1-5): There are spalled and delaminated concrete areas for a distance of approximately five feet on the beam bottom flange. (Photo 2, 3, and 4). The bottom flange has one broken stirrup, two broken strands, and three exposed strands on the north side of the beam; two exposed stirrups and two exposed strands on the south side of the beam; and three exposed strands on the bottom of the beam (Photo 5). On the south side of the beam, there is a crack, approximately 4â-11 long, between the junction of the web and bottom flange fillet. South Exterior Beam (see attached photo 6-15): There are spalled and broken areas of the flange concrete throughout the impact location. The damage to the bottom flange extends for a distance of approximately three feet on the north side of the beam and eleven feet on the south side of the beam (Photo 7, 8, 9, 11, and 12). The bottom flange has six broken stirrups, three broken strands, and three vertical rows exposed strands. There are two spalled areas on the beam web, south side, approximately three feet wide by two feet high (Photo 10). There is also a hollow area on the south web face of the beam above the collision area. The area is approximately four and a half feet wide and extends to the top flange fillet.
Linn 512 Concept Statement Page 2 â December 20, 2011 The east intermediate concrete diaphragm between the south exterior beam and first interior beam is cracked (Photo 13, 14, and 15). The south exterior beam is also cracked along the junction of the web and top flange fillet from the pier no.2 diaphragm to the west undamaged intermediate concrete diaphragm. RECOMMENDATIONS Due to the extensive loss of concrete material, stirrups, and strands in the bottom flanges of both exterior beams in span three, we are recommending that both exterior beams be replaced. Estimated cost for the repair is $221,200. Temporary barrier rails (TBR) should be utilized to restrict 8th street (westbound) traffic to one lane in the middle of the bridge. The TBR should remain in place until after both exterior beams in the span three are replaced. Estimated cost of replacement of the two exterior beams: Item Description Quantity Unit Unit Price Cost Removal, as per plan 1 LS $23,000 $23,000 Structural Concrete (Misc.) 44 CY $2,000 $88,000 Reinforcing Steel, Epoxy Coated 10,000 LB $1.00 $10,000 Beam, PPC, D95 2 Each $15,000 $30,000 Temporary Barrier Rail 520 LF $10.00 $5,200 Traffic Control 1 LS $10,000 $10,000 Mobilization 1 LS $35,000 $35,000 Contingency 1 LS $20,000 $20,000 Total $221,200 It is proposed to use emergency contingency funds for the contract to perform the repair work. This project has tentatively been scheduled for May 15, 2012 letting. All recipients of this letter should review this concept of work to be accomplished and advise the Office of Bridges and Structures of any comments you have by December 27th, 2011. After this time period the concept will be considered approved or will be revised according to concerns. HC/DGB:jaw cc: K. Yanna, District 6 Assistant District Engineer B. Kuehl, District 6 Construction Engineer J. Tjaden, District Operations Manager, Cedar Rapids M. Carter, Bridge Crew Leader, District 6 J. Adam, Highway Division M. Dillavou, Engineering Bureau M. Kennerly, Design D. Ohman, Design P. Flattery, Design J. Ranney, Program Management M. Swenson, Project Scheduling J. Smith, Contracts V. Richards, Claims Management D. Newell, Location and Environment N. McDonald, Bridges and Structures
Linn 512 Concept Statement Page 3 â December 20, 2011 G. Novey, Bridges and Structures J McClain, Bridges and Structures W. Sunday, Construction L. Funnell, Location and Environment J. Rost, Location and Environment
Linn 512 Concept Statement Page 4 â December 20, 2011 Photo Attachments Photo 1: North Exterior Beam, North Side, Looking South. Photo 2: North Exterior Beam, North Side.
Linn 512 Concept Statement Page 5 â December 20, 2011 Photo 3: North Exterior Beam, South Side. Photo 4: North Exterior Beam, South Side.
Linn 512 Concept Statement Page 6 â December 20, 2011 Photo 5: North Exterior Beam, Bottom Flange. Photo 6: South Exterior Beam, South Side, Looking North.
Linn 512 Concept Statement Page 7 â December 20, 2011 Photo 7: South Exterior Beam, Bottom Flange. Photo 8: South Exterior Beam, South Side.
Linn 512 Concept Statement Page 8 â December 20, 2011 Photo 9: South Exterior Beam, South Side. Photo 10: South Exterior Beam, South Side.
Linn 512 Concept Statement Page 9 â December 20, 2011 Photo 11: South Exterior Beam, North Side. Photo 12: South Exterior Beam, North Side.
Linn 512 Concept Statement Page 10 â December 20, 2011 Photo 13: South Exterior Beam, North Side, Looking East. Photo 14: South Exterior Beam, North Side.
Linn 512 Concept Statement Page 11 â December 20, 2011 Photo 15: South Exterior Beam, North Side, Looking West.
Emergency Response Manual for Over Height Collisions to Bridges Appendix B â Critical Findings Report B-1 September 2014 APPENDIX B CRITICAL FINDINGS REPORT
Emergency Response Manual for Over Height Collisions to Bridges Appendix B â Critical Findings Report B-2 September 2014
Emergency Response Manual for Over Height Collisions to Bridges Appendix C â Damage Inspection Notes - Template B-1 September 2014 APPENDIX C DAMAGE INSPECTION NOTES - TEMPLATE
Page 1 of 2 Damage Inspection Notes Inspection date: ________________ Date damage occurred: ________________ Structure number: _________________________________ Structure description: ___________________________________________________________ _____________________________________________________________________________ Structure location: _____________________________________________________________ _____________________________________________________________________________ Inspectors/personnel present: Bridges and Structures: _________________________________________________________ District: _______________________________________________________________________ Other: ________________________________________________________________________ Nature of damage: Deterioration/age __ Vehicle/vessel impact __ Other ________________________________ Accident report available __ Responsible party identified __ Clearance ___________________ Location of damage on structure: __________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ Description of damage: __________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ Immediate actions taken: _________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________
Page 2 of 2 Immediate traffic impacts: ________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ Long term actions needed: ________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ Long term traffic impacts:_________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ Attachments: Additional information __ Photos __ Sketches __ Completed by: ______________________ Date: _______________
Emergency Response Manual for Appendix D â Strong Back Details for Over Height Collisions to Bridges Damaged Steel Beam/Girder Bridges D-1 September 2014 APPENDIX D STRONG BACK AND SUPPORT BEAM DETAILS FOR DAMAGED BRIDGES
Emergency Response Manual for Appendix D â Strong Back Details for Over Height Collisions to Bridges Damaged Steel Beam/Girder Bridges D-2 September 2014
Emergency Response Manual for Appendix D â Strong Back Details for Over Height Collisions to Bridges Damaged Steel Beam/Girder Bridges D-3 September 2014
Emergency Response Manual for Appendix D â Strong Back Details for Over Height Collisions to Bridges Damaged Steel Beam/Girder Bridges D-4 September 2014
Emergency Response Manual for Appendix E â Calculations for Strong Back Beam, Over Height Collisions to Bridges Support Beam, and Steel Beam Web Splice E-1 September 2014 APPENDIX E CALCULATIONS FOR STRONG BACK BEAM, SUPPORT BEAM, AND STEEL BEAM WEB SPLICE
Emergency Response Manual for Appendix E â Calculations for Strong Back Beam, Over Height Collisions to Bridges Support Beam, and Steel Beam Web Splice E-2 September 2014
Emergency Response Manual for Appendix E â Calculations for Strong Back Beam, Over Height Collisions to Bridges Support Beam, and Steel Beam Web Splice E-3 September 2014
Emergency Response Manual for Appendix E â Calculations for Strong Back Beam, Over Height Collisions to Bridges Support Beam, and Steel Beam Web Splice E-4 September 2014
Emergency Response Manual for Appendix E â Calculations for Strong Back Beam, Over Height Collisions to Bridges Support Beam, and Steel Beam Web Splice E-5 September 2014
Emergency Response Manual for Appendix E â Calculations for Strong Back Beam, Over Height Collisions to Bridges Support Beam, and Steel Beam Web Splice E-6 September 2014
Emergency Response Manual for Appendix E â Calculations for Strong Back Beam, Over Height Collisions to Bridges Support Beam, and Steel Beam Web Splice E-7 September 2014
Emergency Response Manual for Appendix E â Calculations for Strong Back Beam, Over Height Collisions to Bridges Support Beam, and Steel Beam Web Splice E-8 September 2014
Emergency Response Manual for Appendix E â Calculations for Strong Back Beam, Over Height Collisions to Bridges Support Beam, and Steel Beam Web Splice E-9 September 2014
Emergency Response Manual for Appendix E â Calculations for Strong Back Beam, Over Height Collisions to Bridges Support Beam, and Steel Beam Web Splice E-10 September 2014
Emergency Response Manual for Appendix E â Calculations for Strong Back Beam, Over Height Collisions to Bridges Support Beam, and Steel Beam Web Splice E-11 September 2014
Emergency Response Manual for Appendix E â Calculations for Strong Back Beam, Over Height Collisions to Bridges Support Beam, and Steel Beam Web Splice E-12 September 2014
Emergency Response Manual for Appendix E â Calculations for Strong Back Beam, Over Height Collisions to Bridges Support Beam, and Steel Beam Web Splice E-13 September 2014
Emergency Response Manual for Appendix E â Calculations for Strong Back Beam, Over Height Collisions to Bridges Support Beam, and Steel Beam Web Splice E-14 September 2014
Emergency Response Manual for Appendix E â Calculations for Strong Back Beam, Over Height Collisions to Bridges Support Beam, and Steel Beam Web Splice E-15 September 2014
Emergency Response Manual for Appendix E â Calculations for Strong Back Beam, Over Height Collisions to Bridges Support Beam, and Steel Beam Web Splice E-16 September 2014
Emergency Response Manual for Appendix E â Calculations for Strong Back Beam, Over Height Collisions to Bridges Support Beam, and Steel Beam Web Splice E-17 September 2014
Emergency Response Manual for Appendix E â Calculations for Strong Back Beam, Over Height Collisions to Bridges Support Beam, and Steel Beam Web Splice E-18 September 2014
Emergency Response Manual for Appendix E â Calculations for Strong Back Beam, Over Height Collisions to Bridges Support Beam, and Steel Beam Web Splice E-19 September 2014
Emergency Response Manual for Appendix E â Calculations for Strong Back Beam, Over Height Collisions to Bridges Support Beam, and Steel Beam Web Splice E-20 September 2014
Emergency Response Manual for Appendix E â Calculations for Strong Back Beam, Over Height Collisions to Bridges Support Beam, and Steel Beam Web Splice E-21 September 2014
Emergency Response Manual for Appendix F â Sample Developmental and Over Height Collisions to Bridges Special Provisions F-1 September 2014 APPENDIX F SAMPLE DEVELOPMENTAL AND SPECIAL PROVISIONS
Emergency Response Manual for Appendix F â Sample Developmental and Over Height Collisions to Bridges Special Provisions F-2 September 2014
Emergency Response Manual for Appendix F â Sample Developmental and Over Height Collisions to Bridges Special Provisions F-3 September 2014
Emergency Response Manual for Appendix F â Sample Developmental and Over Height Collisions to Bridges Special Provisions F-4 September 2014
Emergency Response Manual for Appendix F â Sample Developmental and Over Height Collisions to Bridges Special Provisions F-5 September 2014
Emergency Response Manual for Appendix F â Sample Developmental and Over Height Collisions to Bridges Special Provisions F-6 September 2014
Emergency Response Manual for Appendix F â Sample Developmental and Over Height Collisions to Bridges Special Provisions F-7 September 2014
Emergency Response Manual for Appendix G â Partial Reference List of Past Iowa DOT Over Height Collisions to Bridges Over Height Vehicle Collision Repairs G-1 September 2014 APPENDIX G PARTIAL REFERENCE LIST OF PAST IOWA DOT OVER HEIGHT VEHICLE COLLISION REPAIRS
E m er ge nc y R es po ns e M an ua l f or A pp en di x G â P ar tia l R ef er en ce L is t o f P as t I ow a D O T O ve r H ei gh t C ol lis io ns to B rid ge s O ve r H ei gh t V eh ic le C ol lis io n R ep ai rs G -2 S ep te m be r 2 01 4 Co un ty Lo ca tio n FH W A Br id ge N o. Br id ge M ai nt . N o. De si gn N um be r Le tt in g Da te Re pa ir Fe at ur es PPCB Bridges Sc ot t Lo ca l R oa d ov er I- 80 04 77 00 82 04 .8 O 08 0 41 2 7/ 17 /1 2 Re pl ac e on e ex te rio r be am a nd F RP w ra p th e ot he r e xt er io r b ea m Ca ss Co . R d. N 28 o ve r I -8 0 01 81 10 15 64 .6 R0 80 83 70 ? M ar ch 1 98 5 Be am R ep la ce m en t Ha rd in S. R. JJ A ve . o ve r U S 20 (D es ig n 14 89 , M ay 19 89 ) 60 62 25 42 66 .8 O 02 21 4 8/ 20 /1 3 Re pl ac e ex te rio r b ea m an d FR P w ra p fir st in te rio r b ea m Li nn 8t h St re et o ve r I -3 80 60 38 60 57 20 .8 O 38 0 51 2 5/ 15 /2 01 2 Be am re pl ac em en t ( bo th ex te rio r b ea m s) W ar re n Co . R d. G 6R o ve r I -3 5 05 13 80 91 58 .5 O 03 5 50 3? 7/ 15 /2 00 3? FR P w ra p W ar re n Co . R d. R 35 o ve r I -3 5 05 14 60 91 66 .6 O 03 5 40 6 or 2 10 ? 8/ 15 /0 6 or 2/ 16 /2 01 0 De br is di ap er Jo hn so n I-8 0 W B ov er B la ck Ha w k Av e 03 19 40 52 30 .5 L0 80 11 5 7/ 15 /1 4 De br is di ap er Po w es hi ek I-8 0 ov er IA 2 1 04 62 10 79 01 .8 R0 80 19 8 or 1 05 or 1 14 10 /1 3/ 19 98 or 5/ 17 /2 00 5 or 8 /2 0/ 13 Be am p at ch in g an d be am re pl ac em en t ( 19 98 ); Sp al l p at ch in g w ith F RP W ra p (2 00 6 an d 20 13 ); St ee l s le ev e w ith e po xy in je ct io n (2 00 6) W ar re n Co . R d. G -1 4 ov er I- 35 05 14 50 91 65 .1 O 03 5 60 3 20 03 Be am re pl ac em en t W ar re n Co . R d. G -1 4 ov er I- 35 05 14 50 91 65 .1 O 03 65 10 8 20 09 FR P w ra p W ar re n Co . R d. G -1 4 ov er I- 35 05 14 50 91 65 .1 O 03 75 51 0 4/ 2/ 20 10 Sp al l p at ch in g w ith gr ou te d st ee l s le ev e
E m er ge nc y R es po ns e M an ua l f or A pp en di x G â P ar tia l R ef er en ce L is t o f P as t I ow a D O T O ve r H ei gh t C ol lis io ns to B rid ge s O ve r H ei gh t V eh ic le C ol lis io n R ep ai rs G -3 S ep te m be r 2 01 4 Co un ty Lo ca tio n FH W A Br id ge N o. Br id ge M ai nt . N o. De si gn N um be r Le tt in g Da te Re pa ir Fe at ur es Steel Beam or CWPG Bridges Ce da r IA -3 8 ov er I- 80 01 83 30 16 16 .8 S0 38 21 4 9/ 17 /2 01 3 Gr in d ni ck s a nd g ou ge s; he at st ra ig ht en Fr an kl in Lo ca l R oa d ov er I- 35 60 24 20 35 66 .8 O 03 5 69 2 Ja nu ar y 19 92 Gr in d ni ck s a nd g ou ge s; he at st ra ig ht en ; di ap hr ag m re pl ac em en t Ha rr iso n Lo ca l r oa d ov er I- 29 1. 3 m ile s s ou th o f C o. Rd . F -5 0 02 81 70 43 80 .5 O 02 9 20 4 6/ 27 /2 00 4 Gr in d ni ck s a nd g ou ge s; he at st ra ig ht en ; a dd st re ng th en in g pl at es Jo hn so n SB D ub uq ue S tr ee t ov er I- 80 E B 03 21 10 (S B) 52 44 .3 O 08 0 (S B) 40 9 5/ 18 /2 01 0 Gr in d ni ck s a nd g ou ge s; he at st ra ig ht en Li nn IA -1 3 0v er U S- 30 03 36 10 57 30 .1 R1 51 25 70 10 /7 /1 97 0 Co ld ja ck in g Li nn IA -1 3 0v er U S- 30 03 36 10 57 30 .1 R1 51 67 3 12 /7 /1 97 2 Co ld ja ck in g M ar sh al l IA -3 30 o ve r U S 30 - - - 64 20 .5 S3 30 39 3 Au gu st 1 99 3 St ro ng b ac k be am u se d to r em ov e/ re pl ac e lo w er p or tio ns o f b ea m an d to st ra ig ht en di ap hr ag m Po lk Hu bb le A ve o ve r I -8 0 04 20 20 77 42 .1 R0 80 17 07 6/ 27 /2 00 7 St ro ng b ac k be am u se d to r em ov e/ re pl ac e lo w er p or tio ns o f b ea m s an d di ap hr ag m re pl ac em en t Po lk I-8 0 W B ov er U S 65 04 20 30 77 42 1L 08 0 18 07 9/ 5/ 20 07 St ro ng b ac k be am u se d to r em ov e/ re pl ac e lo w er p or tio ns o f b ea m Po lk O rig in al D es ig n N o. 74 56 D ou gl as A ve ov er I- 35 04 13 30 77 26 .1 O 08 0 N o De sig n N o. U nk no w n St re ng th en in g an gl es ad de d at m id -d ep th o f w eb
E m er ge nc y R es po ns e M an ua l f or A pp en di x G â P ar tia l R ef er en ce L is t o f P as t I ow a D O T O ve r H ei gh t C ol lis io ns to B rid ge s O ve r H ei gh t V eh ic le C ol lis io n R ep ai rs G -4 S ep te m be r 2 01 4 Co un ty Lo ca tio n FH W A Br id ge N o. Br id ge M ai nt . N o. De si gn N um be r Le tt in g Da te Re pa ir Fe at ur es Po tt aw at ta m ie U S 59 0 ve r U S 92 04 33 40 78 45 .3 S0 59 71 3 Ap ril 2 01 3 Sh or in g to w er s; re pl ac e lo w er p or tio ns o f t hr ee da m ag ed b ea m s Po tt aw at ta m ie O rig in al D es ig n 67 64 -- I-2 9 ov er I- 48 0 Ra m p 04 48 00 78 53 .8 L0 29 14 10 5/ 4/ 20 10 Sh or in g to w er s; re pl ac e po sit iv e m om en t s ec tio n of d am ag ed e xt er io r be am ; r ep la ce d da m ag ed di ap hr ag m s Sc ot t I-7 4 M iss iss ip pi R iv er Ap pr oa ch o ve r U S 67 60 40 80 82 04 .3 R0 74 30 6 5/ 16 /2 00 6 Gr in d ni ck s a nd g ou ge s; he at st ra ig ht en W oo db ur y Co . R d. D -5 1 ov er I- 2 9 05 36 60 97 35 .8 O 02 9 91 3 6/ 18 /2 01 3 St ro ng b ac k be am u se d to r em ov e/ re pl ac e lo w er p or tio ns o f b ea m s an d di ap hr ag m re pl ac em en t
Emergency Response Manual for Over Height Collisions to Bridges Appendix H â References H-1 September 2014 APPENDIX H REFERENCES
Emergency Response Manual for Over Height Collisions to Bridges Appendix H â References H-2 September 2014 CHAPTER 1 OVERVIEW AND DEFINITIONS CHAPTER 2 RESPONSE PROCEDURES 2.4.1 State of Iowa Emergency Response Plan Iowa Homeland Security and Emergency Management Division. 2010. âIowa Emergency Response Plan.â http://homelandsecurity.iowa.gov/documents/misc/HSEMD_IAEmergencyResponsePlan_OCT20 10.pdf. 2.4.2 Iowa DOT Systems Operation Bureau, Traffic Operations Center Iowa Department of Transportation (DOT). 2003. âInstructional Memorandum 1.255. â Highway Incident Management.â Iowa Department of Transportation, Highway Division, Office of Maintenance. http://www.iowadot.gov/traffic/manuals/pdf/1001-255im.pdf. 2.7 REPORTING HAZARDOUS MATERIALS SPILLS U.S. National Archives and Records Administration. 2013. Code of Federal Regulations. Title 49 âHazardous Materials Regulations Part 171.â http://www.gpo.gov/fdsys/pkg/CFR-2009-title49- vol2/pdf/CFR-2009-title49-vol2-part171.pdf. 2.10 ACCESSING DAMAGE AND DETERMINING FOLLOW-UP and 2.11 ACCESSING BRIDGE REPAIR VS. BRIDGE REPLACEMENT Iowa DOT. 2014. âBridge Design Manual.â Iowa Department of Transportation, Highway Division, Office of Bridges and Structures. http://www.iowadot.gov/bridge/manuallrfd.htm 2.12.3 Emergency Lettings State of Iowa. Iowa Code Section 313.10. https://www.legis.iowa.gov/docs/ico/code/313.10.pdf. State of Iowa. Iowa Code Section 313.11. https://www.legis.iowa.gov/docs/ico/code/313.11.pdf. CHAPTER 3 STEEL BEAM OR GIRDER REPAIR 3.5 LOCAL REPAIRS TO PREVENT STRESS RISERS American Association of State Highway Transportation Officials (AASHTO) / American Welding Society (AWS). 2010. âBridge Welding Code D.15M/D1.5.â Section 3.2.2. 3.6 HEAT STRAIGHTENING Federal Highway Administration (FHWA). 2008. âGuide for Heat-straightening of Damaged Steel Bridge Members.â Federal Highway Administration, U.S. Department of Transportation, Washington, D.C. http://www.fhwa.dot.gov/bridge/steel/heat_guide.pdf. CTC and Associates LLC. 2009. âEffect of Heat Straightening on Girders Subjected to Multiple Repairs.â Wisconsin Department of Transportation. http://wisdotresearch.wi.gov/wp- content/uploads/tsrheatstraightenedgirders.pdf
Emergency Response Manual for Over Height Collisions to Bridges Appendix H â References H-3 September 2014 Connor, Robert, Michael Urban, Eric Kaufmann. 2008. âHeat-Straightening Repair of Damaged Steel Bridge Girders: Fatigue and Fracture Performance.â NCHRP Report 604. Transportation Research Board of the National Academies. http://onlinepubs.trb.org/onlinepubs/nchrp/nchrp_rpt_604.pdf CHAPTER 4 PRESTRESSED CONCRETE BEAM REPAIR Klaiber, F. Wayne, Terry Wipf, Ryan Paradis, and Robert Mateega. 1999. âField/Laboratory Testing of Damaged Prestressed Concrete Girder Bridges.â Iowa Department of Transportation, Iowa State University. http://publications.iowa.gov/17339/1/IADOT_hr397_Field_Lab_Test_Dmgd_Prestrssd_Conc_Gr dr_Brdgs_1999.pdf. Belarbi, Abdeldjelil, Sang-Wook Bae, Ashraf Ayoub, Daniel Kuchma, Amir Mirmiran, Ayman Okeil. 2011. âDesign of FRP Systems for Strengthening Concrete Girders in Shear.â NCHRP Report 678. Transportation Research Board of the National Academies. http://onlinepubs.trb.org/onlinepubs/nchrp/nchrp_rpt_678.pdf CHAPTER 5 RELATED TYPES OF BRIDGE DAMAGE AND OTHER BRIDGE TYPES 5.1.1 Fire Damage Brandt, Thomas, Amit Varma, Brent Rankin, Sorin Marcu, Robert Connor, and Kent Harries. 2011. âEffects of Fire Damage on the Properties of Steel Bridge Elements.â Report No. FHWA-PA- 2011-009-PIT011, Commonwealth of Pennsylvania Department of Transportation, University of Pittsburgh. http://www.transportation.alberta.ca/Content/docType30/Production/RpMConcBrEl2.pdf. Wright, William, Brian Lattimer, Michael Woodworth, Mohammad Nahid, and Elisa Sotelino. 2013. âHighway Bridge Hazard Assessment Draft Specifications for Fire Damage Evaluations in Steel Bridges.â NCHRP Project No. 12-85. Transportation Research Board of the National Academies, Virginia Polytechnic Institute and State University. http://onlinepubs.trb.org/onlinepubs/nchrp/docs/NCHRP12-85_Guide.pdf. Dunker, Kenneth. 2008. âFire and Thermal Damage.â Iowa Department of Transportation, Highway Division, Office of Bridges and Structures. Waheed, Abdul, Ed Kowal, and Tom Loo. 2005. âRepair Manual for Concrete Bridge Elements.â Alberta Ministry of Transportation. http://www.transportation.alberta.ca/Content/docType30/Production/RpMConcBrEl2.pdf.
StateAidEmergencyRelief(ER)Procedures (RevisedJuly2013) PURPOSE ThepurposeofthisdocumentistoprovideguidancetoLocalAgencystaffinordertoeffectivelyand efficientlyadministertheERPrograminMinnesota. BACKGROUND TheERProgramisaspecialfederalprogramfundedbytheHighwayTrustFundfortherepairor reconstructionoffederalͲaidhighwaysthathavesufferedseriousdamageasaresultofnaturaldisaster orcatastrophicfailuresfromanexternalcause.Thisprogramsupplementsthecommitmentofresources byMnDOTandlocalstohelppayforunusuallyheavyexpensesresultingfromextraordinaryconditions. TheapplicabilityoftheERProgramtoanaturaldisasterisbasedontheextentandintensityofthe disaster.Damagetohighwaysmustbesevere,occuroverawidearea,andresultinunusuallyhigh expenses.ApplicabilityofERtoacatastrophicfailureduetoanexternalcauseisbasedonthecriteria thatthefailurewasnottheresultofaninherentflawinthefacilitybutwassudden,causedadisastrous impactontransportationservices,andresultedinunusuallyhighexpenses. TheERProgrammaticAgreement(AppendixA)allowstheuseofstreamlinedproceduresandapproval delegationstoMnDOT.TheFederalHighwayAdministration(FHWA)ERManual (http://www.fhwa.dot.gov/reports/erm/)shouldbeusedforadditionalguidanceandclarification. ERPROGRAMPROCEDURES InorderforadisastertoqualifyasanERevent,thefollowingstepsmustbecompleted. 1. *DisasterOccurrence* 2. DamagedsitesarereportedtoMnDOTStateAideforLocalTransportation(SALT)andMnDOT EmergencyManagement. 3. MnDOTEmergencyManagementmonitorsthedollaramountofdamageandreportstothe StateEmergencyOperationsCenter(SEOC). 4. AGovernorâsProclamationorPresidentâsDeclarationismade. 5. MnDOTEmergencyManagementsendsaLetterofIntenttoFHWAMinnesotaDivisionOffice. 6. FHWAMinnesotaDivisionOfficesendsanAcknowledgementLettertoMnDOT. 7. MnDOTEmergencyManagementcoordinatessitevisitsorwindshieldtoursasrequired. 8. MnDOTEmergencyManagementrequestsERfundsandsubmitsDamageSurveySummary ReporttoFHWAMinnesotaDivisionOffice. 9. FHWAMinnesotaDivisionOfficereviewsMnDOTâsrequest. 10. FHWADivisionAdministratorconcursinthedisastereligibilityandrequestforFHWA Headquartersfundallocation.
ERPROJECTPROCEDURES ERprojectproceduresdifferdependingonthetypeofrepair.Forpermanentrepairsperformed concurrentlywithemergencyrepairs,followtheemergencyrepairsprocedures(thefederalcostshareis differentforemergencyandpermanentrepairs,eventhoseatthesamelocation). EmergencyRepairs Emergencyrepairsarerepairsmadeduringandimmediatelyfollowingadisastertorestoreessential traffic,tominimizetheextentofdamage,ortoprotecttheremainingfacilities.SeeAppendixBformore details. 1. TheLocalPublicAgency(LPA)photographdamageatsitesanddetermineappropriateaction(s) foreachsite. 2. TheLPAreportslocation,typeofrepair(emergencyorpermanent),andestimatedcosttothe DistrictStateAidEngineer(DSAE). 3. TheLPAselectsthecontractingmethodtoperformtheemergencyrepairsasbestsuitedto protectthepublichealthandsafetyanddocumentwhythemethodwaschosen. 4. TheLPAcompletesemergencyrepairs. 5. TheLPAmustcompletetheDetailedDamageInspectionReport(DDIR)withintwelveweeksof thecompletionoftheemergencyrepairs.DSAEsapproveDDIRsforsiteswith$150,000orlessin totalestimateddamage(combinedtotalofpermanentandemergencyrepairs).Forallother sites,DSAEswillcontactFHWAtoconductsitevisitsandapproveDDIRs. 6. TheLPAprovidesdocumentationofrepaircostsincurredaswellasdateofthecoststothe DSAE,including: a. Timesheets, b. Invoices, c. Timeandmaterialsrecords,and d. Anythingthatdocumentstheexpensesoftheworksubmittedforreimbursement. 7. Reimbursementofpreliminaryengineering(PE)andconstructionengineering(CE)costsare eligible.SALTmustpreapprovecosts.Costsmustalsobedocumentedseparatelyfromeach otherandfromconstructioncosts. 8. TheDSAEplacestheapprovedDDIRsintheElectronicDataManagementSystem(EDMS)and updatestheERspreadsheet. 9. TheDSAEassignsstateproject(SP)number(s)toDDIRs. a. SPnumberisassignedbasedonCSAHdesignationratherthanemergencyprogramasinthe past. b. Differentnumberisneededforemergencyworkandpermanentworkevenifitis performedconcurrentlyduetodifferingcostparticipation. 10. TheMnDOTDistrictenterstheprojectintotheProgram/ProjectManagementSystem(PPMS). TheprojectdoesnotneedtobeinStatewideTransportationImprovementPlan(STIP). 11. TheDSAEsendstheapprovedDDIRstoSALT. 12. SALTrequestsfederalauthorizationfortheprojectinFHWAâsFiscalManagementInformation System(FMIS). 13. SALTrequestsreimbursementoffederalfundstotheLPAbasedondocumentationsubmitted withDDIR(see#6above). 14. TheLPAsubmitsfinalpayrequestforreimbursementtoSALT.
15. TheDSAEcompletesaFinalInspectionReportwithintwelveweeksofthecompletionofthe emergencyrepairs. PermanentRepairs Permanentrepairsarerepairsundertakentorestorethehighwaytoitspreexistingcondition. PermanentrepairsshallbeperformedonlybytheDelegatedContractProcess(DCP)unlesstheLPA adequatelydemonstratesthatsomeothermethodismorecosteffective.SeeAppendixBformore details. 1. TheLPAphotographsdamageatsitesanddetermineappropriateaction(s)foreachsite. 2. TheLPAreportslocation,typeofrepair(emergencyorpermanent),andestimatedcosttoSALT andMnDOTEmergencyManagement. 3. PermanentrepairsshallbeperformedonlybytheDelegatedContractProcess(DCP)unlessthe LPAadequatelydemonstratesthatsomeothermethodismorecosteffective.This determinationmustbejustifiedonpagetwooftheDDIR(seeAppendixD). 4. TheLPAsmustcompletetheDDIRbeforetheprojectiscontractedandconstructed.DSAEsmay approveDDIRsforsiteswith$150,000orlessintotalestimateddamage(combinedtotalof permanentandemergencyrepairs).Forallothersites,DSAEswillcontactFHWAtoconductsite visitsandapproveDDIRs. 5. TheDSAEassignsSP(s)toDDIRs. a. SPnumberisassignedbasedonCSAHdesignationratherthanemergencyprogramasinthe past. b. Differentnumberneededforemergencyworkandpermanentwork 6. TheDSAEplacestheapprovedDDIRsinEDMSandupdatestheERspreadsheet. 7. TheDSAEsendstheapprovedDDIRstoSALT. 8. NationalEnvironmentPolicyAct(NEPA)approvalmustbeobtained.UseERͲSAͲ1form. a. ProjectdoesnotneedtobeinSTIP. b. ProjectmustbeinPPMS. 9. Allnecessarypermitsmustbeobtained. 10. SALTrequestsfederalauthorizationfortheprojectinFMIS*. 11. ProjectisletvianormalDCPprocess. 12. Permanentrepairsarecompleted.PaymentismadebynormalDCPmeans. 13. TheDSAEcompletestheFinalInspectionReportandotherDCPfinalingprocessing. *Permanentrepairsthatarenotperformedconcurrentlywithemergencyrepairsarenoteligiblefor federalERfundingiftheyareperformedpriortoauthorizationbytheFHWA.Theabovelistedsteps(1Ͳ 7)mustbefollowedpriortoSALTrequestingauthorization. CONTROLS MnDOTEmergencyManagementistheowneroftheERspreadsheet.MnDOTEmergencyManagement monitorstheprogressofeachERsiteandensuresthatMnDOTDistricts/LPAsareawarethatERsites mustprogresstowardscompletionoftheERprocessortheywillnotreceivefederalERfunding. ApproximatelysixmonthsaftereachERevent,ameetingwillbeheldwithFHWAtodiscussthe progress,eligibility,andcostshareofallERsitesintheERspreadsheet.
APPENDICES APPENDIXAâERProgrammaticAgreement APPENDIXBâEmergencyRepairsvs.PermanentRepairs APPENDIXCâContractingMethods APPENDIXDâDetailedDamageInspectionReport
APPENDIX A
APPENDIXBâEMERGENCYREPAIRSVS.PERMANENTREPAIRS BothemergencyrepairsandpermanentrepairsareeligibleforERfunds.Itisimportanttodistinguish betweenemergencyandpermanentrepairsbecauseemergencyrepairsaccomplishedduringthefirst 180daysaftertheoccurrenceofthedisasterarefundedatahigherfederalshare. EmergencyRepairs Emergencyrepairsarerepairsmadeduringandimmediatelyfollowingadisasterto: 1) Restoreessentialtraffic, 2) Minimizetheextentofdamage,or 3) Protecttheremainingfacilities[see23U.S.C.120(e)]. TheStateandlocaltransportationagenciesareempoweredtobeginemergencyrepairsimmediately withoutpriorFHWAauthorization.ProperlydocumentedcostswilllaterbereimbursedoncetheFHWA DivisionAdministratormakesafindingthatthedisasteriseligibleforERfunding.Typicalexamplesof emergencyrepairsare: x Erectionandremovalofbarricadesanddetoursigns x Flaggingandpilotcarsduringtheemergencyperiod x Constructionoftemporaryroadwayconnections(detours) x Erectionoftemporarydetourbridges x Temporarysubstitutehighwaytrafficservice,includingferryortransitservice x Removalofdebris x Removalofslides x Dynamitingandotherremovalofdriftpilinguponbridges x PlacingripraparoundpiersandbridgeabutmentstorelievesevereonͲgoingscouraction x Placingripraponthedownstreamslopesofapproachfillstopreventscourfromovertopping x Replacementofwashedoutembankmentsandapproachfills x Regradingofroadwaysurfaces,roadwayfills,andembankments x Placementoffinalroadwaysurfaceswhenneededtorestoreessentialtraffic AnysuchworkmaysubsequentlybeincludedinanERprogramofprojects,which,whensubmittedfor approval,shouldincludebothemergencyrepairsandanypermanentrestorationworkperformed coincidentallywiththeemergencyrepairs. PermanentRepairs Permanentrepairsarerepairsundertaken,normallyafteremergencyrepairshavebeencompleted,to restorethehighwaytoitspreͲdisastercondition.Permanentrepairsshouldbeadministeredusing normalFederalͲaidcontractingproceduresalthoughuseofstreamlinedproceduresisencouraged(e.g., A+Bbidding,reducedadvertisingperiod,etc.).
APPENDIXCâCONTRACTINGMETHODS EmergencyRepairs Under23CFR668.105(i),emergencyrepairworkmaybeaccomplishedbythecontract,negotiated contract,ortransportationagencyforceaccountmethodasdeterminedbythetransportationagencyas bestsuitedtoprotectthepublichealthandsafety. Statesshalladvertisetheworkforemergencyrepairswherefeasible.Wheretimeandconditions warrant,Statearestronglyencouragedtofirstconsiderusingthecompetitivebiddingmethodof contractingforemergencyrepairs. Although23CFR635.204(b)statesthataformalfindingforForceAccountworkforemergencyrepairsis notrequired,LPAsandMnDOTshoulduseeverymeanspossibletouseeithertheStandard CompetitivelyBidContractoraNegotiatedContractingmethod. PermanentRepairs Permanentrepairandreconstructionwork,notaccomplishedconcurrentlywithemergencyrepairs, mustbedonebycontractawardedbycompetitivebiddingunlesstheStatedemonstratessomeother methodiscosteffectiveasdescribedin23CRF635.204. SelectionofContractingMethod TheintentofthefederalͲaidprogramistoassureanopportunityforfree,open,andcompetitivebidding wheneverpossible.Belowisadiagramthatdescribesthemostdesirablecontractingmethodstothe FHWA. UseonlywhennecessaryUsewheneverpossible <ͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲ> ForceAccountEmergencyContractNegotiatedContractStandardCompetitivelyBidContract orDCPprocessforLPAs Definitions ForceAccount ThetermForceAccountmeansthedirectperformanceofhighwayconstructionworkbyanLPAor MnDOTbyuseoflabor,equipment,materials,andsuppliesfurnisheddirectlybytheownerandused undertheirdirectcontrol.Duetotheemergencycharacterofthework,aconsiderableportionofthe emergencyrepairsmaybeperformedby1)MnDOTâsownforces,2)anLPAsownforces,or3)byan existingornegotiatedmaterialand/orequipmentrentalcontract. EmergencyContract UndertheEmergencyContractmethod,anLPAorMnDOTmayselectonecontractorwithout competitivelybiddingthecontract.TheLPAorMnDOTwillprovidethecontractorascopeofwork/plan andissuethenoticetoproceed. TheEmergencyContractmethodshallonlybeusedwhentheconditionoffederalͲaidroadsnecessitates immediateworkinordertokeepsuchroadwaysopenfortravelortoimplementadetourforaclosed roadway.LPAsandMnDOTshoulduseeverymeanspossibletouseeithertheCompetitivelyBid ContractoraNegotiatedContractingmethod. NegotiatedContract ANegotiatedContractmaybeusedwhenthetotalcontractcostdoesnotexceed$150,000.The
standardrequirementofcompetitivebiddingandthreeͲweekadvertisementforbidsiswaived.A NegotiatedContractinvolvespreparationofabidpackage/proposal,receiptofpubliclyavailablebids, issueofacontract,andprocurementofbonds.Whiletheseprojectsneednotbeadvertised,atleast threecontractorsmustbeinvitedtosubmitaquote. StandardCompetitivelyBidContractorDCPProcessforLPAs Thismethodhasarequiredthreeweek(minimum)advertisementperiodforaproject.Theprojectmust beintheSTIP.APlans,Specifications,andEstimates(PS&E)packagemustbedevelopedandapproved. ShorteradvertisementperiodsmaybeapprovedbytheFHWADivisionAdministratorinspecialcases whenjustifiedandpursuanttoStateandlocallaws.
DETAILEDDAMAGEINSPECTIONREPORT (Title23,FederalͲaidHighways) FHWADisasterNumber InspectionDate Location(Nameofroad,distancefromnearestintersection,milepost,etc.) FederalͲaidRouteNumber DescriptionofDamage(ProvidespecificdetailsͲBituminousshoulderundermined,inslopefailure,washedoutculvert,etc.) County TERProjectNumber ApproximateADT COSTESTIMATE Em er ge nc yR ep ai r SP :_ __ __ __ __ __ __ __ DescriptionofWorktoDate (Equipment,Labor,andMaterials) Unit UnitPrice Quantity Cost Completed Remaining ContractingMethod ForceAccountEmergencyContract NegotiatedContractStandardCompetitivelyBidContract PreliminaryEngineering(PE) ConstructionEngineering(CE) TotalEmergencyRepair Pe rm an en tR ep ai r S P: __ __ __ __ __ _ ContractingMethod ForceAccountEmergencyContract NegotiatedContractStandardCompetitivelyBidContract PreliminaryEngineering(PE) ConstructionEngineering(CE) RightͲofͲWay TotalPermanentRepair NationalEnvironmentalPolicyAct(NEPA) Recommendation ProgrammaticCategoricalExclusion(CE)NonͲProgrammaticCEEAEIS Estimated TotalCost RecommendationbyLocalAgencyRepresentative Date RecommendationbyMnDOT Date MnDOT/FHWAEngineer(ifestimatedtotalcostismorethan$150,000,approvalismadebyFHWA) Date Eligible? YES NO Comments FormFHWAͲ1547MN(Rev.5Ͳ2012) APPENDIX D
Page2 ThefirstfourquestionsmustallbeansweredâyesâinordertobeapprovedbyMnDOTorFHWA.Thelastthreequestionsareasking forjustification.Inordertoadequatelyunderstandandanswerthelastthreequestions,youmayneedtoreviewtheFHWAER Manual(http://www.fhwa.dot.gov/reports/erm/). YESNO 1.Isthereaminimumof$5,000inestimatedtotalcostforthissite(asitecanincludeseveraladjoininglocationswhere similardamage,relatedtothesamecause,hasoccurred)? 2.Isamapofdamagedsiteincluded(ifadjoininglocationsarecombinedtoonesite,themapmustshowthelocations)? 3.Arephotosofthedamagedsiteincluded? 4.IsthedamagedsiteonaneligiblefederalͲaidhighwaynotfunctionallyclassifiedasalocalorruralminorcollector? 5.Werepermanentrepairsperformedconcurrentlywithemergencyrepairs?Ifyes,pleaseexplainhowitwasdeterminedto bemoreeconomicalorpractical(23CFR668.109(a)(2)andChapterII(D)(1)(b)oftheFHWAERManual). YESNO 6.Wasacontractingmethodotherthancompetitivelybidcontractusedforpermanentrepairs?Ifyes,pleaseexplainhowit wasdeterminedthatanothercontractingmethodwascosteffective(23CFR635.204andChapterVI(M)oftheFHWAERManual). YESNO 7.Willabettermentbeincorporatedintotheproject?Bettermentsaredefinedasaddedprotectivefeaturesthatwerenotin placepriortothecurrentERevent(suchastherebuildingofroadwaysatahigherelevation,thelengtheningofbridges,armoring slopesorculvertswithconcrete/asphalt/riprap/sheetpiling/interlockingblocks).PriorFHWAapprovalisrequiredonallbetterments. Ifyes,pleaseexplainhowthebettermentiseconomicallyjustifiedbasedonananalysisofitscostversusprojectedsavingsincoststo theERprogramshouldfutureERͲeligibledisastersoccurwithinthenormaldesignyearforthebasicrepairwork,asdescribedin23 CFR668.109(b)(6)andChapterII(D)(2)(f)oftheFHWAERManual(additionaldocumentationmaybenecessary).
ANNEX G CETRP 7/13 ANNEX G BRIDGE STRUCTURAL DAMAGE RESPONSE PLAN MISSISSIPPI DEPARTMENT OF TRANSPORTATION
ANNEX G CETRP G-i 7/13 INDEX TO ANNEX G - BRIDGE STRUCTURAL DAMAGE RESPONSE PAGE INDEX ......................................................................................................................................... G-i I. PURPOSE....................................................................................................................... G-1 II. SITUATION ................................................................................................................... G-1 III. RESPONSIBILITIES ..................................................................................................... G-1 A. Mississippi Emergency Management Agency.................................................... G-1 B. Mississippi Department of Public Safety............................................................ G-1 C. Mississippi Department of Transportation.......................................................... G-1 VI. CONCEPT OF OPERATIONS ...................................................................................... G-2 V. EMERGENCY ASSISTANCE DIRECTORY .............................................................. G-2 Appendices (ANNEX G): Appendix 1 - Bridge Emergency Notification Guidelines........................................................ G-3 Appendix 2 - Bridge Structural Damage Emergency Response Guidelines............................. G-4 Appendix 3 - Mississippi River Mile Marker Strip Map .......................................................... G-6 Tab A - US 49 Helena Bridge Mile Marker 661.8............................................ G-7 Tab B - US 82 Greenville Bridge Mile Marker 531.3 ...................................... G-8 Tab C - I-20 Vicksburg Bridge Mile Marker 435.7 .......................................... G-9 Tab D - US 84 Natchez Bridge Mile Marker 363.3 ........................................ G-10 Appendix 4 - Tennessee-Tombigbee Waterway Mile Marker Strip Map .............................. G-11
ANNEX G CETRP G-1 7/13 ANNEX G BRIDGE STRUCTURAL DAMAGE RESPONSE I. PURPOSE To establish procedures MDOT employees will follow when notified by others of possible structural damage to a bridge or when such structural damage is discovered by MDOT personnel during the execution of their responsibilities. II. SITUATION Structural damage to bridges can occur at our boundary with Border States or within the confines of Mississippi. Bridge structural damage must be handled immediately in order to shut down the bridge to traffic for the safety of the public and to protect the structure from further damage. III. RESPONSIBILITIES A. Mississippi Emergency Management Agency (MEMA) Provides 24-hour emergency notification to MDOT Emergency Services Director. B. Mississippi Department of Public Safety (MDPS) 1. Provides emergency notification and warning. 2. Provides direction and control of traffic as needed. 3. Provides assistance to local authorities as needed. C. Mississippi Department of Transportation (MDOT) 1. Emergency Leadership Team (ELT) a. Coordinate MDOTâs emergency response and recovery operations. b. Review and approve emergency related press releases. c. Direct operations at the MDOT EOC, if activated. 2. Emergency Services Director Notifies appropriate MDOT Division and District Personnel.
ANNEX G CETRP G-2 7/13 3. District (Bridge Damage) Contact Person a. Instructs the appropriate District Bridge Inspection Engineer (DBIE) to inspect the damaged structure to determine the extent of damage. b. Contacts border state if bridge maintained by that state is damaged. c. Determines whether or not bridge should be closed to traffic. d. Determines if situation warrants an immediate or delayed response. e. Determines what necessary traffic control is needed. f. Contacts appropriate Rail Inspector if rail structure is damaged. 4. District Bridge Inspection Engineer (DBIE) a. Provides damage assessment of bridge structure. b. Coordinates MDOT assistance to border state maintained bridges, upon request. 5. State Bridge Engineer Provides appropriate action based upon existing conditions. 6. State Maintenance Engineer Notifies appropriate MDOT personnel and other affected agencies. IV. CONCEPT OF OPERATIONS The MDOT District will close the bridge immediately using all available manpower, equipment and materials. The District Engineer notifies the State Maintenance Engineer. The State Maintenance Engineer notifies the appropriate MDOT personnel and other agencies. The Traffic Division begins to fabricate special signs as necessary to re-route the traffic around the closure. Signs are erected in accordance with the Manual on Uniform Traffic Control Devices (MUTCD). Damage is assessed and steps made for repairs. The situation is monitored and the Emergency leadership team and Public Affairs Division are kept informed. V. EMERGENCY ASSISTANCE DIRECTORY (See ANNEX P)
Appendix 1 ANNEX G CETRP G-3 7/13 BRIDGE EMERGENCY NOTIFICATION GUIDELINES A. MEMA Communications/Duty Officer receives call regarding bridge incident involving a state maintained roadway. B. MEMA notifies MDOT Emergency Services Director (ESD) only for damage to a state maintained roadway. C. ESD is to notify Emergency Leadership Team, District contact, Bridge Division and Public Affairs Division immediately if there is a catastrophic event resulting in a bridge failure. For any other bridge emergency incident, notify MDOT Bridge personnel the following working day (i.e. for Friday evening, contact Monday morning). D. For Bridge emergencies involving a border state, call the appropriate Border State responsible for that bridge. E. MDOT District personnel should inspect damage first, prior to involving Bridge Division staff. F. U.S. Coast Guard will notify MDOT directly for coastal bridge and major waterway bridge emergencies.
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Appendix 2 ANNEX G CETRP G-4 7/13 BRIDGE STRUCTURAL DAMAGE EMERGENCY RESPONSE GUIDELINES A. MDOT personnel that discover or advised of structural damage to a bridge shall contact one of the following in the order listed: (Note that when it is obvious to the MDOT employee that is initially aware of the structureâs damage that a potential life threatening condition exists, that person should immediately take whatever steps necessary to prevent traffic from crossing over such structures and then proceed with contacting the appropriate MDOT personnel.) 1. During normal working hours: a. District (Bridge Damage) Contact Person b. District Bridge Inspection Engineer (DBIE) c. District Office d. MEMA (601) 933-6362 or 1-800-222-6362 2. Outside normal working hours: a. District (Bridge Damage) Contact Person b. District Bridge Engineer c. District Engineer d. MEMA (601) 933-6362 or 1-800-222-6362 B. The District Contact Person will instruct the DBIE to immediately inspect the bridge MAINTAINED by MDOT to determine the extent of damage, in particular the damage to piers, girders, and truss members. If the damaged bridge is maintained by another state, the District Contact Person shall notify the contact person in the appropriate state to be sure that they are aware of the situation as well as advise them of the DBIE that will be available if they need assistance from MDOT. The DBIE shall monitor the situation to assure MDOT that appropriate actions are being taken to address the conditions that exist. C. The District Contact Person upon receipt of damage assessment from the DBIE will make the following determinations: 1. Should structure be closed to traffic, if not already closed, due to extent of damage. If the structure must be closed, the District Contact Person shall immediately take steps to close the structure using MDOT and / or Law Enforcement personnel.
Appendix 2 ANNEX G CETRP G-5 7/13 2. Due to the extent of structural damage, the District Contact Person will determine if the situation warrants an immediate or delayed response. a. If an immediate response is warranted, the District Contact Person shall contact the Bridge Engineer and State Maintenance Engineer or their designee at the earliest hour possible. The District Contact Person shall advise the Bridge Engineer of all pertinent, known information about the structural damage along with other relevant information on the bridge (county, route number, bridge number, etc.) b. If a delayed response is warranted, the District Contact Person shall contact the Bridge Engineer and State Maintenance Engineer or their designee at the next normal working day. 3. The District Contact Person must make an initial assessment of traffic operations to determine if the District will establish the necessary traffic control or if the District will require the assistance of Traffic Engineering Division (TED) personnel, equipment, and/or materials. If assistance is required of TED, the District Contact Person shall contact TED at the earliest hour as deemed appropriate. 4. The District Contact Person shall contact the appropriate Rail Inspector, Office of Enforcement, at the earliest possible hour if a rail structure is damaged. D. The Bridge Engineer or designee, upon being notified by the District Contact Person, shall take appropriate actions based upon the conditions that exist. E. The State Maintenance Engineer or designee, upon being notified by the District Contact Person, shall be responsible for notifying the appropriate MDOT personnel and other agencies which may include, but not limited to the following: 1. Transportation Commissioners 2. Executive Director 3. Deputy Executive Director-Chief Engineer 4. Director, Office of Intermodal Planning 5. Director, Office of Enforcement 6. Assistant Chief Engineer-Field Operations 7. Assistant Chief Engineer-Operations 8. Assistant Chief Engineer-Preconstruction 9. Emergency Services Director 10. Public Affairs Division Director 11. Mississippi Emergency Management Agency 12. Mississippi Highway Safety Patrol 13. Natchez Trace Parkway 14. United States Coast Guard
Appendix 3 ANNEX G CETRP G-6 7/13 MISSISSIPPI RIVER MILE MARKER STRIP MAP ADAMS BOLIVAR CLAIBORNE COAHOMA DESOTO FRANKLIN ISSAQUENA JEFFERSON SHARKEY TUNICA WARREN WASHINGTON WILKINSON Mile Marker 703.00 Mile Marker 715.00 Mile Marker 664.00 Mile Marker 620.00 Mile Marker 305.00 Mile Marker 324.00 Mile Marker 552.00 Mile Marker 507.50 Mile Marker 464.00 Mile Marker 461.00 Mile Marker 420.00 Mile Marker 377.00 Mile Marker 378.00 Mile Marker 390.50 R iv er Missis s i pp i M iss iss ipp i R iv er LOUISIANA LOUISIANA ARKANSAS TENNESSEE Mississippi County boundaries indicated by Mississippi River Mile Markers (nearest proximity) Grand Gulf Vicksburg Bridge Mile Marker 435.7 Natchez Bridge Mile Marker 363.3 / 363.29 Greenville Bridge Mile Marker 531.3 Helena Bridge Mile Marker 661.8
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Tab A Appendix 3 ANNEX G CETRP G-7 7/13 US 49 HELENA BRIDGE MILE MARKER 661.8 (Arkansas State Highway and Transportation Department maintains this bridge.)
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Tab B Appendix 3 ANNEX G CETRP G-8 7/13 US 82 GREENVILLE BRIDGE MILE MARKER 531.3 (Mississippi Transportation of Department maintains this bridge.)  ºº ººº  ººº º   ººº    ºº  ºÂ ººº    ººº    ººº   ººº      ººº    ººº   ººº  ººº  ºº   ººº   ºº  u u u u BENDWAY W EI RS 52 7. 4 A N C O N IA P O IN T LT . Whisk ey Chu te SU N N YS ID E LD G . Blue Ba yo u LAK E LA K E CH IC O T M I S S I S S I P P I A R K A N S A S R ef ug e Su nn ys id e Sh iv es (18 58) CU T- OF F AM ER IC AN G R E E N V IL L E B R ID G E G A G E Be av er La ke WALKER 52 7. 1 A M E R IC A N B A R L T. L A K E P O R T T O W H E A D 5 SU NN YS IDE REV ETM ENT LA KE PO RT RE VE TM EN T VAUCLUSE ISLAND 84 DIK ES W A SH IN G TO N C O U N TY PI PE LI NE P IP E LI N E A R K A N S A S 53 2. 5 V A U C LU S E B E N D L T. A R K A N S A S PIPELINE P IP E LI N E S CO TTO NW OO D CH UT E PIPELI NES PIPELI NE PIP ELI NE PI PE LI N E A R PI PE LI NE G AS P IP E LI N E P IP E LI N E PI PE LIN E CO . M I S S I S S I P P I LA K E LE E DI TC H NO C H IC O T D IK E 1 D IK E 2 D IK E 3 RE FU GE DIK E 1 DIK E 1 -U DIKE 2-U DI KE 1- A C O U N TY C H IC O T C O U N TY C H IC O T C O U N TY C H I IN D EF IN IT E IN DE FI NI TE W A SH IN G TO N C O U N TY C H IC O T C O U N TY 454 454 XX82 142 SU NN YS IDE RE VE T W E IR 2 W E IR 3 W E IR 4 W EI R 5 W EI R 6 W EI R 7 PIP EL INE S                         1 ,0 0 0 2 ,0 0 0 0 F e e t 1 0 0 1 ,0 0 0 0 M e t e r s 1 0 0 .5 M il e s O W N E R TE X A S G A S T R A N S M IS S IO N C O R P S O U TH C E N TR A L B E LL T E L C O TE X A S G A S T R A N S M IS S IO N C O R P TE N N E S S E E G A S P IP E LI N E C O TE N N E S S E E G A S P IP E LI N E C O TE X A S G A S T R A N S M IS S IO N C O R P TE X A S G A S T R A N S M IS S IO N C O R P TE X A S G A S T R A N S M IS S IO N C O R P A M R P IP E LI N E C O A M R P IP E LI N E C O M IL E S 53 1. 4 53 1. 3 53 0. 6 53 0. 3 53 0. 0 52 9. 7 52 9. 6- 52 9. 2 52 9. 0 52 8. 8 52 8. 6 TY P E O F C O N S TR U C TI O N 4- 10 " S U B G A S P IP E LI N E S 1 TE L (B R ID G E ) 1- 26 " S U B G A S P IP E LI N E 3- 24 " S U B G A S P IP E LI N E S 2- 16 " S U B G A S P IP E LI N E S 1- 36 " S U B G A S P IP E LI N E 4- 16 " S U B G A S P IP E LI N E S 2- 20 " S U B G A S P IP E LI N E S 2- 24 " S U B G A S P IP E LI N E S 1- 36 " S U B G A S P IP E LI N E V E R TI C A L N .G .V .D .
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Tab C Appendix 3 ANNEX G CETRP G-9 7/13 I-20 VICKSBURG BRIDGE MILE MARKER 435.7 (Louisiana Department of Transportation and Development maintains this bridge.)
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Tab D Appendix 3 ANNEX G CETRP G-10 7/13 US 84 NATCHEZ BRIDGE MILE MARKER 363.3 (Mississippi Transportation of Department maintains this bridge.)
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Appendix 4 ANNEX G CETRP G-11 7/13 TENNESSEE-TOMBIGBEE WATERWAY MILE MARKER STRIP MAP Mile 310 Mile 315 Mile 325 Mile 335 Mile 345 Mile 350 Mile 375 Mile 410 Mile 425 Mile 445 Mile 450 TUPELO New Site Fulton Mantachie Mooreville GlenKossuth Burnsville Iuka Paden Rienzi Dennis Golden Belmont Tishomingo Jumpertown Booneville Wheeler Marietta Tremont Guntown Saltillo Plantersville Nettleton Okolona Smithville Hatley Gattman Greenwood Springs Becker Amory Aberdeen Prairie Hamilton Caledonia Steens Mayhew Artesia Crawford West Point Mississippi State Bigbee Valley Cliftonville 45 69 388 775 182 788 786 373 45 182 50 373 12 25 382 25 278 278 45 278 178 78 363 371 178 363 769 145 45 145 6 145 371 776 6 25 23 178 23 4 366 366370 348 366 371 348 30 362 4 30 365 364 30 364 793 350 779 356 367 356351 2 4 8 8 82 50 182 2 72 78 41 APD V LOWNDES MONROE LEE ITAWAMBA TISHOMINGO ALCORN PRENTISS 145 365 Baldwyn 25 25 25 45 45 379 V APD 45 ALT 45 ALT 172 145 792 792 760 766 370 785 25 774 767 4 245 76 145 278 278 795 45 ALT Mile 435 Mile 320 Mile 330 Mile 340 Mile 355 Mile 360 Mile 370 Mile 365 Mile 380 Mile 385 Mile 390 Mile 395 Mile 405 Mile 400 Mile 415 Mile 420 Mile 430 Mile 332 Mile 339 Mile 356 Mile 368 Mile 370 Mile 389 Mile 411 Mile 421 Mile 435 Mile 443 Mile 440 Tennessee Arkansas
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January 2010 ODOT Emergency Operations Plan, Annex G â Bridge Damage Assessment Oregon Department of Transportation Emergency Operations Plan Annex G Bridge Damage Assessment
January 2010 ODOT Emergency Operations Plan, Annex G â Bridge Damage Assessment i Oregon Department of Transportation Emergency Operations Plan Annex G - Bridge Damage Assessment Bridge Section Procedures for Emergency Response TABLE OF CONTENTS Purpose .......... .......................................................................................................................1 1. Employee Safety........................................................................................................2 A. Job Safety Analysis..............................................................................................2 B. Emergency Bridge Inspection Equipment ...........................................................3 2. Emergency Response Notification ............................................................................4 3. First Response ...........................................................................................................5 A. First Look ............................................................................................................6 B. Level I Inspection ................................................................................................7 C. Level II Inspection ...............................................................................................8 D. Level III Inspection..............................................................................................8 4. Standard Bridge Tagging Procedure..........................................................................9 5. Bridge Engineering Incident Command Center (ICC) ..............................................11 Attachments: x Earthquake Damage Assessment Report Form x Bridge Engineering Section Emergency Plan (Flowchart) x Bridge Damage Assessment Status Report Form
January 2010 ODOT Emergency Operations Plan, Annex G â Bridge Damage Assessment 1 Oregon Department of Transportation Emergency Operations Plan, Annex G - Bridge Damage Assessment ODOT Bridge Section Procedures for Emergency Response [Developed by: ODOT Bridge Section] PURPOSE The purpose of this document is to provide a list of personnel expectations and actions, when a major event involves bridges in the State of Oregon. The event can be isolated to only one structure or widespread over a much larger geographical area. No one can predict the occurrence or nature of a major event. These events could include earthquakes, tsunamis, forest or transient fires, landslides and mudflows, winter storms and blizzards, severe thunderstorms, floods and flash floods, hurricanes, tornadoes, and volcanic eruptions. It is important that personnel be familiar with the emergency procedures, so the plans can be quickly changed and implemented as the need arises. These procedures are designed so they can be easily modified to fit any major event. Bridge Engineering Section is committed to assisting ODOT Districts, Regions, and Local Agency Managers, by making technical expertise, bridge inspectors, and underwater diver resources available for providing on-site assistance. The technical assistance could include, but not limited to, the following: x Evaluate the safety of a damaged structure. x Provide temporary or permanent repair details. x Provide plans for temporary or replacement structures, or x Provide construction assistance. After a major event, one of the first items to be determined is the level of the response. Depending on the magnitude of the event, the response level could include any or all of the following (Note: The magnitudes shown herein are only guidelines and not threshold values for the actions to take place): 1.) As first responders, ODOT Bridge Maintenance, Construction, or Region Bridge Inspection Personnel will be called upon to perform the initial inspection of all bridges within their geographical area. For seismic events of a magnitude 4.0 or greater, this is anticipated to occur on all bridges within 100 miles of the epicenter of the event. 2.) Depending on the magnitude of the event, a Bridge Engineering Section Incident Command Center may be established to help monitor the situation and provide
January 2010 ODOT Emergency Operations Plan, Annex G â Bridge Damage Assessment 2 technical guidance to those in the field. For seismic events of a magnitude 6.0 or greater, this is anticipated to occur following all events with an epicenter within the State of Oregon or within 100 miles of the border thereof. Bridge Inspection Teams consisting of Certified Bridge Inspectors and Bridge Engineering Section Engineers, may be directed to make a condition assessment on all bridges that have been reported to have structural damage. 1. EMPLOYEE SAFETY ODOT is committed to a safe and healthy workplace through prevention, equipment maintenance, education, training and compliance with all state and federal regulations. Before any Bridge Engineering Section employee is sent on a field assignment, they should be very familiar with the following: A. Job Safety Analysis - Safety in the field is a fundamental responsibility of each employee. Safe practices and methods must be considered equally with other organizational objectives, such as cost control, quality and productivity. Before Bridge Engineering Section personnel are assigned to a field assignment, they must become familiar with this subsection and properly equipped. Every job assignment can be separated into a series of relatively simple steps; the hazards associated with each step can be identified and solutions can be developed to help control each hazard. Every bridge type, location, and site conditions vary quite drastically throughout the state. Therefore, any hazard analysis must be modified on a case by case basis to fit the local conditions encountered. A very generic example is as follows: Step 1: Working Alone: Being in a position where the employee can not contact help. Solution: Don't work alone, or follow the "ODOT Standards for Working Alone" by establishing a communication net with specific check-in times and acknowledge completion. Step 2: Traffic Control: Match traffic plan with site conditions and work. Walk against traffic, have a traffic spotter accompany the inspector, always have an escape route, provide warning signs or vehicular strobe light, or provide a lane closure. Step 3: Donning Equipment: Match equipment needs to the work being performed. Review and follow the "ODOT Standards for Personal Protective Equipment".
January 2010 ODOT Emergency Operations Plan, Annex G â Bridge Damage Assessment 3 Step 4: Planning and Implementing Access: Devise a plan to mitigate all known hazards and assure that all team members fully understand the plan. Step 5: Working in a Confined Space: Review and comply with "ODOT Confined Space Program". B. Emergency Bridge Inspection Equipment - To assure the safety of Bridge Engineering Section Personnel, each employee assigned to field duties must be properly equipped. A suggested list of personal protective equipment and supplies is as follows: Clothing Hard Hat w/chin strap Work Boots Extra Sweatshirt Safety Vest Ear Plugs Safety Glasses Soft Cap Rubber Boots Rain Gear Stocking Cap Work Gloves Coveralls Rubber Gloves Extra Socks Dust Mask Inspection Equipment Clipboard 100' Measuring Tape Flashlight Notepad 25' Pocket Tape Red Paint Marker Pens & Pencils Hammer Green Paint Marker Safety Harness 2 Lanyards Keel/Crayon Binoculars Cellular Phone Portable Strobe (yellow) Flagging Tape Machete Life Vest Duct Tape 50' of 1/2" rope Safety Rope Slide Portable Ladder Sounding Weight Camera w/Film Wire Cutters Crescent Wrench Pliers Micrometer Metal File Wire Brush Personal Supplies First Aid Kit Fresh Water Toilet Paper Food / Munchies Drinking Cup
January 2010 ODOT Emergency Operations Plan, Annex G â Bridge Damage Assessment 4 ODOT Identification Cards In possession of a DMV Identification Card with photo ID and working title 2. EMERGENCY RESPONSE NOTIFICATION Actions taken will depend on the distance from the epicenter, duration and magnitude of the shaking, and other factors. It is anticipated that structural damage could occur as follows: Magnitude 3: Damage is not anticipated Magnitude 4: Possible structural damage Magnitude 5: Might have damage â finding it is the problem Magnitude 6: Structural damage clearly apparent It is anticipated that the following procedures will be put into play immediately following all seismic events with a magnitude of 3.0 or greater that occur either within the State of Oregon or within 100 miles of the border thereof. Each notification will provide the location of the epicenter and the recorded magnitude of the earthquake: a.) The University of Washingtonâs earthquake monitoring center, notifies the Oregon Emergency Response System (OERS) following all earthquakes that are 3.0 or greater, via LEDS (Law Enforcement Data System). b.) Following that notification, the Oregon Emergency Response System will immediately notify the ODOT Dispatch Centers located throughout the state, also via LEDS. c.) Pursuant to that notification, the ODOT Dispatch Centers will immediately notify the ODOT Bridge Maintenance Crews, the Region Bridge Inspector (RBI) located in each region, via assigned pagers. The ODOT Bridge Engineer and the ODOT Bridge Operations Engineer will be notified by the Region 2 Dispatch Center (Station 2), also via their pager. x Each Bridge Engineering Section Team Leader will periodically hold a pre-event planning session with the personnel assigned to them, to discuss these ODOT seismic event expectations. Each employee will be directed to follow the instructions on the back of their âpocket phone directory cardsâ. An earthquake can be measured by the amount of energy released. The Richter Scale uses Arabic numerals to rate the amount of energy or its magnitude. The size or strength of an earthquake may also be measured by the intensity that is felt or the kind of damage that occurs. Intensity depends on your distance from the epicenter and the geologic area. The Modified Mercalli scale measures the earthquakeâs effect on people, property, and ground damage. An earthquake may have a different intensity rating at different locations from the epicenter. Damage is usually lessened with the distance from the earthquakeâs epicenter. However, damage may depend on the type of structure, construction, or type of soil on which
January 2010 ODOT Emergency Operations Plan, Annex G â Bridge Damage Assessment 5 the structure was built. For example, a bridge on bedrock experiences less movement that a bridge on loose sediments. The Modified Mercalli Intensity Scale is as follows: I. Not felt by most people, only instruments detect the earthquake. II. People lying down might feel the earthquake. III. People on upper floors of buildings will feel it, but may not know it is an earthquake. Hanging objects swing. IV. People indoors will probably feel it, but those outside, may not. Houses may creak. V. Nearly everyone feels it. Sleepers are awakened. Doors swing, pictures move, things tip over. VI. Everyone feels the earthquake. Itâs hard to walk. Windows and dishes broken. Books fall from shelf. VII. Itâs hard to stand. Plaster, bricks, and tiles fall from buildings. Small land slides. VIII. People will not be able to drive cars. Poorly, built, buildings may collapse. Chimneys may fall. IX. Most foundations are damaged. Masonry heavily damaged. Pipes are broken. The ground cracks. X. Most buildings are destroyed. Water is thrown out of rivers and lakes. Large landslides. XI. Rails are bent. Bridge and underground pipelines unusable. XII. Most things are leveled. Large objects may be thrown into the air. Large rock masses are displaced. The magnitudes reported by the news agencies are based on the Richter Scale at the epicenter of the earthquake. As a result, the magnitude of the event at each specific bridge site is unknown. Therefore, to quickly assess how widespread the potential damage might be, and gauge the level of response effort, we need to use the Modified Mercalli Scale above. By interviewing people at various locations as to what they felt, the size of the affected area and the scope of the response effort can be determined. It is anticipated that a Level 1 and 2 bridge inspection effort will be dispatched throughout all areas that experienced a magnitude of (V) or greater as defined on the Modified Mercalli Scale.
January 2010 ODOT Emergency Operations Plan, Annex G â Bridge Damage Assessment 6 3. FIRST RESPONSE The Region Bridge Inspectors (RBIs) are located geographically throughout the state. Therefore, when a major event occurs, the RBI staff is directed to report to the closest ODOT District Maintenance Office to the affected area(s) and function as the initial Bridge Inspection Coordinator, until the Bridge Engineering Section Incident Command Center is operational. As the Bridge Inspection Coordinator, the RBI will also be the initial contact with the Local City/County Agencies and assure that a rapid survey of all bridges within the affected area(s) is being conducted. The RBI will make the initial determination of whether they need additional inspection personnel. The RBI will continue to function as the Bridge Inspection Coordinator, until relieved by other Bridge Engineering Section personnel. If a Local Agency establishes an Incident Command Center with in the affected area(s), Bridge Engineering Section will make contact and offer resource assistance. If assistance is requested, Bridge Engineering Section Personnel will be immediately dispatched, to help coordinate bridge inspection, shoring and/or repair activities. Bridge Operations will provide the local agency coordinator with a complete inventory check-off spreadsheet of all the structures within the apparent effected area. The local agency coordinator will maintain a multi-jurisdictional information file on all bridges inspected, recording information regarding their operational status, extent of the damage and a general description of any damage repair activity. All measures will be taken to assure the general public is being properly protected and as a way of establishing an acceptable level of confidence. The level of the inspection that has been performed on each structure will be tracked by Bridge Engineering Section. The level of inspection is described as follows: A. First Look - Since the source of the initial information would most likely come from non-transportation personnel such as 911 calls from the general public, various police agencies, fire departments, and rescue personnel, the initial survey would be recorded as a FIRST LOOK Status Report. This inspection is basically an initial assessment of the usability of a bridge by an untrained observer, such as police, fire, motorist, or news media reports. The results of this level is, whether or not the bridge (and approaches) have collapsed or not. Recording a first look status provides the ability to log and track initial reports, and by whom, coming in following a major event. These reports will be taken at face value, but will likely be the best initial damage assessment available. The Region Bridge Inspector will immediately report the results of the survey to Bridge Engineering Section Incident Command Center. The Region Bridge Inspector will help interpret the identification and location of the bridges being reported as being damaged.
January 2010 ODOT Emergency Operations Plan, Annex G â Bridge Damage Assessment 7 Names and bridge locations used by the general populous does not always coincide with ODOT identifiers. If the event can be classified as widespread or when the Bridge Engineer or designee determines it is needed an inspector will be directed to either accompany an initial reconnaissance flight or interact with the local agency personnel. The intent is to assess the magnitude of the event, get an inventory of all collapsed bridges, and readily determine the status of available bypass routes. If the Oregon Emergency Coordination Center (ECC) is activated and the State and Regional Disaster Aviation Plan (SARDA) is in effect, ODOT will be competing with other agencies for these air resources. As a result, ODOT may need to request air support through the SARDA Coordinator at the Oregon ECC: SARDA: (503 378-2911 or (503) 452-0311 ODOT Airplane: (503) 378-4882 Buswell Aviation: (503) 362-9328 Civil Air Patrol: (503) 581-2125 US Coast Guard: (503) 756-4141 939th Air Rescue Wing (503) 335-4718 304 Air Rescue Squadron 1-800-452-0311 Aerial Photographic Service (503) 678-2704 B. Level I Inspection - Upon notification that a major event has or is occurring, the Bridge Inspection Coordinator (RBI) will assure that all bridges within the affected area(s) is being assessed for damage by trained bridge maintenance personnel. Even though all structures within the affected area(s) will be inspected, the inspection teams will use the following as a guideline to help prioritize their inspection order: 1.) Life-Line Routes 2.) Life-line Alternate Routes 3.) Interstate Routes 4.) Major Arterial Routes 5.) Secondary Highways Life-Line Route is defined as a route that is used to provide essential services during the first 72 hours following an event. It is anticipated that all bridges with the affected area(s) will have had a Level I inspection within the first 24 hours. These inspections will identify all damaged structures and record the nature and extent of the damage on each. For emergency response purposes, this level revolves around questions regarding the bridges serviceability: Is it damaged? If yes, how badly? Is it usable? If so, how many lanes? Under what conditions, or limitations? This level of inspection will only assess whether the structure should remain open or closed. The
January 2010 ODOT Emergency Operations Plan, Annex G â Bridge Damage Assessment 8 guideline used by the personnel performing this level of inspection is whether they would feel safe driving on the bridge themselves and those shown on the Emergency Bridge Inspection Report Form. The personnel performing this level of inspection will take whatever action is deemed necessary, at the moment, to help protect the general public. The personnel performing this level of inspection will notify the local Bridge Inspection Coordinator as to the status of the bridge based on their appraisal and mark the right hand approaching bridge railing ends in accordance with the standard procedures. ODOT Bridge developed an Emergency Bridge Inspection Report Form, in order to facilitate the following: x Identify which bridges are assigned to the inspector for a condition assessment. x Provide the inspector with guidelines that would warrant closing a bridge. x A document that can be used as a communication tool, to help convey structural damage information by using sketches. x Help document actions taken by date and time. C. Level II Inspection - A Level II Inspection will be performed on all bridges within 50 miles of the epicenter following a seismic event with a magnitude of 5.0 or greater, or on all bridges that have reported damage, within 72 hours of the event. If the Local Bridge Inspection Coordinator determines that additional inspection assistance is needed, Bridge Engineering Section will direct additional inspection resources to report to either the ODOT District Maintenance Office or the Local Agency Incident Command Center for further deployment. As a safety precaution, it is anticipated that Bridge Engineering Section personnel will be teamed and deployed with District Bridge Maintenance Personnel. The objective of this teaming is to maximize the expertise of the personnel, familiarity of the affected area for potential detour routes, and to exercise the delegated authority for closing a structure. Preliminary data from the Level I Inspection Reports will begin to define the scope of the event. The purpose of this inspection level is to assure that a more in-depth damage assessment is conducted by Certified Bridge Inspection Team Leader or a Licensed Civil/Structural Engineer. Upon completion of the inspection, these inspectors will take the following actions: * Notify the Bridge Inspection Coordinator as to the status of the bridge, * Mark the bridge ends in accordance with the standard procedure, * Complete an Emergency Bridge Inspection Report Form on each structure inspected, * Forward a copy of the bridge inspection report to the Bridge Operations Engineer. Personnel performing this level of inspection will also make temporary repair/shoring recommendations and/or if necessary, request a Level III Inspection be made by Bridge
January 2010 ODOT Emergency Operations Plan, Annex G â Bridge Damage Assessment 9 Engineering Section Personnel. The decision whether to keep a portion of a bridge open to traffic should only be made by a Licensed Professional Engineer. It is anticipated that every bridge within the affected area(s), would receive a Level II inspection, within 72 hours of the major event. D. Level III Inspection - After all bridges within the affected area(s) have been initially inspected and actions have been taken to ensure their safety, a more detailed inspection or investigation should be undertaken, by forensic investigation teams assigned by the Bridge Engineering Section. If the inspection teams are not familiar with the area, they should be assisted by at least one District maintenance staff member, to help guide the team through alternate routes, if heavy damage has occurred. If warranted, the purpose of this in-depth inspection, is to perform an on-site, analysis of the damaged portion of the bridge, which could include NDE testing of the primary structural members. The analysis will be used for evaluating the load carrying capacity of the existing structure, help design temporary shoring and an information gathering mission, so that Bridge Engineering Section can start developing plans and specifications for more long- term, permanent repairs. Specialists may be consulted to analyze failure modes, so the information can be incorporated into future design practices. Upon completion of their inspection, these inspectors will again notify the Bridge Inspection Coordinator as to the status of the bridge, based on their appraisal, mark the bridge ends in accordance with the standard procedure, fill-out and forward a bridge inspection report to the Bridge Operations Engineer. It is anticipated that a Level III Inspection will only occur on selected structures that warrant a detailed inspection. 4. STANDARD BRIDGE TAGGING PROCEDURE It has been our experience, that during a major event, there are a multitude of people, from a multitude of public agencies, running around the affected area(s), with very little coordination, or without a plan in hand of what to do. Therefore, a plan was developed, in an effort to maximize the use of available personnel, minimize duplication, minimize conflicting reports, and provide the most up-to-date information due to after-shocks. Upon completion of each inspection, each structure will be tagged in such a manner that the condition of each structure can be easily determined and the date and time that inspection was performed. The right bridge end, of each approach, will be tagged, so that it is clearly visible to approaching traffic. The tags should be painted on fixed vertical surfaces, such as the inside face of the concrete parapet wall, wingwall, inside face of the approach guardrail, or attached to a bridge approach sight marker. The tag will be coded as follows:
January 2010 ODOT Emergency Operations Plan, Annex G â Bridge Damage Assessment 10 agency ODOT RMS initials of inspector level I date 2/17 1430 time Translated: "A Level 1 inspection was made by an ODOT bridge maintenance person whose initials are R.M.S., at 2:30 PM local time on February 17th." If the tag is GREEN, the bridge appears to have little or no damage. The bridge maintenance person performing the inspection would feel quite comfortable crossing the bridge in a loaded truck and feels that it should remain open, with no restrictions. If the tag is RED, the inspector feels the bridge appears unsafe for any traffic and should be closed immediately, due to visible structural distress, partial failure, or collapse. In this case, physically close the bridge with whatever means that are available, Mark the bridge end tag in red, call the local incident command center to arrange for barricades and for someone to man the barricades, at all times. A good example for physically closing a bridge, would be to park vehicles across both road approaches and have someone standby at both ends of the bridge, until other policing personnel arrive on-site to take charge of the situation. The local incident commander will notify the policing agencies and the general public, via public safety announcements on commercial radio and television stations. The ODOT Regional Dispatch Centers and the ODOT representative at the Oregon ECC also must be notified of all bridge closures. The ODOT Regional Dispatch Centers will thereby notify the Ports of Entry and the Oregon Trucking Association, who can promptly notify truckers and trucking companies, as well as, updating the information on the ODOT toll-free Road and Weather Information Hot line. The ODOT Representative at the Oregon ECC must be notified so that current information is available to state emergency response agencies concurrent with its release to the public. Oregon ECC Phone numbers are: (503) 378-4429 (direct line) (503) 378-2911 or (503) 452-0311 (alternate) (503) 588-1378 FAX
January 2010 ODOT Emergency Operations Plan, Annex G â Bridge Damage Assessment 11 NOTE: After the inspector is assured that the bridge has been physically closed, they should proceed on their pre-designated inspection route, to the next structure. agency ODOT RMS initials ODOT GLB level I II date 2/17 1430 time 2/17 1530 GREEN = Safe RED = Unsafe This figure indicates that another inspector made a subsequent inspection. The tag reads: "An ODOT Certified Bridge Inspector, with the initials of G.L.B., made a Level II bridge inspection on February 17th, at 3:30 PM." The follow-up inspection could agree with the Level I inspection and remedial action, in which case, the tag would be painted with the same color. Or the inspector could change the status of the bridge by changing the color of the tag. In either case, the inspector will X out the first inspection marking and place another tag beside it, using the appropriate color of paint. The inspector will then notify the local inspection coordinator and fill out an emergency bridge assessment form for the bridge. Finally, a third, more detailed inspection was made, at the direction of the local bridge inspection coordinator: agency initials ODOT RMS ODOT GLB ODOT IS level I II III 2/17 1430 2/17 1530 2/17 1730 date time GREEN = Safe RED = Unsafe In this case, "A bridge inspection team, from ODOT Bridge Engineering Section, with the initials I.S. performed a detailed forensic inspection of the bridge, on February 17th, at 5:30 PM." If the inspector placed a green tag on the bridge end, the bridge is considered safe and
January 2010 ODOT Emergency Operations Plan, Annex G â Bridge Damage Assessment 12 no further action is required. Red would mean the bridge is unsafe and needs extensive repairs or rehabilitation. When tagging with red, keep the bridge barricaded or post load limit signs, depending on the situation. The Local Bridge Inspection Coordinator will also report what actions are being taken to protect the general public, if closing the bridge appears to be warranted. If a bridge has been closed, it should not be re-opened to traffic, until it has been thoroughly inspected by a Level III Inspection Team. 5. BRIDGE ENGINEERING INCIDENT COMMAND CENTER (ICC) If the apparent structural damage is not wide spread, the Bridge Engineer, may direct the Bridge Operations Engineer, to coordinate the field activities simply as business-as-usual. However, depending on the magnitude of the event, the Bridge Engineer may establish an Incident Command Center (ICC) to help coordinate the initial bridge inspection activities and/or function as a resource by providing the following: * ODOT Bridge Engineering Section maintains a complete file on all bridges in the State of Oregon that are 20 feet and longer. The files include the latest bridge inspection information and bridge plans. Bridge Engineering Section has a variety of bridge design and load rating computer software. This type of expertise could be utilized during such an event. As a result, Bridge Engineering Section maintains a valuable resource of information and technical expertise that could be tapped into, by transportation personnel in the field. * Bridge Engineering Section maintains a complement of trained Licensed Civil Engineers, and Certified Bridge Inspectors, that can be used to supplement bridge inspection efforts and governmental office building condition assessments, in the field. These Engineers and Certified Bridge Inspectors are either on staff or as Consultants under contract to ODOT to provide professional services. Most of the Engineers are familiar with bridge design, building design, the load rating process and the operation of computer software. * Bridge Engineering Section Personnel can be sent into the field on information gathering missions that would include performing an in-depth, on-site, full-scale analysis of a damaged structure. The full-scale analysis would be used for evaluating the load carrying capacity of the existing structure, help design temporary shoring and expedite the development of plans and specifications for more long-term, permanent repairs. * After all the bridges within the affected area(s) have been initially inspected and actions have been taken to ensure their safety, a more detailed inspection or investigation should be undertaken, by forensic investigation teams. The forensic
January 2010 ODOT Emergency Operations Plan, Annex G â Bridge Damage Assessment 13 investigation team should consist of multi-disciplinary specialists that can be consulted to analyze failure modes, so the information can be incorporated into future design practices. If warranted, the ODOT Bridge Engineer will direct the following actions to be immediately implemented: 1. Upon notification of a major event (earthquakes that have a magnitude > 6.0), an Incident Command Center may be activated in Room 301 of the Transportation Building. Telephone numbers at this location are: (503) 986-4200. FAX number: (503) 986-3407. If the Transportation Building is not useable, the Incident Command Center will be activated in the ODOT Materials Lab Building located at 800 Airport Road SE, Salem. Telephone numbers at this location are: (503) 986-3000. Upon activation Frank Nelson, Bridge Preservation Engineer will report to the ODOT Agency Operations Center (AOC) until relieved by the Bridge Engineer, Mark Hirota. 2. Upon activation, an Acting Bridge Engineering Section Incident Commander will be designated by the ODOT Bridge Engineer. The Acting Bridge Engineer will be Bob Thompson, Scott Liesinger, Intae Lee, Sam Grossberg, or Chris Leedham. The designated commander will immediately establish an Incident Chain of Command that will undertake the following tasks: a. Contact the ODOT Agency Operations Center (AOC) to inform them of the bridge section activities, notify them of the available resources, and/or request any additional communication needs, such as, radios, cellular phones, battery packs, additional phone lines, etc. Determine if a bridge person needs to be sitting in the AOC and whether any local agency incident command centers have been established within the affected area(s) and their location(s). ODOT Agency Operations Center (AOC): (503) 986-3000 Region 1 Traffic Management Operations Center (TMOC): Region 1 Headquarters Bldg, 123 NW Flanders, Portland (503) 283-5259 ODOT Radio: Station 1 Region 2 Communication Dispatch Center: OSP Western Regional Dispatch Center, Portland Rd, Salem 362-0457, 378-2948, 378-8990, 1-800-776-7718 (emergency use) FAX (503) 371-5924, ODOT Radio: Station 2 Region 3 Communication Dispatch Center: OSP Southern Regional Dispatch Center, Medford (541) 858-3103 ODOT Radio: Station 3
January 2010 ODOT Emergency Operations Plan, Annex G â Bridge Damage Assessment 14 Region 4 / 5 Communication Dispatch Center: OSP Eastern Regional Dispatch Center, Bend (541) 383-0121 ODOT Radio: Station 4 b. Conduct a rapid survey of all bridges in the area(s) affected by the event to identify the failed and/or unsafe bridges. Since the source of the information would most likely come from the Emergency Management Centers, i.e. (non- transportation personnel such as 911 calls from the general public, various police agencies, fire departments, and rescue personnel), the inspection would be recorded as a FIRST LOOK Status Report. Assign a staff member to interpret the identification and location of the bridge. Names and bridge locations used by the general populous doesnât always coincide with ODOT identifiers. Assure all necessary actions are being taken to protect the general public, if closing the bridge appears to be warranted. If a bridge has been closed, it should not be re-opened to traffic, until it has been thoroughly inspected by a Level III Inspection Team. * For a listing of local agency contacts, please refer to the Local Agency City / County Directory c. Follow-up the First Look reports, by assuring that at least a Level I Inspection (performed by transportation department bridge maintenance personnel) is conducted on all bridges in the affected area, identifying all damaged structures and recording the nature and extent of damage on each structure. Inspections performed by Certified Bridge Inspectors or Licensed Civil/Structural Engineers, can be recorded as Level II Inspections. For Bridge Personnel contacts in the field, please refer to the following directories: * Bridge Operations Directory * Bridge Maintenance Directory * Local City/County Directory * Border State Directory If the event can be classified as major, the Incident Command Center Commander will assign an Inspector to: x accompany a site reconnaissance flight or interact with the news media flights, to assess the magnitude of the event, get an inventory of all collapsed bridges, and readily determine the status of available bypass routes:
January 2010 ODOT Emergency Operations Plan, Annex G â Bridge Damage Assessment 15 SARDA Coordinator: (503) 378-2911 or (503) 452-0311 ODOT Airplane: (503) 378-4882 Buswell Aviation: (503) 362-9328 Civil Air Patrol: (541) 607-1284 or (541) 689-5849 US Coast Guard: (503) 756-4141 939th Air Rescue Wing (503) 335-4718 304 Air Rescue Squadron 1-800-452-0311 Aerial Photographic Service (503) 678-2704 d. Immediately dispatch an Inspection Coordinator to the local incident command center located with-in the affected area(s) to help coordinate bridge inspection activities. The Bridge Engineering Section incident commander will identify personnel available for inspection teams or other tasks. e. If warranted, establish a 24-hour staffing schedule for the Bridge Engineering Section Incident Command Center. Assign critical tasks: * Bridge Engineering Section Incident Commanders ( 3 - 8 hour shifts) * Bridge Inspection Coordinators @ local incident command centers * Dispatcher/Data Collector, * Inventory/Status Map Producer * Bridge Maintenance/Repair Coordinators (multi-disciplinary team) * Communications Coordinator, * Couriers (runners), * Lodging Coordinator, * FEMA Coordinator, etc. Coordinate all Bridge Engineering Section activities with all of the local agencies in the affected area(s). f. Locate and Inventory: available vehicles, equipment, tools and supplies: DAS Motor Pool: 378-4377 Rob Cameron, Motor Pool Manager: hm 390-4357, cell 559-1939 Each assigned inspection team should be equipped with the personal protective equipment. g. Based on the results of the Level I or Level II Inspection, assign a member of Bridge Engineering Section to coordinate forensic investigation teams to investigate bridge failures and/or determine the load carrying capacity of a
January 2010 ODOT Emergency Operations Plan, Annex G â Bridge Damage Assessment 16 Bridge that might still be able to carry vehicular traffic. This in-depth forensic investigation will involve utilizing Non-destructive Testing methods to determine the structural integrity of the bridge, and will be recorded as a Level III Inspection. If additional bridge section personnel are needed to the assist inspection and/or maintenance effort, assure that the assigned person is accompanied by and is working directly with the field forces. h. There may be a large number of damaged structures, and numerous emergency repair projects in motion. To avoid confusion, duplication of assignments, false starts, etc., a staff member (maintenance coordinator) will be designated to collect and record damage information and help coordinate all repair activities. The maintenance coordinator should be the central source and clearing house for information regarding bridge repairs. This person should be the Bridge Engineering Section resource person, to interact with the bridge repair forces, locating materials (i.e., steel girders, Bailey Bridge, Acrow Bridge, railroad car sections, etc.) that can be used as a temporary structure or shoring, until permanent repairs can be made. The maintenance coordinator will form multi-disciplinary design teams, as needed. The multi-disciplinary design teams will provide technical guidance to ODOT and City/County Agencies. The technical guidance can include any of the following: * Emergency actions that must be taken to ensure public safety, * To prevent additional damage to the bridge, * Recommend and provide structural details (sketches) and material specifications for performing repair work on a damaged bridge. The repairs can be performed by: agency maintenance forces, emergency contracts, regular contracts, or by change orders for bridges within the limits of ongoing construction contracts. Temporary Detour Structures: x ODOT Acrow Bridge, Bob Thompson, (503) 986-3339 x Western Direct Federal, Richard Wasill, (360) 696-7717 x WashDOT Preservation Engr, Harvey L. Coffman, (360) 753-4739 x USFS, Kathy Van Hecke, (503) 326-2829 x CalTRANS Temp. RR Bridges, Tom Harrington (916) 227-8843 x Versa Steel, 1618 NE First Ave., Portland, Oregon 97232 x Bernie Mares, 1-800-678-0814 (long steel beams & modular Bridge Engineering Sections) i. Post maps of the damaged area(s).
January 2010 ODOT Emergency Operations Plan, Annex G â Bridge Damage Assessment 17 j. Conduct daily staff meetings to provide a brief summary of important events, decisions, agreements, and assignments. Prepare and distribute a daily summary report identifying the status of the bridges in the affected area(s). The summary should consist of short remarks to keep those involved informed. k. Assign a staff member to receive and redirect non-critical phone calls to minimize key manager involvement. Calls from the media should be directed to the ODOT Public Affairs Section: (503) 986-3455. Region 1 (Portland Metro Area) - Kathy Conrad (503) 731-8264 Region 2 (Willamette Valley) - Dave Davies (503) 986-3426 Region 3 (Southern Oregon) â Jerrod Castle (541) 957-3656 Region 4 (Central Oregon) â Dan Knoll (541) 388-6224 Region 5 (Eastern Oregon) â Tom Strandberg (541) 963-1330 l. Assign a staff member to coordinate lodging requirements for all out-of-town personnel involved in the disaster-related activities. m. Initiate and coordinate assignments of ODOT team members with the FEMA Damage Assessment Teams. n. Develop periodic summaries and reports for upper management and emergency operations centers. The ODOT District office within the affected area will be responsibility for directing the initial Level I Inspection efforts, including maintenance of the bridge status reports. Bridge Engineering Section, located in the Transportation Bldg, will be responsible for developing and issuing status report results from the Level II or III Inspections, preparing capacity calculations for damaged bridges, and preparing plans for temporary shoring until more permanent repairs can be instigated. Bridge Engineering Section will also coordinate the design effort for major repairs and any necessary coordination with FEMA. o. In any unexpected situation, the Bridge Engineering Section Incident Commander will make decisions based on the objectives of ensuring the safety of the traveling public and protection of public property, and contact the ODOT Agency Operations Center ASAP. p. When finished with their shift, each person involved with the event must provide the relieving Incident Commander with instructions on how to contact them, if the need arises. On many occasions, questions arise regarding an action that was undertaken or a decision that was made by personnel assigned to the preceding shift.
January 2010 ODOT Emergency Operations Plan, Annex G â Bridge Damage Assessment 18 Attached hereto is a copy of: x Earthquake Damage Assessment Report Form x Bridge Engineering Section Emergency Plan (Flowchart) x Bridge Damage Assessment Status Report Form
Abbreviations and acronyms used without definitions in TRB publications: A4A Airlines for America AAAE American Association of Airport Executives AASHO American Association of State Highway Officials AASHTO American Association of State Highway and Transportation Officials ACIâNA Airports Council InternationalâNorth America ACRP Airport Cooperative Research Program ADA Americans with Disabilities Act APTA American Public Transportation Association ASCE American Society of Civil Engineers ASME American Society of Mechanical Engineers ASTM American Society for Testing and Materials ATA American Trucking Associations CTAA Community Transportation Association of America CTBSSP Commercial Truck and Bus Safety Synthesis Program DHS Department of Homeland Security DOE Department of Energy EPA Environmental Protection Agency FAA Federal Aviation Administration FAST Fixing Americaâs Surface Transportation Act (2015) FHWA Federal Highway Administration FMCSA Federal Motor Carrier Safety Administration FRA Federal Railroad Administration FTA Federal Transit Administration HMCRP Hazardous Materials Cooperative Research Program IEEE Institute of Electrical and Electronics Engineers ISTEA Intermodal Surface Transportation Efficiency Act of 1991 ITE Institute of Transportation Engineers MAP-21 Moving Ahead for Progress in the 21st Century Act (2012) NASA National Aeronautics and Space Administration NASAO National Association of State Aviation Officials NCFRP National Cooperative Freight Research Program NCHRP National Cooperative Highway Research Program NHTSA National Highway Traffic Safety Administration NTSB National Transportation Safety Board PHMSA Pipeline and Hazardous Materials Safety Administration RITA Research and Innovative Technology Administration SAE Society of Automotive Engineers SAFETEA-LU Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (2005) TCRP Transit Cooperative Research Program TDC Transit Development Corporation TEA-21 Transportation Equity Act for the 21st Century (1998) TRB Transportation Research Board TSA Transportation Security Administration U.S.DOT United States Department of Transportation
TRANSPORTATION RESEARCH BOARD 5 0 0 F ifth S tre e t, N W W a s h in g to n , D C 2 0 0 0 1 A D D R ESS SER VICE R EQ UESTED NO N-PRO FIT O RG . U.S. PO STAG E PA ID CO LUM BIA, M D PER M IT NO . 88 ISBN 978-0-309-38978-5 9 7 8 0 3 0 9 3 8 9 7 8 5 9 0 0 0 0 PostâExtrem e Event Dam age Assessm ent and Response for Highw ay Bridges NCHRP Synthesis 497 TRB
