bridge # us 2 eb on ramp over i 35, ramps & lake · mndot bridge no. 69102 2015 fracture...

2015 FRACTURE CRITICAL

BRIDGE INSPECTION REPORT

MnDOT Bridge Office

3485 Hadley Avenue North

Oakdale, MN 55128

BRIDGE #

DISTRICT: COUNTY: CITY/TOWNSHIP:

Date(s) of Inspection:

Equipment Used:

Inspected By:

Report Written By:

Report Reviewed By:

Final Report Date:

69102

US 2 EB ON RAMP over I 35, RAMPS & LAKE

District 1 St. Louis Duluth

- 05/04/2015

Manlift

Carter, Rodney; Nelson, Bill; Potter, Farrell; Theisen, Scott

Bill Nelson

Jennifer Zink

10/28/2015

State Highway AgencyOwner:

LOCATION MAP 1

I. FINDINGS SUMMARY 2

II. INSPECTION LOGISTICS 3

III. FRACTURE CRITICAL MEMBERS/FATIGUE PRONE DETAILS 5

IV. INSPECTION FIELD NOTES 10

V. PICTURES 13

APPENDIX A: SI&A 23

APPENDIX B: 7 DAY FC REPORT 25

APPENDIX C: STRUCTURAL ASSESSMENT REPORT - FC 29

APPENDIX D: 1997 LOAD RATING 32

SECTION PAGETable of Contents

MnDOT Bridge No. 69102 2015 Fracture Critical Bridge Inspection Report

Location Map

Bridge 69102

1

This report documents the findings of the fracture critical inspection of Bridge No. 69102 (southbound ISTH-35 toeastbound USTH-2). The fracture critical members are the steel pier caps located at Piers 2, 3, and 4. These pierswere the only members inspected. The inspection was completed on May 4, 2015.

I. Findings Summary

No new significant findings were made during this inspection. Listed below are significant findings made duringprevious fracture critical inspections. No critical deficiencies were observed during this inspection.

1. The current load rating on the bridge that was completed in 1997 did not take into consideration the load carryingcapacity of the steel pier caps. In the 2011 fracture critical report, it was recommended that a new load rating becompleted taking into account the steel pier caps. As of the writing of this report, no new load rating has beencompleted.

Recommendation: Perform a new load rating on the bridge taking into consideration the strength of the steel pier caps.

2. It has been previously reported that there is pigeon debris inside the cap at Pier 3. This condition has not changed.

Recommendation: This is a health hazard during the inspection of the interior of the pier cap. The pigeon debris needsto be removed.

3. There is further deterioration of the exterior paint system on all three pier caps (Photos 4 to 6 and 17 to 19).

Recommendation: During future inspections, continue monitoring the condition of the steel pier caps.

Significant Findings

Comments

The NBI ratings are unchanged.

Suggested

NBI Condition Ratings

Item Current

NBI Condition Summary

Deck 52 sf of delamination (2012)7 (Good Condition) 7 (Good Condition)

Superstructure 6 (Satisfactory Condition) 6 (Satisfactory Condition)

Substructure 7 (Good Condition) 7 (Good Condition)

Channel 8 (Banks are protected) 8 (Banks are protected)

None.

Inventory Updates

MnDOT Bridge No. 69102

2015 Fracture Critical Bridge Inspection Report

2

II. Inspection LogisticsThis report documents the fracture critical inspection on the three steel pier caps located at Piers 2, 3, and 4 on BridgeNo. 69102. The inspection was completed on May 4, 2015 by Bill Nelson, Farrell Potter, Rodney Carter and ScottThiesen. The 2015 Fracture Critical Inspection Report was written by Bill Nelson.



Bridge Description

Bridge No. 69102 is a flyover ramp from southbound ISTH-35 to eastbound USTH-2 and is considered an approach toBridge 69100 (the “Bong Bridge”). Bridge 69102 crosses over an on-ramp to southbound ISTH-35, ISTH-35 mainline,USTH-2, BNSF railroad yards, and a lake. The bridge was constructed in 1983. There are 18 spans (total length of2,642 ft.). The piers & spans are numbered starting from the North Abutment.

There are steel pier caps located at Piers 2, 3 and 4. These are considered to be fracture critical. These three pierswere the only members inspected on the bridge.

Pier 3 has an "outrigger" steel cap that is a welded steel box beam (extending beyond the width of the deck) supportedby two concrete columns. The steel cap is 42' long, 46" deep, and 36" wide. There are three 60" deep steel girders thatframe directly into the cap with bolted connections (the flanges pass just above and just below the cap). The verticalweb plates are fillet welded to the horizontal flange plates. There are no backer bars along the welds. The interiorstiffeners (located where the three girders intersect the cap) extend the full height of the cap and have a cut out accessportal. The internal stiffeners are fillet welded to the webs and top flange with a “tight fit” detail (no weld) along thebottom flange. The internal stiffeners have 3" copes at the corners. The welds extend just beyond the end of thecoped plates instead of terminating ½" from the edge. The cap is supported at each end by a fixed curved platebearing assembly which allows translational rotation due to deflection of the cap. There are external bearing stiffenerswelded to the webs directly above the bearings.

Piers 2 and 4 have “integral” steel caps that consists of a welded steel I-girder with bolted connections to the centergirder and fascia girders. The steel cap web plates are 1” thick that taper down in depth on the cantilever end sections.The flanges are 20” wide and 1½" thick. There are four welded web stiffeners on each face of the caps (located nearthe center of the cap above the bearings). There is a 3” thick horizontal anchor rod bracket welded between each pairof web stiffeners approximately halfway up the web of the steel cap. The steel caps are anchored to a taperedconcrete pier wall. The arch portion of the pier caps have four 2½" diameter anchor bolts (Mn/DOT 3309 steel) that arejust over 9' in total length and are embedded 5' into the concrete pier base. Each anchor bolt is double-nutted. Theplans called for the nuts to be re-tightened and tack welded after the concrete deck was poured. Each cap is supportedby two fixed curved plate bearing assemblies which allows translational rotation due to deflection of the adjacent spans.There is a line of “load path redundant” diaphragms located on each side of the integral steel pier caps. Average DailyTraffic on the bridge is 4,500. The last traffic count on the bridge was completed in 1994. The bridge is owned andmaintained by District 1.

MnDOT District 1 was contacted prior to the inspection of the bridge to allow for coordination of necessary laneclosures and traffic protection. This inspection included an in-depth visual inspection of the steel pier caps located atPiers 2, 3, and 4 (confined space entry procedures required for Pier 3). No other portion of the bridge was inspected.The steel pier caps were accessed from below using District 1's “Skyjack” manlift. Alternating shoulder closures wererequired. The ramp was never closed completely. Access equipment and traffic control was provided by Mn/DOTDistrict 1 personnel.

Inspection Access

Pier 3 is considered a confined space. Confined space entry procedures were required prior to entering this pier.

Special Requirements

FRACTURE CRITICAL MEMBERS:Integral Steel Pier Caps1. Visual “hands-on” inspection concentrating on tack welds.2. Visual “hands-on” inspection concentrating of “tight fit” detail at web stiffener/top flange connection.

FATIGUE PRONE DETAILS:1. Check all welded and bolted connections for integrity.2. Check all fracture critical members for plug welds and tack welds.

OTHER MISCELLANEOUS INSPECTION DETAILS:1. Visual inspection of piers and bearings2. Visual inspection of all non-fracture critical members in the steel pier caps.

Inspection Procedures

3



1. Visual “hands-on” inspection concentrating on tack welds.2. Visual “hands-on” inspection concentrating of “tight fit” detail at web stiffener/top flange connection.

FATIGUE PRONE DETAILS:1. Check all welded and bolted connections for integrity.2. Check all fracture critical members for plug welds and tack welds.

OTHER MISCELLANEOUS INSPECTION DETAILS:1. Visual inspection of piers and bearings2. Visual inspection of all non-fracture critical members in the steel pier caps.

4



FRACTURE CRITICAL MEMBERSThe National Bridge Inspection Standards (NBIS) defines a “Fracture Critical Member” (FCM) as “A steel member intension, or with a tension element, whose failure would likely cause a portion of or the entire bridge to collapse.” Theonly fracture critical members on the bridge are the steel pier caps located at Piers 2, 3, and 4.

FATIGUE PRONE DETAILSThis section identifies fatigue prone details present on the primary structural steel members of this bridge. Steelstructural members subjected to tension or reversal stresses can develop fatigue cracks. The three primary parametersaffecting fatigue crack propagation are stress range, the number of stress cycles, and the type of detail. Other factors,such as out-of-plane bending, heat straightening, or field-welded repairs can increase the likelihood of fatigue cracking.

For the purpose of designing bridges for fatigue caused by in-plane bending stress, AASHTO describes weld detailsand connections using an alphabetical designation ranging from stress category “A“ (best fatigue resistance) to stresscategory “F’” (most susceptible to fatigue crack growth). Fatigue detail categories are defined in Table 6.6.1.2.3-1 ofthe 2009 AASHTO LRFD Bridge Design Specifications.

III. Fracture Critical Members/Fatigue Prone Details

5

MnDOT Bridge No. 69102 2015 Fracture Critical Bridge Inspection Report

Fatigue Prone Details Member & Location

Detail Description & Photo Reference

AASHTO Stress

Category

AASHTO Detail

Number

Potential Crack

Initiation Point Steel Caps

(Piers 2 & 4) “Tight fit” detail at web stiffener/top

flange connection - NA In adjacent welds and base metal

Steel Caps (Piers 2 & 4)

Inspect tack welds located at vertical stiffener to top flange

E’ Equivalent NA Entire tack weld

Steel Cap (Pier 3)

Open hole in bottom flange plate of pier cap for inspection access D 1.5

In the base metal adjacent to the hole (smallest cross-section)

Steel Caps (Piers 2,3 & 4) Fillet welded web stiffeners C’ 4.1

Toe of fillet weld and adjacent base

metal

6

IV. Inspection Field Notes



Photos referenced in the Inspection Notes are located in V of this report.

10

MnDOT Bridge #69102 2015 Fracture Critical Bridge Inspection Report

Pier #2 Location Notes

Concrete Pier Wall

[2013-2015] Same as previously reported. [2009] No notable damage or deterioration.

Steel Pier Cap

[2013-2015] The paint system along the edges of the bottom and top flanges has failed and surface and flaking corrosion is present (Photos 1-8). None of the tack welds previously reported is cracked. [2011] Flaking paint on the bottom flange. Tack welds: west side south vertical stiffener 3 tack welds partially ground at top flange. [2009] Extensive paint chalking, with minor paint failure and corrosion throughout. No section loss.

Bearings

[2013] Same as previously reported (Photo 9). [2011] Chalking and flaking paint and surface corrosion.


Concrete Pier Wall

[2013-2015] Same as previously reported. [2009] No notable damage or deterioration.

Steel Pier Cap Exterior

[2013-2015] The bottom flange of the box has failed paint with surface and flaking corrosion and minor section loss that is less than 5% (Photos 10-13). [2009] Extensive paint chalking, with minor paint failure and corrosion throughout. Some small areas with flaking rust above the right shoulder of the on-ramp (little or no section loss) along the exterior edges. [2011] Flaking paint and surface corrosion bottom of flange and bottom of web and at the girder connection.

Steel Pier Cap Interior

[2013-2015] Same as previously reported (Photos 14-16). [2009] Unpainted. Minor surface corrosion.

11

MnDOT Bridge #69102 2015 Fracture Critical Bridge Inspection Report

Access Hatch

[2013-2015] Same as previously reported. Located on the underside of the pier cap near the southeast column. [2011] missing 1 bolt [2009] Pigeon debris inside the cap adjacent to the hatch.

Bearings

[2013-2015] Same as previously reported. [2011] North bearing surface corrosion and paint failure, south bearing minor paint failure.


Concrete Pier Wall

[2013-2015] There are vertical and horizontal areas of deteriorated concrete on the north side of the pier wall. [2009] No notable damage or deterioration.

Steel Pier Cap

[2013-2015] Paint failure and corrosion across the entire top flange and the edges of the bottom flange. Any section loss at this time is minor, less than 5% (Photos 17-19). [2011] Paint blisters flaking paint on the top and bottom flange and vertical stiffeners. [2009] Extensive paint chalking, with minor paint failure and corrosion throughout. No significant section loss.

Bearings

[2013-2015] Same as previously reported (Photo 20). [2011] Chalking paint.

12

Photo 1 - Pier Cap 2 Typical Condition North Side


Pictures

13

Pictures

Photo 3 - Pier Cap 2 Typical Condition North Side.


14

Pictures



15

Pictures

Photo 7 - Pier Cap 2 Typical Condition South Side

Photo 8 - Pier Cap 2 Typical Condition South Side

16

Pictures

Photo 9 - Pier 2 East Fixed Bearing

Photo 10 - Pier Cap 3 - 1/8" Inch Pitting On Bottom West End

17

Pictures

Photo 11 - Pier Cap 3 Exterior Over Ramp Typical Condition

Photo 12 - Pier Cap 3 Exterior Bottom Over Ramp Typical Condition

18

Pictures

Photo 13 - Pier Cap 3 Exterior Top Flaking Rust Over Roadway

Photo 14 - Pier Cap 3 Typical Interior Condition

19

Pictures

Photo 15 - Pier Cap 3 Interior at Door

Photo 16 - Pier Cap 3 Typical Interior

20

Pictures

Photo 17 - Pier Cap 4 Typical Corrosion South Side

Photo 18 - Pier Cap 4 Typical Corrosion South Side

21

Pictures

Photo 19 - Pier Cap 4 Typical Corrosion

Photo 20 - Pier Cap 4 Typical Bearing Condition

22

Appendix A: SI&A

23

5 - Not eligible

1 - No Restriction

3 - FTG PILE

Posting

24

GENERAL

1A

AT THE E JCT TH 35 & 2

01 - Beam Span

2642.2

37.1Operating Rating

192.9

Latitude

99999

GR Transition

Deck Geometry

Superstructure 6 - Satisfactory Condition

N

Parallel Structure

0 - Not Required

0 - Not Required

1984

161600 sq. ft.Painted Area

1 - CONC

1 - CONC

Deck Rebars

Appr. Span Detail

Service Under

County

City

1983

Appr. Span Type

Sect., Twp., Range 8

Duluth

District 1

MnDOT Structure Inventory ReportBridge ID: over

069 - St. Louis

Desc. Loc.

Township

District

Owner 01 - State Highway Agency

BMU Agreement

Main Span Type

4 - Steel Continuous

Agency Br. No.

Longitude

Custodian 01 - State Highway Agency

Crew

Year Built

MN Year Reconstructed

FHWA Year Reconstructed

MN Temporary Status

Bridge Plan Location 1 - CENTRAL

Main Span Detail

0 - NoneDeck Membrane

8 - Highway-waterway-railroad

Service On 5 - Highway-pedestrian

Skew 0

Culvert Type

Barrel Length

NUMBER OF SPANS

MAIN: 18 APPR: 0

Main Span Length

Structure Length

Deck Width (Out-to-Out) 32.5

Deck Material 1 - Concrete Cast-in-Place

Wear Surf Type 4 - Low Slump Concrete

Wear Surf Install Year 1983

Wear Course/Fill Depth 0.17 ft.

1 - Epoxy Coated Reinforcing

1983Deck Rebars Install Year

85872Structure Area (Out-to-Out)

85874Roadway Area (Curb-to-Curb)

Sidewalk Width 0.00 6.00

Curb Height 0.00 0.00

Rail Type 23 23

0 - No flareStructure Flared

N - No parallel structure

MISC. BRIDGE DATA

Field Conn. ID 4 - Bolted

Abutment Foundation

Pier Foundation

1 - ONOn-Off System

Year Painted

5Unsound Paint %

PAINT

4 - Organic Zinc - non 3309Primer Type

H - VinylFinish Type

Posted Load

Traffic

0 - Not RequiredHorizontal

BRIDGE SIGNS

N - Not ApplicableVertical

17Userkey

Unofficial Structurally Deficient

05/07/2015Routine Inspection Date

12Routine Inspection Frequency

Inspector Name Bridge Office FC Unit

Status A - Open

7 - Good ConditionDeck

Substructure

8 - Banks are protected

Culvert N - Not Applicable

0 - SUBSTANDARDBridge Railing

1 - MEETS STANDARDS

1 - MEETS STANDARDSAppr. Guardrail

1 - MEETS STANDARDSGR Termini

SAFETY FEATURES

6

4

9 - Bridge Above Flood Water ElevationsWater Adequacy

9 - Superior to present desirable criteriaApproach Alignment

NBI APPRAISAL RATINGS

05/04/2015Frac. Critical

DateFreq

Underwater

Pinned Asbly.

Drainage Area (sq. mi.)

Waterway Opening

0 - No nav. control on waterwayNavigation Control

Pier Protection

Nav. Clr. (ft.)

Nav. Vert. Lift Bridge Clear. (ft.)

I - LOW RISKMN Scour Code 1995Year

WATERWAY

5 - HS 20Design Load

CAPACITY RATINGS

1 - LF (LF)

1 - LF (LF)Inventory Rating 22.2

Rating Date 4/1/1997

A: 1 - No Restriction

B: 1 - No Restriction

C:

- 049N 14W-

INSPECTION

Maint. Area

7 - RAMP, WYE, CONNECTOR

1

Route On Structure

SB-WBNB-EB

Bridge Match ID (TIS)

Roadway O/U Key

02 - USTHRoute Sys

Roadway Name or Description

Level of Service

1 - 1-way trafficRoadway Type

6937Control Section (TH Only)

Reference Point

10/1/1984Date Opened to Traffic

1.0Detour Length

1Lanes On 10Under

4500ADT

0HCADT

12 - Urban - Principal Arterial - Other Freeway or ExpresswayFunctional Class

If Divided

22.80

RDWY DIMENSIONS

Roadway Width

Vertical Clearance

ft.

ft.

Max. Vert. Clear. ft.

22.7Horizontal Clear. ft.

Lateral Clearance ft. ft.

24.0Appr. Surface Width ft.

22.8Bridge Roadway Width ft.

Median Width On Bridge ft.

ROADWAY

1994

Date: 10/28/2015

sq. ft.

sq. ft.

ft.

ft.

ft.

STRUCTURE

Structure Evaluation 6

7 - Good Condition

Channel

Underclearances

VEH: SEMI: DBL:

Unsound Deck %

ft.

ft.

ft.

ft.

2

ft. ft.

ft.

ft.ft.

ft.

mi

3 - FTG PILE

Historic Status

MnDOT Permit Codes

NBI CONDITION RATINGS46Deg Min Sec44 37.03

Deg Min Sec92 9 13.25

ft.

0ADTT %

Spec. Feat.

Y

Y/N

Legislative District 07B

Cantilever ID F - Friction Hinge

Number

Year

NUnofficial Functionally Obsolete

Unofficial Sufficiency Rating 97.6

IN DEPTH INSP.

Vert. Horiz.

Lt

Lt

Lt

Rt

Rt

Rt

US 2 EB ON RAMP69102 I 35, RAMPS & LAKE

TOTAL: 18

mo.

sq. ft.

US 2 EB on ramp from I 35 SB

HS

HS

(Material/Type)

(Material/Type)

24

Appendix B: 7 Day FC Report

25



7 Day Fracture Critical Report (Report Date: 06/04/2015 )

Disclaimer: The condition ratings in this report are only suggested. It is the responsibility of the Bridge Owner to approveinspection data in SIMS.

Bridge # 69102

Facility Carried: US 2 EB ON RAMP

Bridge Owner: State Highway Agency

Inspection Date(s): - 05/04/2015

Primary Inspector: Nelson, Bill

Other Inspector(s): Carter, Rodney; Potter, Farrell; Theisen, Scott

Method of Access: Manlift

Traffic Control: Piers 2 and 4 were accessed using a ladder. Piers 2, 3, and 4 were accessed using a SkyjackAerial Lift. Traffic control was not required.

Fracture Critical Inspection of Steel Pier Caps ONLYScope of Inspection:

NoCritical Structural Deficiencies (Yes/No)

YesNew Load Rating Recommended (Yes/No)

NoTraffic Safety Hazard (Yes/No)

NoStructural Analysis Recommended (Yes/No)

Facility Intersected: I 35, RAMPS & LAKE

The current load rating on the bridge does not takeinto consideration the load-carrying capacity of thesteel pier caps. In the 2011 fracture critical report, itwas recommended that a new load rating becompleted taking into account the strength of thesteel pier caps. No new rating has been completed(this was also recommended in 2013).

NBI Condition Ratings

CommentsSuggestedCurrentItem

Deck 7 7 52 sf of delamination (2012)

Superstructure 6 6

Substructure 7 7

Channel 8 8

QuantityElement Condition Ratings

54321

Suggested Element Condition Rating Changes in RED

Element Description#

106 Weathering Steel Girder or Beam 2,361 LF 2,321 20 20 0

107 Painted Steel Girder or Beam 8,718 LF 1,744 2,615 4,359 0 0

210 Reinforced Concrete Pier Wall 549 LF 494 55 0 0

215 Reinforced Concrete Abutment 34 LF 31 3 0 0

300 Strip Seal Deck Joint 98 LF 98 0 0

301 Poured Deck Joint 32 LF 32 0 0

303 Assembly Deck Joint (with or without seal) 163 LF 147 16 0

310 Elastomeric (Expansion) Bearing 34 EA 33 0 1

313 Fixed Bearing 76 EA 76 0 0

321 Concrete Approach Slab-Concrete Wearing Surface 1 EA 0 1 0 0

333 Masonry, Other or Combination Material Railing 5,284 LF 2,642 2,642 0

358 Concrete Deck Cracking Smart Flag 1 EA 0 1 0 0

359 Underside of Concrete Deck Smart Flag 1 EA 0 0 1 0 0

26



QuantityElement Condition Ratings

54321

Suggested Element Condition Rating Changes in RED

Element Description#

363 Section Loss Smart Flag 1 EA 1 0 0 0

373 Steel Hinge Assembly 19 EA 0 18 1 0 0

377 Low Slump O/L (Concrete Deck with Epoxy Rebar) 85,872 SF 85,872 0 0 0 0

387 Reinforced Concrete Wingwall 2 EA 0 2 0 0

422 Painted Beam Ends 8 EA 8 0 0 0 0

427 Painted Steel Pier Cap 80 LF 0 47 30 3 0

964 Critical Finding Smart Flag 1 EA 1 0

966 Fracture Critical Smart Flag 1 EA 1 0 0

981 Signing 1 EA 1 0 0 0 0

982 Approach Guardrail 1 EA 0 1 0

984 Deck & Approach Drainage 1 EA 1 0 0

985 Slopes & Slope Protection 1 EA 1 0 0

986 Curb & Sidewalk 1 EA 0 1 0

988 Miscellaneous Items 1 EA 1 0 0

Element Rating Notes:

ELEMENT #427: [2015] Three feet was moved into CS4 for flaking rust with 1/8" section loss on Pier Cap 3 (Photos1-3).2008/2013/ The Total Quantity was changed to 80 linear feet to more accurately reflect that the pier caps areconsidered part of the superstructure. At Piers 2 and 4, the paint system has areas of minor to moderatedeterioration with scattered areas of surface corrosion primarily located along the top flange. There are threepartially ground out tack welds on the south face of pier 2 west stiffener. None of the tack welds were cracked. Atpier 3, the paint system has moderate deterioration along the top and bottom of the cap. There are areas of surfacecorrosion along the top and bottom of the cap with scattered areas of minor section loss that is less than 2% of thetotal effective section.2011 G.Elmquist add notes and changed CS ratings to correspond with the 6/14/2011Fracture Critical Inspection. Use to rate integral pier caps 2 & 4. Rate 24 LF CS-2 due to chalking paint and frecklingrust throughout the caps. Rate 12 LF CS-3 due to 6 LF of paint failure and flaking rust on the bottom flange of thecap over the concrete columns at Piers 2 & 4. (38sqft. box beam cap) Box beam cap 8LF scaling forming on top &bottom west half. (12/30/2010 G.Elmquist - Notes from 2009 F/C bridge inspection notes: The steel pier caps haveminor paint failure and corrosion through out - Pier 33 has some flaking rust (little or no section loss) above the rightshoulder of the ramp. The interior of Pier #3 has pigeon debris adjacent to the access hatch - this is a health hazardand should be cleaned out prior to the next inspection (2011). (11/21/2011 G.Elmquist add notes and changed CSratings to correspond with the 6/14/2011 Fracture Critical Inspection. There is 34 LF CS-2 due to chalking paint andfreckling rust, 10 LF rated CS-3 due to paint failure and flaking rust on the bottom of the pier cap over the ramp and3 LF each side of cap in the interior just inside the door.) 2014 No change.

General Notes:

Inventory Item Notes:

PC- Bridge planned for overlay, joints, & rail repair/sealing in 2014/15 contract.

58. Deck NBI:

36A. Brdg Railings NBI:

36B. Transitions NBI:

36C. Appr Guardrail NBI:

36D. Appr Guardrail Terminal NBI:

59. Superstructure NBI:

60. Substructure NBI:

61. Channel NBI:

52 sf of delamination (2012)

27


2015 Fracture Critical Bridge Inspection Report61. Channel NBI:

62. Culvert NBI:

71. Waterway Adeq NBI:

72. Appr Roadway Alignment NBI:

28

Appendix C: Structural Assessment Report - FC

29

BRIDGE OWNER:

DATE INSPECTED:

FACILITY CARRIED:

TYPE OF INSPECTION:

BRIDGE NO.:

STRUCTURE TYPE:

FEATURES INTERSECTED:

FRACTURE CRITICAL

SPECIAL:

State Highway Agency

05/04/2015

US 2 EB ON RAMP

69102

Steel Continuous

Stringer/Multi-beam or Girder

I 35, RAMPS & LAKE

PURPOSE:

This report is a structural assessment of the structure and its ability to carry loads based on conditionsidentified in the attached bridge inspection report. The assessment is only a cursory review intended toprovide guidance as to the relative hazards for structural conditions and deficiencies identified. This report ismandatory for all fracture critical bridges and is completed by the MnDOT Bridge Office upon receipt of the7 Day FC Report; however, it is an OPTIONAL tool for agencies to utilize at their discretion for all otherinspection types.

DAMAGE:

OTHER:Check all that apply:

Redundancy: Structural Load Path

Internal

RivetedConnectionType:

Welded

Other:

Bolted

PINNED ASSEMBLY:

ROUTINE

1. Was a critical finding identified during this inspection or upon

3. Does the condition of any bridge component indicate impaired

2. If a critical finding was identified, what is the current status?

Yes No

Pending Resolved

N/A

Yes No

Yes" above, state briefly the finding(s):a) If selected "

a) Briefly state actions taken:

structural review?

function? Examples of bridge components with impaired functioninclude elements that are: frozen or immoveable, out-of-plumb ormisaligned, distorted or structurally deformed, excessivelydeteriorated, cracked, broken, eroded or scoured.

30

The current bridge load rating did not take into account for the capacity of the integral steel piercaps. A new bridge load rating should consider the pier cap capacity. This was noticed in 2013report.

4. Does the overall condition of the bridge, or any of its components Yes No

Continue monitoring the corrosion and paint failure of steel members around and at the pier caps,especially the bottom of the steel pier cap, and, if necessary, partially repaint the pier cap. Continue monitoring areas of existing and removed tack welds.

mentioned in Question 3, suggest the need for detailed structuralanalysis and/or a revised load rating?

Remove the pigeon excrement in the interior of Pier 3 cap before the next inspection.

Bridge Office Reviewer Jihshya J. Lin05/31/2015

If selected "Yes" above, state briefly the component(s) and condition(s):a)

If selected "Yes", state the reason for this recommendation and indicate a proposed timeframe ina)

accordance with State of Minnesota Rule 8810.9500 (Subpart 2):

Explain recommended actions:

6. Other comments:

5. Based on the structural assessment of these findings, recommendations include:

Repair/Maintenance

Other Increased Inspection Frequency

Monitoring Plan

31

Appendix D: 1997 Load Rating

32

bridge # us 2 eb on ramp over i 35, ramps & lake · mndot bridge no. 69102 2015 fracture...

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