new bridge maintenance news - government of new york

New

York July, 2010

Volume 3, Issue 4

Inside this issue:

Bridge Maintenance & Technical Services have been burying ex-perimental moisture sensors in existing bridge decks prior to placing membranes to determine if the membranes are truly wa-terproof.

The sensors, called the Hydro-Tracker, developed by Don Geisel, a Capital District resi-dent, is a patent pending device for measuring sub-surface mois-

ture at precise depths beneath the surface. This application

uses wireless sensor technol-ogy ca-pable of report-ing mois-ture levels in

the materials it contacts. A sur-face unit scans the imbed and reports the degree of sub-surface moisture.

The project is funded through NYSERDA and NYSDOT. The funding supports a multi-phase ef-fort: 1.Conduct laboratory test-ing of test specimens to

develop calibration curves to report actual percentage by weight of moisture; 2. Make design improve-ments and produce 2 pre-production or beta units (scanners) for loan to DOT; 3. Conduct approximately 10 actual bridge studies using the new beta units; 4. Provide a beta unit to the Turner Fairbanks (FHWA)

labs for evaluation; 5. Market the tech-nology to other DOTs. Items 1 and 2 are complete; items 3, 4 and 5 are in progress.

The scanner is placed over a sen-

sor and transmits a radio frequency. The signal travels through the membrane and patch material and is picked up and returned by the sen-sor. The level of moisture encountered by the imbed alters the characteristics of the signal it returns. The control unit processes the data and reports a moisture level on a digital display.

Calibration of the repair materials used to imbed the sensors is done in the lab.

To date, sensors have been placed on a total of five (5)

structures under four differ-ent membranes. ―Baseline‖ sensor readings and a GPR survey is taken at each site. Additional readings and surveys will be taken at periodic intervals in the

future.

Before we can report on the

effectiveness of waterproof-ing membranes, we will need to determine if the sensors are providing accu-rate data. To date we have not collected enough data to determine if the sensors are working properly.

Sensors have been placed under Roshpalt (Royston), Flexogrid (Polycarb), Mark155 (Polycarb), and PF60 with aggregate (Liquid Concrete). Additional member types, including bituminous sheet mem-branes and silane sealers will be tested.

Testing Waterproofing Membranes

Bridge Maintenance News

Scan Report Available Bridge Preservation ETG On the Way Home

2

Welding Tips April’s Suggested Reading

3

LEDs on DOT Trucks R8 Substructure Project

4

What’s on TSP2 Scan Ideas Wanted Maintenance of FRP Wrap

5

Paving Inverts

RPPST for Decks

6

Painting Weathering Steel 7

B.U.R.P. Oquaga Creek State Park, Sept 17

Northeast Bridge Preserva-tion Partnership - Hartford, Ct. Sept 28-30 RDO/RME Meeting, Schenectady, Sept 23-24

Volume 3, I ssue 4

New York State Department of Transportation

Br idge Maintenance News Volume 3, I ssue 4

Scan Report

While on the Way Home…. Rick Hunkins reports on an interesting trip home from a meeting in Albany. As he was heading home on the Thruway, he heard his fire pager dispatch Canajoharie Fire to a vehicle fire - less than a mile ahead. ―I had 30 seconds to formulate a plan‖, he said. ―When I rounded the bend, flames were already emerging from under the hood and starting to show under the chassis and around the gas tank‖. The two occupants (father and daughter) were unloading the car - they were going on vacation so the car was stuffed - and several passer-bys were nerv-ously milling around.‖

A traffic queue formed out of sight around the bend almost instantly, but was still passing. Rick parked well ahead in anticipation of the arrival of the FD. He donned his DOT gear, grabbed some flares and a 2-1/2 lb extinguisher, then trotted back to the fire. The fire was too advanced for his small extinguisher so he didn't even attempt a knock-down. Rick called upon some capable looking volunteers to place flares. ―I told the owner to get his stuff away from the car (it was piled within 10 feet). He started casually carrying it an-

other 10 feet, so I started tossing it across the ditch - he caught on and promptly assisted.‖ The State Police soon arrived and took control of the traffic. With a whoosh, the car was suddenly engulfed in flames. The fire ball was approximately 50 feet high. Westbound traffic was totally stopped.

While the police concentrated on traffic, Rick herded the by-standers and their vehicles out of the zone where he thought the

fire department would set up. The FD arrived in about 5 minutes and had a pretty quick knock down. Nobody was hurt. Rick gave the occupants a ride to Fulton (the owner was from Maine and was visiting his mother).

According to Rick ―it's surprising how well people listen to someone who appears to be in ‗authority‘ in the midst of a crisis. The passer-bys wanted to help but didn't exactly know what to do. When I gave orders in a calm but firm tone, everyone readily complied. It's also surprising to see how small everyone thought the ‗safe zone‘ should be. They were thinking 10 feet, whereas I was thinking more than ten times that due to tires blowing, bumpers potentially flying from impact absorption shocks ex-ploding, and possible fuel tanks rupturing.‖

Well done Rick!

FHWA recently assembled a Bridge Preservation Expert Task Group to provide technical expertise group. The group of about 20 is comprised of representatives from State & local highway owners, AASHTO, industry, academia, and FHWA.

The nine strategic objectives identified are prioritized in the following order: 1) Pro-

mote the development and implementation of clear and consistent bridge preserva-

tion terminology 2) Promote nation-wide understanding and acceptance of bridge

preservation as a component of asset management; 3) Streamline the analysis and

presentation of bridge data to support the needs of decision makers, management,

technical staff and other stakeholders to advance bridge preservation; 4) Promote the

development and implementation of bridge preservation related performance meas-

ures; 5)Promote the continued development of a technically competent workforce in

bridge preservation; 6) Promote and support access to research results; 7) Provide

the needed leadership to ensure the continuous management of the bridge compo-

nent of the Transportation System Preservation Research Roadmap; 8) Monitor

changes to laws, regulations, policies and guidance that impact bridge preservation

and identify impediments to advancing and improving the state of the

practice; and 9) Foster an environment that promotes agency and indus-

try innovation (products, processes, technologies, specs).

Feds Assemble Bridge Preservation ETG The final report for Domestic Scan 07-05 enti-tled Best Prac-tices in Bridge Management Decision-Making is now available on the

TRB project web page: http://onlinepubs.trb.org/onlinepubs/nchrp/docs/NCHRP20-68A_07-05.pdf

Reports for other completed scans can be viewed at: http://144.171.11.40/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=1570

http://144.171.11.40/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=1570




NCHRP Report 655 Recommended Guide Specification for the Design

of Externally Bonded FRP Sys-tems for Repair and Strengthening of Concrete Bridge Elements. The report addresses the design requirements for members subjected to different loading condi-

tions including flexure, shear and torsion, and com-bined axial force and flexure. The recommended guide specification is supplemented by design exam-ples to illustrate its use for different FRP strengthen-ing applications.

Wisconsin DOT recently released a report entitled: Evaluation of Select Methods of Corrosion Preven-tion, Corrosion Control, and Repair in Reinforced

Concrete Bridges. The report explores ways to evaluate the effectiveness of se-lected techniques for corrosion prevention, control, and repair of reinforced concrete bridges.

Also of interest from Wisconsin DOT: Effect of Chloride-based Deicers on Reinforced Concrete Structures. The report explores the effect of chloride-based deicers on the rebars and dowel bars in con-crete.

5 Must Dos for SMAW

1. Use DC – most likely you will not be using AC when welding on a structure.

2. Tight Weaves – The weave should be no greater than 2 ½ times the diameter of the electrode

3. Clean Weld Beads – One of the most common failures on the Exam. Clean the bead, then clean it some more. If you think it is OK, then clean it some more.

4. Good Plate Set-up – Improper plate set–up will trap slag. Don‘t be afraid to use a flat file.

5. Comfort – Ensure you are comfort-able throughout the full motion of your weld to ensure proper angle and speed.

Remember C.L.A.M.S.?

Checkout http://axim22.nysdot.private:7779/portal/page? and click on Welding Skills Training.

Factors that effect welding

C— Current; measured in amps

L— Length of arc; equal to the diameter

of the electrode

A—Angle of travel; 10°-15° to the work

M—Manipulation; control the electrode

S—Speed of travel; speed of the elec-

trode along the joint

Road Trip!

The new Willis Ave superstructure passes under the Rip VanWin-

kle bridge in Catskill on the way to it‘s final resting place in NYC.

The 350‘ swing span structure was designed by Hardesty & Hano-

ver and assembled by subcontractor D.A. Collins in the Port of

Coeymans. Two barges took a full day to sail the span 100+ miles

to holding dock in NJ. When the site was ready, they traveled

around Manhattan, because of clearance limitations under the

Hudson River bridges, and floated the structure in place. The pro-

ject, which includes two other structures, is priced at $612M.

April’s Reading List


NYSDOT work zone guidelines require the use of truck mounted flashing lights, rotating beacons, and in some cases truck mounted arrow boards in the work zone. All these draw power from the truck and with incandescent fixtures the engine must be running to supply the needed juice. The installa-tion of LED fixtures, which draw considerably less power, allows the truck to be shut off in the work zone.

Much of New York State DOT‘s truck fleet is ―vintage‖. We have many trucks still in use from the 1980‘s and early 1990‘s. These trucks came equipped with incandescent fixtures. When these trucks idle in the work zone it not only wastes fuel but also damages the engine. With money

being tight many of them will be around for awhile. Fortu-nately these old clunkers can be modified with new LED fixtures for as little as $500. An LED flashing arrow board goes for $3400. The labor to perform the installation varies from several hours to a few days.

With the benefits of switching to LED‘s; fuel savings, less wear and tear on the engine, less pollution and good public relations, it seems worth the modest investment in labor and money. ~ submitted by Brad Grisley

LED Fixtures on DOT Trucks

―It is with great pleasure (and relief!)I can request the subject

Red Structural Flag be removed, which was issued for the severely deteriorated pier column on Pier 8.‖ That was the announcement by Paul Schade, R8 Bridge Maintenance Engineer to his supervisor.

Regional Bridge Maintenance forces constructed a rein-forced concrete wall 10‖ thick with #4 bars at 7‖ OC each way (single mat centered in the wall) between the columns to support the capbeam.

Concrete compressive strength had attained 2050 psi, which was sufficient to support the loading of the structure. The design details, done by Paul, were added to the BIN folder. According to Paul, ―it was an opportunity to pull together as a team, from design through construction of the wall. I also felt it a great opportunity to capitalize on the skills training program and chal-lenge a crew who had not had the re-cent opportunity to do a project of this magnitude‖.

Special thanks to the team of AR-BME‘s, Crew members, and the

Bridge Skills Training Instructors who collaborated to get this done!

R8 Crews Fill the Void RDO Pete Teliska told his crew: ―Excellent work folks! Thank you all very much ― Acting Regional Director, Bill Gorton adds ―Great job, everybody‖.

within the FRP wrapping, then the wrap can remain in service.

The surface should be prepared and painted with an epoxy paint. Preparation of the surface includes hand sanding with 150 grit sand paper, wiping the surface clean of all sanding debris, then applying the opaque epoxy paint.


The FRP wrap used in the repair of this overhead sign structure was recently flagged during the inspection process. The condition de-picted occurs when the wrap is installed during temperatures close to the lower limit of the acceptable installation win-dow.

The surface of the wrap did not cure properly due to the influ-ence of the external cold temperatures. The core is usually solid as the wrap produces its own heat during the curing process.

If the wrap is otherwise solid, and there are no signs of cracking, delaminating (of the fibers), or movement of the aluminum

Maintenance of FRP Repair

Domestic Scan Ideas Sought

In coordination with NCHRP, AASHTO has announced the FY 2012 Solicitation for the Domestic Scan Program http://www.transportation1.org/nchrp/20-68A/Default.aspx. Visit the website to submit your proposals for the FY 2012 program. A panel will select 3-5 pro-posals in mid-December. The deadline for submitting proposals is Friday November 12, 2010.

Topics of previous scans include: Best Practices in Bridge Management Decision Making; Best Prac-tices in QC/QA Design Plans; Best Practices for Roadway Tun-nel Design, Construction, and Maintenance.

Bridge maintenance and preservation topics have re-ceived favorable scores from project evaluators. A good idea can take you on a long journey.

What’s on TSP2.org?

See Anything(?) Wrong?

http://www.transportation1.org/nchrp/20-68A/Default.aspx

http://www.transportation1.org/nchrp/20-68A/Default.aspx


spectors rated the Superstruc-

ture: Primary Members a 3 be-

cause of the corroded inverts.

The inspectors reported the

lower portion of the pipe exhib-

ited moderate corrosion and

moderate to heavy scale at and

below the normal waterline. No

buckling or deformation was

evident. The section loss was

estimated to be between 25 % to 30%.

The inlet and outlet sides exhibit sev-

eral rust-throughs on

the sides and the

bottom of pipe. The

pipe retained good

symmetrical shape

and the upper 2/3 of

pipes was in good

condition.

When the inspectors

reevaluate the struc-

ture, we are confident the scores will be

much improved.

Bridge crews in R7 were called in to

repair the invert in a set of culverts

that carried I-81 over Mullett Creek.

(The two

spans were

placed close

enough to-

gether to be

classified as a

bridge) The

corrugated

metal pipes

were installed

in 1965. In-

A Smooth Bottom.

RPPST is a single course bituminous surface treatment con-sisting of rubber modified perform-ance graded binder and coarse aggregate applied to a paved surface. It is designed as a pavement pres-ervation treatment. Because it has a significant percentage of rubber, it is a flexi-ble material and is highly impermeable. Good characteristics for bridge decks.

RPPST advantages are: reported to be 1. Heavy liquid appli-cation of crumb rubber modified asphalt results in better seal-ing of the pavement and longer life of the treated surface; 2. Can be applied on pavements up to 25,000 AADT; 3. Surface can be swept as soon as surface has sufficiently cooled resulting in minimal loose stone ; 4. Can be opened to traffic immediately after sweeping; 5. Rapid return to traffic compared to conventional chip seal; 6. Minimal stone loss under traffic; 7. Can be constructed one lane at a time with-

Rubberized Paver-Placed Surface Treatment for Bridge Decks out matching lanes before opening to traffic at the end of the day; 8. Minimal change to pavement elevation; 9. Can be applied to mainline only with no elevation adjustment to shoulders; 10. Can be applied to shoulders only with no elevation adjustment to mainline; and 11. Minimal snow plow damage due to rubber modifier and superior embedment of aggregate.

NYSDOT has applied RPPST on several bridge. The

most significant being the ―Wind Bridge‖ carrying Rt 169

over the Mohawk River in Little Falls NY.

An initial GPR survey was taken on two of the bridges.

Periodic surveys will help determine if the material serves

as a good waterproofing treatment.


The 7th annual R9 Bridge Unit Repair Picnic will be held on the Friday, September 17th, (the last Friday of the sum-mer). The location remains the same; the Oquaga Creek State Park.

This year‘s picnic will again be a Hawaiian style pig roast, with dining around 1300. There are BBQ grills, so feel free to bring whatever you would like to grill. Horse-shoe pitching all day. The beach is closed, however canoeing,

kayaking and fishing is permissible. Bring your camping gear and enjoy our bonfire sing along. Professional musicians (―The Gibson Girls‖ ) for your listening pleasure. Bring your instruments for ―open mic‖. Loose change for a donation to the American Cancer Society‘s Relay for Life TEAM DOT would be appreciated.

Bring a friend and enjoy the memories and photo opportunities. Arrive Thursday evening and join in on the blessing of the ―Hog‖! the cooking fire gets lit at 0400, Friday. See you there!

B.U.R.P. Time STATE BRIDGE

FLAGS

2010 January to August

RED YELLOW SAFETY

148 465 924


RED YELLOW SAFETY

155 458 810

2009 January to December

RED YELLOW SAFETY

337 1160 1525

Painting Weathering Steel where a deterioration pattern is already evident. The paint is ap-plied, using either brush or roller, at a minimum coating of 12 mils. Most times this takes more than one coat. It has almost always re-quired touchups to attain the proper thickness everywhere. Re-gional Bridge Maintenance Engi-neer Brad Grisley advises ―It‘s not like painting your living room; the paint goes on thick, so thick it looks like it‘s going to start droop-ing.‖

Follow-up inspections have yielded

a mixed bag of results. The major-

ity of failures are thought to be due

to insufficient paint thickness.

Overall, the Region believes the

program is working well and is

confident this will help prevent

corrosion on these beam ends and

significantly extend the life of these

structures.

~submitted by Brad Grisley

Since 2007 R4 Bridge Maintenance has

undertaken a strategy to paint weathering

steel beam ends with state forces. After

numerous trials and research, paint con-

taining calcium sulfonate with high ratio

solids was chosen as the coating. It is a

one part system that is relatively easy to

work with. Our paint suppliers are Wat-

son Coatings and Sherwin Williams.

Surface preparation involves power

washing (3000 psi pressure) with ambi-

ent temperature water. The beam end is

then sand blasted to remove all flaking

and scaling

paint. As there

is no existing

paint on the

beam no par-

ticulate con-

tainment is

necessary

when blasting.

The paint is applied using either brush or roller. Beam ends are painted for a length approximately equal to the beam depth or

Unpainted, or weathering steel, when

exposed to chlorides, rusts as readily as

non-weathering steel. This is evident on

structures over the ex-

pressways that get

doused with salt spray

from trucks in the win-

ter. Sheets of rust flake

off the fascia beams.

This condition is ac-

centuated under leak-

ing deck joints. The

Department has issued advisories for

designers to consider painting weather-

ing steel beam ends in problematic lo-

cations.


RED YELLOW SAFETY

148 465 924


RED YELLOW SAFETY

155 458 810

2009 January to December

RED YELLOW SAFETY

337 1160 1525

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