Jonathan Rodriguez

111 Davidson Road

Rutgers University

Piscataway Township, New Jersey 08854

December 9, 2015

Kelly O. Anderson

Chairman

Arizona State Transportation Board

206 S. 17th Avenue MD 100A

Phoenix, AZ 85007

Dear Mr. Anderson,

I would first like to thank you for coming to my presentation about the proposal for fiber-reinforced material being the cost-effective alternative solution for rebuilding the collapsed Tex

Wash Bridge. The following attachment goes into detail about the major damages that the collapsed structure is causing without the immediate replacement of its damaged deck and superstructure. The effects are gradually worsening and I believe that it will eventually reach a

point where Arizona’s quality of life may begin to seize progression.

As chairman for the Arizona Department of Transportation, it is in your best interest to address this issue as it violates your mission and vision of an effective transportation system bringing

high quality of life to the public. Without the most direct route from Arizona to Southern California through this bridge in I-10, unemployment is rising, prices are going up, and

businesses are going down in productivity. To address this issue and also enforce your priority in an effective transportation system, I wish to present the alternative construction method of using fiber-reinforced polymer material which has the important advantages of being lightweight and

exceptionally durable. The deck and superstructure of the new bridge will be composed of E-glass and vinyl ester resin matrix material combined together, and for the overall duration of

building and maintaining the Tex Wash Bridge, I will demonstrate the material as exceptionally cost-effective in comparison to current conventional structural material. Thus, fiber-reinforced polymer material will not only resolve the dilemma of the collapsed Tex Wash Bridge, but it will

also become Arizona’s major provider for greater progression in the quality of life.

Through a new set of economic principles, you will recognize how this material will provide

substantial cost savings through reduced maintenance and other future costs. If you have any questions concerning this proposal, or would like to set up a meeting, please contact me at jonrod1996@hotmail.com or by phone (201)-921-4520. I very much look forward to your

response and I sincerely appreciate your time and consideration.

Sincerely,

Jonathan Rodriguez

Fiber-Reinforced Plastic Material:

The Cost-Effective Solution to

Rebuilding the Arizona Tex Wash

Bridge

Submitted by:

Jonathan Rodriguez

Submitted to:

Kelly O. Anderson

Chairman

Arizona State Transportation Board

206 S. 17th Avenue MD 100A

Phoenix, AZ 85007

Date: December 9, 2015

Scientific and Technical Writing

Professor Darshana Shapiro

i

Abstract

On July 20, 2015, the Tex Wash Bridge in Interstate 10, going from Southern California to

Phoenix, collapsed on itself during a heavy rainstorm in which powerful flash floods removed major ground support for the structure. Without the direct route to Los Angeles, commercial

trucking industries are losing profit at a rate of $75 million each month, while other drivers have to reroute more than 100 miles using other interstates to reach southern California. This proposal presents an alternative method of utilizing the advantages of fiber-reinforced polymer material in

substantially reducing costs for the whole duration of the structure while maintaining the standards for an acceptable bridge in the United States. The cost reductions that fiber-reinforced

polymer material can provide is better clarified through the Bridge Life Cycle Cost analysis, a set of economic principles focusing on future costs of maintaining a bridge just as much as the initial costs for building it. The project involves using fiberglass material combined with a chemical

product called vinyl ester matrix to form a product that is recognized for being favorably lightweight and durable over the time period of the bridge’s serviceability. The bridge will have

its components of a deck and superstructure with each component having parts consisting of the fiber-reinforced polymer material. The overall outcome should be to dramatically reduce the frequency of maintenance activities and thus provide a more cost-effective bridge that can not

only resolve the current issue but also improve Arizona’s quality of life.

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Table of Contents

Abstract………………………………………………………………………………….… i

Table of Contents………………………………………………………………………….. ii Table of Figures ii

Introduction……………………………………………………………………………….. 1

Breakdown of a Major Freeway for Arizona and California 1

What the Collapse Has Caused So Far 2

The Appropriate Response 4

Literature Review………………………………………………………………………… 4

The Components of Fiber Reinforced Polymer Material 4

The Manufacturing Process for Laminates 5

Why Fiber-Reinforced Material Is Not Conventional Yet 5

The Bridge Life Cycle Cost Analysis: A Different Perspective 6

Evaluating Agency and User Costs for FRP Material 7

Fiberglass Deck Application in Sweden 8

E-Glass Application in South Korea for Bridge Superstructure 9

Plan Overview…………………………………………………………………………….. 9

The Construction and Installation of the New Bridge 10

Employment Schedule and Two-Month Period Maintenance Activities 10

Budget……………………………………………………………………………………... 11

Overview 11

Justifications 11

Discussion…………………………………………………………………………………. 12

References………………………………………………………………………………….13

Table of Figure

Figure 1: The Aerial Photo of the Tex Wash Bridge’s Collapsed Section 1

Figure 2: The Current Alternative Routes from Phoenix to Los Angeles 2

Figure 3: Monthly Profit Loss of Trucking Companies 3

Figure 4: Pie Chart of Budget for Rebuilding the Tex Wash Bridge 11

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Introduction

Breakdown of a Major Freeway for Arizona and California

In late July, an all-time record of 6.7 inches of rainfall accumulated within the desert region between Arizona and Southern California (Cole, 2015). The Tex Wash Bridge, spanning over a

gully, faced the total impact of the heavy showers as a powerful flash flood ran beneath it and quickly washed away soil from the ground where the freeway was anchored (Cole, 2015). It is

not uncommon for bridge structures to have external support from the ground by keeping the structure firm in place with the soil. This is especially important for a bridge that is becoming outdated and losing strength to support the expected load on its roadway. Last year, the Tex

Wash bridge was deemed structurally deficient, an indication that the roadway and sub structural columns underneath the roadway were in poor condition due to deterioration and age (Wiles,

2015). Accordingly, the bridge was becoming more vulnerable to the external loading of passing vehicles every day up to the point when the concrete and steel material alone were starting to be too heavy for the infrastructure to maintain. By losing the anchoring to the ground, the bridge

lost major support for strength and immediately gave out from the weight of its own materials (Cole, 2015). The Tex Wash Bridge broke off at one part of its roadway during the rainfall, and

the major cause was the weight of the bridge itself, not any excessive vehicular loading. (Associated Press, 2015).

To replace the bridge with concrete-reinforced steel material, officials state that the monetary

requirement is estimated to be about $5 million, while the duration of construction will take two months (approximately 450 employment hours) (Pena, 2015). Alone, the monetary compensation of $5 million for rebuilding the bridge puts a major strain on Arizona, despite the reasonability of

the price relative to overall costs for replacing a bridge. Unfortunately, this major strain is not the only economic damage that the bridge collapse is causing, and I will show you that recovery for

this structure is quite urgent

Figure 1: Aerial Photo of the Collapsed Tex Wash Bridge on July 20

Source: The Associated Press, Taken by Matt York

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What the Collapse Has Caused So Far

The Tex Wash Bridge route is considered the main route between Los Angeles and Phoenix with billions of dollars’ worth of goods traveling along this route (Donovan, 2015). Without the Tex Wash Bridge, all vehicles must re-route more than 100 miles using either the I-40 or the I-8 as

alternatives in reaching Southern California (Coles, 2015). The detour is severely unfavorable now that all drivers have to travel an additional 100 miles at least to reach their same destination,

especially if the travel is employment related. Arizona’s commercial products ship to and from China and other Pacific nations through the ports in Los Angeles and Long Beach, and the bridge played a major part in providing the ideal route to these ports (Cole, 2015). Without the major

freeway, Arizona’s international trade is being strained and, consequently, the amount of imported goods this year is being cut down. As a result, costs are rising for current imported

goods now that they are becoming less accessible to consumers. On the other end, Arizona also has the dilemma of exporting their goods since the trade is being prolonged with the extra travel time. The collapse of the Tex Wash Bridge, overall, is bringing a major disruption to the trading

of goods for Arizona.

Figure 2: The Current Alternatives from Los Angeles to Phoenix

Source: Donovan E., The Desert Sun

In 2013, a tally was done by Arizona’s Department of Transportation revealing that 7,500

commercial truckers previously used the bridge as a critical trading route (Wiles, 2015). Without it, employees of the trucking industry in that region face longer travel times with an additional three hours to a typical trade route (Wiles, 2015). As stated by the chief executive officer of the

Arizona Trucking Association, this becomes a major dilemma because truckers are required by

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federal regulations to drive no more than 11 hours a day (Wiles, 2015). The burden is clear as truckers, with the consideration of traffic as well, are spending much more time on the road,

meaning that the transfer of goods is not proceeding at a sufficient rate. According to a local economist, the resulting impact is a daily loss of 19,000 employment hours for truck drivers

transporting commercial goods across the desert area (Kelman & Atagi, 2015). With more time wasted in traveling, trucking companies lose efficiency and, hence, quality service for their clients. This causes a loss of production that brings business down for companies in these

trucking industries. What this means is that in the trucking industry, truck drivers may begin to lose their jobs due to the lack of production for commercial trading companies, which increases

the unemployment rate for the entire state. Prolonged travel times also signify increased costs for fuel and labor, which total to a major profit loss of about $2.5 million a day for trucking companies within the area (Wiles, 2015). According to estimated calculations by the American

Transportation Research Institute, this daily loss eventually sums up to $75 million of profit loss on a monthly basis just from truck drivers deviating from this trade route (Wiles, 2015). So far

from the day of the accident up until now, trucking companies in that region have lost $375 million in profit, and that number will only keep growing and become more devastating to Arizona’s economy.

While the trucking industry endures the considerable impact of the bridge collapse, the residents in that area will also be directly affected. According to an associate professor at the W.P. Carey School of Business at Arizona State University, “consumer goods represent the bulk of

truckloads along I-10,” and because commercial trading companies must deal with higher costs and lower production from the extended travel, consumers face increased shipping costs in retail

prices (Wiles, 2015). Michael Bracken, a partner at DMG Economics, stated how every 90-day duration without the I-10 bridge route means $135 million in additional costs that lead to increased costs for his consumer products (Kelman & Atagi, 2015). Therefore, business for

companies such as DMG Economics starts to drop once the rising prices reduce consumer demands for products. The consequences can range from crippling employment to disrupting the

flow of goods in Arizona, all bringing about major damage to Arizona’s quality of life.

Figure 3: Profit Loss for Each Trucking Company on a Monthly Basis

Source: Cole M., Overdrive

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The Appropriate Response

Commercial trading industries like the trucking companies are losing productivity without their

major trade route, and the raised expenses from fuel and labor are only increasing the magnitude of overall profit loss. This directly leads to layoffs from these trucking companies due to lowered productivity as well as increased prices for retail and imported goods. Arizona’s quality of life is

deteriorating, and I firmly agree with your agency’s vision that a transportation system can improve the quality of life, so long as the system is safe, cost-effective, and efficient. Although

there is the option of the concrete and steel replacement method, there are other present alternatives that can satisfy the basic standards and expectations of a bridge structure. Therefore, I present to you the alternative method of fiber-reinforced polymer material (FRP) for structural

application from my belief, supported by research, that this method of constructing the new Tex Wash bridge can not only satisfy your standards of efficiency and safety but will also prove to be

more cost-effective than current methods of construction. In the long run, the cost-effectiveness of the material will put Arizona’s transportation system as the state’s major provider of higher quality of life.

Literature Review

There are two main components of fiber-reinforced material that each provide critical advantages for the product, and the overall benefit is sufficient structural performance as well as cost-

efficiency.

The Components of Fiber Reinforced Polymer Material

One component in constructing the fiber-reinforced bridge in I-10 is E-glass, a type of fiberglass

material which is made up of long, thin strips of glass filaments and is less brittle and easily manipulated for product formation (Textile Learner, 2013). Compared to reinforced concrete and

steel, fiberglass is favored for its lightweight and maintained sturdiness and durability for handling external loads (Textile Learner, 2013). Because of their great weight, steel and concrete bring up major issues concerning installation and placement during the construction. Fiberglass

use sets aside these conflicts while providing the sufficient strength of handling loads. More specifically, E-glass is capable of handling a range of 36 million - 43.2 million pounds per square

foot (Mallick, 1988). E-glass also has the lowest cost out of all types of fiber material, making it the most commercially available product as of now (Mallick, 1988). Unfortunately, the downside to the material is its sensitivity to environmental hazards, such as rain, and its weakness to sharp

pressure over a small area which can permanently reduce the strength of the material (Mallick, 1988).

E-glass provides as much loading capacity as steel and concrete while also including the

advantages of being lightweight and resilient to excessive deflection in exchange for its environmental weakness especially to weather events such as rainfall. Nevertheless, this issue

can be dealt with through the incorporation of the other component called matrix, a chemical liquid produced from carboxylic acid and a viscous substance called resin (Mallick, 1988). The best matrix for ideal structural application is the vinyl ester matrix (Mallick, 1988). Due to its

distinct chemical structure, vinyl ester matrix stimulates high chemical and environmental resistance, especially against water (Mallick, 1988). Furthermore, the vinyl ester matrix allows

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the necessary transfer of stress from loads between the glass fibers to prevent the risk of high pressure exertion over a small area in the bridge (Mallick, 1988). With the addition of vinyl ester

matrix, the infrastructure of the fiber-reinforced bridge becomes more durable to weather conditions over its lifespan.

Both the matrix and fiberglass are interdependent of each other as they both give a bridge

structure exceptional environmental protection that can decelerate the gradual deterioration on the infrastructure and sufficient strength to meet transportation standards and requirements all

while being commercially available.

The Manufacturing Process for Laminates

In addition to the separate benefits that each component adds to the fiber-reinforced bridge, the

product from the combination itself provides more unique qualities (Mallick, 1988). The many thin layers of fiber and matrix can combine and stack together until an ideal thickness is reached, which results in the formation of a laminate (Mallick, 1988). For structural application, the

laminate’s resilient nature enhances greater flexibility for project designs and has the advantage of quick installation for the completed deck and superstructure (Mallick, 1988). Additionally, it

also exhibits stability over a wide range of temperatures, which is very crucial especially in desert conditions (Mallick, 1988). The high stability to temperature also covers traffic dilemmas when accidents cause vehicle fires and when there are lengthy periods of high ultraviolet

exposure from the sun.

Converting laminates into straight structural members for use in the superstructure and deck of the bridge requires the Pultrusion process, a low cost, fully automated easy processing system

(Tuakta, 2005). The continuous molding process produces structural parts without the need for external pressure, putting great emphasis on mass production with high quality (Mallick, 1988).

Before the process begins, Silane, a coupling liquid agent, can be added to improve the fiber/matrix physical and chemical bonding and further improve the stress transfer between the fiber and matrix (Mallick, 1988). The improved bonding provides better environmental

protection to completely ensure that there is no major risk of the fiber surfaces being exposed to any environmental hazards, allowing a longer duration of constant strength and durability for the

bridge.

Why Fiber-Reinforced Material Is Not Conventional Yet

Costs for a bridge generally include the construction process, maintenance and repair, end-of-life

demolition, and the raw materials. Despite high commercial availability and environmental protection, fiberglass and vinyl ester resins are relatively expensive raw materials in comparison to steel and concrete. In fact, for fiber-reinforced material to ever be economically competitive,

fiberglass would have to reach an estimated $40/square foot of pricing, not including the costs for vinyl ester resin or the Silane coupling agent (Sahirman, Creese, & Setyawati, 2003). As a

result of the high expenses for buying the raw materials, fiberglass is currently being viewed as impractical for structural application, despite the advantages.

Be that as it may, these costs account for only a portion of the overall bridge costs as there are

also the expenses to maintain and remove it by the time it loses minimal sufficiency for holding

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up loads. In other words, the process of building a bridge or any other structure is not as simple as buying the materials and completing the construction process. There are more important

considerations of how to best maintain the structure after decades of use. Furthermore, there are also the concerns of whether or not the structures should be replaced at a certain point in time

before any imminent collapses occur, which can lead to vehicular accidents. To demonstrate the cost efficiency of fiber-reinforced material, I will present an alternative view of total bridge costs that specifies both short-term costs and long-term costs. With this analysis for summarizing all

necessary bridge expenses, you will realize that the long term costs can matter more than the initial costs of building the bridge.

Bridge Life Cycle Cost Analysis: A Different Perspective

The Bridge Life Cycle Cost analysis has recently received increasing attention in construction management for its consideration of periodic maintenance and long term required costs for

bridge safety and functionality (Hawk, 2003). The analysis is a research-supported tool for making long term economic decisions and managing assets and resources with acknowledgment of future expenses contributing to the bridge (Hawk, 2003). In more specific terms, the Bridge

Life Cycle Cost analysis is a set of economic principles and procedures that offers a clarified comparison for initial costs of constructing the bridge and future costs for maintenance of the

structure in order for the structure to have at least 50 years of serviceability (Hawk, 2003). With this comparison, there is an accurate understanding of various alternatives in erecting the bridge structure with the focus in achieving highest efficiency, indicated by the lowest overall costs

(Hawk, 2003).

Fiber-reinforced material is looked down upon for its high price of raw materials, but as the Bridge Life Cycle Cost (BLCC) analysis reveals, there is clearly more to creating a bridge than

just acquiring the materials and constructing the deck and superstructure. With the acknowledgement of future costs, the BLCC analysis offers a more meticulous and practical

view to transportation engineering and it presents the more appropriate picture for structural application of fiber-reinforced polymer material. A bridge is a long term project that does not end just when the structure is constructed, but remains significant for as long as it can serve its

distinct purpose.

For the assessment of a new bridge construction, the BLCC analysis incorporates uncertainty originating from any obscurity of future costs caused by extraordinary conditions (Hawk, 2003).

For this reason, the analysis takes into account various events, such as the rare occurrence of the 6.7 inches of rainfall pouring down in the Arizona desert. Moreover, the inclusion of uncertainty

brings the opportunity of using new innovative materials that have limited track records as long as their applied high level of uncertainty to performance is outweighed by the overall cost savings (Hawk, 2003). This is the major benefit for fiber-reinforced polymer material as the

analysis can consider it satisfactory for structural use so long as it is presented as a cost-effective method. The fiberglass application ensures durability because of its high resistance to

environmental factors, meaning less deterioration over time. Consequently, this allows for less necessity to repair or replace certain parts of the bridge during maintenance activities, reducing maintenance costs. In addition, the bridge is able to last longer than the expected 50 year

serviceability lifespan, which increases its value by prolonging the process of eventually replacing the structure. Under the Bridge Life Cycle Cost analysis, these benefits definitely

7

provide the possibility of cost savings, and they demonstrate fiber-reinforced material as a method that can outweigh the uncertainty stemming from its use.

Evaluating Agency and User Costs for FRP Material

The two basic categories for the Bridge Life Cycle Cost analysis are Agency and User costs, with Agency costs summing up all initial and future expenses and User costs including other

necessary costs (Hawk, 2003). Agency costs involve the expenses of raw materials, construction manufacturing, personnel or employees, and the equipment (Hawk, 2003). This category of the

analysis is meant to take into consideration the process from acquiring the materials up until the end-of-life demolition of the bridge (Hawk, 2003). Agency costs, for building the Tex Wash bridge, sum up all the expenses for the processes of acquiring the fiberglass, vinyl ester resin,

and Silane, manufacturing the laminates from those raw materials, forming the components for the deck and superstructure, and organizing a timely schedule of maintenance activities up until

the required removal of the bridge from the time beyond its expected structural deficiency. Maintenance activities of a bridge consist of inspections and recommended repairs for preserving the minimal acceptable conditions that suffice for daily use (Hawk, 2003). By the end of the

bridge’s service life, demolition and replacement processes are accounted for after extreme deterioration from age and “fatigue” (Hawk, 2003). Because of the lightweight nature of

fiberglass and the overall laminate members, there is no necessity for heavy equipment during the construction process. The effectiveness of deck construction is based on the work zone safety it provides for employees and the amount of disruption to traffic flow (Mara, Haghani, &

Harryson, 2014).

With fiberglass, constructing a deck can be done without heavy equipment and can be quickly installed. With no necessity to bring such equipment to the site, equipment costs decrease, and

there is also the lower risk of danger to construction workers handling the equipment (Tuakta, 2005). As previously stated, the structural members and parts will be manufactured with the

Pultrusion process which achieves high quality production at a low cost for manufacturing. Along with a reduction in equipment costs, production costs are lowered, and these reductions do not only pertain to the construction process. Using equipment and producing more structural

components is also necessary during the process of repairing the bridge over its lifetime, so these reductions contribute to an overall substantial decrease for maintenance costs.

User costs include any environmental and social damages caused by the bridge and the expected

functional deficiency over time which include placing any postings, restrictions, and closures in the roadway that cause increased vehicle operating costs from detours, added travel time, and

increased rates of possible accidents (Hawk, 2003).With the quick installation process of the deck and superstructure due to the lightweight laminates, the time period of the bridge closure is shortened and there is less disruption to the traffic flow during maintenance activities when one

lane of the bridge is readily available for use while another is being worked on during heavy traffic hours (Tuakta, 2005). This benefit pertains to later maintenance activities when certain

components require replacement or rehabilitation. Fiber-reinforced polymer material provides more convenience and safety to the drivers with less closure time reducing traffic flow disruption, the chances of vehicular accidents, and the occurrences of additional travel time from

detours. Regarding the exceptional durability of the structure because of the fiberglass, there will be no necessary restrictions or postings in the roadway for vehicles. User and agency costs both

8

include favorable decreases in costs that can outweigh the high expense of buying the raw materials.

Fiberglass Deck Application in Sweden

Outside of the United States, fiber-reinforced polymer material has already undergone testing to verify its economic performance. As you will see, fiberglass is already proving to be effective in

reducing overall expenses for maintaining a bridge by reducing the duration of the installation and maintenance process. In 1948, a concrete bridge spanning 12 meters (40 feet) with two lanes of traffic (16 feet total

width) was built in Northern Sweden over a small watercourse called Rokan (Mara et al., 2014). After decades of deterioration, an assessment in 2002 revealed the necessary replacement of the

old deck structure, and final decisions were to implement a prefabricated concrete deck which was assembled in 35 days and took 30 hours to completely replace the old deck (Mara et al., 2014). During the same year, a comparative analysis using model simulations was initiated in

order to verify the performance of a deck created with the fiberglass/vinyl ester matrix combination (Mara et al., 2014). This was done by collecting data on the prefabricated concrete

deck and then producing theoretical data for the fiberglass deck based on how it would perform with the same length and size (Mara et al., 2014).

This case study compared the economic performance of the concrete deck and the theoretical

fiberglass deck through the BLCC analysis, which meant a large focus on the expenses of maintaining the bridge over the watercourse (Mara et al., 2014). Based on assumptions from previous experiences of fiberglass deck installations in Sweden, it would have taken a total of 15

hours to replace the deck using fiberglass, half the amount needed for the actual concrete bridge replacement in 2002 (Mara et al, 2014). Moreover, the maintenance activities for the concrete

deck needed to be performed every 10 years for the surface and every 40 years for replacing the insulation meant to “waterproof” the bridge from the watercourse, whereas theoretical information showed that the fiberglass deck would only need surface maintenance every 20 years

(Mara et al, 2014). The fiberglass bridge not only displayed durability by decreasing the frequency of maintenance activity on the surface, but the structure eliminated the need of

replacement of the insulation. Hence, maintenance costs for the fiberglass bridge were lower than maintenance costs for the concrete deck.

When the total life-cycle costs were compared for the concrete and fiberglass decks, results were

more favorable for the fiberglass deck in most categories. Due to the high price of E-glass fiber material, initial costs were 62% higher for the fiberglass bridge (Mara et al., 2014). However, comparison up until 2014 showed that maintenance and repair costs were more than 275% lower

for the fiberglass deck over the years of data collection, and estimated costs for future demolition of the concrete deck were about 890% higher than demolition costs for the fiberglass deck (Mara

et al., 2014). This led to the total agency costs for the fiberglass deck being 69% lower, and social and environmental costs for a constant amount of daily traffic were also 47% lower (Mara et al., 2014). Through the BLCC analysis, data collected over a span of 12 years concluded that

the fiberglass deck was theoretically 65.6% cheaper to build, maintain, and demolish than the constructed concrete deck (Mara et al., 2014). In the span of 13 years, the bridge deck made out

of fiberglass material demonstrated phenomenal economic performance based on the substantial

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reductions in initial and maintenance costs as well as decreased time consumption in the replacement process of the previous deck.

E-Glass Application in South Korea for Bridge Superstructure

The combination of fiberglass and vinyl ester matrix has been tested for structural performance, and based on testing done in South Korea, it is able to satisfy necessary transportation standards

in the United States and handle a great amount of loading with minimal permanent damage done to the structure over its lifespan.

In 2002, the first fully corrugated bridge superstructure made of E-glass and vinyl ester matrix

was erected in South Korea (Son, Sang-Yeoul, & Hyo-Seon, 2013). In May 2002, November 2004, and June 2011, the superstructure was tested in three field load tests to determine the

statistical outcomes and benefits relating to the structural performance of fiber-reinforced material (Son et al., 2013). The three load tests were meant to examine how the superstructure responded to moving and static loadings from a loaded dual axle dump truck under the same

weather conditions and similar service environments (Son et al., 2013). Strain, or amount of permanent stretching damage done, values were theorized to reach a maximum of 1,921 µe

before the superstructure would fail (Son et al., 2013).

The three field tests concluded that the maximum strain done to the bridge by the dump truck loading was 91.9 µe which was easily in range to what the superstructure could handle (Son et

al., 2013). The large difference from the assumed value and actual value of strain applied signifies that the bridge had very little permanent impact from large vehicular loads, and that it was able to handle much more before strain would exceed the theoretical maximum. Hence, the

resistance to damage from stretching demonstrated the high durability of E-glass material for application in the superstructure of the bridge. At any given moment, the entire span of the

superstructure was also able to handle a total capacity ranging from 96,000 pounds to 99,000 pounds, and the most it ever physically deflected was 6.79 millimeters, therefore satisfying the standards of the American Association of State Highway and Transportation Officials

(AASHOTO) (Son et al., 2013). The maximum deflection for AASHOTO is 12.5 millimeters, so the superstructure complied with standards flawlessly for 11 years (Son et al, 2013). By meeting

standards and handling at most 99,000 pounds at any given moment during traffic, the erected superstructure of the bridge performed marvelously in practical application. Moreover, it presented the benefit of high durability that, as explained before, means cost efficiency. High

durability of a bridge allows a reduction in maintenance activities, lowering maintenance costs and the immediate necessity of replacement or repair. All in all, the exceptional structural

performance of the Korean bridge has been made apparent through the three field load tests, and the results favor E-glass as a very practical alternative for structural application.

Plan Overview

The entire process of replacing the Tex Wash Bridge will involve supplying the materials,

manufacturing the structural members, and the actual construction process. The Tex Wash Bridge will suffice with the deck and superstructure, each structure having its components composed of E-glass material.

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The Construction and Installation of the New Bridge

An average bridge structure consists of the deck (roadway), the superstructure directly under the

deck, and optional sub structural columns for necessary additional support for the structure (Berg, Bank, Oliva, & Russell, 2005). Before construction, all raw materials, including the E-glass, vinyl ester resin, and Silane coupling agent, will be supplied and combined together to

form the laminate product, which will consequently be converted into structural members through the Pultrusion process. Enough material will be manufactured to cover a total area of

1500 square feet, plus additional supply in case of immediate repair during the construction process. The Tex Wash Bridge will not include sub structural columns for additional support since the gully underneath the bridge is prone to having flash floods, which can quickly erode the

material. From a structural point of view, this quick erosion would mean frequent maintenance activities for the columns, which greatly increases maintenance costs.

The bridge deck will consist of deck panels, reinforcing bars, and a metal grid placed over the reinforcing bars for protection (Berg, Bank, Oliva, & Russell, 2005). The deck panels will be constructed with E-glass material while the reinforcing bars will be the laminate members

shaped in a tubular form from the manufacturing process. The deck will serve to take the most direct impact of vehicular loads and weather conditions which is why the fiber-reinforced

material on the surface will have additional input of Silane coupling agent to provide extra protection from environmental hazards.

Moreover, the superstructure will have its interior core covered with E-glass mats (Alampalli,

O’Connor, & Yannotti, 2002). The upper surface of the superstructure in contact with the deck will have another set of laminate members meant to give the overall infrastructure of the bridge its expected high strength and durability with minimal deflection. With the bridge being 30 feet

wide and 50 feet long, the construction process, by itself, will take at most 350 hours of employment.

Employment Schedule and Two-Month Period Maintenance Activities

There will be a total of 15 construction workers with three highway engineers employed for the installation process. The work schedule will be from 8 A.M to 5 P.M, including break, from Monday to Saturday, summing up to 48 hours a week. With 48 hours per week, the bridge will

most likely be completed in less than 8 weeks. Once the installation process finishes, the initial maintenance activity will proceed from 7 P.M. to 10 P.M. so as to not interrupt traffic during the

day.

From the point of construction, maintenance will be for the duration of two months to ensure that the fiber-reinforced material satisfies expectations and standards appropriately without the

necessity of any speed limits or clearance restrictions. All inspections and recommendations will be made by the same employed highway engineers during the two months. Afterwards,

inspections will be made by another professional every three years to determine the status of the bridge and the structural ratings pertaining to the deck and superstructure. The bridge will be expected to have at least 50 years of serviceability until it is necessary to complete ly replace the

structure due to extreme deterioration or deficient economic or structural performance.

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Budget

The following budget will be based on the process from retrieving the raw materials, converting them into laminates using the Pultrusion process, and the time period of 350 total employment

hours needed to construct and install the bridge deck and superstructure. Raw material costs may vary slightly based on the supplier.

Overview

The following is based on the bridge measuring 1500 square feet and requiring approximately 350 hours of total employment activity. I request from you only these initial costs pertaining to the entire implementation of the bridge, while all other future costs involving repair,

maintenance, and demolition will be funded by the Highway Trust Fund.

Figure 4: Budget of Initial Expenses for Rebuilding the Tex Wash Bridge

Sources: Bureau of Labor Statistics, Professional Plastics, Transportation Research and

Development Bureau, Illinois Department of Transportation

TOTAL COSTS: $1,471,450

Justifications

According to the most recent Bureau of Labor Statistics’ Occupational Employment statistics, the mean hourly wage for a construction laborer and a highway engineer are $14.95 per hour and

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$25.56 per hour, respectively (Bureau of Labor Statistics, 2014a; Bureau of Labor Statistics, 2014b). The 350 total employment hours account for 15 construction workers and three highway

engineers each working about eight hours a day to complete the process. In total, employment costs sum up to approximately $106,000.

Both the superstructure and deck of the bridge include the expenses of acquiring the equipment and installing the components that include the deck panels, deck reinforcing bars, grid, and fiberglass mats. The raw materials, including fiberglass, vinyl ester resin, and Silane coupling

agent, are based on the research from Nystrom H., Watkins S., Nanni A., and Murray S. in which the authors theorized the future costs to be: $81/square foot for fiberglass, $24/square foot for

resin, and $1.6/ square foot for the Silane coupling agent (Nystrom, Watkins, Nanni, & Murray, 2003). These prices are from the bridge being 30 feet wide and 50 feet long, so overall costs come to $160,450. Finally, the manufacturing process will be done by Professional Plastics with

the unit price being $409.09 per tube (Professional Plastics, 2015). A certain number of the members will be the members that provide additional support to the superstructure surface in

contact with the deck so that there is less direct strain to the infrastructure, while the next set of Extren 500 square tubes will be the reinforcing bars for the deck.

Discussion

On a monthly basis, millions of dollars are being lost in the commercial trade industry and the unemployment rate is increasing due to truck drivers whose companies cannot keep up productivity. Residents in the area are also being substantially burdened with the extra travel

time using other interstates now that the major route to Los Angeles is temporarily inoperative. Furthermore, Arizona’s strain on trade from the bridge collapse is bringing prices up for both

foreign imported goods and retail products of the commercial industry, and is consequently bringing businesses down in productivity. From the time of its collapse, the bridge is continuing to affect Arizona’s economy and the quality of life is declining.

I am confident that you will find fiber-reinforced material as the best alternative to rebuilding the bridge with reinforced-concrete and steel. The E-glass and vinyl ester matrix combination will offer structural components that not only satisfy the American Association of State Highway and

Transportation Officials, but also bring the idea of cost-efficiency to a whole new level. For its cost effectiveness and overall high quality performance, fiber reinforced material is the best

alternative to current conventional methods of constructing highways, interstate, and freeways. I hope you acquire the same perspective based on the fact that, in the long run, there is more priority to sustaining an efficient bridge structure over decades rather than assuming

impracticality simply because of the high initial expenses for buying the raw materials.

Arizona is suffering economically, and the impact will not diminish without immediate action for

restoring the major freeway. As the chairman for an agency promoting a transportation system that is cost effective, safe, and improves the quality of life, I believe you are most fit in sharing my vision and encouraging an approach that will present the Arizona Department of

Transportation as an agency that advocates innovation. With your support, we can offer a major improvement to Arizona’s quality of life through the performance of its transportation system,

and therefore show the practicality of a new construction method for structural efficiency.

13

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