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IV creates a virtual world in which to model projects accurately in 3D, then render videos and images as well as immersive visualizations to create interactive simulation products. IV models are built from existing and proposed data, including agency design files (i.e., a Microstation roadway surface), while a game engine powers real-time presentation. When optimized with adjacent infrastructure to produce performance simulation, touch screen kiosks and virtual reality (VR) applications can provide a virtual helicopter tour over a proposed project, for instance.
Per the ASCE 2021 Infrastructure Report Card, nearly 42 percent of the nation's 600,000 plus bridges are at least 50 years old, and 7.5% of them are rated as structurally deficient. Faced with the growing backlog of bridge repair needs amidst chronic funding shortages, highway agencies are continually exploring innovative maintenance techniques to cost-effectively extend of the life of bridges. With approximately one-third of the nation's 600,000 plus bridges being made of steel, agencies are expending nearly $8.3 billion annually to address corrosion damage in steel bridges through various preservation and repair strategies. The structural repair of steel beam ends is one of them.
The conventional repair techniques for steel bridge beam ends entail the following: lifting of bridge members through jacking, installation of temporary supports, removal of the damaged beam sections, and welding with new steel. The conventional techniques are typically labor-intensive, costly, and time consuming, and furthermore, require lane closures for bridge repair, and frequent maintenance as the new steel continue to be susceptible to corrosion damage.
A new method for repairing deteriorated steel beam ends is to use Ultra-High Performance Concrete (UHPC) as a way to restore structural capacity lost through corrosion. The repair technique involves welding shear studs to the intact portions of the web plate and encasing the beam end with UHPC. This technique creates an alternate load path for bearing forces to bypass the corroded portion of the beam.
UHPC offers a cost effective and structurally efficient alternative to conventional techniques providing structural redundancy, superior mechanical and durability characteristics to protect against future deterioration. In addition, the significant versatility of UHPC allows it to be used on any geometry and deterioration level while expediting the time of repair and minimizing disruption caused by bridge closures to the traveling public.
Bartholomew P. Sweeney, PE, Chair Transportation Division Chief - BridgesConnecticut Department of TransportationPhone: 860-594-3272Email:
Zhanfei "Tom" Fan, PhD, PETransportation EngineerTexas Department of TransportationPhone: 713-802-5390Email:
Jim Scarlata, PEStructure Policy & Innovation Bureau, Major Projects Unit ManagerNew York State Department of TransportationOffice: 518-485-0848Email:
Bao K. Chuong, PE
Transportation Supervising Engineer/Project ManagerConnecticut Department of TransportationPhone: 860-594-3316Email:
Andrew CardinaliTransportation Principal Engineer – State Bridge DesignConnecticut Department of TransportationPhone: 860-594-3315Email: