HBM-IDOT-BBS- PTB155 Item 66-Rating with images
Statewide Structural Engineering Services
llinois Department of TransportationContact: Jayme Schiff, PE, SE
June, 2010 –December, 2016
Key Team Members
Mahmoud A. Issa, Rating Engineer Lisa Buntin, Rating Engineer John Saraceno, Team Leader Mohsen A. Issa, QC/QA Reviewer
AECOM USA, Inc.Parsons Brinckerhoff, Inc.
HBM Engineering Group performed load rating services for:
- Meredosia Bridge (SN 069-0016)
- Shade Lohmann Bridge (SN 090-0108 and 090-0109)
- McKinley Bridge (Salisbury St. over the MississippiRiver) (S.N. 060-6002)
- Fountain Creek Bridge #13 (TR 168 over WhiskeyCreek) (S.N. 038-4142)
- William H. Dieterich Bridge (US Route 67 and ILRoute 100 over the Illinois River) (S.N. 009-0001)
The rating was accomplished using the AASHTO Ware Virtis 6.2 software product.The floor beams were rated using MathCAD software to account for structuralrepairs. All of the load ratings were performed by the Load Factor Method, for the as-built and deteriorated conditions, in accordance with the AASHTO Standard Specifications for Highway Bridges, 17th Edition, the Manual for Bridge Evaluation, 1st Edition, and all current IDOT requirements. Gusset plate load ratings for unique as-built anddeteriorated plates were performed using MathCAD software according to the IDOT Bureauof Bridges and Structures.
This structure is a 5-span, steel through-truss bridge on IL Rt. 104 over the Illinois River from Station 831+89.00 to Station 852+39.00 (back-to-back of abutments). The bridge consists of two simply supported approach spans, Spans 1 and 5, each having a through truss as the main supporting element. The length of each approach span is 244′-11½”. The three main spans, Spans 2 through 4, are continuous over two piers and also have a through truss as the main supporting element. Spans 2, 3 and 4 have lengths of 496′-8½”, 566′-8″, and 496′-8½”, respectively. The overall width of the bridge for Spans 1 and 5 is 27′-6″ and Spans 2 thru 4 is 27’-9 3/8” (centerline-to-centerline of truss). The deck consists of rolled steel stringers and floor beams supporting a 7½”-thick reinforced concrete deck with no overlay. Most floor beams were rehabilitated in 1983 to include a post-tensioning system. The superstructure was designed for erection on falsework (Spans 1 and 5) and by the cantilever method (Spans 2 thru 4). The bridge was originally designed for H-15 Loading plus Impact according to the AASHTO Standard Specifications for Highway Bridges 1931, constructed in 1935, but rehabilitated in 1983 to meet additional live load demand from the HS20 design truck.
Shade Lohmann Bridge
These structures are 16-span dual bridges on IL Rt. 474 over the Illinois River from Station 63+04.25 (EB) and 62+89.25 (WB) to Station 97+20.00 (back-to-back of abutments). The bridge consists of two 26’-0’’ simply supported approach spans at the east and west end, each utilizing PPC girders as the main supporting element. The deck is a 7½”-thick reinforced concrete deck with a 1½’’ bituminous concrete overlay on top of a ½’’ coal tar emulsion. The floorbeams and girders are all plate girders of various depths and plate thicknesses. The floor beams and stringers are all non-composite with the deck slab. The superstructure was designed for two traffic lanes of HS-20 Loading plus Impact even though it could support three lanes based on AASHTO Standard Specifications.
This structure is a 34-span bridge over the Mississippi River from Station 61+02.17 to Station 118+36.25 (back-to-back of abutments) for a total length of approximately 5733’. The center to center of truss is 29’-8’’. The cantilever sidewalk extends out beyond the truss centerline 17’-0’’ on each side allowing for a 12′-0’’ clear distance and a 1’-7’’ parapet on the outer side with a railing attached to a 10’’ curb on the inner side. The deck has multiple beam configurations, all supporting a 7½”-thick reinforced concrete deck with no wearing surface. The bridge wasoriginally designed in 1907 to carry a loading approximately equal to Cooper E-75. In 1995, the bridge was converted to carry vehicular traffic by removing and replacing the rail with a reinforced concrete deck. The new bridge construction was designed for HS20-44 Loading plus Impact according to the AASHTO Standard Specifications for Highway Bridges (LFD) 16th Edition, 1996 (including Interim Revisions 1997-2002), and the 1993 AASHTO Guide Specifications for Horizontally Curved Bridges (with Interim).
Fountain Creek Bridge #13
The structure is a single span pony truss bridge over Whiskey Creek from Station 0+02.13 to Station 0+72.13 for a total back-to-back of abutment length of 70’-0’’. The overall deck width is 18′-0″ (out-to-out of deck) that provides for one traffic lane, two shoulders and two curbs. According to the November 2011 gusset plate report the deck is a 6’’ cast-in-place concrete deck with 3’’ asphalt overlay. The bridge has an abutment skew of 61°17’38’’ with floorbeams perpendicular to the truss members. The bridge was originally designed in 1929 to carry an unknown design truck. The bridge was rated for HS20-44 Loading plus Impact according to the AASHTO Standard Specifications for Highway Bridges, 17th Edition, and the 1993 AASHTO Guide Specifications for Horizontally Curved Bridges (with Interim).
William H. Dieterich Bridge
This structure is a 17-span bridge over the Illinois River from Station 21+46.00 to Station 57+70.00 (back-to-back of abutments) for a total length of approximately 3624’ 0″. The North and South Approaches typically measure 15′-6″ from back-of-abutment to centerline-of-approach bent. The overall deck width is 30’-0” (out-to-out of deck) and provides two (2)-12’-0″ traffic lanes, two (2)-2’-0’’ shoulders witha 1’-0” curb, and railings attached to curbs. The center-to-center distance between trusses is 32’-3’’. The bridge was originally designed in 1951 to carry H20 loading. In 1984, the bridge deck and truss span floor system were reconstructed. The bridge construction was designed for HS20-44 loading according to the AASHTO Design Specifications, 1977 including 1978 thru 1983 Interim Specifications.