ENTRY FORM

DVASE 2016 Excellence in Structural Engineering

Awards Program

PROJECT CATEGORY (check one): Buildings under $2M Buildings Over $100M

Buildings $2M-$10M Other Structures Under $5M

Buildings $10M - $30M Other Structures Over $5M

Buildings $30M - $100M Single Family Home

Approximate construction cost of facility submitted:

Entry Fee:

FREE

Name of Project:

Location of Project:

Date construction was completed (M/Y):

Structural Design Firm:

Affiliation: All entries must be submitted by DVASE member firms or members.

Architect:

General Contractor:

Company Logo (insert .jpg in box below)

Important Notes:

Please .pdf your completed entry form and email to bkoroncai@barrpino.com.

Please also email separately 2-3 of the best .jpg images of your project, for the slide presentation at the May dinner and for the DVASE website. Include a brief (approx. 4 sentences) summary of the project for the DVASE Awards Presentation with this separate email.

$6,880,000

Chestnut Hill West Bridge 0.35 Over SEPTA Mainline

N 17th St & W Toronto St, Philadelphia, Pennsylvania

Under Construction from January 2015 to February 2016

Burns Engineering, Inc.

N/A

Railroad Construction Company, Inc.

Provide a concise project description in the following box (one page maximum). Include the significant aspects of the project and their relationship to the judging criteria.

As prime consultant and Structural Engineer of Record, Burns Engineering, Inc. supervised a specialized, multi­disciplinaryteam for the rehabilitation of Railroad Bridge 0.35 which carries two tracks on the Southeastern Pennsylvania TransportationAuthority’s (SEPTA) Chestnut Hill West Line over its four­track Mainline near 17th and Toronto Streets in north Philadelphia,PA. The project was particularly challenging as long­deferred repair of the 100­year­old (ca. 1915), 125­foot long warren ponytruss steel superstructure posed significant engineering, logistical and operational challenges that had to be overcome for theproject to succeed.

Previously determined to be structurally deficient and in need of critical repairs, Bridge 0.35 was subjected to acomprehensive, in­depth inspection program to update previous findings. The inspection program included detailed visualinspection of existing structural, catenary, signals, communications and track conditions, material sampling and testing,environmental assessment, structural analysis and limited physical examination to determine current load capacity ratings. Inspection findings of the inspection program were then used to develop rehabilitation alternatives, a constructability analysis,construction phasing and staging plans, and a construction cost estimate and schedule. Inspection findings confirmed that the riveted steel components which comprise the primary structural elements of the bridgeand are fastened with 5/8­inch thick steel gusset plates, some as large as six feet wide by nine feet long, were significantlydeteriorated. Many of the gusset plates were heavily corroded and exhibited up to a 50% loss of the original cross­section.Ongoing deterioration resulted in ever­decreasing load capacity ratings for the bridge. Burns’ project objective was to strengthen the existing steel bridge structure to achieve a minimum Cooper E72 load ratingunder normal operating conditions and ensure that SEPTA’s fleet vehicles will cause no further reduction to the remainingfatigue life of the bridge. The scope of work included rehabilitating the steel bridge superstructure, replacing the existingbearings, and repairing the concrete abutments in the shortest time frame, at the most economical cost and with the leastdisruption to SEPTA’s daily operations. Due to the convergence of six tracks at the bridge, creative engineering solutionswere necessary to complete the work with minimal disruption to SEPTA revenue service. Available track outages wererestricted to overnight and weekend track closures, particularly for the mainline tracks, and the vertical clearance to the tracksbelow the bridge was limited. To complicate matters, the bridge was used as a support for the energized catenary lines of thefour tracks below the bridge. A full replacement of the bridge was not functionally or economically possible.

Likewise, replacement of the bridge gusset plates was deemed impractical. Rather than replace the gusset plates, Burnsdesigned new gusset plates to fit over the existing plates, connecting to sound steel truss members. Such a designnecessitated a precise schedule for removal and replacement with high­strength bolts the existing rivets at each panel point ofthe truss. While many rivets were left in place, their exact locations also had to be determined so that complementary holescould be provided in the new gusset plates to allow the plates to fit tight against the existing steel members. Based on fieldconditions encountered during construction and consultation with specialty manufacturers, the high­strength bolts weresecured to the existing steel members using serrated lock washers.

During the design phase, it was determined that the existing cast­iron bearings and deteriorated concrete piers were unable tomeet the required bridge rating. The limited track outages and tight clearances posed difficult constraints for replacing theexisting expansion bearing, but Burns designed a mini­pile­supported jacking frame which could be used to raise the bridgeslightly and replace the expansion bearings while maintaining revenue service on the Chestnut Hill West tracks. The mini­pileswere driven beneath the bridge with pipe sections no longer than eight feet and the foundation monitored continuously forsigns of settlement or displacement after the jacking was engaged.

Unfortunately, the track closest to the abutment at the fixed bearings could not be taken out of service for a similar jackingframe to be installed. Burns subsequently devised an alternate solution to maintain the existing fixed bearings, which were stillin fair condition, and replace only the deteriorated concrete and grout with a fast­setting epoxy grout. The deficient regions ofthe pier were replaced in phases, and ultimately the fixed bearings were partially encased in new concrete and anchored tothe pier below.

Close cooperation and frequent contact between SEPTA, Burns and the contractor overcame the initial design and recurringconstruction challenges. Bridge 0.35 was completed in February 2016, thirteen months after construction began and only onemonth behind schedule.

The following 5 pages (maximum) can be used to portray your project to the

awards committee through photos, renderings, sketches, plans, etc…

Bridge 0.35 ­ Prior to Rehabilitation

Bridge 0.35 ­ After Completion of Project

Bridge 0.35 ­ Interior Plate during rehabilitation

Rivets color­coded forsequential tasks

Bridge 0.35 ­ Interior Plate during Rehabilitation

Restored ExistingGusset Plate

New 3/4" SteelSplice Plate

New A325SCBolts

Existing Rivets

New A490Threaded­in Bolts

Bridge 0.35 ­ Bridge Interior After Rehabilitation

Mini­piles

Jacking Frame

TemporaryStub Support

Bridge 0.35 ­ Interior Plate After Rehabilitation

Bridge 0.35 ­ Expansion Bearing Condition Prior to Rehabilitation

Bridge 0.35 ­ Expansion Bearing Condition after Rehabilitation

By signing, signatory agrees to the following and represents that he or she is authorized to sign for the structural design firm of record:

All entries become the property of DVASE and will not be returned. By entering, the entrant grants a royalty-free license to DVASE to use any copyrighted material submitted.

Submitted by:

Print name:

Signature:

Date:

Submitting Firm:

Mailing address:

Telephone:

Fax:

Email:

Richard A. Hauswald, P.E. 2016-04-22

Burns Engineering, Inc.

2001 Market Street, Suite 600Philadelphia, PA 19103

215.979.7700 215.405.2510 RHauswald@burns-group.com