Overview of Post Katrina Events

and Accelerated Construction

Challenges in Louisiana and
More

I-10 ATCHAFALYA SPILLWAY

BRIDGE CONSTRUCTION
An Example of Accelerated
Construction of the Distant Past

Hossein Ghara, P.E., M.B.A.

State Bridge Engineer
Louisiana Department of Transportation
Monday, March 1, 2010

DREDGING OPERATIONS
Accelerated Bridge Construction is
not a New Concept

54 DIAMETER
CYLINDER PILES

DOUBLE ROW
PRECAST CONCRETE CAPS

PRECAST PRESTRESSED
CONCRETE GIRDER SPANS
MONOLITHIC CONSTRUCTION

PRECAST CONCRETE
BENT CONSTRUCTION

PRECAST CONCRETE
SPAN CONSTRUCTION

CONVENTIONAL
CONSTRUCTION METHODS
NON-REPETATIVE
CONSTRUCTION

PROJECT COMPLETION
PHOTOGRAPHS

Accelerated Construction
Examples of Modern Projects

I-10 and La. 35 Overpass

Rayne, Louisiana

The I-10 bridge was struck by an over height

vehicle travelling on La. 35 damaging both
east and west bound spans on I-10. The
existing spans were shored up and new
spans constructed off site and moved into
position during two-12 hour closures. Traffic
was maintained on the ramps of the
interchange during the exchange of the
spans.

Lewis Street Vertical Lift

Bridge
New Iberia, Louisiana

The Lewis Street vertical lift bridge was

constructed over the footprint of the existing
swing span bridge. The main lift span was
constructed off site and move onto a barge
by SPMT and barged into place for final
erection.

I-49 over La. 526

Shreveport, Louisiana

Sequence of Construction
Fabricate an new steel box girder
Close I-49 and La. 526
Remove damaged girder and concrete deck
utilizing SPMT
Erect new steel box girder with cranes
Reopen I-49 to one lane of traffic and La. 526
Cast deck and barrier

Florida Avenue Bridge

New Orleans, Louisiana

Florida Avenue Bridge

To reduce disruption to navigation the main
span for this vertical lift bridge was
constructed near site, transported by barge
and then erected.

HURRICANES KATRINA &

RITA
LOUISIANAS
RESPONSE AND RECOVERY

TWO MAJOR HURRICANES HIT

THE LOUISIANA COAST IN 2005
KATRINAKATRINA-Category 4 at landfall
Morning of August 29, 2005

RITA Category 3 at landfall

Morning of September 24, 2005

HURRICANE DAMAGE
STORM SURGE & WAVE ACTION
MAJOR INFRASTRUCTURE DAMAGE

FLOODING
LOSS OF LIFE AND PROPERTY

SCOUR
BRIDGE AND ROADWAY INFRASTRUCTURE

WIND
COMMUNICATION, TRANSPORTATION
INFRASTRUTURE & PROPERTY

STORM SURGE & WAVE ACTION

STORM SURGE & WAVE ACTION

LAKE PONTCHARTRAIN I-10 TWIN SPANS

LAKE PONTCHARTRAIN - SLIDELL

STORM SURGE & WAVE ACTION

WEST PEARL RIVER MOVABLE BRIDGE

STORM SURGE & WAVE ACTION

HOLLY BEACH CAMERON PARISH

STORM SURGE & WAVE ACTION

STORM SURGE & WAVE ACTION

SOUTH WEST LOUISIANA

NOTHING IS SACRED OR PROTECTED

FLOODING

NEW ORLEANS

FLOODING

FLOODING

CLAIBORNE BRIDGE IHNC

INNER HARBOR NAVIGATIONAL CANAL

FLOODING

FLOODING

ST. BERNARD PARISH

FLOODING

FLOODING

NEW ORLEANS AREA

I-10 / I-610 NEW ORLEANS

FLOODING

FLOODING

NEW ORLEANS

I-510 NEAR SIX FLAGS

FLOODING

FLOODING

CAMERON PARISH

FLOODING

CAMERON PARISH

FLOODING

FLOODING

SCOUR

NEW ORLEANS AREA

SCOUR

SCOUR

SCOUR

WIND

CHEF MENTEUR PASS PIER SCOUR

ELECTRICAL POWER LINES

WIND

WIND

ELECTRICAL SUBSTATION

VERTICAL LIFT BRIDGE POWER, GREASE

WIND

WIND

COMMUNICATION TOWER

NEW ORLEANS SUPERDOME

WIND

WIND

LAKE CHARLES CALCASIEU RIVER BRIDGE

I-10 TWIN SPANS

WIND

MOVABLE BRIDGE DAMAGE

152 Movable bridges on & off system
142 affected
52 damaged

Huey P. Long Bridge Paint Failure

BRIDGE DAMAGE EVALUATION

Formed Damage Assessment Teams
LA DOTD/FHWA Engineers (major bridges,
movable bridges, major highways, parish
and port movable bridges and roadways)

DAMAGE OF MAJOR
BRIDGES

Emergency Relief or FEMA Funding.

Bridge Assessment Teams delayed
(access and security issues)

Danziger Inner
Harbor
ALMONASTER
INNER
HARBOR

Almonaster Inner Harbor

Empire
Empire

Empire

Rigolet
Rigolets Pass Bridge US 90

Empire

Empire

Historic Fort Pike

Fort Pike (Post Hurricane)

Caminda Bay at Grand Isle

New Rigolet
Rigolets Pass Bridge US 90

Caminda Bay at Grand Isle

ICWW Black Bayou Pontoon

MAJOR BRIDGES IN LAKE

PONTCHARTRAIN
US 11 Bridge
Pontchartrain Causeway Bridge

R
Pa igol
ss e t
s

(1
4
)
(1
7
)

US
11
( 11
)

US

90

I10

Pontcha
rtrain C
ause way
(20)

I-10 Twin Span Bridges

ss
Pa
ur
nte
e
M
ef
Ch

Fetch

http://hurricane.lsu.edu/floodprediction/katrina22/

US 11 over Lake Pontchartrain

Causeway Lake Pontchartrain

Turnaround Ramps

I-10 TWIN SPANS

DAMAGE OF I-10
TWIN SPANS &
ACCELERATED
REPAIR PROJECT

5.4 MILES
Low level 65
65
monolithic simple
prestress girder
spans on 54
54 ppc
cylinder piles.
High rise on short
section of bridge

DESCRIPTION OF DAMAGE

WATER HAMMER

Eastbound Bridge -lost 38 spans and 170

spans shifted alignment.

Westbound Bridge - lost 26 spans and 303

SURGE LEVEL

spans shifted alignment. Approximately 14,000

14,000
of bridge railing damaged.

Bridge Bearings -Major bearing replacement

on both bridges, roadway crossovers for traffic,

debris removal

NORMAL BAY LEVEL

WATER HAMMER

Connection fails,
decks lift off

Upward pressure

WATER HAMMER

Other sections
removed entirely,
thrown in bay

Note missing bent in center of

photo.
Fender System Causeway Bridge

Two spans missing, 12 clearly

misaligned, 4 rails missing.

8 spans each off of one cap, one

additional span submerged.

1 span leaning, 1 span missing, rails

missing, spans misaligned

4 spans leaning, 2 spans missing,

rails missing, spans misaligned

North end of bridge. Note span

off to side.

View looking towards North end.

Looking Southwest from North

end.

Two leaning spans, note sign

truss in place.

Good view of diaphragms.

Spans missing, bearing base

plates in place.

Note how movement was arrested

by the risers. This caused the
cracks noted at girders 2 & 5.

Two spans wedged against one

cap.

View looking to South end of

bridge. Spans on the left are off
at least one cap. Spans on the
right are shifted.

Spalling at girder ends of two

spans.

I-10 Twin Spans

Displacements (by one riser
spacing) and debris at north
shore. Note uniformly exposed
portion of caps.

I-10 REPAIR PROJECT

Hurricane Katrina hit Monday, August 29, 2005
LaDOTD met with FDOT and Volkert and
Associates performed inin-depth inspection within a
week

I-10 REPAIR PHASES

PHASE 1: REPAIR EASTBOUND ROADWAY

Move spans from WB to fill gaps on EB

Realign and repair missing spans on EB

PrePre-bid, proposal developed, question / answer

session held and low bidder announced on
Wednesday, September 7, 2005

Boh Brothers Construction went to work on

Monday, September 12, 2005, Fourteen days after
the hurricane made land fall

45 days, completed in 34 days and $1.1 million

incentive (Opened October 14, 2005)]

Construct crossovers & Open EB two way traffic

I-10 REPAIR PHASES

PHASE 2: REPAIR WESTBOUND ROADWAY

I-10 REPAIR PHASES

PHASE 3: MAINTENANCE FOR ACROW
BRIDGE FOR 3 YEARS.

Replace WB spans with approximately 1 mile of

ACROW 700 Series bridging, & realign spans

PERMENANT SOLUTION:

Develop plans for new 6 lane bridge at a

Opened WB lanes to one way traffic on

higher elevation

January 6, 2006.

Coastal Engineering Firm to perform study to

Converted EB lanes to one way traffic

determine elevation for the new bridge

Jack and
Slide-Method
Moving
Spans
Mammoet

Mammoet - Jack and Slide Method

Span Supports

TRAFFIC IS BACK ON II-10

No Permit Loads Allowed

I-10 NEW BRIDGE

CRITICAL FEATURES:

Six lane facility

Storm protection
Enhanced ship collision resistance
75 year service life
Design alternates where possible

GENERAL FACTS
Total Bridge Length = 58,388
58,388
260,000 LF 36
36 Piles or 200,000 LF Shafts
257,000 LF BT 78 or 44,000 LF Segmental

Surface area = 3.75 million ft2

Total Roadway Length =1.2 miles

BRIDGE LOW LEVEL - TRANSITION

GENERAL FACTS
CONTRACT #1

Transition spans, mid level spans and roadway

Expected Letting Date: Spring 2006
CONTRACT #2

High level and remaining roadway

Expected Letting Date: Summer 2006

TYPICAL SECTION (Type III)

Superstructure (no alternates)

1 mile long Type III and flat slab

Substructure

Concrete bents with 36

36 concrete
piles or 66
66 drilled shafts

BRIDGE MID LEVEL PORTION

Superstructure

8 miles of Segmental Construction or

78
78BT Girders, span range 135
135 to 155
155

Substructure

Concrete bents with 36

36 concrete piles
or 66
66 drilled shafts

IfAlternate
you need
A
to
add
BT-78
anything

Alternate A-1: 36 Concrete Piles

Alternate A
-2 : Typical Section
A-2
66
66 Diameter Drilled Shafts

Typical Span Layout

Alternate B:
Segmental

Typical Section

Span by Span Erection

Superstructure Erection Scheme

If you need
Construction
to add
Phasing
anything

CONSTRUCTION PHASING
Phase I
Low & midmid-level approach bridges

Phase II
Main span unit and approaches

Phase III
Demolition of existing bridge at connections
and completion of bridge structures

Critical Path 1 complete bridge open in 30

mos.

CONSTRUCTION PHASING
OBJECTIVES
Complete one useable bridge in one direction
Improve Level of Service for the motorist at
each stage of construction

Provide maximum access for the contractor

during construction

Maintain at least two lanes of traffic in each

direction throughout construction

Top Down Construction

Methods
I-310 & La. 1 Construction

Top Down Construction

Methods
End On Construction - build the new
bridge from the previously constructed
portion of the new bridge.
Forward Construction building the new
bridge from a temporary construction
bridge forward of the new bridge
construction.

Interstate I-310
End On Construction Method

Top Down Construction

Methods
Construction by the forward construction
method allows for a gradual application of
permanent loads to be applied to the new
structure, therefore allowing time for pile
set up and the construction to advance at
a quicker rate. However, the cost of the
work bridge should be considered in the
decision of construction methods.

La. 1 Project
Forward Construction Method Utilizing a Work
Bridge

Cone Penetration Test (CPT)

Basearea=10cm2
Sleevearea=150cm2
Coneangle=60o

SleeveFriction,fs

Penetration Rate: 2 cm/sec

Equipment used to obtain CPT Data and

Borings

ConeTipResistance,qc

Tip Resistance (MPa)

Sleeve Friction (MPa)

0 10 20 30 40 50
0

0.0 0.1 0.2 0.3 0.4 0.5

0

Rf (%)

0.0
0

Pore Pressure (MPa)

8 10

0.5

1.0

T-2 16-inch 109 Feet Penetration

Probability of soil type (%)

1.5

0 20 40 60 80 100

1.6

0
1
U1

1.4

2
3

10

10

10

10

10

11

11

11

11

11

12

12

12

12

12

13

13

13

13

13

14

14

14

14

14

15

15

15

15

15

16

16

16

16

16

17

17

17

17

17

18

18

18

18

18

19

19

19

19

19

20

20

20

20

20

Clayey

Silty

Relative Resistance (t0 = 1 day)

Depth (m)

Repeatability of CPT

Qs/Q0 = 0.4435Log(t/t0) + 1
R 2 = 0.9924

1.2
Total Resistance

Skin Friction Only

0.8
Qt/Q0 = 0.4271Log(t/t0) + 1
R 2 = 0.9509

0.6
0.4
0.2

Sandy

0
0.001

0.01

0.1
Elapsed Time (days)

10

520 Forward Construction

Zone
Drive Steel Temp. Piles & Set Trestle
Drive Permanent P.C.C. Piles
Set Pre-Cast Conc. Caps

520 Cure Form & Pour Zone

Set Precast Conc. Voided Slabs or Girders

Set Deck Side Forms w/Rail for Screed
Set Deck Reinforcing Steel
Pour & Cure Concrete Decks

520 Rear Construction Zone

Remove Steel Temp. Piles &Temp.
Crane/Tread Rails
Transport and Off Load Materials/Supplies
Forward

THE END

HUEY P. LONG BRIDGE

WIDENING
US 90

In order to determine the existing condition

of the main piers prior to construction, the
Department in cooperation with the New
Orleans Public Belt Railroad utilized
acoustical imaging to acquire a global image
of the piers in the muddy water of the
Mississippi.
If damage was uncovered, a more detailed
investigation would have been initiated.

THE END

QUESTIONS:
1. What was the primary reason for dredging a channel in
the ground prior to the construction of the I-10 bridge
going through Louisiana?
2. What were the reasons why dredging was not allowed in
later years?
3. Are there any formal guidelines or specifications adopted
by AASHTO on the subject of accelerated construction
methods?
4. What was the primary reason for the devastation and
loss of life in the metropolitan New Orleans as a result of
the Hurricane Katrina?
5. What is meant by the term Top-Down-Construction?
6. What is a SPMT?

ANSWERS:
1.

2.
3.
4.
5.
6.

7.

Dredging in wetlands would allow ease of construction by giving the contractor direct access to
the construction site through various navigable waterways. This made construction more
convenient and faster. It also allowed ease of shipping construction elements such as piles and
girders to the job site.
Dredging in wetland often interfered with the natural echo system and resulted in the
environmental damage. Wetlands are very different than lakes or deeper waterways and their
conversion into other types of waterways is no longer allowed.
In some instances dredging also allowed for salt water intrusion and thereby converting
freshwater into Brackish water which is harmful to the freshwater natural habitat.
There are no standards for the acceleration of construction. There are many ways to expedite
construction and each method will necessitate the formulation of its unique specifications and
engineered plans.
The primary reason for devastation and loss of life in New Orleans was not the hurricane wind
intensity but rather the breach of the citys Levee systems.
Top-Down-Construction or sometimes referred to as End-On-Construction is a method of
construction whereby the damage to the construction surroundings is minimized by virtue of
advancing the construction either from the top of the primary (permanent bridge) or a temporary
and advancing structure.
SPMT stands for Self Propelled Modular Transporters which are moving machines with many
axels and degrees of freedom capable of moving and lifting in place extremely heavy objects such
as an entire bridge spans.