{"id":62935,"date":"2006-07-13T15:59:50","date_gmt":"2006-07-13T15:59:50","guid":{"rendered":"https:\/\/zonda-develop.go-vip.net\/concrete-construction\/article\/proof-positive_o"},"modified":"2006-07-13T15:59:50","modified_gmt":"2006-07-13T15:59:50","slug":"proof-positive_o","status":"publish","type":"post","link":"https:\/\/zonda-develop.go-vip.net\/concrete-construction\/projects\/infrastructure\/proof-positive_o\/","title":{"rendered":"Proof positive"},"content":{"rendered":"
<\/div>

A recent study of Seattle’s Interstate 90 floating bridge proved the feasibility of adding a light rail transit system atop the structure. The exercise went beyond the typical analytical study, involving a full-scale load test to ensure that the 17-year-old structure spanning Lake Washington could support the additional weight of a transit line.<\/p>

Initiated by regional public transportation authority Sound Transit and carried out by the Washington State DOT’s Bridge and Structures group (WSDOT) and Seattle structural and civil consulting engineering firm KPFF, the study involved the use of eight flatbed trucks that were loaded to approximate the weight of light rail vehicles. Executed over two weekend nights in September 2005, the test gave the public agencies the information needed to seek voter approval for a transit funding package that would include light rail across the lake.<\/p>

The I-90 corridor serves as the main connection between downtown Seattle and the region’s \u201cEastside\u201d of Lake Washington\u2014a collection of cities including Bellevue, Kirkland, Issaquah, and Redmond, the home of Microsoft’s headquarters. The test subject, known as the Homer Hadley Floating Bridge, is one of three concrete floating bridges over a mile long that span the lake to provide general purpose and high-occupancy vehicle (HOV) traffic lanes, eastbound and westbound. Opened in 1989, the test bridge supports westbound general-purpose traffic, reversible HOV traffic, and a pedestrian\/bicycle lane. WSDOT owns and maintains the bridge.<\/p>

In 2001, Sound Transit requested that WSDOT perform a preliminary analytical study to assess the feasibility of adding a light rail system to the bridge’s reversible roadway on the south side of the floating structure. While the preliminary study performed by KPFF indicated that adding light rail may be feasible, it was determined that more advanced computer modeling would be required to confirm the bridge’s ability to support a new light rail system. An option to perform a full-scale load test to evaluate bridge response in lieu of the more intense analytical study was also suggested.<\/p>

Concrete floating bridges are unique structures in that they not only have to carry traditional vehicular traffic, but they also must remain watertight. In essence, floating bridges are permanently moored marine structures rather than conventional fixed bridges. The analytical methods used to predict the response of more conventional bridge structures typically are not applicable to floating bridges. The key advantage to performing a load test is the elimination of unknowns and assumptions inherent to any analytical study. Given the magnitude of future decisions that will be based on the findings of the second stage of the study, Sound Transit and WSDOT decided to perform a load test.<\/p>

RECREATING REAL LOADS<\/b> <\/p>

The key objective of the load test was to simulate the computer modeling performed in the previous study by KPFF to predict bridge response. The eight flatbed trucks that were used to simulate light rail cars were loaded to approximately 148,000 pounds each, with two four-truck combinations each simulating a four-car light rail train. For comparison, the typical legal load limit for highway travel is 80,000 pounds. Sensitive instrumentation, including state-of-the-art GPS surveying equipment, was installed on the bridge to capture data as the bridge responded to the weight and motion of the trucks. Both static and dynamic tests were performed, with data collected and reported in real-time. Truck positioning on the bridge was selected to match the critical load conditions that would be encountered if a light rail system were installed.<\/p>

The decision to move forward with the test was made in mid-June 2005, with a target for execution by the end of September. The schedule allowed only 3\u00bd months to develop the test procedure, install instrumentation, coordinate traffic control, prepare the test vehicles, and schedule bridge closures. The target date was largely based on Sound Transit’s desire to have preliminary results available by mid-November and to take advantage of reasonable weather conditions. High winds and excess rain could skew results, not to mention pose safety hazards. It was determined early that performance of the test would require complete closure of the bridge over multiple days. The window of opportunity to perform the test was further reduced by limiting bridge closure to weekend nights only. Due to previously scheduled major public events in the Seattle area, only one weekend was identified as being ideal for performing the test. If the team was not prepared to perform the test on that weekend, it would likely have been necessary to postpone the project until the summer of 2006. Doing it right the first time was crucial.<\/p><\/div>

<\/div>

The short schedule and limited window of opportunity demanded close and proactive coordination between all team members, from the public agencies’ project managers and the field technicians responsible for installing instrumentation to the trucking company responsible for preparing the test vehicles. The entire team was dedicated to the project for the 3\u00bd months before the test.<\/p>

PRECISE PLANNING<\/b> <\/p>

Some of the methods used to ensure necessary communication and interaction included regular team meetings, sidebar meetings, site visits, test area reconnaissance, clearly defined and tracked schedule and milestones, and a clear definition of lines of communication between the consultant team and key stakeholders. Stakeholder involvement and buy-in was required at every stage of planning. Practice runs with the test vehicles were performed in advance to identify flaws in the proposed test procedure.<\/p>

The result of the planning stage was a step-by-step test script that was strictly followed during performance of the test. A meeting of all participants was held two days before the test to walk through each step of the script. The test script included backup plans in case of equipment failure as well as plans to take advantage of any time remaining for additional testing beyond the basic project scope.<\/p>

The test was executed smoothly over two nights during the targeted weekend in September. Because the script was completed ahead of schedule, additional tests were performed that were above the basic scope of work. The time and energy spent preparing for the test led to an efficiently operating team of individuals from both the public and private sector.<\/p>

The communication level between the consultant team, WSDOT, and Sound Transit before and during the test continued during the report writing phase. After a process of review and comment on draft copies of the report, the final report was issued in January 2006. Test results showed close correlation between computer-predicted bridge response and measured response. The main conclusion drawn was that the floating bridge structure could structurally carry the operational loading from Sound Transit’s light rail train system.<\/p>

The successful execution of this project under the constraints of a demanding schedule and a highly technical procedure is a direct result of the ability of all components of the project team to work together. Failure of only one component could have led to disastrous results and money lost. The results of the test program provided WSDOT with the information needed to feel comfortable about adding a new mode of transportation to the unique structure and provided Sound Transit with a critical milestone to achieving their long-range goals for transportation in the Puget Sound region.<\/p>

\u2014 Kuebler is an associate with KPFF Consulting Engineers, and Clarke is a manager with the WSDOT Bridge & Structures Office.<\/i><\/p>

It takes a team<\/b> <\/p>

Several public agencies and private companies joined together to execute the full-scale load test on Seattle’s Interstate 90 floating bridge.<\/p>

Regional public transportation authority Sound Transit funded WSDOT to perform the load test. WSDOT in turn contracted Seattle consulting engineering firm KPFF to lead a consultant team to develop, plan, coordinate, and manage the test program as well as report test results. In addition to KPFF, the consultant team included Construction Technology Laboratories of Skokie, Ill., to provide and install bridge instrumentation and Shaughnessy & Co. of Auburn, Wash., to provide and operate test vehicles and equipment. Other entities critical to the project team included WSDOT’s survey group to provide GPS instrumentation, WSDOT’s traffic control and bridge maintenance groups, and public relations and media staff from WSDOT and Sound Transit.<\/p><\/div> ","protected":false},"excerpt":{"rendered":"

A recent study of Seattle’s Interstate 90 floating bridge proved the feasibility of adding a light rail transit system atop the structure. The exercise went beyond the typical analytical study, involving a full-scale load test to ensure that the 17-year-old structure spanning Lake Washington could support the additional weight of a transit line. 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