Attachment C-2_Bridge Expansion Joint Condition and Assessment Report.pdf

Bridge Expansion Joint Condition and Assessment Report

Oregon Department of Transportation Bridge Structure: Boones Bridge, North Boun Lanes, Pier 1 & 4 Wilsonville, OR

Bridge Over Willamette River

Wabo® Inspection Report: #234513 4/1/2024

Overview ................................................................................................................ 2-4 History & Qualifications

Request For Inspection

Executive Summary Project Location Inspection Findings & Recommendations ............................................................... 5-7 Photos and Remarks ............................................................................................. 8-20

Seal Element Expansion Joint Topside

Edge Beams and Center Beams Buffers / Control Springs Buffer / Control Spring Retainer (“Z” Bars) Lower Support Box Bearings Upper Support Box Bearings Splice Plates Beta Support Yokes Stainless Steel Plates Yoke Bearings Betta Support Bar Support Boxes Conclusions Repair Options .................................................................................................... 22-23 Terminology ........................................................................................................ 24-25 Appendix ............................................................................................................ 26-30

Maintenance/Minor Repairs AASHTO Bridge Element #303 Inspection Manual Existing Joint Drawings Details (1999) Existing Joint Drawings Plans (1999) Watson Bowman Contact Information

CONTENTS

History and Qualifications

Watson Bowman Acme Corporation is the industry leader in the design and manufacturing of expansion control systems, for bridge and highway structures worldwide. Since 1950, we take pride in providing best in class customer service, and manufacture products that protect structures and provide solutions to complex life safety design issues every day. In addition to engineered products, Watson Bowman Acme Corporation is recognized for developing programs that set new standards for the construction industry with a focus on quality and growth.

Watson Bowman Acme Corporation is committed to be the best manufacturer of specialty products for the transportation construction market and our Wabo® Inspection Services program is designed to better assist our clients in preventative maintenance, product recommendations and long-term operations of structures in place.

Overview

Request for Inspection

Date of Inspection: 3/26/2024

System: Wabo® Seismic Expansion Joint System (1200) WBA# 54685, install 2000

Attendees:

1. Steven Lovejoy – OR DOT

2. Craig Veelle – OR DOT

3. (3) Unnamed Oregon DOT personal

4. Zach – Wiss Janney Inspection

5. Greg Ross – WBA Engineering and Technical Service Manager (TSM)

6. Randy Siegmann – WBA Field Service Technician (FST)

Weather: Mid 40’s°F, overcast

Report Prepared by: Greg Ross - WBA Engineering and Technical Service Manager (TSM)

WBA Inspection Team:

1. Greg Ross – TSM

2. Randy Siegmann - FST

On February 1, 2024, Steven Lovejoy, with the Oregon DOT provided a Purchase Order to Chris Smyth, Regional Sales Manager for WBA, requesting a field inspection accompanied by a full inspection report.

Project Location – Wilsonville, OR

Executive Summary WBA conducted an in-depth expansion joint inspection of the Wabo® Seismic Expansion Joint System, WBA# 54685 on the Boones bridge, North Bound Lanes (ONLY). The purpose of this inspection was to assess the overall condition of the expansion joint at the request of the Oregon DOT. During our inspection, we monitored excessive rattling as traffic went over the joint system. The joint was installed sometime in 2000 and has had a few different renditions of rehabilitation efforts since that time.

Roadway Access Access was limited to the shoulder and right-hand lane in the North Bound direction. A single lane closure along the outside barrier wall was provided by OR DOT for purposes of accessing the top of the deck and joint. This report covers all the information of a visual inspection from access that was granted.

Below Deck Access Access was granted from the top side via manhole and vertical steel ladder. Once below deck, Pier 1 access to the expansion joint was provided from a full-length working platform constructed from plywood.

Pier 4 access was via 20’ extension ladder.

Seal Element The SE-300 (WBA P/N 80) neoprene seal is in severe condition by AASHTO Element #303 and identified as Condition State 4. We were able to do a visual top-side inspection of the seal due to limited access of the lane closure and a more through under-side inspection. The seal appeared to be in severe condition, due to ripping, taring, and even missing for lengths.

Expansion Joint Topside The top of the joint was packed full of debris and had limited visibility for anything more than the closure area. Adjacent construction looked to be in good condition.

Edge Beams and Center Beams Edge beams were visually inspected to be in Condition State 2 or fair. Center beams were visually inspected to be in Condition State 4 (Severe) at Pier 1 and Condition State 3 (Poor) at Pier 4 as noted by AASHTO Element #303. At Pier 1 sections of center beam have been replaced with hollow rectangular tubing. At both locations sub assembly parts have been removed and multiple rehabilitations have been attached to the bottom side over the years.

Buffers / Control Springs The Buffers / Control Springs are in severe condition throughout the joint; Condition State 4 as noted by AASHTO Element #303. All parts are either missing or greatly deteriorated based on age of the parts.

Buffer/Control Spring Retainer (“Z” bars) “Z” bars original located on the underside of the center beams were observed to be missing, likely due to weld fatigue; Condition State 4 as noted by AASHTO Element #303. This is causing the control springs to dislodge and fall out. Most “Z” Bars located inside the support boxes are Condition State 2 as noted by AASHTO Element #303.

Lower Support Box Bearings Most lower support box bearings appear to be in place, Condition State 2 as noted by AASHTO Element #303, purely from the age of them. No bearings were removed to visually inspect the wearing surface. No visual cracking, crumbling, or missing bearing were observed.

Inspection Findings & Recommendations

Upper Support Box Bearings Most upper bearing / compression springs appear to be in place, Condition State 2, purely from the age of them. A few locations could be considered as Condition State 3 based on loose installation.

One location could be considered as Condition State 4 based on missing parts, as noted by AASHTO Element #303. No bearings were removed to visually inspect the wearing surface. No visual cracking or crumbling was observed.

Splice Plates Most spice plate locations are in fair condition. They are in Condition State 2 as noted by AASHTO Element #303. The original designed bolted splice connection is no longer recognized as an approved detail by AASHTO. Two spice plate locations are in severe condition. They are in Condition State 4 as noted by AASHTO Element #303. The location in question were retrofit areas and no actual splice detail was developed or employed.

Beta Support Yokes From the original 2000 design only (2) yokes of (108) exist. These yokes in poor shape. They are in Condition State 3 as noted by AASHTO Element #303. All other (106) yokes are one of two rehabilitation iterations, designed and installed by others. Some of those yokes are also considered to be in Condition State 3 and even Condition State 4 in a few cases.

Stainless Steel Plates The stainless-steel plates appear to be in place at all box locations. They are in Condition State 2 as noted by AASHTO Element #303, purely from the age of them. Visual Inspection did not find any specific failure. The stainless-steel plates appear to be in place at all support bar locations. They are in Condition State 4 as noted by AASHTO Element #303. Several locations have cracked, broken, dislodged, or is missing.

Yoke Bearings The Yole Bearings appear to be in Severe shape, Condition State 4 as noted by AASHTO Element #303. During the rehabilitation by others some topside slide bearings look to be missing, and an alternate lower laminate bearing as been used. No design information is know at this time.

Beta Support Bar The Beta Support Bars appear to be in fair shape, Condition State 2 as noted by AASHTO Element #303, purely from the age of them.

Support Boxes The Boxes appear to be in fair shape, Condition State 2 as noted by AASHTO Element #303, purely from the age of them. Some sub structure below the boxes look to show bearing cracking.

Seal Element (onsite NBL Pier 1)

Photographs & Remarks

EJ Topside (onsite NBL Pier 4)

Edge and Center Beams (onsite NBL)

Buffer / Control Spring (onsite NBL Pier 1)

Buffer Retainer (onsite NBL)

Lower Support Box Bearings (onsite NBL)

Upper Support Box Bearings (onsite NBL Pier 1)

Splice Plates (onsite NBL Pier 1)

Beta Support Yokes (onsite NBL Pier 1)

Stainless Steel Plates (onsite NBL Pier 1)

Beta Yoke Bearings (onsite NBL Pier 1)

Support Bars (onsite NBL Pier 1)

Support Box (onsite NBL Pier 1)

Overall, visual inspection of the WBA expansion joint reveals many components are in fair condition, however due to the severe center beam failure, stainless steel sliding plate failure, and multiple rehabilitation efforts in vary stages of functioning, the joints are representative of a Condition State 4 as noted by AASHTO Element #303. Parts of the modular expansion joint are nearing the end of its life cycle. It appears that some of the compression components became loose and that issue began a cascading effect to adjacent areas. Secondly the rehabilitation efforts were designed and installed by others and the calibration of those efforts are not known nor tested by WBA.

During the inspection the joints do not seem to move as initially specified and that is why WBA recommends sizing down for option 1. Additionally, no transverse movements looked to have taken place, but that aspect of option 1 would remain in place. Both points can be assumed based on the polishing movement of the stainless steel and in this case the lack there of. Lastly the intent of the rehabilitation effort is unknown, as well as their repeatability. The effort and quality of many of these rehabilitations looks to be quite robust and of high quality, but that is all that can be inspected at time of the site visit.

These observations were based off a visual inspection from a platform catwalk at Pier 1 and a 18’ extension ladder at Pier 4. Both areas had inspection less than 2’ away from the expansion joint.

Further, more close-up review of the support bars, support boxes, and stainless steel sliding plates will be required throughout option 1 rehabilitation.

In conclusion, the current expansion joint should be addressed to prevent future larger issues/failures. While a full replacement of the WBA expansion joint will address the issues, WBA can work with Oregon DOT and its suppliers for further development of a repair procedure that best suits the joint, and maintenance of traffic conditions. Option 3 would be the start of this effort. Moving forward on any of these options would require quoting and design.

Conclusions

Option 1

Partial replacement with hybrid Wabo® Modular BET-900 joint system. Rehabilitate the expansion joint in place. Below is a basic outline for the field repairs. WBA would also recommend a technician be on hand to guide the contractor. Lane closures would also be required during the repair. WBA believes this would be a good alternative in lieu of replacing the joint entirely. The below may not be the necessary sequence as field conditions vary.

Removal

• Close lanes / road.

• Remove any barrier cover plates.

• Remove each yoke / stirrup connection from the underside, unbolt or cut (Care to be taken as not to disrupt or damage the existing support bar). Support bars to be reused.

• Remove any loose parts, slides, bearings, stainless steel, etc.

• Cut center beams from topside into (3) sections transverse to the joint. (Care to be taken as not to damage the support bars or edge beams). Edge beams to be reused.

• Lift out center beams and free yokes, scrap.

• Remove any loose parts, slides, bearings, stainless steel, etc.

• Remove any seal from edge beams and grind clean the cavity (Care to be taken as not to damage the gland cavity).

• Remove existing side guide weldment from longitudinal movement box for access to support bar (Care to be taken as not to damage the support box).

• Clean out any road debris from inside the support box.

• Unload support box bearings (Upper and Lower), scrap. Specialty tooling will ease this effort.

• Remove any loose parts, slides, bearings, stainless steel, etc.

Installation

• Over clad the stainless steel sliding plate with dampening membrane. Affix to bar per design.

• Reload support box bearings (Lower and Upper) with new custom parts, per design. Specialty tooling will ease this effort.

• Install new side guide / Z bar weldment, per design.

• Center support bars per design.

• Lower down full length center beams with open yokes (Care to be taken as to not damage the new stainless steel sliding plates).

• From the underside position each (1) yoke upper bearing and (2) yoke side guides, per design.

• From the underside install all equidistant springs, per the design. Specialty tooling will ease this effort.

• From the underside install the yoke closure bar with properly seated yoke lower bearing, bolted connection per the design.

• From the topside install full length continuous seal element in each cavity.

• Reinstall barrier cover plates.

• Remove closures and open to traffic.

Repair Options

Option 2

Replacement with new AASHTO compliant Wabo® Modular BET-1200 joint system. This option would include full traffic lane closure, demolition of topside concrete, fabrication of new joint system, re-establishing joint block out, installation (stage or full) and pour back.

Option 3

Replacement with full coverage road plates, designed per AASHTO. Working towards option 1.

Repair Options

Bridge Expansion Joint Types

SMALL MOVEMENT

o A Small Movement Bridge Expansion Joint (SMBEJ) is defined as seals and systems that can accommodate movements less than or equal to 2” (50mm)

MEDIUM MOVEMENT

o A Medium Movement Bridge Expansion Joint (MMBEJ) is defined as seals and systems that can accommodate movements greater than 2” (50mm) and less than or equal to 4” (100mm)

LARGE MOVEMENT

o A Large Movement Bridge Expansion Joint (LMBEJ) is defined as systems that can accommodate movements greater than 4” (100mm)

The bridge expansion joint types identified in this guide are shown associated with the respective bridge expansion joint movement (SMBEJ, MMBEJ, LMBEJ). There are other joint types that are not identified herein, but those that are identified are considered to be the majority of those currently in use within the United States.

POURABLE SEALS – Flowable material placed directly in the gap over top of a pre-molded backing material. These sealants are typically self- leveling and rapid curing. (SMBEJ)

COMPRESSION SEALS – A preformed polychloroprene seal extruded with internal webs and functions by compression of the seal between joint interfaces. The seal is installed with a lubricant adhesive (SMBEJ)

FOAM EXPANSION JOINT SEALS – Uncompressed closed cell joint seals or pre-compressed impregnated open cell joint seals with a coating inserted into a joint gap and installed with an adhesive. Foam expansion joint seals are manufactured in a variety of materials: neoprene, low density ethylene vinyl acetate polyethene nitrogen blown or hydrophobic 100% acrylic impregnated polyurethane foam coated with silicone (SMBEJ, MMBEJ)

BONDED EXPANSION JOINT SEALS - Seals that consist of a preformed joint seal bonded to the joint openings with a suitable adhesive. Bonded expansion joint seals work in compression and tension. There are a variety of seals manufactured of preformed polychloroprene or preformed silicone in different profile shapes (SMBEJ, MMBEJ)

Terminology

ASPHALTIC PLUG EXPANSION JOINT SYSTEM - A flexible specially formulated hot applied field molded polymer modified asphalt binder mixed with aggregate and installed over a traffic bearing plate and pin. The system provides a smooth riding surface (SMBEJ)

STRIP SEAL EXPANSION JOINT SYSTEMS - A preformed polychloroprene gland that is mechanically locked to steel extrusions and rigidly anchored or cast into the bridge deck There are a variety of steel extrusion profiles and matching polychloroprene glands available

SEGMENTAL EXPANSION JOINT SYSTEMS - A low height monolithic segmental rubber panel expansion joint system spanning the joint opening and anchored rigidly to the bridge deck through the use of threaded rods or other mechanical means on both sides of gap. Panels are steel reinforced (MMBEJ, LMBEJ)

MODULAR EXPANSION JOINT SYSTEMS – Consists of a series of steel extrusions called transverse separator beams which are rigidly connected to a series of neoprene glands that are mechanically locked to steel side extrusions and rigidly anchored or cast into the bridge deck and are supported longitudinally by support bars that rest inside of a support box structure that is rigidly anchored or cast into the bridge deck. Modular designs incorporate four key design components: mechanically locked glands, rigid interconnection between support bar and separator beam, a counter-force control system to maintain equal multiple secondary openings and a resilient support system which act to dampen the dynamic loading.

Variations of modular designs are available for multidirectional and seismic movements

(LMBEJ)

FINGER/TOOTH EXPANSION JOINT SYSTEMS – An open steel plate expansion joint system with interlocking steel fingers that are rigidly anchored or cast into the bridge deck, that requires a drainage trough system (LMBEJ)

SLIDING PLATE EXPANSION JOINT SYSTEMS – Two plates sliding on top of each other that are rigidly anchored or cast into the bridge deck, that requires a drainage trough system Variations of sliding plate designs are available for multidirectional and seismic movements (LMBEJ, MMBEJ)

Terminology

Maintenance / Minor Repairs

General Maintenance

- Remove debris from Neoprene seals of expansion joints annually.

- If needed, low pressure wash out joints.

- Repair any spalling of concrete as needed.

- Visually inspect joint from top and bottom annually

Appendix

AASHTO Bridge Element #303 Inspection Manual

WBA Sales:

Chris Fanning – National Sales Manager

(716) 364 - 2177 christopher.fanning@watsonbowmanacme.com

Chris Smyth – Regional Sales Manager

(716) 544 - 4620 chris.smyth@watsonbowmanacme.com

Technical Service:

Greg Ross – Engineering & Technical Service Manager

(716) 799 - 9712 greg.ross@watsonbowmanacme.com

General Engineering:

wbaengineering@watsonbowmanacme.com

Watson Bowman Contact Information mailto:christopher.fanning@watsonbowmanacme.com mailto:chris.smyth@watsonbowmanacme.com mailto:greg.ross@watsonbowmanacme.com mailto:wbaengineering@watsonbowmanacme.com