CJAG_Priority Structure Recommendations.pdf

July 31, 2024

Mr. Joshua R. Lenhart Construction Project Specialist Adjutant General’s Department Camp James A. Garfield 8415 State Route 5 Ravenna, Ohio 44266

Re: Bridge SM 4.32 (PRIDE ID BRG06) and SM Culvert (CUL09)

Dear Mr. Lenhart, Per request by the Ohio Army National Guard, American Structurepoint, Inc., performed bridge and culvert inspections at Camp James A. Garfield (CJAG) on June 27, 2024. The inspections included two structures on Smalley Road marked for priority: SM 4.32 (PRIDE ID BRG06) and SM Culvert (CUL09). A brief description of inspection findings and recommendations for addressing structural/geometric deficiencies is provided below, including planning level cost estimates for each location. The recommendations for replacement structures provided herein are tentative. Final structure type and size will be determined during detailed design. The bridge inspection reports for the above two structures are attached for reference.

SM 4.32 (PRIDE ID BRG06)

Built in 1941, the existing 37-foot single span steel beam bridge is load posted for 15 tons, and the 14-foot clear roadway width (curb-to-curb) does not meet current needs. Channel observations indicate the structure is hydraulically undersized, evident by the presence of debris caught in the superstructure. While the existing structure does not exhibit serious deterioration, widening and reuse of any existing bridge components is not recommended due to the lack of information about existing foundations, materials, capacities, etc. Additionally, this would not allow for the waterway opening to be increased. Full replacement of the SM 4.32 structure is recommended due to its geometric and hydraulic deficiencies.

Based on existing site conditions, economy, and client preference for a structure similar in width and type to the GLR Bridge, recently reconstructed in 2010, American Structurepoint recommends the following scope of work:

• Replace the existing bridge with a 28-foot wide, single span (approximately 60 feet) composite box beam superstructure on reinforced concrete integral or semi-integral abutments. The increased span length and use of spill through slopes will increase hydraulic capacity and limit scour potential.

Bridge SM 4.32 (PRIDE ID BRG06) and SM Culvert (CUL09) July 31, 2024

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• Place rock channel protection in front of abutments and wingwalls.

• Reconstruct/widen the approach roadway with the required transition to the wider deck.

• Install new guardrail in compliance with current design standards.

The estimated planning level cost for the above recommendations is $1,000,000 (2024 dollars).

Please note that this estimate does not include engineering costs.

SM Culvert (CUL09)

The existing structure is a cast-in-place concrete box culvert, approximately 31 feet long, with a 6-foot span measured along the skew. The date of construction is unknown. Gabion walls extending from the concrete wingwalls at all four quadrants have failed, resulting in erosion of the roadway embankment and undermining of the roadway concrete pavement. While the structure is in satisfactory condition, it is showing signs of distress and appears to be hydraulically undersized based on channel observations.

Additionally, the ends of the culvert are located very close to the edge of pavement on both sides of the roadway, creating a safety hazard for motorists and exasperating the embankment erosion issues. Full replacement of SM Culvert is recommended due to its deteriorated condition, deficient roadway clearance, and inadequate hydraulic capacity.

Based on economy and existing site conditions, American Structurepoint recommends the following scope of work:

• Replace the existing four-sided concrete culvert and gabion walls with a larger (approximately 6-foot rise x 12-foot span) and longer (approximately 40 feet long) precast concrete box culvert with extended concrete wingwalls. The proposed culvert dimensions would better accommodate channel peak flows, while the increased wingwall lengths would allow gradual roadside embankments and the option to widen the roadway in the future.

• Place rock channel protection at the inlet and outlet of the culvert.

• Install new guardrail in compliance with current design standards.

The estimated planning level cost for the above recommendations is $350,000 (2024 dollars). Please note that this estimate does not include engineering costs.

If you have any questions or require further assistance, please feel free to contact me at your convenience at sflannagan@structurepoint.com or (614) 901-2235.

Sincerely, American Structurepoint, Inc.

Sage J. Flannagan, PE Project Manager mailto:sflannagan@structurepoint.com

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NBIS Condition Rating Guide

In the United States, the National Bridge Inspection Standards general condition ratings (GCRs) are used to describe existing bridge conditions as compared to the as-built conditions. This information is used to determine GCRs on a numerical scale that ranges from 0 (failed condition) to 9 (excellent condition). The GCR code numbers and descriptions are as follows:

9 Excellent Condition – Isolated inherent defects.

8 Very Good Condition – Some inherent defects.

7 Good Condition – Some minor defects.

6 Satisfactory Condition – Widespread minor or isolated moderate defects.

5 Fair Condition – Some moderate defects; strength and performance of the component are not affected.

4 Poor Condition – Widespread moderate or isolated major defects; strength and/or performance of the component is affected.

3 Serious Condition – Major defects; strength and/or performance of the component is seriously affected.

Condition typically necessitates more frequent monitoring, load restrictions, and/or corrective actions.

2 Critical Condition – Major defects; component is severely compromised. Condition typically necessitates frequent monitoring, significant load restrictions, and/or corrective actions in order to keep the bridge open.

1 “Imminent” Failure Condition – Bridge is closed to traffic due to component condition. Repair or rehabilitation may return the bridge to service.

0 Failed Condition – Bridge is closed due to component condition and is beyond corrective action. Replacement is required to restore service.

Bridge components/members are rated on their current physical condition and not on the adequacy of the design.

When reviewing the GCRs for prioritizing bridge replacements and rehabilitations, five primary categories are reviewed:

1. Deck

2. Superstructure

3. Substructure

4. Culvert (culvert type structures that meet the definition of a bridge and have 2 feet or more of fill)

5. Scour

The General Appraisal (GA) of a bridge is the lowest GCR of the above-listed items, not including the deck.

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Bridge and Culvert Inspection Findings

SM 4.32

PRIDE ID: BRG06

Structure Type: Single Span Steel Beam with Concrete Deck on Stone Block Wall Abutments

Deck Width: 17’

Span Length: 37’

General Appraisal – (5-Fair)

Component Conditions:

Deck – (5-Fair)

Asphalt wearing surface has sealed and unsealed cracks throughout. The concrete parapet is in good shape but has minor spalling at end pillars. The approach rail is non-standard. The deck underside has areas of unconsolidated concrete, delaminated concrete, and cracking with efflorescence throughout. There are multiple minor spalls with exposed reinforcing throughout, including a larger instance at the east side of the south exterior bay. Spalls with exposed reinforcing exist along the length of the overhangs on both sides.

Superstructure – (6-Satisfactory)

The paint coating on the steel beams is intact. Light surface corrosion along the bottom flange of beams is typical.

There are areas of heavier corrosion with minor section loss at the top flange and beam ends, with the exterior beam ends being in the worst condition. Heavy corrosion of steel bearings is typical.

Substructure – (5-Fair)

The block wall abutments have missing mortar throughout. The southwest and northeast wingwalls are failing with separation, backfill infiltration, and the top rows of block rotating outward. Embankments are steep at all wingwalls, with significant erosion at the southwest and northeast locations.

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Channel – (4-Poor)

The channel flows south to north. A sediment bar in the west half of the channel directs flow along the forward abutment. Channel debris is lodged between beams, indicating peak flows inundate the superstructure.

Scour – (6-Satisfactory)

The channel material consists of soft sandy silt. There is a scour hole along the forward abutment up to 3’ deep at the northeast corner. No undermining was found when probed.

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Photo 1: End View Looking East

Photo 2: Load Posting

Photo 3: Wearing Surface

Photo 4: Upstream Elevation

Photo 5: Upstream Channel

Photo 6: Downstream Elevation

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Photo 7: Downstream Channel

Photo 8: Channel Through Bridge

Photo 9: Typical Underside; Note Debris

Photo 10: Rear Abutment Elevation

Photo 11: Forward Abutment Elevation

Photo 12: Deck Overhang Underside Typical Condition

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Photo 13: Large Spall with Exposed Reinforcing; South Exterior Bay, East Side

Photo 14: Typical Bottom Flange Surface Corrosion

Photo 15: Typical Exterior Beam End Condition

Photo 16: Surface Corrosion and Minor Section Loss; Beam 4

(Beams Labeled North to South) at Rear Abutment

Photo 17: Typical Bearing Heavy Corrosion; Beam 1 Shown

Photo 18: Embankment Loss at Southwest Wingwall

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Photo 19: Southwest Wingwall Failure; Note Separation &

Infiltration

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SM Culvert

PRIDE ID: CUL09

Structure Type: Cast-In-Place Concrete Box Culvert with Concrete Wingwalls and Gabion Wall Slope Protection

Culvert Length: 31’

Span Length: 6’ (along skew)

General Appraisal – (6-Satisfactory)

Component Conditions:

Culvert – (6-Satisfactory)

The concrete top slab has longitudinal cracks with efflorescence along the center. Embankment erosion exists at all four quadrants, with severe embankment erosion and undermining of the concrete pavement at the southeast quadrant. Both culvert walls near the outlet have large diagonal cracks and cracking along the slab/wall interface, with more widespread cracking in the west wall. All concrete wingwalls have full-depth diagonal cracks near the top and map cracking with efflorescence throughout.

Channel – (3-Serious)

The channel flows from south to north and exhibited deep, nearly stagnant flow at the time of the inspection. The gabion wall slope protection has failed at all locations; walls are leaning and have lost rock fill through the corroded metal wire mesh.

Scour – (7-Good)

The channel material consists of soft sandy silt.

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Photo 1: End View Looking East

Photo 2: Wearing Surface

Photo 3: Severe Erosion & Undermining of Concrete Wearing

Surface; Southeast Quadrant

Photo 4: Embankment Erosion at Southeast Quadrant

Photo 5: Downstream Elevation

Photo 6: Downstream Channel

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Photo 7: Upstream Channel

Photo 8: Upstream Elevation

Photo 9: Culvert Typical Condition

Photo 10: Diagonal Cracking With Efflorescence; West Wall Near

Outlet

Photo 11: Large Diagonal Crack in West Wall (Typical)

Photo 12: Top Slab Cracking With Efflorescence (Typical)

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Photo 13: Northeast Gabion Wall Failure

Photo 14: Southeast Gabion Wall Failure

Photo 15: Northwest Wingwall Diagonal Crack (Typical of all

Wingwalls)