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Overview of US Infrastructure - Structurally Deficient Bridges
Overview of US Infrastructure - Structurally Deficient Bridges
The United States infrastructure and our “crumbling” roads and bridges, in particular, have been in the national consciousness for several
years now. In the wake of deadly bridge collapses in Italy and Miami and evidenced by the numerous bridge failures of the past, many
experts are concerned that the number of structurally deficient bridges in the county has reached a critical point.
54,259 of the country’s 612,677 bridges, or approximately 8.86%, are rated “structurally deficient” according to the ARTBA. One in three of
America’s bridges have identifiable repair needs and the average age of each structurally deficient bridge is 67 years. That’s compared to
40 years for non-deficient bridges.
The Interstate Highway System, which carries 75% of the nation’s heavy truck traffic, has 1,800 structurally deficient bridges. That’s one
for every 27 miles of highway.
Many bridges have hidden failures and are still being used. It’s estimated that Americans cross structurally deficient bridges 174 million
times each day.
The rising cost of fixing our bridges is also contributing to the deadlock – and
those costs will only continue to grow as our bridges grow older and weaker.
According to the ARTBA’s 2018 Bridge Report, if all bridges would be repaired
today, it would cost $57.8 billion to replace the 34% of our structurally deficient
bridges. 29% of our bridges require rehabilitation, which would cost $49.2 billion
and 17% of our bridges need widening in addition to rehabilitation, costing $28.8
billion. Other projects such as deck rehabilitation and structural work, will cost
at least $35 billion altogether.
In light of these statistics and the rising costs of repairing our infrastructure,
experts and policymakers are searching for innovative solutions to cut costs
and make our bridges more resilient and long-lasting.
According to the Congressional Research Service, the public policy research arm of the United States Congress, bridges are considered
structurally deficient “if significant load-carrying elements are in poor condition due to deterioration or damage.” They are also
considered structurally deficient “if the waterway opening of the bridge causes intolerable roadway traffic interruptions.”
In other words, a structurally deficient bridge may be restricted to light vehicles or closed periodically for rehabilitation and maintenance.
Structurally deficient bridges must often have postings about weight restrictions – a common sight on US roadways – and officials will
close the bridge immediately if they determine it to be unsafe.
For example, under the “Guidance” section of the NBIS, the standards establish
guidelines for the following:
The NBIS sets timeframes for bridge inspections. It requires bridges to be inspected every 24 months, with underwater inspections
occurring every 60 months.
Most state Departments of Transportation (DOTs) expand upon the federal guidelines, however, requiring that inspections occur more
often than outlined. States typically require inspection personnel to be certified engineers. All inspectors must complete training, and
many states require their training be updated regularly.
DOTs typically use a numbered and color-coded rating system of 0 to 9 to rate bridge integrity. A 9 rating would imply that the bridge is
in excellent condition, whereas a 0 rating would imply that the bridge has failed.
Using this system, bridges can fall into four separate categories depending on the severity of their condition:
Using this system, bridges can fall into four separate categories depending on the severity of their condition:
The general public typically does not know the condition of the bridges they drive over, but certified inspectors can determine whether a
bridge needs to have a weight limitation or whether it needs to be closed for repairs or a rebuild.
Bridges that rank at 3 or less on this scale are considered unsafe. This may warrant the restriction of bridge traffic or the closing of the
bridge for repairs and reconstruction.
However, current initiatives to invest more funds into our nation's infrastructure are underway. These conversations are starting among
leaders and policymakers – with broad support from the construction and material producing industries.
But as long as the nation’s infrastructure continues to be neglected, the problem will only become more pronounced and more expensive
to fix. Engineers, policymakers, and lawmakers at the state and federal level are searching for solutions in technology and innovation. But
a dramatic change in the country’s mindset, as well as policy action, will be necessary to solve the problem.
Despite recent increases in infrastructure spending over the past several years,
there is still a considerable shortfall of available funds to fix the nation’s roads
and bridges. The longer this funding gap exists, the more it will exacerbate the
problem.
In 2010, the Committee for Economic Development estimated that it would cost
up to $87 billion to maintain the country’s highway and bridge systems in their
current condition. They surmised it would cost as much as $145.9 billion per
year to make meaningful improvements.
Funding has been delayed for multiple reasons. For one, many state and federal
representatives are unwilling to submit their constituents to the enormous cost
– either by raising taxes or making cuts to other programs.
Furthermore, delays in Congress to pass spending bills have also been a serious
roadblock. The Highway Trust Fund, a fund established to pay for the
maintenance of bridges and other infrastructure, is on the brink of insolvency.
Thankfully, politicians are currently proposing bills that would provide much-
needed funds for the country's infrastructure, including a potential $2 trillion
infrastructure bill at time of writing.
Some in the field have also been unwilling to try new and innovative solutions
which have the potential to cut costs and make out bridges more durable.
Instead, they are attracted to known solution, more commonly used in the
industry.
The costs of constructing a new bridge are often justified, but funds are rarely
set aside to address that bridges inevitable maintenance costs several years
down the road.
Changes must be made at the policy level, but the culture and general outlook
of those who manage construction projects must change as well. Instead of
focusing on quick wins, they must adopt a more long-term mentality, taking into
consideration repair and rehabilitation stages that occur across the entire
lifecycle.
Drones make it easier for engineers to spot problems, augmented reality helps planners visualize their projects and technicians to work
more effectively. Autonomous vehicles and devices powered by the internet of things (IoT) also show promise in helping bridge
construction and repair projects go faster.
But innovative construction materials will also play a major role in restoring American infrastructure.
Ultra-High Performance Concrete is a new class of concrete that has been lauded for its strength and durability. Although the material
has only seen sporadic use in recent decades, more and more companies and governments are inquiring about its applications due to
the infrastructure crisis.
According to a 2013 report by the US Department of Transportation Federal Highway Administration (FHWA), “The dense matrix of
UHPC prevents deleterious solutions from penetrating into the matrix, and so the mechanisms that can cause conventional concrete to
deteriorate are not present. Consequently, durability properties, as measured by permeability tests, freeze-thaw tests, scaling tests,
abrasion tests, resistance to ASR, and carbonation, are significantly better than those of conventional concrete.”
The oldest structures built with the material may have only been in place since the late 20th century, but it is showing steady growth and
promise in the industry.
The material has a compressive strength greater than 21.7 ksi and has a pore
structure that reduces the amount of liquid ingress when compared to regular
concrete. This significantly enhances the durability of the material.
Greater strength
Increased durability
Greater flexibility
Greater ductility
Experts in Europe, Asia, and the Americas have all been generating studies and
use cases for the product.
According to one 2018 case study, researchers from the Universiti Teknologi
PETRONAS, Department of Civil and Environmental Engineering in Perak,
Malaysia stated, “One of the primary advantages of UHPC is its excellent
durability. Structures made with UHPC will have much longer service life with
lower maintenance and repair cost in the future compared to CC or HPC (high-
performance concrete) structures.”
Low permeability
Abrasion resistance
The material bonds well with existing concrete decks and can substantially
expand the life cycle of existing infrastructure. UHPC can even be formulated
specifically for repair purposes.
A self-leveling formulation of UHPC was used for the repair. Using a relatively
small amount of material, the repair job was completed at a minimal cost. This
new layer of UHPC will provide protection for the existing bridge structure
against future chloride ingress and freeze-thaw
Enhancements and upgrades had been made to the bridge since the 1980s to
increase truck-carrying capacity and structural integrity. Modifications were also
made to increase resistance against lateral winds and earthquakes.
In this case, UHPC was added to rehabilitate and encase 32 steel bent legs,
which had begun to corrode at their base. The UHPC was applied to strengthen
the legs’ weak areas and mitigate any further corrosion. The applied material is
expected to protect the legs from corrosion and improve the structural integrity
for many years.
In this project, the existing columns would remain while the superstructure was
replaced. Additionally, new precast pier caps would need to be connected to the
existing pier columns. UHPC was used for the closure pours and link slaps on
the superstructure, then used again for the connections of the pier caps. This
innovative construction method saved valuable time and money on the project.
The entire project was completed in only 21 days.
There are many challenges facing the successful renovation of the United States infrastructure. While some must be solved at the policy
and budgetary level, innovative solutions like UHPC can play a significant role in addressing the nation’s deteriorating bridge
infrastructure.
To learn more about innovative, sustainable, and cost-effective solutions like UHPC, talk to a UHPC expert.