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3 Growing traf c on our waterways is increasing the probabilities of a barge/bridge collision that can result in a disaster 4 Aging highway signage and high mast lighting (luminaries) are becoming structurally unsound, usually due to failing connections, and are creating the potential for damage and loss of life 5 An evaluation of risk and a vulnerability rating based on inspections

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1 Underwater inspection or instrumentation as a bridge management tool: Figure 320 shows visual monitoring followed by ood watch and follow-up monitoring of scour critical bridges 2 Use of modern techniques: The use of wireless and remote sensors enables the movements of bridges to be monitored around the clock This is most desirable in ood situations Modern sensors, when installed on scour critical bridges, minimize the possibility of sudden collapse and serve as a warning for a bridge to be closed Modern techniques are further discussed in 9 on scour 3 Investigating unknown foundations: Figure 321 shows the need for geotechnical procedures in evaluating unknown foundations

as those related to the task; encourage people to communicate about such issues, and be willing to offer your own reactions as well

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4 Scour safety evaluation: The scour suf ciency rating needs to be evaluated A scour analysis is carried out to evaluate scour depths based on FHWA Publication HEC-18 A scour report consists of a detailed eld survey, substructure information, scour analysis results, hydraulics related ndings, and countermeasure recommendations Harnessing the river to reduce ood velocities may also be used Common countermeasures are riprap, gabion baskets, concrete blocks, and sheet piling

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Planning is a major area of concern A mistake made in planning can seldom be overcome Bad planning decisions will ultimately lead to bad results The following planning principles shall be observed: 1 The bridge footprint must be located in a suitable site ensuring stable foundations 2 Sharp skew angles in the deck slab must be minimized to avoid stress concentration in the acute corners 3 Selection of a structural system with redundancy and adequate construction materials 4 The optimum number of spans, continuity over supports, and equal spans need to be considered 5 Provision for future widening of the highway below must be considered This may require provision of a median, space for future lanes, an acceleration and deceleration lane, emergency shoulders, a sidewalk, and zebra crossing 6 If a slab-beam bridge is selected, the number of girders and spacing shall be optimum Girder spacing shall preferably be in the range of 6 to 12 feet A higher degree of redundancy needs to be considered In place of through girders that are non-redundant, a minimum of four girders is required However, an odd number of girders is preferred for stage construction since the middle girder serves as a spine beam reducing deck de ection

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Leadership: Honor your leadership gift of obtaining results and enhance your capacity to pay equal attention to people and work Your dual focus on goal achievement and efficiency can have the effect of minimizing the human side of work Conduct a human-impact analysis each time you make a decision, and take the results very seriously

Both fascia and interior girders need to be designed If the fascia is lighter than the interior, good practice will be to adopt the heavier interior girder design throughout This is necessary for future widening, otherwise the fascia girder and part of the deck will need replacement Longitudinal joints shall be avoided In place of transverse deck joints, integral abutments may be preferred Deck joints usually have maintenance issues due to higher impact from vehicles Walls of the abutment and pier should be placed at 90 degrees to the direction of traf c ow to avoid any skew Minimum vertical clearance for new bridges shall be 16 feet 6 inches The horizontal distance to the face of the abutment and pier needs to be a minimum 30 feet from the edge of the travel lane This distance may be reduced if guard rails are provided in front of the abutment or pier Geotechnical borehole results must be applied in selecting shallow or deep foundations Weaker soils require deep foundations, such as piles, drilled piers, or caissons For rm soils with a bearing capacity of 2 ksf and above, shallow footings should be considered Traf c count is required to determine the number of lanes, with traf c projections for 20 years ADTT A provision for deck widening will be included

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