Kevin Sutterer

Seismic Evaluation of the US41 Northbound Bridge over the Ohio River at Henderson, KY

The main objective of this investigation is to assess the structural integrity of the Ohio River bridge on US 41 Northbound at Henderson, Kentucky, when subjected to a projected 50-year earthquake. The investigation considers both the main bridge and the approach spans. To achieve the objective, the scope of the work was divided into the following tasks: (1) Field testing of the main bridge; (2) Finite element modeling and calibration; (3) Time-history seismic response analysis; and (4) Seismic response of the approach bridges using the response spectrum method.

Simple Rating System for Identification of Failure-Critical Culverts and Small Structures

Although bridges are a highly visible and crucial part of the highway infrastructure, smaller structures typically classified as culverts exist in even greater numbers. Nearly invisible to the public, culverts are crucial components of highways. Failure of culverts can lead to flooding, roadway damage, interruption of traffic, and even fatal accidents. Several states have implemented successful culvert inspection programs, but others are only beginning to formalize their culvert inspection and maintenance. Even after periodic inspection programs are in place, planners need a tool for consistent guidance to identify structures most in need of attention. This paper reports on a simple rating system based on a new culvert inspection program recently implemented by the Indiana Department of Transportation. The rating system uses weighting factors that can be adjusted by the user to provide an overall rating of a culvert based on ratings of specific characteristics of a culvert. The tool can be used to provide...

Service Learning and Forensic Engineering in Soil Mechanics

Student leaming can be optimized when higher level cognitive, social, affective and psychomotor learning skills are developed. In this case, a junior-level soil mechanics class conducted a failure investigation and provided repair recommendations for a landslide that was threatening a home. Assessment of learning indicated students learned more and felt better about the work they did, despite rating the class as being a heavy workload as compared to other courses. The instructor noted that while more learning apparently occurred, facilitating a course of this type can be very time consuming, stressful, and a potential source of liability. Further, suitable projects cannot be expected to become available at just the right time on a yearly basis. Even so, the instructor was encouraged by the project and would continue to be receptive to administering similar projects in the future, with the belief that future work would not be as time consuming and could be conducted with less stress and liability.

SEISMIC EvALUATION OF THE OHIO RIVER BRIDGE oN US51 AT WICKLIFFE, KENTUCKY

This report presents the use of seismic evaluation of the Ohio river bridge on US51 at Wickliffe, Kentucky. The main bridge is a five-span single-deck cantilever through-truss type. The approach bridge has 21 spans on the Kentucky side and 6 span single-deck cantilever through-truss type. The approach bridge has 21 spans on the Kentucky side and 6 spans on the Illinois side. Although this bridge has not yet been subjected to a moderate or major earthquake, it is situated within the influence of the New Madrid seismic zone. The seismic evaluation program consists of field testing and seismic response analysis. The modal properties of the main bridge are determined through field testing, and are used to calibrate the three dimensional finite element model. The finite element model is then subjected to time histories of the 50-year earthquake event. Stresses and displacements obtained are within the acceptable limits. Analytical results indicate that the main bridge will survive the projected 50-year earthquake without significant damage and no loss-of-span. Hence, it is not recommended to retrofit the main bridge. The approach spans are analyzed using response spectrum method with simplified single-degree-of-freedom models. Most of the Kentucky and Illinois approach spans require additional anchor bolts at the bearings.

DYNAMIC SITE PERIODS FOR THE JACKSON PURCHASE REGION OF WESTERN KENTUCKY

For this report, conventional seismic refraction and reflection techniques were used to determine the shear-wave velocities of the more poorly consolidated, near-surface sediments for a matrix of sites in the region. Conventional seismic P-wave reflections along with existing drill hole and seismic reflection data in the region were then used to determine the depth to the top of the bedrock at the sites investigated. These data were used in SHAKE91 to calculate the fundamental period of the ground motion at the sites. This period, identified in the study as the dynamic site period, is the period at which ground motions in the sedimentary column are most apt to be amplified as a result of a seismic shear wave propagating from the top of the bedrock to the surface. Based on the results in this report, it is recommended that bridges, overpasses, and other engineered structures built in the region be designed so that their natural periods do not coincide with the fundamental period of the sedimentary column, thereby avoiding damage during an earthquake as a result of in-place resonance.

Seismic Vulnerability of Highway Bridge Embankments

The objective of this study was to provide a simple methodology to conduct preliminary seismic vulnerability assessment of bridge embankments to identify and prioritize embankments susceptible to failure. A ranking model that provides a priority list of embankments with the highest seismic risk of failure is generated. A step-by-step methodology is presented to estimate the seismic slope stability capacity-demand ratio, displacement, and liquefaction potential of the bridge embankments. Three categories are presented to identify the failure risk of the embankments. The ranking model is useful for a quick assessment of the sensitivity of the effect of various site conditions, earthquake magnitudes, and site geometry on possible movement of the designated embankments. The methodology is applied to identify the seismic risk of 127 bridge embankments along I-24 in western Kentucky. The variables of the embankments are the geometry, material, type, and properties of underneath soil and the elevation of both th...

Ranking and Assessment of Seismic Stability of Highway Embankments in Kentucky (KYSPR 96-173)

This report presents the findings of three independent studies under the same grant. These were (a) assess and rank highway embankments along priority routes in western Kentucky according to seismic stability, (b) assess the seismic stability of the approach embankment for the US 51 Ohio River crossing near Wickliffe, Kentucky, and (c) evaluate the seismic stability of the US 41 Ohio River twin spans north of Henderson, Kentucky. Seismic stability of bridge foundations was not a part of this study. The highway ranking assessed over 400 embankments and delineated each as having high, moderate or little risk of significant failure for both the 50 and 500 year events. For the 50 year event, 6 were designated as high risk, while 145 were designated as high risk for the 500 year event. The report recommends evaluation of all high risk embankments and any moderate risk embankments along particularly critical sections of roadway. The US 51 bridge embankment assessment indicated a high risk of embankment failure for the 500 year event, and a moderate risk of some deformation requiring repair for the 50 year event. The findings suggested the need for an emergency repair plan in the event of either earthquake, and suggested a more detailed evaluation if a higher confidence about the risk of failure was required. The US 41 bridge embankment evaluation indicated little to no risk of major liquefaction for the 50 and 500 year events. A factor of safety of about 1.0 was estimated for seismic slope stability of the embankment at the bridge abutments, but a detailed stratigraphic section was not possible due to limited project budget. There thus remains some uncertainty about the overall seismic slope stability. The factor of safety is not likely to be significantly less than 1.0. This is acceptable for seismic loading, as a factor of safety of 1.0 implies some deformation of the embankment may occur, but the extent of damage should be repairable on relatively short notice.