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2 Fatigue stress evaluation method due to load reversal: The author developed a computer program in MathCAD to evaluate remaining useful fatigue life in connections and steel members The method was based on AREMA code (and was used for cooper train loads for SEPTA bridges in Philadelphia) Actual train live loads and impact were for silver liner, bombardier, and diesel locomotives used by SEPTA The yield stress of existing steel was less than 36 ksi Allowable stress level was based on 2 million cycles capacity The method can be applied to AASHTO HL-93 Live Loads for Highway Bridges 3 Newly designed girders need a factor of safety and therefore greater shear resistance than the cumulative shear force from dead and live load plus impact Web depth at girder ends may need to be increased by using splayed webs 4 Removing oor beams with riveted connections to webs: To avoid instability to the structural system or local buckling, consider leaving in place fractured oor beams and strengthening with new channel beams 5 Retro t of steel beams: The bridge survey and evaluation report will be consulted if the superstructure is in serious condition due to cracks in webs of numerous oor beams or at the truss connections Drilling of holes at the tip of cracks may be required The beams need to be retro tted by installing splice plates at the bottom ange for easy access Other applicable retro t details shall be provided as per AASHTO Guide Speci cations for Fatigue Evaluation of Existing Steel Bridges 6 Coupons: To evaluate strength of old steel, a small sample of existing steel may be taken from a redundant location and tested for strength, depending on the available as-built plan and data 7 Replace damaged bearings: For proposed construction, xed and expansion type multi-rotational pot bearings or seismic isolation bearings are likely to be more suitable than other conventional types, such as disc or elastomeric pads, to meet seismic requirements Bearings will be designed using the LRFD method Existing rocker and roller bearings have greater height than proposed pot or isolation bearings The difference in height is handled by placing concrete pads or steel plates under the shallow bearings The superstructure will be jacked to remove and replace bearings During stage construction, the existing deck slab may be temporarily supported by steel posts and beams prior to demolition Any underpinning will be removed after the new deck is in position For existing multi-span steel beam bridges, the designer shall consider providing continuity using ange and web connection plates at pier locations In such situations, analysis of the girder as a continuous member shall be performed Replacement of dual bearing lines with a single bearing should be considered, particularly if replacement of the bearings is required 8 The skew effect behavior of steel bridges and their relative exibility when compared with prestressed concrete bridges must be evaluated and considered in the analysis.

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Past experience has shown that compared to multi-girder system, through-girder systems with oor beams can save up to 2 feet in girder depth With well-connected closely spaced oor beams acting as a rigid diaphragm between longitudinal girders, this system: Will address concerns over the safety of the structure Provide much shallower structural depth that would bene t ROW cost Will improve sight distance Can be designed to carry distributed load even if the through girder had a crack at midspan Is the least expensive alternative

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