Condition 2012-256 - Responsive 2

Obtained by Bob Mackin via Freedom of Information
2010goldrush@gmail.com
twitter.com/bobmackin

Report
City of Vancouver

Burrard Street Bridge
Condition Assessment Report
April 2012
REPORT
i
P:\20112789\00_Burrard_Rehab_Des\Engineering\12.00_Inspections\RPT_CAR_18April2012_Final\rpt_van_conditionassessment_20120418_dc.doc
Table of Contents
SECTION PAGE NO.

Table of Contents i
1 Introduction 1
1.1 Project Background 1
1.2 Project Personnel 1
1.3 Inspection 1
1.4 Existing Information 2
1.5 Structural Description 4
1.6 Bridge Description 5
1.7 Condition Rating System 6
2 Inspection Results 6
2.1 Deck Elements 6
3 General Discussion 27
7 Closure 34
s.13(1) and s.17(1)(c) & (f)
s.13(1) and s.17(1)(c) & (f)
s.13(1) and s.17(1)(c) & (f)
City of Vancouver

ii

s.13(1) and s.17(1)(c) & (f)
REPORT
1
1 Introduction
1.1 Project Background
The Burrard Street Bridge is a civic icon that has been recognized as a significant heritage
structure in the City of Vancouver. Constructed in 1930, the bridge serves as a critical
transportation link between Vancouver south and the downtown core. The bridge comprises
twenty-six concrete girder approach spans, four steel under-trussed spans, and a through trussed
main span.

The City of Vancouver (City) retained Associated Engineering (AE) to provide engineering
services for the Retrofit and Rehabilitation of the Burrard Bridge. AE has undertaken a
targeted condition assessment and close-proximity inspection to verify the existing base-line
condition, provide information needed for concept development and evaluation, as well as repair
data and quantities to enable sound estimating for the tender stage of the project.

We have teamed with Levelton Consultants Ltd. (Levelton), Trans Canada Coatings Consultants
Ltd. (TC3), Donald Luxton & Associates Inc. (DLA), and Iredale Group Architecture (Iredale), to
complete the various aspects of the inspection. This report summarizes our findings from this
targeted condition assessment and close-proximity inspection.

1.2 Project Personnel
David Chen, B.Eng., P.Eng., and Tim Aucott, B.Eng. (Hons.), P.Eng., conducted the inspection;
Russ Raine, BSc, Chemistry, of TC3 and David Smith, MScE., P.Eng., of Levelton joined the
inspection team to inspect key areas of the bridge.

David Chen and Tim Aucott prepared this report, while Shane Cook, M.A.Sc., P.Eng., reviewed it.
Levelton and TC3 have both prepared reports, which focused on their specific aspects of the
inspection. The detailed report from Levelton, prepared by David Smith, will be submitted
separately from this report once the concrete test results are analyzed. The detailed report from
TC3, prepared by Russell Raine, is included in the Appendix E of this report.

1.3 Inspection
AE completed the inspections between April 27 and June 17 in several stages. The first stage
comprised a visual walk over inspection. We visually assessed the approach spans concrete
girders, deck soffit, and concrete bents from the ground level. We also made general observation
on the condition of the bridge deck surface, deck joints, sidewalks, and parapet.

City of Vancouver

2
The findings from the visual inspection were verified through a second stage targeted detailed
close-proximity inspection on selected areas of the bridge approach spans. We used an 85' and a
100' boom lift to access the concrete girders, deck soffit, and bents to within touching distance.
Levelton accompanied AE on the inspection of select areas of the concrete approach spans to
investigate the concrete condition and collect samples for testing.

The third stage comprises a targeted detailed close-proximity inspection on the steel under-trussed
spans and the through trussed main span (Spans 22 to 26). Access to the lower portion of the
deck truss spans and main through truss span was facilitated by using the safety line system
installed along the bottom truss chords and the floor beams. We utilized the BC Ministry of
Transportation and Infrastructure's Bridge nspection "Snooper Truck to gain access to the east
half of the upper portion of the deck trusses, as well as the deck soffit of Spans 22 and 23. We also
performed a targeted detailed inspection on the east half of the above deck portions of main
through truss span using an 85' boom lift. TC3 accompanied AE during these inspections to
assess the condition of the protective paint coating on the steel truss elements.

The fourth stage of the inspection consists of additional detailed inspections on specific bridge
elements and targeted material testing. We conducted detailed visual inspection of the Pier 1
Stairwell and the Pier 4 Overhead Gallery. During the Pier 1 Stairwell inspection, representatives
from Levelton, DLA, and Iredale were on site to make observation on the concrete condition as well
as the heritage and architectural features. AE and Levelton performed a targeted detailed condition
survey of the bridge west sidewalk; a limited chain-drag inspection was conducted on the west
sidewalk, and concrete samples were collected for testing. Levelton also took bridge deck concrete
sample at pre-selected locations along the deck for testing.

1.4 Existing Information
The City provided AE with the following record information prior to the commencement of the
inspection.

1.4.1 Reports and Information
Burrard Bridge Brief Summary of Previous Seismic Upgrades by Buckland and
Taylor Ltd. April 2011.
Not responsive
Report
3

Not responsive
s.13(1) and s.17(1)(c) & (f)
City of Vancouver

4
1.5 Structural Description
The Burrard Bridge currently carries five traffic lanes, two bike lanes, and a pedestrian sidewalk
over False Creek. The bridge comprises a 24.4 m wide cast-in-place (CIP) reinforced concrete
deck with integral concrete sidewalks, concrete parapets, continuous concrete fascia beams, and
an asbestos-modified asphalt overlay. A General Arrangement drawing showing span
arrangements and typical deck cross sections is provided in Appendix A.

The approach spans vary in length between 5.5 m and 27.1 m and the girders vary between a two-
span continuous to a four-span continuous arrangement. The approach span superstructure
consists of three CIP reinforced concrete girders with integral reinforced concrete diaphragms and
cantilevered outriggers.

Concrete girders are supported by sliding bearings at the south abutment and the south end of the
Pier Bent 4; girders are supported by rocker bearings at the north abutment. Steel pin bearings or
rocker bearings are supporting the concrete girders on each side of the reinforced concrete pier
bents below the expansion joints. The superstructure of the approach spans has been seismically
retrofitted through the installation of longitudinal and lateral restrainers at the expansion joint
locations.

The abutments are CIP reinforced concrete supported from spread footing. There is a staircase
adjacent to each of the four wing walls, the staircases at the south abutment connect to unpaved
trails beneath the bridge and the staircases at the north abutment connect to the sidewalk of an
unnamed service road beneath the bridge.

The approach span pier bents comprise square, reinforced concrete columns with integral cross
beams supported from spread footings. The bents have either a two or a three column
arrangement and were likely designed this way to accommodate a railway line beneath the bridge.
The pier bents at the expansion joint locations (Bents 4, 7, 10, 13, 16, 19, and 24) have been
seismically retrofitted through the installation of new concrete shear walls, footing overlays, and
concrete jacketing of the cross beam and column; in addition, Bent 4 has bearing seat extension
brackets installed.

The truss spans consist of four simply supported deck truss spans (Spans 22, 23, 25, 26) and one
simply supported through-truss main span (Span 24). The truss span superstructure consists of
riveted, built-up, painted steel sections connected via gusset plates at the node locations. The top
and bottom chords, truss verticals, truss diagonals, and portal cross-beams (S24 only) are formed
from built up box sections, some of which have latticed top and bottom cover. The top plan
bracings of the trough-truss span and bottom plan bracings of the deck truss spans comprise built
up I-sections with latticed webs. The top plan bracings and intermediate diaphragms of the deck
truss spans, as well as the bottom plan bracings and the portal diaphragms of the trough-truss
span, comprise back-to-back angles.
Report
5
The end cross bracing diaphragms of the deck truss spans comprise built-up box sections that
connect into the gussets at the ends of the truss chords. The bottom chord gusset plates at the
end of each truss span are integral with the vertical member and the bearing assembly at the pier
bearing locations. The truss spans are supported by CIP reinforced concrete piers bearing on piles
at Pier 1 and on spread footings at Piers 2 through 6.

The CIP concrete deck is supported by a system of longitudinally spanning stringers and
transversely spanning floor beams. The deck truss spans have seven interior stingers and four
exterior stringers (two at each deck overhang) between floor beams. The through-truss span has
seven interior stringers between floor beams. The stringers are connected to the webs of the floor
beams via a riveted web splice; Stringers A, F, and K in the deck truss spans are supported by
additional brackets on the floor beam web. Floor beams coincide with node locations and are
simply supported from the top of the top chord in the deck truss spans. For the through-truss span
the floor beams are connected directly into the lower truss cord nodes.

A seismic retrofit of the truss spans, included installation of new stringer support brackets beneath
the expansion joint at Pier 2 and Pier 5, as well as the replacement of the deck truss end
diaphragm bracing, bottom lateral bracings, and installation of seismic isolation bearings, was
previously undertaken.

1.6 Bridge Description
We have numbered the bridge spans, bents, and piers from south to north to correlate with the
record drawings and previous inspection reports. To be consistent with the record drawings and
previous inspection reports, we did not assigned number 21 on approach pier bents. Piers
supporting the truss spans (Spans 22 to 26) are number from south to north as Piers 1 through
Pier 6. Refer to the General Arrangement drawings provided in Appendix A for details. The
bridge is described as following:

South approach spans (Spans 1 to 21) - CIP concrete girders supported on the south
abutment, Bents 1 to 20, and Pier 1.
South deck trusses (Spans 22 and 23) - painted steel trusses supported on Piers 1 to 3.
Trough truss (Span 24) - painted steel truss supported on Piers 3 and 4.
North deck trusses (Spans 25 and 26) - painted steel trusses supported on Pier 4 to 6.
North approach spans (Spans 27 to 31) - CIP concrete girders supported on Pier 6, Bents
22 to 25, and the north abutment.

Longitudinally, we have numbered the approach span concrete diaphragms, cantilevered outriggers
and deck bays from south to north. Transversely, approach span concrete girders, diaphragms,
and bent columns are labelled as "West, "Middle, and "East.

City of Vancouver

6
For each of the five truss spans, we have numbered the truss nodes from south to north (starting
with Node 0); the numbering is not continuous across spans. The trusses are identified as either
the East Truss or the West Truss, and elements at the top of the truss, such as the top chord are
defined as "Upper, whereas elements at the bottom of the truss, such as the bottom chord or
bottom plan bracing are defined as "Lower. Each truss element is defined by the nodes that it
spans between (For example: L0W to U1W describes the first diagonal member of the West truss
starting at node Lower 0 and ending at node Upper 1). The floor beams are coincident with the
truss nodes and numbered from south to north to correspond with the nodes. The truss stringers
are labelled as "A through "K from west to east.

1.7 Condition Rating System
We rated the individual components of the bridge using the City of Vancouver's bridge inspection
system. The system rates the condition of each component as:

Good (4).
Fair (3).
Poor (2).
Very Poor (1).

The percentage of each individual component falling within that condition state has been recorded.
A City of Vancouver bridge inspection form for the Burrard Street Bridge is included in Appendix B.

The letter "E on the inspection form denotes that the component is in an excellent or as
new condition.
The letter "N on the inspection form denotes that the inspection team could not adequately
inspect the component.
The letter "X on the inspection form denotes a component that is not present at the
location considered. This condition occurs when components such as wing walls or
retaining walls are not present at all four corners of a bridge.

2 Inspection Results
The bridge is generally in a fair condition. The following sections of the report provide a breakdown
of the inspection findings on an element by element basis.

2.1 Deck Elements
Levelton has completed a detailed condition assessment with concrete sample tests on the deck
soffit, west sidewalk, and west exterior parapet. Levelton's assessment and test results are
summarized and discussed in a separate report by Levelton to follow.
s.13(1) and s.17(1)(c), (d) & (f)
s.13(1) and s.17(1)(f) s.13(1) and s.17(1)(c), (d) & (f)
s.13(1) and s.17(1)(f) s.13(1) and s.17(1)(c), (d) & (f)
s.13(1) and s.17(1)(f) s.13(1) and s.17(1)(c), (d) & (f)
s.13(1) and s.17(1)(f) s.13(1) and s.17(1)(c), (d) & (f)
s.13(1) and s.17(1)(f) s.13(1) and s.17(1)(c), (d) & (f)
s.13(1) and s.17(1)(f) s.13(1) and s.17(1)(c), (d) & (f)
s.13(1) and s.17(1)(f) s.13(1) and s.17(1)(c), (d) & (f)
s.13(1) and s.17(1)(f) s.13(1) and s.17(1)(c), (d) & (f)
s.13(1) and s.17(1)(f) s.13(1) and s.17(1)(c), (d) & (f)
s.13(1) and s.17(1)(f) s.13(1) and s.17(1)(c), (d) & (f)
s.13(1) and s.17(1)(f) s.13(1) and s.17(1)(c), (d) & (f)
s.13(1) and s.17(1)(f) s.13(1) and s.17(1)(c), (d) & (f)
s.13(1) and s.17(1)(f) s.13(1) and s.17(1)(c), (d) & (f)
s.13(1) and s.17(1)(f) s.13(1) and s.17(1)(c), (d) & (f)
s.13(1) and s.17(1)(f) s.13(1) and s.17(1)(c), (d) & (f)
s.13(1) and s.17(1)(f) s.13(1) and s.17(1)(c), (d) & (f)
s.13(1) and s.17(1)(f) s.13(1) and s.17(1)(c), (d) & (f)
s.13(1) and s.17(1)(f) s.13(1) and s.17(1)(c), (d) & (f)
s.13(1) and s.17(1)(f) s.13(1) and s.17(1)(c), (d) & (f)
s.13(1) and s.17(1)(f)
s.13(1) and s.17(1)(f)
s.13(1) and s.17(1)(c), (d) & (f)
s.13(1) and s.17(1)(f) s.13(1) and s.17(1)(c), (d) & (f)
s.13(1) and s.17(1)(f) s.13(1) and s.17(1)(c), (d) & (f)
s.13(1) and s.17(1)(f) s.13(1) and s.17(1)(c), (d) & (f)
s.13(1) and s.17(1)(f) s.13(1) and s.17(1)(c), (d) & (f)
s.13(1) and s.17(1)(f) s.13(1) and s.17(1)(c), (d) & (f)
Report
33
6 Monitoring and Further Work
During the inspection, we observed numerous previously recorded, concrete cracks on the deck
soffit which have developed into concrete spalls within the past four years. This observation, along
with the respectable amount of localized concrete delamination and active water seepage at
construction joints and concrete cracks on the deck soffit, indicates that the deterioration of the
concrete deck of the Burrard Street Bridge has been progressing since the 2007 Inspections by
Delcan Corporation. As the deck concrete continues to age, it will likely require major repair in the
near future. Therefore, we recommend that the City to investigate renewal or rehabilitation options
for the concrete deck of the Burrard Street Bridge. The City should also consider incorporating
major bridge deck rehabilitation for Burrard Street Bridge in future financial planning.
s.13(1) and s.17(1)(c), (d) & (f)

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Obtained by Bob Mackin via Freedom of Information

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