ASPIRE is a quarterly magazine published by PCI in cooperation with the associations of the National Concrete Bridge Council. The editorial content focuses on the latest technology and key issues in the Concrete Bridge Industry.

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Page 48 of 55

CBP Concrete Bridge Preservation 47 | ASPIRE , Winter 2012 Historic Repairs Classic bridge is revived with extensive repairs by Craig A. Shutt The Upper Perry Arch Bridge, spanning the Grande Ronde River and the Union Pacific Railroad in Perry, Ore., was designed by Oregon's first state bridge engineer, Conde Mc- Cullough. Built in 1923, the 309-ft-long bridge features classic McCullough design ele- ments: sweeping arches, railings of gothic-arched panels that support beveled handrails, and decorative brackets. But the bridge's deterioration had been unchecked for so long that the Oregon Department of Transportation considered de- molishing the bridge. After further inspection and input from an architectural committee, officials decided that rehabilita- tion was a viable option. The construction team on the project included engineering firm OTAK Inc. in Portland, Ore.; re- pair contractor Wildish Standard Paving in Eugene, Ore.; and material supplier Masons Supply in Portland, Ore. Officials wanted to salvage as much concrete as possible. By adding a cast-in-place longitudinal center beam, deck thickness was reduced from 14 to 8 in., which minimized the amount of concrete needed and reduced the dead load of the bridge. Several expansion joints were also eliminated to minimize future maintenance costs. The anticipated extended service life is 50 years. Deteriorated concrete had to be removed using handheld jack- hammers and replaced with repair grout before other work began. All bridge rails, crossbeams, decks, spandrel posts, sidewalk brackets, and corbels were demolished and replaced. The arches and bents were salvaged, 1130 linear ft of cracks were injected with epoxy and unsound, deteriorated concrete was removed and replaced. Repair work included over 2000 ft 2 of regular cast-in-place concrete repair (up to 2 in. in depth) and 810 ft 2 of deep con- crete repair (up to 16 in. in depth). Over 2800 ft 2 of damaged concrete, 65% more damaged concrete than originally antici- pated, was removed and replaced with 550 ft 3 of the prepack- aged repair mortar. A total of 306 dentils and 68 sidewalk brackets (corbels) were demolished, formed, and cast in place. Special steel forms were used to fabricate 46 pieces of rail. All placements for the main arch span were located equally from each side of the bridge to balance loading. The arch ribs supported the formwork and the work platform. After the formwork was removed, the entire structure was patched, ground, painted, and sealed. The restoration met the goal of recreating the original look of the structure sought by McCullough 90 years ago while pro- tecting the bridge from deterioration for another 50 years. The project was named 2010 Historic Project of the Year by the International Concrete Repair Institute, indicating its success. _________ This article is an abridged version of an article published in the November/ December 2010 issue of Concrete Repair Bulletin and is published with the permission of the International Concrete Repair Institute. For more informa- tion on the organization, visit CBP CONCRETE BRIDGE PRESERVATION To rehabilitate the 309-ft-long Upper Perry Arch Bridge in Perry, Ore., which had severely deteriorated, 580 yd 3 of concrete had to be cast in 35 placements, not including the 618 linear ft of precast decorative bridge rail. CBP_Win12.indd 47 12/29/11 11:19 AM

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