Wednesday, June 9, 2021
ABC, Part 2 Session
Accelerated Bridge Construction (ABC) continues to be a driving force in the industry as owners try to limit user impacts and increase safety for motorists and construction workers. Engineers are continuing to develop new ideas and strategies to improve upon ABC techniques. This session will explore design and construction innovations which range from complex modeling and BIM techniques; slide-in techniques; SPMT demolition concepts; use of pre-fabricated bridge units; and finally the use of grout-filled sleeve couplers to rapidly splice pre-stressed-precast concrete piles.
Session Chair: Mike Cuddy
Time: 2:00 – 5:00 PM
IBC 21-39: Steel Bridge Design Innovations for the New US27/S25/Okeechobee Rd. and SR826/Palmetto Expressway Interchange
Patrick Noble, P.E., S.E., FINLEY Engineerig Group, Tallahassee, FL
This project consists of three new structural steel ramps spanning over the existing interchange and canals in Miami, FL for FDOT District 6. A complete 3D analysis model was created to determine the complex flow of forces and thermal movements for the structures that includes steel straddle bents and complex framing for the variable width ramps with radii down to 330 feet. This presentation will provide some of the complex modeling and BrIM techniques used to gain efficiency while keeping the accuracy of a complex analysis model as well as implementation of current FDOT thermal gradient research and bearing design improvements.
IBC 21-40: Idaho Bridge Slides 2.0
Brian Byrne, Lochner, East Hartford, CT
Boise is one of the fastest growing cities in the United States and is served by I-84, Idaho’s heaviest volume highway. When Idaho Transportation Department (ITD) needed to replace two mainline bridges carrying I-84 over a local road, they were concerned about the increased risk of vehicles accidents and traffic snarls associated with conventional staged construction techniques. This presentation will describe the unique methods used for this project’s slide-in-bridge construction.
IBC 21-41: SPMT Demolition of the West River Bridge
Michael Oliver, STV Incorporated, Hartford, CT
The West River Bridge in West Haven, CT at one point in time before its replacement held the title as being the highest priority structurally difficient bridge in Connecticut. 150,000 vehicles per day crossed the bridge before its replacement. In an effort to minimize impacts to the traveling public the team pulled off the first SPMT (Self Propelled Modular Transporters) bridge demolition operation in the State of Connecticut. Twin SPMT trucks fitted with a pair of 1,000,000 pound capacity strand jack gantries were utilized to demolish the existing bridge in 10 nights, one pick per night. As part of this operation the construction engineer and the engineer of record were tasked with analyzing the new bridge for the super load. Traffic of one lane in each direction was also utilized. This operation saved 60 days on the construction schedule!
IBC 21-42: Accelerated Bridge Construction Techniques for the Rehabilitation of the Anacostia Freeway Bridges over Nicholson Street, SE, Washington D.C.
Ruel Manuel, Chandrakanth Mallina and Joshua Muller, PRIME AE Group, Inc., Baltimore, MD
The District Department of Transportation elected to rehabilitate three bridges on the Anacostia Freeway over Nicholson Street, SE. The constraints of high traffic volumes, compact site constraints, and requirement to maintain traffic, led to the application of accelerated methods. Accelerated bridge construction (ABC) techniques were investigated. The selected solution included superstructure replacement utilizing Prefabricated Bridge Units (PBUs) and substructure rehabilitation work compatible with the sequence of construction. The ramp bridges were
replaced in a weekend closure.
IBC 21-43: River Road, Bridge over Raritan Valley RR, Emergency Bridge Replacement
Steve Esposito, P.E., PMP, WSP USA, Newark, NJ; Krishna Tripathi, New Jersey DOT, Trenton, NJ; Alexander Kluka, WSP USA, Lawrenceville, NJ
NJDOT closed the River Road Bridge over Raritan Valley Railroad, calling on WSP to expeditiously design a new structure. Replacement with a wider single span, semi-integral, prestressed concrete bridge had many obstacles including overhead power lines, an active rail line, and COVID-19 impacts. The team’s efforts met all challenges and opened the new bridge within one year after the onset of design and the original bridge was closed, exceeding expectations of the local community.
IBC 21-44: Alternative System and Materials for Splicing Prestressed-Precast Concrete Pile
Seyed Saman Khedmatgozar Dolati and Armin Mehrabi, Florida international University, Miami, FL
Among various types of piles and installation methods, driving prestressed-precast concrete piles (PPCP) is a durable and economical option. Because of limitations on shipping and transportation and sometimes unpredictable soil conditions, pile segments may have to be spliced at the site to achieve longer lengths. This study introduces an alternative configuration to connect PPCP segments that are a variation of grout-filled sleeve couplers designed to provide PPCPs with a rapid, labor-friendly, and economical splicing method.
Alternate Delivery Session
Time: 2:00 – 5:00 PM
IBC 21-45: Public-Private Partnership (P3) Procurement Method and Design-Build Delivery for the Samuel De Champlain Bridge
Guy Mailhot, Eng. M.Eng., FSCE, FEIC, Infrastructure Canada, Montreal, Quebec Canada; Marwan Nader, Ph.D., P.E., T.Y. Lin International, San Francisco, California; Jeff Rogerson, Flat Iron, Calgary, Alberta, Canada
The recently opened Samuel De Champlain Bridge, incorporating eight vehicular traffic lanes, a light-rail transit system and a multi-use path represents one of the largest infrastructure projects in North America. The 3.4-km bridge including its 529-m asymmetric cable-stayed bridge was fast-tracked within a schedule of only 48-months.
The Owner used a public-private partnership (P3) procurement model with a number of innovative features that were adopted during the
design-build phase to suit the specific needs of the project and which contributed to the success of the project.
IBC 21-46: Alternative Technical Concept (ATC) and Aesthetic Project Technical Enhancement (APTE) of the I-395/SR 836/I-95 Project in Florida
William Detwiler, P.E., T.Y. Lin International, Coral Gables, FL
The $802 million-dollar I-395/SR836/I-95 Design Build Project is a partnership between Florida Department of Transportation (FDOT) and Miami-Dade Expressway Authority (MDX.) The I-395 Corridor includes 1.4-miles of bridge reconstruction from the I-95 Interchange to the MacArthur Causeway. The SR 836 Corridor consists of 3.5-miles of bridge reconstruction and new structures. I-95 is limited to 3-miles of roadway reconstruction.
IBC 21-47: A Novel Method of Project Delivery for the Kingston Third Crossing
Zachary McGain, SYSTRA International Bridge Technologies; Mark Van Buren, City of Kingston, Canada; James Scheer, Peter Kiewit and Sons, Canada; Biljana Rajlic, Hatch, Canada
The Kingston Third Crossing is a long-awaited bridge project providing a new link across the Cataraqui river at the entrance to the Rideau Canal in Kingston Ontario. The Integrated Project Delivery approach was selected by the owner. The novel procurement method which includes a multi-party project agreement, encourages collaboration amongst the parties and a focus on bringing value to the project (as opposed to just cost savings).
IBC 21-48: Emergency Reconstruction of the Moravia Road Ramp to I-95 Southbound
Scott Reynolds, P.E. and Donald Marinelli, P.E., Hardesty & Hanover, LLC, Annapolis, MD; Tekeste Amare, P.E., Maryland Transportation Authority, Baltimore, MD
This paper and presentation will highlight the emergency response to the fire damage to the Moravia Road ramp to I-95 Southbound in Baltimore, MD. A fire started and consumed several parked vehicles under the bridge, near a pier. Hardesty & Hanover (H&H) was contacted by the Maryland Transportation Authority (MDTA) to investigate the incident. The ramp was immediately closed to traffic. Over the next few weeks, H&H and the MDTA work continuously to develop a scheme to temporarily support the structure to allow traffic to reopen. Concurrently, the team worked on developing the final repair plans for bidding, using an A+B procurement (a first for MDTA). The contract documents were developed using a phased construction method that included temporary shoring, girder replacement, substructure concrete repairs, and a partial deck replacement.
IBC 21-49: Part I: Strategies in the Procurement, Design and Construction of the New Harry W. Nice / Thomas “Mac” Middleton
Kenneth Butler, P.E., AECOM, Glen Allen, VA; Brian Wolfe, P.E., Maryland Transportation Authority, Nottingham, MD; Will Pines, PE, PMP, Maryland Transportation Authority, Baltimore, MD; Stephen Skippen, DBIA, Skanksa-Corman-McLean Joint Venture, Newburg, MD
The Maryland Transportation Authority (MDTA) is responsible for constructing, managing, operating and improving the State’s eight toll facilities, comprised of two turnpikes, two tunnels and four signature bridges, including the Harry W. Nice / Thomas “Mac” Middleton Bridge (Nice-Middleton Bridge).
The Nice-Middleton Bridge project is a $463 million design-build project to replace an existing signature bridge over the Potomac River between Maryland and Virginia. The project is one of MDTA’s largest transportation initiatives to date. MDTA elected to use the design-build delivery method to take advantage of the benefits of significant time savings and design innovation.
IBC 21-50: Part II: Strategies in the Cost-Effective Design of the New Harry W. Nice / Thomas “Mac” Middleton Bridge
Stephen Matty, P.E., AECOM, Hunt Valley, MD; Nathan Porter, P.E., AECOM, Glen Allen, VA
The Harry W. Nice / Thomas “Mac” Middleton Bridge project replaces an existing 1.9-mile, two-lane bridge over the Potomac River with a new 61-foot-wide, four-lane bridge to increase traffic capacity, improve safety and facilitate access for emergency response, maintenance and wide-load vehicles. The main spans of the existing bridge feature approach-span deck trusses leading up to an arch through-deck truss over the main channel. The new bridge was designed to cost effectively balance the number of spans against the number and heights of the supporting piers and foundations, while enhancing aesthetics. The design leveraged a combination of prestressed concrete girders in the low- and high-level approach spans with long-span, haunched steel girders over the main channel. The substructure and foundations vary from pile bents to concrete columns and caps on waterline footings to reduce impacts to the river bottom. The deep foundations are 36 and 66-inch prestressed concrete piles driven up to an estimated depth of 190 feet. The design approach provides a simple and repetitive design, which increases construction efficiency and reduces costs, while promoting quality and durability.
W10: Accelerated Construction with Steel Sheet Pile Bridge Abutment
Errynne Bell, Nucor Skyline, Rock Hill, SC; Richard Schoedel, P.E., Gang Zuo, P.E., Ph.D., and Aaron B. Colorito, Michael Baker International
Time: 1:00 – 5:00 PM
Steel sheet pile bridge abutments offer a unique solution for bridge construction that is cost-efficient, rapidly deployed, strong, and durable. This workshop will provide a thorough overview of the design methodology, from concept to completion. In this overview, we bring together the basics of AASHTO bridge design, and fill in the gaps to provide complete design guidance on all aspects of sheet pile bridge abutment design. Each workshop participation will receive a copy of the Steel Sheet Pile Bridge Abutment Manual, courtesy of Nucor Skyline.
W11: Constructability, Durability and Sustainability of Concrete for Extended Service Life Projects
Jose Pacheco, Ph.D., P.Eng., CTL Group
Time: 1:00 – 5:00 PM
Service life requirements for concrete bridges of 75 years or greater are becoming the norm in Public Private Partnerships (P3) and Design-Build projects. This type of project requires effective communication between the Contractor, Engineer of Record, Consultants and Suppliers. Achieving the specified service life involves all the stakeholders from design, material selection and qualification, and execution stages of the project. The workshop will cover various approaches used for selecting the optimal concrete materials for enhanced constructability, durability and sustainability of different concrete classes such as bridge deck, mass concrete, and others.