7379 asbi news winter 04 - american segmental bridge institute

Editorial by Cliff FreyermuthManager, ASBI

S E G M E N T SA M E R I C A NS E G M E N T A L B R I D G EI N S T I T U T E

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I N S I D E

COMMUNICATION NEWS2003 ASBI Convention ...................2, 3

2004 PTI Technical Conference and Exhibition ....................................4

New York City Bridge Conference Engineering Achievement Awards .......4

ASBI Website Technical Reports .........4

New ASBI Committees .......................4

2004 ASBI Membership Directory ......4

Errata ..................................................4

2004 ASBI Schedule of Events & Publications ....................................5

PROJECT NEWSPuente Viaducto de la Unidad, Monterrey, Nuevo Leon, Mexico .....5, 6

Pomeroy Mason Bridge Bids Pomeroy, Ohio ................................6, 7

Creve Coeur Lake Memorial Park Bridge opens to Traffic ........................7

Indian River Inlet Bridge, Delaware ....8

Woodrow Wilson Bridge, Washington, D.C. ...............................9

Virginia Approach Constructors takes on Woodrow Wilson Bridge .....10

Maumee River Bridge, Toledo, Ohio .....................................11

Extreme Safety - $220 Million Bridge Project Fosters a Culture of Safety ......................................12, 13

Parsons Selected for the Ernest Lyons Bridge Design/Build Contract ..........14

Galena Creek Bridge, Nevada ............14

Broadway Bridge wins FHWA Excellence Award ..................15

Bill Emerson Memorial Bridge Main Span Completed, Cape Giradeau, Missouri ...................16

Volume 44 Winter 2004

DEVELOPMENT OF A SUSTAINABLE U.S. BRIDGE INFRASTRUCTURE

Editorial

The editorial in the Summer 1989 edition (Volume 2) of the ASBI newsletter by President W. Jack Wilkes described life-cycle cost advantages of segmental concrete bridges. In the Winter 1996 newsletter, I called attention to the National Highway System (NHS) bill adopted in 1995 requiring use of life-cycle cost analysis and value engineering analysis for NHS projects costing $25 million or more. The Summer 1999 editorial by President James E Roberts begins, “Much has been written about life-cycle cost analysis for bridges, but little work has been done in the actual application of life-cycle costs in the evaluation of bridge alternatives” Roberts’ editorial continues in describing the factors involved in long-life performance for bridges as well as the advantages of segmental bridges in this context. Also in 1999, the ASBI Board of Directors formally endorsed a minimum service life of 100 years for major segmental concrete bridge projects.

During the past 15 years, there has been progress concerning application of life-cycle cost analysis, and increasing the design service life for major bridges. A minimum service life of 100 years was implemented on the basis of special serviceability limit state specifications and special concrete specifications for the Confederation Bridge between Nova Scotia and

Prince Edward Island which was opened to traffic in 1997. Design and construction criteria were selected to achieve a design service life of 150 years for the San Francisco-Oakland East Bay Bridge, which is now under construction.

On an international basis, British Standards have required a minimum service life of 120 years since 1988. These requirements have also been implemented in the construction of major bridges in other parts of the world, such as Hong Kong, where British Standards are used. Design life of 100 years has been used for major bridge and tunnel projects in Europe since the early 1990’s. The Oresund Fixed Link between Denmark and Sweden, opened to traffic on July 1, 2000, used concrete specifications developed to ensure a service life of 100 years. In 1994, the owners and their consultants established the following as the basis for the concrete

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(Editorial, cont.)

Figure 8 - ASBI Exhibit Area

Figure 1 - Dallas High Five Interchange Construction, September 2003

Figure 4 - R. Craig Finley, Jr., ASBI President presiding as Chair of the Awards Luncheon.

Figure 2 - Segment erection device provided by Rizzani de Eccher/Deal

Figure 3 - Dallas High Five Interchange Construction, September 2003

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C O M M U N I C A T I O N N E W S

specification requirements: “The requirements will be based on well-known technology (emphasis added) and will secure a service life of 100 years with proper maintenance but without any major repair work.”

Possibly without awareness of British Standards requirements or world-wide trends towards use of design service life ranging from 100 to 150 years, U.S. opposition to use of life-cycle cost analysis and increasing minimum design service life is invariably based on assertions that adequate data or technology does not exist for these purposes. This obviously represents a difference of opinion or perspective. There is clearly a need to eliminate the large current backlog of deficient U.S. bridges, and to develop a sustainable bridge infrastructure. Achieving these goals requires increasing the minimum design service life to at least 100 years, and selection of bridges on the basis of life-cycle cost analysis.

2003 ASBI Convention- Dallas, Texas

The 15th Annual ASBI Convention held November 6 – 7, 2003 at the Dallas Hyatt Regency at Reunion was attended by 358 – second only to the attendance of 414 at the 2002 convention in San Francisco. In addition to an outstanding 1½ day technical program, the convention featured the 2003 ASBI Bridge Awards of Excellence (the first ASBI bridge awards program), and an afternoon tour of the Dallas High Five Interchange, a spectacular application of precast segmental balanced cantilever construction with spans ranging to 300 ft. (Figs. 1, 2, and 3).

ASBI President, R. Craig Finley, Jr. (Fig. 4), Senior Vice President, Parsons, presided at the November 6th Awards Luncheon. A view of the Awards Luncheon is presented in Fig. 5. Awards Committee Chair

Hala Elgaaly (Fig. 6), FLH Bridge Engineer, FHWA, gave the luncheon presentation on the seven 2003 Bridge Awards of Excellence (the presentation is on the ASBI website under “Design Awards” in the menu). Representatives


Figure 9 - ASBI Exhibit AreaFigure 8 - ASBI Exhibit Area

Figure 6 - (right) Hala Elgaaly, FLH Bridge Engineer, FHWA/Federal Lands Bridge Office, Awards Chair, ASBI

Figure 7 - ASBI Bridge Award of Excellence Recipients. Jimmy Camp, NM Department of Transportation, Big I Interchange (I-25/I-40) Albuquerque, NM; William N. Nickas, State Structures Design Engineer, Florida Department of Transportation, Broadway Bridge, Daytona Beach, FL; William Rogers, MA Turnpike Authority, CA/T:I-93 Viaducts and Ramps north of Charles River, Boston, MA: Hala Elgaaly, FLH Bridge Engineer, FHWA, Foothills Parkway Bridges, Blount County, TN; Anthony Ricci, MA Turnpike Authority, CA/T: C09A4 Bridges, Boston, MA; Dina Kukresa, VA Department of Transportation, Smart Road Bridge, near Blacksburg, VA; Kendal Walus, VA Department of Transportation, Vietnam Veteran’s Memorial Bridge, Richmond, VA; Craig Finley, Jr., President ASBI.

Figure 5 - (left) ASBI Bridge Ward of Excellence Luncheon

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of the bridge owners that accepted the awards are shown with ASBI President

R. Craig Finley, Jr. in Fig. 7. Twenty-one companies participated in

the convention exhibits. Views of the exhibit area are shown in Figs. 8 and 9.

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P R O J E C T N E W S

ASBI Website Technical Reports

A new item has been added to the ASBI website menu on “Technical Reports”. This portion of the website will include technical information that may be of particular interest to ASBI members. The initial items available are:

Temporary Corrosion Protection Coatings for Strand and Influence of Vibrations During Setting of Grout (1.0 mb) by Andrea J. Schokker, the Pennsylvania State University.

Deck Protection Systems for Post-Tensioned Segmental Concrete Bridges (25.2 mb) by Michael M. Sprinkel, Virginia Transportation Research Council

Email Correspondence of November 12, 2003 from John Depman, Central Atlantic Contracting, on Grinding Decks of Segmental Bridges. (32 k)

Condition of the Prestressing of the Ft. Lauderdale - Hollywood Airport Deconstructed Segmental Bridges. (9.1 mb) by Luis M. Vargas, Beiswenger Hoch and Associates

Load Rating Segmental Bridges Consistent with LRFR Requirements. (3.3 mb) by Alan Moreton, Corven Engineering, Inc.

ASBI Letter to the Editor of Civil Engineering Magazine in response to the article, “Enduring Strength” in the September 2003 issue of Civil Engineering. (656.7 k) by William N. Nickas, State Structures Design Engineer, Florida Department of Transportation; Andrea Schokker, Henderson Professor of Civil Engineering, The Pennsylvania State University, and Clifford L. Freyermuth, Manager, American Segmental Bridge Institute

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2004 PTI Technical Conference and Exhibition

The 2004 PTI Technical Conference and Exhibition will be held May 16-17, 2004 at the Westin Charlotte Hotel in Charlotte, North Carolina. The PTI Conference will be held in conjunction with the 2004 Concrete Bridge Conference. Contact PTI for registration details and more information at www. post-tensioning.org.

Post-Tensioning Institute 8601 N. Black Canyon Highway, Suite 103Phoenix, AZ 85021Phone: (602) 870-7540Fax: (602) 870-7541E-mail: [email protected]

New York City Bridge Conference Engineering Achievement Awards

The Awards Ceremony of the New York City Bridge Conference held on October 20, 2003 in New York City recognized John E. Breen, with the Bridge Engineering Research Award and Michel P. Virlogeux with the Bridge Design Award. The award citation for Dr. Breen recognized his involvement as “a pioneer in US precast segmental bridge technology” and as a “principal author of the AASHTO Guide Specification for Segmental Bridges”. Michel Virlogeux’s citation noted his work with SETRA, the Technical Services of the Highway Administration in France where he became head of the concrete division in 1980, and head of the bridge division in 1987. The citation also recognized his achievement as designer of the Normandy Bridge, which received a FIP Outstanding Structure Award in 1998. John Breen and Michel Virlogeux are both Honorary Members of ASBI, and both have received ASBI Leadership Awards (Breen in 1989 and Virlogeux in 1997).

New ASBI Committees

At the November 5 meeting of the ASBI Board of Directors in Dallas, new committees were formed on Construction Practices and Convention Exhibits. The Construction Practices Committee, to be chaired by John Armeni, Traylor Bros., Inc. will provide a forum for development of information on all aspects of segmental and cable-stayed bridge construction, and is tentatively scheduled to develop a construction practices handbook and a related conference in 2005. The Convention Exhibits Committee will be chaired by Ron Bonomo, Dywidag Systems International, USA, Inc. The Exhibits Committee will be responsible for all details related to exhibits at the annual convention with a goal of making this important feature of the convention more valuable to both the exhibitors and convention attendees.

2004 ASBI Membership Directory

Enclosed is a copy of the 2004 ASBI Membership Directory, which features some Organizational Member advertisements for the first time. Additional copies of the directory are available on request to the ASBI Office (602) 997-9964 or [email protected]. Please advise the office of any necessary corrections to the directory.

Errata

On page 10 of SEGMENTS, Vol. #43, in reference to the Memorial Causeway Bridge Construction, Clearwater, Florida, the Construction Engineering is attributed to Parsons Brinckerhoff Construction Services instead of Parsons. Parsons provided Construction Engineering services for the Memorial Causeway Bridge Project.


Figure 10 - Puente Viaducto de la Unidad, Monterrey, Mexico

P R O J E C T N E W S

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On September 28th the “Puente Viaducto de la Unidad” was inaugurated by Fernando Elizondo, Governor of the State of Nuevo Leon in Mexico. Views of the bridge are presented in Figs. 10 and 11. Thousands of local residents attended the ceremony and crossed the new bridge, justifying the pedestrian loads assumed on the full width of the superstructure in the design criteria.

This complex structure was designed and built on an aggressive two-year schedule. To achieve this goal, the Secretary of Public Works adopted a “fast-track” approach:

the first five months were used for preliminary design, development of bid documents, and contractor selection. The detailed design was completed with input from the selected Contractor. In particular, the construction methods for the superstructure and pylon could be modified to optimize the schedule.

The simultaneous construction of the inclined pylon and cable-stayed superstructure required daily communications between Designer and Contractor because of the complexity of the geometry control procedures: camber curves

for superstructure and pylon were interrelated and any slight variation in the assumed construction sequence required camber modifications. The final bridge geometry met closely the design expectations without additional stay stressing operations.

This bridge is unique in many ways: asymmetrical structure with 186 m main span, 60-degree-inclined central pylon with two planes of stay cables, deck width varying from 33 m to 24 m, erection in one-directional cantilever using a moveable scaffold, complex pylon straddling four lanes of traffic, pedestrian promenade along

Puente Viaducto de la Unidad, Monterrey, Nuevo Leon, Mexico

ASBI 2004 Schedule of Events & Publications

January Newsletter – Winter Publication

April 5-6ASBI Grouting Certification Training, Jacksonville, FloridaCo-sponsored by the Florida Department of Transportation

June 20 ASBI Executive Committee & Board Meetings, Orlando, Florida

June 21 ASBI AASHTO Reception, Orlando, FloridaAugust 30-31 Segmental Seminar, Orlando, Florida

Newsletter – Summer/Fall Publication

October 4 Tour of San Francisco-Oakland Skyway Bridge Project

November 7 ASBI Executive Committee & Board Meetings, Tampa, Florida

November 8-9 ASBI Annual Convention, Grand Hyatt Tampa Bay, Tampa, Florida


Figure 11 - Puente Viaducto de la Unidad, Monterrey, Mexico

Figure 12 - Pomeroy Mason Cabke-Stayed Bridge

Owner: Secretario de Desarrollo Urbano y Obras Publicas del Estado de Nuevo LeonContractor: Joint Venture Grupo Garza Ponce / VSL CorporationDesigner: International Bridge Technologies / SOCSA

Owner: ODOTDesigner: URS CorporationConstruction Engineering: Janssen & Spaans Engineering, Inc.Contractor: CJ Mahan/National EngineeringCEI: Michael Baker Jr., Inc.

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the centerline of the bridge with access through the pylon, on- and off-ramps merging the main roadway on both sides of the pylon.

The bridge aesthetics were a major concern for the Owner. In particular, a concrete mix with white cement and aggregates was used for all visible parts

of the bridge. This structure completes the ring road around Monterrey and will certainly become a new landmark for this modern industrial city.

Pomeroy Mason Bridge BidsPomeroy, Ohio

CJ Mahan Construction Company with National Engineering and Contracting Company was recently awarded the construction contract

for the Pomeroy Mason Cable-Stayed Bridge over the Ohio River and the associated approach spans (Fig.12). Bids submitted were as follows:

CJ Mahan/National $45,807,178Kokosing Construction Co. $51,250,249Traylor Brothers, Inc. $61,304,374Engineers Estimate $48,675,000


Figure 14 - Creve Coeur Lake Memorial Park Bridge, St. Louis County, Missouri

Figure 13 - Opening ceremonies, Page Avenue Extension, St. Louis County, Missouri

Owner: ODOTDesigner: URS CorporationConstruction Engineering: Janssen & Spaans Engineering, Inc.Contractor: CJ Mahan/National EngineeringCEI: Michael Baker Jr., Inc.

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Project Description:The Pomeroy-Mason Bridge

conveys OH 833 over the Ohio River to connect Pomeroy, Ohio with WV 62 in Mason, West Virginia. The proposed structure replaces an existing steel truss bridge that has become structurally deficient on an offset parallel alignment. The new bridge consists of a three span symmetrical cable-stayed bridge with span lengths of 244'-675'-244' and an overall width of 74'-1". The approaches in West Virginia have 6-spans of concrete spread box beams while the Ohio approaches have 2-spans of AASHTO Type III girders.

The cable-stayed superstructure is a cast-in-place concrete edge girder system with transverse floor beams constructed using form travelers. Due to the proximity of a steep rocky hillside that parallels the Ohio shoreline, the end spans are relatively

short compared to the mainspan, therefore the end spans are provided with sufficient ballast concrete in the floor beams to balance the cable-stayed system and eliminate all uplift conditions at the rest pier bearings. The concrete towers are delta shape with two planes of cables supporting both edge girders of the superstructure. Each of the towers are supported on six 8'-0" diameter drilled shafts with a waterline footing. Due to the extreme range of water levels experienced during flood conditions (range is over 37') the tower foundations and lower legs are shaped to be “snag-free” to river traffic.

The new bridge will maintain the existing horizontal clearance of 645' and will also provide 55' of vertical clearance. Construction began in 2003 with the installation of the drilled test shafts and is anticipated to be complete in the fall 2006.

Creve Coeur Lake Memorial Park Bridge opens to Traffic

After opening ceremonies on Saturday, December 13, 2003 (Fig.13) the first phase of the Page Avenue Extension opened to traffic on Sunday the 14th. The first phase extension is an 8-mile, 10-lane roadway that stretches from Bennington Place in St. Louis County, MO to Route 94 in St. Charles County, MO. The roadway will officially be designated as MO Route 364. Road construction on the $325 million project began in July 1997.

An important part of the extension is the Creve Coeur Lake Memorial Park Bridge, the first concrete segmental box girder bridge constructed by the Missouri Department of Transportation (Fig. 14). The bridge is a nine span, twin roadway structure with maximum span of 470 feet. Each roadway of the bridge provides for five lanes of traffic plus two 12-ft shoulders. The bridge, designed by Jacobs Civil Inc. of St. Louis, was constructed using cast-in-place cantilever technology by Walter Construction, Calgary, Canada.


Figure 15 - Indian River Inlet Bridge, Delaware

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Indian River Inlet Bridge, Delaware

Plans have been completed to the 60% level by FIGG for the new Indian River Inlet Bridge (Fig. 15). The bridge, located between Rehobeth Beach and Bethany Beach, in southern Delaware, is being designed by FIGG for the Delaware Department of Transportation. Extensive community charettes and public meetings in 2003 led to the design of the bridge – the first single concrete cable-supported arch in America. The 1300' long bridge with a 1000' main span has

aesthetic features developed with the theme of “harmony with nature.” These include a sand color finish, walkway pattern reflective of the beach and a custom railing that is being designed to mimic grasses in the sand dunes on either side of the bridge. The bridge will be bid in 2004.

Lee Roy Selmon Crosstown Expressway, Tampa Florida

Construction is progressing on the expansion of the Lee Roy Selmon Crosstown Expressway, Tampa Florida

(Figs 16 and 17). The project, designed by FIGG for the Tampa Hillsborough Expressway Authority, consists of five miles of elevated roadway in the median of the existing highway. Approximately 20 spans are completed and the project is on schedule for completion in 2005. More than 1100 segments have been cast in a casting operation established in the Port of Tampa. Span-by-span erection operations have been expanded with the use of second erection girder beginning in November 2003 with plans to add a third in early 2004.


Figure 16 - Placement of pier segment, Lee Roy Salmon Crosstown Expressway, Tampa, FL

Figure 17 - General construction view, Lee Roy Salmon Crosstown Expressway, Tampa, FL

Figure 19 - Precast V-Pier Segments, Woodrow Wilson Bridge

Figure 18 - Bascule Pier, Woodrow Wilson Bridge

Owner: Maryland State Highway Administration, Virginia Department of Transportation

Designer: ParsonsGeneral Engineering Consultant: Potomac Crossing Consultants

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Woodrow Wilson Bridge, Washington, D.C.

The construction of the new Woodrow Wilson Bridge across the Potomac River in the southern portion of the Washington, D.C. is proceeding with three separate contractors at work. The bascule span crossing the navigation channel is being constructed using cast-in-place segmental construction for the unique v-shaped pier (Fig.18). American Bridge/Edward Kraemer and Sons has nearly completed the lower ribs of two of twelve piers using fixed falsework over water.

The approach to the bascule span from the Virginia side is being

constructed by Virginia Approach Constructors. This portion of the crossing is located primarily over a park in Alexandria, Virginia. A similar type of v-shaped pier is used to support the steel superstructure. The v-piers are constructed using precast segmental balanced cantilever construction. The segments (Fig. 19) are precast using the long-line method with a curved soffit and side forms. The unusual shape of the precast pieces is a challenge for form manufacturers, but casting of the first of forty-eight cantilevers is completed with erection to begin at any time.

In the meantime, the Maryland approach construction has begun as well. This portion is being built by Potomac Constructors and has a design similar to the Virginia approach. Potomac Constructors is using a long-line approach to precasting as well, but will be precasting certain segments off-line in order to speed the casting cycle.


Figure 20 - Soffit and wall forms, 14-foot casting bed, Woodrow Wilson Bridge

Figure 21 - Installing prefabricated re-bar cage, Woodrow Wilson Bridge

Figure 22 - Construction of southern approach “Super Piers”, Maumee River Bridge, Toledo, Ohio

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Virginia Approach Constructors Takes On Woodrow Wilson Bridge

Virginia Approach Constructors, a joint venture between Granite Construction Company and Corman Construction, is building the Virginia approach to the Woodrow Wilson Bridge for the Maryland State Highway Administration (MSHA). “We’re off to a good start,” says Larry Fortier, Granite’s Safety Manager on the $115 million project, awarded in April 2003 and located in Alexandria, Virginia.

Slated for completion in May 2008, construction of two new bridges spanning the historic Potomac River requires foundations for the inner loop; precast segmental concrete arch substructure; steel girder and concrete deck superstructure; removal of the existing bridge; and maintenance of public access to Jones Point Park.

Grading and preparatory work began not long after personnel arrived at the site offices in May. The project’s original plan to precast segments off-site and barge them over was changed to an on-site casting strategy. This allowed greater control of the work while reducing labor needs.

Foundations for the casting beds were placed using the same mix design as required for the segments. This allowed for testing and approval of the precast mix without wasting trial batches.

The soffit and wall forms and rebar jigs have been assembled for the 14-foot casting bed (Figs. 20 and 21) while forms for the second 16 -foot bed are nearing completion. The initial concrete segments have been poured to MSHA’s satisfaction. Granite’s Area Manager, Brian Kaub, states “ we expect to begin erection of the precast segmental arches in December. We have an excellent construction team and are looking forward to a successful project.”


Figure 23 - Construction over railroad at southern approach, Maumee River Bridge

Figure 24 - Concrete placement in pylon diaphram, Maumee River Bridge

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Maumee River Bridge Toledo, Ohio

Construction continues on the Maumee River Crossing in Toledo, Ohio, designed by FIGG for the Ohio Department of Transportation, on schedule for completion in late 2005 by Fru-Con Construction Corporation.

Overnight on November 21, 2003, during a 12-hour operation involving pump trucks placed on the existing Craig Memorial Bridge Deck and temporary access bridge, 900 cubic yards of concrete was placed to form the pylon diaphram (Fig.24)

On the southern approach to the cable-stayed main span, a total of

five super piers were designed to accommodate an existing railroad line and active local roads (Figs 22 & 23).

Use of the super piers minimized the substructure footprint and kept traffic flowing.


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Extreme Safety - $220 Million Bridge Project Fosters A Culture Of Safety

(Fig. 25) These days it’s cool to be “extreme.” Extreme sports are known for their reckless abandon, for behavior that takes chances to break from the ordinary. The new I-280 Maumee River Crossing Project in Toledo, Ohio is extreme in many ways. It is the single largest project ever undertaken by the Ohio Department of Transportation (ODOT). The new cable-stayed bridge will encompass over 8,800 linear feet of roadway and ramps. Three mammoth launching trusses are assembling the project’s more than 3,000 pre-cast concrete segments. The smallest truss is 225' long and weighs almost 800,000 pounds. The two largest trusses were custom made for the project, and each spans the length of a football field and weighs in at almost 2 million pounds. Yet the Maumee River Crossing is extreme in an even more impressive way - it’s taking safety to the extreme. But unlike extreme sports, it has nothing to do with being reckless or taking chances. Just the opposite. Extreme safety is about leaving nothing to chance.

To say all those working on the new bridge are devoted to “extreme” safety may sound like too much time and energy is being spent on it. “That’s impossible,” says Bob Lindsey, ODOT’s project safety supervisor. “There’s nothing more important than to go home to the ones you love at the end of the day,” he says with absolute conviction. “This is a very dangerous world in which we work. We have nearly 400 workers, lots of enormous equipment, post-tensioning jacks, lots of activity on scaffolding, not to mention an active interstate traffic zone. You can’t take safety too seriously.”

Extreme safety is a team sport.So what’s involved in making your

commitment to safety an “extreme”

one? It’s about every person on the job thinking about every aspect that could impact safety every day. “You can’t cut corners, it’s as simple as that,” says Will Gowen, the General Superintendent for Fru Con Construction, the project’s main contractor. “You have to constantly keep an eye on the little things, because that’s usually where the problems happen. When everybody stays focused on putting safety first, you can make adjustments before anybody gets hurt.”

Extreme safety is about more than saying you’re committed to a safe work site. It’s about doing what you say, and even putting it in writing. All those involved in the Maumee River Crossing Project - trade unions, main contractors, subcontractors, ODOT - have signed a partnership agreement with the Occupational Safety & Health Administration (OSHA). The partnership allows OSHA to work with the companies involved to promote safety programs, management systems and work methods utilizing the latest technologies and safest available methods.

This has formalized a culture of safety that has been prevalent on the site since the first shovels of dirt were turned. Northwest Ohio’s Congresswoman Marcy Kaptur, who played a central role in securing funding for the project, pledged her support to keeping safety a top priority. Mike Gramza, the ODOT project manager for the new bridge, echoed her sentiments. “From the beginning, safety has been a fundamental part of everything that goes on here,” he said. “No one person or company can do this alone. Everyone helps each other, whether it’s in developing proper training programs or following through on the job site.”

Extreme safety is a daily devotion.The old cliché that a chain is only

as strong as its weakest link is the best

way to describe how all team members on the Maumee River Crossing project have come to rely on each other to be safe. It also sums up the daily diligence required to ensure no one takes going home safely each night for granted. Just one day of bending the rules could result in serious or even fatal injury.

“The most important thing about being safe is to be proactive,” says Duane Mikolas, project safety manager for Fru Con Construction. “We don’t wait for something to happen to correct a problem. We all walk the site every day and look out for each other. If we see an issue, we address it. As I tell people, it’s the only way to make sure they go home every day just the way they came in.”

The OSHA partnership agreement spells out the ongoing, dynamic nature of a commitment to safety. Monthly meetings are mandatory between representatives of the different companies and trade unions working on the project. Weekly and monthly audits are conducted throughout the site, and hazards must be abated immediately when possible.

Extreme safety can be extremely successful.

So does all this attention and focus on safety make a difference? The numbers to date speak for themselves. Well over 1 million hours of work have been logged from 2002 through the fall of 2003. The number of recordable injuries is 27 (a rate of 4.74 per 200,000 hours worked), and there have been five lost time injuries (a rate of .88 per 200,000 hours worked).

The lost time injury rate is four times lower than the industry average of 3.7 for similar projects. The results are a testament to the dedication of every employee who is indeed making safety a top priority.

“The local trades train their people very well, and they understand that


Figure 25 - Aerial view of Maumee River Bridge construction

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ignoring safety is not an option,” says Bob Lindsey. “We’re going to build this bridge as safely as we can, and that’s exactly what we’re doing.”

Extreme safety is not settling for good enough.

The dictionary says extreme is “an extension far beyond the norm.” When it comes to safety, the norm could be considered good enough. But the people working on the Maumee River Crossing are showing how much safer it can be when you take it to the extreme.

For detailed information on the new bridge including a variety of views of the construction site from the project’s web cams, visit www.lookuptoledo.org.


Figure 26 - Galena Creek Bridge, Nevada

Edward Kraemer And Sons Inc: $79,537,423.87 ($38,375,000 for Galena Creek Bridge)

Kiewit Western Company and HBG Flatiron Incorporated (JV): $83,239,000.00

Fru-Con Construction Corporation: $89,882,574.85

Engineers Estimate: $85,071,818.20

Alternative B: Bids

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The Nevada Department of Transportation contract included two alternatives for the construction of the Galena Creek Bridge located on US-395, south of Reno, Nevada (Fig. 26). The main difference in the two alternatives was the method of construction of the arch. Alternative A used a cast-in-place segmental concrete arch supported by stays. Alternative B used a cast-in-place segmental concrete arch supported by a steel pilot truss.

Project Description: Construct a new 6 Lane controlled access freeway. Construction package A: Construct structures at Corey Canyon Way, Brown’s Creek, ST. James Parkway, and Galena Creek

Description of Galena Creek Bridge:Twin structures 18.9 m wide each

carry three lanes of traffic. It is a seven span structure with an overall length of 525 m. The main span is a 210 m long concrete cathedral arch. The arch also rises approximately 40 m

with 50% of the arch merging with the superstructure. The structure was designed for HS-25 loading, Caltrans Overload provisions, and a material hauling vehicle having a gross weight of 1.44 MN. Seismic ground acceleration was 0.4 g (AASHTO).

Parsons Selected for the Ernest Lyons Bridge Design/Build Contract

Pasadena, CA (September 11, 2003) – Parsons announced today it is part of a team awarded a three-year, $47 million design-build contract for the Ernest Lyons Bridge in Stuart, Florida. Parsons, as a subcontractor to PCL Civil Constructors, will provide design and construction support services for the replacement of the Ernest Lyons Bridge.

The project includes a 4,600-foot precast segmental bridge over the Intercoastal Waterway; bridges to two recreational islands; and reconstruction of approaches at each end of the main bridge.

“Our work on the Ernest Lyons Bridge will allow Parsons to continue its long-standing successful partnership with the Florida DOT and PCL Civil Constructors, built through collaboration on the Roosevelt and

Evans Crary Bridges,” explains R. Craig Finley, Jr., Parsons Senior Vice-President.

This major project augments Parsons’ participation in Florida Department of Transportation’s Stuart, Florida area segmental bridges. Parsons also designed the Evans Crary Sr. Bridge and provided construction engineering on the Roosevelt Bridge, the other two major bridges in the Stuart, Florida area.

Galena Creek Bridge, Nevada

BID OPENING: September 25, 2003 Alternative A: (No bids received)


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Broadway Bridge wins FHWA Excellence Award

On August 27, 2003, representatives from the Tallahassee, Florida office of the Federal Highway Administration office (FHWA) presented Florida Department of Transportation and Figg Engineering Group with the top award in the 2002 Excellence in Highway Design, Major Highway Structures > $10 million category for Broadway Bridge in Daytona Beach, Florida (Fig 27).

In remarks made by Mary E. Peters, Federal Highway Administrator, at the announcement of the winning projects, she stressed the importance

of “Context Sensitive Design – an approach (that) seeks to involve all parties affected by a highway project as early as possible in the planning and design process.” This was particularly true in the design of Broadway Bridge. Over 40 community representatives participated in two separate day long bridge design charettes during which they voted for various aesthetic elements.

The 3,008' bridge crosses the Intracoastal Waterway in the heart of Daytona Beach and provides a key transportation element. The community selected design theme is “Timeless Ecology”. The community

voted for the bridge aesthetic features, including colorful tile mosaics of Florida Atlantic Coast wildlife and marine life animals that wrap the bridge piers and appear along the pedestrian walkways.

The Broadway Bridge has been recognized with eight major design awards and was designed by Figg Engineering Group for the Florida Department of Transportation. The bridge was dedicated in July of 2001.

Figure 27- Pictured left to right: Bill Waddell, FIGG, Jeff Walters, FIGG, Chris Richter, FHWA, Doug Edwards, FHWA, Ken Morefield, FDOT, Linda Figg, FIGG, Patrick Hickox, FIGG, Jim St. John, FHWA, Charlie Silcox, FIGG


Figure 28 - Bill Emerson memorial Bridge, Cape Girardeau, Missouri

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EDITOR: Clifford L. Freyermuth

Bill Emerson Memorial Bridge Main Span Completed, Cape Girardeau, Missouri

(Fig 28) A new cable-stayed bridge in Cape Girardeau, Missouri now spans the Mississippi River. The two sides of the main span of the bridge were connected by Traylor Bros., Inc. construction company shortly after 6 a.m. on August 12, 2003 – right on the dime, without any special jacking or counterweights needed to make closure. T.Y. Lin International (TYLI), who is performing complete construction engineering services for Traylor Bros., Inc. performed the erection engineering – prescribing the sequence of deck erection and cable adjustments needed to make this seamless connection at the middle of the river a reality. Highway officials from Missouri and Illinois were on hand for this milestone event. The bridge is scheduled to be opened for traffic by early 2004.

The Bill Emerson Memorial Bridge, which is named after an eight-term Southeast Missouri congressman who helped secure funding for the project, is a 4,000-foot long, 100-foot wide structure linking Cape Girardeau, Missouri and East Cape Girardeau, Illinois. The bridge includes an eastern approach and a 2,086-foot cable-stayed unit with a 1,150-foot main span. Currently, 14,000 vehicles cross the current Mississippi River Bridge daily – and by 2015, it is projected that 26,000 vehicles will be utilizing the two crossings. The estimated cost of the bridge is $100 million, which is owned by the State of Missouri. “Closure went off like clockwork, and this enormous bridge is all within one inch of target. This is an exceptional achievement for construction on this type of struc-ture,”says David Goodyear, Senior Vice President of TYLI.


7379 asbi news winter 04 - american segmental bridge institute

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