Page 9 - May June 2016 Vol 34 No1
P. 9
tion of the bridges resulted in such as labor, equipment and materials had taken on many unique operations
a phasing of the replacements was critical in producing a realistic and where both cranes and excavators were
over two 58-hour weekend accelerated schedule. The project team used on a single bridge in order to have
periods. evaluated many major potential constraints enough resources to remove the bridge in
– including availability and procurement of time. As the project moved through the
For the six span Clinton material, weekend preparation and unique various weekends of construction towards
Street/CSXT structure, the equipment availability – in determining the completion, the crews were able to meet,
selected option combined span sequence of construction, order of bridge and in most instances, beat the project
elimination and precast beams weekend closures, and ultimately project requirements to have the interstate open in
and decks panels. Spans 1, 3, 4 completion. Gresham, Smith and Partners time for Monday morning rush hour.
and 6 were eliminated and two also developed (in partnership with TDOT,
single span bridges spanned Kiewit Infrastructure South Co., Irving In the end, four different pairs of bridges
over the road and railroad. To Materials, Inc., and Middle Tennessee State with four different rehabilitation solutions,
accomplish this, cast-in-place University’s Concrete Industry Manage- along with an ABC approach, equaled a
walls that encased the exist- ment Program) a high strength ready-mix challenging, fast-paced three-dimensional
ing bents on either side of the type concrete that produces 4,000 PSI in puzzle. The project’s success was sup-
railroad were constructed. The 4 hours, after which time the bridge could ported by the hard work and seamless
two single spans were con- be opened to traffic. The mix design was communication of all parties involved. It
structed with precast prestressed approved for use on the project as TDOT was demanding, to be sure, but thinking
concrete box beams, full-depth Class X Concrete and ultimately will be “outside the box” and designing for toler-
prestressed deck panels and available to be utilized on future acceler- ances that permit field adjustments during
precast endwall blocks. Addi- ated bridge projects throughout the state. the weekend closures was a great exercise
tionally, precast approach slabs Developing this material eliminated the for the transportation engineers involved.
supported by geosynthetic reinforced soil use of a bag type of grout which requires And this experience will surely be useful in
were installed at each bridge end. significantly more labor and hand work the future, as ABC becomes an increasingly
with variable quality results. common way to solve our country’s aging
The existing three-span structure at Jo infrastructure problem with expediency,
Johnston Avenue was transformed into a Weekend planning and scheduling safety and minimal traffic disruptions.
single span structure with the elimination included the coordination of multiple
of the two end spans. This was accom- subcontractors, suppliers, labor and equip- The CM/GC Project Team was com-
plished by constructing MSE walls in ment. Use of detailed hourly schedules and prised of TDOT as the owner, Gresham,
front of the existing piers and modifying hour by hour snapshots of the ongoing Smith and Partners as the engineering
them into abutments for the single span. work were tools used in order to accom- consultant and Kiewit Infrastructure South
The backfill on these walls was again plish the weekend work within the 58-hour Co. as the contractor. Kiewit’s contracting
engineered to limit the load that would be closure window. Every weekend started out team included the major subcontractors of
applied to the existing bents. with the critical operation of bridge demo- D. H. Griffin Co. as demolition contractor,
lition, which was scheduled to be complet- Dement Construction Co. as additional
The final bridge, Charlotte Avenue, ed within 12 hours in order to begin bridge construction support and Barnhart Crane
involved the replacement of the existing construction activities. Bridge demolition & Rigging for specialty equipment and
three span “K” frame structure with a new support.
single span bridge supported by a new end
bent buried in engineered backfill. The
existing end spans were excavated down
to solid rock and the area was filled with
leveling concrete to an elevation that would
allow for the construction of new footings,
columns and bent caps. The site was so
constrained that portions of the new cap
had only one inch of clearance from the
existing beams. As the substructures were
built, modular block type MSE walls were
constructed to contain the fill for the elimi-
nated of the end spans. Fill was placed as
high as possible to minimize the amount of
work that needed to be completed during
the weekend closures.
When scheduling and developing the
phasing for the project, multiple fac-
tors needed to be considered in order to
produce the most efficient project sched-
ule. Each bridge location’s scope of work
ultimately was independent of the other
structures; however, balancing resources
View online at tnpublicworks.com 9
a phasing of the replacements was critical in producing a realistic and where both cranes and excavators were
over two 58-hour weekend accelerated schedule. The project team used on a single bridge in order to have
periods. evaluated many major potential constraints enough resources to remove the bridge in
– including availability and procurement of time. As the project moved through the
For the six span Clinton material, weekend preparation and unique various weekends of construction towards
Street/CSXT structure, the equipment availability – in determining the completion, the crews were able to meet,
selected option combined span sequence of construction, order of bridge and in most instances, beat the project
elimination and precast beams weekend closures, and ultimately project requirements to have the interstate open in
and decks panels. Spans 1, 3, 4 completion. Gresham, Smith and Partners time for Monday morning rush hour.
and 6 were eliminated and two also developed (in partnership with TDOT,
single span bridges spanned Kiewit Infrastructure South Co., Irving In the end, four different pairs of bridges
over the road and railroad. To Materials, Inc., and Middle Tennessee State with four different rehabilitation solutions,
accomplish this, cast-in-place University’s Concrete Industry Manage- along with an ABC approach, equaled a
walls that encased the exist- ment Program) a high strength ready-mix challenging, fast-paced three-dimensional
ing bents on either side of the type concrete that produces 4,000 PSI in puzzle. The project’s success was sup-
railroad were constructed. The 4 hours, after which time the bridge could ported by the hard work and seamless
two single spans were con- be opened to traffic. The mix design was communication of all parties involved. It
structed with precast prestressed approved for use on the project as TDOT was demanding, to be sure, but thinking
concrete box beams, full-depth Class X Concrete and ultimately will be “outside the box” and designing for toler-
prestressed deck panels and available to be utilized on future acceler- ances that permit field adjustments during
precast endwall blocks. Addi- ated bridge projects throughout the state. the weekend closures was a great exercise
tionally, precast approach slabs Developing this material eliminated the for the transportation engineers involved.
supported by geosynthetic reinforced soil use of a bag type of grout which requires And this experience will surely be useful in
were installed at each bridge end. significantly more labor and hand work the future, as ABC becomes an increasingly
with variable quality results. common way to solve our country’s aging
The existing three-span structure at Jo infrastructure problem with expediency,
Johnston Avenue was transformed into a Weekend planning and scheduling safety and minimal traffic disruptions.
single span structure with the elimination included the coordination of multiple
of the two end spans. This was accom- subcontractors, suppliers, labor and equip- The CM/GC Project Team was com-
plished by constructing MSE walls in ment. Use of detailed hourly schedules and prised of TDOT as the owner, Gresham,
front of the existing piers and modifying hour by hour snapshots of the ongoing Smith and Partners as the engineering
them into abutments for the single span. work were tools used in order to accom- consultant and Kiewit Infrastructure South
The backfill on these walls was again plish the weekend work within the 58-hour Co. as the contractor. Kiewit’s contracting
engineered to limit the load that would be closure window. Every weekend started out team included the major subcontractors of
applied to the existing bents. with the critical operation of bridge demo- D. H. Griffin Co. as demolition contractor,
lition, which was scheduled to be complet- Dement Construction Co. as additional
The final bridge, Charlotte Avenue, ed within 12 hours in order to begin bridge construction support and Barnhart Crane
involved the replacement of the existing construction activities. Bridge demolition & Rigging for specialty equipment and
three span “K” frame structure with a new support.
single span bridge supported by a new end
bent buried in engineered backfill. The
existing end spans were excavated down
to solid rock and the area was filled with
leveling concrete to an elevation that would
allow for the construction of new footings,
columns and bent caps. The site was so
constrained that portions of the new cap
had only one inch of clearance from the
existing beams. As the substructures were
built, modular block type MSE walls were
constructed to contain the fill for the elimi-
nated of the end spans. Fill was placed as
high as possible to minimize the amount of
work that needed to be completed during
the weekend closures.
When scheduling and developing the
phasing for the project, multiple fac-
tors needed to be considered in order to
produce the most efficient project sched-
ule. Each bridge location’s scope of work
ultimately was independent of the other
structures; however, balancing resources
View online at tnpublicworks.com 9
