SIBLEY POND DESIGN-BUILD BRIDGE REPLACEMENT ROUTE 2 - - PowerPoint PPT Presentation

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DESIGN-BUILD BRIDGE REPLACEMENT ROUTE 2 CANAAN/PITTSFIELD, MAINE

Keith Donington, P.E.

SIBLEY POND

October 2012

Sibley Pond - Bridge Elevation

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Bridge Open to Traffic November 2011

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Bridge Highlights

• General:

– Design-Build Project – Bridge designed and constructed in 15 months – Opened to traffic in November 2011 more than 10 months ahead of the owner set completion date of October 2012 – First design of PCI’s NEXT D (Northeast Extreme Double Tee Beam) with full depth integral deck – NEXT D and NEXT F were new beam sections developed by PCI New England in response to FHWA’s nationwide initiative for Accelerated Bridge Construction (ABC) – NEXT D - 8 inch full depth integral deck slab – NEXT F - 4 inch form deck w/CIP topping – NEXT D selected as faster to erect, less costly, improved durability, and perceived higher technical score for D/B

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Bridge Facts

• Type of Bridge:

– Highway Bridge – Stream/Pond Crossing

• Structure & Geometry:

– No. of Spans 10 spans arranged in two 5-span continuous units and a single expansion joint located in the center – Continuity Spans continuous for LL and SDL – Span Length 79’-0” – Overall Length 790’-0” C.L. to C.L. of end abutments – Overall Width 36’-0” curb to curb – No. of Traffic Lanes 2 – Alignment /Skew Tangent /0 skew – Longitudinal Grade ± 1.0% with crown at center of bridge

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Bridge Highlights

• Design & Construction:

– Designed to AASHTO LRFD Bridge Design Specifications for HL-93 loading for all limit states except for Strength I – LL for Strength I Limit State is MaineDOT Modified Live Load consisting of the standard HL-93 Live Load with 25% increase in the design truck – Bridge designed to 100-year design life per owner’s project requirements

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Sibley Pond - Site Plan

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Design Parameters

• Substructure:

Subsurface Profile

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Organic Silt Silty Sand / Silty Clay Silty/Gravely Sand Fine Sand Bedrock

Pile Driving

• Steel pipe piles for piers near the

north abutment were driven from the old road during the first winter

• Remainder of the piles were

driven by leapfrogging the pile driving crane from pier to pier, supported by temporary decking and temporary intermediate steel pile bents

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Pile Driving Operations

Intermediate Pier Bents

Elevation of several pier bents Fixed pier bent

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Design Parameters

• Superstructure:

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Design Parameters

• Superstructure:

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Design Parameters

• Longitudinal Joint detail:

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PCI NEXT D Beam

NEXT D Beam in casting bed

NEXT D Beam with steel studs

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PCI NEXT D Beam

NEXT D Beam lifted from casting bed Completed NEXT D Beams

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Beam Erection

• 4 – 79’ beams/ span erected using

a custom gantry crane

• PB designed the gantry transverse

support beam system

• Gantry lifted the beams from the

transporter vehicle parked on the

• ld bridge deck
• Transporter removed, steel rail

beams inserted

• Gantry rolled sideways across the

new piers on Hillman Rollers.

• Beams lowered onto the bearings
• Less costly and quicker than 2

crane pick

• 4 beams erected in an eight-hour

shift

• turnaround time of 2 days per

span

Beam Erection Operations

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Existing Bridge Conditions

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Deck View

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PCI NEXT D Beam

• Innovations:
• Ends of beams - no rebar or

strand projections allowed to clear legs of gantry crane

• For live load negative moment

continuity over the piers, mechanical couplers were detailed to field splice the splice bars between adjacent beams

• This layout required the

precaster to align the deck rebars from adjacent beams to tight tolerances

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Couplers for (-) Moment continuity at intermediate diaphragms

PCI NEXT D Beam

• Innovations:
• For positive moment continuity,

a special detail was developed for the bottom reinforcement using a steel end plate with ASTM A706 weldable rebar

• In shop, steel plate and rebar

assemblies were cast into ends

• f NEXT D forms
• In field, following removal of

the gantry rail support system, hooked rebars were field welded to the steel plates

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Couplers for (+) Moment continuity at intermediate diaphragms

Durability – 100yr Life

• Superstructure:

– NEXT D beams were selected by D/B team for best technical score as well as cost considerations – NEXT D has integral deck which is both precast and prestressed – Beams used a HP performance/self-consolidating concrete mix with 5.5 gals/CY calcium nitrite corrosion inhibitor (DCI) – 8,000 psi was specified by design but 10,000 psi concrete was consistently achieved by the precaster – CIP concrete construction was limited to only the curbs, longitudinal closure joints, and pier continuity diaphragms – HPC was also specified for all field-placed concrete along with 5.5 gals/CY of DCI – MMFX rebar specified in exposed bridge curbs and rail transition barriers – Deck protection: HP machine hot applied deck waterproofing with 3 inch minimum asphalt

• verlay

– Only one expansion joint in 790 ft, located at high point, with semi-integral abutments at ends

• Substructure:

– Concrete filled steel pipe piles are protected with a shop applied fusion bonded epoxy coating system, extending from the top of the pile to 10 feet (3 meters) below the mud line

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Acknowledgments

• Owner:

– Maine Department of Transportation, Augusta, ME

• Contractor:

– The Lane Construction Corp., Bangor, ME

• Engineer/Designer:

– Parsons Brinckerhoff, Inc., Manchester, NH/Boston MA

• Precaster:
• J.P. Carrara & Sons, Inc., Middlebury, VT
• PCINE

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Questions?

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