ASPIRE Summer 08 - Aspire - The Concrete Bridge Magazine
ASPIRE Summer 08 - Aspire - The Concrete Bridge Magazine ASPIRE Summer 08 - Aspire - The Concrete Bridge Magazine
Replacement of the I-10 Bridgesacross Escambia BayInnovative Solutionsfor Rapid Constructionby Charles Rudie, John Poulson, Victor Ryzhikov, and Theodore Molas, PB AmericasFollowing HurricaneIvan, emergencyrepairs were made tothe westbound bridgeusing spans from theeastbound bridge.All Photos: CharlesRudie, PB.Hurricane Ivan struck Florida’s coast inSeptember 2004 near Pensacola withdevastating results. More than 50 spansof the existing 3-mile-long, I-10 bridgesacross Escambia Bay were washed intothe bay and another 60 were permanentlydislocated. In order to reopen I-10 tothe public as quickly as possible, missingspans on the westbound bridge werereplaced with entire spans from the moreheavily damaged eastbound bridge.With the westbound bridge reopened,work shifted to the eastbound bridge.By replacing the missing spans of thesuperstructure with a temporary metalstructure, the eastbound bridge wasbrought back into service, but for onlyone lane of traffic.T h e F l o r i d a D e p a r t m e n t o fTransportation (FDOT) quickly releaseda request for proposals (RFP) for thedesign-build replacement of the I-10bridges. The request mandated thatall traffic be moved onto the newstructure by the end of 2006, and thatthe bridges be brought to their finalcondition consisting of three 12-ft-widelanes of traffic with two 10-ft-wideshoulders no later than the end of 2007.The width of this typical section allowedfor one bridge to temporarily carry four12-ft-wide lanes and a center barrieruntil the second structure was finished.Design-Build ApproachWith notice to proceed given on AprilprofileI-10 Bridge Replacement / Escambia Bay, Fla.Engineer: PB Americas, Tampa, Fla.Prime Contractor: Tidewater Skanska Flatiron, Milton, Fla.Precasters: Standard Concrete Products Inc., Tampa, Fla., a PCI-certified producer; Gulf Coast Pre-Stress Inc.,Pass Christian, Miss., a PCI-certified producerPost-Tensioning Contractor: VSL, Hanover, Md.AWARDS: 2007 PCI Bridge Design Award for the Best Bridge with Spans Greater than 150 ft.22 | ASPIRE, Summer 2008
25, 2005, the design-build team hadless than 21 months to design andbuild the first new bridge. Both bridgeswould need to be completed in just 33months. These milestones forced thedesign schedule to be very aggressiveand to be split into several submittals.This allowed the precaster and theprime contractor to begin operationsearlier than a traditional process wouldhave allowed. The first submittal wasdelivered on May 20, 2005, clearingthe way for pile fabrication and driving.The entire plan set was completed inSeptember, just 5 months after notice toproceed.SubstructureSeveral options were considered for thefoundation, but 36-in.-square precastconcrete piles were determined to bethe most efficient and economical.The typical span could incorporate fivepiles located directly under five girders,allowing for a more efficient pile capdesign.The use of precast elements wasinstrumental in achieving the project’smilestones. Precast elements not onlyeliminated time-consuming cast-inplace(CIP) construction on the water,but also allowed the contractor toutilize two precasters. The majority ofthe substructures consisted of precastpile caps resting on five piles. The othersubstructures were piers with waterlinefootings, which increased in size asthey approached the channel. For alarge number of the piers, two precastfootings resting on three piles wereused. This arrangement kept the weightof the footings to 80 tons, allowing thecontractor to use the same equipmentto erect precast piles, caps, footings,and girders.The 36-in.-square piles have a 22.5-in.-diameter void throughout the length ofthe pile, except for a 4-ft solid sectionat the tip. This was done primarily forreduction in material and weight, but italso presented the opportunity to utilizeprecast pile caps and footings. Theconnection between the substructureelement and the pile was made byinserting a rebar cage into the top 10 ftof the pile that extends into the pile cap,or footing. With a plug that extends6 in. below the cage, the void wasthen filled with concrete. The length ofconnection was controlled by the stresstransfer between the precast concreteof the pile and the CIP concrete of theplug.Production piles were completed forthe channel piers first. This was donebecause the spliced girders requiredsubstantially more time to erect than therest of the superstructure. The footingsfor these piers needed to be cast-inplace,and the contractor employed avery clever method to accomplish this.First, a concrete seal slab was cast in theyard to create the bottom form. Next, aprefabricated rebar cage was placed onthe seal slab. Steel side forms were thenconnected to the seal slab. The topsof the side forms were connected toeach other with a series of steel girders.These girders were then connected tothe seal slab with four steel tie rods.These rods were placed inside PVC pipesto accommodate removal after casting.This entire system was then lifted intoplace and set on top of the piles. Thesteel girders rested on top of steel pipes,which were placed on the piles. Thisprocess eliminated the need for frictioncollars on the piles and transferred theentire load down to the pile throughcompression. After the concrete wascast and given time to set, the steelpipes and tie rods were removed andthe remaining holes filled.After the footings were finished,work proceeded on the remainderof the substructure. Except for thepreviously mentioned precast pile caps,the remainder of the substructurewas cast-in-place. The majority of thereinforcement in the columns, caps, andstruts was pre-tied in the yard, or on abarge. As the formwork was erected,these pre-tied cages were set into place,making the elements ready for concretequickly.Spliced post-tensionedhaunched girderswith a drop-in spanwere used for the250-ft-long main spans.Precast, prestressed concrete / Florida Department of Transportation, Tallahassee, Fla., OwnerBridge Description: Two 2.6-mile-long parallel bridges with precast, prestressed concrete beams and cast-in-place concrete deckwith the first bridge completed in 20 monthsStructural Components: 1024 78-in.-deep Florida bulb tees, 71 AASHTO Type II girders, 6 AASHTO Type I girders,130 pile caps, 64 pile footings, 1346 3-ft-square piles, and 8 2-ft-square pilesDesign and Construction Cost: $245.6 millionASPIRE, Summer 2008 | 23
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Replacement of the I-10 <strong>Bridge</strong>sacross Escambia BayInnovative Solutionsfor Rapid Constructionby Charles Rudie, John Poulson, Victor Ryzhikov, and <strong>The</strong>odore Molas, PB AmericasFollowing HurricaneIvan, emergencyrepairs were made tothe westbound bridgeusing spans from theeastbound bridge.All Photos: CharlesRudie, PB.Hurricane Ivan struck Florida’s coast inSeptember 2004 near Pensacola withdevastating results. More than 50 spansof the existing 3-mile-long, I-10 bridgesacross Escambia Bay were washed intothe bay and another 60 were permanentlydislocated. In order to reopen I-10 tothe public as quickly as possible, missingspans on the westbound bridge werereplaced with entire spans from the moreheavily damaged eastbound bridge.With the westbound bridge reopened,work shifted to the eastbound bridge.By replacing the missing spans of thesuperstructure with a temporary metalstructure, the eastbound bridge wasbrought back into service, but for onlyone lane of traffic.T h e F l o r i d a D e p a r t m e n t o fTransportation (FDOT) quickly releaseda request for proposals (RFP) for thedesign-build replacement of the I-10bridges. <strong>The</strong> request mandated thatall traffic be moved onto the newstructure by the end of 2006, and thatthe bridges be brought to their finalcondition consisting of three 12-ft-widelanes of traffic with two 10-ft-wideshoulders no later than the end of 2007.<strong>The</strong> width of this typical section allowedfor one bridge to temporarily carry four12-ft-wide lanes and a center barrieruntil the second structure was finished.Design-Build ApproachWith notice to proceed given on AprilprofileI-10 <strong>Bridge</strong> Replacement / Escambia Bay, Fla.Engineer: PB Americas, Tampa, Fla.Prime Contractor: Tidewater Skanska Flatiron, Milton, Fla.Precasters: Standard <strong>Concrete</strong> Products Inc., Tampa, Fla., a PCI-certified producer; Gulf Coast Pre-Stress Inc.,Pass Christian, Miss., a PCI-certified producerPost-Tensioning Contractor: VSL, Hanover, Md.AWARDS: 2007 PCI <strong>Bridge</strong> Design Award for the Best <strong>Bridge</strong> with Spans Greater than 150 ft.22 | <strong>ASPIRE</strong>, <strong>Summer</strong> 20<strong>08</strong>
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