Appendix DNotes From August 25, 2003 Interviews With Former J. E. Greiner Company EmployeesINTERVIEW 1Interviewee: S. Murray Miller, Geotechnical EngineerLocation: URS Corporation, Hunt Valley, MarylandEducation: B.A. and M.A. from Johns Hopkins UniversityCompany History: started with Greiner in 1953Background and General InformationMr. Murray has had ―every conceivable type‖ <strong>of</strong> association with bridge construction in his 50+years at URS/Greiner Corporation. Although he works ―mostly with bridge foundations,‖ Mr.Murray also has experience with site selection, geotechnical investigations <strong>of</strong> sites, foundationreports, working with contractors to accommodate field problems, and supportive excavation forfoundation work, including accommodations for working in water, sheeting, and shoring. Healso works with contractors during the design process to monitor and correct lateral squeeze,settlement <strong>of</strong> piles, negative friction <strong>of</strong> piles, and tension considerations. After a bridge is <strong>built</strong>,it still requires diligent monitoring due to daily wear and tear, as well as shifts in the soil. Forexample, approaches can shift and squeeze the movable parts on a bridge.Maryland 157 Over Bear CreekMr. Murray worked on this project with Wilson Ballard, Sr., a former partner and chief engineerwith Greiner. Described by Murray as one <strong>of</strong> the ―muckety mucks,‖ Ballard ―left to form hisown firm, while his son Wilson Ballard, Jr., started, ―or cut his teeth‖ at Greiner. The elderWilson had his son start out at Greiner rather than his own firm; the younger Wilson eventuallytook over for his father and ―made a bundle <strong>of</strong> money.‖ Allegedly, father and son designed thisbridge.I-95 Over Baltimore & Ohio Railroad TracksA “great project… terrific bridge… a lot <strong>of</strong> people that like steel <strong>bridges</strong> think this is reallysomething to see.”S. Murray MillerFor this project, Greiner was the overall consultant to the state <strong>of</strong> Maryland. Mr. Miller workedon the K-truss design for the bridge. The panels <strong>of</strong> this bridge have a K configuration becausethis design <strong>of</strong>fers an ―advantageous way to handle stresses.‖ The bridge is very long and the―dumbest looking thing because it spans over a railroad yard that does not exist.‖ The bridge hashuge abutments and long spans, although there is very little under the bridge to necessitate longspans. This bridge was very expensive, due to the length <strong>of</strong> its spans. The longer the <strong>bridges</strong>pan, the deeper a bridge must be to ensure proper support; ―a bridge will sag under its ownweight.‖ ―The depth <strong>of</strong> girder and truss is a function <strong>of</strong> span.‖ The deeper the bridge, the moreexpensive it is to construct. At the time the bridge was <strong>built</strong>, the railroad did not want to make adecision on the future layout <strong>of</strong> the tracks, so they were <strong>built</strong> to accommodate a much largerrailroad yard. Mr. Miller did reiterate that the Maryland Transportation Authority suffered in\15-SEP-11\\ D-1
Appendix DNotes From August 25, 2003 Interviews With Former J. E. Greiner Company Employeesregard to the cost <strong>of</strong> this project, so history ―shouldn‘t be too hard on them,‖ as it is not theirfault that the railroad would not make any concessions.Wise Avenue BridgeAlthough this bridge was <strong>built</strong> before Miller‘s time at Greiner, he was involved with one <strong>of</strong> itsrehabilitations efforts. ―Like every other bridge, it is outside in the air 24-7/365…and is subjectto freeze/thaw, wet/dry, and environmental destruction.‖ This bridge exhibited deterioration <strong>of</strong>underlying support piles; a rehabilitation <strong>of</strong> the caps was required due to the deterioration <strong>of</strong> theconcrete in water. In order to repair the piles, a ―c<strong>of</strong>fer dam‖ had to be constructed around them,allowing the engineers to pump water out. This bridge required an ―extensive amount <strong>of</strong> work torepair.‖ Once a bridge is shut down, repairs on the mechanical portions <strong>of</strong> it are also possible.Chesapeake City Bridge―Greiner really wanted to work on this bridge,‖ though they were not awarded the contract.Liberty Reservoir BridgeThis bridge was actually constructed ―in the dry,‖ or before the water from the dam ―came up.‖The dam was <strong>built</strong> downstream and a big lake was created. The lake flooded several <strong>of</strong> the state<strong>highway</strong>s; now although those waters have receded, the ground is still ―mushy‖ from theirpresence. The main bridge over the reservoir was very striking to see before the water from thedam was released, as one could observe the massive piers. As the water flooded, ―less and less<strong>of</strong> the piers‖ were visible, making the bridge appear very ordinary.Potomac-Type PiersMr. Miller also spoke with us about ―Potomac-type piers‖ that J. E. Greiner was responsible forinnovating. The piers, as their name implies, were originally used for bridge construction on thePotomac River. Over time these piers have been modified for use on the Woodrow WilsonBridge and as far away as San Francisco. J. E. Greiner determined the Potomac piers to be suchan asset to the pr<strong>of</strong>ession that, rather than patenting them, he ―gave,‖ or donated, the design tothe engineering pr<strong>of</strong>ession.\15-SEP-11\\ D-2