American Segmental Bridge Institute

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 NEWSNew ASBI Members ...............................2 2002 ASBI Seminar.................................2 2002 ASBI Membership Directory.......22002 ASBI Convention ......................2, 3ASBI Grouting Certification Training.............................3 2003 Grouting Certification Training Events .......................................3 HPC Newsletter ......................................3 Watson Bowman Acme CorporationAcquisitions ..............................................4 Transparent Sheathing Usedfor External Tendons in Japan...............4 Epoxy Specifications................................4 Concrete Bridge Conference Set for Nashville...................................4, 5

PROJECT NEWSRingling Causeway Replacement,Sarasota, FL ..........................................5, 6 Hoover Dam Bypass-Boulder City, NV .............................................................6 Smart Road Bridge, VA, Receives CRSI Award .............................................6 Kanawha River Bridge, SouthCharleston, WV .......................................7 Broadway Bridge, Daytona Beach, FL,Receives Awards.......................................7 Bids for Brandon Expressway, Tampa, FL ..............................................8Hathaway Bridge, Panama City, FL.8, 9 Woodrow Wilson Memorial BridgeReplacement, Washington, D.C. ..........9 Santa Catarina Bridge, Monterrey, Mexico ...............................10 US-75/IH-635 Interchange, Dallas, TX...............................................10 I-895 Connector Project, Richmond, VA ......................................11 Boston Central Artery InterchangeConstruction, MA ...........................11, 12Sidney Lanier Bridge, Brunswick, GA ......................................12

Volume 41Summer 2002

CONCRETE SEGMENTAL SHOWING WHY IT IS THE FUTURE

Editorial – Reprinted from Summer 1998 Edition:

Over the past year, segmentalconcrete has shown strong momentumin the bidding arena with decisivemargins in head-to-head competitionwith steel and other concrete bridgestructures. This can be viewed as afurther indication that the advantages of segmental construction are becomingmore apparent to Contractors andOwners. Also, it is significant thatapproximately six Contractors areparticipating in the bid process on mostsegmental construction.

Three recent design/build bridgeswere won based on segmental concretedesigns, the most recent being the 8.4-mile bridge for mass transit at JFKAirport.

Three alternate design bid cases inpoint over the past twelve monthsinclude the Bath-Woolwich Bridge inMaine, the Sailboat Bridge inOklahoma, and the I-93 Viaducts andRamps in Boston.

When bids were taken in July 1997on the 906-meter (2,972 feet) crossingof the Kennebec River in Bath-Woolwich, Maine, the segmentalconcrete proposal of $46.6 million was$4.7 million below the steel bid of$51.3 million, a saving of 9.2%. It isnoteworthy that the Maine Department of Transportation hadestablished a scoring system in whichthe lowest ratio of Bid Price toEvaluation Score would be the winning

bidder, leaving the possibility that thelow dollar bid would not win thecontract. The segmental alternateamassed an evaluation score of 91.87out of a possible 100, to a score of75.66 for the steel alternate, thuswinning on all counts.

The alternate design bid competitionfor the Sailboat Bridge in Oklahoma inAugust 1997 featured concretesegmental and concrete bulb-tees. With relatively short typical spans of37.1 meters (121 feet) for this twin 928-meter (3,044 feet) bridge, concretebulb-tees have normally been dominant. Five of the six biddersapparently thought that would continue to be the case, but the winning segmental bid of $20 millionwas $1.1 million (4.2%) below thelowest bulb-tee bid.

The bids on the I-93 Viaducts andRamps of the Central Artery Project in

Editorial by Eugene C. Figg, Jr., President,ASBI (1997-1998), Figg Engineering Group

6666 ASBI NewsSum02 7/31/02 10:17 AM Page 1

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C O M M U N I C A T I O N N E W S(Editorial, cont.)

Boston are indicative of the strength ofconcrete segmental today in compe-titive Northeast markets. The bridgeportion of the October 1997 bidscame in at $79.2 million for concretesegmental, some $27.1 million(25.5%) below the steel bid of $106.4million. Four of the five bidders choseconcrete segmental.

These alternate design bid examplesindicate the competitive advantages ofconcrete segmental bridges. Two ofthese projects are in the Northeastwhere steel has been most widely usedin the past. The future looks bright forOwners in all areas of the U.S. to haveconcrete segmental bridges that savemoney, provide aesthetics and have along life.

The competitive bidding anddesign/build results of this past yearhave been a great way to celebrateASBI’s 10th Anniversary.

2002 Membership DirectoryCorrections

We regret the need for corrections tothe 2002 Membership Directoryconcerning Daniel, Mann, Johnson &Mendenhall which has merged withFrederic R. Harris, Inc. and is nowdoing business as DMJM+HARRIS,Inc. Please note the followingcorrections:

Under Consultant Members:DMJM+HARRIS, Inc.4701 Cox Rd., Ste. 200Glen Allen, VA 23060Phone: 804-290-7920 x 225Fax: 804-290-7921Kenneth V. Butler, Vice President

Under Professional Members:

DMJM+HARRIS, Inc.4701 Cox Rd., Ste. 200Glenn Allen, VA 23060Daniel G. Davis, Brian W. Dodson,Eric Nelson, Jose Roberto

2002 ASBI Convention

The final program and registrationinformation is enclosed for the 2002ASBI Convention scheduled forNovember 18-19 at the Grand HyattSan Francisco on Union Square. Theconvention will again feature a strongtechnical program, anchored by JacquesCombault’s discussion of the future,featuring several major projects, includ-ing the Rion-Antirion, Bridge inWestern Greece.

New ASBI Members

We are pleased to welcome Anderson Technology Corporation and The EuclidChemical Company as new ASBI Organizational Members.

The addresses and contact persons are as follows:Anderson Technology Corporation, Onarimon Yusen Bldg. 2F, 3-23-5

Nishi Shinbashi, Minato-ku, Tokyo 105-0003, JAPAN 81-3-3437-1999, Fax: 81-3-3578-9581, E-mail: [email protected], Yoshitaka Nishida

The Euclid Chemical Company, 19218 Redwood Rd., Cleveland, OH 44110,813-926-2816, Fax: 813-926-3826, E-mail: [email protected],William “Bud” Earley

2002 ASBI Seminar

The 2002 ASBI Seminar on “Design and Construction of Segmental ConcreteBridges” was held May 6-7, 2002 at the Holiday Inn Denver Downtown. Attendancewas 105. The seminar was cosponsored by the Colorado Department ofTransportation. The seminar program was made possible by the individualcontributions of the highly qualified faculty, which included:

James Barker, HNTB CorporationJimmy Camp, New Mexico Highway and Transportation DepartmentManuel Carballo, Figg Engineering GroupWalter Eggers, Earth Tech (formerly J. Muller International)Ray D. Griggs, Georgia DOT (retired)Jeff Mehle, Parsons Transportation GroupR. Kent Montgomery, Figg Engineering GroupAlan Moreton, Corven Engineering, Inc.Juan Murillo, Parsons BrinckerhoffErnst Petzold, Jacobs Civil, Inc.Michael Smart, International Bridge Technologies, Inc.Steven L. Stroh, URS CorporationJohn Sun, T.Y. Lin InternationalTeddy Theryo, Parsons BrinckerhoffTheun Van Der Veen, HDR Engineering

Editorial Note:U.S. and International engineer-

ing media have given extensive, inmy experience unprecedented,coverage of the untimely death ofEugene C. Figg, Jr., P.E. Gene'sachievements clearly caught theattention and imagination of a broadaudience both inside and outside thebridge engineering community. Hewas the central figure in the forma-tion of the American SegmentalBridge Institute, and was among themost enthusiastic supporters ofASBI activities for the past 14 years.Since information on Gene's life andaccomplishments has been so widelydistributed, this editorial from thesummer 1998 edition of Segments isreprinted as an ASBI remembrance,in his own words, of the enthusiasmand commitment he brought to thedesign and construction of “...con-crete segmental bridges that savemoney, provide aesthetics and have along life.”


Mr. Combault (Fig. 1) is presently aTechnical Advisor, and a Professor at theEcol Nationale des Ponts et Chaussées inParis. He also serves as Vice President ofthe International Association for Bridgeand Structural Engineering.

A view of the Rion-Antirion Bridgeabove and under water is presented inFig. 2. The bridge, built in a waterdepth of 65 meters (213 ft.), is in an areaof strong seismic activity, and is at alocation with poor quality foundationmaterials. The deck of the main bridge is2.3 km (1.43 miles) long. The fourconical pylon bases, consisting of 90 m(295 ft.) diameter caissons, rest on agravel layer precisely spread on the seabed. The foundation caissons are com-parable to concrete off-shore oil drillingplatforms. The sea bed soil under thepylons is “reinforced” by big steel pipes.The Rion-Antirion Bridge will be thelongest multi-span cable-stayed bridge inthe world, and all the components willbe basically precast concrete.

June 24-26 GroutingCertification Training, Tampa,Florida

Fig. 3 shows a portion of the 161attendees at the June 24-26 GroutingCertification Training class at theUniversity of South Florida in Tampa.The demonstrations of grouting-relatedtests and the grouting demonstrationswere under the supervision of Dr. AndreaSchokker, Penn State University, shownin Fig. 4 (at the right) with graduatestudent assistants (from left) MattBricker, Jess DeSalvo, and Ed Salcedo.

Henry Kannigiser, VStructural LLCperformed the grouting demonstrationsas well as the vacuum grouting demon-strations. Prepacked grout materials forthe demonstrations were provided byChemRex/Master Builders. Our thanks to the Florida Department ofTransportation for serving as co-sponsorof this training event, and to Dr. RajanSen and Alicia Burggraf of the Universityof South Florida for hosting this trainingsession. A total of 386 persons haveparticipated in the three groutingCertification Training events to date.

ASBI Grouting CertificationTraining Events – 2003

Two Grouting Certification Trainingclasses are now scheduled for 2003. Thefirst training session will be held March3-5 In Oakland, California, and it willbe co-sponsored by Caltrans. The secondtraining session will be held June 16-18at the University of Maryland, CollegePark, Maryland, and it will be co-sponsored by the Maryland StateHighway Administration. The programand registration information for these

training events will be distributed earlyin November.

HPC Newsletter

Enclosed is a copy of a recent editionof the HPC Bridge Views produced bythe National Concrete Bridge Council(NCBC) under a cooperative agreementwith the Federal HighwayAdministration.

Watson Bowman AcmeCorporation Acquisitions

Watson Bowman Acme hasannounced the acquisition of StructuralAccessories Incorporated (SAI) / PotBearing & Transflex assets from GreulichBridge Products, Division of HarscoCorp.

The SAI pot bearing (Fig. 5) is a high-load, multi-directional device used toaccommodate movements between thebridge superstructure and substructure.Transflex is a molded segmental jointwith movements up to 13 and enablesWatson Bowman Acme to increase andstrengthen the breadth of product lineoffered to the civil engineering andbridge construction communities. The

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Figure: 1 Jacques Combault

Figure: 2 Rion-Antirion Bridge, Greece

Figure: 3 GroutingCertificationTraining Class,Tampa, FL, June 24-26

Figure: 4 Matt Bricker, Jess DeSalvo, Ed Salcedo and Dr. AndreaSchokker


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addition of the SAI / Pot Bearing to theWabo® product line confirms WBA asan industry single source supplier forboth expansion control and bearings.

Watson Bowman Acme has alsotaken full ownership of the innovativecomposite strengthening systems:MBrace® and A-P-E® (Advanced PileEncapsulation), which were formerlyproducts of Master Builders, Inc.Wabo®Mbrace is a system for strength-ening concrete and masonry by the useof advanced composite fiber materialsand impregnating resins affixed to thesurface of a structure. Wabo®A-P-E is atough, durable, field-applied encapsu-lation ensuring protection and repair ofcolumns and structures in marineenvironments (Fig. 6).

Transparent Sheathing Usedfor External Tendons in Japan

Figs. 7 and 8 illustrate application of“Himilan” transparent sheathingdeveloped for external tendons ofsegmental bridges in Japan. “Himilan”is an ethylene based ionomer resin.Transparent sheathing offers thesubstantial advantages of permittingrapid visual inspection of the filling ofthe duct during grouting operations, aswell as visual inspection of thecondition of the tendons throughoutthe life of the structure. Developmentof “Himilan” transparent sheathing wasa cooperative effort by Japan HighwayPublic Corporation, AndersonTechnology Corporation, and ShinkoWire Company, Ltd.

Epoxy SpecificationsCurrently, states have different

requirements concerning coating one orboth faces of segments to be joinedwith epoxy, and there is no establishednational standard in this regard. Sincenot all Contractors are aware of prac-tices in each State with respect tocoating one or both faces of segmentsto be joined, it is essential that thisinformation is stated in project specifi-cations. A recent project required about60,000 gallons of epoxy to coat bothfaces at approximately $20/gallon, or$1,200,000 for the project. If a

Contractor was to assume reading thespecifications that coating only one facewas required, they could have had ashortfall of $600,000 in that case.

Concrete Bridge ConferenceSet for Nashville October 6-9

The Federal Highway Administrationand the National Concrete BridgeCouncil (NCBC) have announced thatthe first-ever Concrete BridgeConference will convene October 6-9at the Opryland Hotel in Nashville,Tennessee. The conference, planned tobe held annually, will bring togetherstate and federal agencies with industryexperts to explore the latest techniquesand materials for building concretebridges. The conference dates coincidewith the 2002 Annual Convention andExhibition of the Precast/PrestressedConcrete Institute, one of 11 concrete-related associations comprising theNCBC. All registrants for the bridgeconference will also be automaticallyregistered for PCI’s convention.

Other associations involved in theNCB include the Portland CementAssociation, the American SegmentalBridge Institute, the Post-TensioningInstitute, the Concrete Reinforcing

Figure: 5 SAI Pot Bearing,Watson BowmanAcme Corporation

Figure: 6 Wabo® A-P-E, FieldApplied ColumnEncapsulation

Figure 8: Transparent Sheathing Used forExternal Tendons in Japan

Figure 7: Transparent Sheathing Used forExternal Tendons in Japan


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Steel Institute, the National Ready-MixConcrete Association, the ExpandedShale, Clay and Slate Institute, theWire Reinforcing Institute, the SilicaFume Association, the Slag CementAssociation and the ConcreteCorrosion Inhibitors Association.

“The new conference will allow thefree exchange of information concern-ing state-of-the-art, cutting edgedesigns, construction techniques, andadministration of bridge projects at alllevels of government and industry,” saysPCI president Thomas B. Battles.Battles points out that concrete contin-ues to grow as the material of choice forbridge construction, accounting formore than 70 percent of highwaybridges built each year.

The trend is expected to continuewith interest growing in such things ashigh-performance concrete, rapid con-struction and replacement, new form-ing methods, beam splicing techniques,and new materials. All are expected tobe explored on the program. Sessionswill include topics such as long-spanconcrete bridges, design-build bridges,creative new designs, rapid constructionand fast tracking techniques, post-tensioning technology, quality controland quality assurance. Also planned arean examination of projects from theFHWA Innovative Bridge Research andConstruction Program, a progress lookat the HPC Showcase Bridges, andcontractor alternate design and valueengineering. Concurrent sessions willfocus on topics fresh from the designboards and construction sites. Eachattendee will receive a copy ofpresentations. Also, a spacious exhibithall will feature a dedicated BridgePavilion surrounding this year’s“Spotlight State,” Tennessee and itsDepartment of Transportation.

Further information and/or a regis-tration packet is available atwww.NationalConcreteBridge.org/cbc orby contacting PCI at 209 W. JacksonBlvd., Chicago, IL 60606. Phone 312-786-0300 or Fax 312-786-0353 or atPCI’s website www.pci.org.

The Ringling Causeway Bridge (Fig.9) is a replacement structure for anexisting two-lane bascule bridge overthe Ringling Causeway located inSarasota, Florida. The existing bridge isobsolete and its requirement toregularly open for navigational trafficcauses the roadway traffic to back upinto adjacent intersections near thebridge. This greatly impacts the trafficflow in and around the causewaycrossing. The replacement bridge is ahigh level structure that can carry sixlanes of traffic.

The Design/Build portion of thisproject was awarded to the team ofPCL Civil Constructors/JMIEngineers (Earth Tech) in July of2001 for approximately $56 million.

The Ringling Causeway replacementbridge has been a challenging bridge todesign and construct. Constructionengineering is being provided to PCLby Parsons. To maximize economy andspeed of construction, the team haschosen to precast the box girder. Withthe final deck width of 107 feet, thesegments will be cast in halves with alongitudinal closure in both the top andbottom slabs cast-in-place. Piersegments are 16.5 feet deep and typicalsegments are 8.2 feet deep. There areeleven spans that are each

approximately 300 feet long.The erection of the precast segments,

which is based on balanced cantilevererection with a crane and is proceedingon two piers simultaneously in order tocomply with the new FloridaDepartment of Transportation groutingrequirements. Parsons also provideddesign and analysis of the erectionequipment for the segments. Both half-segments are being erected simultane-ously and will remain separate until thecantilevers is complete. The jointbetween segments is shown in Fig. 10.Once adjacent cantilevers are completeand the mid-span closure joints arecompleted for both half-segments, thenthe longitudinal closure strip will becast.

Figure: 9 RinglingCauseway Bridge,Sarasota, FL

Figure: 10RinglingCauseway Bridge,Sarasota, FL

P R O J E C T N E W S

Ringling Causeway Bridge Replacement Sarasota, Florida


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The Freyssinet Liaseal duct coupler(Fig. 11) is being used for the first timeon the Ringling Bridge. The Liasealduct coupler is comprised of threeHDPE parts. This assembly providesfive distinct functions: fixing and cen-tering duct sections in the formwork,seals against ingress of moisture at thejoint, prevents introduction of epoxysegment glue, ensures perfect tendonalignment across segment joints andprevents leakage or crossovers duringtendon grouting. According to FloridaState Structures Design Engineer,William N. Nickas, the Liaseal couplerhas worked very well to date in con-struction of the Ringling Bridge.

Erection of the precast segmentsbegan in April 2002. Segment castingwill be completed in October. Theproject is scheduled to be completed byDecember 2003.

Hoover Dam Bypass – Bolder City, Nevada

The Hoover Dam Bypass Project hasselected the composite alternative forfinal design. This alternative combinesa concrete segmental arch with a steel

superstructure, and includes a 1090foot main arch span crossing 880 feetabove the Colorado River (Fig. 12).The selection was made by the ProjectManagement Team, consisting of theFederal Highway AdministrationCentral Federal Lands HighwayDivision (CFLHD), Arizona andNevada Departments of Transportation,the US Bureau of Reclamation, theNational Park Service and the WesternArea Power Administration. CFLHD ismanaging the project. The projectincludes roadway approaches in bothNevada and Arizona. HDR, Inc. is theprime consultant for the project, withsubconsultant TY Lin Internationalleading the river bridge design. Theriver bridge contract is scheduled forconstruction beginning in late 2003with completion in 2007.

Smart Road Bridge, Near Blacksburg, VA,Receives CRSI Award

On May 17, 2002, the VirginiaDepartment of Transportation(VDOT) and Figg EngineeringGroup were presented with a 2002Design Award from the ConcreteReinforced Steel Insitute (CRSI) for theSmart Road Bridge (Fig. 13). Theaward presentation was held on thebridge deck, followed by a lunch insideof the box girder. The bridge, with itsdeck 175' above the Ellett Valley floor,is the tallest bridge in theCommonwealth.

The bridge was designed with a vari-able depth superstructure, varying from12.1' at mid-span to 31.2' at the piers.This voluminous space will accommo-date testing equipment in the future.

Speakers at the awards event includedRay Pethtel, Virginia TechTransportation Institute; CommissionerPhilip Shucet, Malcolm Kerley, P.E.,VDOT State Structure and BridgeEngineer and Amy Kohls, P.E.,S.E.,Regional Director for Figg BridgeEngineers.

This is the second CRSI award thatVDOT and Figg Engineering Grouphave shared, the first awarded in 1992for the Varina-Enon Bridge.

Figure: 13 Smart Road Bridge, VA

Figure: 11 Freyssinet LiasealDuct Coupler

Figure: 12 Composite DeckArch Bridge willspan the BlackCanyon at HooverDam, Boulder City,NV


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Kanawha River Bridge, SouthCharleston, West Virginia

T.Y. Lin International is providingdesign services to the West VirginiaDepartment of Highways for a newsegmental bridge over the KanawhaRiver in South Charleston, WestVirginia. The new bridge will carry I-64 eastbound traffic on an improvedcurved alignment as part of the widen-ing of I-64 in Kanawha County.Westbound traffic will remain on theexisting steel plate girder bridge.

The new Kanawha River Crossingwill have a 760-foot main span (Fig.14), the longest concrete box girderspan in the United States, and a totallength of 2975 ft., including 460 and540-foot side spans and five additionalapproach spans ranging from 144 to295 ft. The 66.8-foot wide deck willaccommodate four lanes of traffic plusshoulders, on a single cell box girder.

The continuous girder has a varyingdepth of 16 to 38 feet at the main spanand a constant 16-foot depth at theapproaches. This structure is designedto be built by balanced cantilever usingform travelers with a total of 168 cast-in-place segments.

In spite of the significant continuouslength, the bridge will only haveexpansion joints at the abutments inorder to improve the rideability andreduce maintenance. The foundationsconsist of drilled shafts bearing on thebedrock. The structure is designedaccording to the segmental provisions

in the AASHTO LRFD code. Preliminary Design is complete with

Final Design scheduled for 2003.

The Broadway Bridge -Daytona Beach, Florida,Receives Three Awards

The Broadway Bridge in DaytonaBeach, Florida (Fig. 15) has receivedthree design awards recently. Thebridge, designed by Figg BridgeEngineers, was named as a GrandAward winner by the Florida Instituteof Consulting Engineers (FICE), whichthen automatically entered the bridge inthe American Council of EngineeringCompanies (ACEC) awards program.In March, the ACEChonored thebridge with a national Grand Award.Broadway Bridge was one of sevenprojects honored with a Grand Awardfrom ACEC and the only bridgeincluded in the group. The 3,008' longprecast concrete segmental bridge spans the Intracoastal Waterway in the center

of downtown Daytona Beach.In early May, Broadway Bridge was

awarded the Spectrum Grand Prize inthe Spectrum 2002 InternationalCeramic Tile Design Competition.Projects from around the worldfeaturing ceramic tile are eligible for thisprestigious competition. The 10' tallpier mosaics of manatees and dolphinson the bridge piers and the 36 walkwaymosaics (Fig. 16) were judged to besuperior and an innovative use ofceramic tile.

Figure 16Two of the eighteen mosaics repeated on each ofthe Broadway Bridge pedestrian walkways.Wildlife indigenous to the Florida Atlantic coastis featured in the panels.

Figure: 15 Broadway RoadBridge, FL

Figure: 14 Kanawha River Bridge, WV


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Hathaway Bridge, Panama City, Florida

Construction is under way by theJ.V. Granite/Rizzani De Eccher for thedesign/build precast segmental super-

structure on the Hathaway Bridge inPanama City, Florida. The bridgecomprises of two individual structures,with a length of 3,780 feet, and a width

of 80 feet per bridge. The span lengthsare all 330 feet with the exclusion of theabutment spans. An architecturalrendering of the Hathaway Bridge isshown in Fig. 18. The maximumsegment weight is 200 tons. Thesegments are being barged to the siteand erected in balanced cantilever, withthe use of an overhead launching trusswith two winches for a faster, morebalanced erection, Fig. 19. There are atotal of 544 variable-depth segments,ranging from 152 tons to 200 tons.The pier segment is 18 feet high and 80feet wide, and the end cantileversegment is 10 feet high and 80 feetwide. These very large, single-cellsegments are cast in the short line

Figure: 19Hathaway BridgeConstruction,Panama City, FL

Figure: 17 Brandon to Downtown Tampa Expressway, FL

Bids Opened for Brandon to Downtown Tampa Expressway

The Tampa Hillsborough County Expressway Authority opened bids for the Brandon to Downtown Tampa Expressway onJune 3. The bid results were as follows:

The Adjusted Price Proposal Score is then added to theTechnical Score to create the Combined Score.

The elevated structure designed by Figg EngineeringGroup will be a precast concrete segmental box girder bridgewith precast segmental piers, built using the span-by-spanerection method. This erection method was selected to allowquick and economical construction in this congested urbanarea without disrupting the existing traffic. The new bridgesconsist of the two-lane extension into Brandon (3,300-footbridge) with a three-lane structure (25,700-foot bridge) in themedian of the existing expressway into downtown Tampa. Thetypical span lengths are 142 feet (Fig. 17). The roadway forthe Brandon extension carries two traffic lanes with provisionsincorporated into the design to accommodate future wideningof the bridge.

Company Price Contract Days Adjusted Price Technical Score Combined Score

PCL Civil Constructors $158,868,783 915 $158,868,784 9.4 89.40

Traylor/Granite $171,407,868 1004 $172,297,869 13.10 39.38

Misener Marine/Tidewater/Skanska $195,658,187 1004 $196,548,187 15.70 -55.02

Modern Continental South $199,527,000 1004 $200,417,000 8.3 -77.89

(Maximum Technical Score=20.00)

Scoring 80- [(Adjusted Price Proposal-Lowest Adjusted Price Proposal) x .000004]


method with two variable molds andone pier mold. They are the largestsingle cell (without internal struts)precast segments fabricated in the USto date.

The designer for both the super-structure and substructure of this $82.5 million dollar project is HNTBCorporation, and the CEI is beingformed by RS & H. Specialized equip-ment such as casting machines, straddlecarrier, and overhead launching trusswas designed and fabricated by DEAL,Italy.

Woodrow Wilson MemorialBridge Replacement

Built in the 1950’s the existingWoodrow Wilson Memorial Bridge isquickly decaying under a traffic volumein excess of four times the capacity forwhich it was designed. This bridge isthe only crossing of the Potomac Riverin the southern portion of the

Washington, D.C. metropolitan area;carrying the Capital Beltway (I-495)and I-95, this is a vital link in thetransportation infrastructure of ournation’s capital. In November 1998Parsons Corp. was selected through a design competition process to designa new bridge to meet these needs. The Maryland State HighwayAdministration (MSHA) is overseeingdesign and construction of this projectwith stakeholders Virginia Departmentof Transportation and Federal HighwayAdministration also actively involved.

The new 6075-foot-long facility willactually be comprised of two bridges(Fig. 20) carrying six lanes of trafficeach with channelized lanes for expressand local traffic. The navigationchannel is spanned by an eight-leaf,270-foot-long bascule span. One of thelongest bascule spans in the country,the new structure provides 20 feetadditional clearance in the closedposition above the existing structure tominimize the number of bridgeopenings. Continuous, variable depthsteel box girders support the conven-tionally reinforced deck slabs on theapproach spans. In order to mimic thearch form of the other bridges crossingthe Potomac River in the vicinity, aspecial substructure system is used. Dueto site conditions and functional restric-tions, a conventional arch structurecould not be used economically.

Instead, a system of v-shaped piers (Fig. 21) cantilever off of each founda-tion to support the superstructure.These v-piers function similarly to atied arch but the tie connects the crownof adjacent arches instead of the springlines. The arch rib and tie sections havebeen designed as post-tensionedconcrete elements to be built using theprecast segmental, balanced cantilevermethod of construction. Cast-in-placesegmental or cast-on-falsework con-struction methods could also be used at the contractor’s option.

A joint venture of Tidewater, Kiewitand Clark is currently constructing thefoundations for the new bridge. A lonebid for the remaining portion of thework was received in December 2001and rejected by the MSHA, as it wasconsiderably higher than the fundsavailable. In order to encourage morebidders to participate, the project willbe repackaged into smaller contractsand advertised for bids, startingsometime this summer.

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Figure: 18 Hathaway Bridge Rendering,Panama City, FL

Figure: 21Woodrow WilsonMemorial BridgeSegmental Piers

Figure: 20 Woodrow Wilson Memorial Bridge Replacement


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US-75/ IH-635 Interchange,Dallas, Texas

The Dallas High Five is thereconstruction of the US-75/IH-635Interchange located in North Dallas,Texas. The new interchange willaccommodate 5 million vehicles perday. The segmental bridge constructionnow underway involves casting ofprecast segments for the five ramps.Figs. 23 and 24 show the castingmachine supplied by DEAL.Completed segments and the segmenttransporter are shown in Fig. 25. Thereare 27 spans in the five segmentalbridges. The longest span is 300 ft.Erection of the segments will begin inlate Summer. The construction is by ajoint venture of Rizzani de Eccher andZachry Construction Corporation.Parsons Bridge and Tunnel designedthe precast segmental portions of theinterchange.

Santa Catarina Bridge, Monterrey, Mexico

The Santa Catarina Bridge, Monterrey, Mexico, Fig. 22, was bid last April, and construction of the pylon footing has started. Construction isscheduled to be completed during the Fall of 2003. Details of the bridge and the construction method are as follows:• Total bridge length: 304 m.• Main span: 185 m (from front of pylon to intermediate pier).• Deck width: var. 28 m to 35 m.• Pylon height above deck: 134 m.• Two plans of stay cables and central pylon.• Concrete superstructure, except for transverse steel beams.• Cast-in-place segmental construction, cantilevering from the pylon.

Project participants are:Owner: Public Works Department of Nuevo Leon, MexicoContractor: VSL Mexico, Garca Ponce GroupDesigner: International Bridge Technologies, SOCSA

Figure: 22 Santa Catarina Bridge, Monterrey, Mexico

Figure: 24 US-75/IH-635Interchange CastingMachine

Figure: 25 US-75/IH-635 Precast Segments and Transporter

Figure: 23 US-75/IH-635 Interchange Casting Machine


I-895 Connector Project, VA

The I-895 over I-95 and the JamesRiver Project in Richmond, Virginia ispart of the 8.8 mile Route 895Connector Project that will connect I-95 and I-295.

The $400 million high-level inter-change is being constructed under adesign-build contract. The segmentalbridges consist of the east and westapproaches, the river crossing over theJames River and three ramp structures.The approaches are precast and built inbalanced-cantilever (Fig. 26). The westapproach is being constructed with aself-launching overhead gantry. Theriver crossing has a 205-meter mainspan (Figs. 27 and 28) that is con-structed cast-in-place using formtravelers. The ramps are precast andbuilt span-by-span using a self-launching underslung erection truss(Fig. 29).

Construction of the nearly 200 cast-in-place segments ranging in length

from 3.96 to 4.88 meters will beaccomplished through simultaneous useof three pairs of form travelers. Whilemost of the main piers consist of stifftwin-column arrangements, a single-column pier on the westbound bridge isbeing stabilized during constructionusing a unique cable-stayedarrangement.

The eastbound structure and ramp Eopened May 22. The westbound bridgeand the ramps are scheduled to open inSeptember.

Owner: Virginia Department ofTransportation

Design: Parsons BrinckerhoffContractor: Condotte AmericaConstruction Engineering: Parsons

Boston Central ArteryInterchange Construction

The C09C4 project, I-93/I-90Interchange, Southbound Viaducts andRamps, Fig. 30, consists of 1,900 ft. ofsegmental concrete ramp structures

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Figure: 27 I-895 Cast-in-Place Cantilever Construction

Figure: 26 I-895 Precast Balanced Cantilever Construction

Figure: 28 I-895 Cast-in-Place CantileverConstruction

Figure: 29 I-895 PrecastSpan-by-SpanConstruction


Sidney Lanier Bridge,Brunswick, Georgia

The Sidney Lanier Cable-StayedBridge, Brunswick, Georgia, Fig. 31, isnearing completion. After final stay cableadjustments, grouting of the stay cablesand other finishing work is anticipatedthis Fall. Project participants are asfollows:

Owner: Georgia Department ofTransportation

Design Engineer: T.Y. LinInternational

Contractor: Condotte America, Inc.;GLF Corporation-Joint Venture

Post Tensioning Supplier: DywidagSystems International

Construction Engineer: ParsonsBridge and Tunnel

Construction Engineering Inspection:Figg Engineering Group

integral to the I-90 mainline throughBoston, MA. Parsons is providingconstruction engineering for ModernContinental. The scope includesconstruction analysis, erection equip-ment design, PT calculations and draw-ings, integrated segment shop drawings,bridge geometry control and erectionprocedures, and on-site technical sup-port. Erection of the structure began thiswinter and will continue through 2002.

The C09C2 project, I-93/I-90Interchange Ramps at Albany Street,

consists of approximately 5,000 ft. ofsegmental concrete ramp structuresintegral to the I-90 mainline thoughBoston, MA. Parsons is providingconstruction engineering for ModernContinentall. The scope includes con-struction analysis, erection equipmentdesign, PT calculations and drawings,integrated segment shop drawings, bridgegeometry control and erection proce-dures, and on-site technical support.Erection of the structure will begin thisfall with completion expected in 2005.

A 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

1

9201 N. 25th AvenueSuite 150BPhoenix, AZ 85021-2721

Phone : 602. 997-9964

Fax: 602. 997-9965

e-mail: [email protected]

Web: www.asbi-assoc.org

EDITOR: Clifford L. Freyermuth

12 1

Figure: 31 Sidney Lanier Bridge, Brunswick, GA

Figure: 30 I-93/ I-90InterchangeConstruction


American Segmental Bridge Institute

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