Connection Details Manual ABC Project that Save Money

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Connection Details ManualABC Project that Save
Money
Iowa DOT Accelerated Bridge Construction
Workshop August 11, 2008
Michael P. Culmo, P.E. CME Associates, East
Hartford, CT
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Roadblocks to Accelerated Construction

• The primary concerns that owner agencies have
  with respect to adopting accelerated construction
  techniques are
• Need for Quality Details
• Durability
• Design Methodologies and Training
• Construction Methodologies

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Connections for Prefabricated Bridge Elements
and Systems

• FHWA has initiated a project to develop this
  manual
• This publication is intended to provide
  information that will go a long way to answering
  all four of the previous concerns.
• Focus on details that have been used in the past.

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Project Goals
Connection Details for Prefabricated Bridge
Elements and Systems

• Gather details of Connections that have been used
  on accelerated bridge construction projects
• Investigate transfer of technology from other
  markets into the bridge market
• Parking Garages
• Stadiums
• Buildings

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• All details needs to pass a critical test
  before being published in the document
• Does the connection result in a rapid
  construction process?
• Does the connection transmit the forces between
  elements effectively?
• Is the connection durable?
• Has it performed well under traffic and in an
  exposed environment?
• Is it cost effective and easy to construct?
• If a process or connection is proprietary, can it
  be incorporated into numerous projects without
  producing contracting issues?

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Source of Data

• State DOTs
• Questionnaires sent via e-mail
• Federal Agencies
• International Organizations
• Researchers (previous and current)
• Producers
• Questionnaires sent via e-mail

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Manual Organization
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Connection Data Sheets
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Some Information that is available today

• PCI Northeast Bridge Technical Committee
• Guidelines for Accelerated Bridge Construction
• Available at www.pcine.org
• FHWA
• Framework for Prefabricated Bridge Elements and
  Systems (PBES) Decision-Making
• Manual on Use of Self-Propelled Modular
  Transporters to Move Bridges

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Precast Abutments
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Precast Abutments
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Precast Piers
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Precast Piers
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Precast Decks on PS Beams
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Precast Decks on Steel Framing
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Precast Decks
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FRP Decks
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Grid Decks
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Partial Depth Deck Forms
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Total Bridge Prefabrication
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Total Bridge Prefabrication
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Examples Epping NH
construction of 1-07.avi
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Project Schedule

• Gather information
• Fall 2006 through Spring 2007
• Visit states that are leaders in accelerated
  bridge construction
• Winter 2007
• Develop manual
• Summer/Fall 2007
• Complete Manual
• Fall 2008

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Project Delivery

• The document will be available for all owners and
  designers for use in future accelerated bridge
  projects
• Website will be established on the FHWA Highways
  for Life Website
• www.fhwa.dot.gov/hfl/

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Schematic Design of an Accelerated Bridge
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Case Scenario

• 4 lane bridge over an expressway
• Existing bridge has deteriorated beyond repair
• Heavy traffic on both roadways
• There is a short but undesirable detour

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Public Involvement

• Public hearing held
• Businesses do not want a long construction
  process with stage construction
• Businesses are not keen about a detour
• They will accept a short term closure with the
  detour
• As opposed to a long term staged project

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Design Options

• Build a temporary bridge to speed up construction
  of the new bridge
• Not that fast
• Build bridge along side and slide into place with
  SPMTs
• Definitely possible
• Does not easily solve problem with foundations
• Establish the detour and accelerate the bridge
  construction to less than 30 days

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Existing Bridge
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Existing Bridge
Deck Joints
Low Clearance
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Issues with the Existing Bridge

• Minimal Underclearance
• 14-5
• Piers and abutments are close to roadway
• Spray from vehicles damaged the piers
• Leakage through deck joints
• Led to severe beam end deterioration

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Proposed Bridge

• After a formal type study, the owner opted with
  the following structure criteria
• Continuous steel girders (weathering steel)
• Reduce to a two span bridge
• Increase clearance by raising approach grades
  (3)
• Use integral abutments (no deck joints)
• Composite concrete deck
• Membrane waterproofing and Bituminous wearing
  surface
• Open steel railings (galvanized)

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Existing Bridge
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Proposed Bridge
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Proposed Bridge
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Features of New Bridge

• Move pier far from roadway
• Possible future widening options
• Push abutments back to top of slope
• Minimize wingwall requirements
• Use integral abutments with flying wings
• Both abutments and the pier are in a different
  footprint than the existing
• facilitates construction
• Eliminate spray attack on piers and abutments
• No deck joints

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How to select details

• FHWA manual Connection details for prefabricated
  bridge elements and systems
• Review Chapter 1
• Investigate connection types, materials,
  tolerances
• 2. Search applicable sections of other chapters
  for details

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Section 1.4 Typical Connection Types

• After reviewing chapter 1, the owner chose the
  following connection types
• Grouted reinforcing splice couplers
• Quick, proven system
• Can develop full bar strength
• Simplifies the design process (similar to CIP)
• Grouted Voids
• Easy for simple connections
• Concrete Closure pours between precast elements
• Use for a limited number of connections (slower)

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Grouted Reinforcing Splice Connectors

• Emulates a reinforcing steel lap splice
• Multiple companies non-proprietary
• Used in precast parking garages and stadiums and
  bridges

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Schematic Pier Design

• Footing to subgrade connection
• Section 4.1.1 Precast footing to subgrade
  connection
• Detail developed by New Hampshire DOT

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Data Sheet
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Footing Details
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Schematic Pier Design

• Footing to column connection
• Section 3.1.4.2 Precast column to Precast Footing
  connection
• Detail developed by the Northeast PCI Bridge
  Technical Committee based on work done in Florida
• Used extensively in vertical construction
• Parking garages, stadiums and hotels

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Data Sheet
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Footing/Column Details
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Schematic Pier Design

• Column to Cap Beam connection
• Section 3.1.1.2 Precast cap beam to precast
  column connection
• Detail used by the Florida DOT
• Edison Bridge

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Data Sheet
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Column/Cap Beam Details
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Completed Pier
Column to cap connection
Column to footing connection
Footing to subgrade connection
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Schematic Abutment Design

• Integral Abutment to precast piles
• Section 3.2.3.1 Precast Integral Abutment to
  Piles
• Detail developed by Maine DOT
• Used on three different bridges

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Data Sheet
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Schematic Abutment Design

• Integral Abutment wall splices and wingwall
  connection
• Section 3.2.3.3 and 3.2.4.1 Precast Integral
  Abutment Connections
• Detail developed by the Maine DOT
• Used on three different bridges

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Data Sheet
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Abutment Cap Splices
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Schematic Abutment Design

• Approach Slab to Abutment wall connection
• Section 3.2.4.2 Precast Approach Slab to Abutment
  Connections
• Detail developed by the New Hampshire DOT
• Based on a design used by the Maine DOT

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Data Sheet
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Completed Abutment
Approach slab connection
Flying Wingwall connection
Abutment cap connection
Pile to cap connection
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Schematic Deck Design

• Precast Full Depth deck on steel stringers
• Section 2.1.1.2 Precast full depth deck to steel
  stringer
• Detail used by many states
• CT, NY, NH, ID, etc.
• Details proven by research and real world projects

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Data Sheet
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PC Deck to Stringer Details
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Schematic Deck Design

• Precast Full Depth deck transverse connection
• Section 2.1.1.1 Connection between slab elements
• Detail also used by many states
• Post tensioned according to AASHTO
• 250 psi net (concentric)

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Data Sheets
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Data Sheets
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PC Deck Connection Details
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Schematic Deck Design

• Precast Full Depth deck longitudinal connection
• Section 2.1.1.1 Connection between slab elements
• Detail also used by several states
• CT, NH
• Simple closure pour
• Accommodates crown in deck

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Data Sheet
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PC Deck connection Details
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Schematic Deck Design

• Precast Full Depth deck to curb connection
• There is a lack of crash tested precast parapets
  or curbs
• Use a simple cast-in-place curb
• High Early Concrete
• Can be done at the same time as the crown joint
• Continuous pour with crack control joints

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Schematic Design

• Connection of superstructure to integral abutment
• There is a need for significant tolerances at
  this connection
• It also has very complex geometry
• Use a simple cast-in-place pour
• High early concrete
• Forming can be done while deck is being installed
• Could use a precast backwall as a partial form

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Completed Superstructure
Longitudinal crown connection
Connection to beam
CIP Curb
Transverse slab connection
Integral Abutment Connection
Longitudinal PT
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Complete Bridge
Membrane waterproofing with bit. Wearing surface
Precast full depth composite deck
Precast Pier
Precast Integral Abutment
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Estimated Construction Schedule
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Costs

• Typical New Bridge (Cost175/sf) 2,200,000
• Premium for ABC (assume 20) 440,000
• Temporary Bridge (Cost50/sf) (620,000)
• Net Savings 180,000
• Note These prices will vary greatly by region

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Quality

• Florida has had very good success with precast
  piers in very harsh environments
• CT has had Precast full depth decks in place for
  over 17 years
• Crack Free Deck
• Excellent condition
• Integral abutments eliminate deck joints

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Old Adage
You can only have any two
By elimination of temporary bridges or costly
stage construction schemes, you CAN have all
three
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Other Cost Savings

• Reduced Bid Prices
• Standardization
• Programmatic (not one of a kind)
• Reduced project site costs (trailers, etc.)
• Reduced Maintenance Of Traffic Costs
• Inflation
• Non- Bid Savings
• Fewer Police Details
• Reduced Inspection time
• User Costs
• Plus Can be significant
• Minus Not in the budget

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FDOT Graves Avenue over I-4 Bridge Replacement -
2006
Each new span installed in few hours overnight
I-4 closed two partial nights for installations
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FDOT Graves Avenue over I-4 Bridge Replacement -
2006

• Costs
• Supplemental Agreement for Change Order to
  existing contract 570,000
• Benefits
• Graves Avenue detour from 12 to 8 months, in time
  for start of school
• I-4 lane closures from 32 nights to 4 nights
• Delay-related user cost savings of 2.2M

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UDOT 4500 South over I-215E Bridge Replacement -
2007
removal
4-lane, 173-ft long, 1,750 ton span installed
over weekend
installation
with no Impact to rush-hour traffic
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UDOT 4500 South over I-215E Bridge Replacement -
2007

• Costs
• Additional 800,000 for use of SPMTs
• Benefits
• I-215E closed 53 hours over a weekend (versus
  6-month conventional construction)
• 4500 South Bridge closed 10 days
• Delay-related user cost savings of 4M

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NJDOT Rt. 1 over Olden/Mulberry Span Replacements
2005
New Jerseys 1st Hyperbuild Project
Elevation of new Route 1 Bridges over Mulberry
Street
Replaced 3 spans in 3 weekends
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NJDOT Rt. 1 over Olden/Mulberry Span Replacements
2005

• Costs
• 3.5M low bid compared to engineers estimate of
  3.8M (8 savings)
• Benefits
• Each bridge opened in less than 57 hours
• 3 spans over 3 weekends (6 days vs. 22 mo.)
• No impact to peak-hour traffic
• Anticipated 75-100 year life (vs. 50 years)
• 2M design/construction savings incl. user cost

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Conclusions

• It is possible to build a complete bridge in 30
  days (or less)
• The FHWA manual provides a starting point for a
  complete bridge prefabrication project
• You do not need to sacrifice quality to get rapid
  construction
• By eliminating a temporary bridge or staging, you
  could save money on an accelerated bridge project
• ABC can lead to a significant reduction in user
  costs

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Questions?culmo_at_cmeengineering.com