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The San Elijo Lagoon Double Track and Bridge Replacement Project

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The San Elijo Lagoon Double Track and Bridge Replacement Project THE SAN ELIJO LAGOON DOUBLE TRACK AND BRIDGE REPLACEMENT PROJECT John P. Eschenbach Sr. Project Manager Jacobs Engineering, Inc. 401 B Street, Suite 1560 San Diego, CA 92101 (619) 321-0009 [email protected] Irfan Kalhoro, PE Construction Manager AECOM 999 W. Town & Country Orange, CA 92868 [email protected] NUMBER OF WORDS: 2,966 ABSTRACT The San Elijo Lagoon Double Track and Bridge Replacement Project (SELDT) is located in Encinitas, CA between MP 238.0, CP Swami and MP 242.2, CP Valley on the North County Transit District (NCTD) railroad and is a part of the Los Angeles to San Diego rail corridor (LOSSAN). The LOSSAN corridor is the second busiest rail corridor within the Amtrak system. NCTD operates Coaster commuter trains and hosts Amtrak’s Intercity Pacific Surfliner trains, as well as BNSF freight operations. The SELDT project adds 1.5 miles of class 5 second mainline track on the LOSSAN rail corridor between the cities of Encinitas and Solana Beach. The new track extends between Cardiff-by-the Sea (CP Cardiff) and the southern border of the San Elijo Lagoon, resulting in 4.2 miles of continuous double track. The existing single track timber bridge, built in 1945, was replaced with a new double track concrete bridge. The new concrete bridge is an 8-span precast pre-stressed box girder bridge supported on concrete pile caps. The bridge foundation consists of cast-in-steel shell (CISS) piles that reach up to 110’ deep within the lagoon channel. The construction of the foundation utilized a pile driving analyzer (PDA) to measure the nominal resistance in real time during the pile driving operation. Another structural element included a 1000ft retaining wall built utilizing cast-in-drilled-hole (CIDH) soldier piles to keep the rail tracks separated from the lagoon inlet. The project also included signal and grade crossing improvements at Chesterfield Drive in Cardiff, the installation of two new number 24 crossovers, as well as track and signal improvements. INTRODUCTION The Los Angeles to San Diego rail corridor (LOSSAN) was built more than 100 years ago. It is used daily by as many as 70 trains including the North County Transit District (NCTD) Coaster commuter train, Amtrak Pacific Surfliner, Southern California Regional Rail Authority’s Metrolink, and BNSF Railway and Union Pacific freight trains. Metrolink operates trains between Oceanside and Los Angeles in addition to various other routes serving the greater Los Angeles basin area. Amtrak provides intercity service from Los Angeles to San Diego as well as the other lines to and from Los Angeles. The Burlington Northern Santa Fe Railway (BNSF) operates freight trains over the entire LOSSAN route. The Oceanside Transit Center is an inter-modal facility connecting passengers to bus, commuter rail, light rail and intercity trains. NCTD itself operates the Coaster commuter train service and accommodates the operation of Amtrak, BNSF, and Metrolink from the San Diego/Orange County lines (MP 207.5) to downtown San Diego (MP 267.7). NCTD also owns and operates the Escondido Subdivision, a 21-mile mixed use line from Oceanside to Escondido that supports NCTD’s Sprinter light rail service and BNSF operations. NCTD also provides bus service for the entire north San Diego County area including feeders for Sprinters. The primary purpose of the SELDT project is to eliminate a significant single-track bottleneck between Cardiff and Solana Beach by constructing the 1.5-mile-long second main class 5 main track to connect the two adjacent double track segments. This would eliminate the need for trains to sit idle waiting at a siding as another train uses the single track and would reduce the effects of cascading delays. This project is located in Encinitas, CA between MP 238.0, CP Swami and MP 242.2, CP Valley on the NCTD railroad and is a part of the LOSSAN corridor. Figure 1 – Project Map HISTORY The second railroad bridge to cross the San Elijo Lagoon, formerly known as Escondido Creek, was the California Southern Railway, a subsidiary of Atchison, Topeka & Santa Fe Railway, in 1945 with a 22- span, ballast-deck 6 pile bent trestle bridge. AT&SF field records indicate that in 1951 that walkways and handrails were added. Over its 73-years of service minor maintenance was required to keep the trestle in a state of good repair. Prior to the start of the Project, track speeds over the bridge were 90 mph for passenger and 55 mph for freight trains. Figure 2 - San Elijo Lagoon Timber Trestle Bridge PLANNING The SELDT Project is a critical part of the 351-mile LOSSAN rail corridor and serves as a vital link for passenger and freight movements in San Diego County. The corridor is the only viable freight rail link between San Diego and the rest of the nation. Several trains just south of this project’s footprint meet at the Solana Beach Passing Track. Because of the short length of double track, this often required trains to wait for the passing train to clear the single track on either side of the project before they can advance. By constructing this project, the train meets can be rescheduled to incorporate the 1.5 miles of double track and the universal crossover. San Diego Association of Governments (SANDAG) is the regional planning agency and this project is part of regional and corridor plans including SANDAG’s Infrastructure Development Plan for the LOSSAN Rail Corridor in San Diego County. The agency plans to double track the LOSSAN corridor by 2035. The initial project study report was developed in January 2008. Extensive alternative designs were analyzed to in order to minimize the environmental impacts to the lagoon and the final design began in 2013. This project was originally planned as a standalone design-bid-build project. However, in July 2015, this project was incorporated into the North Coast Corridor (NCC) program, which consisted of a combination of rail, highway, bikeways, and lagoon restoration projects. The $500M NCC program is a CMGC delivery method administered by the California Department of Transportation (Caltrans) and is funded through federal, state, and local taxes. With CMGC, Caltrans engaged with a contractor as a Construction Manager during the design process to leverage the Construction Manager’s construction expertise more completely and specifically in constructability reviews. The two-step CMGC process included Caltrans entering into a pre-construction services agreement with a Construction Manager, which was a joint venture between Flatiron, Skanska, and Stacey & Witbeck (FSSW). At a mutually agreed point, Caltrans and FSSW negotiated the Guaranteed Maximum Price (GMP) to construct the project. Once an agreement had been reached, the two entered into a construction agreement and FSSW became the General Contractor for the project. CMGC allowed Caltrans and SANDAG, with the engagement of a construction expert early in the design process, to iron out any issues with constructability while the design is completed. CMGC was intended minimize contract change orders related to the design of the project and to provide schedule certainty. Figure 3 – Project Layout DESIGN Regional agency permits as well as the final design were obtained and completed in late 2016. One of the permit constraints of Senate Bill 468 required that in order to reduce environmental impacts to the coastal lagoons, both rail and highway bridges crossing each lagoon shall be planned and constructed concurrently unless construction in phases will result in environmentally superior alternative to concurrent construction. Permit requirements in the lagoon areas include maintaining open water tidal flows during construction of the lagoon bridges, keeping all debris out of the lagoon, and not using riprap in channel bottoms during bridge construction to minimize impacts to aquatic habitats. Maintaining Tidal Flow The San Elijo Lagoon is an environmentally sensitive area and is home to several endangered species. Construction related water and noise impacts were of critical concern. A work berm was constructed in order to create a dry working platform to build the new bridge. However, this would restrict tidal flows in out of the lagoon and affect the native plants and wildlife. In order to maintain tidal flows, a total of 16EA 4’ corrugated metal pipe culverts were placed within the work berm in order to maintain tidal flow through the channel during the construction of the bridge. These culverts were strategically placed to withstand the surcharge loading as well as avoiding conflicts with the layout of the new bridge. The lagoon is also home to the Ridgeway’s rail, an endangered species of flightless bird. In order to meet permit requirements, special access doors were strategically placed throughout the project for the ridgway’s movement during construction. Figure 4 – CPM Culverts Under Work Berm Bridge Foundation The main challenge during bridge construction was building the foundation. The geotechnical evaluation determined that the alluvial soils in the area had a potential for liquefaction below the water table. Therefore, bored and or vibratory piles were eliminated from selection because of the known high water table and the expectation of liquefaction. The designer recommended a driven-pile foundation; using 60ft to 80ft long, 24-inch diameter at the bents and 36-inch diameter at the abutments. The piles were to concrete filled driven steel shell pipe piles. The CISS piles lengths were designed to ensure embedment into the Delmar Formation within the lagoon channel. Due to inaccessibility, initial log of test borings were completed only at the abutments to create the geographical profile and pile tip elevations were designed accordingly. Figure 5 – PDA Sensors and Cables During construction of the work berm, the design team took advantage of a working platform and selected to perform additional log of test borings to refine the geographical profile through the lagoon.
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