LIFE-CYCLE COST committee that developed the right of way provided for the Guide Specification for Segmental Reference Concept. DESIGN BASIS FOR Concrete Bridges, and has been Selection of the preferred active in AASHTO bridge code THE NEW proponent based on NPV set the developments on behalf of PTI PORT MANN CABLE- framework for a rational decision and ASBI. Mr. Goodyear is a process, monetizing all program STAYED BRIDGE graduate of Cornell University in costs - right of way, design, Ithaca, NY. He is a recipient of construction cost, construction the Beavers Award for schedule, developer’s risk, toll Engineering, and is a member of operations, and life-cycle the National Academy of maintenance - in order to Engineering. determine the lowest net present SUMMARY value price for the development. It is in the context of this process The Port Mann Bridge-Highway 1 that the twin deck composite steel Project in , BC was cable-stayed structure in service tendered as a 40-year concession, today was created. upgrading approximately 30 km The presentation will review the of the Trans-Canadian Highway basis for key decisions on including a new crossing of the structure type, layout, form and between design details leading to the final and Surrey, BC. The concession design solution. The special period included the time for advantages with the steel design construction and allowed a broad form chosen relating to the DAVID GOODYEAR range of design options for framing plan, connection details, achieving the lowest net present and constructability will be AUTHOR value (NPV) to design, build, discussed in relation to options operate and maintain the upgraded that were considered and David Goodyear, PE, SE, PEng highway facility. eliminated based on the NPV is a Senior Vice President and The new Port Mann Bridge is the metric for reliability and best life Chief Bridge Engineer for ‘tollgate’ for the concession, and cycle cost. The presentation will T.Y.Lin International. He has 35 along with an adjoining include review of the erection years of bridge design experience, interchange, was the critical path procedures employed to manage beginning his bridge engineering for project delivery to initial the complexity associated with career with Arvid Grant in tolling. The Reference Concept erecting twin decks supported off Olympia, WA. Mr. Goodyear was developed by the Province served of a common tower. the Design Manager and Chief as the basis for the RFP, and was Engineer for the new Port Mann based on maintaining the older 5 Bridge, and was the Chief lane bridge, and adding a second 5 Engineer for design of the new lane bridge for the 10 lane Colorado River Bridge at Hoover thoroughfare required for the Dam. Mr. Goodyear has been a project. Right of way and member of the PTI Committee on alignment were established in the Cable-Stayed Bridges since its RFP for this Reference Concept. inception in 1983, and is the The new bridge developed in former chairman of that response to the RFP replaced the committee leading publication of Reference Concept with a new 10 the 5th and 6th Editions of the PTI lane steel-composite cable-stayed Recommendations. Mr. Goodyear bridge, located within the same was a member of the PTI ad-hoc LIFE-CYCLE COST DESIGN BASIS FOR THE NEW PORT MANN CABLE-STAYED BRIDGE

Introduction operations, and set forth the terms and processes for a comprehensive development program. The Port Mann Bridge Highway 1 project was tendered in 2007 as part of the Gateway Selection of the preferred proponent was based Development in Vancouver, BC. The Project on a two-step selection process after short- was part of the BC government’s ambitious listing. Invitation to submit a price proposal program to upgrade the transportation network could only follow the submission of an in the Vancouver Region in order to further the acceptable, compliant technical proposal for the impressive commercial growth and economic entire 30+ km development. Selection of the vitality of the Region. The Program was preferred proponent was to be based on centered on a progressive approach to public submission of the best net present value (NPV) works development, teaming government with of the annual concession payments proposed for private developers to deliver major the development among those who submitted a improvements in transportation infrastructure in compliant technical proposal. a fraction of the time of conventional delivery The Connect BC Team was led by Macquarie as through the use of public-private partnerships. concessionaire, with Kiewit-Flatiron Partnership The scope of the project was impressive. as the DB contractor, and with TY Lin Approximately 30 km of highway would be International leading the Fraser Crossing design upgraded, including the venerable bridge and Hatch Mott McDonald-MMM (H5M) crossing of the Fraser River. (Fig 1) The leading the on-shore design. program called for doubling the capacity over The timing of the tender submission happened to the river, expanding the narrow 5-lane facility to coincide with one of the worst economic 10 lanes. For those who sat in the daily backup recessions in the US since the Great Depression, of Hwy 1 in Surrey, the expansion would prompted by the mortgage banking debacle provide welcome relief from the bottleneck in created by the US real estate market. In the time access to Coquitlam, Vancouver and the north between selection of the preferred proponent and side of the Fraser River. financial close for the project, the financial markets retracted to the point where the financial The Project: The new Port Mann Bridge is plan tendered for the project was in jeopardy. the centerpiece of, and the tollgate for, the major The BC Government stepped in to address the redevelopment of Highway 1 crossing the Fraser financial crisis by forming a Crown Corporation, River into Vancouver, BC. The scope and TICorp, as a replacement for Macquarie as the complexity of the project make it one of the concessionaire. The project then advanced to most ambitious highway transportation projects closing, with NTP granted to the Design- in North America. The form of delivery makes Builder, Kiewit-Flatiron Partnership in March, the project even more impressive in that the 2009. entire development was tendered as a private concession. The instructions to proposers called Project Development: The RFP for the for a privately financed development with a 40- project included a Reference Concept (Figs 2 year concession that included the time of and 3) covering the entire corridor. For the construction. The Request for Proposals (RFP) Frasier River Bridge, the Reference Concept for this massive project was one of the most called for upgrading the existing bridge and comprehensive and masterfully crafted building an adjacent 5 lane cable-stayed bridge specifications that this author has seen in over to provide the required 10 traffic lanes. The 30 years in the transportation business. Twenty- original Port Mann Bridge was designed as a 4- eight schedules covered every aspect of lane bridge, converted to 5 lanes for the traffic procurement, design, construction and volumes on Route 1. The original Port Mann

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Bridge was a 366m main span deck tied arch, documents and expected permitting. The RFP with the balance of the 2 km crossing comprised also included a number of restrictions on of plate girder approaches. The tender alignments and pier locations, most notably that documents included documentation of one could not have a pier on the south bank of significant numbers of fatigue crack indications the Fraser River, adjacent to the pier already on in the approaches, and uncertain conditions for the south bank for the old bridge. The last the orthotropic decking of the steel arch main limitation was one that we questioned, since a span. Members of the Design-Build Partnership pier on the south bank of the river would have had experience working on past upgrades to the allowed a considerably shorter main span, and a bridge, and offered a first hand perspective to lower initial cost. Considerations for the risk of the concessionaire on the maintenance effort rejection, the complications for hydraulics, and associated with the existing bridge. the impact of crossing the CN rail yard for access all led to abandoning the short span The net present value approach to selection is alternatives. Once settling on the 470-meter consistent with the life cycle cost basis for main span, the focus was exclusively on cable- design that is the ambition of most conventional stayed alternatives. design-bid-build and design-build projects in the US. But being a concession, where the The initial screening study of alternatives proponent carries the cost and risk of operations, focused on the Reference Concept for keeping this delivery program improves upon the the old bridge and constructing a new 5-lane subjective life cycle cost program of structure. Once the short spans were eliminated, conventional delivery through an objective, hard the inquiry broadened to look at both 5 and 10 dollar assessment for design, construction and lane new bridge options. Furthermore, the operations. ongoing assessment of maintenance and financial risk associated with extending the old Amortizing the initial cost of construction is a bridge for another 40 years trended towards the major component of the NPV metric. Since all merit of a total replacement. The principals of revenue needed to pay down the first cost is KF viewed the risk of pricing the scope creep from tolls, availability is also a metric that needs generally associated with a major retrofit as to be quantified as part of the financing strategy. uncompetitive. The lenders engineers Durability, maintainability, access for apparently agreed – there were visible sighs of inspection, forecast of repair and maintenance relief when the decision to build all new for 10 were all factors that affected the financial model lanes was announced to the lender’s engineer used to develop the project. These financial early in the review process for the proposal. criteria flow down to the design-builder as goals for design and construction of a best net present There were two choices for fitting 10 new lanes value alternative. in a 5-lane corridor. One was to develop a double deck solution with an over-under 5 lane Bridge Type Studies: Evaluation of arrangement. The second was to develop a alternatives for the new Port Mann Bridge was single level, very wide deck system to carry all led by the Kiewit-Flatiron Partnership (KF) team 10 lanes. TYLI had a recent reference for a with the singular goal of developing the best net double deck truss system. We were involved present value alternative for the project. Every with investigations to replace the Alaskan Way conceivable alternative (whether the Engineers Viaduct in Seattle after the Nisqually thought them practical or not) was considered Earthquake in 2001. One of the concepts for the main span, from record-setting portal receiving brief consideration for Seattle was a frame girder bridges, to double-deck trusses and double deck extradosed bridge along the arches; from suspension bridges to cable-stayed waterfront. While the double deck configuration bridges; and from long span concrete to steel itself was not difficult, the transition from a composite cable-stayed decks. The Reference double deck to a single deck approach was quite Concept set out the right-of-way that was expensive. In the case of the Port Mann site, the associated with pre-tender environmental roadway braid required for the approach bridge

2 of 15 to the Surrey side required significant extension the 10-lane option, and the alignment noted of the bridge, expensive substructure and above. The risk of spending an extra six months complex geometrics for the roadway and to a year negotiating right-of-way with the approach. Maintenance of traffic for the railroad would translate directly to increased approach roadway, and temporary facilities to NPV pricing, and at the pre-bid plug figure of accomplish the traffic changeover added to the $450,000/day, the risk pricing could sway type complexity. Based on the geometric limitations selection. and anticipated substructure (straddle bent) costs Concrete and steel superstructures were for the approaches, the double deck solution was considered for both the main and approach dropped as being uncompetitive. spans. The customary preliminary design effort However, the single deck solution had its own was carried out for each alternative, developing geometric challenges. Team member H5M general quantities and sections for comparison. performed all the highway design and civil In concert with H5M’s alignment studies, the design work for the project. Once the 10-lane design team developed concept studies for option was preferred, alignment of a 10 lane new cable-stayed bridges that included either full- bridge within the 5-lane right-of-way became a width 10-lane or twin 5-lane deck systems challenge. Maintenance of traffic required that (notwithstanding right-of-way) supported by a the old bridge stay in service. The approach variety of tower types. The difference in tower geometrics on the Surrey side of the river were and foundation quantities when comparing a constrained by the existing alignment, limited single pylon and foundation to a twin portal right-of-way, and the CN rail yard passing under tower with twin 5 lane decks was considerable. the bridge. H5M said they could solve the Much of the deep foundation structure required alignment for a 10-lane roadway, and they did. for the main towers was to support self-weight (Fig 4) However, the solution carried the edge of the foundation itself, rather than the deck of deck to the right-of-way line, leaving no room above. Whether looking at concrete or steel for foundations outboard of the roadway deck, decks, the main tower quantities for the twin and the proximity of old and new decks during portal pylon solution were more than 50% construction did not allow for pylons between greater than those for the single pylon support the two bridges. While the RFP allowed for the system. This level of quantity increase for two proponent to acquire additional right-of-way, the towers, coupled with the logistics of larger pylon cost and time to do so was a risk to both cost foundations in the river for the twin portal tower (relatively minor) and schedule (a major factor) gave a tremendous cost and schedule advantage for the proponent, So the challenge for bridge to the single pylon solution. designers was how to develop a 10-lane cable- The single central pylon concept would support stayed structural solution in a 5-lane right-of- both a two-stay plane full width section and a way without outboard foundations. twin deck four-stay plane section as steel or steel The formulation of the financial package is composite deck sections. Sections were beyond the scope of this presentation. However, developed for both full width steel truss, the first cost of construction is a major floorbeam or box section and for a twin component of an NPV concession package. composite edge girder section. The steel quantity While differences in financing plans can make for a two-cable plane system was approximately the difference in a winning NPV, those 35% greater than for a four-plane system due to differences will scale against the initial outlay the longer floorbeam span. The transverse truss for construction. At the design-builder level of and box girder systems were eliminated from the team, the traditional design-build criteria of consideration based on unit fabrication costs. cost and schedule were central to the decision Each of the twin composite frame sections was process. The time to get to tolling, which was fairly conventional, and similar to many single 4 set forth as 8 lanes of traffic across the river, and 6 lane cable-stayed deck structures built in affected design choices and risk pricing. This North America. The routine nature and reliable was never more evident than when evaluating cost history of these regular sections was an

3 of 15 important selling feature for the twin deck exceptionally wide units for 3 boxes. The option. approaches also had to accommodate the transition of the new bridge alignment to the The equipment required for erecting 60+ meter existing structure, which involved building long floorbeams, large box girder sections or an initial 8 lane unit, and finishing out the 10 transverse truss elements was a different class of lanes plus multiuse path after demolition of equipment than typically used to erect the the old bridge. This traffic logistics and conventional steel composite cable-stayed deck construction pricing for box fabrication and system. The Port Mann site had both land and foundation construction all favored a 3-box water based erection conditions to consider. solution. In order to allow lanes from the Moreover, the land based condition for the south main spans to meet an economical 3-box side of the bridge had access limitations due to frame in the approaches, the backspan the railroad yard under half of the south frames were tapered towards each other. cantilever. One of the attractive features of the This was only practical with the central steel composite deck system is the variety of pylon scheme, extending the cost advantages suitable erection methods that can be employed of this concept beyond those of just the main – from stick built framing with relatively light span system. lifts to full section erection with gantries and heavy lifts. So with the mix of construction  The width of the single central tower was logistics associated with the Port Mann site, the limited by the available right-of-way at the steel composite section proved to be the south pylon, and would affect the cost of optimum solution for construction. (Fig 5) framing across the inter-roadway gap. The narrow section had limited lateral strength as Details of Design a freestanding pylon. So the lateral system The Framing System: Each of the two was also designed as a stayed system, with deck frames was a standard floorbeam and edge transverse stabilizer stays connecting the girder system. However, there were several base of the towerhead to stabilizer beams non-standard aspects of the framing layout emanating from the tower. The resulting associated with the central tower. stay system created a cable-stayed pylon that was similar in concept to a sailboat mast,  The constraints of the layout described for allowing a slender pylon section to work as the type selection included an atypical span a pure column instead of the more typical layout. While the railroad yard affected the bending mode of a portal frame. main span layout, the back spans were

constrained by the definition of a secondary  Tower height is typically gaged to the span navigation channel on the north. The length for optimum stay cable performance. resulting backspan ratio was .4 of the main With the single central pylon and twin span, which is less than optimum for girder decks, the truck clearance required a taller and anchor pier design on a highway bridge. tower for minimum roadway clearance to the stay plane. The tower height was  The offset of deck relative to the tower increased approximately 12 meters for this resulted in splayed cables emanating from condition. the single towerhead. The frame included struts between each deck to balance the Special Details: resulting horizontal cable force across the Towerhead cable anchors: The typical width of the bridge. towerhead for a composite frame cable-stayed  The approaches to the main unit were bridge anchors two cable planes. Anchorage for segmental concrete box girders. The 10- four cable planes, along with access to meter spread of parallel main span deck anchorages and the requisite elevator access frames required to accommodate the pylon resulted in an “H” shaped concrete section for would either require a 4th box girder, or the towerhead. An “H” shape provided two core

4 of 15 walls to anchor typical stay anchor boxes.  Fin anchors with bent plates (Fig 8): Although the geometry for anchor box Advantages: fabrication was unique for each box, these elements were otherwise standard components 1. Above deck access for installation of lower when compared to conventional cable-stayed stay anchorage elements towerheads. The outside face of the “H” section 2. Continuity of web plate in fabrication was left open during construction for access, (though either cjp weld or bent plate) later closed off though the use of precast fascia Disadvantages: panels. (Fig 6) 1. Uninspectable (buried by deck pour) seal Deck cable anchors: Deck anchorages for and strength weld between slotted flange composite steel cable-stayed bridges generally and web plate (or cjp weld to top flange) for follow one of two forms – fin anchors above shear continuity at or near bent plate plastic deck (extensions of the edge girder web) or strain region bucket anchors below deck (attachments to the 2. Tolerance of bent plate geometry to meet side of the edge girder). For the more typical stay plane angle, or CJP weld for web framing systems, these deck anchors are both connection regular in geometric configuration, and either 3. Lateral load component due to vertical sag vertical or only slightly splayed against the plane on flange-web weld detail or bent vertical frame. The wider offset associated with plate the 4-plane, 10-lane structure resulted in both 4. Additional floorbeam span needed to align irregular geometry and considerable lateral cable edge girder with stay plane angles for deck anchorages.

We investigated three basic configurations for these deck anchors. Each had advantages and  Fin anchors with canted edge girder (Fig 9): disadvantages. These were Advantages:  Fin anchors with bent web plates above the 1. Above deck access for installation of lower deck stay anchorage elements  Fin anchors with canted edge girder 2. Avoids bent plate or cjp web weld by direct geometry alignment with stay plane  Bucket anchors with bolted anchorage 3. Continuity of web plate connection to stay assemblies cable One aspect of splayed stay geometry is that the Disadvantages: lateral cable angle of the stay plane is not in the vertical plane. (Fig 7) Cable sag, and change in 1. Slotted flange to web weld for shear transfer cable sag with changing stay force and vibration, (can be avoided by asymmetric top flange to follows the vertical plane. For the typical inside of web) roadway geometry, the difference in these angles 2. Lateral load component due to vertical sag from vertical is slight. But as the offset gets plane on web plate and flange to web weld larger, so does the lateral component associated 3. Higher fabrication cost for inclined web with the difference in vertical cable sag vs. configuration, and variable configurations lateral stay plane angle. for inside and outside edge girder lines 4. Additional floorbeam span needed to align Looking at each option in turn, the advantages edge girder with stay plane and disadvantages considered for each include the following:

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 Bucket anchors (Fig 10): Angeles. A 3-stage ground motion was stipulated; with a 475-year return period for the Advantages: operating event, a 975-year return period for the 1. Shorter floorbeam span and narrower repairable damage event, and a 2475-year return precast deck width period for the no-collapse event. Foundations 2. Fully inspectable and replaceable anchorage were a significant portion of construction cost, structure without impact on traffic and bridge articulation was evaluated to 3. Continuous, typical flange to web welded minimize overall foundation design connection with standard (square) plate requirements for seismic demands. girder fabrication Initial studies focused on providing rigid 4. Orthogonal strength and stiffness for sag connections to both towers and back span piers. plane of stay Initial evaluations showed that when compared 5. Superior out of plane stiffness for anchoring to isolation of selected piers through bearings or stay damper dampers, the collective demand for all piers (the Disadvantages: sum of piles) went down with the addition of bearings for the anchor piers. Studies also 1. Increased fabrication for stay pipe frame showed that creating a fixed point for the river connections tower did not significantly alter overall response, 2. Transfer of lateral load (due to eccentricity but did increase pile demands for the river pier. from edge girder) through edge girder to floorbeam connection The south landside tower was selected as the 3. Below deck installation of stay hardware at fixed point for the longitudinal system. dead end anchorage Foundation construction on land is typically less expensive than that in the water. So the south Decision points included both first costs and tower was selected as a primary restraint point considerations related to maintenance cost and for deck articulation. The anchor piers were traffic risk. In terms of first cost, when allowed to slide for seismic conditions. comparing the steel weight of longer floorbeams Arrangements with rigid connections at those and deck panel to the fabrication weight for piers added a third more piles to the anchor pier bucket anchors, the figures did not show a foundation in the water, which was a decided advantage either way. In terms of long considerable additional cost based on the plug term inspection and maintenance of critical figures for the 1.8 meter steel shell piles used at connection areas, the bucket anchors had a bid time. The use of sliding bearings at the significant advantage. Both inspection and anchor piers provided the necessary degree of repairs could be conducted from travellers freedom for dampers at these piers, which for below, without any impact to traffic. Critical some motions cut pier demands by 40%. welds can be observed and tested throughout bridge life, since the concrete deck does not Vertical support was provided at each tower conceal them. The entire anchorage assembly with bearings over the stabilizer beams. This can be replaced. The superior stiffness for out type of support has become typical for of plane movement and stiffness for stay damper composite frame bridges, and allows a longer performance also favored the bucket anchors. span to the first stay, which is always a Therefore, the bucket anchorage system was complicating factor for stay anchorage geometry selected for final design on the basis of both in the towerhead. Lateral bearings are provided performance and serviceability. at each pier, and a temporary longitudinal restraint is included at the north river tower to Bridge Articulation enable jacking to replace longitudinal bearings The project prospectus included very significant at the south landside tower. seismic design criteria. The ground motions specified for design were comparable to those applicable to designs in regions near Los

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Aerodynamic Studies The south cantilever had to deal with limited access over the railroad and over-water erection Of the suite of special studies for hydraulics, for the main span, but had an open field for vessel impact, geotechnical engineering and erection of the south backspan. (Fig 12) The aerodynamics, the latter study was most relevant north cantilever was all over water. The for the steel deck design. The twin deck logistics of the south backspan required that structure created an unusual design condition for erection be fed from outside the railroad yard. section design, with a series of relatively flexible So direct lifting by derrick in the standard bluff sections in close proximity, one being in fashion was not practical. In addition, the heavy the wake of the other. In addition, for the first 2 weight of the first field section at each backspan years of service, the existing bridge would affect pier was more than a typical deck mounted the wind stream for downstream wind directions, derrick would handle. The over-water access for adding wake effects from the old bridge to the north cantilever permitted lifting a fully considerations for the new. assembled steel section. Deal gantries from the The aerodynamic studies included the classical adjacent project were available, and section model studies as well as 1:225 aero were upgraded for the erection requirements at elastic model studies in RWDI’s wind tunnel Port Mann. (Fig 13) For all of the above facility in Guelph, Ontario. (Fig 11) The need reasons, three separate erection methods were for a main span wind fairing was assumed in the adapted for steel erection. In addition to the pre-bid design based on the character of the twin gantries used for the north cantilever, derricks deck proposal, and the need for the fairing was were used for stick erection of the south main confirmed through wind tunnel testing. Stability span, with crane erection for the south backspan. was enhanced by the cable configuration in a (Fig 14) similar fashion to the benefits seen with a more Erection efficiency is one of the advantages of typical A-frame stay arrangement for twin cable the steel composite deck system. Profile of the plane bridges, where the cable convergence in flexible steel frame can be controlled during the towerhead forces a single node response that erection with stay adjustments before making helps separate torsional and vertical frequencies. the frame composite with the precast deck. The Motion forecasts were less with a pinned strut more challenging control is generally the lateral between the two deck frames, so the design went drift, since typically there is nothing in the forward with a simple pinned strut instead of a permanent frame to adjust alignment. That rigid frame. challenge was amplified for the twin barrel deck The critical operating condition for traffic system on Port Mann. In order to avoid comfort was the case with downstream winds sidesway the two deck frames had to be erected resulting in wake buffeting of the new bridge in parallel. Should they get out of line, there due to the old arch. Further study of the site would be a time consuming and challenging wind and terrain analysis for critical angles of process to pull two decks back in line at the attack narrowed the exposure for the short-term same time if drifts differed between the two. So condition with the old bridge in place to an as we started erection, the number 1 objective acceptable return period for interim service was to hold alignment throughout assembly. without the need for additional mitigation The erection crew’s diligence paid off, for the measures. alignment during erection was better than any we have seen on even simpler bridges. Steel Erection Closing For those who like variety, the erection planning program was an ideal assignment. And with two The Port Mann Highway 1 development project major bridge contractors on the same team, there was tendered on the basis of a best value defined was no shortage of experience and ideas for as the lowest net present value cost over the erection. operating period for technically compliant alternatives. The project development by the

7 of 15 successful proponent led to a twin roadway steel composite cable-stayed bridge solution based on the economic advantages in first cost, schedule and maintenance, that when blended with operating factors, produced the lowest net present value offering to the Owner. Credits: Owner: Transportation Improvement Corporation, a BC Crown Corporation Original Concessionaire for Tender: Macquarie Infrastructure Design-Builder: Kiewit-Flatiron Partnership Highway and Civil Design: H5M, a joint venture of Hatch Mott McDonald and Marshall Macklin Monaghan Bridge Design: T.Y. Lin International in collaboration with International Bridge Technologies Aerodynamics: RWDI Steel Fabrication and Supply: Canron Western Constructors, Vancouver BC; Oregon Iron Works, Clackamas, OR

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Figure 1 - Port Mann Bridge Hwy 1 Project Layout

Figure 2 - Reference Concept Layout

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Figure 3 - Reference Concept - Bridge Section

Figure 4 - New Port Mann Bridge Layout

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Figure 5 - Main Span Cross Section

Figure 6 - Pylon and Towerhead

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Figure 7 - Inclined Cable Plane

Figure 8 - Bent Plate Fin Anchor

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Figure 9 - Inclined Web Fin Anchor

Figure 10 - Bucket Anchor

Figure 11 - Full Aeroelastic Model at RWDI

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Figure 12 - South Mainspan Erection Method

Figure 13 - North Mainspan Erection Method

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Figure 14 - General Erection Layout

Figure 15 - New Port Mann Cable-Stayed Bridge

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