Deck Widening and Replacement of Woodrow Memorial Bridge

James G. Lutz Projects Director Greiner Engineering Sciences, Inc. Baltimore,

Dino J. Scalia Quality Assurance Manager Shockey Bros., Inc. Winchester,

he Memorial approach spans vary from 62 to 184 f! T Bridge on I-95 spans the Potomac (18.9 to 56.1 m). Floor beams between River south of Washington, D.C. (Fig. girders are spaced approximately 16 to 1). As shown in Fig. 2, it is the southern 26 ft (4.88 to 7.92 m) on centers and carry crossing of the Potomac on the Capital five rolled beam stringers per roadway, Beltway (1-95 and I-495). continuous over the floor beams, The bridge was constructed between The 89 ft (27.1 m) wide original ap- 1959 and 1962 for the Federal Highway proach deck shown in Fig. 3 was sub- Administration, the owner of the struc- divided by a longitudinal centerline ture. It is operated and maintained roadway joint. Each side of the deck jointly by the State of Maryland, the provided a three-lane roadway 38 ft District of Columbia, and the Com- (11.6 m) wide, sloped to the exterior monwealth of Virginia. curb on tangent, one-half of a 4 ft (1.22 This 5900 ft (1798 m) low level bridge m) raised median, a 3 ft (0.91 m) safety includes eight steel deck girder ap- walk, and a 1 ft 6 in. (0.46 m) concrete proach units on the Virginia side, a parapet with aluminum handrail. A 212-ft (64.6 m) double-leaf bascule span double-faced precast concrete median over the river channel, and ten steel safety barrier, held in place by bolts deck girder approach units on the through the longitudinal joint, was Maryland side. Most approach units are added after the original construction. four-girder continuous multispan units. This reinforced concrete deck system, The spans flanking the bascule span are hearing on the stringers and the exterior three-girder simple spans. Individual girders, was noncomposite. The road-

74 Several innovative construction techniques were used in replacing the deck of the Woodrow Wilson Bridge with lightweight precast concrete deck panels. Rehabilitation was completed 8 months ahead of schedule, $6 million under budget, and without disrupting the flow of traffic.

Fig. 1. South elevation of Woodrow Wilson Memorial Bridge from Virginia shore.

`. ҟMARYLAND 2lgC "WASHINGTON`\ҟDS 50 f` ^^ҟD.C.

t-6ҟ

a``^Ch

VIRGINIA 3°}^ҟ^^ v a

j WOODROW WILSON i Y MEMORIAL BRIDGE

Fig. 2. Location map, Washington, D.C. and vicinity.

PCI JOURNAL/May-June 1984 ҟ 75 44:

38' 0° ROADWAY . 4-0" 38' 0" ROADWAY 25'-8" 25'-8" 25-8"

89'_0°

Fig. 3. Original superstructure and deck construction.

way wearing surface was 2 in. (51 mm) and construction time and cost esti- of asphaltic concrete. Approach grades mates. are 1.5 percent and there is a 39-minute All basic design methods involved horizontal curve on the Virginia side of removal of deck and stringers, and re- the river. placement with prefabricated units of By 1977, peak daily traffic on the deck and revised stringers. For the two structure exceeded 110,000 vehicles, wider roadways, floor beam extensions with hourly directional totals as high as were proposed. The report was accepted 5000 vehicles during morning and eve- with the understanding that further ning rush hours, Breakdowns and acci- studies would be made prior to final dents were creating significant delays. design. At this time, serious deterioration of the reinforced concrete deck was evident. Maintenance and repair compounded the delay problems. FINAL DESIGN Under an agreement with the Federal In October 1979, the Maryland State Highway Administration, the Maryland Highway Administration contracted State Highway Administration con- with Greiner Engineering Sciences, tracted with consulting engineers Mod- Inc. to conduct additional studies and jeski and Masters "to prepare a feasibil- perform the final designs for the re- ity report evaluating at least four decking of the Woodrow Wilson Memo- methods of replacing the existing con- rial Bridge. crete deck while traffic is being main- tained." The feasibility report included maintenance of traffic plans; three Criteria schemes for construction; six basic de- Safe maintenance of six lanes of traffic sign methods involving 38, 42, and 45 ft during peak hours, four or five lanes (11.6, 12.8, and 13.7 m) roadway widths; during off-peak daytime hours, and one

76 Fig. 4. Nighttime deck replacement progresses on left roadway while two-way tratnc is maintained on right roadway. The center lane on the right roadway provides a buffer for signing and emergencies.

lane in each direction during the night- quired only one pattern of tapers, time periods, when two lanes would be merges and median crossovers through- adequate, were mandatory. The deck out the construction of each roadway. had to be designed for high speed inter- Opposing traffic in the maintenance of state system traffic in accordance with traffic roadway was confined to the out- the AASHTO Standard Specifications side and median lanes by nonroll drums for Highway Bridges (HS2O-44). Widen- with steady lights, leaving the center ing was desired, but modifications and lane clear for a buffer, signing and strengthening of the existing steel emergencies. superstructure were to be kept to a A continuous precast concrete dou- minimum. For riding quality and as part ble-faced safety barrier separated op- of a program to protect the structure, posing traffic during the six-lane day- roadway joints were to he kept to a time operations. Channelization of traf- minimum. fic through the on-grade centerline crossover each night required relocation of 400 ft (122 m) of this barrier at each Maintenance of Traffic end of the bridge each evening and re- The final design for maintenance of placement each morning. traffic during nighttime deck replace- ment provided single lane two-way traf- Replacement Deck System fic on one roadway for the full length of the bridge while work progressed in the The replacement deck system pro- other roadway (Fig. 4). This diversion vides two 44 ft (13.4 m) roadways in the pattern was almost 16,000 ft (4877 m) approach spans. Sixty-to-one tapers in long and extended into the interchanges the spans adjacent to the bascule flank- in close proximity to each abutment. It ing spans provide transitions to 41 ft allowed the contractor access along the (12.5 in) wide roadways through the full roadway being replaced and re- bascule area where the width increase

PCI JOURNAL/May-June 1984 77 46-7 1/4"

A 114

8„ҟL710

HOLD DOWNS I I" AT STRINGERS VARIES 10-12"

SECTION A-A

Fig. 5. Typical precast lightweight concrete panel.

was limited by structural considerations REPLACEMENT SYSTEM and the proximity of the operating tower. The exterior parapets are precast FEATURES lightweight concrete safety type and the Described below are the precast deck precast concrete double-faced safety panels, the use of polymer concrete and barriers added to the original bridge mortar, and the protective measures have been reused as the median barrier. employed. The deck is constructed of full road- way width, precast, transversely post- tensioned, lightweight concrete panels, Precast Deck Panels longitudinally post-tensioned in place The typical lightweight concrete into segments generally of the same panel is 46 ft 7/ in. (14.2 m) wide, 10 to length as the continuous girder units. 12 ft (3.05 to 3.66 m) long and 8 in. (203 The panels are supported on the original mm) thick with a 5 in. (127 mm) haunch exterior girder and the original continu- at the exterior girder, as shown in Fig. 5. ous stringers by cast-in-place polymer Sufficient reinforcing steel is provided concrete bearing pads. Employment of for fabrication, handling, edge beam post-tensioning and the use of light- capacity prior to in-place longitudinal weight concrete, despite widening of post-tensioning, distribution and tem- the deck, permitted continued use of pe rature. these members without strengthening. The transverse post-tensioning detai led The finished grade was generally raised in Fig. 6 was performed at the fabrica- 4 y in. (114 mm) to provide for this sys- tion plant and is a primary component of tem. A 1 1/2 in. (38 mm) thick asphaltic the panels' structural design. Combined wearing surface was used to provide a with the haunch at the girder, it pro- smooth riding surface between struc- vides the capacity for the 8 ft 1 r in. tural steel roadway joints at the ends of (2.47 m) cantilever outside of the girder steel girder units. as well as for the interior bays. The

78 TRANSVERSE LONGITUDINAL STRAND IN 4 SHEATHED STRANDS PLASTIC SHEATH IN DUCT AND GROUTED

1 PLAN

DETAIL Fig. 6. Typical panel transverse and longitudinal post-tensioning.

transverse Va in. (12.7 mm) diameter Use of Polymer Concrete and strands are in pairs approximately 12 in. Mortar (305 mm) on centers in the planes of the top and bottom reinforcing. At both Methyl methacrylate polymer con- edges of the panels, these strands are crete and mortar were proposed by slanted to mid-depth of the slab for an- Greiner Engineering for four details cho rage. within the deck system because of their The longitudinal post-tensioning pro- structural properties, placement vides sufficient compression to keep the characteristics and rapid set time over a transverse joints between panels closed, wide temperature range. They were ap- thus sealing out water and eliminating proved after extensive testing by the reflective cracking in the wearing sur- Maryland and Federal Highway Ad- face. It is provided by the 13 groups of ministrations, In part, the specifications four 0.6 in. (15.2 mm) diameter strands for the methyl rnethacrylate polymer re- at the middle of the slab thickness quired 4000 psi (27.6 MPa) compressive shown in Fig. 6. Longitudinal post-ten- strength within one hour at tempera- sioning was performed in place through tures from 20 to 100F (-6.7 to 37.8 C) segments 140 to 285 ft (42.7 to 86.9 m) in and 8000 psi (55.2 MPa) at 24 hours. length (averaging 17 panels). The seg- To ensure full bearing between deck ments are anchored to the supporting panels under longitudinal post-ten- structural steel at their midpoints. Spe- sioning, and to provide for construction cial panels at the ends of the segments tolerances, the plans called for a 1¼ in. are thickened to provide for the multi- (31.8 mm) joint between panels to be strand anchorages. filled with polymer concrete im-

PCI JOURNAUMay-June 1984ҟ 79 A^ҟPOLYMER CONCRETE LONGITUDINAL STRANDS

1/4" - -ҟCAULKING RODҟGROUT ҟ 11/4°ҟSECTION A-A A

Fig. 7. Typical joint between precast panels showing longitudinal post-tensioning across joint.

mediately prior to post-tensioning. Fig. the panel fabrication. Further, they had 7 shows the detailing at these joints. to preclude the introduction of stresses At the ends of longitudinally post-ten- in the structural steel from foreshorten- sioned deck segments, adjacent to ing during longitudinal post-tensioning, structural steel roadway expansion and shrinkage and creep. contraction joints, polymer concrete is The bearings consist of a sliding steel used for closure pours. Reinforcing steel bearing plate on the flange, keyed to extending from the special end panel cast-in-place polymer concrete by and stud anchors on the steel assembly welded studs. Pour holes through the tie the components together in panel are belled at the bottom to facili- the polymer pour. Special details in the tate pouring and to provide the required steel assembly and a compression seal resistance to shear forces. Retainer bars provide for relative movements be- on the steel plate on both sides of the tween the steel and concrete, all as flanges provide lateral restraint to the shown in Fig. 8. flanges. Pairs of hold-down bolts at the At the thickened portion of the special pads on three stringers tie the panels to end panels, the asphaltic concrete the structural steel. Three bearings are wearing surface could not be employed. provided on each of the five stringers Therefore, polymer mortar Va in. (12.7 and three or four bearings on the gird- mm) thick was specified for this area. ers, under each panel. The bearing detail between panels and stringers is shown in Fig. 9. Perhaps the key to the entire deck system was Protective Measures the development of this bearing and the To guard against the intrusion of similar bearings on the exterior girder. water and salt into the completed deck They provide adequate bearing at grade, system, and the subsequent corrosion of while allowing for variances in the embedded steel, multiple protective existing construction and tolerances in measures were employed. For protec-

80 COMP. SEAL STEEL JOINT ASSY. POLYMER W. S.

ҟ POLYMER CLOSURE ANCHOR PANEL POUR

Fig. 8. Typical details at expansion dams.

POLYMER CONC.ҟ DECK PANEL

POLYMER CONC. BEARING PADҟ2 4 HOLD DOWN BOLT

STRINGER

BEARING PLATE

Fig. 9. Typical details of panel bearings on existing stringers with hold-down bolts. tion during construction and under the crack control. All embedded steel has 2 asphaltic concrete wearing sur#ace, a in, (51 mm) of cover. All embedded two-coat epoxy-sand membrane was reinforcing steel, prestressing hardware, applied to the top surface of the panels studs, etc., are epoxy coated. All stress- at the fabrication plant. The post-ten- ing strand is sheathed in plastic and sioning in both directions provides ducts for multiple strands are grouted.

PCI JOURNAL/May-June 1984ҟ 81 Fig. 10. Installation of prefabricated reinforcing and monostrand cages, and longitudinal post-tensioning ducts in panel forms.

PANEL FABRICATION After casting (Fig. 11) and steam cur- ing for 16 hours, the panels were The precast deck panels were fabri- stripped from the forms and placed in a cated by Shockey Bros., Inc., at their finishing area where blockout materials manufacturing facility in Winchester, were removed and minor patching and Virginia, about 75 miles (121 km) from finishing were completed. The panels the project site. were then stacked in groups of six, cov- ered with insulating tarps, and kept moist and at a minimum temperature of Production Sequence 5OF (10 C) for six days, as required by Initially, six forrns were purchased to the specifications. After this curing fabricate six panels per day. After the period, the transverse, unbonded contractor decided to accelerate the monostrands were tensioned. project schedule, an additional three The panels were required to be 30 forms were fabricated. This allowed the days old prior to application of the precaster to make seven typical panels epoxy-sand overlay. This was to insure and one end anchorage panel per day, that the concrete substratum was dry, alternating the anchorage panel pro- The panels were placed in a covered duction on two of the forms. area where the temperature could be Reinforcing cages were prefabricated maintained at a minimum of 50F and stored near the production area. The (10 C). Two coats of epoxy-sand overlay transverse post-tensioning monostrand were applied, with 24 hours of curing was included in the cages. The lon- between coats. Lane markings were gitudinal post-tensioning ducts were painted on the panels and those areas added as the cage was placed in the form that would be in contact with polymer (Fig, 10). concrete were painted with one coat of

82 Fig. 11. Casting of a panel in foreground with steam curing of another panel in background.

polymer primer. The panels were then centers. All of the side forms were placed in storage to await shipment to eventually replaced with 8 x 8 x /2 in. the job site. (203 x 203 x 12.7 mm) stiffened angle, which solved this problem.

Forms Holes through the panels for placing the polymer concrete bearings were in The forms were fabricated 48 ft (14.6 the form of a truncated cone with a m) long and 13 ft (3.96 m) wide to ac- wider, flared shape at the base. These commodate the largest panels. One side and other apertures required for bolts to form was fixed and the other movable to attach the panels to the steel substruc- fabricate narrow panels. The shape of ture were formed with cast urethane the oval lug at each longitudinal post- pieces. They economically produced tensioning duct was stamped into the dimensionally accurate, smooth holes. face of the side forms. The end forms Urethane does have a high coefficient of consisted of a steel frame faced with thermal expansion. As a result, several plywood. This was done to accommo- radial cracks appeared around each hole date the varying spacing of the trans- after steam curing. These cracks were verse post-tensioning anchors which virtually eliminated by removing the had to be bolted through the end form to bolts holding the castings to the form hold them in alignment. after the concrete reached initial set and After the first few months of fabrica- before the steam was applied. tion, it became apparent that the side Instead of using conventional lifting forms were not stiff enough to maintain inserts cast into the top of the slab, the the required fabrication tolerances. hole formers were modified to act as the They were originally made with 14-gage anchors for lifting devices. This elimi- steel facing, gusseted at 2 ft (0.61 m) nated both the extra cost of special in-

PCI JOURNAL/May-June 1984 ҟ 83 SWIVEL LIFTING PLATE

CAST URETHANE BLOCKOUT FORMER Fig. 12. Stripping and handling device.

Fig. 13. Initial handling of panel after casting. serts and the necessity of patching over For field handling, a urethane washer the inserts during the nighttime erection was used with a swaged-end wire rope sequence. A threaded assembly was cast sling and pin arrangement as shown in into the bottom of the urethane piece to Fig. 14. A pinned fixture was used in- receive a standard clevis and bolt as stead of a threaded fastener for speed of shown in Fig. 12. These were used to assembly and easier disassembly in the strip the panels from the forms and for limited space between the panel and initial handling in the plant (Fig. 13). steel girders.

84 -WIRE ROPE SLING WITH SWAGE BUTTON END

2

•

3/4 DIA. PIN - 1 6" URETHANE WASHER

Fig. 14. Field handling device.

Lightweight Concrete available manufactured limestone sand was used for the fine aggregate. The project specifications required a Cylindrical specimens for compressive concrete mix with a minimum of 700 lb strength and air-dry unit weight were (3114 N) of Type 11 cement, size number made and tested for approximately 67 lightweight coarse aggregate, a every 28 cu yds (21.4 m 9) of concrete minimum of six and a maximum of nine placed. Over the entire ten months of percent entrained plus entrapped air, production, the average 28-day strength and a design air-dry unit weight of 115 was 6570 psi (45.3 MPa) with an average lb per cu ft (1842 kg/m3). air-dry unit weight of 115.7 lb per cu ft A design 28-day compressive strength (1854 kg/m3). of 5000 psi (34.5 MPa) was specified. Once the panels had been moist cured The maximum allowable water-cement for six days following the live steam ac- ratio was 0.44. celerated curing, the covering tarps An expanded slate lightweight coarse were removed and the transverse un- aggregate, produced by Carolina Stalite bonded strands were tensioned. After Company of Salisbury, North Carolina, tensioning, the strands were cut to a was selected for its low absorption rate minimum 1 in. (25.4 mm) recess and the and consistent physical properties. Each strand ends were cleaned of all grease truck load of 22 tons (20 t) was sampled and dirt and painted with a protective upon delivery and tested for specific epoxy coating. When the epoxy dried, gravity. Only material with a specific the tensioning pocket was filled with a gravity of 1.50 ± 0.03 was used. Locally high strength grout.

PCI JOURNALJMay-June 1984ҟ 85 Fig. 15. Completed panel in yard with epoxy-sand overlay and temporary lane markings.

Epoxy-Sand Overlay cured for 24 hours, a second application After the required curing period, the of epoxy was followed by a layer of fine sides and certain areas on the bottom of silica sand, rolled into the epoxy mix- the panels that would be in contact with ture. This epoxy-sand coating provided the polymer concrete placed at the a suitable, skid-resistant riding surface bridge site were first cleaned by sand- until the final asphaltic overlay was blasting, then painted with a methyl placed. It also protected the panels from methacrylate primer. The top surface of the deicing salts used during the winter the panels was also sandblasted to pre- months. pare it for the epoxy coating. The panels Temporary lane markings were were then layed out in pairs and covered painted on the panels in the precasting with a tent for protection from the plant as shown in Fig. 15 to make them weather and to allow the maintenance of as service-ready as possible. a minimum application temperature of 50F (10 C) during the winter months. Nine of these tents were built so that 18 CONSTRUCTION panels could be worked on at the same OPERATIONS time. The construction contract was Two coats of an epoxy-sand overlay awarded in September 1982 to Cianhro were applied to the entire top surface Corporation of Pittsfield, Maine, the of the panels. The two-part epoxy com- lowest of 15 bidders. The contract for pound was mixed just prior to placement the entire project was $23,726,000. and applied with paint rollers. A coarse About $21 million of this was for deck silica sand was spread over the first work—about $41 per sq ft ($441 per m2) layer and rolled to embed the sand in for removal, replacement and traffic the epoxy. After the first course had maintenance.

86 Fig. 16. Fabrication of contractor's temporary work platform and debris shield.

Contractor Developments steel exterior barrier. A steel framework with adjustable bearings supported the Concurrent with the preparations for units on the stringers and girders of the fabrication of the panels by Shockey bridge. This structurally adequate but Brothers, Inc., Cianbro began its own flexible system, together with traffic preparations at the site. Work platforms plates, provided a transition for daily and temporary deck panels were de- traffic from the original structure's grade veloped, designed and fabricated by the and cross section to the higher grade and contractor; both items facilitated and simplified cross section of the new deck expedited the work. The platform units (Fig. 16) were 15 ft system. By placing three of these units in the area of the last original deck re- (4.57 m) long and extended completely under one roadway to provide not only a moved during each work period and ahead of the placement of permanent work platform, but also a shield to pro- tect against the dropping of debris into concrete panels, placement of the first panels during the next work period was the river. Sufficient units were fabri- expedited. cated to extend under a full night's work at each of the two work sites. They con- sisted of a timber deck supported by a Deck Removal and Replacement steel framework suspended from the bottom flanges of the bridge's girders. After relocation of the median barrier Each day these units were moved ahead 2 ft (0.61 m) from centerline and several by equipment working from below and rehearsals of the maintenance of traffic beside the bridge. procedure, the first section of original The temporary deck panels (Fig. 17) deck was removed, and on December 4, were open steel grid units 12 ft (3.66 m) 1982, the first deck panel was set. Fol- long and one roadway width, with a lowing confirmation or modification of

PCI JOURNAUMay-June 1984ҟ 87 Fig. 17. Contractor's temporary open grid deck panel with steel exterior barrier.

planned procedures and training of per- forms set, and predetermined height sonnel, work was started at a second shim packs set adjacent to each bearing site. The work sites moved from either as shown in Fig. 20. A precast panel was an abutment or the bascule span in the lifted from below, set, and adjusted for direction opposite the direction of daily position and grade. Polymer concrete traffic on the work roadway. This proce- was mixed, placed, compacted by vibra- dure prevented the existing parapets tion, and cylinders made for testing. from being an obstruction in the wid- The same sequence was followed for ened roadway. each panel. When the cylinders under A typical night's work began with the an individual panel demonstrated at diversion of traffic. At each work site, least 4000 psi (27.6 MPa) compressive materials and equipment were lifted strength, the pads were stripped and onto the deck from below (Fig. 18), or shim packs removed. As this work pro- were brought in by truck. At the re- gressed, parapet sections, the same placement sites, the temporary deck length as the individual panels, were panels were removed concurrent with temporarily set and bolted. As the end of the start of cutting of the original deck the work period approached, the tempo- into sections approximately 22.5 ft wide rary panels were installed at new loca- by 12 ft long (6.86 x 3.66 m) (Fig. 19). tions and the traffic diversion removed Where concrete panels were to be set, to provide six lanes of traffic for the the top flanges of the stringers and gird- morning rush hour (Fig. 21). ers were sandblasted, hearing pad loca- Follow-up operations were performed tions laid out, flanges painted with zinc as the progress of the removal and re- rich primer, steel bearing plates and pad placement permitted.

88 Fig. 18. Materials were brought to the site by barge or truck.

Fig. 19. Sawing of original deck, sidewalk, and parapet into sections approximately 22.5 ft wide by 12 ft long (6.86 x 3.66 m).

PCI JOURNALJMay-Jurie 1984ϗ 89 Fig. 20. Shim pack and bearing pad form on stringer for placement of next panel.

Fig. 21. Traffic was fully resumed during When all of the concrete panels had rush hours. been set in a segment and work beyond was progressing, the space for steel roadway joint and longitudinal post-ten- sioning was bridged by traffic plates. On succeeding nights the plates were re- moved, longitudinal strands pulled and caulking installed in the transverse joints at the strand ducts. In one work period the joints between panels in a segment were filled with polymer con- crete, strength obtained, and the lon- gitudinal strands tensioned (Fig. 22). Grouting of the ducts followed. After the longitudinal tensioning of two adjacent segments, the roadway joint between them was set, reinforcing installed in the closure pour areas (Fig. 23), the polymer concrete closure pours made, and subsequently the polymer mortar wearing surface placed on the thickened portions of the special end panels. Temporarily set parapet sections were then removed, compressible forms Fig. 22. Post-tensioning of longitudinal strands at gap for expansion dam.

placed for a grout bed, grout placed, the Fig. 23. Preparations for polymer concrete parapets reset and aligned, bolts rein- closure pours at a roadway contraction stalled and tightened (Fig. 24), and the joint. oversized holes around the bolts grouted by pumping. When sufficient segments had been prepared to provide a full period of work, the asphaltic wearing surface was placed at night. Resetting and epoxy coating of the median barrier, together with lane striping, completed the deck widening and replacement. The last replacement deck panels were set on August 29, 1983 and all deck work was substantially completed by late September. The 1026 precast panels were set on 129 nights, averaging over five panels per night per setting crew. The maximum number of panels set in a night was 20 by two crews. This was ac- complished on a Saturday night when a longer work period was permitted. On this record night, approximately 220 ft (67.1 m) of deck 46 ft 7¼ in. (14.2 m) wide were placed. Fig. 24. Tightening of parapet bolts through precast concrete panels after final alignment for line and grade.

Fig. 25. Completed deck replacement viewed from near the Maryland shore.

92 CLOSING REMARKS The contract required completion of traffic was maintained (Fig. 25). deck work in 575 calendar days and in- The innovative designs and construc- cluded a bonus clause for each day the tion techniques employed for the widen- deck was completed ahead of schedule, ing and replacement of the deck of the to a maximum of 120 calendar days. Woodrow Wilson Memorial Bridge may With approximately 15 percent of the well be applied to other bridge deck re- panels set, the contractor offered to hahiIitation projects where cir- complete the deck work an additional cumstances permit or dictate their use or 105 days early, if authorized payment for modifications thereof. certain additional costs. Authorization This project was recognized with the was granted. Special Jury Award in the 1983 PCI The deck replacement for a six-lane Awards Program, and recently received bridge over 1 mile (1.61 km) long was the 1984 Grand Conceptor Award, the completed within 350 calendar days highest award given by the American from original notice to proceed, while Consulting Engineers Council.

CREDITS Owner; Federal Highway Administra- (Design, Shop Drawing Review, tion (Design Review and Construc- Construction Liaison and Construc- tion Liaison). tion Inspection). Client: Maryland State Highway Ad- General Contractor: Cianbro Corpora- ministration (Design Review, Con- tion, Pittsfield, Maine. struction Liaison, Materials Approv- Precast Concrete Manufacturer: als and Testing, and Construction In- Shockey Brothers, Inc., Winchester, spection). Virginia. Engineer: Greiner Engineering Sci- Post-Tensioning Supplier: VSL Corpo- ences, Inc., Baltimore, Maryland ration, Springfield, Virginia.

NOTE: Discussion of this paper is invited. Please submit your discussion to PCI Headquarters by January 1, 1985.

PCI JOURNALJMay-June 1984ҟ 93