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Author's Manual for Preparation Of USING EXISTING AND NEW INNOVATIVE METHODS TO ACCELERATE REHABILITATION OF FOUR I-89 BRIDGES Scott Burbank, PE, VHB, (802) 497-6157, [email protected] John Whittaker, Kubricky Construction Corp., (518) 792-5864, [email protected] ABSTRACT The Vermont Agency of Transportation (VTrans) used Accelerated Bridge Construction (ABC) with cross- overs and alternating traffic patterns on Interstate 89 (I-89) in Colchester, Vermont, to complete four deck replacement projects over six extended weekend closures. Several existing—but new to Vermont— practices as well as new innovative procedures and materials were used to successfully complete the deck replacements of all four bridges. INTRODUCTION For travelers to and from Burlington, Vermont—the state’s most populous city and a major economic center—Interstate 89 provides a critical north-south link for commuters from Franklin, Grand Isle, and northern Chittenden Counties (See Figure 1). When the VTrans identified the need to rehabilitate Bridges 76 N&S and 77 N&S in nearby Colchester, it became a priority to minimize the inconvenience to the 2,500 vehicles that pass through this corridor each hour during the morning and evening commute. Traffic volumes drop through the project area overnight and during the weekends. To complete the bridge deck replacements and maintain two lanes of traffic along I-89 during the weekday peak traffic times, it was necessary to use Accelerated Bridge Construction (ABC) techniques. Doing so required creativity, innovative techniques, and the use of existing practices that were new to the State of Vermont. VHB worked closely with Kubricky Construction Corporation (KCC), VTrans’ contractor for this Construction Manager/General Contractor (CM/GC) project. VTrans, VHB, and KCC decided to use AccelBridge’s proprietary prestressing methodology as the preferred method to achieve the deck replacements within the required 59-hour timeframe, between Friday at 7:00 PM, when the evening commute tapers off, and the start of the Monday morning commute at 6:00 AM. This project was the first in Vermont to use this methodology. In addition to AccelBridge’s proprietary prestressing system, the project required the use of a flowable, non-shrink, Figure 1 - Location of Bridges 76N&S and 77N&S quick-curing grout for the beam haunches and shear pockets of the precast concrete deck panels as well as a high-performance, rapid-setting concrete for the mid-span closure pour. Finally, a NYSDOT Class J Concrete, which is a stiffer concrete with a higher cementitious material, smaller aggregate and a higher volume of sand was used for the slip forming of the bridge rail—a process that had not previously been used in Vermont. To rehabilitate the four I-89 bridges in the allotted time, the team used a new-to-Vermont existing traffic management technique. This allowed KCC access to one lane of the bridge one week before the weekend closure. By alternating the direction of travel on the left lane of the barrel where the bridges were not under construction, it was possible to have two lanes of traffic in each commuting direction in the morning and evening, allowing KCC to demo half the bridge deck the week before a weekend closure. This approach, used more often in larger cities, is unusual for Vermont. As a result, educating the public about what to expect was an important component of the traffic control plan’s success. The team coordinated closely with state and local officials and developed an Incident Command System in the event the interstate should shut down or be reduced to one lane due to traffic accidents. Using this combination of ABC techniques, unique materials, and traffic management, the four bridge decks were successfully replaced on an accelerated schedule with minimal impacts to the traveling public. EXISITNG BRIDGE FEATURES AND SITE CONSTRAINTS The four bridges are two pairs of I-89 bridges (76N&S and 77N&S) constructed in 1964 when the interstate was constructed. The bridges consist of a paved concrete deck supported on continuous steel beams spanning a local road, Bay Road, and Mallets Creek, which flows immediately into Lake Champlain. Each bridge carries two lanes of traffic and consists of two 12-foot-wide travel lanes with a 3-foot-wide shoulder and 2’-6” wide curbs with New England Traffic Consortium (NETC) 2-rail bridge rail. The overall width of the bridges is 35’-0” (See Figure 2). Figure 2 - Existing Bridges 76N&S and 77 Bridges 76N&S are 154 feet long with three spans, 43’-68’-43’, and a 19-degree skew. Bridges 77N&S are 185 feet long with three spans, 50’-85’-50’, and a zero-degree skew. All four bridges consisted of five steel beams spaced at 7’-6”. Bridges 76N&S had residual camber placed into the beams. It was unclear if shear connectors were used on any of the four bridges, so deck coring was completed during design to verify they were not present. Each bridge had an expansion joint between the bridge deck, and a backwall that was supported on the abutment and independent of the bridge deck. The fixed end had a curtainwall connected to the existing concrete deck and the ends of the steel beams, making it independent of the abutment. All four concrete bridge decks were deteriorating, with Bridge 77S being structurally deficient with a Deck Condition Rating of 4. Bay Road is a local road that connects the Colchester Bay Area with US Route 2/7. There is a private campground immediately adjacent to I-89 on the northwest corner of Bridge 76S. In addition to vehicular traffic, Bay Road has a shared-use path on its south side that goes under the bridges (see Figure 3) and connects neighborhoods in the Colchester Bay area with those in Colchester Center. The shared-use path is also part of the Champlain Bike Way, which goes along state and local roads along Lake Champlain from southern Vermont to the Vermont/Canadian border. In addition to a local vehicular detour, a bike detour was required when Bay Road was closed for construction on Bridges 76N&S. Figure 3 - Bridge 76S Looking East Mallets Creek is an environmentally sensitive area with wetlands at the edges of the channel (see Figure 4) and a fish-breeding habitat. Due to its proximity to Lake Champlain, additional Vermont state permitting was required for the installation of a causeway to allow for the placement of cranes between and near the ends of the bridges during construction. In addition to the bridges’ physical condition and site constraints, traffic volumes on the bridges varied from the morning commute, which had a large volume of traffic heading southbound, to the evening commute, which had a large volume of traffic heading northbound. This fluctuation required two lanes be available in the morning for southbound traffic and two lanes in the evening for Figure 4 - Bridge 77N Looking North northbound traffic. From past experience, VTrans had determined that the vehicles per hour (VPH) volume needed to be less than 1300 if the interstate was to be reduced to a single lane; otherwise there would be significant traffic delays. Based on the traffic volumes, the interstate could only be reduced to one lane in both the northbound and southbound direction from 9:00 AM to 2:00 PM and 7:00 PM to 6:00 AM the following day. It also meant the interstate could be reduced to a single lane in each direction from 7 PM on Friday to 6 AM on the following Monday. PROJECT DEVELOPMENT Due to the need to accelerate the removal and replacement of the existing concrete backwall, curtainwall, and concrete deck, precast concrete was the appropriate choice for all three bridge elements. The issue, however, was the time between the morning and evening peak traffic flows and the desire to not impact the interstate traffic during the Memorial and Labor Day weekends, the Fourth of July week, and the Columbus Day weekend, which is also Canadian Thanksgiving. These holidays increase interstate traffic volumes; therefore, the use of CM/GC was selected for the collaborative design environment in order to implement an efficient and cost-effective bridge deck replacement project. Preliminary Design As it takes two to three years to develop a project from preliminary design to Contract Plans, VTrans decided to start the CM/GC process near the completion of the Preliminary Plans just before the start of final design. This would not only reduce the timeframe from when the CM/GC started on the project to when the project was constructed, but it would also allow the CM/GC to participate in the preliminary plan quantity and cost reconciliations and during the final plan development when most of the bridge deck replacement design would occur. While VTrans wanted the CM/GC to have input into and agree with the Traffic Control Plans (TCP), the overall method of managing traffic during construction was vetted prior to bringing the CM/GC on board and then further refined with the CM/GC’s input. As precast concrete deck panels where the preferred option, the preliminary design focused on how those panels would be configured. VHB reviewed half-width and full-width deck panels. Another issue was whether the deck panels needed to be post-tensioned or whether they could be placed on the existing beams with the shear pockets grouted in place without post-tensioning. During preliminary design, VHB looked at how the deck panels would interact with the existing curtain and backwalls and how the expansion joint would be handled. The first thought was to extend the precast concrete deck over the curtain and backwalls.
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