Prefabricated Bridge Elements & Systems

(PBES)

PBES Cost Study:

Accelerated Bridge Construction
Success Stories

Federal Highway Administration

2006
 Prefabricated Bridge Elements and Systems Cost Study:
Accelerated Bridge Construction Success Stories

Introduction

The prefabricated bridge elements and systems (PBES) cost study documents
the details related to savings in time and money on nine PBES projects in states
across the country. All nine projects are replacement projects, and as such
reducing the impact of onsite construction to motorists was a priority. Each
project is an example of how various combinations of prefabrication and effective
contracting strategies were used to achieve the accelerated onsite construction
timeline.

In all cases the onsite construction time was significantly reduced relative to
conventional construction, and five of the replacement projects were completed
with no impact to rush-hour traffic. The combined construction cost savings on
these nine projects is $30M, where savings are defined as the difference
between engineer’s estimate and awarded bid.

Projects

The owner, the project name, and the year of completion are shown below for
each of the nine projects included in this cost study.
1) Colorado Department of Transportation’s State Highway 86 Bridge over
Mitchell Gulch - 2002
2) Maryland State Highway Administration’s MD Route 24 Bridge over Deer
Creek – 2001
3) New Hampshire Department of Transportation’s Mill Street Bridge over
Lamprey River – 2004
4) New Jersey Department of Transportation’s Route 1 Bridges over Olden
Avenue & Mulberry Street - 2005
5) New York City Department of Transportation’s Belt Parkway Bridge over
Ocean Parkway – 2004
6) Ohio Department of Transportation’s U.S. Route 22 Bridge over Scioto
River in Pickaway County – 2003
7) Texas Department of Transportation’s State Highway 66 Bridge over Lake
Ray Hubbard - 2003
8) Virginia Department of Transportation’s Interstate 95 Bridge over James
River – 2002
9) Washington State Department of Transportation’s SR 433 Lewis & Clark
Bridge over Columbia River - 2004

Page 2 of 56
 Deck Replacement
Accelerated
Bridge
Construction
Success Superstructure
Replacement
Stories

Precast Bent Cap

Substructure

Nine examples of
prefabricated bridge
replacement projects

A number of prefabricated bridge projects have been constructed to date across the
country. The following nine projects are examples of how prefabrication was used to
accelerate onsite construction time. The awarded bids for these projects were also
typically lower than the engineer’s estimate.
For each project, first an overview is given that includes the name, location, date of
construction, owner, brief description of project, benefits including reduced impact to
traffic, and duration compared to conventional construction. The construction
process is then briefly described, followed by contract requirements that include
incentives and disincentives. Construction costs are then discussed, including
engineer’s estimate, number of bidders, low bid and second lowest bid, savings
both in time and money, and incentives paid.
All nine projects are replacement projects, and as such reducing the impact of
onsite construction to motorists was a priority. Each project is an example of how
various combinations of prefabrication and effective contracting strategies were
used to achieve the accelerated onsite construction timeline. In all cases the onsite
construction time was significantly reduced, and five of the replacement projects
were completed with no impact to rush-hour traffic.
The combined construction cost savings on these nine projects is $30M, where
savings are defined as the difference between engineer’s estimate and awarded
bid.

Page 3 of 56
1
 State Highway 86 Bridge
over Mitchell Gulch, Colorado – 2002
46-hour
weekend
construction
of 40-ft long,
43-ft wide
single-span
bridge

No impact to rush-hour traffic

The State Highway 86 Bridge over Mitchell Gulch between Castle Rock and
Franktown in Douglas County southeast of Denver was a timber bridge built in 1953
and rated in 2002 as one of Colorado’s worst 10 bridges. That year the Colorado
Department of Transportation accepted a value engineering proposal from the
contractor and his design team to build a totally prefabricated bridge over a
weekend in August 2002. During construction the bridge was closed and the 12,000
vehicles per day were diverted to a short detour around the bridge site.
The existing 40-ft long 2-span bridge was 26-ft wide with two 11-ft lanes and two
1.5-ft shoulders. The new 40-ft long bridge with 35-ft-clear single span was 43-ft
wide to accommodate two 12-ft lanes and two 8-ft shoulders.
The new prefabricated bridge was opened just 46 hours after closure. Construction
occurred over a weekend, with no impact to rush-hour traffic. Construction would
have taken 2 to 3 months using conventional methods.

Page 4 of 56
2
 State Highway 86 Bridge
over Mitchell Gulch, Colorado – 2002
Early Saturday Precast concrete
morning
abutments, wingwalls,
superstructure units with
railing, & steel H piles
Saturday
afternoon

Saturday afternoon

Prior to the bridge closure, the contractor constructed a short detour to divert traffic
for the weekend, and also drove 40-ft deep steel H piles at the abutments in the
stream banks just outside the existing roadway width. The precast concrete
abutments, wingwalls, and superstructure units were fabricated at Plum Creek
Products Company in Littleton and shipped to the site just before being installed.
At 7 p.m. on a Friday in August 2002, the bridge was closed and traffic diverted to
the detour. The existing timber bridge was demolished. Early Saturday morning, 44-
ft wide precast abutments and 23-ft long precast wingwalls with embedded steel
plates were erected with a crane and welded to the steel H piles and to each other
prior to placing flowable fill behind the abutments. On Saturday afternoon, the eight
38’-4” long, 5’-4” wide, and 1’-6” deep precast superstructure units were erected,
including the edge units complete with precast railing. The units were then
transversely post-tensioned and grouted. Work stopped at 11 p.m. on Saturday and
resumed Sunday morning at 7 a.m. to complete the earthwork and asphalt overlay.
The bridge was reopened to traffic at 5 p.m. on Sunday, 46 hours after closure of
the existing bridge. Only 38 hours of construction work were required for the
replacement.
The bridge is expected to see a 75-year service life due to the quality of its
prefabricated components and the attention given to connection details.

Page 5 of 56
3
 State Highway 86 Bridge
over Mitchell Gulch
Contract Requirements
; Contract specified 3-cell cast-in-place
concrete box culvert to replace 2-
span timber bridge
; Value engineering change proposal
by contractor/design team
; Prefabricated single-span bridge
; Completion in one weekend

The Colorado DOT awarded the construction contract to replace the deteriorated
bridge with a conventional 3-cell cast-in-place concrete box culvert. However, the
contractor, Lawrence Construction Company, was concerned about the safety of his
construction crews on this project because of the steep downward grade of the
highway approach from the west in combination with the nearby curve of the detour
around the bridge site. The contractor teamed with Wilson & Company, a local
design firm, to submit a value engineering change proposal to build the single-span
totally prefabricated bridge over a weekend to limit the onsite exposure time of his
crew.

Page 6 of 56
4
 State Highway 86 Bridge
over Mitchell Gulch
Contract Requirements, cont’d.
; CDOT response:
; Accepted VE change proposal
; Implemented lane rental fee
; Lane Rental Specification
; $500/hr starting 6 a.m. Monday
; Fee based on user costs to
occupy SH 86

The Colorado DOT accepted the value engineering change proposal, with no
change to the project funding. However, as part of the acceptance of the proposal,
CDOT implemented a lane rental specification that imposed significant costs should
the contractor exceed the allowed weekend closure. If the bridge wasn’t opened by
6 a.m. on Monday, the contractor was required to pay a lane rental fee of $500 per
hour or portion of an hour of lane closures on SH 86. The lane rental was based on
road user costs to occupy SH 86.
No incentives were included in the contract.

Page 7 of 56
5
 State Highway 86 Bridge
over Mitchell Gulch – 2002
Construction Costs
; Engineer’s Estimate $ 394.2 K
; Number of bidders 12
; 2nd Lowest Bid $ 365.8 K
; Low Bid $ 365.2 K
; Savings –7% = $ 29.0 K
Closure: Only 46 hours

The engineer’s estimate for this project was $ 394.2K. The low bid bid of $365.2K
from Lawrence Construction Company was 7% or $29,000 less than the engineer’s
estimate. There was steep competition among contractors on this project. Twelve
contractors bid on the project, and the 2nd lowest bid of $365.8K was just $644
higher than the awarded low bid.
The 5 p.m. Sunday opening of the new bridge was 13 hours earlier than the
required 6 a.m. Monday opening. No rush hours were impacted and, therefore, no
lane rental fees were charged. Motorists who traveled home from work on Friday
over the existing bridge and then to work Monday morning over the new bridge
never experienced a construction delay or detour.
The existing bridge was replaced with a totally prefabricated bridge in just 46 hours,
and the contractor anticipates cutting the time in half on similar subsequent projects.
In addition to huge savings in user costs and significantly improved safety, this
bridge was also completed under budget.

Page 8 of 56
6
 MD Route 24 Bridge
over Deer Creek, Maryland – 2001

122.5-ft long & 33-ft

wide historic through-
truss bridge …

Rehabilitated Bridge

… FRP deck panels

installed in just 3 days
Deck replacement

The MD Route 24 Bridge over Deer Creek near Rock State Park in Harford County in
northeastern Maryland is a 122.5-ft long, 33-ft wide single-span 2-lane historic through-
truss bridge built in 1934 and eligible for inclusion in the National Register of Historic
Places. In 2001 the deck was deteriorated and required a replacement that maintained
the historic characteristics of the bridge. The rehabilitation project was also a challenge
because the bridge was on a school bus route and could only be closed for
rehabilitation a maximum of 10 weeks in the summer. Replacing the deck with one that
would last longer than the typical maximum 40 years due to the harsh climate was
another challenge. In addition, replacing the deck with one that did not further reduce
the live-load capacity of this weight-restricted bridge was a challenge. Other challenges
were the low 24.5-ft vertical clearance that restricted crane use and the 56-degree
skew.
In 2001 the Maryland State Highway Administration (SHA) decided to address these
challenges with fiber-reinforced polymer (FRP) deck panels. Following removal of the
existing deck, steel angles were welded to the girders and the panels were installed in
just 3 days. The rapid installation possible with these panels allowed the bridge to be
rehabilitated during the summer and opened prior to the start of school. The corrosion
resistance of the panels is anticipated to almost double the deck’s service life, to at
least 70 years. In addition, the significantly lighter weight of the FRP panels allowed
easier placement and increased the live-load capacity of the bridge.
The project was completed in 10 weeks. Deck replacement with FRP panels was done
in 1/3 the time required for a conventional concrete deck.

Page 9 of 56
7
 MD Route 24 Bridge
over Deer Creek, Maryland – 2001
FRP panels:
- Easily installed
with forklift
- Corrosion resistant

- Lightweight, resulting in
increased load capacity, e.g.,
for weight-restricted bridges

The bridge consists of two warren trusses each with five 24.5-ft long panels
connected to overhead members. The trusses are supported by eight steel girders
at 4-ft spacing. The FRP panels, which were manufactured by the protrusion
method, are E-glass fiberglass strands and fabric coated with an isophthalic
polyester resin.
Because of limited vertical clearance, the most efficient deck installation method is
with a forklift to place the panels, and the use of a forklift was possible because of
FRP’s light weight. The FRP deck system that was selected allowed immediate
construction loads without the full grouting required for some FRP deck systems.
This enabled the forklift to immediately move onto the newly-placed panel to
position the next panel as it progressed from one end of the bridge. The panels
were installed perpendicular to the girders and act as a continuous beam across the
girder supports.
The method used to attach the panels to the girders was similar to the method used
in the region to construct reinforced concrete decks on steel girders. Steel angles
were welded to the sides of the girders to form a haunch, the panels were placed on
the angles, shear studs were installed in prefabricated pockets in the panels, and
the shear stud pockets were filled with non-shrink grout. An asphalt overlay was
then placed to provide the required skid resistance, to form the roadway crown, and
to protect the FRP from ultraviolet radiation. While a polymer overlay is typically
used in Maryland, the asphalt overlay was allowed because the FRP panels will not
corrode.
Once the existing deck was removed and the existing girders cleaned, it took only
15 working days for the bridge to be opened to traffic.

Page 10 of 56
8
 MD Route 24 Bridge
over Deer Creek
Contract Requirements

; Maximum 10 weeks of closure

; Disincentive of $4,700 per day

past 10 weeks

The low traffic volume of 3,700 ADT (in 2000) allowed the bridge to be closed
during a 10-week period in the summer when school was out. Traffic was diverted
to a 21-mile detour during this time.
A penalty for time violations was included in the contract. For every day beyond the
10-week closure period that the detour was in place, the contractor would be fined
$4,700. No incentives or other accelerated construction strategies were included in
the contract.
In addition to replacing the deck, the contract included cleaning and painting the
truss members. During construction several steel members were found to be
deteriorated and required repair. These repairs increased the time it took the
contractor to complete the work, but it was still within 10 weeks. No penalties were
assessed.

Page 11 of 56
9
 MD Route 24 Bridge
over Deer Creek - 2001
Construction Costs
; Engineer’s Estimate $ 924.4 K
; Number of bidders 5
; 2nd Lowest Bid $ 929.6 K
; Low Bid $ 911.1 K
; Below Estimate $ 13.3 K
Deck panels installed in just 3 days

The engineer’s estimate for this project was $ 924.4K. The low bid of $911.1K was
slightly below the engineer’s estimate. Five contractors bid on the project, and the 2nd
lowest bid was only slightly higher than the low bid.
The deteriorated deck was replaced with a deck that is anticipated to last at least 70
years compared to 40 years for typical concrete decks in the region. The FRP deck,
connections and grout weigh just 25 pounds per square foot (lbs/sq ft). Adding the 45
lbs/sq ft for the asphalt overlay results in a total deck weight of just 70 lbs/sq ft compared
to 115 lbs/sq ft for a traditional reinforced concrete deck. This 40% reduction in deck
weight increased the live load capacity of this historic bridge. In addition, the accelerated
construction made possible using FRP panels allowed the bridge to be completely
rehabilitated within the available 10-week period.
This project was the Maryland State Highway Administration’s first use of FRP bridge
decks. The FRP deck cost $88/sq ft compared to $35/sq ft average cost for a traditional
concrete deck replacement in 2001. Costs for replacements with FRP deck panels are
anticipated to go down with subsequent projects.
Use of FRP on this historic bridge helped the State Highway Administration maintain the
heritage of the region. They partnered with the University of Maryland and received an
FHWA Innovative Bridge Research and Construction Program grant that covered part of
the cost to install and monitor the FRP deck. A recent inspection in 2006 found the deck
still looking new, with no signs of problems. The Maryland SHA is planning rehabilitation
with FRP deck panels for similar historic through-truss bridges in their State, although
future availability of multiple suppliers of FRP deck panels is an concern.

Page 12 of 56
10
 Mill Street Bridge over
Lamprey River, New Hampshire – 2004

Totally Prefabricated Bridge, erected in just 8 day!

In 2003 the town of Epping’s existing 28-ft wide 2-lane Mill Street Bridge over the
Lamprey River consisted of two 30-ft long spans separated by a 60-ft long center
pier causeway. The spans were deteriorated and required replacement. The low
traffic volume crossing the bridge in combination with a short half-mile detour
allowed complete closure of this bridge during its replacement. The site was
selected for the New Hampshire Department of Transportation’s first use of totally
prefabricated cantilevered substructure construction. The location minimized the
overall risk of using the precast abutment system that was newly developed by a
team with members from the NHDOT, FHWA, University of New Hampshire,
Precast/Prestressed Concrete Institute’s Northeast Region Technical Committee,
and local general bridge contractors and precasters.
In August 2004 the existing bridge was replaced with a 115-ft long and 28-ft wide 2-
lane single-span pretensioned concrete adjacent box beam superstructure on full-
height cantilevered precast concrete abutments founded on precast concrete
spread footings. Thirty-two precast concrete segments were used to construct the
bridge.
The erection of the bridge, from start of footing placement to opening to traffic,
required 8 days. The bridge was closed to traffic for a total of 2 months, compared
to 5 months that would have been required for conventional construction.

Page 13 of 56
11
 Mill Street Bridge over
Lamprey River, New Hampshire – 2004
Placing spread footing segments
Totally prefabricated
HPC abutments

Ö 10 footing segments
Ö 11 abutment and
wingwall segments
Placing abutment wall on footing

The 32.4-ft wide 5,000 psi precast reinforced high performance self-consolidating
concrete abutments consist of 10 spread footing segments and 11 abutment wall and
wingwall segments. All precast segments were fabricated at the J. P. Carrara & Sons
plant in Middlebury, Vermont and shipped 170 miles to the jobsite.
Spread footings provide significant speed and simplicity to bridge construction when
soil conditions permit their use as in this project and in many other New Hampshire
bridge projects. The spread footings and other substructure components were
fabricated in segments as determined by the contractor and precaster to facilitate
shipping and handling, and were standardized to reduce fabrication costs. The
precaster used a template in the plant fabrication to ensure adequate tolerances
between the abutments, wingwalls, and footing segments. The contractor developed
the assembly plan.
Following placement of the footings, a minimum 3-inch thick flowable grout bed was
injected through grout tubes in the footings to provide a sound bearing surface for the
roughened bottom surfaces of the footings. Proper grading was assured by using
leveling screws cast in the corners of each footing segment. The abutment walls and
wingwalls had splice sleeve connections to accommodate the reinforcing bars
protruding from the tops of the footings. The walls were lowered into place, and the
splice sleeves were then grouted to complete the bar splices. All horizontal joints are
full-moment connections with grouted reinforcing bars, and vertical joints have grouted
shear keys.
The erection of the abutments took 2 days, plus a 3rd day to cure the grout and
prepare for the backfill. Similar conventional cast-in-place abutments would have
required 6 separate concrete placements and two months to construct.

Page 14 of 56
12
 Precast reinforced concrete substructure
after erection, prior to placing backfill Mill Street
Bridge over
Lamprey
River
– 2004

Ö 7 pretensioned
HPC box beams,
each 115-ft long
x 4-ft wide
x 3-ft deep Erection of pretensioned
Ö 4 pilasters concrete box beams

The 115-ft long and 28-ft wide superstructure consists of seven 4-ft wide adjacent
box beams. The beams are made of 8,000 psi high performance pretensioned
concrete. The use of HPC in combination with 0.6-inch diameter pretensioning
strands stretched the 3-ft deep box beams to 115 ft, allowing the use of a single
span. Following erection of the beams, a precast concrete pilaster was set along the
top of the stem wall on each side of the outside box beams to provide lateral load
transfer between the superstructure and substructure and to also provide a more
finished look. Full-depth shear keys were then cast between each box beam, and
the span was transversely post-tensioned in 6 locations to complete the connection
between beams. A 3-bar aluminum railing was then installed. A waterproofing
membrane was applied to the top surfaces of the box beams, followed by an
asphalt overlay.
In spring 2006, the Lamprey River crested 1 to 2 ft above the bridge deck after
heavy rains. Although the area has a significant flooding history, this level was the
highest seen by Epping residents. The inundation battle-tested the bridge in its
second year of existence, with no ill effects. The bridge is expected to see a service
life of at least 75 years due to the use of HPC, the quality of its prefabricated
construction, the attention given to connection details, and an aggressive NHDOT
maintenance and preservation program.

Page 15 of 56
13
 Mill Street Bridge
over Lamprey River
Original Contract Requirements
; 30-day bridge closure

; Assembly of bridge in 14 days

; Incentives/disincentives:
; $1,500 per day less/more than 30-day
; $5,000 per day less/more than 14-day

Because the focus of this project was to develop project details and processes that
will reduce the onsite bridge construction timeline and improve safety on future
projects, the project was originally bid with a maximum 30-day bridge closure and a
maximum 14-day bridge assembly. The 30-day bridge closure compared to a 5-
month closure for conventional construction. The 14-day assembly limitation started
with lifting the first footing and ended with opening to traffic. The limitation on
assembly time allowed the NHDOT to evaluate the effectiveness of this new bridge
substructure system by removing the site-specific conditions; the 14-day clock
would start after the site was prepared.
Two separate incentive/disincentive clauses were also included in the project that
was originally bid. The first was an incentive of $1,500 per day for completion before
the 30-day closure limit and a disincentive of the same amount per day for
completion after the 30-day closure limit. The second was an incentive of $5,000
per day for completion before the 14-day bridge assembly limit and a disincentive of
the same amount per day for completion after the 14-day bridge assembly limit.
The low bid for the original project was $1.4M, which was 40% higher than the
$1.0M budgeted for the project. The bid was not awarded.

Page 16 of 56
14
 Mill Street Bridge
over Lamprey River
Final Contract Requirements

; Assembly of bridge in 14 days

; $5,000 per day:

; Incentive if less than 14 days

; Disincentive if more than 14 days

The NHDOT modified the contract to eliminate the 30-day closure window and the
incentive/disincentive related to the closure limit. The 14-day assembly limit and its
incentive/disincentive clauses remained in the contract. The project was re-
advertised 3 months later.

Page 17 of 56
15
 Mill Street Bridge
over Lamprey River – 2004
Construction Costs
; Engineer’s Estimate $ 0.95 M
; Number of bidders 6
; 2nd Lowest Bid $ 1.20 M
; Low Bid $ 1.05 M

Erection of bridge in 8 days

The engineer’s estimate for the re-advertised project was $ 0.95M. The low bid of
$1.05M from R. M. Piper Construction was 10% or $97,000 more than the engineer’s
estimate. Since there were 6 bidders for the project and the second low bid was
$152,000 or 15% above the low bid, the NHDOT awarded the contract. Partial funding
was received from the FHWA Innovative Bridge Research and Construction Program.
The bridge assembly was completed in just 8 days. This was 6 days ahead of the 14-
day limit in the contract. At $5,000 per day, the contractor received an incentive of
$30,000.
The NHDOT plans to use the knowledge gained from this demonstration project to
design and construct future bridges with their new precast abutment system. They are
developing a plan to provide standard detail sheets for prefabricated elements that
could be substituted for cast-in-place concrete designs at the contractor's option at
bid, as they now do for partial-depth precast deck panels. The standard sheets in the
contract plans will include prefabricated full-depth panels, multi-column bents,
cantilevered abutments, and stub abutments. The contractor will be required to submit
an assembly plan to pull the components together if he chooses the prefabricated
standards option.

Page 18 of 56
16
 Route 1 Bridges over Olden Avenue
& Mulberry Street, New Jersey – 2005
Olden Avenue Mulberry Street

Route 1
Freeway
through
City of
Trenton
NJDOT’s 1st Hyperbuild Project

Each day the New Jersey Department of Transportation’s Route 1 carries more
than 50,000 vehicles through the city of Trenton in Mercer County on the western
edge of New Jersey. Route 1 is a vital link to adjacent Pennsylvania as well as
locations within New Jersey. Three bridge decks on the Route 1 Freeway through
the capital city, one at the Olden Avenue Connector and two at Mulberry Street,
were deteriorated and in need of constant maintenance. In 2005 the replacement of
these three bridges was the NJDOT’s first Hyperbuild project.
The term “Hyperbuild” was coined in 2004 by NJDOT Commissioner Jack Lettiere.
Hyperbuild projects were initiated to shave years off road construction projects and
save millions of dollars in design, construction, and road user costs. To qualify for
Hyperbuild status, a project should have a well-defined scope and, if possible,
require limited right-of-way acquisition, utility relocations and environmental impacts.
All three bridges in this project were replaced with no impact to rush-hour traffic.
The Route 1 bridge over the Olden Avenue Connector was replaced during a
weekend closure in August 2005. The Route 1 Southbound bridge over Mulberry
Street was replaced during a weekend closure in September 2005, followed by the
Route 1 Northbound bridge over Mulberry Street during a weekend closure in
October 2005. Design and construction would have taken 22 months using
conventional methods.

Page 19 of 56
17
 Route 1 Bridges over Olden Avenue
& Mulberry Street, New Jersey – 2005
Deteriorated Route 1 decks New Route 1 decks
over Mulberry Street over Mulberry Street

Replaced 3 deteriorated
Deteriorated Route 1 deck bridges in 3 weekends
over Olden Avenue

Elevation of new Route 1 Bridges

over Mulberry Street

The 2-lane 86.8-ft long, 35.0-ft wide single-span Route 1 bridge over the Olden
Avenue Connector is a highly-skewed steel girder bridge with concrete deck. Its
deck was in very poor condition and required constant maintenance.
The 4-lane 60.0-ft long, 82.2-ft wide single-span Route 1 bridge over Mulberry
Street consists of two bridges with a median barrier separating each direction of
traffic. The decks of these steel girder bridges were also in very poor condition.

Page 20 of 56
18
 Route 1 Bridge Construction

over Olden Avenue over Mulberry Street

The Route 1 bridge over the Olden Avenue Connector was closed at 7 p.m. on a Friday in
August 2005, and traffic was rerouted onto a 5-mile detour. The bridge was demolished in
place using conventional methods. The existing abutments were repaired and new bearing
seats constructed. The prefabricated superstructure was then erected. The longitudinal joints
between superstructure segments were then sealed, and the expansion joints at the ends of
the span were completed. The cast-in-place parapets were connected to the outside
segments with bars in threaded inserts.
The Route 1 Southbound and Northbound bridges over Mulberry Street were closed at 7 p.m.
on a Friday in September and October 2005, respectively, and traffic was rerouted onto a 5-
mile detour for Southbound Mulberry, while off- and on-ramps were used for Northbound
Mulberry. The construction methods and time required to replace these bridges were similar
to the bridge over the Olden Avenue Connector. Parapets and median barriers were cast-in-
place concrete.
Each superstructure span consists of 5 full-length segments of varying width, each with two
Grade 50W steel girders and a 9-inch thick composite concrete deck (Inverset) system. The
86.8-ft long bridge span over Olden Avenue required W36x182 girders, and the 60-ft long
bridge spans over Mulberry Street required W30x99 girders. The 15 segments were designed
and fabricated at The Fort Miller plant in Schuylerville, New York, assembled at the plant to
verify field tolerances, and trucked to an airport parking lot near the bridge. The segments
were required to be onsite 24 hours prior to the start of demolition of the existing bridge. The
contract specified high performance concrete for all concrete on the job.
Each bridge is expected to see a 75-100 year service life due to the quality of its
prefabricated superstructure, the use of high performance concrete, and the attention given to
connection details. Conventionally constructed bridges have an average minimum 50-year life
in New Jersey.

Page 21 of 56
19
 Route 1 Bridges over Olden
Avenue & Mulberry Street
Contract Requirements
; For each bridge, maximum 57 hours
from complete closure to 2 lanes open
; Lane Occupancy Charge up to $10K/da

; Substantial Completion by November

16, 2005
; All work completed by January 13, 2006

Each of the 3 bridges was allowed a 57-hour window from complete closure to re-
opening of both lanes. If this window was exceeded, a Lane Occupancy Charge
would be assessed, up to $10,000 per day. In addition, Substantial Completion of all
3 bridges was required by November 16, 2005, and all work was to be completed by
January 13, 2006.

Page 22 of 56
20
 Route 1 Bridges over Olden
Avenue & Mulberry Street
Incentives
; If less than 57 hours:
; Bridge over Olden Avenue
; $1,500 per hour
; Cap of $27,000
; Each bridge over Mulberry Street
; $2,000 per hour
; Cap of $36,000

Incentives were also included on this project to encourage the contractor to

minimize onsite construction time even further than 57 hours per bridge.
For the bridge over the Olden Avenue Connector, an incentive of $1,500 per hour
was specified if the work was completed in less than 57 hours, not to exceed a
maximum of $27,000.
For each bridge over Mulberry Street, an incentive of $2,000 per hour was specified
if the work was completed early, not to exceed $36,000.

Page 23 of 56
21
 Route 1 Bridges over Olden
Avenue & Mulberry Street
Liquidated Damages
; If more than 57 hours:
; Bridge over Olden Avenue
; $1,500 per hour
; Each bridge over Mulberry Street
; $2,000 per hour
; If after Nov. 16 – $4,200 per day
; If all work not completed by Jan. 13
– additional $900 per day

Liquidated damages were also specified. The contractor would be charged $1,500
per hour if he took longer than 57 hours to open the bridge over the Olden Avenue
Connector to traffic, and $2,000 per hour if he took longer than 57 hours to open
either of the bridges over Mulberry Street.
Also, the contractor would be charged $4,200 per day if the bridges weren’t
substantially completed by November 16, 2005, and an additional $900 per day if all
work was not completed by January 13, 2006.

Page 24 of 56
22
 Route 1 Bridges over Olden
Avenue & Mulberry Street - 2005
Construction Costs
; Engineer’s Estimate $ 3.8 M
; Number of bidders 5
; 2nd Lowest Bid $ 3.8 M
; Low Bid $ 3.5 M
; Savings –8% = $ 0.3 M
3 bridges replaced in 3 weekends

The engineer’s estimate for this project was $ 3.8M. The low bid of $3.5M from
Neshaminy Constructors, Inc., was 8% or $297,000 less than the engineer’s
estimate. There were 5 bidders on this project. The second lowest bid was 10%
higher than the low bid.
All three bridges were opened in less than the required 57 hours. The bridge over
the Olden Avenue Connector was opened in 56 hours, the bridge over Southbound
Mulberry was opened in 51 hours, and the bridge over Northbound Mulberry was
opened in 54.5 hours. With all three bridges opened well before Monday morning
rush hour, the contractor earned an $18,500 incentive.
Each of the 3 bridges in the New Jersey DOT’s first Hyperbuild project was replaced
in a weekend, during a total of 6 days over 3 consecutive months. The
replacements were completed in significantly less than the 22 months required for
conventional design and construction, and they were completed under budget. The
design and construction savings, including delay-related user costs, are in excess of
$2M.

Page 25 of 56
23
 Belt Parkway Bridge over Ocean Parkway,
New York City (Brooklyn) – 2004

Reconstructed Interchange

Existing Interchange

The New York City Department of Transportation’s Belt Parkway Bridge over Ocean
Parkway in south Brooklyn was deteriorated and required complete replacement.
The entire design-build project included replacing the existing bridge with a longer
and wider bridge, reconfiguring the existing outdated cloverleaf interchange into a
modified tight diamond interchange, and other rehabilitation and upgrade work to
the Parkways.
The selected design-build team of Granite Halmar/Gannett Fleming specified
extensive use of prefabricated bridge components to achieve an accelerated onsite
construction timeline. The rapid construction was required to minimize disruption to
the 166,000 average daily traffic volume that used the Belt Parkway, a major artery
through Brooklyn that also had a large hospital and two schools fronting on the
project limits.
Onsite installation of each half of the new bridge took only a few nights in each of
two weeks. The entire design-build project was completed in 14 months, including a
3-month winter shutdown. Construction would have taken 3 to 4 years using
conventional methods.

Page 26 of 56
24
 Belt Parkway Bridge over Ocean Parkway,
New York City (Brooklyn) – 2004
Replaced existing
2-span, 149-ft long,
78-ft wide bridge
with 3-span, 221-ft
long, 134-ft wide
bridge …

… with no lane closures

during peak traffic hours

The old 2-span 149-ft long, 78-ft wide Belt Parkway Bridge was lengthened and
widened to a 3-span 221-ft long, 134-ft wide bridge with span configuration of 49 ft -
107 ft - 65 ft. The width was increased to add shoulders and
acceleration/deceleration lanes at the entrance and exit points, in addition to the
existing 3 lanes in each direction.
Throughout the project, six lanes of traffic remained open during rush hour, with
limited lane closures as needed during off-peak hours. A temporary bridge was
erected adjacent to the south side of the existing bridge to maintain the existing
number of lanes on Belt Parkway during the bridge reconstruction. Traffic was
diverted onto the temporary bridge and the south portion of the existing bridge while
the north portion of the existing bridge was demolished and reconstructed. Traffic
was then rerouted to the six lanes, three in each direction, on the new north portion
of the bridge which was overbuilt to accommodate the six lanes. The south portion
of the existing bridge was then demolished and reconstructed.

Page 27 of 56
25
 Belt Parkway
Bridge over
Ocean
Parkway
– 2004

51 superstructure segments
in new 221-ft long x 134-ft wide
bridge (49’-107’-65’)
Prefabricated:
Ö Piles
Ö T-Walls
Ö Cap Beams
Ö Superstructure
Ö Parapets & Barriers
Ö Approach Slabs

To minimize traffic disruption, prefabricated components were used extensively.

Prefabricated components included concrete-filled steel pipe piles, precast T-walls,
precast post-tensioned cap beams, prefabricated superstructure segments, precast
bridge parapets, median barriers, and approach slabs. High performance concrete
with 4000 psi compressive strength was specified for all precast components.
Stainless steel reinforcement was specified for the precast decks, parapets, and
median barriers. While the stainless steel reinforcement increased the cost of the
bridge by approximately one percent, the bridge is anticipated to last twice as long
as the 45-year-old bridge it replaced.
The 51 span-length prefabricated superstructure segments, as well as the other
precast concrete components, were fabricated at the Fort Miller plant in upstate
New York and shipped 200 miles to the jobsite. Each (Inverset) superstructure
segment consisted of two steel girders and a composite deck.
Various processes were adjusted to maximize onsite construction speed. For
example, the mini-piles were installed with limited headroom while the existing
bridge remained in use. Another example is pre-erection of the superstructure
segments in the plant to ensure adequate tolerances for field erection.
The bridge is expected to see a 75-100 year service life due to the quality of its
prefabricated components and the attention given to connection details, including
the loop-on-loop closure joints connecting the deck segments.

Page 28 of 56
26
 Belt Parkway Bridge
over Ocean Parkway
Contract Requirements

; “A” + “B” Bidding Method to achieve

reduced onsite construction timeline
; “A” = bid items

; “B” = “Critical Duration” x $85,000

The NYCDOT utilized a modified “A” + “B” bidding method, where “A” equals the bid
items and “B” equals a “Critical Duration” (number of days specified by the
contractor) times $85,000 to translate the duration into a delay-related user cost.
“Critical Duration” was defined as the period of time from when the design-build
team permanently impacted the roadways for construction until the time that all new
roadways were in their final completed configuration.

Page 29 of 56
27
 Belt Parkway Bridge
over Ocean Parkway
Incentives/Disincentives
; Incentive for completion before
“Critical Duration”:
; $85,000 per day
; Cap of $2,000,000
; Disincentive for completion after
“Critical Duration”:
; $85,000 per day
; No dollar limit

Incentive/disincentive and liquidated damages clauses were included in the contract

to help ensure early completion of critical activities to minimize traffic disruption. The
contract specified an incentive of $85,000 per day for completion before the “Critical
Duration,” with a cap of $2M. Also specified was a disincentive of $85,000 per day
for completion after the “Critical Duration,” with no dollar limit.

Page 30 of 56
28
 Belt Parkway Bridge
over Ocean Parkway
Construction Costs
; Engineer’s Estimate $ 60.0 M
; Number of bidders 5
; Low Bid $ 47.9 M
; Awarded Bid * $ 55.5 M
; Savings –8% = $ 4.5 M
* Best Value: only 285 “Critical Duration” days

The engineer’s estimate for this project was $ 60.0M. The awarded bid of $55.5M
from Granite Halmar Construction Co., Inc., was 8% or $4.5M less than the
engineer’s estimate. There were 5 bidders on this project. The awarded bid
proposed a “Critical Duration” of only 285 days, which was 300 “Critical Duration”
days shorter than the low bid. Therefore, at $85,000 per day, the awarded bid was
the best value, with a delay-related user cost that was $25M lower than the low bid.
The 14-month construction schedule began September 2003 and included a 3-
month winter shutdown. “Critical Duration” work began in March 2004 and was
completed in November 2004, in one construction season. The bridge was
completed 29 days ahead of the “Critical Duration” of 285 consecutive calendar
days that was bid in the contract. The actual number of “Critical Duration” days was
just 256 days, with no lane closures during peak traffic hours. The contractor
received the maximum $2M incentive.
The bridge work on this design-build project was approximately a third of the total
project cost. The project replaced the existing high-traffic-volume bridge with a
longer and wider bridge, reconfigured the interchange, and completed other
rehabilitation and upgrade work in significantly less time than conventional
construction, and it was completed under budget.

Page 31 of 56
29
 U.S. Route 22 Bridge
over Scioto River, Ohio – 2003

Widened Replacement Bridge

in just 48 days!

The State of Ohio has the second largest number of bridges in the United States and the seventh
largest highway system. Like many states, portions of the system are outdated, overburdened and in
need of repair. Many areas of the Buckeye State are becoming highly populated and developed,
resulting in increased traffic volumes. The additional motorists on the roadways necessitate adding
lanes on many of the routes. To accomplish this task, road crews have to close or restrict lanes
during the construction process. Such closures and restrictions negatively impact motorists in terms
of lost time, higher fuel costs, and lost revenues. The Ohio Department of Transportation (ODOT) is
committed to the continuous movement of traffic through all work zones by the elimination or
reduction of delays.
ODOT’s U.S. Route 22 Bridge over the Scioto River, in Pickaway County 30 miles south of
Columbus, provides access for the 12,900 vehicles that cross it each day. It is a vital link for the local
school district, the local trucking industry transporting harvest crops to mills, and emergency
response services. The existing 45-year old concrete slab and steel girder bridge, built in 1957, had
deteriorated girders and a roadway width that was too narrow for the local farm equipment. A 2003
design-build project replaced the deteriorated superstructure with a wider bridge, in one of ODOT’s
first accelerated construction projects under its Fast Track Bridge Program strategic initiative to build
bridges faster, smarter, and better.
Adjacent site constraints required that the new superstructure be constructed in the same location as
the existing bridge. The design-build team of Ruhlin Construction Company and E.L. Robinson
Engineering Company developed a new superstructure consisting of high performance steel girders
and high performance concrete deck, and a galvanized steel pier cap replacement for the
rehabilitated and widened substructure, in combination with other innovations to achieve the required
accelerated onsite construction timeline. The bridge was completely closed during construction,
which began when school closed in mid-June 2003, and it was required to be back in service in 60
days, by the beginning of the fall harvest in August. Traffic was maintained on a 20-mile detour
during the closure.
The U.S. Route 22 Bridge was completed in just 48 days, despite heavy rain and flooding.
Construction would have taken 18 months using conventional methods.

Page 32 of 56
30
 U.S. Route 22 Bridge
over Scioto River, Ohio – 2003
Replaced existing 6-span
634-ft long 35-ft wide
superstructure with 44-ft
wide new superstructure

… having
HPC deck &
HPS girders

The existing 6-span 634-ft long, 35.4-ft wide U.S. Route 22 Bridge superstructure was replaced and
widened to 44.2 feet to upgrade the 2-lane bridge by increasing the two shoulders from 3 ft to 4 ft, and
by adding an 8-ft sidewalk.
While much of this bridge replacement project used conventional design and construction methods,
adjustments were made to maximize onsite construction speed. The five new girders per span were
made of high performance steel and fabricated by Stupp Bridge Company in Kentucky. They were
designed to be simply supported to streamline erection, and made continuous with integral concrete
diaphragms over the piers. The integral abutments on this bridge make it ODOT’s longest bridge
without expansion joints. Galvanized permanent metal deck forms provided a stay-in-place deck
forming system instead of the traditional wooden deck forms that would have to be removed.
The widening of the substructure was also designed and constructed to shorten the onsite construction
time. The existing piers were saw-cut below the pier-stem construction joint and replaced with
galvanized steel plate girder bent caps that extended to groups of four concrete-capped galvanized
steel 18-inch diameter pipe piles under the widened portion of the bridge. Pipe piles for several of the
piers under the widening were driven before the bridge was closed to further shorten the bridge
closure time.
Other details to speed onsite construction included demolition of the existing deck beginning at the
middle of the bridge and simultaneously working toward the abutments because environmental
restrictions prevented river access. Other details included beginning the retrofit work on each pier as
soon as the existing girders were removed, shipping and erecting the new girders as soon as the pier
retrofits were completed, and using two concrete pumps to avoid delays during the deck pour.
The bridge is expected to see a 75-year service life due to the use of high performance concrete in the
deck, high performance steel girders, galvanized steel plate girder bent caps, galvanized steel pipe
piles, and good construction practices. ODOT has partnered with the University of Cincinnati to
evaluate the piloted features of the contract.

Page 33 of 56
31
 U.S. 22 Bridge
over Scioto River
Contract Requirements
; Maximum 60 days of closure
; Liquidated savings for early completion:
; $50,000 per day
; Liquidated damages for late completion:
; $20,000 per day for 61-65 days
; $30,000 per day for 66-70 days
; $40,000 per day for 71-75 days
; $50,000 per day for 76 or more days

The Ohio DOT awarded this design-build project based on responses to a bid
package that included a Scope of Services and a set of the existing bridge plans
from 45 year ago. The Scope of Services required that the bridge be closed a
maximum of 60 days.
In addition, incentive/disincentive clauses were included in the contract to help
ensure completion of critical activities to open the bridge on the accelerated
schedule.
The contract specified Liquidated Savings of $50,000 for each day that all
necessary work was completed prior to the maximum 60-day closure requirement,
with maximum Liquidated Savings of $500,000.
The contract also specified Liquidated Damages for completion after the specified
maximum 60-day closure. The Liquidated Damages were assessed at $20,000 per
day for opening the bridge in 61-65 days, $30,000 per day for 66-70 days, $40,000
per day for 71-75 days, and $50,000 per day if the bridge remained closed for 76 or
more days.

Page 34 of 56
32
 U.S. 22 Bridge
over Scioto River – 2003
Construction Costs
; Engineer’s Estimate $ 5.0 M
; Number of bidders 4
; 2nd Lowest Bid $ 3.2 M
; Low Bid $ 2.7 M
; Savings – 46 % = $ 2.3 M
New Widened Superstructure in 48 days!

The engineer’s estimate for this project was $ 5.0M. The low bid of $2.7M from
Ruhlin Construction Company was 46% or $2.3M less than the engineer’s estimate.
There were 4 bidders on this project, with the 2nd lowest bidder 19% or $500,000
higher than the low bid.
The bridge was completed in 48 days, 12 days ahead of schedule and without a
single lost-time injury. The contractor received the maximum $500,000 incentive.
This Ohio DOT Fast Track design-build project replaced the existing deteriorated
bridge with a wider superstructure in significantly less time than conventional
construction, and it was completed significantly under budget. It demonstrates quite
effectively that cost-effective, long-lasting accelerated bridge construction projects
can be built through the innovative use of conventional construction in combination
with high performance materials and good contracting strategies. ODOT has
continued their Fast Track Bridge Program with subsequent accelerated bridge
construction projects.

Page 35 of 56
33
 State Highway 66 Bridge
over Lake Ray Hubbard, Texas – 2003

Precast bent caps

saved 215 days
of onsite construction

In 2000 the Texas Department of Transportation’s State Highway 66 over Lake Ray
Hubbard in Rockwall County northeast of Dallas was a narrow, congested, 40-year-
old 2-lane bridge. It was replaced with a pair of bridges, completed in early 2003.
The new 4,360-ft long, 40-ft wide eastbound bridge has two traffic lanes and
shoulders, and precast bent caps as part of its substructure due to a contractor-
initiated field change.
Precasting 43 identical caps resulted in a time savings of 5 to 7 days per cap, at
least 215 days of effort. Forming, concrete placement, and curing for conventional
bent caps would have required 7 days of critical path activity per cap. This
represented a total potential delay of 9 months for the 43 bent caps, a delay that
would have required additional overhead costs and slower project delivery.

Page 36 of 56
34
 State Highway 66 Bridge
over Lake Ray Hubbard, Texas – 2003
…proposed by
the Contractor

43 identical
precast concrete
bent caps …

First the new westbound bridge was built adjacent to the existing bridge using
conventional construction. Traffic was then moved to the new bridge, the old bridge
was demolished, and the eastbound bridge was built approximately on the bridge’s
original alignment.
The contractor fabricated the 43 identical caps adjacent to one end of the bridge.
The precast reinforced concrete caps are 37.5-ft long with beveled ends and a 3.25-
ft square cross section. Each cap is supported by three 3-ft diameter cast-in-place
columns, and provides the bearing for five AASHTO Type IV beams per typical 100-
ft span. TxDOT designed grouted-duct connections between the precast caps and
the cast-in-place columns based on previous research at the University of Texas at
Austin. Seismic design was not required.
In addition to speeding onsite construction, fabricating the bent caps off the critical
path allowed the use of a normal-strength high performance concrete mix design
that results in greater durability but with a slower strength gain due to the 35 percent
replacement of cement with ground-granulated blast-furnace slag.

Page 37 of 56
35
 State Highway 66 Bridge
over Lake Ray Hubbard
Contract Requirements
; Contract specified cast-in-place
concrete bent caps
; Contractor proposed field change
to precast concrete bent caps for
eastbound bridge
; TxDOT accepted proposed field
change, with no change in funding

The contract specified conventional cast-in-place construction for the substructures.

Early in the project the contractor, Traylor Bros., Inc., proposed a field change to
precast reinforced concrete bent caps as a way to speed construction of the
eastbound bridge, to avoid the difficulties in handling formwork and materials over
water, and to minimize the construction workers’ exposure to high-voltage
transmission lines running adjacent to the bridge. TxDOT approved the contractor’s
proposal with no change in funding.
The contract did not include incentives or disincentives.

Page 38 of 56
36
 State Highway 66 Bridge
over Lake Ray Hubbard – 2003
Construction Costs
; Engineer’s Estimate $ 48.2 M
; Number of bidders 8
; 2nd lowest bid $ 43.1 M
; Low Bid $ 40.9 M
; Savings – 15 % = $ 7.3 M
Onsite Time Savings: 215 Days

The engineer’s estimate for this project was $48.2M. The low bid of $40.9M was
15% or $7.3M less than the engineer’s estimate. There were 8 bidders on this
project, with the 2nd lowest bid about 5% or $2.2M more than the awarded low bid.
Using the 43 precast bent caps reduced onsite construction time by 215 days.
TxDOT obtained the bridge ahead of schedule and under budget.

Page 39 of 56
37
 Interstate 95 Bridge
over James River, Virginia – 2002

… with no lane
closures during
rush-hour traffic

102 superstructure
spans replaced
in 137 nights …

Interstate 95 over the James River in the City of Richmond, Virginia, consists of twin
4,185-ft long bridges with 3 lanes in each direction and a total width of 90 ft. In 1997
the bridges carried 110,000 vehicles daily. Nearly 50 years old, the superstructures
had significant structural deterioration and needed to be replaced.
In 2002 the Virginia Department of Transportation completed replacement of the
superstructure and rehabilitation of the substructure. The 102 superstructure spans
were replaced in just 137 nights during 17 months, with no impact to rush-hour
traffic. Conventional construction would have required 24 to 36 months and
significant impact to traffic.

Page 40 of 56
38
 Interstate 95 Bridge
over James River, Virginia – 2002
Innovative systems
and equipment
to meet the needs

Public participation was solicited at the beginning of plan development to limit the
impact to motorists. A community advisory group was given several construction
options for the replacement. Their preferred option, which VDOT used, was night
construction with all three lanes open in each direction during the day. Construction
took place from 7 p.m. to 6 a.m. only. During the night work, traffic was shifted to
one of the bridges, with one lane in each direction remaining open.
The bridges are composed of multiple steel plate girder simple spans ranging from
44 ft to 114 ft in length, and a 243-ft truss span. The typical steel plate girder span
was replaced with 2 full-span-length prefabricated superstructure segments. Each
prefabricated segment consisted of 3 steel plate girders with an 8.75-inch deck,
complete with bridge railing, and weighed approximately 100 tons. The segments
were fabricated by the contractor at a nearby casting yard.
During the night, the existing superstructure was cut longitudinally at every other
girder. The old segments were removed using high-capacity cranes and
conventional flatbed trailers. The cranes then installed the new prefabricated
superstructure segments. After the two segments were in place, the span was
transversely post-tensioned and connected longitudinally with bars running through
pockets cast into the ends of the segments. The deck of the truss span was
replaced with a filled-grid deck system because mechanical and geometrical
requirements precluded the use of the prefabricated superstructure segments. The
substructure was also rehabilitated as needed.

Page 41 of 56
39
 Interstate 95 Bridge
over James River
Contract Requirements
; “A” + “B” Bidding Method
; “A” = bid items
; “B” = calendar days to replace
superstructure
; VDOT considered bids to be non-
responsive if days > 240 days

VDOT utilized the “A” + “B” bidding method, where “A” equals the bid items and “B”
equals the number of calendar days with nighttime lane closures for the
superstructure replacement and rehabilitation.
The Department considered bids greater than 240 days to be non-responsive.

Page 42 of 56
40
 Interstate 95 Bridge
over James River
Incentives / Disincentives
; Incentive for early completion:
; $30,000 per day
; Cap of $2,000,000
; Disincentive for late completion:
; $30,000 per day
; No dollar limit

The contract included an incentive of $30,000 for each day the work was completed
ahead of the time that was bid in the contract, not to exceed $2.0M. The contract
also included a disincentive of $30,000 for each day the work was completed past
the bid time, with no dollar limit.

Page 43 of 56
41
 Interstate 95 Bridge
over James River
Additional Disincentive
Failure to Restore Amount Cumulative
All Traffic Lanes by Amount
6:00 A.M. $ 5,000 $ 5,000
6:15 A.M. $10,000 $ 15,000
6:30 A.M. $35,000 $ 50,000
6:45 A.M. $40,000 $ 90,000
7:00 A.M. $25,000 $115,000
7:15 A.M. $10,000 $125,000
7:30 A.M. $10,000 $135,000
7:45 A.M. $10,000 $145,000
8:00 A.M. $ 5,000 $150,000
8:30 A.M. $ 5,000 $155,000

VDOT wanted all lanes open to traffic from 6 a.m. to 7 p.m. To achieve this, an
additional disincentive was included for not having all lanes of the bridge open to
traffic on time.

Page 44 of 56
42
 Interstate 95 Bridge
over James River
Additional Disincentive, continued
Failure to Restore Amount Cumulative
All Traffic Lanes by Amount
9:00 A.M. $ 5,000 $160,000
10:00 A.M. $ 5,000 $165,000
11:00 A.M. $ 5,000 $170,000
12:00 Noon $ 5,000 $175,000
1:00 P.M. $ 5,000 $180,000
2:00 P.M. $ 5,000 $185,000
3:00 P.M. $15,000 $200,000
4:00 P.M. $20,000 $220,000
5:00 P.M. $20,000 $240,000
6:00 P.M. $10,000 $250,000

This additional disincentive accumulated up to $250,000 per day. Disincentives of

this magnitude help ensure the contractor’s buy-in to the owner’s accelerated
construction schedule and encourage the contractor to innovate.

Page 45 of 56
43
 Interstate 95 Bridge
over James River – 2002
Construction Costs
; Engineer’s Estimate $ 48.5 M
; Number of bidders 5
; 2nd lowest bid $ 44.9 M
; Low Bid $ 43.4 M
; Savings – 11 % = $ _5.1 M
Closures: Only 137 nights

The engineer’s estimate for this project was $48.5M. The low bid by Archer-Western
Contractors, Ltd., was $43.4M and 179 days calendar days with nighttime lane
closures. The low bid was 11% or $5.1M less than the engineer’s estimate. There
were 5 bidders on this project, with the 2nd lowest bid about 3% or $1.5M more than
the awarded low bid.
The contract specified that the contractor would receive $30,000 per day for early
completion. The contractor replaced the 102 superstructure spans during only 137
night closures of half the roadway width. He received $30,000 for each of 42 nights,
for a $1.3M incentive.
VDOT obtained a new superstructure ahead of schedule with less impact to the
traveling public and with improved safety, and obtained it under budget.

Page 46 of 56
44
 State Route 433 Lewis and Clark Bridge
over Columbia River, WA/OR – 2004
Replaced 3900 ft of deck
SPMTs with frame carrying panel
using SPMTs during 124
nights plus 3 weekend
closures …

… with no impact to
rush-hour traffic
After deck replacement

The Lewis and Clark Bridge on State Route 433 over the Columbia River spans the
state line between Longview, Washington and Rainier, Oregon and is jointly owned
by the Washington State Department of Transportation and the Oregon Department
of Transportation. The 1929 steel through-truss bridge was designed by the famed
engineer Joseph B. Strauss and is listed in the National Register of Historic Places.
It provides access across state lines for 18,000 vehicles each day.
In early 2000 its deck was severely deteriorated and required replacement.
Accelerated onsite construction was needed to limit the impact to emergency
services and to avoid extended use of a 40-mile detour west to the town of
Cathlamet that included a ferry ride or an 80-mile detour south to Portland.
In 2004 WSDOT completed replacement of the bridge deck on this mile-long bridge
with no impact to rush-hour traffic. Self-propelled modular transporters (SPMTs)
were used to replace 3,900 ft of deck during 124 night closures plus 3 weekend
closures. A helicopter with landing pad was provided on the south side of the river
for emergency crossings during the closures. Construction using conventional cast-
in-place methods would have required 4 years.
The deck replacement extended the life of the bridge another 25 years.

Page 47 of 56
45
 State Route 433 Lewis and Clark Bridge
over Columbia River, WA/OR – 2004
103 full-width, 6-inch
full-depth precast
lightweight concrete
panels, each 36 ft wide
& 20 ft to 45 ft long

Removal of old deck section

& installation of new panel
in avg. 6.5 hours overnight

In the contract plans, the Washington State DOT had designed prefabricated full-
width full-depth deck panels and a placement procedure to accommodate the
required rapid construction schedule. One contractor, Max J. Kuney Company of
Spokane, partnered with an SPMT supplier in the development of his bid, assuming
a revised placement procedure that used SPMTs in combination with a specially-
designed steel truss frame for lifting and transporting. Their bid was considerably
lower than the other bidders. Kuney was awarded the contract, and WSDOT
accepted their proposed system.
The 5,478-ft long bridge included 3 deck-truss spans at 168 ft, 337 ft, and 337 ft; 3
through-truss spans at 760 ft, 1200 ft, and 760 ft; plus approach spans. Of this total
length, 3900 ft of the deck was replaced with 103 prefabricated deck panels that
were 36 ft wide and 20 ft to 45 ft long (20 at 45 ft, 45 at 40 ft, 20 at 35 ft, 14 at 30 ft,
and 4 at 20 ft). The lightweight concrete panels were 6-in. thick plus 1-in. thick
overlay. Each panel was supported on two longitudinal steel support beams and
had a maximum panel weight of 96 tons. The new deck eliminated the existing 3-ft-
wide raised sidewalks, providing 5-ft shoulders at road level for bicyclists and
pedestrians as well as additional room for traffic to maneuver around disabled
vehicles.
The bridge was closed on Sunday through Thursday nights from 9:30 p.m. to 5:30
a.m. The SPMTs with truss frame moved a new panel to the top of the bridge, lifted
the old panel out, and then lowered the new panel into place before taking the old
panel off the bridge. Each panel movement took an average 6.5 hours. Use of this
prefabricated deck system in combination with the innovative SPMT equipment
reduced construction workers’ exposure to traffic during construction, improved the
constructability of the bridge, and allowed the bridge to remain open for normal
weekday operations.

Page 48 of 56
46
 SR 433 Lewis and Clark Bridge
over Columbia River
Contract Requirements
; “A” + “B” + “C” Bidding Method to
determine lowest responsible bidder
; “A” = bid items

; “B” = bridge closures @ $8,000

; “C” = single lane closures @ $2,000

WSDOT utilized an “A” + “B” + “C” bidding method to determine the lowest
responsible bidder, where “A” equals the bid items, “B” equals the total number of
bridge closures established by the bidder to complete the work times the Total
Bridge Rental Closure Cost of $8,000, and “C” equals the total number of single
lane closures established by the bidder to complete the work times the Bridge
Single Lane Rental Cost of $2,000. The “B” and “C” parts of the bid were only used
to determine the lowest responsible bidder, not to determine final payment to the
contractor.

Page 49 of 56
47
 SR 433 Lewis and Clark Bridge
over Columbia River
Incentives for Early Completion
; $100,000 for completion by April 2004
; $55,000 per Weekend Bridge Closure
less than 4
; $4,000 per Total Bridge Closure less
than number bid
; $1,000 per Single Lane Closure less
than number bid

The contract included several incentives for early completion. If the contractor
finished all work requiring Weekend or Total Bridge Closures by April 30, 2004, he
would receive $100,000. In addition, for each Weekend Bridge Closure less than 4,
the contractor would receive $55,000. For each Total Bridge Closure less than the
number bid in the contract, the contractor would receive $4,000. For each Single
Lane Closure less than the number bid in the contract, the contractor would receive
$1,000.

Page 50 of 56
48
 SR 433 Lewis and Clark Bridge
over Columbia River
Liquidated Damages
; $16,000 per Total Bridge Closure more
than number bid
; $4,000 per Single Lane Closure (SLC)
more than number bid
; $1,700 per 15-min period beyond times
specified for Weekend or Total Closure
; $900 per 15-min period beyond SLC

The contract also included liquidated damages for not meeting the time constraints
for accelerated construction. This included a penalty of $16,000 per Total Bridge
Closure more than the number that was bid, and a penalty of $4,000 per Single
Lane Closure more than the number that was bid. In addition, penalties would be
assessed for any late opening of closures. A $1,700 penalty per 15-minute period
would be assessed for time beyond that specified for Weekend Closure or Total
Bridge Closure, and a $900 penalty per 15-minute period would be assessed for
time beyond that specified for Single Lane Closure.

Page 51 of 56
49
 SR 433 Lewis and Clark Bridge
over Columbia River – 2004
Construction Costs
; Engineer’s Estimate $ 28.8 M
; Number of bidders 6
; 2nd lowest bid $ 29.2 M
; Low Bid $ 18.0 M
; Savings – 38 % = $ 10.8 M
Closures: Only 124 nights & 3 weekends

The engineer’s estimate for this project was $ 28.8M. The low bid of $18.0M was
38% or $10.8M less than the engineer’s estimate. There were 6 bidders on this
project, with the 2nd lowest bid about 62% or $11.2M more than the awarded low
bid.
The contractor completed all work requiring Weekend or Total Bridge Closures by
the end of April 2004 and, therefore, received the $100,000 incentive. He also
received an incentive of $55,000 for using 3 instead of 4 Weekend Bridge Closures,
and an additional $30,000 for having 30 fewer Single Lane Closures than the 173
allowed. The contractor received a total incentive of $185,000. No liquidated
damages were assessed.
3900 linear feet of deck were replaced during only 124 nights plus 3 weekend
closures, with no impact to rush-hour traffic. The Washington State DOT not only
obtained the new deck ahead of time with less impact to the traveling public and
with increased safety, but also obtained it significantly under budget.

Page 52 of 56
50
 Prefabrication &
Effective Contracting
Strategies …

Rapid completion,
Under budget

Thank
You

The details for these nine projects clearly show that prefabrication in combination
with effective contracting strategies can result in the completion of bridge
replacement projects on an accelerated timeline and under budget. The projects
included various prefabricated bridge elements and systems that provide quality,
long-lasting bridges. The projects also included bidding methods and
incentives/disincentives that provided an economic reason for the contractor to
innovate and to buy in to the owner’s accelerated onsite construction timeline.
Prefabrication and effective contracting strategies result in cost-effective rapid
bridge construction projects. Their use helps the owner accomplish its mission of
efficiently moving people and goods.
Thank you for your attention.

Page 53 of 56
51
 2006 PBES Cost Study: Accelerated Bridge Construction Success Stories

Project Contact Information

State Year Project Name Participants Contacts

CO 2002 CDOT's State Highway 86 Owner: Colorado DOT Tom Hunt, P.E.
Bridge over Mitchell Gulch Contractor: Lawrence Colorado Department of
between Castle Rock and Construction Company, Littleton Transportation
Franktown in Douglas Design Engineer: Wilson & Tel: (303) 365-7244
County southeast of Company, Denver Email: Thomas.Hunt@dot.state.co.us
Denver Prefabricator: Plum Creek
Products Co., Inc., Littleton

MD 2001 Maryland State Highway Owner: Maryland DOT Jeff Robert, P.E.
Administration's MD Route Contractor: JJID General Project Engineer
24 over Deer Creek Contractors, Delaware Bridge Development Office
FRP Supplier: Martin Marietta Maryland State Highway
Materials Administration
Tel: (410) 545-8327
Email: JRobert@sha.state.md.us

NH 2004 Town of Epping's Mill Owner: Town of Epping Peter E. Stamnas, P.E.
Street Bridge over Design Engineer/Construction Senior Project Engineer, Bureau of
Lamprey River Inspection: New Hampshire Bridge Design
DOT New Hampshire Department of
Contractor: R. M. Piper Transportation
Construction, Plymouth, NH Tel: (603) 271-2171
Prefabricator: J. P. Carrara & Email: PStamnas@dot.state.nh.us
Sons, Inc., Middlebury, Vermont

NJ 2005 NJDOT's Route 1 Bridges Owner: NJDOT Harry A. Capers, Jr. P.E.
over Olden Avenue Contractor: Neshaminy Previously State Bridge Engineer,
Connector & Mulberry Constructors, Inc., PA NJDOT
Street in Trenton Design Engineer: NJDOT & The Tel: (609) 985-2689
Fort Miller Co., Inc. Email: HACapers@aol.com
Prefabricator: The Fort Miller
Co., Inc., NY Seth Ahiekpor, P.E.
Project Engineer, Structural
Engineering
New Jersey Department of
Transportation
Tel: (609) 530-5564
Email: Seth.Ahiekpor@dot.state.nj.us

Helene Bowman, P.E.

Division Bridge Engineer
FHWA - New Jersey Division Office
Tel: (609) 637-4230
Email: helene.bowman@fhwa.dot.gov

NY 2004 NYCDOT's Belt Parkway Owner: NYCDOT Christothia (Chris) Sklavounakis, P.E.
Bridge over Ocean FHWA's Representative: [costs]
Parkway in New York City NYSDOT Director, Design-Build
(Brooklyn) Contractor: Granite Halmar New York City Department of
Construction Co., Inc. Transportation
Design Engineer: Gannett Tel: (212) 788-2078
Fleming, Inc. Email: csklavounakis@dot.nyc.gov
Prefabricator: The Fort Miller
Co., Inc. Charles R. (Chuck) Norrish, III, P.E.
Superstructure Erector: Imperial [technical]
Ironworks, Inc. Vice President, Regional Office
Temporary Bridge Supplier: Manager
Acrow Corporation of America Gannett Fleming Engineers and
Resident Engineering & Architects, P.C.
Inspection Services: HAKS Tel: (212) 967-9833
Engineers & Land Surveyors, Email: cnorrish@gfnet.com
PC

Page 54 of 56
State Year Project Name Participants Contacts

OH 2003 Ohio DOT's U.S. Route 22 Owner: Ohio DOT Carole Howell
Bridge over Scioto River in Contractor: Ruhlin Construction Project Coordinator
Pickaway County south of Company, Sharon Center, Ohio Ohio Department of Transportation
Columbus Design Engineer: E.L. Robinson Tel: (740) 833-8261
Engineering Company, Dublin, Email: Carole.Howell@dot.state.oh.us
Ohio
Steel Fabricator/Detailer: Stupp
Bridge Company, Bowling
Green, Kentucky

TX 2003 TxDOT's State Highway Owner: Texas DOT Lloyd M. Wolf, P.E. [technical]
66 Bridge over Lake Ray Contractor: Traylor Bros., Inc. Bridge Design Engineer
Hubbard in Rockwall Design Engineer: Texas DOT Texas Department of Transportation
County northeast of Dallas Prefabricators: Bent caps - Tel: (512) 416-2279
Traylor Bros., Inc.; Beams - Email: lwolf@dot.state.tx.us
Texas Prestressed Concrete,
Inc., Elm Mott, Texas; Panels - Michael S. O’Toole, P.E. [costs]
Austin Prestressed Co. Bridge Project Development Section
Director
Texas DOT
Tel: (512) 416-2240
Email: MOToole@dot.state.tx.us

John C. Jameson [contract]

Construction Division
Texas DOT
Tel: (512) 416-2432
Email: jjameso@dot.state.tx.us

VA 2002 VDOT's Interstate 95 Owner: VDOT Malcolm T. Kerley, P.E.

Bridge over James River Contractor: Archer-Western Chief Engineer
in the City of Richmond Contractors, Ltd. Virginia DOT
Design Engineer: URS Tel: (804) 786-4798
Corporation Email: Mal.Kerley@VDOT.Virginia.gov
Prefabricator: Archer-Western
Contractors, Ltd.

WA 2004 WSDOT's SR 433 Lewis & Owner: WSDOT & Oregon DOT J. A. Weigel, P.E.
Clark Bridge over Contractor: Max J. Kuney Bridge and Structures Engineer
Columbia River Company, Spokane Washington State DOT (retired)
Design Engineer: WSDOT
Prefabricator: Max J. Kuney Amy Revis, P.E.
Company Lewis & Clark Project Engineer
SPMT Supplier: Mammoet USA Washington State DOT
Tel: (360) 357-2745
Email: RevisA@wsdot.wa.gov

Page 55 of 56
Prefabricated
Bridge
Elements &
Systems

for

Accelerated
Bridge
Construction