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Innovative Design Concepts used to
Widen The Notoriously Congested
Route 139,14th Street Viaduct
By
Stewart Willis
and
Manuj Ray
Route 139 New Jersey Approach to
Holland Tunnel
Overview
Project Background
12th Street Viaduct
14th Street Viaduct
Widening of 14th Street Viaduct
Superstructure Alternates
Substructure Alternates
Selected Alternate, Design Concepts and Lessons Learned
Questions and Answers
Existing Structures Condition
Deteriorating and Deficient Structure
Deck and Concrete Encasement
Severely Deteriorating
Low Live Load Capacity
Physical Condition of Structural Steel
Superstructure and Substructure
Seismic Susceptibility and
Vulnerability
Deteriorating Structure
Existing Structures Condition
Project Objectives
Deck Slabs Replacement
Structural Steel Repairs & Retrofits
Maintain Traffic during Rehabilitation
Increase Live Load Capacity to HS25
Seismic Retrofit
Replicate Original Light Fixtures and Poles
Provide Architectural Treatments That Replicate Original Balustrade
Maintenance and Protection of
Traffic
14th Street Viaduct shares Turnpike
traffic
12th Street Viaduct carries one lane of
NB Turnpike Ramp traffic
Six traffic stages
Maintenance and Protection
of Traffic
Maintenance and Protection of
Traffic
Existing 12th Street Viaduct
Existing 12th Street Viaduct
(Jersey Ave. to Palisade Ave )
Viaduct Length – 519 m (1,705 ft.)
Width - 17 m (56 ft.) with 4 lanes
46 Spans
Concrete Deck with Asphalt Overlay, Steel Girders and Steel Piers
12 Concrete Arch Spans – 69 m (226 ft.)
Timber Pile and Caisson Foundations
Constructed in 1925
Existing 14th Street Viaduct
Existing 14th Street Viaduct
Existing 14th Street Viaduct Jersey Ave. to Palisade Ave.
Viaduct Length – 442 m (1,451 ft.)
Width - 17.8 m (58 ft.) with 4 lanes
26 Spans
Concrete Deck with asphalt overlay, Steel Girders and Steel Piers
Timber Pile and Steel Pile Foundations
Constructed in 1948
Site Conditions
Soil Profile
Fill of silty sand with brick, gravel, ash
and cinders contaminated with heavy
metals
Bedrock (Sandstone and Diabase) at 17
m to 32 m below grade
Area of oil contaminated soil under 14th
Street Viaduct near Monmouth Street
Area of lead hazardous soil at 14th Street
Viaduct at Pier 23
Existing 12th Street Viaduct
Rehabilitation
Remove asphalt deck overlay
Replace deck with CIP HPC deck
Repair or replace various deteriorated
steel pier members
Strengthen various pier cap beams,
columns, column base plates and pier
knee brackets
Repair various deteriorated transverse
truss diagonals
Existing 14th Street Viaduct Rehabilitation
Replace deck with CIP HPC deck
Replace stringers in Spans 1 to 14
Strengthen floorbeams, pier columns knee brackets, foundation pedestals and column base plates
Add micropiles to strengthen existing foundations
Remove two existing OHSS and Construct new OHSS on individual foundations
SHPO Commitments
SHPO Commitments
Route 139 is part of the Route 1 & 9 Historic District from Pulaski Skyway to Holland Tunnel
Light poles and fixtures replicate the original
Barrier curb architectural treatment replicates the original balustrade
Facade on the 12th Street Span 1 to 9 walls replicate the buried columns
Color of paint for steel replicates concrete color
SHPO Commitments
Span Arrangement Studies
SUPERSTRUCTURE ALTERNATE 1
AASHTO M270, Grade 345 (ASTM A709, Grade 50) steel
Continuous welded plate girders and an alternate rolled beams option
19-span configuration consisting of one simple span and 6 continuous span units
Shear locks and longitudinal expansion joint
Span Arrangement Studies SUPERSTRUCTURE ALTERNATE 2
AASHTO M270, Grade 345 (ASTM A709, Grade 50W) steel
10-span unit of continuous welded plate girders
3 Units, two 4-span straight and curved girders and one 2-span curved unit
Shear locks and longitudinal expansion joint
Span Arrangement Studies
SUPERSTRUCTURE ALTERNATE 3
AASHTO M270, Grade 485 (ASTM A709, Grade HPS 70W) and Grade 345 (HPS 50 W) steel
9 spans continuous welded plate girders
3 Units, one 4-span straight and one 3 span curved girders and one 2-span curved unit
Shear locks and longitudinal expansion joint
Span Arrangement Studies
SUBSTRUCTURE OPTION 1
Hammerhead pier cap with a rectangular tapered column
The foundation is to be comprised of a concrete pile cap straddled over existing battered timber piles supported by four 610 mm (24 in.) diameter concrete filled steel pipe piles
Match Existing Pier locations
Span Arrangement Studies
SUBSTRUCTURE OPTION 2
Hammerhead pier cap supported with a 60 inch diameter column
The column will be supported on a 6 feet diameter drilled shaft foundation with permanent steel casing
11 feet deep Rock Sockets
Cut through the existing timber piles of several existing foundations of the 14th Street
Span Arrangement Studies
SUBSTRUCTURE OPTION 3
Hammerhead pier cap with a rectangular column with rounded ends
The foundation is to be comprised of a concrete pile cap supported by steel H-piles
The steel piles are driven to the top of rock between the existing battered piles. Hammerhead pier cap with a 60 inch diameter column
Span Arrangement Studies
SELECTED (Based on Decision Matrix)
Alternate 3 Superstructure
AASHTO M270, Grade HPS 485
(ASTM A709, Grade HPS 70W and
Grade HPS 345 (HPS 50 W) steel
Option 2 Substructure
Drilled Shaft Foundation
Economical ($6 Million less)
Selected Span Arrangement
14th Street Widening
Drilled Shaft Foundation
Reinforcement
Drilled Shaft Foundation
Design Features
Cut existing timber piles
28 # 18 Bundled Bars with #5 Spiral
Mechanical splices
No splices permitted in Plastic
Hinging areas
Constant diameter Permanent Steel
Casing
Drilled Shaft Foundation
Features
4000 psi Flowable Concrete (3/8 inch
diameter aggregates)
Cross Hole Sonic Logging (CSL) tests
Osterberg Load Cell Test
Rock sockets
Drilled Shaft Foundation
Lessons Learned
Design
Interference with existing timber piles
Proposed pre-cutting timber piles prior to driving
Sheeting and excavation
Monitor existing substructure for distress
Lessons Learned
Contractor’s Method
Proposed special
teeth attached to
permanent casing
No temporary
sheeting or
foundation
excavation
required
Drilled Shaft Foundation
Permanent Casing
Drilled Shaft Foundation
Drilled Shaft Foundation
Drilled Shaft Foundation
Drilled Shaft Foundation
Drilled Shaft Foundation
CSL Testing
High quality drilled shaft installation
Tests can find multiple defects and
their quadrant
Not sensitive to pile length or soil
CSL finds defects between (steel)
access tubes
Allows low cost testing access if
problems occur during installation
Design versus Construction Cross Sonic Logging (CSL) Tubes
CSL tubes to be
located between
bundled bars
Contractor
proposed tubes
to be attached to
the bundled bars
CSL tests were
OK
Lesson Learned
Permanent Steel Casing
Constant Diameter
Proposed
Telescopic casing used by
Contractor (VE or redesign)
Theoretical Concrete
Volume 121, 123 and 90 CY
vs. Actual 206, 170 & 128
CY(40 to 70 percent more)
Concrete Escaped thru
overlap of casing
CSL test were Ok
General View of Piers
Piers
Modified Elastomeric Bearings
Stainless Steel Sliding and PTFE mating surface
No Masonry Plates
Concrete Keeper Blocks
Steel Guide Bars
Can accommodate movements and rotations for curved girders
Modified Elastomeric Bearings
Structural Steel
3800 LF Girder length for widening
1.3 Million pounds (600,000 kg) of
Weathering Steel
HPS 70 W for girder flanges
HPS 50 W webs and bearing stiffeners
Grade 50 W for Cross Frames (Rolled)
Structural Steel
Structural Steel
Structural Steel ECONOMICAL FABRICATION GUIDELINES
Only four different flange plate thickness
One location of flange butt weld
Two field splice details for 33 splices
Blast clean and use Class B Bolt Faying Surfaces for Field splices Bolt design
One Interior Cross Frame detail used for the entire bridge (104 total)
No less than Category C Fatigue Detail
Longitudinal Deck Joint
Silicone Sealed armored joint between existing and widened structure
Economical
Easy maintenance
1 inch recess to prevent damage from snow plows
Deck Slabs
4000 PSI High Performance Concrete deck slabs (LRFD Method)
Centrifugal forces for curved spans are significant
Developed In-house spreadsheets
Pouring sequence
Full Continuous
Conventional 3 day interval between pours
Deck Slabs
Parapets
Provided Architectural Treatments That
Replicate Original Balustrade year 1925
Coordination and Partnering
The Route 139 Team
Coordination and Partnering
Contract Awarded to D’Annunzio & Sons for $ 72 M
Three milestones with $2.7M bonus
Local Community, Businesses and Commuters to benefit from early completion
Maintain traffic during rehabilitation
Keeping Public and numerous agencies informed
Project website is maintained by NJDOT http://www.state.nj.us/transportation/commuter/roads/jcviaducts/
Coordination and Partnering
NJDOT Project website includes:
Progress
Current and upcoming lane closures
Traffic cameras and Traffic information
Two week anticipated construction schedule
Construction photographs
Route 139 New Jersey Approach to
Holland Tunnel
Conclusion
Estimated completion ahead of schedule
Team effort on the part of Contractor, Engineer and the Owner, NJDOT
Low future maintenance thru Innovative Design Concepts
Longer spans, less piers saves money and construction duration
Innovative Design Concepts used to Widen The
Notoriously Congested Route 139,14th Street
Viaduct
The End Questions and Answers
Stewart Willis and Manuj Ray
June 14, 2006