Michael P. Sears, P.E. - Amazon S3 · 2016-04-14 · Michael P. Sears, P.E. F ollowing a devastating nor’easter in April 2007, resi-dents and business owners in the townships of

ROADS & BRIDGES • MAY 2009 • 51

Michael P. Sears, P.E.

FF ollowing a devastating nor’easter in April 2007, resi-

dents and business owners in the townships of Pitts-

grove and Salem County, N.J., found their communi-

ty lake reduced to a vast muddy fi eld. The Rainbow

Lake dam, which carries Rte. 56 over the dam spillway and is

vital to the local economy, had been breached, resulting in an

80-ft-long collapse of the entire roadway embankment.

The collapse not only forced residents and daily commut-

ers to fi nd other east-west travel routes, it depleted the 91-acre

lake, which is part of a state Wildlife Management Area and a

popular recreation spot. The lake is used for fi shing, boating,

swimming and bird watching. It also is a habitat for bald eagles,

which rely on the water’s fi sh population for food.

The owners of the 25 residential lots surrounding the lake

feared that the loss of this environmental and recreational re-

source would diminish the real estate value of their waterfront

properties. The damage also presented a difficult challenge to

community businesses, several of which were still repaying

loans following the destruction from Hurricane Floyd in 1999.

Shops and businesses would potentially see devastating re-

sults if customers were unable to get through to their locations

or if drive-by traffic were reduced.

Rapid recoveryThe New Jersey Department of Transportation (NJDOT)

quickly responded to the situation, working closely with resi-

dents and business owners to address concerns regarding the

effects on local commerce and commuting. The agency as-

sured the local government that it would immediately launch

plans for a fast-track schedule of demolition, design and con-

struction for the dam’s repair.

Having tasked the consulting fi rm of Dewberry with a num-

ber of emergency bridge repair projects in the past, NJDOT

again called on the company’s engineers to design the new

bridge and roadway and to assist with environmental permit-

ting and utility relocation planning.

The team focused on extensive community outreach dur-

ing and after the design process. Meetings with local officials

helped to ensure that the disruption to area businesses would

be minimized during construction. Dewberry also helped to es-

tablish the emergency detour route, addressing business own-

ers’ concerns for a southerly route that would enable drivers to

pass through the commercial area.

At the request of the local government and businesses, the

detour included new signage and the installation of temporary

signalization at three intersections. This issue was particularly

challenging because construction on the Rte. 56 Bridge over

the Maurice River, approximately 2 miles east of the Rainbow

Lake Bridge, was scheduled to begin shortly after the dam

breach occurred. The team’s complex detour route and signage

scheme allowed both projects to proceed concurrently, with

minimal disruption to commuters, businesses and residents.

Water modernizationThe rapid response then focused on the design and rebuild-

ing of the bridge and spillway. The existing structure was a sin-

gle-span bridge with six timber sluice gates. Each of the gates

in the existing structure was approximately 4 ft wide and

controlled by stop logs that had to be inserted

and removed manually. Because of the

relatively small spillway width for the

lake, the water surface elevation

behind the spillway would rise rap-

idly with increased rainfall. The

New Jersey Department of En-

vironmental Protection (NJDEP)

was forced to employ individuals

responsible for adjusting the stop

logs in an often-futile effort to stabi-

lize the lake elevation and prevent the

lake from overtopping the road and dam.

Removal of the existing spillway, bridge

and damaged roadway/dam required close coor-

dination between Dewberry, NJDOT and South State,

the emergency demolition contractor. Working with the tem-

porary diversion and demolition plans, which included interim

soil-erosion and sediment-control measures, the team also in-

teracted almost daily with the NJDEP. South State began its

relocation and demolition work less than three weeks after the

dam breach. The company also installed two 60-in. reinforced

concrete diversion pipes to ensure positive stream fl ow around

the construction zone.

The construction of a new 200-ft-long semicircular spillway,

a 110-ft-long two-span bridge and a restored dam and roadway

enabled NJDOT to resolve the spillway problems and return

the beautiful lake to the community. The longer spillway and

52 • MAY 2009 • ROADS & BRIDGES WWW.ROADSBRIDGES.COM

Emergency repairs restore damaged

bridge ahead of schedule

bridge, constructed by J. Fletcher Creamer & Sons, create a

more stable lake elevation that will ensure that Rainbow Lake

will not overtop the dam and roadway, which had occurred fre-

quently in the past, for storms of 100-year frequency or less.

The project required 650 linear feet of AZ-19 sheeting

around a sealed cofferdam. A total of 118 50-ft-long pipe piles

and 200 ft of straight web sheeting were installed in the 110-ft-

diam. semicircular ogee spillway. Approximately 1,600 cu yd

of concrete were used within the spillway, and 8,000 sq ft of

reinforced concrete apron slabs were used within the arch. The

bridge required 28 prestressed box girders with 650 cu yd of

concrete for the substructure, deck and approaches.

The spillway is located adjacent to and directly upstream

from the new bridge. The repaired roadway accommodates

one 12-ft lane and one 8-ft shoulder in each direction. To en-

sure that construction could proceed on the expedited sched-

ule, the bridge was designed to accommodate a tangential

alignment located on a curved roadway, resulting in a minimum

eastbound shoulder width of 6 ft 8 in. at the bridge. This repre-

sented a signifi cant improvement to the 4-ft 6-in. shoulder that

was carried in each direction by the existing structure.

The project also included relocating all utilities to the west-

bound side of the road and construction of a new concrete

boat launch owned by NJDEP. The new launch, along with the

removal of surrounding aggradation, has helped to create a

more enjoyable boating, swimming and fi shing experience for

visitors to the lake.

The installation of a mechanical sluice gate on the east side

of the spillway enables NJDEP to regulate the lake level more

closely. A new aluminum fi sh ladder, attached to the western

bridge abutment and west side of the spillway, ensures that

migratory fi sh are able to swim upstream through the bridge

and spillway without harm. The dam and spillway design was

provided by the consulting fi rm of McCormick Taylor.

The entire design process, from kick-off, the assembly of the

team and preliminary demolition planning through fi nal con-

tract plans, specifi cations and estimates were completed in

only four weeks. Several strategies contributed to meeting the

compressed schedule: rapid mobilization (borings, for exam-

ple, were complete within 48 hours of notifi cation to proceed);

constant communication and coordination with all of the key

agencies, including NJDOT, NJDEP and the Federal Highway

Administration; expedited reviews (NJDOT reviewed the fi nal

plans within just four hours); and shop drawings that were typi-

cally processed by Dewberry in just two days rather than the

agreed-upon fi ve-day schedule.


Document dashingFrom an administrative perspective, the

team also devised ways to streamline the

contracting and project documentation

processes. For example, the contracting

industry agreed to let NJDOT advertise

the project with concept plans and a proj-

ect description. Final plans and specifi -

cations were provided via an addendum

just 10 days prior to the bid deadline. NJ-

DOT received seven bids, with J. Fletcher

Creamer & Sons’ low bid coming in below

Dewberry’s estimate. The contract also

was advertised with 20 lump-sum items—

the fi rst of its kind for NJDOT. These items

included the abutments, the pier, the spill-

way, the deck and pavement.

“The Dewberry team truly met the chal-

lenge thrust upon them by the NJDOT—

delivering contract documents for adver-

tisement in less than four weeks,” said

Mike Kasbekar, P.E., a project manager

with NJDOT. “Even though the design

was completed on an extremely acceler-

ated basis, the number of issues arising

during construction was minimal.”

Construction of the new bridge and

spillway began in June 2007 and was

substantially completed by the following

October. Traffic resumed on Nov. 2, well

in advance of the originally targeted date

of Dec. 24.

“Dewberry worked closely with us in an

emergency situation to help restore the

quality of life for the town’s residents,” said

Kasbekar. •

Sears is director of water resources in the Bloom-fi eld, N.J., offi ce of Dewberry.

LearnMore! For more information related to this article, go to:

www.roadsbridges.com/lm.cfm/rb050906

Left: The Rainbow Lake dam was breached, resulting in an 80-ft-long collapse of the entire roadway embankment. Above: The bridge was designed to accommodate a tangential alignment located on a curved roadway.


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Scott M. Nettleton, P.E.

DDuring the late 1990s, the Oregon Department of

Transportation noted deterioration of convention-

ally reinforced concrete bridge structures through-

out the state. Historically, this bridge type has been

widely used on Oregon highways dating to the earliest days of

reinforced concrete technology, with heavy application from the

1930s through the 1950s, after which prestressed concrete be-

came the more prevalent choice.

The deterioration identifi ed on these structures coupled

with an extensive load rating effort being conducted state-

wide led to heavy load restrictions being imposed on many of

these structures.

These load restrictions underscored the widespread nega-

tive economic effect that restricted freight transport has on a

state’s economy. Studies commissioned at the time estimated

the consequences of not repairing the Oregon structures at

$123 billion in lost production and 88,000 in lost jobs over a

25-year span.

In response to this study, the Oregon Legislature in 2003

enacted the third Oregon Transportation Investment Act (OTIA

III), which included $1.3 billion for bridge work on the state

highway system. The goal of ODOT’s OTIA III Program was

and is to repair or replace hundreds of aging bridges on ma-

jor corridors throughout Oregon by 2013 in a timely and cost-

efficient manner.

Numerous projects have been completed since the start of

this program, with contracts let in a variety of manners. While

the majority of projects have been contracted via the traditional

design-bid-build (DBB) method, many projects have been con-

tracted using the more contemporary design-build (DB) con-

tracting method. This has been the method of choice when de-

sign innovation or a quick construction schedule was required

to deliver a project. In the case of the Elk Creek Bridges project

at the Tunnel through, achieving a design to maintain traffic

movement throughout the duration of the project construction

was the primary goal.

This level of investment, contracting method and collabora-

tive climate for innovation resulted in an ideal environment to

explore all available methods for delivering the best bridge

construction avenue for the project.

For the project, the use of rapid replacement techniques

greatly reduced interference with traffic mobility at this rural

location; a very critical issue to the affected communities. And

the team of engineers and builders for these bridges, with the

approval of the agency, developed a highly successful replace-

ment plan that was implemented in only two days.


Designer opts for accelerated construction to handle rural bridges at Hancock MountainDesigner opts for acceleratteeddddd construction

Double crossingThe two bridge structures identifi ed for replacement were

Elk Creek Crossing No. 3 and Elk Creek Crossing No. 4, which

had the unusual confi guration of an extremely close proximity

to the west and east portals of the historic Elk Creek (Hancock

Mountain) Tunnel. Crossing No. 3 is approximately 150 ft from

the west tunnel portal and Crossing 4 is less than 50 ft from

the east portal.

In both cases, the existing bridge confi guration included a

Howe deck-truss main span and a narrow width of only 24 ft of

roadway from curb to curb. Both of these factors precluded the

use of staged construction by preventing any partial removal of

the existing bridge.

The limited room between Crossing 4 and the east tunnel

portal made the geometry of a detour alignment around the

structure essentially impossible, because it would have re-

quired modifi cation to the tunnel portal and use of single-lane

geometry at a very low level of service.

A detour at Crossing 3 might have been possible; however,

the roadway approaching the west end of the bridge crosses

a very steep side hill resulting in very difficult topography to

modify approaching such a detour. Meeting the challenge of

detour alignments outside the structures was further compli-

cated given the environmental expectations for the project.

The OTIA III replacement program has been successfully

accomplished through the use of an environmental perfor-

mance standard (EPS) document that is the key document

used to permit work under this statewide program. Given this

broad charge, the document is necessarily somewhat more

restrictive on what practices are allowed. Individual permit-

ting is an option for difficult sites; however, such a process

cannot be achieved within the time frames allowed by a

design-build project.

Solution strategyTo meet this challenge, the design team, led by T.Y. Lin Inter-

national (TYLI), crafted a rapid replacement solution. The con-

tract, as let by the state and executed by Slayden Construction,

Stayton, Ore., allowed for a limited full closure of the highway to

facilitate construction and traffic handling modifi cations. Work-

ing within this criterion, TYLI engineers set about to produce

bridge replacement designs that could be installed within the

highway closure time limits.

The length of the existing structures (Crossing 3: three

spans, 320 ft, and Crossing 4: two spans, 222 ft) coupled with

the time frame for replacement measured in hours made what

should have been a very simple construction—using integral

deck elements and rapid assembly of the entire structure—

seemingly impossible.

The fi nal strategy employed for both crossings was the con-

struction of a replacement substructure in and around the ex-

isting bridge, while it remained in service, and then fully con-

structing the bridge superstructure, to one side, on temporary

support structures.

Upon completion of the preliminary assembly, the highway

was fully closed to traffic, the existing bridge was demolished,

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and within hours the new superstructure was moved into place

and lowered onto bearings atop the new substructure.

Technical meritTo achieve success with this strategy, a number of technical

challenges needed to be fully met.

Demolition progress needed to be enhanced to speed the

completion of that phase. Substructure designs needed to be

designed around the existing bridge in order to ensure that

the existing structure would remain stable throughout instal-

lation. Jacking schemes to lift the new bridge onto skids and

then lower it onto the new substructure were required to avoid

damage and ensure that a uniform load on bridge bearings

was achieved. Simple clearances during moves needed to be

checked and verifi ed. Detailing to provide adequate seismic

connectivity between the superstructure and substructure

needed to be considered.

During the demolition process, the skidding strategy was ex-

panded to include removal of the existing main truss spans by

skidding them to the side. This required the installation of lifting

points at the fi rst panel point on the truss spans. This is not

a natural support location and therefore complex engineering

was required to design strengthening of the truss at those loca-

tions to support the dead load of the main span.

The installation of a new substructure in and around the ex-

isting substructure was particularly a challenge at Crossing 3

because the skews of the existing and new structures differed.

The different skews resulted in the east abutment being con-

structed under the cap beam of the existing structure at the

extreme southeast corner of the bridge. A signifi cant portion of

the existing Bent 3 of the old bridge needed to be removed to

allow the new cap beam to support the new structure.

For Crossing 4, the structure consisted of four prestressed

concrete beams in the short span and fi ve beams in the long

span, all with individual elastomeric bearing supporting pads

at either end. The stiffness of the support diaphragm created a

potential for uneven bearing on the pads with even a very slight

variation in as-constructed pad elevation.

To resolve this issue, the structure was lowered onto these

pads with a wet grout layer under the bearings. At the point

where the grout had been compressed, the structure was held

on the jacks until the grout set and then the full weight of the

bridge was applied to the bearings.

Dressed for successThis project provided a unique opportunity to use a method

that is becoming more prevalent throughout the country: ac-

celerated bridge construction (ABC).

The communities affected by this project (Drain and Elk-

ton, Ore.) voiced a very strong positive feedback to ODOT,

thereby supporting the concept that a heavy impact, for a

very short duration, is much more palatable to the traveling

public and has a measurable reduction in economic effect to

a given corridor.

Given the success of this method, it is the expectation that

ABC will continue to expand as a viable option for bridge re-

placement projects. As such, today’s design engineers will

have the opportunity to re-think some of the traditional meth-

ods by which a bridge is designed, and with creativity, produce

designs that have superior performance compared with those

built with conventional methods.

For this project, T.Y. Lin engineers were able to design Cross-

ing 3 in a manner that allowed for establishment of a compres-

sive force in the deck once it was placed into its fi nal location.

This was done by elastically deforming the three-span, continu-

ous steel structure by constructing camber in such a way as the

end abutments would settle onto their fi nal support prior to the

interior bents being supported. This created a prestressing ef-

fect through the use of imposed deformation on the structure.

Through the use of creative solutions and a unique design

approach, coupled with an outstanding relationship between

the engineer, owner and contractor, the rapid replacement

structures at Elk Creek Tunnel are currently in service and

standing as a testament to the engineering innovation that can

be used to overcome what might be considered impossible at

fi rst glance. •

Nettleton is with T.Y. Lin Internatioanl, Salem, Ore..




For Crossing 4, the structure consisted of four prestressed concrete beams in the short span and fi ve beams in the long span.

OOften, the joint layout for a concrete pavement is

determined while developing project plans to aid

in bidding procedures. By doing so, the designer

produces bird’s-eye views of the joint layout for the

whole process. Even with such plans, however, it can be diffi-

cult to visualize the entire project layout during construction.

Making this even more of a challenge, an engineer or de-

signer usually develops the joint layout plan without knowledge

of the specifi c contractor, equipment or process that will be

used to place the pavement. For this reason, some agencies

do not provide a pre-developed jointing plan, instead requiring

the contractor to submit a proposed joint plan prior to the initia-

tion of the paving. The contractor then has full fl exibility with the

joint layout, along with the ability to customize the construction

process, phasing and equipment used to optimize construction

and minimize costs.

It is important to make (and allow) fi eld adjustments for

complex projects. Factors such as islands, medians, ramps

and turning lanes complicate joint layout. Those complications

require some forethought before construction, although some

tweaking of the joint layout is typically acceptable in the fi eld,

provided the contractor understands the ramifi cations.

It also is important to consider location changes that will be

necessary for some joints. Planning ensures that joints can

pass through embedded fi xtures, such as manholes and drain-

age inlets. It is common for the actual location of manholes or

drainage inlets to vary from the location shown on the plans.

As such, the construction crew may have to adjust the location

of the joints to coincide with the actual location of any in-pave-

ment object. The designer should consider including a note on

the plan to give the fi eld engineer and contractor the latitude

to make appropriate adjustments in the fi eld for situations like

in-pavement objects.

Understanding joint typesThere are three basic joint types for concrete pavements:

contraction, construction and isolation. Specifi c design require-

ments for each type depend upon orientation to the direction of

the roadway (transverse or longitudinal). The joint types that are

typical to streets, roads and highways are illustrated in Figure 1.

Transverse contraction joints (Type A-1 or A-2)Joints that run transversely to the pavement centerline are

essential to controlling cracking from stresses caused by

shrinkage, thermal contraction and moisture or thermal gra-

dients. Typically, transverse joints are at a right angle to the

pavement centerline and edges, but some agencies do specify

that transverse joints be skewed.

The need for dowels (smooth round bars) in transverse con-

traction joints depends upon the roadway or street classifi ca-

tion. If included, dowels are usually spaced at 12 in. on-center

in doweled transverse joints.


Good joint layout can prevent

problems on the grade

Robert Rodden, EIT

Undoweled transverse contraction

joints (Type A-1) typically are sufficient

for light residential, residential or collec-

tor pavements, but if the traffic requires

that the concrete pavement be thicker

than about 7 in., doweled joints might be

required. Industrial and arterial streets

that will carry heavy truck traffic for long

periods almost always require doweled

contraction joints (Type A-2).

Transverse construction joints (Type B-1 or C-1)

Transverse construction joints are

necessary at the end of a paving seg-

ment or at a placement interruption for

a driveway or crossroad. A doweled butt

joint (Type B-1) is preferable and should

be used whenever the construction joint

will correspond to the location of a con-

traction joint or construction joint in an

adjacent lane. Again, dowels are usually

placed at 12 in. on-center.

Sometimes it is not feasible to match

the location of a transverse joint in the

adjacent lane, which necessitates use

of a tied construction joint (Type C-1).

The deformed tie bars in a Type C-1 joint

prevent the joint from opening, causing

sympathy cracking in adjacent lane(s).

Longitudinal contraction jointsLongitudinal contraction joints (Type

A-3 or A-4) also are necessary to control

cracking from stresses caused by con-

crete volume changes and moisture or

thermal gradients. These joints run par-

allel to the pavement centerline and usu-

ally correspond to the edge of a driving

lane. On two-lane and multilane pave-

ments, spacing of 10 to 13 ft, depending

on the concrete pavement thickness and

the subgrade/sub-base type, serves the

dual purpose of crack control and lane

delineation.

The need to tie longitudinal contrac-

tion joints will depend upon the degree

of lateral restraint available to prevent

the joints from opening permanently.

Most longitudinal contraction joints on

roadway sections contain No. 4 or No. 5

deformed reinforcing bars. The deformed

bars are usually about 24-30 in. long and

are spaced at 30-40-in. intervals. Where

there are curbs or a concrete shoulder

on both sides of the pavement, it may not

be necessary to tie the joints unless lo-

cal experience indicates otherwise.

Longitudinal construction joints (Type B-2 or C-2)

Longitudinal construction joints join

pavement lanes that are paved at differ-

ent times.

If the longitudinal construction joint

does not include a keyway then it must

be tied; if a keyway is used, however, the

tie bar may be optional. A keyed longi-

tudinal construction joint can be difficult

to construct correctly in thin pavements.

Therefore, some agencies avoid placing

keyways in slabs less than 10 in. thick.

Keyway shear failures can occur in thin

slabs when keyways are too large or too

close to the slab surface, causing some

agencies to avoid the use of keyways

altogether. Regardless, some contrac-

Construction:

Contraction:

Isolation:

T

Undoweled – Transverse (Type A-1)

T/4–T/31 in. (25 mm) max.

T

Untied – Longitudinal (Type A-3)

1/8 – 3/8 in.(3 – 9 mm) typ .

T/3

T

Doweled – Transverse (Type A-2)

T/2

Smooth dowel

T

T

Tied – Longitudinal (Type A-4)

T/2

Deformed tie bar

Tied – Transverse (Type C-1)(Keyway optional)

T/2

Deformed tie bar

T

Keyed – Longitudinal (Type C-2)(Deformed tie bar optional)

T/2

Deformed tie bar

T

Smooth dowelExpansion cap

T/2

Doweled – Transverse (Type D-2)

Fixture orStructure

1/2 – 1 in.(12 – 25 mm) max.

Undoweled – Longitudinal (Type D-4)

TT

8 in.(200 mm)

Sleeper slab – Transverse (Type D-3)

Bond breaker

6 ft (2 m) typ.

T

1/8 – 1/4 in.(3 – 6 mm) typ.

Doweled butt – Transverse (Type B-1)

T/2

Smooth dowel1/8 – 3/8 in.

(3 – 9 mm) typ .

T

Tied butt – Longitudinal (Type B-2)

T/2

Deformed tie bar

T

4.5 ft.

1in. (25 mm)max.

1.2TFiller

Thickened edge – Transverse (Type D-1)

Figure 1. Joint types that are typical to streets, roads and highways.


tors report that half-round keyways are

easier to construct than trapezoidal key-

ways, and fi eld performance shows that

they are less prone to long-term prob-

lems as well.

Isolation joints (Type D-1, D-2, D-3 or D-4)

Isolation joints are needed where

the pavement abuts certain manholes,

drainage fi xtures, sidewalks, aprons or

other structures. Certain agencies and

contractors also prefer to use isolation

joints at crossroad intersections. Where

used, the isolation joint will allow inde-

pendent movement of the pavement and

the structure, without any connection

that could cause damage.

The thickened-edge (Type D-1) and

sleeper-slab (Type D-3) designs each

provide improved support to compen-

sate for the absence of dowel bars. For a

thickened-edge joint, the abutting edges

of the concrete slabs should be 20%

thicker at the joint and then taper back

to the nominal thickness over at least 4.5

ft. Rather than providing a means of load

transfer across a joint as is done with

dowels or the sleeper slab, the thickened

edge provides increased fatigue capac-

ity. Doweled isolation joints (Type D-2)

might be used where two sections of

pavement need to be isolated but load

transfer is still essential, and undoweled

longitudinal isolation joints (Type D-4)

might be used where a pavement abuts

a building and little traffic is expected to

traverse the edge of the pavement.

Understanding the basics of joint de-

sign is not only a key to accurate bid-

ding, but also can prevent problems on

the grade. This basic understanding can

save time and money for agencies and

contractors alike.

For more information about joint design

and layout, as well as other important

pre-paving considerations, check out the

ACPA publication “Concrete Pavement

Field Reference: Pre-Paving” (EB237P).

To order a copy, please visit www .pave

ment .com (and select the bookstore tab

to search for the publication by name

or literature number). Copies also may

be ordered by contacting the American

Concrete Pavement Association/PCA

Order Processing Department, 5420 Old

Orchard Road, Skokie, IL 60077-1059, or

call 800/868-6733; fax 847/966-9666. •

Rodden is director of technical services at the American Concrete Pavement Association, Skokie, Ill.



Understanding the basics of joint design is not only a key to accurate bidding, but also can prevent problems on the grade.


Circle 793

Documents

Michael P. Sears, P.E. - Amazon S3 · 2016-04-14 · Michael P. Sears, P.E. F ollowing a devastating nor’easter in April 2007, resi-dents and business owners in the townships of