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ACTT III - The Third Year Report of the Accelerated Construction Technology Transfer Program

Projects, Backgrounds and Top Recommendations by State

Status of ACTT Projects
State Contacts

Traffic stopped under an interstate flyover

Georgia

November 2004

Project:

The $90 million I-75 from SR 54 North to Aviation Boulevard - for HOV Lanes Project consists of adding northbound and southbound HOV lanes; reconstructing five interchanges, including one system-to-system interchange (I-285/I-75); and adding noise barriers along the 6.4-mile corridor.

Background

Several factors make this a priority project:

  • The segment is one of the major routes for daily commuters in the metropolitan area as well as for travelers driving through the State.
  • This 6.4-mile stretch has major traffic generators nearby, including the Hartsfield-Jackson International Airport and the State Farmers Market.
  • The current daily traffic volume of almost 200,000 vehicles and the lack of realistic detour routes will create grid lock in the metropolitan area during construction.
Top Recommendations from Workshop
  • Clearly define "success" by prioritizing goals.
  • Advance the purchase of right-of-way, and build two barrier-separated HOV lanes in the median for safety, operation and enforcement.
  • Perform an operational analysis to evaluate the potential for use of I-20 to I-285 to I-675 as the primary alternate: this would provide for total directional closure and super-accelerated construction. If total directional closure is not deemed feasible, widen the southbound first to provide four lanes for two-way traffic, and close the northbound to traffic; reverse the process once the northbound is constructed.
  • Provide wishbone access from the I-75 HOV lanes to the C-D roads to I-285, as connection between the I-75 HOV lanes and I-285 is imperative.
  • Accelerate the Forest Parkway and US 41 portions of the project. Consider using pre-fabrication, pre-assembly and D-B.
  • Realign Forest Parkway to facilitate traffic flow during construction.
  • Eliminate the slip ramps at JC Penney and Lynwood Drive to eliminate weaving and improve safety.
  • Consider using a half-diamond interchange at Bob White Trail on the north side. This option would require improving local roads first.
  • Improve secondary roads and the connections to the HOV lanes to provide easier access.
  • Conduct market surveys to identify the stakeholders, communities and cultures affected by the project and to determine how best to share information or updates.
  • Utilize market survey results to develop community outreach initiatives during the environmental phase of the project and to further design strategies, measures and themes with the intent to preserve the fabric of the community.
  • Coordinate with local jurisdictions to develop a concept of operations.
  • Consider tactics like "countdown to completion," professional endorsements and third-party endorsements.
Contact:

Jan Hilliard
(404) 656-5441
jan.hilliard@dot.state.ga.us

Rhode Island

January 2005

Project:

The scope of the Pawtucket Bridge No. 550 Project is to 1) either rehabilitate or replace the 50-year-old bridge, and 2) make interchange improvements to alleviate chronic traffic congestion.

Background

Rehabilitating or replacing Pawtucket Bridge No. 550 will be a daunting task: it is a five-span, two-girder, pin and hanger (suspended cantilever) steel bridge. The fixed end spans are situated on reinforced concrete cantilever abutments, with the three interior spans supported on four reinforced concrete column piers. The bridge consists of two separate structures (one northbound and one southbound) spanning west to east, with a one-inch-wide open joint between the median barriers along the bridge centerline. The overall span of the bridge is 694 feet five inches between bearings, as measured along the I-95 centerline.

Top Recommendations from Workshop
  • Aim for complete replacement of Pawtucket Bridge No. 550.
  • Revisit project goals to consider partial closure of the mainline, lane reduction, lane rentals and innovative contracting methods.
  • Utilize horizontal skidding as part of the superstructure replacement method.
  • Consider permanent closure of the George Street/I-95 northbound on-ramp.
  • Consider restructuring of local traffic patterns to eliminate the need for a C-D road alongside I-95 northbound.
  • Utilize traffic improvements to local roadways, ITS technologies and other detour methods to reduce construction time and lane closures.
  • Use micropiles to repair existing footings.
  • Use MSE walls with geofoam for embankment.
  • Realign Pleasant Street to eliminate skewed abutment.
  • Construct a multi-span jointless girder bridge.
Contact:

Eric Seabury
(401) 222-2053 ext. 4075
eseabury@dot.state.ri.us

Utah

February 2005

Project:

The $235 million I-15, 31st Street to 2700 North, Weber County, Utah, Project encompasses 9.3 miles of interstate and 28 bridges, including eight that run over railroad facilities and three that carry the rail over I-15.

Background

The projected level of service for the project corridor through 2030 is "E" from 450 North to 2700 North and "F" for 450 North to the I-84/I-15 interchange, denoting service levels below an acceptable rating of "C." UDOT has completed the EIS process and has identified a preferred alternative that is a composite of several mainline and interchange options.

Top Recommendations from Workshop
  • Address funding issues for the project as soon as possible.
  • Make a decision on the designs for the different interchanges. This will minimize redundant work.
  • Do the maximum amount of prep work possible prior to the start of construction.
  • Consider subsurface exploration and seismic issues.
  • Give special consideration to the landfill area.
  • Use innovative construction techniques, such as:
    • Incremental launching.
    • Lateral slide.
    • Heavy lifts.
    • SPMTs for transport and erection.
  • Do as much advanced right-of-way purchasing and utility coordination as possible.
  • Conduct pre-meetings with industry and third parties to discuss risks and consider a shared contingency pool, if high risk is apparent.
  • Deploy an incident management system including cameras, designated alternate routes, designated wrecking service on project site, and monitoring of the work areas by a dedicated operator at Region I TCC.
  • Do not impact Hill Field industrial lead (rail structure over I-15).
  • Increase span length to avoid transverse utility relocations in the 12th Street corridor. Additionally, totally avoid the Questar high pressure gas line and Chevron petroleum pipeline.
Contact:

Brent DeYoung
(801) 620-1680
brentdeyoung@utah.gov

Nevada

March 2005

Project:

I-15 interchange (the "Spaghetti Bowl") and extending approximately 2.5 miles south. This section of the I-15 corridor serves as a primary transportation link through central Las Vegas, serving over 250,000 vehicles per day. The goal of Project NEON is to examine a section of I-15 beginning at the US 95/I-15 interchange (the "Spaghetti Bowl") and extending approximately 2.5 miles south. This section of the I-15 corridor serves as a primary transportation link through central Las Vegas, serving over 250,000 vehicles per day.

Background

In recent years, Las Vegas has been the fastest-growing metropolitan area in the United States. That trend is projected to continue through 2030, with an anticipated 60 percent increase in population during that time. Providing transportation solutions that will accommodate this growth is a major challenge facing the Nevada Department of Transportation (NDOT), the Regional Transportation Commission of Southern Nevada (RTC) and other local agencies. The primary goals for Project NEON are as follows: 1) meet the short- and long-term transportation needs of the project area; 2) provide improved transportation in response to regional growth; 3) decrease congestion; and 4) enhance mobility.

Top Recommendations from Workshop
  • Utilize a single large contract to minimize construction time. If this is not feasible, consider advancing certain contracts such as demolition, utilities and drainage.
  • Study two new alternatives, double decking and true C-D roads.
  • Sequence construction to complete MLK and the C-D roads prior to the mainline, to minimize traffic within the work area and to maximize the work area.
  • Straighten the alignment to Oakey/Wyoming, and minimize the skew on four bridges (on I-15 and the C-Ds).
  • Eliminate the I-15 northbound to MLK movement to solve capacity problem on the I-15 northbound to US 95 northbound flyover ramp. This ramp is a segmental bridge and cannot be widened.
  • Use the existing US 95 southbound to I-15 southbound ramp to connect to the southbound C-D.
  • Use heavy lift equipment to erect new pre-fabricated bridge components as well as raise or laterally move existing structures, which are relatively new.
  • Partner with regional transit commission to increase transit during construction.
  • Reach out and educate an audience matrix that includes commuters; residents; businesses (during planning and construction); the travel and tourism industry; employers; interstate and local trucking companies; Federal/State/local government offices; special interest groups such as pedestrians, the homeless, and cyclists; and media professionals.
  • To accelerate ROW acquisition, consider offering acquisition incentives (bonuses to tenants for relocating by a certain date) and buying houses or rental properties in the neighborhood as they become available.
  • To avoid utility-related delays, consider measures such as getting advance corridor for NV Power Transmission Line relocation, consolidating utility relocations, keeping drainage away from UPRR right of way, and making Charleston under UPRR a separate project.
Contact:

Dan McMartin
(775) 888-7597
dmcmartin@dot.state.nv.us

Oregon

April 2005

Project:

The I-405 Pavement Preservation Project involves reconstruction of 4.1 miles of I-405 (Stadium Freeway) from Front Avenue north to the I-405/US 30 interchange through downtown Portland. Region scoping teams have estimated project cost at anywhere from $35 to $45 million.

Background

The existing continuously reinforced concrete pavement (CRCP) throughout the corridor is 34 to 37 years old and, according to computer-based modeling, should have begun failing long ago. This suggests the potential for structural failure at any time. In addition, the project is not in compliance with current design standards and experiences congestion beyond normal rush-hour traffic.

Top Recommendations from Workshop
  • Consider lowering the grade instead of raising overpass structures to meet clearance requirement. This would minimize utility relocations and avoid the potential for steep grades on crossroads. It could also reduce construction time and cost.
  • If overpass structures are raised, consider the horizontal jacking or skidding method to reduce construction time.
  • Consider trenchless technology for utility relocations to reduce construction time.
  • Revise ODOT scheduling specifications to require more frequent updates.
  • Increase survey limits to capture side-street/downstream impacts.
  • Consider coordinating the schedule with adjacent projects to move utilities all at once.
  • Consider an access management plan that includes permanent ramp closures and coordination with the city to enhance local infrastructure. Ramp closures could result in removal of some of the "vertically challenged" structures. Such a plan would affect the following ramps:
    • 5th Avenue/Broadway southbound on-ramps: close one.
    • Montgomery Drive on-ramp: close and convert to surface street.
    • 4th Avenue northbound off-ramp: close.
    • Couch Street southbound off-ramp: close.
    • Taylor Street southbound on-ramp: close.
    • US 26 eastbound to I-405 northbound: widen to two lanes.
    • US 26 eastbound to I-405 southbound: widen to two lanes.
    • I-405 northbound to US 26 westbound: widen to two lanes.
  • Inventory internal and external customers affected by the project, and consider activities that would engage them in the project.
Contact:

Charlie Sciscione
(503) 731-3263
charles.p.sciscione@state.or.us

New York State Thruway Authority

June 2005

Project:

The Tappan Zee Bridge Partial Superstructure Replacement Project consists of a partial superstructure replacement utilizing prefabricated components, an alternative with a $155 million price tag and a seven-year construction timeframe.

Background

One of the longest bridges in the United States, the Governor Malcolm Wilson Tappan Zee Bridge opened on December 15, 1955, at a cost of $80.8 million. Currently more than 140,000 vehicles cross the Tappan Zee Bridge every day, with traffic volumes climbing as high as 170,000. The 3.1-mile-long Tappan Zee Bridge carries the New York State Thruway (I-87 & I-287) over the Hudson River between Rockland and Westchester Counties, providing a lifeline between New York City and Upstate New York.

Top Recommendations from Workshop
  • Utilize alternative bidding to maximize the benefits of the funding available for contract one. The western causeway will serve as the base bid, and the trusses will be add-on bids.
  • Utilize issue resolution models (partnering).
  • Pre-qualify major suppliers.
  • Hold a mandatory pre-bid orientation meeting with potential bidders at the project site.
  • Encourage water-borne delivery and erection methods to minimize lane closures and reduce truck deliveries.
  • Encourage bidders to consider installing units wider than one lane via the river.
  • Enter into confidentiality agreements with bidders since this is a lifeline structure.
  • Minimize on-site grouting and concrete pouring.
  • Use galvanized steel girders to minimize future maintenance.
  • Encourage contractors to consider SPMTs for truss portions.
  • Eliminate transverse post-tensioning, which was proposed to minimize leakage between units, as well as match casting. They offer a low cost-benefit ratio.
  • Consider using prefabricated deck units and keeping the steel on the truss portions if the steel proves difficult to remove during detailed design.
  • Provide incentives rather than disincentives to promote early project completion.
  • Provide good field lighting (i.e., placement of light banks over guide rails).
  • Plan for job site delivery of materials and supplies.
  • Provide worker buffer areas.
  • Integrate messages about the partial superstructure replacement with plans for/communication about pending studies and future work in the area to make sure the public is kept up-to-date and does not become confused as to the intent of the current project. Otherwise, the project may be perceived as a short-term solution and a waste of money.
  • Use dedicated staff (both internal and contract staff) to provide adequate outreach.
  • Have a dedicated project web page(s) with a link from the Thruway Authority home page.
"The workshop exceeded our expectations and gave the Thruway the rare opportunity to gain insight and suggestions. The Thruway would welcome the opportunity to participate in this important workshop in the future."
Gerrie Dottino, Structural Design Bureau
New York State Thruway Authority
Contact:

Gerrie Dottino
(518) 471-4255
gerrie_dottino@thruway.state.ny.us

Iowa

August 2005

Project:

The Council Bluffs Interstate Systems (CBIS) Improvements Project will enhance mobility throughout the I-80, I-29 and I-480 corridors by improving 18 mainline miles of interstate and 14 interchanges (three system, 11 service). The project is in the study phase, so no cost estimates have been developed.

Background

The project area is located within Pottawattamie County in Iowa and Douglas County in Nebraska and includes the cities of Council Bluffs, Iowa, and Omaha, Nebraska. The project area runs from I-80 from east of the I-480 interchange in Omaha east to US 6 (Kanesville Blvd.). It also includes I-29 from 25th Avenue to just south of US 275 and I-480 from the Missouri River Bridge on the Iowa side to the I-29 interchange.

Top Recommendations from Workshop
  • Prepare a conceptual layout for each interchange: need consistent structure types and appearance.
  • Conduct early geotechnical investigation and load testing.
  • Solicit early contractor input and education on atypical bridges.
  • Include user delay costs in estimate.
  • Use quality assurance/performance specifications.
  • Provide design alternates for structures.
  • Institute special pre-qualification procedures, especially for specialty work.
  • Have a multi-parameter bidding with emphasis on quality. Use an A-plus-B-plus-C evaluation process, where C is the warranty.
  • Require warranty provisions of five to 10 years for selected projects.
  • Require maintenance contracts during construction.
  • Utilize standardized details/a master aesthetics plan.
  • Set bar for a 100-year design life.
  • Pre-assemble elsewhere and barge into place via the Missouri River.
  • Have on-site ROW/project/utilities/public involvement office.
  • Re-visit building a potential SPUI at 24th and Madison.
  • Develop an access management plan for roads away from the ramp terminals.
  • Seek general consolidation of railroads and abandonment of the Burlington-Northern line through the power mall.
  • Build common ducts for all communication cables (including ITS).
  • Address unique construction issues causes by loess soils.
  • Address utility clearance issues early.
Contact:

Lisa Biggs
(515) 239-1343
lisa.biggs@dot.iowa.gov

Wisconsin

September 2005

Project:

The I-94 North-South Corridor Project faces pavement needs, design deficiencies and traffic congestion concerns that will require full reconstruction and redesign. No cost estimates have been developed for the project to date, but construction is tentatively scheduled for 2009 to 2016.

Background

The 35-mile I-94 North-South Corridor stretches from the Illinois State line through Kenosha and Racine Counties to the Mitchell Interchange (the junction with I-43 and I-894) in Milwaukee County. The corridor also includes the WIS 119 Airport Spur to General Mitchell International Airport in Milwaukee. The corridor serves as the primary commerce and tourism route between Chicago, Milwaukee, the Fox Valley and Door County. It also services growing industrial and residential areas in Kenosha, Racine and southern Milwaukee Counties.

Top Recommendations from Workshop
Partnering
  • Promote incentives (partnering) with utilities.
  • Investigate leveraging opportunities, such as:
    • Transit project partnering.
    • Leveraging FTA dollars (more flexible) to do land use planning associated with a proposed commuter rail system, i.e., park and ride.
    • Storm water management/mitigation.
    • Working with local jurisdictions.
    • Utilizing cash in lieu of mitigation.
  • Have a line item in the construction contract requiring partnering on public relations with the public involvement office.
Frontage Roads
  • Evaluate potential coordination between frontage road and freeway operations (during construction and permanently).
  • Consider converting frontage roads to a one-way pair.
  • Consider using frontage roads as part of the construction phasing plan.
  • Evaluate need for improvements to frontage roads (temporary and permanent).
  • Use frontage roads to provide alternate access while adjoining service interchanges are closed.
Other Recommendations
  • Build a viaduct.
  • Build off the centerline.
  • Build structures off-site.
  • Acquire borrow and staging areas early.
  • Involve the community early.
  • Provide contractor incentives.
"When someone mentioned keeping three lanes open during construction, I thought it was crazy...well, there are ways to make it happen."
Finn Hubbard, Chief Bridge Design Engineer
WisDOT
Contact:

John Oimoen
(262) 548-5638
john.oimoen@dot.state.wi.us

Iowa/Illinois

October 2005

Project:

The I-74 Iowa-Illinois Corridor Study, a major interstate reconstruction project now in the planning phase, will upgrade roadway geometrics to modern standards. In addition, it will improve safety by adding capacity and shoulders to the Mississippi River crossing, increasing ramp taper rates, eliminating reverse curves on the Illinois approach, and increasing interchange spacing throughout the 7.4-mile corridor that passes through two States and three cities.

Background

Over the next 20 years, the number of vehicles traveling across the Mississippi River in the Quad Cities region is expected to increase by 50 percent. Given the limited availability of viable alternative river-crossing routes, it is vital to maintain access to the downtown areas of Moline, Illinois, and Bettendorf Iowa, during construction. This project will require close coordination between the various agencies of the two States and the three cities (Moline, Bettendorf and Davenport, Iowa) that the 7.4-mile corridor passes through.

Top Recommendations from Workshop
  • Consider a monthly project update breakfast with local officials/downtown business community to keep them informed about project progress.
  • Utilize ITS for traveler information and as a tool to aid in traffic management.
  • Provide agency and contractor work zone safety training.
  • Maintain two lanes of traffic in each direction throughout construction (for peak periods).
  • Accelerate the construction in the downtown Bettendorf and Moline areas, particularly at the tie-in locations.
  • Advocate formal partnering agreements between parties, including a defined conflict resolution process.
  • Provide a DOT project manger in a project office in both Iowa and Illinois.
  • Recycle existing pavement material.
  • Use precast concrete slabs.
  • Consider public focus groups and other public outreach strategies.
  • Communicate with maintenance personnel during design and construction.
  • Extend subdrain outlets beyond the mowing lines.
  • Consider an automated brining system or heated deck for snow removal on the bridge.
  • Advance the ROW and utility work as much as possible.
  • Utilize A-plus-B bidding, warranties, no excuse bonuses and constructibility meetings.
  • Consider rapid construction techniques for the approach spans.
  • Incorporate a fiber-optic bridge attachment into the bridge design.
  • Allow utilities to remain in place in existing ROW (in the downtown areas).
  • Include ROW, utility and railroad disciplines from Iowa and Illinois in the I-74 project management team.
  • Utilize SUE where appropriate, especially near the two communication buildings.
  • Meet with all utilities at plan/phase development stages.
  • Build the main span bridge superstructure offline.
  • Consider precast foundations for the main span bridges.
Contact:

Dan Long
(815) 284-5351
longdr@dot.il.gov

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Updated: 10/31/2013
Federal Highway Administration | 1200 New Jersey Avenue, SE | Washington, DC 20590 | 202-366-4000