Maine Builds Longest-Span Precast Segmental Bridge with Unique Design-Build Selection Process

2000 ◽  
Vol 1696 (1) ◽  
pp. 71-75 ◽  
Author(s):  
Alan R. Phipps
Keyword(s):  
Selection Process ◽  
Precast Concrete ◽  
Department Of Transportation ◽  
Box Girders ◽  
Best Value ◽  
Design Build ◽  
The City ◽  
The Town ◽  
Segmental Bridge ◽  
Score Point

The Bath-Woolwich Bridge in Maine will have the longest precast balanced cantilever concrete segmental span in America—128 m (420 ft)—when completed. It carries U.S. Route 1 over the Kennebec River between the city of Bath and the town of Woolwich. The bridge is scheduled for completion in July 2000. The bridge designed by the design-build team has a total length of 906 m, with 12 spans at lengths of 56-56-56-80-128-116-101-101-62-50-50-50 m. The 56- and 50-m end spans are cast-in-place concrete box girders. The center spans are precast concrete segmental erected in balanced cantilever. The two-cell box girder superstructure segments vary in depth from 6 m at the piers to 2.8 m at midspan. The Maine Department of Transportation developed a unique procedure to select a design-build team for this project, which included prequalifying four design-build teams to submit proposals; scoring of technical proposals by a diverse group of 19 individuals; and combining scores with price by dividing the price by the score, with the lowest price per score point winning. The Maine Department of Transportation’s design-build selection process assured Maine of the best value for this important project.

USE OF THE ALTERNATIVE TECHNICAL CONCEPTS IN TRANSPORTATION PROJECTS

2017 ◽  
Vol 4 (1) ◽  
Author(s):  
Ali Touran ◽  
Firooz Panah
Keyword(s):  
The United States ◽  
Department Of Transportation ◽  
Advantages And Disadvantages ◽  
Transportation Projects ◽  
First Case ◽  
Best Value ◽  
Federal Highway ◽  
Design Build ◽  
Request For Proposal ◽  
Selection Of

The use of Alternative Technical Concepts (ATC) is becoming widespread in design-build transportation projects in the United States. According to Federal Highway Administration (FHWA) ATC is a request by a proposer (usually in design-build projects) to modify a contract requirement for gaining competitive advantage over competition. The owner, usually a state department of transportation, requires that the ATC provide a better or at least equal solution to the owner’s design requirements. In Design-Build (DB) projects, the ATC is usually proposed by a proposer during the Request for Proposal (RFP) process and is considered in the evaluation and selection of the proposers in conjunction with the Best Value (BV) method of selection. In this paper, the authors have focused on two case studies involving ATC implementation and negotiations with the Massachusetts Department of Transportation (MassDOT) highlighting advantages and disadvantages of using ATC in DB contracts. In each case, the nature of ATC and the approval process is discussed. In the first case, the approved ATCs provided the proposer with a clear advantage in winning a contract with the agency despite not being the low bidder. In the second case, the proposed and approved ATCs did not result in winning a contract despite being the low bidder.

Innovative Design and Construction of Chesapeake and Delaware Canal Bridge

2000 ◽  
Vol 1696 (1) ◽  
pp. 44-48
Author(s):  
W. Denney Pate
Keyword(s):  
Selection Process ◽  
Precast Concrete ◽  
Box Girders ◽  
Time Saving ◽  
Innovative Design ◽  
Construction Techniques ◽  
Primary Focus ◽  
Cable Stays ◽  
Box Piers ◽  
Concrete Elements

An outstanding accomplishment of bridge design, construction, and management, the Chesapeake and Delaware (C&D) Canal Bridge demonstrates that precast, segmental, cable-stayed bridges can be an economical and aesthetically pleasing solution in an area of the country where steel bridges are predominant. The C&D Canal Bridge is the first major concrete segmental cable-stayed bridge structure to be completed in the Northeast. The $58 million C&D Canal Bridge is a precast concrete, segmental structure 1417 m (4,650 ft) in length. Twin parallel box girders were designed to provide six lanes of travel with a total bridge width of 38.7 m (127 ft), with each precast box girder containing three 3.65-m (12-ft) lanes and two 3-m (10-ft) shoulders. Innovative construction techniques, economy, and aesthetics were the primary focus of the construction and design solutions used for the 229-m (750-ft) cable-stayed main-span crossing. The bridge was completed on schedule, with no claims or suits, at a cost slightly under the original bid. A quality-based selection process for the bridge designer, a prequalification process for the selection of the contractor, a disputes review panel, and informal partnering during construction all contributed greatly to a very successful project. The use of precast concrete elements provided an efficient and time-saving technique for the construction of this bridge. In addition, precast concrete box girders, box piers, and delta frames were designed to anchor the cable stays and make the parallel trapezoidal box girders monolithic throughout the main span.

Precast Concrete Segmental Bridge Piers under Ship Impact

2016 ◽  
Vol 106 (6) ◽  
pp. 683-690 ◽  
Author(s):  
Hai FANG ◽  
Lu ZHU ◽  
Francis T.K AU
Keyword(s):  
Precast Concrete ◽  
Bridge Piers ◽  
Segmental Bridge

Evaluation of Road Utilisation as Space For Holding Social Ceremonies in Indigenous Residential Area of Ogbomoso, Nigeria

2018 ◽  
Vol 1 (March 2018) ◽  
Author(s):  
S.A Okanlawon ◽  
O.O Odunjo ◽  
S.A Olaniyan
Keyword(s):  
Transport Infrastructure ◽  
Noisy Environment ◽  
Policy Makers ◽  
The Core ◽  
Local Roads ◽  
Strict Enforcement ◽  
The Mean ◽  
The One ◽  
The City ◽  
The Town

This study examined Residents’ evaluation of turning transport infrastructure (road) to spaces for holding social ceremonies in the indigenous residential zone of Ogbomoso, Oyo State, Nigeria. Upon stratifying the city into the three identifiable zones, the core, otherwise known as the indigenous residential zone was isolated for study. Of the twenty (20) political wards in the two local government areas of the town, fifteen (15) wards that were located in the indigenous zone constituted the study area. Respondents were selected along one out of every three (33.3%) of the Trunk — C (local) roads being the one mostly used for the purpose in the study area. The respondents were the residents, commercial motorists, commercial motorcyclists, and celebrants. Six hundred and forty-two (642) copies of questionnaire were administered and harvested on the spot. The Mean Analysis generated from the respondents’ rating of twelve perceived hazards listed in the questionnaire were then used to determine respondents’ most highly rated perceived consequences of the practice. These were noisy environment, Blockage of drainage by waste, and Endangering the life of the sick on the way to hospital; the most highly rated reasons why the practice came into being; and level of acceptability of the practice which was found to be very unacceptable in the study area. Policy makers should therefore focus their attention on strict enforcement of the law prohibiting the practice in order to ensure more cordial relationship among the citizenry, seeing citizens’ unacceptability of the practice in the study area.

The Church, the City, and Modernity

2017 ◽  
Vol 72 (1) ◽  
pp. 101-111
Author(s):  
Florian Mazel
Keyword(s):  
Political Philosophy ◽  
Political History ◽  
The State ◽  
Protestant Reformation ◽  
Binary Opposition ◽  
Institutional Church ◽  
The City ◽  
The Town ◽  
The Church ◽  
Political Figure

Dominique Iogna-Prat’s latest book, Cité de Dieu, cité des hommes. L’Église et l’architecture de la société, 1200–1500, follows on both intellectually and chronologically from La Maison Dieu. Une histoire monumentale de l’Église au Moyen Âge (v. 800–v. 1200). It presents an essay on the emergence of the town as a symbolic and political figure of society (the “city of man”) between 1200 and 1700, and on the effects of this development on the Church, which had held this function before 1200. This feeds into an ambitious reflection on the origins of modernity, seeking to move beyond the impasse of political philosophy—too quick to ignore the medieval centuries and the Scholastic moment—and to relativize the effacement of the institutional Church from the Renaissance on. In so doing, it rejects the binary opposition between the Church and the state, proposes a new periodization of the “transition to modernity,” and underlines the importance of spatial issues (mainly in terms of representation). This last element inscribes the book in the current of French historiography that for more than a decade has sought to reintroduce the question of space at the heart of social and political history. Iogna-Prat’s stimulating demonstration nevertheless raises some questions, notably relating to the effects of the Protestant Reformation, the increasing power of states, and the process of “secularization.” Above all, it raises the issue of how a logic of the polarization of space was articulated with one of territorialization in the practices of government and the structuring of society—two logics that were promoted by the ecclesial institution even before states themselves.

A Greek Carnival

1919 ◽  
Vol 39 ◽  
pp. 110-115
Author(s):  
D. S. Robertson
Keyword(s):  
Good Night ◽  
The World ◽  
The City ◽  
The Town

In the discussion of Greek dramatic origins, a curious passage of Apuleius has never, so far as I know, been mentioned.In the second book of the Metamorphoses the hero Lucius describes a feast given at Hypata in Thessaly by his rich relative Byrrhena. After the feast Byrrhena informs him that an annual festival, coeval with the city, will be celebrated next day—a joyous ceremony, unique in the world, in honour of the god Laughter. She wishes that he could invent some humorous freak for the occasion. Lucius promises to do his best. Being very drunk, he then bids Byrrhena good-night, and departs with his slave for the house of Milo, his miserly old host. A gust blows out their torch, and they get home with difficulty, arm in arm. There they find three large and lusty persone violently battering the door. Lucius has been warned by his mistress, Milo's slave Fotis, against certain young Mohawks of the town—‘uesana factio nobilissimorum iuuenum’—who think nothing of murdering rich strangers. He at once draws his sword, and one by one stabs all three. Fotis, roused by the noise, lets him in and he quickly falls asleep.

Shear connection between precast concrete bridge segments built with thin-walled elements

2021 ◽  
Author(s):  
Tobias Huber ◽  
Stephan Fasching ◽  
Johann Kollegger
Keyword(s):  
Precast Concrete ◽  
Deformation Behaviour ◽  
Lateral Force ◽  
Test Results ◽  
Construction Time ◽  
Shear Connection ◽  
Force Transfer ◽  
Strength And Deformation ◽  
Thin Walled ◽  
Segmental Bridge

<p>Segmental bridge construction combines the advantages of prefabrication, for example the reduction of construction time and very high product quality, with those of common bridge erecting methods. Short precast segments are assembled and prestressed to form the complete superstructure. New methods divide these segments into prefabricated elements to create new lighter versions of the segments. For this to work, new joint types must be developed which can ensure the force transfer between the segments. In this paper, several methods, including a new concept for joining thin-walled pre-fabricated elements, are described. Push-off tests with a constant lateral force were carried out to assess the shear strength and deformation behaviour. The main parameters were the joint type (wet joints: plain, grooved, keyed; dry joints), the mortar type, and the level of lateral force. In this paper, the test results are presented and recalculations with a design code are shown.</p>

The sirch (Kerman, Iran) earthquake of 28 July 1981—A field investigation

1982 ◽  
Vol 72 (3) ◽  
pp. 841-861
Author(s):  
Hojjat Adeli
Keyword(s):  
Vertical Displacement ◽  
Field Investigation ◽  
Steel Buildings ◽  
Maximum Width ◽  
Epicentral Area ◽  
Historical Monuments ◽  
Fresh Surface ◽  
The City ◽  
The Town ◽  
Epicentral Region

abstract On 28 July 1981 at 17:22 UTC, the Kerman province of southern Iran was shaken by the largest and the most destructive earthquake in its history. Its surface-wave magnitude was about 7.2. The epicenter of the earthquake was located about 45 km southeast of the city of Kerman, the capital of the Kerman province. The shock killed nearly 3,000 people, left more than 31,000 homeless, and destroyed virtually all buildings in the epicentral region within a radius of 30 km. The hardest hit place was the town of Sirch where about 2,000 people died out of a population of 3,500. Surface fractures were observed in several areas, and the earthquake was apparently associated with a fresh surface normal faulting. The maximum vertical displacement was about 1 m. The maximum width of the fracture was 0.5 m. Also, extensive landsliding and numerous rockfalls were observed within the area of maximum damage. Most houses in the epicentral area are of adobe construction, made of sundried clay brick walls, and heavy domed roofs or vaults with clay or mud mortar. Most casualties were due to the collapse of these adobe buildings. However, the performance of unreinforced or reinforced brick buildings, historical monuments, steel buildings, and other types of structures during the earthquake is also discussed in this paper.

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