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Quick Bridge spans the Bulkley River in Quick, British Columbia approximately 25-kilometers south of Smithers, BC. The bridge connects Quick East Road on the north and Quick Station Road on the south and is located approximately 3-kilometers south of Highway 16.

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The Nation's bridges have a median age of 40 years, and today many structures need reconstruction. But increased traffic and urban congestion demand outside-the-box thinking to accelerate construction. In 2001 the AASHTO Technology Implementation Group, known as the TIG, chose prefabricated bridge elements and systems as one of the innovative technologies that promises the highest payoff. (Others include accelerated construction and intelligent traffic systems in work zones.) To encourage implementation of bridge prefabrication, the AASHTO group sponsors workshops, provides speakers for related conferences and other meetings, and publishes a Web site (www.aashtotig.org) that includes information on a number of prefabricated bridge projects that have been constructed to date.

The AASHTO group and FHWA are encouraging this technology because of the many advantages for bridge owners, engineers, builders, and the traveling public. First, use of prefabricated elements or systems minimizes traffic impacts. For example, contractors can perform time-consuming formwork assembly, concrete casting, and curing offsite in a controlled environment away from traffic. Prefabricated bridge designs are more constructible because the offsite work reduces time onsite dealing with constraints such as heavy traffic, extreme elevations, long stretches over water, and tight urban work zones.

With traffic control running anywhere from 20 to 40 percent of construction costs and user delays priced at thousands of dollars per day in heavy traffic areas, States and owners will realize cost savings from accelerated bridge construction. Then as the technology becomes standard practice, costs will decrease.

The conference showcased a wide range of bridges of all sizes. Five outstanding prefabricated bridges presented here are Lake Ray Hubbard in Dallas, TX; James River in Richmond, VA; Baldorioty de Castro Avenue in San Juan, Puerto Rico; Mitchell Gulch in Castle Rock, CO; and Reedy Creek Bridge in Orlando, FL.

With Texas containing one-twelfth (approximately 49,000) of the Nation's bridges, the Texas Department of Transportation (TXDOT) has experimented with prefabricated elements for decades. The agency now is expanding its use of prefabricated elements to include entire systems. On the eastbound two-lane Lake Ray Hubbard Bridge, the contractor took one look at the power lines just 14 meters (45 feet) from the work zone and decided that the combination of a rocking barge and a crane's mast arms posed an unacceptable risk. Because the bridge's 43 pier caps had repeating elements, prefabrication could be cost effective.

For most of the 101 spans, the contractor erected preconstructed composite units consisting of a 222-millimeter (8.75-inch) deck over steel plate girders. A nearby casting yard precast the units. Overnight, the work crews removed the old bridge span, prepared the gap for the new preconstructed composite unit, set the unit in place, sealed slab joints, and post-tensioned slabs transversely.

This Puerto Rico project, which was highlighted at the conference, demonstrated how to deliver urban bridge projects in weeks instead of months or years using prefabrication methods. The contractor, with exacting sequencing, pieced together the two totally prefabricated overpasses in just two weekends.

To ease congestion on a San Juan road that carries more than 100,000 vehicles per day, the engineering contractor designed the prefabricated overpasses at two intersections for the San Juan Department of Transportation and Public Works. The construction contractor erected two 275-meter (900-foot)-long and two 214-meter (700-foot)-long totally prefabricated bridges in two stages.

Plans by the Colorado Department of Transportation (CDOT) specified a cast-in-place box culvert to replace a 49-year-old deteriorated timber structure rated as one of Colorado's 10 worst bridges. But when the Denver-based contractor examined the long grade leading down to the Mitchell Gulch Bridge and the resulting dangerous detour, he decided that he could replace this 12-meter (40-foot)-long bridge in a weekend instead of a couple of months.

On a previous project with the same conditions, the driver of an 18-wheeler coming down the hill had lost brakes on 14 of the wheels, crashed through the barricades, and killed two employees. Two contractors approached CDOT with a value design/construction engineering proposal to replace this bridge in a weekend within the same cost parameters as a conventional project. Plus this plan would minimize inconvenience to the 12,000 daily commuters, who had no reasonable alternative route.

The prefabrication manufacturer from Littleton precast 90 percent of the new bridge, including substructure units such as wing walls and abutment walls, along with the more common precast deck units to enable rapid assembly. The contractor prepared steel piles to support the precast substructure units ahead of time. The contractor and engineering manager orchestrated every minute of the weekend with contingency plans such as backup equipment servicing, leaving little to chance. The contractor made field adjustments on several prefabricated elements.

At 7 p.m. on a Friday, the contractor rerouted traffic and began dismantling the old structure. By Saturday at 1 a.m., crews had placed abutments and wing walls, and welded them to the steel piles and to each other. When a fiber-optic line was encountered, the construction team adjusted the angle of the wing walls to accommodate the line. At the same time, crews rehabilitated the streambed with riprap. On Saturday afternoon, after placing the flowable fill behind the abutment walls, the team lowered, grouted, and post-tensioned the precast girders. Work stopped at 11 p.m. so the crew could rest and then resumed Sunday at 7 a.m. The crew completed the earthwork, backfilling, and asphalt paving on the bridge and approach, opening the structure by 5 p.m. in a record 37 hours of actual construction.

To mitigate the environmental impacts of heavy equipment on the Reedy Creek wetlands at the Animal Kingdom Entrance to Disney World, Walt Disney Imagineering committed to a top-down construction process using precast pile caps, prefabricated deck planks, and steel pipe piles. The Reedy Creek Bridge has two parallel 305-meter (1,000-foot)-long bridges widening from 13-meters (43 feet) for the first 73 meters (240 feet) to 16 meters (53 feet) wide for the remainder. Utilities cross Reedy Creek in a 4.3-meter (14-foot) gap between the two bridges.

The selected contractor won the project with a design that resulted in net savings of $950,000 on the $8.3 million project. The design met Florida Department of Transportation standards, maintained the bridge span and roadway deck configuration, reduced the number of support piles, and simplified the precast pile caps. In addition, the design used 2-meter (6-foot)-wide deck panels that are 381 millimeters (15 inches) thick at the center and 610 millimeters (24 inches) thick at the ends instead of 457-millimeter (18-inch) constant depth panels.

Mary Lou Ralls, P.E., chairs the AASHTO TIG (Technology Implementation Group) on Prefabricated Bridge Elements and Systems. She serves as director of the Bridge Division at TXDOT where she started as a bridge design engineer in 1984. She earned her bachelor's in civil engineering in 1981 and her master's in structural engineering from the University of Texas at Austin in 1984. Since 1996 she has chaired and worked on various committees for AASHTO, the National Cooperative Highway Research Program, and the Transportation Research Board, and published numerous articles on bridge topics.

Benjamin M. Tang, P.E., serves as the senior structural engineer in the Office of Bridge Technology for FHWA and has spent most of his 27-year FHWA career in bridge engineering. He earned his bachelor's in civil engineering from the University of Maryland and his master's in structural engineering from the University of Illinois at Urbana. He serves on various task forces and committees in bridge design and construction engineering. He has published numerous articles on the technology of fiber-reinforced polymer composites for bridges.

For more information, States and professional organizations may request speakers on prefabricated bridge technology for workshops and conferences by contacting Mary Lou Ralls, mralls@dot.state.tx.us, or Benjamin Tang, benjamin.tang@fhwa.dot.gov. Upcoming workshops, conferences, research results, and other opportunities for bridge professionals are announced on the AASHTO TIG Web site www.aashtotig.org, along with links to specific FHWA Web sites on prefabrication and accelerated construction. For information on A plus B bidding, visit www.fhwa.dot.gov/programadmin/ contracts or www.ic.usu.edu. For precast prefabricators, check the geographical list of prequalified Precast/Prestressed Concrete Institute members at www.pci.org. 2351a5e196