September/October 2002
Bridge Rebuilt on the Fast Track
by
Timothy Barkley and Gary Strasburg
When
a crash occurs on a main travel artery, it can back up traffic for
miles—causing a chain reaction affecting every route in the vicinity.
If the incident occurs at an interchange of three major highways and
destroys a well-traveled bridge, transportation officials have the
makings of a major congestion emergency.
This
exact scenario occurred at the junction of Interstates 65, 20, and
59 in downtown Birmingham, AL, on Saturday, January 5, 2002. At approximately
10 a.m., a gasoline tanker truck hit the I-65 Southbound bridge. Fire
and heat caused the steel girders to sag up to 3 meters (10 feet)
on one side. The interchange was engulfed in smoke that filled the
skyline, visible to motorists and residents of the city.
The Alabama
Department of Transportation (ALDOT); other State, local, and Federal
agencies; contractors; media; and the public all worked together to
cope with one of Alabama's most devastating highway crashes. The story
of their collaboration is a success story unlike any other in the
State's transportation history.
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View
of I-65 and I-59 minutes after the crash took place.
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All
photos by Alabama Department of Transportation |
View
of the I-65 bridge engulfed by smoke. |
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Collapse
of the Bridge
It all
began when a car pulled in front of a gasoline truck to avoid missing
an exit, and the truck, to keep from hitting the car, swerved and
plowed into a bridge support under I-65 Southbound. The truck, which
was hauling 37,475 liters (9,900 gallons) of fuel, exploded into a
fireball that was estimated to have reached more than 1,093C (2,000F)
at one point. The heat caused several of the bridge's steel girders
to sag approximately 2 to 3 meters (7 to 10 feet), collapsing the
structure.
Amazingly,
only the driver of the truck was killed. But the crash closed not
only I-65 Southbound but I-65 Northbound as well. Approximately 140,000
vehicles per day would be affected by the closure, costing users at
least $100,000 a day. ALDOT had to take action immediately.
The first
ALDOT employee to arrive on the scene was Michael Mahaffey, district
engineer, District 1-Third Division. According to Mahaffey, the smoke
and heat were so intense that he could not make a definitive assessment
of the damaged bridge. "But it didn't look good," he says.
"It looked like all of the bridge would probably have to be replaced."
When
Miller Gorrie, chairman and CEO of Brasfield & Gorrie (who had
a key role in rebuilding the bridge) walked outside that Saturday
morning, he saw smoke rising in the west and wondered what was going
on. "At first, I thought my church was on fire," he says,
a natural fear because the congregation had just rebuilt the church
due to fire. "But then I realized it was on the other side of
town." As he drove downtown and got closer to the crash site,
he was told that the I-65 Southbound bridge was closed. Understanding
the severity of congestion that this could cause, Gorrie called a
colleague, Walter Morris, president of The Morris Group, Inc., (another
key player in this success story) to tell him about the incident.
Morris
was in his office that Saturday morning and had already heard about
the fire. He and his employees began making calls to ALDOT personnel
to determine the nature and severity of the incident. Morris then
proceeded to the scene to offer his services to ALDOT in taking down
the bridge.
Farther
south, in Montgomery, AL, Tim Colquett, supervisor of ALDOT's Bridge
Design Section, was enjoying a weekend of deer hunting but happened
to have his radio turned on and responded to a page alert immediately.
Colquett then contacted Fred Conway, P.E., bridge engineer, and told
him that he was headed to Birmingham to see what needed to be done.
When
Colquett arrived, his assessment of the bridge condition was that
the span over the interstate was "toast."
Pulling
the Team Together
That
same day ALDOT Director Paul Bowlin visited the site to make sure
everything possible was being done, offer encouragement to the local
maintenance crews, and assess the actions needed to reopen the interstate.
As the
news began to travel throughout the State and was picked up by the
national media, State and Federal officials convened an emergency
meeting. Less than 24 hours after the crash took place, Bowlin met
with all involved officials at ALDOT's headquarters in Montgomery.
Everyone at that Sunday morning meeting agreed that the bridge had
to be completely removed and rebuilt within 90 days. To get the job
done quickly, the meeting participants decided that the State would
have a bridge design ready within 6 days, and ALDOT would provide
the chosen contractor with an incentive/disincentive for early or
late completion.
Joe Wilkerson,
division administrator of the Federal Highway Administration's (FHWA)
Alabama office, and the division's bridge engineer, Robert King, took
part in that Sunday meeting. Wilkerson's role in the project was to
oversee the Federal assistance needed to help the State rebuild the
bridge. He and his staff also provided expertise and coordination
support for ALDOT's officials and engineering staff. Once ALDOT had
furnished all the documentation needed for approval of an Emergency
Relief (ER) request, Wilkerson submitted it with his approval. The
estimated request was $1.5 million, more than twice the ER eligible
amount.
"Without
the partnership between ALDOT and all concerned organizations,"
says Wilkerson, "this could not have happened within the time
frame that it did."
Demolition
and Detours
District
1 maintenance people began reporting to work by Saturday afternoon—even
before their supervisors called them. George Conner, bridge maintenance
engineer for ALDOT, oversaw the initial clean up, working with the
District 1 and Division maintenance crews and State bridge maintenance
crews.
Congestion
relief was on the way. Less than 48 hours after the crash, the first
I-65 Northbound lane was open. Two additional lanes were opened the
following day. Many of the workers worked 48 straight hours.
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The
beginning of the demolition of the bridge.
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Installing
traffic signs, re-phasing traffic signals, and rerouting traffic all
had to be done immediately. District 1-Third Division sign crews began
installing detour signs, and that work continued for 10 days. The
signs included 11 portable message boards, 30 detour signs on overhead
bridge sign structures, and 141 road trailblazers' signs. The City
of Birmingham adjusted the timing of 35 traffic signals on the surface
streets.
Intelligent
Transportation Systems (ITS) played a significant role throughout
the project. Forced to ad lib on site, the ITS staff programmed variable
message signs to provide around-the-clock information and updates.
Many late nights and a lot of overtime produced a detour traffic plan,
which cut down on congestion delays. ITS technology and Web pages
also were used to keep drivers apprised of times and alternate routes.
ITS even provided truck stops with up-to-date information on detours
and the status of construction.
Design
for No Delays
In the
meantime, Tim Colquett and Fred Conway of ALDOT's Bridge Design Section
were working with their team to complete the new bridge design plans.
As they worked on the design plans, Robert King provided on-site FHWA
review and approval of the design.
The team
considered various options. One possibility was to replace Spans 2
and 3 only, using plans from the original bridge—that is, replace
in kind. Another option was to replace the entire bridge with a one-span
bridge with girders perpendicular to the roadway, eliminating skew.
A third possibility was to replace the entire three-span bridge using
American Association of State Highway Transportation Officials (AASHTO)
type IV prestressed concrete (PSC) girders. The decision: completely
replace with prestressed concrete girders. Because of the accelerated
time frame for completing the bridge, the designers could not afford
the time delay that steel girders would have involved.
To accommodate
future widening of Northbound I-65 to include another lane and wider
shoulders, the original 36.6-meter (120-foot) span length was increased
to 42.7 meters (140 feet). In addition, 15.2-millimeter (0.6-inch)-diameter
strand was used instead of the normal 12.7-millimeter (0.5-inch) diameter.
Quick on-the-spot decisions had to be made in order to obtain bids
and award a contract.
"When
you are dealing with major interstates that are affected, you must
act and act quickly," says Conway. He and Colquett add that there
was never a sacrifice of quality or standards.
Conway
and his staff completed the bridge design plans in 6 days, holding
to the agreed projected date. The design plans were provided to a
selected group of contractors, and bids were opened the following
week.
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ALDOT's
bridge design team (left to right): Tim Colquett, Darry Hawkins,
Kevin Trawick, Winston Farrior, Kelly Weldon, Gary Wiggins,
and Jeff Huner.
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The
Construction Phase
This
was the fastest contracted project in ALDOT's history. The contract
went to The Morris Group and Brasfield & Gorrie, a joint contractor
venture that was acceptable to ALDOT. Their joint bid was $2.09 million.
The contract included a $25,000 incentive for each day completed earlier
than the 90-day completion date and a $25,000 penalty for each day
completed beyond that date.
The work
began at 12:01 a.m. on Monday, January 21, 2002, just 16 days after
the date of the crash. Some people thought construction would actually
take 6 months, and others predicted 90 days, but no one had any idea
that it would be completed in just 37 days.
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The
contractors put the construction in motion just after midnight
on January 21, 2002.
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Daniel
Graves, project engineer, District 1-Third Division, landed the project—his
first one. He was on the scene constantly. "I believed in what
I was doing, and the leadership was only a call away," he says.
"I can't say enough about the support that I got from management
and those who worked beside me," he adds.
Chris
Brown was the contractors' project superintendent, Juan Carlos Ospino
and Duncan Morris the project managers. The contractors worked 24
hours per day. Since it was a calendar day job, work went on rain
or shine. Amazingly, the contractors missed only 14 hours of work
due to extreme weather conditions during the 37 workdays.
On behalf
of ALDOT and FHWA, Mahaffey, Graves, and King all want to make it
clear that there was never any sacrifice of inspection or quality
control during the 24-hour work period. Night inspections were no
different than day. The contractor had to abide by the same regulations
and policies in these extreme circumstances
as it does under normal conditions.
Whatever
It Takes
Always
looking for ways to get the job done correctly and quickly, ALDOT
and the contractors produced some innovative ideas. Rather than one
shift of 8 to 12 hours in length, the contractors decided on two shifts,
each 12 hours long. The shifts consisted of 25 people each, and the
crews worked several phases of the project at once.
Safety
and quality of work were always paramount.
Another
innovation was the use of prefabricated concrete culvert sections
to construct each of the pier footings. The prefab culvert served
a dual purpose of providing sheeting and shoring for the excavation
and a form for pouring the concrete footings. Although not an initial
cost savings, this innovation saved a great deal of time in the long
run.
Another
time-saving decision was the use of precast concrete girders, which
were available much sooner than steel girders would have been. The
center 42.7-meter (140-foot) span utilized modified AASHTO-PCI BT-54
girders. The girders were built 50.8 millimeters (2 inches) wider
than usual, providing a 203.2-millimeter (8-inch) web to fit more
strands to accommodate the longer girder.
In an
effort to help prevent future problems, the designers included 1.83-meter
(6-foot)-high crash walls. The use of concrete girders also would
be a factor in preventing the bridge from bending in the event of
a future high-heat situation.
Fast-Tracking
the Bridge Construction
When
asked about what factors contributed to the early completion of the
bridge, the contractors pointed to the quick turnaround time by ALDOT
personnel in responding to the need for plan revisions and problem
resolutions. ALDOT bridge personnel were committed to giving this
project top priority, resulting in same-day turnaround for all reviews
and approvals.
High-Traffic
Bridge Built In Record Time
- Design
and detailing of a complex 3-span bridge completed in 4.5
calendar days (approximately 50 man days)
- Bridge
on 60-degree skew with super elevation transition in two directions
with a ridgeline
- Contractor
redesign of 42.7-meter (140-foot) span 2 Type IV to use modified
BT-54 girders (high-performance concrete—8,500 psi)
- 164
HP 12 x 53 steel piles driven
- 627
cubic meters (820 cubic yards) of concrete poured
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"If
the contractor can get quick decisions that will minimize the downtime
process, it would make any project successful," says Walter Morris.
"ALDOT did just that for us."
Coordination
and decision—making on construction also were on the fast track.
ALDOT inspectors were on site 24 hours a day. Concrete strength testing
was done whenever needed to facilitate getting the work done rapidly.
David Hand, assistant division construction engineer, served as the
on-call supervisor.
Across
the board, ALDOT staff attributes the success of the emergency response
to the contractors' management practices, especially scheduling and
planning. Vendors such as Sherman, the precast concrete girder producer,
also worked around the clock and voluntarily put other projects on
hold to focus on the bridge rebuilding.
Miller
Gorrie states that it was a win-win-win opportunity for the contractors,
ALDOT, and the traveling public. Gorrie made frequent visits day and
night to review the progress. "A job of this nature (Emergency
Relief), planned by ALDOT, motivated us to perform and act quickly,"
he says. "The media motivated us, too, and ALDOT provided total
cooperation."
Equally
remarkable was the support of the news media and the local public.
Newspaper and television personnel provided information, which kept
the public aware of traffic congestion and alternate routes. Motorists
avoided the area by using local roads and streets. The news media
also maintained a constant update of construction progress, which
served as a reminder of how hard everyone was working to get the road
opened as soon as possible, showing that everything humanly possible
was being done.
Developing
a relationship with the news media even before this incident seemed
to help when crunch time came. They provided support that caused a
groundswell of encouragement from the public.
James
Horsley, division engineer, Third Division, reports that the department
typically receives a number of phone calls during construction. Not
this time. "We did not get any complaints from customers,"
he says.
Not to
be forgotten is the outstanding assistance provided by police, firefighters,
road emergency personnel, and Alabama State Troopers who provided
a 40-kilometer (25-mile) escort for the girders and aerial surveillance.
The Alabama Department of Environmental Management (ADEM) also was
exceptionally supportive. ADEM personnel cleared the site of hazardous
materials to make it safe for construction workers even before the
demolition was complete.
Finished
53 Days Ahead of Schedule
On February
27, 2002—only 53 days after the crash and, coincidentally, 53
days ahead of schedule—Governor Don Seigelman cut the ribbon
officially opening the I-65 Southbound lane and I-59 Southbound lane
ramp to traffic. No one had thought that this interchange emergency
recovery could have taken off so swiftly. The original projection
date was April 20, 2002.
"Never
before has so much been done in such a short time in bridge construction
to benefit so many," ALDOT's Fred Conway concludes. "ALDOT
did all it could to speed construction, but the end result was due
to the contractor's dedication and determination to meet or exceed
his schedule."
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Alabama
Governor Don Seigelman, surrounded by workers, media, and others,
cuts the ribbon for the newly rebuilt I-65/I-59 interchange
bridge.
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Timothy
Barkley has been with FHWA's Southern Resource Center (SRC)
as a marketing specialist since December 2000 and has developed
a portfolio of monthly success stories and progress-in-motion articles.
Bark-ley is also the contact for Technology Deployment in the SRC.
He looks forward to the many opportunities to showcase the accomplishments
of this center and the SRC's regional area. He can be reached by
e-mail at Timothy.Barkley@fhwa.dot.gov
or by phone 404-562-3732.
Gary
Strasburg is the public affairs specialist for FHWA's SRC. Although
he's been in that position only since March, he brings a wealth
of experience as a public affairs officer with the Air Force Reserve.
In that capacity, he was able to publicize many Air Force Reserve
activities and looks forward to the opportunity to highlight the
work that is being performed by the SRC. He can be contacted by
e-mail at Gary.Strasburg@fhwa.dot.gov
or by phone 404-562-3668.
For
more information, please contact: Michael Mahaffey, ALDOT District
Engineer, 205-581-5702; Robert King, FHWA AL Division Bridge
Engineer, 334-223-7376; or Jeff Smith, FHWA-SRC Structural
Design Engineer, 404-562-3905.
Other
Articles in this issue:
Walking the Safety Walk
The Bridges That Good Planning and Execution Rebuilt
War on Weeds
Red Lights Mean Stop
Bridge Rebuilt on the Fast Track
Stop. You're Going the Wrong Way!
Toledo's
New Signature Structure
Spotlight on Safety
Take Me Home, Country Roads
Superpave Comes of Age