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Utah Demonstration Project

Rapid Removal and Replacement of the 4500 South Bridge over I-215 in Salt Lake City
Final Report April 2009

Table of Contents

• Introduction
  • Highways for LIFE Demonstration Projects
  • Report Scope and Organization
• Project Overview and Lessons Learned
  • Project Overview
  • Data Collection
  • Economic Analysis
  • Lessons Learned
  • Conclusions
• Project Details
  • Background
  • Project Description
• Data Acquisition and Analysis
  • Safety
  • Construction Congestion
  • Quality
  • User Satisfaction
• Technology Transfer
• Economic Analysis
  • Construction Time
  • Detour
  • Construction Costs
  • User Costs
  • Cost Summary
• Appendix A: User Satisfaction Survey
• Appendix B: Workshop Agenda

List of Figures

• Figure 1. Existing typical section.
• Figure 2. Delaminated column.
• Figure 3. Shoring the bent caps.
• Figure 4. Plan view of the new 4500 South Bridge.
• Figure 5. Schematic view of temporary abutments.
• Figure 6. Side view of the new superstructure in the staging area.
• Figure 7. View of the east spread footing.
• Figure 8. View of the CIP abutment.
• Figure 9. View of CIP wingwall.
• Figure 10. Soil nailing of the approach embankment.
• Figure 11. Backfill aggregate.
• Figure 12. Placement of backfill material.
• Figure 13. Seating the backfill material.
• Figure 14. Precast approach slabs.
• Figure 15. Sleeper slab reinforcement assembly.
• Figure 16. Demolition of railing and median.
• Figure 17. Approach panel removal.
• Figure 18. Lifting and removing the first span.
• Figure 19. Demolition area.
• Figure 20. Demolition of the columns and bent caps.
• Figure 21.View of abutments and wingwalls with no superstructure.
• Figure 22. Moving the new superstructure.
• Figure 23. Another view of moving the superstructure.
• Figure 24. Top view of the deck over the abutments.
• Figure 25. Spectators watching the removal and replacement of the 4500 South Bridge.
• Figure 26. View of the new 4500 South Bridge.
• Figure 27. Another view of the new 4500 South Bridge.
• Figure 28. OBSI dual probe system and the SRTT.
• Figure 29. Mean A-weighted sound intensity one-third octave frequency spectra.
• Figure 30. Laser profiler mounted behind the test vehicle.
• Figure 31. Mean IRI values.
• Figure 32. UDOT and contractor overall performance.
• Figure 33. Stakeholders’ overall satisfaction.
• Figure 34. Workshop participants.
• Figure 35. Workshop presenters.
• Figure 36. UDOT survey respondents.
• Figure 37. UDOT and contractor safety performance.
• Figure 38. UDOT and contractor performance on detours during construction.
• Figure 39. UDOT and contractor performance on traffic movement during construction.
• Figure 40. UDOT and contractor performance on noise during construction.
• Figure 41. UDOT and contractor performance on construction time.
• Figure 42. Stakeholder information level during construction.
• Figure 43. Overall project performance for UDOT and contractor.
• Figure 44. Stakeholders’ overall satisfaction with project results.
• Figure 45. Least effective information sources.
• Figure 46. Most effective information sources.

List of Tables

• Table 1. 4500 South Bridge capital cost calculation table.
• Table 2. UDOT survey respondents.
• Table 3. UDOT and contractor performance.
• Table 4. Stakeholder satisfaction level.
• Table 5. Information sources.

Foreword

The purpose of the Highways for LIFE (HfL) pilot program is to accelerate the use of innovations that improve highway safety and quality while reducing congestion caused by construction. LIFE is an acronym for Longer-lasting highway infrastructure using Innovations to accomplish the Fast construction of Efficient and safe highways and bridges.

Specifically, HfL focuses on speeding up the widespread adoption of proven innovations in the highway community. "Innovations" is an inclusive term used by HfL to encompass technologies, materials, tools, equipment, procedures, specifications, methodologies, processes, and practices used to finance, design, or construct highways. HfL is based on the recognition that innovations are available that, if widely and rapidly implemented, would result in significant benefits to road users and highway agencies.

Although innovations themselves are important, HfL is as much about changing the highway community's culture from one that considers innovation something that only adds to the workload, delays projects, raises costs, or increases risk to one that sees it as an opportunity to provide better highway transportation service. HfL is also an effort to change the way highway community decisionmakers and participants perceive their jobs and the service they provide.

The HfL pilot program, described in Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU) Section 1502, includes funding for demonstration construction projects. By providing incentives for projects, HfL promotes improvements in safety, construction-related congestion, and quality that can be achieved through the use of performance goals and innovations. This report documents one such HfL demonstration project.

Additional information on the HfL program is at www.fhwa.dot.gov/hfl.

Notice

This document is disseminated under the sponsorship of the U.S. Department of Transportation in the interest of information exchange. The U.S. Government assumes no liability for its contents or use thereof. This report does not constitute a standard, specification, or regulation.

The U.S. Government does not endorse products or manufacturers. Trade and manufacturers' names appear in this report only because they are considered essential to the object of the document.

Form DOT F 1700.7 (8-72)     Reproduction of completed page authorized

Acknowledgments

The project team would like to acknowledge the invaluable insights and guidance of Federal Highway Administration (FHWA) Highways for LIFE Team Leader Byron Lord and Program Coordinators Mary Huie and Kathleen Bergeron, who served as the technical panel on this demonstration project. Their vast knowledge and experience with the various aspects of construction, technology deployment, and technology transfer helped immensely in developing both the approach and the technical matter for this document. The team also is indebted to Utah Department of Transportation engineers Jim McMinimee, Shana Lindsey, Lisa Wilson and Daniel Hsiao and FHWA Division Administrator Butch Waidelich and ITS and Structural Engineer Russ Robertson for their tireless advice, assistance, and coordination during this project.

Abbreviations and Symbols