Best Practices in Accelerated Construction Techniques by Blanchard, Brian A; Bohuslav, Thomas R; Schneider, PDF

By Blanchard, Brian A; Bohuslav, Thomas R; Schneider, Christopher; Anderson, Stuart; Schexnayder, Cliff J; DeWitt, Steven D; Raymond, George; Sheffield, Richard

This test keen on development operations and administration practices to speed up the supply of building initiatives. traveling 5 states from the East to West Coasts, the test crew sought details from DOT employees and contractors on practices that speed up venture building. The crew visited with transportation leaders in: 1. Jacksonville and Pensacola, Florida; 2. Birmingham and Montgomery, Alabama; three. Houston, Texas; four. Salt Lake urban, Utah; and five. Sacramento and Oakland, California. Transportation organisation representatives, contractors, providers, and engineering experts having sped up venture adventure shared their viewpoints and information at conferences with the experiment crew. The group then evaluated those practices for his or her capability program by means of different transportation organisations. The workforce chanced on that, for each venture tested, the first issue resulting in luck used to be a lively attempt of partnership and collaboration among the DOT and the contractor, including a supportive layout and/or layout procedure.

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Detailed planning and scheduling allowed the contractor to effectively attack the work on multiple fronts. The smaller JV partner (in terms of contractor volume) was a veteran bridge builder with years of experience on DOT projects. This partner, which was familiar with DOT contracting requirements, managed the projects. The other partner was a general contractor with diverse experience building health-care, industrial, office, institutional, retail, educational, and water-treatment facilities.

Caltrans’ ability to quickly procure the steel was the critical factor governing construction time to complete the two-span I-580 bridge. The design, therefore, conformed to currently available materials that could easily be fabricated immediately. On the day of the accident, Caltrans officials mobilized a worldwide search to assess steel availability and fabrication capabilities. This information, gathered within two days, became a critical guide for engineers selecting the reconstruction alternatives.

The original design had a total of 120 girders; now only 60 girders were needed. A standard double-tee section is typically suitable for 40- to 65foot span lengths, but was not an option in Caltrans-approved beam sections for such long spans used for the replacement bridge. The proposed beam design used two-stage posttensioning to maintain continuity of the superstructure under applied loads. Cast-in-place diaphragms between beams and first-stage posttensioning were used to create continuity under the weight of the 6-inch-thick deck slab.

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Best Practices in Accelerated Construction Techniques by Blanchard, Brian A; Bohuslav, Thomas R; Schneider, Christopher; Anderson, Stuart; Schexnayder, Cliff J; DeWitt, Steven D; Raymond, George; Sheffield, Richard


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