THE CONCRETE BRIDGE MAGAZINE

WINTER 2014

ASPIRE is a quarterly magazine published by PCI in cooperation with the associations of the National Concrete Bridge Council. The editorial content focuses on the latest technology and key issues in the Concrete Bridge Industry.

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The tallest bridge in Ohio and the first cast- in-place, concrete segmental box-girder structures owned by the Ohio Department o f Tr a n s p o r t a t i o n ( O D O T ) b e g a n construction over the scenic Little Miami River in June 2010. The six-span, twin bridges have three 440-ft-long main spans, one interior span of 416 ft, and side spans lengths of 229 and 270 ft. The top of deck is elevated 239 ft above the valley floor. A variable-depth, single-cell, box-girder cross section with cantilevered deck overhangs provides a 52-ft-wide bridge deck to accommodate two 12-ft-wide traffic lanes, a 12-ft-wide emergency lane, and two shoulders with widths of 6 and 10 ft. The addition of two traffic barriers results in a top flange width of 55 ft. All pier substructure elements are outside the Little Miami River. Four of the five piers are monolithic with the box girder superstructure; one exterior pier and both bridge abutments support the superstructure on sliding bearings. The hollow-box monolithic pier sections vary in height from 24 to 129 ft, with an additional upper 65 ft section of the piers formed in a split-leaf configuration and a 25-ft-deep pier section sits on top of all four piers. The bridge is supported on either driven steel HP piling or reinforced concrete, cast-in, drilled-hole (CIDH) shafts, depending on site geology. The HP14x89 piles were driven to an ultimate bearing of 314 tons; perimeter piles in the longitudinal direction were battered. Eight-foot-diameter drilled shafts provided end bearing capacity of 45 tons/ft 2 . Smaller HP14 pile sections and 3-ft-diameter drilled shafts were utilized at the rear and forward abutments, respectively. The new bridges replace two existing s t e e l t r u s s s t r u c t u re s t h a t w e re deemed too expensive to maintain and rehabilitate. Traffic flow in both directions needs to be maintained at all times on this important I-71 corridor connecting Cincinnati and Columbus. Traffic will be re-routed from the existing northbound bridge to the first bridge, which is constructed between the two existing steel structures. Demolition of the existing northbound bridge will then commence followed by construction in its place. When completed, northbound traffic will be directed onto the second bridge, profile JEREMIAH MORROW BRIDGE/I-71 / WARREN COUNTY, OHIO BRIDGE DESIGN ENGINEER: HNTB, Chicago, Ill. PRIME CONTRACTOR: Kokosing Construction Company Inc., Fredericktown, Ohio POST-TENSIONING CONTRACTOR: Schwager-Davis Inc., San Jose, Calif. OTHER SUBCONSULTANTS AND SUBCONTRACTORS: OmniPro Services LLC, Canton, Ohio; T.Y. Lin International, San Francisco, Calif.; Corven Engineering Inc., Tallahassee, Fla.; CTL Engineering, Columbus, Ohio. The location of these bridges over the Little Miami River, a National Scenic Waterway, necessitates an environmentally‐sensitive method of construction to minimize impact to the lush river valley. The contractor also needed to meet uniform concrete appearance requirements for the structural elements. Rendering: HNTB. by Karen Cormier, T.Y. Lin International; Murat Aydemir, HNTB; Ryan Cocco, Kokosing Construction Company Inc.; and Daniel P. Mendel, Ohio Department of Transportation Ohio's tallest bridge spans the scenic Little Miami River Jeremiah Morrow Bridge 12 | ASPIRE , Winter 2014 P R O J E C T AspireBook_Win14.indb 12 12/10/13 12:53 PM

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