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.
Issue link: http://www.aspiremagazinebyengineers.com/i/306186
2 | ASPIRE , Summer 2011 E D I T O R I A L Executive Editor John S. Dick Managing Technical Editor Dr. Henry G. Russell Managing Editor Craig A. Shutt Editorial Administration James O. Ahtes Inc. Art Director Paul Grigonis Layout Design Tressa A. Park Ad Sales Jim Oestmann Phone: (847) 838-0500 • Cell: (847) 924-5497 Fax: (847) 838-0555 firstname.lastname@example.org Reprint Sales Paul Grigonis (312) 360-3217 e-mail: email@example.com Publisher Precast/Prestressed Concrete Institute James G. Toscas, President Editorial Advisory Board William N. Nickas, Precast/Prestressed Concrete Institute (PCI) William R. Cox, American Segmental Bridge Institute (ASBI) Dr. David McDonald, Epoxy Interest Group (EIG) Dr. Henry G. Russell, Henry G. Russell, Inc. John S. Dick, J. Dick Precast Concrete Consultant LLC POSTMASTER Send address changes to A SPIRE 200 W. Adams St., Suite 2100 Chicago, IL 60606. Standard postage paid at Chicago, IL, and additional mailing offices. A SPIRE (Vol. 5, No. 3), ISSN 1935-2093 is published quarterly by the Precast/Prestressed Concrete Institute 200 W. Adams St., Suite 2100 Chicago, IL 60606. Copyright 2011, Precast/Prestressed Concrete Institute. If you have a project to be con sider ed for A SPIRE , send information to A SPIRE 200 W. Adams St., Suite 2100 Chicago, IL 60606 phone: (312) 786-0300 www.aspirebridge.org e-mail: firstname.lastname@example.org Cover Cross Street Bridge, Middlebury, Vermont Photo: Vanasse Hangen Brustlin Inc. Form Follows Function Log on NOW at www.aspirebridge.org and take the ASPIRE Reader Survey. A rchitect Louis Sullivan, in the late nineteenth c e n t u r y, s a i d t h a t " fo r m e v e r fo l l o w s function." He has very often been quoted over the past 115 years. In bridge design, it is often easier to follow that edict than in other areas of design. Bridges, within the public purview of ownership and maintenance, need to be built within constraints of economy and efficiency, with goals of durability and reliability. Shapes generally take the form of the forces they resist; there is usually little excess material. C o n c r e t e i s t h e m a t e r i a l m o s t e a s i l y a n d economically molded into any desired shape. It can be reinforced internally, conventionally or prestressed, to further reduce the size of shapes and the use of material. When a shape defines the forces it resists and appears slender and efficient, it achieves visual or aesthetic satisfaction in its application. T h i s i s s u e o f A S P I R E , ™ fe a t u r e s b r i d g e s that exceed these objectives. The Ten Mile Road Interchange in Meridian, Idaho, has an efficient hourglass shape to achieve its use as a single-point urban interchange (see page 18). The Cypress Avenue Bridge in Redding, Calif., used a complex, phased construction sequence to maintain traffic and resulted in an aesthetically pleasing bridge that is tastefully illuminated to redefine the entrance to the city (see page 36). The Stewart Street Bridge in Dayton, Ohio, takes a bold new form through manipulation of the substructure and an added, angular fascia band. It, too, employs unique lighting to make a statement as it leads to the University of Dayton (see page 14). Versatility and value come to mind in contrasting the 2.4-mile-long Miami Intermodal Center— Earlington Heights Connector in Miami, Fla., and the single-span, 82-ft-long South Maple Street Bridge in Enfield, Conn., which was assembled in just 17 days (see pages 26 and 32 respectively). Concrete is uniquely cost effective in nearly every circumstance. Its adaptability renders it a natural solution for many situations. The SR 519 Intermodal Access Project in Seattle, Wash., features two bridges that together comprise 10 spans and takes advantage of cast-in-place, conventionally reinforced concrete; cast-in-place, post-tensioned concrete; and precast, prestressed concrete girders intentionally cambered more than 12 in. to increase clearance over a rail yard. Both bridges were initially planned to be built in another material but used concrete after consideration of the constraints and cost (see page 42). Two more bridges in this issue were built from concrete after being bid in another material: the SW Line Flyover Bridge and Temporary Eastbound Bridge of the Nalley Valley Interchange in Tacoma, Wash. See page 22. Our hats are off to the design and construction firms responsible for all of the projects in this issue, not to mention the many innovative projects featured in the past. As always, we are looking for innovative concrete applications of all kinds. If you have a project that you would like to have considered, whether large or small, please visit us at www. aspirebridge.org and select "Contact Us." We look forward to hearing from you. Photo: Ted Lacey Photography. John S. Dick, Executive Editor Epoxy Interest Group Precast/Prestressed Concrete Institute Portland Cement Association Expanded Shale Clay and Slate Institute Silica Fume Association American Segmental Bridge Institute Editorial_Sum11.indd 2 7/1/11 10:09 AM