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:

Contents of this Issue


Page 51 of 55

50 | ASPIRE Summer 2017 CBP Concrete Bridge Preservation Replacement of Long Key Bridge V-Piers by James Charles, John Meagher,Tom Charles, and Wayne Wheeler, Johnson Bros. Corporation Replacement of the Long Key Bridge V-piers presented several challenges that were overcome during the construction phase of the project. As general contractor, Johnson Bros. Corporation, a Southland Company, used innovative construction techniques to provide a quality repair while keeping safety the top priority. The project crosses the Long Key Channel, which is within designated Outstanding Florida Waters (an article in the Winter 2017 issue of ASPIRE SM describes the development and design of this project). Restrictive environmental permits regulated barge activities and required all spud (barge anchor) locations to be surveyed, logged, and reported. Barge spud locations, along with drilled-shaft locations, were required to be premarked and cleared of endangered benthic (sea fl oor) resources prior to the arrival of barges. To satisfy construction requirements, the general contractor coordinated with the permitting agencies for modifi cation of the permits to reorganize the areas allowed for spudding. The project was successfully completed without any violations of the spudding restrictions or permit requirements. Transportation Logistics The precast concrete V-piers were cast in Tampa, Fla., by Standard Concrete Products and delivered to the jobsite by specialty trucks. The general contractor looked at several options for the transportation of the monolithic precast concrete V-piers. The simplest approach was to transport the piers to the site via barge and tug, but due to safety concerns an alternate approach was pursued. The general contractor worked with McTyre Trucking and the precast concrete producer to develop a plan to mobilize the piers with specialized trucking. The 135-ton, 16-ft-wide piers required special permits to be delivered via U.S. 1 through the Florida Keys. Blanket permits are not available past Homestead, Fla., and wide-load permits are restricted past Key Largo, Fla., so coordination with the general contractor, the trucking company, the engineer and the construction inspector (Parsons Brinkerhoff), and the Florida Department of Transportation (FDOT) was required to mitigate the concerns and risks associated with the delivery. The Channel 5 Bridge and the Long Key Bridge were required to be closed to traffi c while the piers were delivered, so all deliveries occurred between midnight and 2:30 a.m. The Long Key Bridge was closed for only 30 minutes for each unloading operation, which consisted of installing the spreader beams, properly rigging the V-piers, safely lifting and moving them by crane to the barge below the bridge, and disassembling the specialty trailer so it could move off the bridge. All 12 piers were unloaded without incident or unauthorized traffi c closures. CBP CONCRETE BRIDGE PRESERVATION Aerial view of the barges in position for V-pier installation. All Photos: James Charles. New V-pier installed. The 48-in.-diameter drilled shafts used for the temporary support system installation can be seen. These were later removed to 1 ft above the mudline.

Articles in this issue

Archives of this issue