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 7 of 51

FOCUS Rising to the Top Traylor Bros.’ focus on complicated projects that leverage an extensive array of marine- and land-based equipment keeps clients returning as techniques and delivery methods evolve by Craig A. Shutt Since it was founded in 1946, Traylor Bros. Inc. has made a name for itself by building complex bridges over waterways throughout the United States. Aided by its four precasting plants and a host of marine- and landbased equipment, the company based in Evansville, Ind., has established a reputation for taking on complicated, difficult assignments. “We’re a large, somewhat specialized civil construction firm, with complex bridges and infrastructure projects in and over waterways as our forte,” says Scott Turnpaugh, a division engineer with the firm’s National Heavy Civil Division. That reputation has been enhanced by the company’s capabilities and equipment, notes Scott Armstrong, a project manager. “We have a large fleet of marine equipment that makes us uniquely suited to marine work,” he says. “We also have a large fleet of cranes that can work on land or water.” Innovative Waterline Work Traylor’s success comes from its innovative approaches as well as specialized equipment. For instance, on the Sailboat Bridge across the Grand Lake O’ the Cherokees in Grove, Okla., the Oklahoma Department of Transportation expanded the existing bridge into twin 3044-ft-long precast concrete segmental bridges. To contain costs and accelerate construction in the 90-ft-deep waterway, the foundations of the existing bridge were reused by wire sawing the piers at the waterline and removing the superstructure. Traylor set up a casting yard near the site for the 41-ft-wide, 7.2-ft-deep segments and also used it to cast concrete tubs that were permanently tied into the tops of the cutoff piers. The tubs were then dewatered so crews could work inside them, below the waterline, to connect the new footings to the existing structure. “It was a unique approach, and it saved a lot of time due to the depth of the water,” explains Skylar Lee, manager in the National Heavy Civil Division and the project manager. “It would have been difficult to build cofferdams or other support systems. We wanted to create permanent elements that ensured we could work in the dry.” Another creative solution was used for the Interstate 45 Galveston Causeway bridge-replacement project in Galveston, Tex. There, the shallow waters of the Intracoastal Canal to Galveston Island were crossed by twin 8592-ft-long structures with three cast-in-place concrete twin-cell segmental main spans. These main spans were constructed using four overhead form-traveler systems for the balanced-cantilever construction. Once the deepest portions were reached, cranes on floating barges were used to finish construction. The remaining 57 spans feature 72-in.-deep prestressed concrete girders. Procurement Approaches In recent years, Traylor’s creative approaches have involved new delivery methods, including design-build, public-private partnerships (P3), and construction manager at risk (CMAR)— where the construction manager agrees to deliver the project within a guaranteed maximum price. “We’re in favor of being part of a P3 team but prefer a teaming structure that includes a separate entity to handle financing,” says Armstrong. “We also have done some CMAR projects and continually look for more, as they’re fairly similar to design-build projects in the way we participate.”

Articles in this issue

Archives of this issue