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 Massachusetts Department of Transportation (MassDOT) recently completed construction of a two- s p a n b r i d g e t h a t c a r r i e s F a u n c e Cor ner Road over Interstate 195 (I-195) in Dartmouth, Mass., as part of a larger highway and intersection improvement project. This section of Faunce Corner Road is a heavily traveled area, which, prior to the project, had become congested with vehicle queues extending from the I-195 exit ramps back onto the mainline of I-195. Background Constructed in 1966, the existing bridge was a prestressed concrete girder superstructure supported by concrete gravity abutments and multicolumn bent piers. It comprised five simple spans totaling 244 ft and had a curb-to-curb distance of 40 ft with a single 5-ft-wide sidewalk. The bridge superstructure was performing well, but the deck joints had failed and the piers were heavily deteriorated because the pier caps were directly exposed to roadway salts from the failed joints above. In response to the vehicular demand in the area, a traffic study was carried out, and it indicated that more travel lanes and sidewalks were required across the bridge. A bridge study was performed to determine whether to undergo a bridge rehabilitation or complete replacement. Because the existing bridge superstructure was doing well, a bridge rehabilitation and widening o p t i o n w a s s t ro n g l y c o n s i d e re d . However, the study concluded that— b e c a u s e t h e e x i s t i n g p i e r s w e re constricting future I-195 expansion and the existing overhead clearance was only 14 ft 5 in.—a complete bridge replacement that improved these deficiencies was a better overall investment for MassDOT. The bridge study focused primarily on precast, prestressed concrete and steel plate girder solutions because of the anticipated 120-ft span range. The bridge's history showed that precast concrete girders could perform well in the environment, which made it difficult to not be biased toward that solution. There were some initial concer ns t h a t t h e w e i g h t o f t h e c o n c re t e girders would create large reactions and potentially require large and uneconomical substructure elements. However, this bridge site had the benefit of high bedrock, which allowed the footings to bear either directly on rock or on a lean concrete fill to rock. This fact alleviated concerns about needing large footings or deep foundation elements as the project moved further into the design phase. Based on cost and service-life considerations, the study ultimately concluded that the bridge should be completely replaced and precast, prestressed concrete girders should be used. Precast, prestressed concrete girders were selected over weathering-steel girders because the project is located within 5 miles of the ocean and in a corrosive environment. However, the use of prestressed concrete girders involved certain design constraints. To reduce the formation of cracks in the girders, the bottom flange was designed to meet MassDOT's most stringent requirements and to have minimal tensile stresses in the precompressed tensile zone under the Service III limit state after prestressing losses have occurred. Reducing the formation of cracks lowers the risk that chloride contamination might reach the profile FAUNCE CORNER ROAD BRIDGE OVER INTERSTATE 195 / DARTMOUTH, MASSACHUSETTS BRIDGE DESIGN ENGINEER: GPI, Wilmington, Mass. PRIME CONTRACTOR: J.H. Lynch & Sons Inc., Cumberland, R.I. PRECASTER: J.P. Carrara & Sons Inc., Middlebury, Vt.—a PCI-certified producer Faunce Corner Road Bridge Over Interstate 195 by Paul W. Berthiaume and John F. Watters, GPI East elevation of completed Faunce Corner Road Bridge Over Interstate 195. All Photos and Figures: GPI. 20 | ASPIRE Summer 2018 P R O J E C T

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