Spring 2018 – Issue #1009
SOMETHING OLD, SOMETHING NEW Dehumidification Projects Taking Hold In the United States
Cover: Delaware Memorial Bridge Dehumidification | New Castle, Delaware
www.AmericanBridge.net
CONTENTS
AMERICAN BRIDGE CONNECTIONS Spring 2018 – Issue #1009
Something Old, Something New: Dehumidification Projects Taking Hold In the United States FEATURE - 4 AB Names New Chairman, Richard Schrader FEATURE - 20 Remembering An Esteemed Engineer: A tribute to Paul Mueller, P.E. IN MEMORIAM - 22 A Real Bridgeman: Honoring Lenny Tatum IN MEMORIAM - 23 NEW EMPLOYEES - 24 PROJECT WINS - 24 EVENTS + NEWS - 25 CURRENT CONTRACTS - 26 Spanning for Gold: How the Gold Rush initiated the construction of one of AB’s classics EXTENDED FLASHBACK - 27 Renaissance Center, Wards Island Pedestrian Bridge, and more FLASHBACKS - 30 The Rise of Fall Protection Equipment BRIDGE TO SAFETY - 32
FEATURE
SOUTH 10TH STREET BRIDGE REHABILITATION Location: Pittsburgh, PA Owner: Allegheny County Department of Public Works
SOMETHING OLD, SOMETHING NEW Dehumidification Projects Taking Hold In the United States 4
DELAWARE MEMORIAL BRIDGE – DEHUMIDIFICATION D/B Location: New Castle, DE Owner: Delaware River & Bay Authority
One of American Bridge’s (AB) distinct differentiators is the extensive history the company carries. AB has been completing challenging projects and breaking records since 1900. We often revisit many of these old bridges to perform rehabilitation work, extending the structure’s lifespan—making the old new again. AB’s latest venture follows suit but involves a new concept of rehabilitation for the United States—cable dehumidification. There are approximately 25 suspension bridges in the world that are equipped with a cable preservation system—not many when you think about the total number of suspension bridges worldwide. In the U.S. there is only one—but that will all soon change as AB works to complete two cable dehumidification jobs, the Delaware Memorial Bridge (DMB) in New Castle, Delaware and the 10th Street Bridge (10th Street) in Pittsburgh, Pennsylvania. AB is also set to complete the dehumidification system for the Angus L. Macdonald Bridge (AB Connections Issue #1005) in Halifax, Nova Scotia later this year.
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CABLE DEHUMIDIFICATION Nearly all elements of a suspension bridge—structural steel, suspender cables, road deck—can be rehabilitated or replaced in a cost-effective manner. The main cables of a suspension bridge are a different story. They are the backbone of the structure and if they fail, it would be more economical to build a new bridge. Therefore, once a bridge’s main cables are determined to be structurally deficient, the bridge will likely need to be totally replaced. However, proactively dehumidifying the main cables which are prone to high relative humidity (RH) environments can prevent corrosion of the wire strands, in turn prolonging the service life of the structure. Suspension bridge’s main cables are typically made up of several hundred parallel wires that are tightly compacted, wrapped, and sealed with paint to prevent weather exposure. This system creates an environment where moisture becomes trapped in the voids between the wires and RH levels can exceed 95%. Historically, the solution—particularly in the U.S.—was to oil and paint the cables. However, this resulted in the oil draining out of or drying within the cables, which did not guarantee corrosion prevention. Adding a cable dehumidification system to a suspension bridge is a valuable solution that does more than put a band-aid on the problem. Dehumidification addresses the root cause of corrosion by subtracting one of the two ingredients, water and oxygen, that lead to the problem. By removing the water, which is much easier to remove than the oxygen, the humidity within the cable is controlled and the individual cable wires are protected, preserving the bridge’s lifespan. Dehumidification systems include plant rooms that are constructed onsite and treat ambient air by drying it to a very low RH level. The processed dry air is then delivered to strategically-placed injection points on the main cables and forced into the cavity of the cables. The humid air is displaced with dry air as it flows through and is exhausted at the end points of the main cables. To ensure the processed air remains inside the main cables from the injection points to the exhaust points, they are sealed with an elastomeric wrap that is warmed to create a heat-shrink on the cables, resulting in an air-tight system.
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Recently applied cable wrapping on the DMB being sealed with heating blankets to eliminate potential for air leakage
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DMB first span construction team circa 1951
First span of the DMB under construction
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DELAWARE MEMORIAL BRIDGE In 1951, AB completed the superstructure and cables for the first span of the DMB over the Delaware River. In 1969, the second span was completed, making the pair the world’s second longest twin span suspension bridge at a total length of 3,650 feet each. AB has since revisited the structure to replace 44 suspender ropes in 1972 (AB Order No. K-3993-94), as well as perform a main cable inspection in 1986 (AB Order No. T-5122). Fast forward to 2016 and AB was back on familiar ground to install a dehumidification system on this New Castle, Delaware and Pennsville Township, New Jersey link. Because of the rarity of this work in North America, the project team had to implement creative concepts in sequencing the work, sealing the main cables, and troubleshooting the completed system to meet the client’s needs. So, the team called on experience from past AB jobs. Our work on New York City rehabilitation projects aided in painting operations as well as the removal and reinstallation of main cable shielding on the DMB. Engineering concepts developed on the Mt. Hope Suspender Replacement project (AB Order No. 421210), completed in 2003, also helped in the suspender replacement work. AB also benefitted from having a few key players on board who had previously worked on dehumidification projects in the United Kingdom. Their experience helped the team with the dehumidification process and established ties with specialized dehumidification plant and control integration contractors. AB constantly examines ways to complete jobs in a safer, more efficient manner. In the past, dehumidification projects utilized movable gantry platforms to access main cables. This required all dehumidification and cable band-related work in a single panel to be complete before moving to the next panel. On the DMB, AB worked with subcontractor Safespan to design and install a full-length access platform that remains in-place on all main cables throughout the duration of the project. This allows crews and all activities to work safely and efficiently.
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Ironworkers apply Durabak anti-skid coating on the recently wrapped cable
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Main cable wrapping machines (Skewmaster™) were also specially fabricated to work with both sizes of the DMB’s main cables, facilitating proper installation of the elastomeric wrap system. Project-developed sheave assemblies were used to aid in the replacement of suspender ropes along with specially-developed jacking frame assemblies. Extensometers, which are accurate to 0.001 inches, were used to measure elongation in cable band bolts during the retightening of each cable band. This process verified that each bolt achieved the appropriate tension while systematically retightening the cable bands, preventing overtightening or uneven load distribution during the work. Because of the specialized nature of the work, AB implemented a training program to introduce this relatively-new technology to the labor forces in the region. Using the experience from key staff, the team was able to make it a very short learning curve. As wrapping operations resumed in 2017, this training, along with a specialized safety program, yielded a low turnover rate with excellent safety performance. Traffic was another consideration going into the project. On the west side of the bridge, the surrounding area is relatively urban, with the city of Wilmington only a few miles away. The east side of the bridge is occupied mostly by farmland and chemical plants in south New Jersey. The bridge carries Interstate 295, a major travel corridor between Baltimore and New York City. The majority of work was performed from single lane closures, as AB was contractually allowed to occupy one lane per structure, set at the start of the week and ending before the weekend. However, heavy traffic during the summer months shortened the time to four and a half days per week. AB worked with the DRBA to maintain traffic flow as construction progressed, and the bridge never had to be completely shut down due to AB’s work.
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Main cable wrapping machine, or SkewmasterTM, was used to meet tolerances in wrapping overlaps
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AB utilized specially designed jacking frames, job-specific sheave assemblies, and skilled Ironworkers to replace 59 sets of suspender cables on the north structure of the DMB
Custom sized extensometer is used to compare bolt lengths before and after tensioning to ensure uniform loading on cable bands
Ironworker pauses from operating the SkewmasterTM to splice rolls of cable wrap; Midground: Heating blankets and heat guns are used to seal the newly wrapped cable; Background: Ironworker installs an end seal at the cable band/main cable interface
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10TH STREET BRIDGE About one year after the start of the DMB project, AB began the installation of another dehumidification system, this time on the 10th Street Bridge. This 1,275-foot crossing of the Monongahela River in Pittsburgh was completed by AB in 1932. AB was the prime contractor and erected the entire superstructure. Interestingly, though Pittsburgh is known as “The City of Bridges” it has only one conventional suspension bridge—10th Street. The 10th Street Bridge and the Delaware Memorial Bridge are vastly different—the 10th Street Bridge is much smaller in length than the DMB and the DMB has double the spans. DMB’s cable diameter is also roughly double the size than the parallel wire strand main cables on 10th Street. However, they do share one important similarity—both are suspension bridges that rely on the main cables as the primary support of the structure and both have anchorage rooms that needed to be rehabilitated and dehumidified. The 10th Street Bridge project was broken into two phases—the east and west side of the bridge. Different lane closures of the bridge and surrounding streets are required to complete the structural and cable rehabilitation. However just like the DMB, the bridge is still open to traffic as it is a major connection between the South Side—a robust nightlife hub—and downtown Pittsburgh. Because it is in the center of a busy pedestrian area, safety has been a high priority throughout the duration of the project. AB coordinates maintenance and protection of traffic efforts with the County and City of Pittsburgh authorities to avoid operations during heavy traffic times, especially during Penguin (Pittsburgh’s National Hockey League club) games. Teams on both bridges underwent similar design phases, therefore a significant amount of knowledge was able to be transferred from the DMB project. Since the planning phase, DMB has been an ongoing reference point for means and methods, ways to improve design or constructability, cost-saving measures, and equipment.
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10th Street Bridge under construction in 1932
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Work on 10th Street ongoing as traffic passes below
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Tadas Mazeika, cable superintendent on 10th Street, was transferred from the DMB project to 10th Street. Tadas knew how important training would be for the Ironworkers who had no prior experience with cable dehumidification projects. He set up and ran training for Ironworker crews in the field to demonstrate the different tasks required on dehumidification works. They were successfully trained how to cable wrap, seal cable bands and castings, and install wedges and injection/exhaust sleeves. Richard Cox is another veteran of dehumidification projects. Richard brings extensive experience gained on three previous and two on-going main cable dehumidification projects, including the DMB and projects in the United Kingdom. As 10th Street’s dehumidification system team leader, he heads the team that consists of engineering consultants and designers, subcontractors, suppliers, and personnel who have direct experience working on DMB. Much of the team was made up of staff members who are new to this type of project, relying on these important dehumidification veterans. A new technique for the Ironworker crew was cable wire splicing. Each cable on 10th Street is made up of more than 4,000 wires about four millimeters in diameter. When these cable wires rust or break they need to be repaired. AB was tasked with splicing and tensioning these wires along the main cable, specifically within the splay chamber of the South Anchorage. The splay chamber is where the cable separates into 19 strands of equal size branching off at different angles and anchor into the ground. Specially fabricated wire ferrules were used to splice new wire to the existing damaged wires. Turnbuckles were used to tension the wires to roughly 5 kips and finally were secured with a specialized hydraulic press.
Consultant trains AB Ironworker crew and inspectors on cable wire splicing procedure in South Anchorage
AB Ironworker crew installs zinc wedges at the North Anchorage Exhaust Sleeve location of the East Cable
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The 10th Street project has a very tight schedule with the critical path flowing through the painting operations, which are governed seasonally by weather, and then into the dehumidification operations. The team developed an alternate method for testing the cables while fully sealed in order to take the dehumidification off the critical path until closer to the end of the project. To switch traffic and begin operations on the west side of the bridge, the eastern cable dehumidification system must be fully signed off. As the dehumidification system will be in fabrication when it comes time to move to phase two, AB has developed a temporary blower system that will be set up to check that the eastern cable is fully sealed, without the need of the permanent dehumidification equipment to be in place. The cable dehumidification work on both projects is expected to be complete later this year, providing revitalized crossings that will last for years to come. With these projects, AB hopes to demonstrate the value of cable dehumidification systems to the North American market, as the U.S. has the largest inventory of long-span suspension bridges in the world—some dating to the early 19th century. Many of these aging structures will need to be rehabilitated or replaced in the near future. With owners in the United States embracing the dehumidification process, AB will serve as a ready partner to help implement this innovative, cost-effective concept of cable preservation.
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Foreground: AB Ironworker crew touches-up cable wrap at end-seal; Background: AB Ironworker crew fasten heating blanket at PP9-10E (Southeast, side-span)
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FEATURE
AB Names New Chairman, RICHARD SCHRADER 20
American Bridge is pleased to announce that in March 2018, Richard Schrader was named Chairman of the Board after six years of service as a board member. Richard came to AB with an extensive history spawning from multiple interests. Richard earned a BS from the U.S. Military Academy at West Point, an MA from the Johns Hopkins University, and an MBA from Long Island University. Richard also served on active duty in the U.S. Army Corps of Engineers for 11 years and subsequently in the U.S. Army Reserve, with the rank of Major. In addition to serving construction tours, from 1980 to 1983 he returned to his alma mater, West Point, to teach economics and international relations in the Department of Social Sciences. Richard spent a majority of his career facilitating the growth of Parsons Brinckerhoff (PB)— now WSP—a global leader in infrastructure engineering, planning, project and construction management and related services. During his 28 years there, the company grew from $80M to $2.5B in revenue. His career at PB encompassed strategic planning, organizational design, publicprivate partnerships (P3), corporate governance, risk management, finance, M&A, joint venture boards, and corporate administration. It was at PB that Richard made the switch from engineering to business, following a longtime interest in the subject. In 1992, he became a board member at PB and from March 2010 to October 2011, he served as Chairman. In 2012, Richard was asked to join the Board of Directors at AB. When asked why he has an affinity for being on boards, he replied with a simple answer: he believes that he can offer his knowledge and experience to the benefit of companies like AB. Prior to being named Chairman, Richard also served as the chair of the Audit Committee.
RICHARD’S VISION IS SIMPLE— HE WANTS TO MAINTAIN AB’S STRONG REPUTATION AS A PREEMINENT BUILDER.
Richard, a professional engineer, is also a Fellow of the American Society of Civil Engineers and was a recipient of the 2014 Professional Practice Ethics and Leadership Award. He was also a member of the Bridges to Prosperity (B2P) board from 2007 to 2009, an organization that coordinates and sponsors the construction of pedestrian suspension bridges in remote areas of the world. AB also has a direct connection with B2P and completed a footbridge in Nicaragua in 2016 (AB Connections Issue #1004), with another project currently in the works. Richard remains involved as a Bridge Builder Circle Member. Richard’s vision is to partner with management to push AB forward but with strengthened risk management processes. He wants to help management build AB’s backlog and revenue while focusing on AB’s core competencies. At the same time, the company should continue to pursue the great opportunities its market pipeline represents. It’s simple—he wants to maintain AB’s strong reputation as a preeminent builder and desired industry partner. As for the future, Richard plans to support exploring new markets while developing the engineering and technical talent within the company. Richard is optimistic for the future, and AB is confident with Richard as our Chairman.
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IN MEMORIAM
Remembering An Esteemed Engineer:
A TRIBUTE TO PAUL MUELLER, P.E. In 1953, a mere 65 years ago, AB was lucky to gain
After the completion of the Tagus River Bridge in 1966,
one of the greats—Paul Mueller. Paul was hired as a
Paul left American Bridge to form his first construction
draftsman by AB in his early 20’s and quickly evolved
company, Mueller Montagem, Lda. Then, after traveling
into a field engineer. But he didn’t stop there—in fact,
the world to work on large-scale civil engineering
he flourished. After a lifelong career in the construction
projects and bridges, Paul established P. H. Mueller
world where he shared his wisdom with American
International, Inc. in 1990 to focus on construction
Bridge and the industry alike, Paul peacefully passed
erection procedures and equipment.
away on November 24, 2017. In 1998, because of his extensive experience in cable Paul emigrated from Germany in 1952 and then served
erection, Paul became influential in conceptualizing a
in the U.S. Army during the Korean War. Soon after,
unique solution for the replacement of the East Span of
Paul began a career with American Bridge, working
the San Francisco-Oakland Bay Bridge. The answer was
on many of the Company’s most challenging and
a continuous looping main cable for the self-anchored
innovative projects.
suspension bridge. The system is an approximately one mile long cable that is anchored into the east end
Paul held key roles for the erection of some of the most
of the roadway and travels up and over the single
iconic suspension bridges in the world because of his
tower wrapping around the west end and traveling
advancements in cable spinning. He was renowned for
back up and over the tower, anchoring back into the
improving the controlled tension method for spinning
east end—acting like a giant sling. It is the longest
cables for suspension bridges, which he developed by
looped suspension cable in any bridge. He also helped
observing ski lift systems. His method made spinning
design the pre-fabricated parallel wire strands (PPWS)
wire faster and more economical when compared to
system used for SAS, which offered a quicker, more
previous methods. Because of these advancements,
cost-effective way of fabrication and erection than the
he was instrumental in the erection of the main cables
standard cable spinning method.
for American Bridge projects such as the Tagus River
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Bridge in Portugal, the Verrazano-Narrows Bridge in
Paul was an esteemed engineer who continued to
New York City, and the Self-Anchored Suspension Span
perfect his craft throughout his life. AB is grateful
(SAS) of the San Francisco-Oakland Bay Bridge in
for the innovation, guidance, and dedication he lent
Oakland, California.
to our industry.
“
“I had the pleasure of working with Paul on two major suspension bridge projects, the air-spun second main cable installation on the Tagus River Bridge and the PPWS installation on SAS. For these complex projects, Paul
A Real Bridgeman:
HONORING LENNY TATUM
constructed scale models of the bridge cables to illustrate effects on the cables during construction. He brought creativity and innovation to each project. Paul and his contributions to our industry will surely be missed.” —Kevin Smith Chief Engineer, West
The Tatum family is a family rooted deep in the construction industry—beginning with the late Lemuel Tatum. Lemuel passed down his passion for the trade to his four sons, who all dedicated a large part of their careers to AB. Lenny Tatum was the second oldest of the four boys and when he passed away on December 6, 2017, AB lost a longtime friend. Before joining AB, Lenny proudly served his country as a Seabee.
“
“Paul never hesitated to express his opinion, a characteristic that those who worked with him will remember well. He was a personality in the small world
He then joined AB as a journeyman ironworker, working his way up to foreman and assistant superintendent. Lenny was an old-school ironworker. “He was what they call a ‘real bridgeman’—anyone who knows the business, knows what I mean,” said AB retiree and Lenny’s younger brother, Ron Tatum. He worked out of the New York office and lent his craft to world-class structures in the city such as the PanAm Building (now the MetLife Building), 55 Water Street, the Verrazano-Narrows Bridge, the Throgs Neck Bridge, and numerous other bascule and mechanical bridges in the area.
of suspension bridge builders that I will never forget.” —Ron Crockett Vice President (retired)
After almost 40 years in the industry, devoting his life to the construction trade, Lenny retired and moved south to Florida. Lenny was an avid boater and loved to fish - but not more than he loved spending time with his grandkids. Lenny was the epitome of a family man and his memory lives on through his wife of 60 years, his brother Ron, two sisters, two children, and two grandchildren. Lenny will always be remembered by the AB family for his enthusiasm and hard work ethic. His contributions to AB will stand the test of time.
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NEW EMPLOYEES
NEW EMPLOYEES Justin Berglund Project Manager, Veterans Drive
Jacqulyn Fyock Document Imaging Specialist
Cody Brinkmann Project Engineer, Lewis and Clark Viaduct
Eric Rizzo Field Engineer, Peace Bridge
PROJECT WINS
William Erickson Surveyor, Coco Cay Pier Development
Harvey Williams Commercial Manager Ashley Poore Lead Proposal Coordinator
PROJECT WINS VETERANS DRIVE (ROUTE 30) BRIDGE
QUEENSBORO BRIDGE REPLACEMENT OF UPPER ROADWAYS
St. Thomas, U.S. Virgin Islands
New York, New York
SECOND CRUISE SHIP PIER
DELAWARE MEMORIAL BRIDGE PIN & LINK REHABILITATION
Port Zante, St. Kitts
Wilmington, Delaware
LEWIS AND CLARK VIADUCT Kansas City, Kansas
WASHINGTON STATE CONVENTION CENTER ADDITION Seattle, Washington
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VERRAZANO BRIDGE – MAIN CABLE & SUSPENDER ROPE INSPECTION New York, New York
EVENTS + NEWS
EVENTS+NEWS At approximately 2:20 p.m. on Monday,
Over the weekend of January 26th, AB crews
December 11th, the first train crossed the new
successfully completed the roll-in tasks for the
AB-built Portageville Bridge (Issue #1008) in
two, 1,000 ton trusses over I-235 as part of
Letchworth State Park, New York. After two
the BNSF Railroad Truss Bridge Replacement
years of construction, this important link for
project. The 75-foot long, 21-foot wide, 44-foot
Norfolk Southern Railway’s Southern Tier Line
tall trusses were assembled off-site and driven
was completed ahead of schedule and is now
to the final location using a self-propelled
providing a safer and more efficient freight rail
mobile transport (SPMT)/Falsework Tower
service. Demolition work on the old span began
System where they were then positioned and
immediately and is scheduled for completion in
lowered onto their permanent supports. While
Fall 2018.
the initial scheme called for two weekend closures, AB completed the work in just one
Jared Carlson earned his Pennsylvania PE. Jared
weekend—and a full 24-hours early—in time
is currently the Project Manager for the I-90
to reopen the busy commuter route by 6 a.m.
Floating Bridge Anchor Cable Replacement
Monday morning.
Project in Seattle, Washington. Mike Flowers, retired President and CEO of AB, Bret Clark earned his California PE. Bret is
was inducted into the West Virginia University
currently a Design Engineer for the Edmonton
(WVU) Academy of Distinguished Alumni,
Valley Light Rail Tawatina Bridge in Edmonton,
where he earned a Bachelor of Science in Civil
Alberta, Canada.
Engineering. This is one of the highest honors awarded to WVU graduates. Congratulations!
I-235 BNSF Truss Replacement
Portageville Bridge
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CURRENT CONTRACTS
CURRENT CONTRACTS 10th Street Bridge Rehabilitation and Cable Dehumidification Pittsburgh, Pennsylvania Angus L. Macdonald Bridge Suspended Spans Deck Replacement Halifax, Nova Scotia, Canada BNSF Truss Bridge Over I-235 Oklahoma City, Oklahoma Coco Cay Pier Development Little Stirrup Cay, Bahamas Crown Bay – Mooring Dolphin St. Thomas, U.S. Virgin Islands Delaware Memorial Bridge First and Second Structures – Dehumidification of Main Cables and Anchorages Wilmington, Delaware Edmonton Valley Light Rail Tawatina Bridge Edmonton, Alberta, Canada Forth Road Bridge Main Cable Inspections Edinburgh, Scotland, United Kingdom Horseshoe Arch Pedestrian Bridge Dallas, Texas I-90 Floating Bridges Anchor Cable Replacement Seattle, Washington Lewis and Clark Viaduct Kansas City, Kansas Peace Bridge Rehabilitation Ft. Erie, Ontario, Canada Portageville Bridge Replacement Portageville, New York Queensboro Bridge Replacement of Upper Roadways New York, New York Second Cruise Ship Pier Port Zante, St. Kitts Spuyten Duyvil Bridge Rehabilitation New York, New York Tacony-Palmyra Mechanical Rehabilitation Palmyra, New Jersey Tamar Bridge Suspension System Remedial Works Plymouth, SW England, United Kingdom The New NY Bridge (Tappan Zee) Tarrytown, New York Tintagel Castle Footbridge Cornwall, United Kingdom UPRR Lift Bridge Angleton, Texas Verrazano Bridge – Main Cable & Suspender Rope Inspection New York, New York Veterans Drive (Route 30) Bridge St. Thomas, U.S. Virgin Islands Washington State Convention Center Addition Seattle, Washington Wharf Bravo Structural Repairs Naval Station Guantanamo Bay, Cuba WV Corridor H – Kerens to U.S. 219 Tucker/Randolph Counties, West Virginia Rotherhithe Pedestrian Bridge London, United Kingdom
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EXTENDED FLASHBACK
SPANNING FOR GOLD How the Gold Rush initiated the construction of one of AB’s classics
SAN FRANCISCOOAKLAND BAY BRIDGE – EAST AND WEST SPANS Location: San Francisco/Oakland, CA Completion Date: 11/01/1936 AB Order #: G-4850-68
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During California’s gold rush days, getting
smoke and a simultaneous detonation of blasts at
goods from point A to point B was crucial, and
Yerba Buena Island, San Francisco, and Oakland by
because almost all goods arrived by ship, San
then-President Franklin D. Roosevelt.
Francisco’s bayside location made it a natural hub for transport. But when the first transcontinental
Construction of the 22,000-foot crossing over
railroad was completed in 1869, San Francisco
the San Francisco Bay, which AB held the prime
found itself on the wrong side of the bay.
superstructure contract for, lasted a little over
Separated from the new rail link, the community
three years. The work included two back-to-back
was left to wonder if their city would lose its
suspension bridges, a major cantilevered truss, and
position as the regional center of trade. With
100 approach spans. The two suspension bridges
that fear came the idea for a new passageway.
span the west portion of the bay, connecting San
However, it would be years until these plans were
Francisco and Yerba Buena Island. These bridges
put into action—which allowed American Bridge
have a suspended length of 9,271 feet. They also
(AB) to play a lead role in the record-breaking
have four steel towers rising to a height of 515 feet.
city centerpiece—the San Francisco-Oakland Bay
The cables were airspun in 37 strands of 472 wires
Bridge East and West spans (SFOBB).
each, pulled in two loops. There is a total of 21,465 feet of main cable and 1,192 bridge rope suspenders.
The plans for the new corridor from San Francisco to Oakland ranged from a tunnel to a massive
The cantilevered truss and approaches spanned the
causeway. Eventually the California Department
east portion of the bay, connecting Yerba Buena
of Transportation (Caltrans) moved forward with
Island to Oakland. This section consisted of a three-
a network of bridges as the best solution. Finally,
span cantilevered truss of 508 feet; 1,400 feet; and
64 years after the railroad was completed, on
512 feet; five-spans of 509-foot trusses; 14 spans of
July 9, 1933, construction on the historical bridge
288-foot trusses; and a four-span curved truss at
began. While most major infrastructure projects
Yerba Buena Island. Both bridges were double deck
receive a celebration upon completion, the
from start to finish, and until 1962 cars drove in both
presumed record-breaking structure generated
directions on the top deck while trucks and trains
a fervor among residents as they geared up for
traveled in both directions below. In 1962 however,
the historical moment. Prior to the bridge, ferries
both spans were reconfigured to carry only cars
carried people across the bay. The new bridge
and trucks on both decks. AB also erected a total
would give residents a much more practical and
of 167,100 tons of structural steel for the project,
time-saving crossing solution. The ground-breaking
including 19,100 tons of airspun main cables on the
celebrations included performances by the Young
west span.
Women of Bay Cities and the United States Navy Band, as well as an airplane flight that linked Rincon Hill and Oakland with a symbolic bridge of
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Construction workers on the west span
Truss being lifted from barge during construction of the west span
Some believed the construction of the crossing to be
of festivity ensued, complete with parades, a regatta, and
impossible, not only because of its eight-mile length, but
a Navy air show. Following the opening of the bridge,
also because of varying soil and water depths and the
in its first year of service, the record-breaking structure
inaccessibility of bedrock. But AB did the unthinkable,
carried nine million vehicles across the bay.
and proved the cynics wrong. The greatest challenge the team came across in the construction of the Bay Bridge
The SFOBB was the longest bridge in the world when
was the sinking to bedrock (about 265 feet) of the
it was built and the center west span anchorage was
central anchorage for the two suspension bridges. The
larger than any building in San Francisco at the time.
team accomplished this feat by use of a multiple-dome
These records have since been surpassed but this was
caisson that supported 55 steel tubes. This caisson was
an incredible victory for the times. Just four years
tugged by workers to the location and lowered 100
ago, AB completed the replacement of the East Span,
feet into the mud. They used water jets and a clamshell
breaking records on the same soil once again—this
bucket to scoop out deposit and anchored the caisson in
time as the longest self-anchored suspension span
the bedrock 220 feet below the water’s surface.
in the world. Almost a century later, AB continues to pull off some of the most incredible engineering feats
On November 12, 1936, the ahead-of-schedule completion
in the world, continuing the legacy as a legendary
of the long-awaited structure was celebrated. Five days
construction company.
Pictured in spread: East span under construction
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FLASHBACKS
FLASHBACKS
ROCK AND ROLL HALL OF FAME
RENAISSANCE CENTER
Location: Cleveland, Ohio
Location: Detroit, Michigan
Completion Date: 11/30/1994
Completion Date: 06/04/1976
AB Order #: 43004
AB Order #: K-6322-30
24 years ago, AB completed the erection of
The “Ren Cen” is a 33-acre site and home
the structural steel for the Rock and Roll Hall of
to a hotel, office buildings, and a shopping
Fame in Cleveland, Ohio. This unique structure
center in downtown Detroit, Michigan.
features a seven-story tower section, a theater
This site enhances the city’s frequently
cantilevered over Lake Erie, and an exhibition
photographed waterfront skyline. 42 years
hall pedestal standing in Lake Erie. There is
ago, AB completed the fabrication and
also a pipe truss, tube-framed, glass-enclosed
erection of structural steel for four office
atrium pyramid that protrudes from the tower.
buildings that are part of the complex. About
This hall of fame hosts live music performances
38,000 tons of fabricated steel was used for
throughout the year, and also features six levels
the erection of these 40-story buildings.
of musical exhibits open to the public.
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WARDS ISLAND PEDESTRIAN BRIDGE
BENJAMIN FRANKLIN BRIDGE – ORIGINAL SUPERSTRUCTURE
Location: New York, New York
Location: Philadelphia, Pennsylvania
Completion Date: 06/29/1951
Completion Date: 05/25/1926
AB Order #: J-8145-54
AB Order #: E-5690-3, F-1666-76
AB completed the Wards Island Pedestrian
92 years ago, AB completed work for the
Bridge over the Harlem River 67 years ago.
original superstructure of the Benjamin Franklin
This bridge, also known as the 103rd Street
Bridge over the Delaware River in Philadelphia,
Footbridge, allows pedestrians and bicyclists
Pennsylvania. AB fabricated and erected
to cross between Manhattan Island and
the three-span, 3,253’ stiffening truss for the
Wards Island in New York City. The work
main suspension bridge; the five-span, 1,622’
involved the erection of a 12-span, 956’
Philadelphia approach; and the seven-span,
pedestrian bridge which has a 330’ vertical lift
1,750’ Camden approach. The total weight of
over the navigation channel. The project also
structural steel fabricated and erected by AB
involved machinery installation.
was 41,110 tons.
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BRIDGE TO SAFETY
THE
RISE
OF FALL PROTECTION EQUIPMENT
32
Pictured right: Ironworkers on the west span of the original San Francisco-Oakland Bay Bridge in the early 1930s with little to no fall protection
The numbers are in and Occupational Safety and Health Administration’s (OSHA) most frequent violation for 2017 was for Fall Protection—a total 6,072 citations—for the seventh consecutive year. In this industry, Personal Protection Equipment (PPE) is no joke. Hard hats, one of the most common forms of PPE started becoming prevalent in the early 1930s (see Issue #1005). It wasn’t until 50 years later, in 1970, that fall protection equipment was regulated on jobsites. Prior to 1970, it was up to the individual, leading most to disregard their safety because of the restrictive nature of equipment. It isn’t uncommon to see construction photos from the 1920s and 1930s in which ironworkers are working amongst the clouds wearing nothing to stop a fall, or anything to protect their heads. But with the entrance of OSHA onto the scene in 1971, workplace safety began to change. Finally, fall protection and other safety measures had set standards (OSHA Standard section 29CFR1926, Subpart M) (http://www.osha.gov). OSHA inspections, heavy fines for noncompliance, and a focus on employee safety added new incentives for employers to strictly enforce the equipment. In the 1970s and 1980s, as OSHA’s presence grew, the use of safety body belts became the norm for laborers who were required to perform tasks at height. The construction industry also added the “100% tie-off” requirement which required that a worker’s body belt be secured by two lanyards, with at least one lanyard attached at all times, even at transition points between work areas.
33
By the 1990s, fall protection evolved even further
fall-related injuries and fatalities in the workplace. In
with the introduction of the full-body harness. This
1999, OSHA even established standards that covered
development not only protected workers from fall-
fall protection for home construction projects.
related impacts, but also reduced internal injuries that could result from being suspended in the air
As is customary, fall protection is continuously
by a body belt. Even the material, just like that for
evolving. To remain cognizant of possible
hard hats, has evolved, making the equipment more
upcoming advancements, AB is exploring the use
comfortable for users. Harnesses have also been
of twin personal self-retractable lines which are
designed to hold heavier workers, and to be more
approved for use below the feet, as the six-foot
resistant to weather and exposure to corrosives
shock absorbing lanyards may become obsolete
and abrasives. Development of the self-retracting
in the near future. The lanyards currently used will
lanyard has helped to reduce fall distance, improve
not meet the new proposed American National
deceleration, reduce sudden stops, and ease
Standards Institute (ANSI) safety standards, so to
of rescue. Improved worker training and safety
remain compliant and safe, AB will closely follow any
awareness, including development of effective fall
developments.
rescue plans, has helped to reduce the number of
SAFETY WILL ALWAYS BE OUR NUMBER ONE PRIORITY. To keep safety at the forefront of our minds, AB conducts regular training and frequent refreshers—even at the AB headquarters where the employees typically aren’t working at heights, because everyone, regardless of their position, location, or responsibilities is entitled to a safe workplace. Pictured above: Fall protection demonstration at American Bridge headquarters during Safety Week 2016 and 2017
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CONNECTIONS CONTRIBUTORS EDITOR Heather Engbretson ASSISTANT EDITOR Kelsey Gooding CONTRIBUTORS Wade Barie Rob Gehris Jason Loebig Josh Perry Katherine Quillin Richard Schrader Dan Sheehan Ron Tatum GRAPHIC DESIGN www.TaraHoover.com
Fraud & Ethics Hotline: 888-247-3198
info@americanbridge.net 412-631-1000
www.AmericanBridge.net
1000 American Bridge Way Coraopolis, PA 15108 United States of America -F EATURE Something Old, Something New: Dehumidification Projects Taking Hold In the United States
Spring 2018 – Issue #1009
32 - BRIDGE TO SAFETY The Rise of Fall Protection Equipment
30 - FLASHBACKS Renaissance Center, Wards Island Pedestrian Bridge, and more
XTENDED FLASHBACK Spanning for Gold: 27 - E How the Gold Rush initiated the construction of one of AB’s classics
26 - CURRENT CONTRACTS
25 - EVENTS + NEWS
24 - PROJECT WINS
24 - NEW EMPLOYEES
23 - IN MEMORIAM A Real Bridgeman: Honoring Lenny Tatum
22 - IN MEMORIAM Remembering An Esteemed Engineer: A tribute to Paul Mueller, P.E.
20 - FEATURE AB Names New Chairman, Richard Schrader
4
INSIDE THIS ISSUE
CONNECTIONS