AB Connections Spring 2018 - Issue #1009

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.

5

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.

6

Recently applied cable wrapping on the DMB being sealed with heating blankets to eliminate potential for air leakage

7

DMB first span construction team circa 1951

First span of the DMB under construction

8

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.

9

Ironworkers apply Durabak anti-skid coating on the recently wrapped cable

10

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.

11

Main cable wrapping machine, or SkewmasterTM, was used to meet tolerances in wrapping overlaps

12

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

13

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.

14

10th Street Bridge under construction in 1932

15

Work on 10th Street ongoing as traffic passes below

16

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

17

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.

18

Foreground: AB Ironworker crew touches-up cable wrap at end-seal; Background: AB Ironworker crew fasten heating blanket at PP9-10E (Southeast, side-span)

19

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.

21

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

22

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.

23

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

24

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

25

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

26

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

27

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

28

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

29

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.

30

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.

31

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

34

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