The American Segmental Bridge Institute (ASBI) honors seven projects in its inaugural Bridge Award of Excellence Competition, cosponsored by Concrete Products magazine. Judging for the 2003 program took place at the Federal Highway Administration's Federal Lands Bridge Office in Sterling, Va. Members of the Awards Jury were:

Shoukry Elnahal, Team Leader, FHWA Resource Center Structures Technical Service Team

Robert J. Healy, Deputy Director, Office of Bridge Development, Maryland State Highway Administration

Malcolm T. Kerley, Chair, AASHTO Subcommittee on Bridges and Structures, and Chief Engineer for Program Development Virginia Department of Transportation

James E. Roberts, Consultant (Caltrans-retired) Sacramento, Calif.

All concrete segmental or cable-stayed bridges located within the 50 United States and opened to the public or dedicated between January 1, 2001, and August 1, 2003, were eligible for the 2003 awards competition. Entrants in the competition were judged on the basis of the following criteria:

• Innovation of Design and/or Construction
• Rapid Construction
• Aesthetics and/or Harmony with Environment
• Cost Competitiveness
• Minimization of Construction Impact on the Traveling Public (when applicable)

The jury recognized these projects equally as Bridge Award of Excellence winners:

• Big I Interchange (I-25/I-40), Albuquerque, N.M.
• Broadway Bridge, Daytona Beach, Fla.
• CA/T: I-93 Viaducts and Ramps north of Charles River, Boston, Mass.
• CA/T: CO9A4 Bridges, Boston, Mass.
• Foothills Parkway Bridges, Blount County, Tenn.
• Smart Road Bridge, near Blacksburg, Va.
• Vietnam Veterans Memorial Bridge, Richmond, Va.

Awards will be presented to bridge owners' representatives during the 2003 ASBI Convention Awards Luncheon, November 3 at the Hyatt Regency, Dallas, Texas. Following is a showcase of the projects, with Institute members noted in bold.

Big I Interchange (I-25/I-40) — Albuquerque, New Mexico

New Mexico's largest transportation project ever has seen construction of 45 bridges, including eight segmental precast flyover ramps, and the rehabilitation/widening of 10 existing structures. To avoid a lengthy reconstruction process for the critical interchange, the owner developed a 16/24 program requiring design to be completed in 16 months and construction in 24 months. During construction, the interchange could not be closed and all existing traffic movements would be maintained.

The eight ramps, marking the state's first use of the segmental concrete method, were standardized for repetition and economy of construction. Four double-lane and four single-lane ramps range in length from 181 to 767 meters, with a maximum span length of 60 meters. The segmental sections are 2.79 meters deep and measure 12.914 meters wide for the double-lane and 9.914 meters wide for the single-lane ramps. Designed for the balanced-cantilever method, the span layouts were optimized for construction.

With a notice to proceed given to the contractor in mid-February of 2000, the entire interchange was to be completed in 24 months. Casting of the precast segments in a yard adjacent to the site ran from June 2000 and through July 2001. To optimize casting and erection of the precast segments, the contractor and construction engineer adjusted the pier and typical segment lengths. The latter were increased from 3.0 to 4.0 meters for the double-lane segments and from 3.6 to 4.5 meters for the single-lane segments. The pier segments, originally designed as split-pier members, were modified and cast as a single unit. The maximum weight for the pier segments and typical segments was adjusted to 85 tons with the modifications. By increasing the lengths and weights, the number of segments was reduced from 822 to 662.

To minimize the number of traffic phases designers developed a unique “top down” traffic phasing scheme that required the highest structures be constructed and opened to traffic first. Much of the erection over traffic lanes was performed at night with limited closures and detours.

Erection of the precast segments started in August of 2000 and set a timely pace for the remainder of construction. Traffic shifts and adjacent road and wall construction proceeded on schedule due to the quick erection of the first few segmental bridges. Almost the entire interchange core was constructed below the completed top-level segmental bridges, proving that “top down” segmental concrete was the best construction choice. The eight ramps were completed at a cost of $83/sq. ft. in October 2001.

True to the projections, the precast segmental specification proved flexible enough for construction under completed bridges; minimized disruption to existing traffic; provided an integral wearing surface to allow future maintenance activities and life-cycle economy; and, yielded high-level box girder structures with an aesthetically pleasing appearance.

Jury:

“GREAT URBAN PROJECT. AN EXCELLENT EXAMPLE OF UTILIZING SEGMENTAL TECHNOLOGY FOR RAPID CONSTRUCTION UNDER DIFFICULT TRAFFIC DEMANDS WITH THE FLEXIBILITY TO MAKE CHANGES AS NECESSARY TO MEET SCHEDULES.”

PROJECT PRINCIPALS, SUPPLIERS

Owner: New Mexico DOT

Designer: URS Corporation

Contractor: Twin Mountain Construction II (Subsidiary of Peter Kiewit Sons', Inc.)

Construction Engineering: Parsons

Construction Engineering Inspection: Parsons/PBS&J

Precaster: Twin Mountain Construction II (Subsidiary of Peter Kiewit Sons', Inc.)

Post-Tensioning Materials: Schwager Davis, Inc.

Second Tier Post-Tensioning Supplier: AVAR

Epoxy: Sika Corporation

Forms: Southern Forms

Expansion Joints: The D.S. Brown Company

Bearings: The D.S. Brown Company

Concrete Supplier: Waycor

Rebar Subcontractor: D'Ambra

Broadway Bridge — Daytona Beach, Florida

Demonstrating the growing importance of bridge aesthetics, this 3,008-ft. precast segmental concrete structure carries U.S. 92, International Speedway Boulevard, over the Intracoastal Waterway. Design elements were selected in community charettes, allowing the bridge to present a public image determined largely by the local populace. A community-wide celebration including a parade, fireworks and a street fair marked the dedication of the bridge in July 2001.

Comprised of twin parallel structures, the Broadway Bridge has a total deck area of 260,152 sq. ft. Segments cast in Flagler Beach, Fla., were transported by barge 20 miles down the Intracoastal Waterway. The contractor used three machines and the shortline casting method to fabricate the project's 352 segments, which are 48 ft. wide and vary in depth from 13 ft. to 7 ft. 9 in. The maximum segment weight is 120 tons. To reduce construction time, the contractor erected multiple cantilevers concurrently, placing up to eight segments daily. The bridge was designed with an as-cast riding surface, where one-half inch of sacrificial concrete was milled to satisfy profilograph tolerances and provide an excellent riding surface.

Elliptically shaped piers were cast in place. The lower portion is solid to minimize potential vessel impact damage. At a predetermined point above the mean water elevation, the piers transition to a voided element to reduce overall weight. Pier heights vary from 12 ft. 8 in. to 77 ft. Due to the existing street elevation at the western landing of the bridge, a 34,500-sq.-ft. cast-in-place flat slab was placed with bi-directional post-tensioning to limit cracking and chloride ion intrusion in the saltwater environment. The flat slab transitions to concrete segments once adequate clearance is achieved.

Pursuing a Timeless Ecology theme, charette participants selected colorful, glass mosaic tile designs of wildlife indigenous to the Atlantic Coast. Ten-ft.-tall mosaic murals of dolphins and manatees wrap each of the bridge's 26 piers. The mosaic design is constant, but shifts by 10 degrees on each pier, providing a sense of motion to the manatees and dolphins. Additionally, as pedestrians cross the bridge on the wide separated sidewalk, they experience 18 different wildlife mosaics, one at each of the span segments. The mosaics are repeated on the opposite walkway, for a total of 36 images.

Jury:

“A BEAUTIFUL, WELL-PROPORTIONED STRUCTURE. EXTENSIVE COMMUNITY INVOLVEMENT IN SELECTION OF AESTHETIC DESIGN ELEMENTS. THE USE OF MOSAICS ON DIFFERENT ELEMENTS PROVIDES UNUSUAL GRACE AND ELEGANCE.”

PROJECT PRINCIPALS, SUPPLIERS

Owner: Florida DOT, District #5

Designer: FIGG

Contractor: Misener Marine, Inc.

Construction Engineering: Janssen & Spaans Engineering, Inc.

Construction Engineering Inspection: Parsons

Precaster: Misener Marine, Inc.

Post-Tensioning Materials: VSL (strand)/DSI USA, Inc. (bars)

Construction Equipment: Misener Marine, Inc.

Prepackaged Grout: Chem Rex/Master Builders

Epoxy: Pilgrim Permacoat, Inc.

Expansion joints: The D.S. Brown Company

Bearings: Structural Accessories

CA/T: I-93 Viaducts & Ramps — North of Charles River, Boston, Massachusetts

As the multi-billion dollar Central Artery/Tunnel (CA/T) nears completion, the I-93 ramps and viaducts are among the few visible features in a project that is largely underground. The ramps were designed to provide access to and from the “Big Dig” on the north end. The project will divert massive volumes of traffic from the rapidly aging Central Artery (originally opened in 1959 and designed to carry less than half its current traffic volume) by rerouting it largely underground.

One of the greatest challenges of the CA/T is maintaining traffic during the construction process. In order to keep traffic flowing, temporary ramps were initially designed and constructed in tight loops within the circumference of the permanent precast segmental ramps and viaducts. The permanent superstructure of the I-93 ramps and viaducts, totaling 520,000 sq. ft. of bridge deck, was designed to accommodate in excess of 200,000 vehicles daily.

Large differences in roadway width, span length and curve geometry had to be accounted for in developing the most cost-effective design. The result incorporates both balanced cantilever and span-by-span erection schemes to construct the 15,488 linear feet of precast structure. The erection methods had to accommodate spans ranging from 95 ft. to 205 ft. and horizontal curve radii as short as 212 ft. Roadway widths within the project vary from 22 ft. to 96 ft. Developed to minimize the number of different box types, the superstructure design incorporates three standardized box girders with varying bottom slab (soffit) widths of 9 ft., 13 ft. and 17 ft. Additionally, post-tensioning details for the standardized box types accommodate both span-by-span and balanced cantilever erection, making fabrication economical for the contractor.

The wide variance in roadway widths was handled by means of double and triple box girder layouts that include a longitudinal cast-in-place closure joint between edges of the overhangs. At merge areas, the cast-in-place girder varies in width as the roadway widens. Straddle bents were required in 15 locations to carry the viaducts. Where vertical clearance is an issue, and at all single level bents, the viaduct is integral to the straddle-bent cross beam, imparting an aesthetically pleasing finish.

Segments were cast in a converted airplane hangar in Sanford, Maine, nearly 100 miles away, and trucked to the site. A fixed concrete pump centered among five casting cells maximized the efficiency of the operation. The large area outside of the hangar supported the staging of segments until they were needed on site.

Traditionally, major bridges in the northeast U.S. have utilized steel as a construction material. The permanent I-93 ramps were competitively bid through steel and concrete segmental design alternates. The latter was the low bid at $79.3 million, saving the Massachusetts Turnpike Authority in excess of $27 million over the lowest steel alternate bid.

Jury:

“THE COMPLEX GEOMETRY, COMBINED WITH THE DIFFERENT STRUCTURE TYPES AND CONSTRUCTION METHODS, MAKES THIS AN IMPRESSIVE URBAN PROJECT THAT IS SUITABLE FOR THE LOCATION. VERY COST COMPETITIVE VS. STEEL ALTERNATIVE.”

PROJECT PRINCIPALS, SUPPLIERS

Owner: Massachusetts Turnpike Authority Management Consultant: Bechtel/Parsons Brinckerhoff Joint Venture

General Civil Engineer: Greenman Peterson, Inc./Vollmer Associates/Amman & Whitney Joint Venture

Segmental Bridge Design Engineer of Record: FIGG

Contractor: Modern Continental Construction Co.

Construction Engineering: Parsons

Precaster: Modern Continental Construction Co.

Post-Tensioning Materials: Dywidag Systems International, USA, Inc.

Construction Equipment: Modern Continental/Strukturas

Prepackaged Grout: ChemRex/Master Builders

Epoxy: Sika Corporation

Forms: Ewing Records/Everest

Expansion Joints: The D.S. Brown Company

Bearings: The D.S. Brown Company

CO9A4 Bridges, I-93/I-90 Interchange — Boston, Massachusetts

The easterly portion of the South Bay Interchange, the Central Artery/Tunnel's (CA/T) Contract CO9A4 located at the intersection of I-93 and I-90 encompasses tunnels, depressed roadway “boat” sections, roadways, bridges, and other structures. The I-93 component consists of nine precast segmental concrete bridges, totaling 11,600 feet of box girders. Dedicated in March 2003, they are either parallel, above, or below I-93 northbound and comprise frontage roads, mainline lanes and various turning ramps within the interchange.

Numerous site constraints added substantially to the complexity of the viaduct design and construction. The viaducts span active electrified railroad tracks, existing and proposed roads, major utility lines, boat sections, and large thrust pits constructed to jack tunnels under the railroad tracks. Geometric constraints included tight vertical and horizontal clearances, varying roadway widths, bifurcations, curvatures, super-elevation transitions, and the unusually close proximity of adjacent viaducts. The site constraints required numerous variations in substructure details, including bents placed on top of tunnels, straddle bents, and C-bents.

External haunches used to resist large negative moments near piers were chosen over internal haunches to provide larger moments of inertia and permit larger vertical clearances inside the boxes, which facilitate both construction and maintenance/inspection operations. A typical span depth is 7 feet at mid-span and 8 feet at the piers. The transition length for the external haunch is 33 feet or three segments, resulting in a subtle inclination of the haunch. Each ramp comprises one to three units with each unit consisting of up to seven continuous spans reaching a possible combined 1,100 feet in length.

The project includes 11 straddle bents of which three are double-deckers. The superstructure is configured with these rigid frame bents. As the adjacent roadways are generally not parallel, the straddle bents are aligned at a skewed angle to the roadways. Since casting trapezoidal segments is impractical, the design included cast-in-place trapezoidal superstructure stubs, integral with the straddle bents. During the preliminary design phase, concrete segmental boxes and steel trapezoidal boxes were selected as the two competing alternatives to be advanced to the final design phase. The project was bid in December 1996, with all three contractors opting for segmental concrete. The contract was awarded for approximately $380 million.

Construction for all the bridges within this contract spanned 42 months, with the schedule primarily governed by completion of the underground structures supporting several bents. Construction of the segmental bridges was always on or ahead of schedule. The contractor erected nearly 1,100 segments for this project; generally, two pair of segments were erected in a day. Proceeding in construction from the top with overhead gantry, plus sensible segment-delivery planning, enabled the contractor to keep major Interstate and local traffic open during the erection process.

Jury:

“A MASSIVE APPLICATION OF SEGMENTAL CONSTRUCTION, WELL ENGINEERED TO BE COMPATIBLE WITH A VERY CONGESTED SITE. EFFECTIVE AND INNOVATIVE USE OF STRADDLE BENTS. TRAFFIC ON I-90 AND I-93 MAINTAINED DURING CONSTRUCTION.”

PROJECT PRINCIPALS, SUPPLIERS

Owner: Massachusetts Turnpike Authority

Management Consultant: Bechtel/Parsons Brinckerhoff Joint Venture

Design of Concrete Viaducts: DMJM+HARRIS, Inc.

General Contractor: Slattery, Interbeton, J.F. White, and Perini

Construction Engineering: Parsons

Construction Engineering Inspection: Bechtel/Parsons Brinckerhoff Joint Venture

Precaster: Unistress Corporation

Post-Tensioning Materials: Dywidag Systems International, USA, Inc.

Construction Equipment: Deal

Prepackaged Grout: Sika Corporation

Epoxy: Sika Corporation

Expansion Joints: The D.S. Brown Company

Bearings: The D.S. Brown Company

Foothills Parkway Bridges — Blount County, Tennessee

In 1944, Congress authorized construction of the Foothills Parkway, a 116-km highway through the Tennessee mountains along the Northwestern edge of Great Smoky Mountains National Park. The intention was to provide motorists a majestic view of park scenery from its periphery while reducing automobile traffic within the park itself. Fifty-seven years later, the National Park Service has completed about 37 km of the parkway on its eastern and western ends. A large central portion of the alignment, however, remains untouched; and, a 2.7-km gap called the “missing link” renders a partially completed segment inaccessible to motorists. The newest bridges are the first two of 10 needed to complete the missing link for the Foothills Parkway along the Blount-Sevier county line.

The original owner-developed design for Bridges 9 and 10 was based on a similar type of project, the Linn Cove Viaduct on North Carolina's Blue Ridge Parkway. It called for a precast segmental superstructure built partially on falsework, the rest to be erected using the progressive placement technique. The progressive placement construction method would allow for “top down construction” in this environmentally sensitive area. This construction method specified precast segments 2.5m long, 2.75m deep, and 11m wide to be added one at a time as construction proceeded from one end of the bridge to the other. Each 11m-wide bridge would have three spans of 42.5m, 59m and 42.5m for a total bridge length of 144m. Horizontally curved with radii as small as 188 m, the bridges would have a grade of up to 10 percent.

Based on the limited access and relatively short lengths of the bridges, it was determined that a cast-in-place alternative would be the most economical and constructible solution. The challenge was to build the bridges without having ground access to most of the site and without inflicting any environmental damage to the wilderness below. A construction scheme was developed where a derrick crane would be used to build the bridges in a linear fashion using cantilevered cast-in-place segments with form travelers. This would allow the bridges to be built “over the top,” meaning the contractor would not have to build falsework and temporary towers on the steep mountainsides.

Changing from a precast to a cast-in-place segmental construction scheme required a redesign of the superstructure. As in most projects involving a redesign, however, no additional time was available in the contractor's schedule. When the contractor began work immediately, the design team had to produce final calculations for the redesign as rapidly as possible so that the ordering of materials, formwork, and erection equipment could begin.

In February 1999, the owner awarded the project for $12.8 million — $4 million less than the next lowest bid, which was based on the owner's original design. Slightly more than two years after the project was awarded, Bridges 9 and 10 on the Foothills Parkway were accepted by the owner. These bridges attest to the fact that designers, contractors, and owners who work together can produce a rural bridge that blends in beautifully, with minimal impact on pristine, unspoiled landscapes.

Jury:

“WELL-CONCEIVED REDESIGN COMPATIBLE WITH EXTREME SITE CONDITIONS MINIMIZING IMPACT ON AN ENVIRONMENTALLY SENSITIVE LOCATION, PROVIDING COST SAVINGS IN COMPARISON TO THE ORIGINAL DESIGN.”

PROJECT PRINCIPALS, SUPPLIERS

Owner: National Park Service

Designer: FHWA - Federal Lands Highway Bridge Office & Parsons

Contractor: PCL Civil Constructors

Construction Engineering: Parsons

Construction Engineering Inspection: FHWA-Eastern Federal Lands Highway Division

Post-Tensioning Materials and Form Travelers: Dywidag Systems International, USA, Inc.

Epoxy: Pilgrim Permacoat, Inc.

Expansion Joints: The D.S. Brown Company

Bearings: TechStar, Inc.

Smart Road Bridge — near Blacksburg, Virginia

The 1,985-ft. Smart Road Bridge located outside of Blacksburg, Virginia, is a cast-in-place concrete segmental box girder structure built by the balanced cantilever method with form travelers. Comprising the second phase of the 5.7-mile Smart Road that will eventually connect to Interstate 81, it was dedicated in May 2001 and serves as a state-of-the-art test bed for researchers from Virginia Tech Transportation Institute (VTTI).

Cast-in-place, segmental box girder construction was the preferred technology from aesthetic, economic and maintenance points of view. An added benefit of the open box girder is the ability to house testing and monitoring equipment associated with the research mission of the Smart Road. Typical research supports advancement of the transportation industry, including improved communications systems, variable message signs, experimental pavements and intelligent transportation systems.

The Smart Road Bridge contains a unique monolithic connection designed for the pier/superstructure interface, with the longitudinal faces of the piers continuing vertically until they intersect with the superstructure web wall. In addition to providing an aesthetic feature, this monolithic connection eliminated the bearings normally found at this juncture as well as the associated temporary falsework towers for resisting loads during construction. The Smart Road Bridge is a single continuous unit, with expansion joints only at each end. Steel finger joints were used to accommodate large movements at these locations. The minimal number of expansion joints decreased maintenance requirements and associated expense, along with allowing traffic to pass over the bridge at low noise levels, which is desirable in this rural valley.

Both the substructure and superstructure of the bridge consist of high performance concrete with low-permeability and a compressive strength of 8,000 psi. The low permeability mix was specified by Virginia Department of Transportation and developed by the VDOT Research Council.

The rural beauty of the Ellett Valley in southwestern Virginia made aesthetics a major priority for VDOT and the designer. Considering the mix of pasture land and rural residential areas under and around the bridge, preserving the open views and scenic impact of the valley was deemed essential. This resulted in long spans to minimize the number of piers in the valley. The bridge rises up to 175 feet above the valley and features three interior spans of 472 ft., with 284-ft. end spans. In order to address local citizens' concerns about the bridge, VDOT formed a Citizen's Advisory Board that provided input on various elements of the bridge design. The designer prepared options that were within the owner's budget for presentation to the group. Participants selected the aesthetic treatment for the piers in addition to such elements as an open barrier rail (to provide drivers with unobstructed views of the valley) and the finish color (light tan) applied to the cast-in-place concrete.

Jury:

“THE BRIDGE OUTLINE FLOWS WELL AND IS GEOMETRICALLY SENSITIVE TO THE ENVIRONMENT. MONOLITHIC PIER TO SUPERSTRUCTURE CONNECTIONS AND ELIMINATION OF INTERMEDIATE ROADWAY JOINTS ARE GOOD DESIGN FEATURES. A VERY IMPRESSIVE AND BEAUTIFUL BRIDGE!”

PROJECT PRINCIPALS, SUPPLIERS

Owner: Virginia DOT

Designer: FIGG

Contractor: PCL Civil Constructors, Inc.

Construction Engineering: Janssen & Spaans Engineering, Inc.

Construction Engineering Inspection: FIGG

Post-Tensioning Materials, Form Travelers: AVAR Construction Systems, Inc.

Prepackaged Grout: Chem Rex/Master Builders

Expansion Joints: Lewis

Bearings: The D.S. Brown Company

Vietnam Veterans Memorial Bridge — Richmond, Virginia

Carrying Virginia Route 895 across the James River directly downstream from the Port of Richmond, this dramatic, high-level, divided highway bridge features three types of segmental construction: cast-in-place cantilever on the main and approach spans; precast cantilever on the approaches; and, precast span-by-span on the ramps. The main and approach spans represent the second largest cast-in-place box girder bridge in the U.S.

The project was dedicated and fully opened to traffic in September 2002. The main span unit includes a 672-ft. (205m) main span with 145 feet (44.2m) of vertical clearance for ocean-going ships that use Richmond's deepwater terminal. To achieve the extended length, the design team selected cast-in-place haunched twin-cell boxes cast in balanced cantilever. The main span girder depth ranges from 41 feet (12.5m) at the piers to 16 feet (5m) at mid-span. The deck area of the two main span units is approximately 24,656 sq. yards (20,615 sq. m).

The bridge also includes 3,500 feet (1,067m) of high-level box girder approach spans that total 39,249 sq. yd. (32,818 sq. m) and three new high-level ramp structures at the 1-95 interchange on the west side of the river that use a combination of curved-steel girders and precast box girders.

The main span units and a large portion of the west approach spans and ramps had to be constructed directly over active traffic. To accommodate the unusually constrained site and challenges that included a contaminated subsurface plume and seismic requirements, the bridge's complex geometry required some innovative design and construction solutions.

The approach spans' smaller span lengths, typically 210 feet (64m), allowed the use of precast constant-depth box girders. The approach spans have a variable deck width to accommodate a three- or four-lane cross section with full shoulders. The variation in deck width was accomplished by varying the dimensions of the cantilever deck slab overhang, placing two boxes side-by-side and casting a longitudinal closure joint between the wings. Over 1,300 precast segments were required on the east and west approach spans, with segment weights between 35 and 55 tons (32 and 50 metric tons) each. Both approaches were erected using cantilever construction.

On the east end of the main span unit, the roadway alignment dictated that a horizontal curve would run 154 feet (47m) into the main span unit. The design team decided to use an asymmetric box girder wing arrangement whereby the main span box girder core would remain on a tangent with variable wing dimensions to accommodate the horizontal roadway curvature. This detail provided the greatest construction economy by allowing the expensive core forms to remain unchanged.

The developer used a design/build method of delivery in order to complete the entire project in the shortest possible time. Bidding within the design/build team resulted in the selection of segmental concrete as the most economical method.

Jury:

“A GRACEFUL, ATTRACTIVE STRUCTURE COMPATIBLE WITH THE LOCATION. GOOD USE OF DIFFERENT CONSTRUCTION TECHNIQUES TO MEET VARYING DESIGN/CONSTRUCTION REQUIREMENTS. LONG MAIN SPAN (672 FT.) A NOTABLE ACHIEVEMENT.”

PROJECT PRINCIPALS, SUPPLIERS

Owner: Virginia DOT

Designer: Parsons Brinckerhoff (main span and approach spans) and Site Blauvelt (ramp structures)

Project Developer: FD/MK, LLC

Contractor: Condotte America, Inc. and McLean Contracting Company, J.V.

Construction Engineering: Parsons

Construction Engineering Inspection: Site Blauvelt

Post-Tensioning Materials and Form Travelers: VSL

Prepackaged Grout: Sika Corporation

Epoxy: Pilgrim Permacoat, Inc.

Forms: Southern Forms and Hunnebeck of Italy

Expansion Joints and Bearings: The D.S. Brown Company

Specialized Erection Equipment: Paolo De Nicola