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36
SYNOPSIS
This paper offers an overview of the precast concrete
segmental bridges designed and built in the state of Florida
during the last ten years. The article summarizes various
statistical structural parameters, segment manufacturing and
erection methods, construction times, costs, and reviews
problems typically encountered. Also included is a discussion
of current industry and nationwide design and construction
practices and some suggestions for possible improvements.
CONTENTS
Synopsis............................................37
1. Introduction ......................................38
.......................44
...........................52
9. Time ............................................55
10. Costs ...........................................57
11. Administration Processes Design, Construction
andShop Drawings ...............................60
12. Actions by the Florida Department of Transportation ...63
13. Benefits of Segmental Bridges ......................64
14. Summary ........................................65
15. Conclusions
.....................................66
References..........................................66
Acknowledgments....................................67
Appendix............................................68
PCI JOURNAUMay-June 1989
37
1. INTRODUCTION
were made possible as a result of
M
postwar developments in post-tensionode 01 concrete segmental bridges
Precast segmental bridges were a natural development for efficiency, standardized mass production, speed of
erection, the elimination of expensive
formwork in deep valleys and over
navigable waterways and, particularly,
to afford solutions for restricted constrnction access in congested urban or
environmentall y sensitive areas. The
most notable example of the latter is the
Linn Cove Viaduct' on Grandfather
17ountain in North Carolina. This
bridge was constructed entirely From the
top, including piers and foundations, in
order to preserve the delicate environment of this scenic region. It is the "precast type of segmental bridge that has
found many applications in Florida over
the last 10 years. So far, 31 major structures have been built, including the
Sunshine Skyway Bridge.
39
continuous deck
P.T. at pier
,_ P.T. at midspan
Section
Fig. 4. Typical span-by-span superstructure.
PCI JOURNALMay-June 1989
41
:-r--
L.driiied Shafts
C.I.P. footer
column pier
V-pier
= =_
4 drilled shafts-
P.T.at pier
T. at midspan
Section
r C.I.P. joint
(
__
^caat-In-place piers
II
Fig. 7. Typical balanced cantilever substructures.
anchorage
Span-by-Span
external P.T.
Balanced Cantilever
deviation saddle
cantilever P.T.
Ifl nsr I ii
mldspan closure )
/1
43
4. STRUCTURAL PARAMETRICS
Structural economy in materials and
efficiency has been achieved in segmental construction from the fundamental principle of continuity in superstructures as opposed to traditional simple span girders. Continuity permits a
general reduction in structural dead
load with savings in substructures and
foundations, particularly in span-byspan systems.
The use of continuous construction as a
means to structural efficiency and economy is also applied in other structural
systems such as steel plate and box gir44
Projects
No. of
Fridges
Long Key
Seven Mile
Niles Channel
Channel Five
Ramp 1
Skyway Approaches
17511595-1
Palmetto
Airport
44111595-M
7511595-2
1
1
1
1
1
1
5
5
4
2
9
I95/1595-DEF
South Fork New River
Howard Frankland
8
2
1
Port of Miami
Edison
Golden Glades
1
1
n
Balanced
cantilever
Spanby-span
built
11 hi d
but
not built
1 a design
Principal features
Span-by-span
Over water
Straight
Precast/cast-in-place
substructures
Mostly drilled shafts
5 built = 2.6 M4 sq ft
1 bid not built
1 in design
Balanced cantilever
Interchange sites
Curvedd
Cast-in-place
substructures
Mostly driven piles
26 built = 1.4 M sq ft
lU bid not built
Several in design
45
Spanby-stun
Balanced
cantilever
118-1.43
7-8
71-224
6.5-9.3
64- 75
40-83
34 - 52
38-58
48-98
1.3 - 1.6
4.5-9.4
0.5 - 0.8
1.5.2.8
1.6-2.0
8.4- 18,(1
0.6 - 1.1
3.6 - 5.5
25-72
Balanced
cantilever
118-143
20-152
0.94
71-224
24-97
2.02
135
154
7.3
t)
84
16
0
0
80
20
Span-
Parameter
Span ranges, ft
Height ranges, ft
so li d
substructure
(percent)
spanucd void
Reinforcing bars in substructure,
lb per cu yd
Post-tensioning in substructure,
lb per cu yd
Poundations
Drilled shafts, percent
Driven piles. percent
Spread footings, percent
Ratio of
Seven Mile
4ilesChannel
Channel Five
Ramp 1
Skyway Approaches
Skyway M 5U
175/1595-1
Palmetto
Airport
US 44111595
I75/1595-2
segments__
Number of
Average sustained
catstingcclls
production rate,*
typical Other segments per week
734
2154
276
299
201
3
5
3
3
2
1
1
1
1
1
584
333
567
658
286
385
1316
2
2
5
1
1
2
1
1
3
2
2
7
17
28
17
17
6
10
5
10
24
12
11
32
Ie
175/1595 Phase 2
interchange.
6. REJECTED
Experience shows that success in
segmental bridge construction depends
almost entirely upon the casting operations.
Attention to workable and constructible details, good planning of casting
work, and quality workmanship pay
dividends. This is illustrated in Table 5,
which lists rejected segments and suMPCI JOURNAL'May-June 1989
Table 5.
Rejected segments.
Project
Long Key
Seven Mile
NilesChannel
Channel Five
Ramp 1
Skyway Approach
Skyway Main Spans
1751I595-1
Palmetto
Airport
US 44111595
175/1595-2
N umber
lost
Percent
los
4
3
0
0.5
0.2
0
0.4
1
3
1
18
19
0
1
3
0.5
0.5
0.3
3.2
2.9
{)
0.3
0.3
7. ERECTION OPERATIONS
Various erection systems have been
used in Florida (Table 6). These have
fallen into the broad categories of
ground lased crane for cantilever erection at interchange sites and truss or
50
Fig. 14. Main span segment erection at Sunshine Skyway using beam and winch
equipment.
Parameter
Span-by-span
Cantilever
Site
Delivery
Erection equipment
Truss plus floating crane
Overhead gantry
Crane on ground
Beath and winch
Stability towers
Falsework
Learning period
Sustained rate
Water
Barge
Land
Lowboy
33 percent*
67 percent*
Not required
Not required
3 to 4 weeks
3 spans per week
91 percent*
9 percentt
Used
Used
Varies
4 to 6 segments
perday per cantilever
(2 cranes)
Iii, percentage is !rased upon tli total nun herol segments erected per bridge
type.
!'his figure includes the segments Lii the Sunshine Skyway main spans.
PCI JOURNAL'May-June 1989
51
Fig. 16. Use of a rotary screed, followed by straightedge and light application of bull floats
for a good finish.
Fig. 17. Use of a vibratory screed, followed by straightedge and light application of bull
floats for a good finish.
.ri4
9. TIME
The initial introduction of segmental
construction with the span-by-span
systems in the Florida Keys achieved
some quite remarkable rates of progress
and span erection. Reports were common of two, three and occasionally more
spans being erected in one week using
this method. The factory-style quality
PCI JOURNALiMay-June 1989
Fig. 18. Segmental cantilever bridges under construction at 175x'1595 Phase 2 project.
(Contractor: Harbert Westbrook Joint Venture. Designer: Beiswenger, Hoch and
Associates)
Table
Bridge
Lung Key
Seven Mile
Niles Channel
Channel Five
128
84
135
Ramp 1
Skyway Approaches
100
100
105
175/1595-1
Palmetto
Airport
US 441/1595
117
213
1751[595-2
135
Comments
Bridge on time*
6 months ahead
Bridge on time/ahead
On tirne
On time
"Approach area was casting tiard for Long K. Niles Channel and Channel Five Bridges.
10. COSTS
Contract dates and total project and
bridge bid costs are shown in Table 8. A
detailed breakdown of average unit
costs and square foot prices, corrected
for inflation to 1987, are given in Table
9. For the data available and within the
vagaries of inflation, segmental bridges
average $44 to $52 per sq ft (8474 to
$560 per sq m) at 1987 prices.
PCI JOURNAL/May-June
1989
57
Construction
Bridt;c
Built
LongKey
Seven Mile
Niles Channel
Channel Five
Ramp!
Skyway Approaches
17511595-1
Palmetto
Airport
US 441/1595
175/1595-2
Not built
195/1595-IIEF
South Fork New River
Howard Frankland
1179-7181
10179-7182
4181 - 4/83
5181 - 1183
2182-5184
4183- 10/87
7183 -11/87
3184 - 9186
10184 - 12187
10/864/87-
Total
project
Smillion
Segmental
portion
$million
15.1
43.4
7.9
14.5
43.0
7.7
9.0
4.6
10.4
22.3
71.1
10.2
9.4
7.8
60.2
51.1
(104)
(60)
(44.9)1
61876187 8/87 -
8.8
7.8
5.3
11.9
27.1
31.2*
19.8*
(46.5)
'Segmental prices of next low I al given. Ii Ftal project low Lid ill(/ tided for
building steel alternate at H percent higher than segnirntal.
t Bulb tee wax law I)id by 3.5 tx'rrent.
Bridge
Long Key
Seven Mile
Niles Channel
Channel Five
Ramp I
Skyway Approaches
I75/1595-1
Palmetto
Airport
US 441/1595
17511595-2
195![595-DEF
South Fork
New River
Ilowartl Fraiikland
58
Surface Cost
area
8 per
sgft
sgft
(1000s) (1987)
468
1376
176
190
91
416
252
198
125
177
537
561
433
1060
38
34
50
55
61
4148
48
68
50
56
46
44
1987 Prices
Sletric
10.76 sq ft = I m';
1 to }-d = 0.765 ms; Jib = 0.454 kg.
Types ofbridges
Percentage of
all bridge
constru ction
25
15 (484)
40
29 (312)
segmental
25
42 (452)
to
$ per sq ft
Overall average
36.4 (392)
11.2.3 Comments
The above suggestions lar improvements to "administration processes"
would require the mutual cooperation of
all sides of the industry: clients, states,
the Federal Highway Administration,
consultants, contractors, etc., and would
63
14. SUMMARY
Over the last 10 years, Florida has
Contractors elected to use single cell
been a leading state in the design and casting machines, and most preferred to
construction of precast segmental establish their own precast yards. All
bridges. With the exception of the main casting operations went through a
span portion of the New Sunshine Sky- period of mobilization, usually 3 to 4
way cable stayed bridge (Fig. 20), these
months, followed by several weeks of
precast segmental bridges mostly fall learning before production reached a
into two groups: either straight span- sustained rate of one segment per cell
by-span over water or curved balanced per day. Most operations achieved this
cantilever viaducts at major inter- rate. Casting operations were geared to
changes. The spans involved generally the size and duration of the project, most
range from 100 ft (30 m) to well over 200 being a completely new operation
ft (60 m), covering the intermediate span writing off the cost of the forms and yard
range beyond the limits of normal pre- on the job. Generally, robust equipment
cast girder construction.
and forms saved time and money deSpan-by-span structures have not yet spite the higher initial outlay.
exceeded 143 ft (43.6 m). Recently, the
Erection operations for span-by-span
new bulb tee was successful against the bridges were either by truss or gantry.
span-by-span segmental alternate for the Balanced cantilevers were generally
Howard Frankland Bridge by a margin erected by cranes standing on the
of about 3 percent. This initial result ground. All projects experienced a
indicates competition in the shorter learning period of a few weeks or spans
span ranges. However, in excess of this before achieving a sustained erection
span length and on curved viaducts, rate. Typically, span-by-span constricsegmental cantilever and steel are likely tion proceeded at three spans per week
to remain more effective. Balanced and balanced cantilever at four segcantilever bridges have been successful ments per day per cantilever. Higher
in interchange applications, especially rates were achieved occasionally.
because they can readily accommodate
Problems in segmental construction
the varying alignments and span lengths generally center upon attention to detail
typical of such locations.
and quality of workmanship. The most
Substructures are typically lighter by significant factor, perhaps, is the ability
half for span-by-span compared to bal- to readily assemble the reinforcing bar
anced cantilever structures. This is be- cage and post-tensioning ducts without
cause of the basic difference in con- conflicts or misplacements and then enstruction methods; most span-by-span suring that all the reinforcement in the
structures have been founded on drilled ducts and other embedments remain in
shafts, whereas most cantilever struc- place during concreting. Misplaced and
tures are founded on driven piles. This blocked post-tensioning ducts prevent
reflects design philosophies as much as successful construction. Attention to
construction methods and geological good workmanship and inspection pays
conditions, It should be noted that dividends. Special care is needed in
concrete placement, consolidation and
span-by-span construction affords more
finishing to ensure a good qualit y segopportunity to standardize pier shafts
and so develop very efficient systems. ment.
Successful erection depends almost
In cantilever construction, piers tend to
vary more in height and construction entirely upon the quality of the segload requirements and each pier tends ments. These problems are not just
to he unique.
peculiar to segmental bridges; they have
PCI JOURNAL'May-June 1989
65
also occurred in other precast, post-tensioned AASHTO and hulk tee beam
construction. As experience grows
within the industry and the profession,
such problems are less frequent. However, there is a need to educate and inform designers and detailers about
practical constructible details and to
enforce good workmanship through
education and specifications.
There is also a need to address (nationwide) administration processes related to design, shop drawings, inspection and construction practices since
much wasted effort has been involved.
The author considers that much improvement is possible by the adoption of
appropriate standards and practices.
Such measures will make the entire administrative process more efficient.
15. CONCLUSIONS
Experience in Florida has shown that
it is possible to complete segmental
structures on time and ahead of
schedule. Of the 11 major projects containing 31 bridges so far constructed,
eight projects went well in casting and
erection, and three others were delayed
for a variety of reasons, mostly connected with inexperience. The latest
projects are proceeding very well and
will be completed ahead of schedule.
Segmental construction has success-
REFERENCES
1. Muller, Jean M., and Barker, James M.,
"Design and Construction of Linn Cove
Viaduct," PCI JOURNAL, V. 30, No. 5,
September-October 1985, pp. 38-53.
2. "Segmental Bridge Design in the Florida
Keys," Concrete International, V. 2, No.
8, August 1980, pp. 17-22.
3. Blaha, William, "Seven Mile Bridge
Speeds Towards Completion in the
Florida Keys," Concrete Products Ma gorifle, V. 84, December 1981, pp. 20-25.
4. "Sunshine Skyway," Report by Florida
Department of Transportation, June
1984.
ACKNOWLEDGMENTS
The majority of the information presented in this paper was obtained by the
author from public records and colleagues within various offices of the
Florida Department of Transportation.
Additional information was obtained
through questionnaires and conversations with many firms and individuals
involved. Wherever possible, efforts
were made to contact riot only the Firms
but also the persons with firsthand
knowledge and experience in the various projects. The author also drew upon
his own personal involvement in several
of the projects.
Thanks are extended to all colleagues,
firms and individuals for their cooperatior and assistance with information.
Special thanks are owed to Mrs. Laura
Helms and Mrs. Karla Beard for their
patience and dedication in the prepara-
67
APPENDIX
A more detailed breakdown of the information summarized in Tables 1
through 9 is provided in Tables Al
through A9.
Table Al. Precast segmental projects............ 69
Table A2. Superstructure parametrics.
Table A3. Substructure parametrics .
.......... 70
............ 71
................. 73
68
No. of
bridges
Built
Long Key
Seven Mile
Niles Channel
Channel Five
Rampl
Skyway Approaches
175/1595 Phase 1
Palmetto
Airport
US 441/1595 (M)
175/1595 Phase 2 {u)
Total
1
1
I
1
1
1
5
5
4
2
9
3I
Cantilever
Spanby-span
Bridge over
Land
8
2
1
11
1
1
(N)
Straight
Curved
Water
Geometry
Substructure
CIP
Precast
Drilled
shafts
Spread
footings
Driven
piles
Abut- EST"*
ment ft2/ft2
62
68
66
68
94
83
70
48
70
98
65
18
49
52
49
52
52167
34140
38/61
25135
62
71
57172
39
1.34
1.35
1.35
1.35
1.75
1.42
1.61
1.66
1.68
1.71
L56
1.86
4.48
6.85
4.83
(6.85?
8.58
6.66
8.36
8.93
11.06
14.50
14.00
18.00
0.63
0
0.63
(0.63)
0.90
0.50
0.97
0.87
1.07
1.10
(1.86
0.56
1.50
2.21
1.70
(2.21)
4.76
1.87
3.8.2
3.83
3.63
3.59
5-50
5.45
61
39
1.63
2.04
0.82
0.62
5.27
5.09
50/88
70
55
90
54
by
117
-13
48
54188
40
45154
1.77
1.61
1.79
9.43
8.40
0.72
0.81)
0.77
5.66
2.69
3.67
496
1242
75
64
100
40
95
1.89
1.59
7.79
0.84
0.73
2.83
Segment weights
{tons)
Depth
(ft-in.
Bridge
plan
area
(ft2)
'o, of
bridges
No. of
segments
85-206
60-183
118
135
118
135
194
135
160
155
121
159
137
118
7a)
741
7-41
7-0
9-4
84)
7-3
8-0
7-3
8-3
7-3
6.6
468,358
1,376,257
175,634
190,126
91,271
415,534)
251,680
197,724
124,520
177,199
342,471
194,472
1
1
1
1
1
1
5
5
4
2
4
5
734
2154
276
299
201
584
567
658
286
385
750
tilt
fib
65
66
65
58
75
52
38
54
56
52
40
j Single box
1 'l'winboxes
71-205
83-14)1
161
1211
643!
8-3
6-6
4.20,606
140,608
7
I
89(i
258
56
40
95-301)
143-231
143
984
1584
.544
90-195
(10(4225)
143
1
1
(N)
Project
Long Key
SevenMile
\ilesChannel
Channel Five
]tamp 1
SkywayApproach
175/1595 Phase 1
Palmetto
Airport
u544111595(M)
1751
I Single box
I` Twin boxes
1595(2)
195/
595
Spans (ft)
Range Avg
120-224
100-200
84-215
85-16.1
124-224
F'ypical Pier
8-31
fort of Miami
Edison
C,nlden Glades
I6-6
8-{)
1141
433,249
839,982
219,540
9-3
8-)
-
268,906
593,0411
-
Struchiretylx
tip,ru
Canti- by]ever span
Project
Spans (R)
Range Avg
1, rug Key
100-200
84-215
85-162
1.24-224
85-206
60-1993
1595
Twinboxes
South Fork New River
Howard
Approach
[rank1:V
slain Spans
71-20.5
83-140
95-300
143
143-231
161
120
143
-
Port o I Miami
Edison
Golden Clades
96-195
(100-
143
1951
Single box
120-224
Plan
area
(Ru)
Substructur
concrete
(y'r191
25
50
20
25
50
42
98
42
41
32
54
59
33
468,358
(145,000)
1231,000
175,635
190,I26
91,271
415,530
251,680
197,724
124,520
177,199
342,471
194,272
3,011
(3,400)
(4,400)
1,030
{3,400)
2,561
17,993
8,036
4,844
7,312
15,636
5,15.2
i47)
(63)
-
420,606
140,608
433,249
839,982
219.54(1
15,200
3,946
12,184
4,718
6,1)5.4
I
1^Jfi
II
1.24
-
268,906
593,040
-
(3,01101
-
Height (ft)
Rance avg(
116
1,35
135
118
135
194
135
160
155
121
159
157
118
Main Spans
Mile
1l Approach
\ile.sCh,umel
Channel Five
Rainp I
Skyway Approach
175/1595 Phase 1
Palmetto
Airport
1-S441/I595(M)
IZX
Single box
Twin hoxes
1595(2)
Seven
20-70
20-40
20-70
35-49
45 . 152
28-60
30-51
24-40
25-81
3{ ^ A7
.>rin}
SC:S"
TSB
(per
cerit)
3,524
Heinforcingbars
in substructure
Total lb lblytl 5
0.69
499,11)0
1.27 (410,0(1(1)
0.63
1.27
..-..
0.57 (410,0(10)
1.80
396,620
1-18 2,357,056
2.05 1.182,591
1.61
816,48()
2.39
570,538
2.06 1.060,184
2.09 2 ,411,683
2.17
755.8163
No data
Posttensioning
Bridge type Substrucin
Span- htretype
substructure Canti- byPre(1b+ y d$1
lever " part CII' cast
100
it
121
121
155
131
147
168
162
145
157
117
10
0
0
10
0
24
0
0
0
{l
0
0
No data
-
+
u
'typical Pier
Abutment'
Other
618
1850
232
90
228
34
26
76
10
187
504
319
187
461
144
258
356
689
550
10
64
14
10
25
8
20
25
47
46
4
16
4
12
8
8
4
14
20
Total
734
2154
276
288
201
584
333
567
498
160
286
385
750.
616
Pier
3
5
3
3
(1)
2
2
2
3
2
2
2
4
3
1
1
1
1
1
1
1
1
1
1
1
1
Abutment/
Other
No, of
Typicals
Others
Total
segments per week per week per week
15
17
2-3
2
2
28
17
17
25
15
15
2
2
1
1
_.
Notes:
Key using
Appox.
Weeks
Sustained production
rate after learning phases
after mobilization.
2. Sustained weekly production rates are averages.
3. All segments for .Niles Channel arid Channel Five were made at Long
4. Precast substructure segments are not included.
Learning period/
phase
same equiprnent.
10
5
J 10
20
18
5-10
20
19
15-25
4-6
4-6
4-6
10
10
2
1
3-5
15
10
(24)
12
11
29-35
(>50 ihex)
C)
0
C
11
z
C
v
CC
Project
Long Key
Seven Mile
Niles Channel
Channel Five
Ramp I
Skyway Approach
Skyway Main Spans
175/I595 Phase 1
Palmetto
Airport
L'S4411I595 (M)
17.5/1595 Phase 2
Attrition
segments lostitotal
41734
3/2154
0
1/299
11201
3/584
11333
18/567
19/658
Loss
(percent)
0.5
0.2
0
0.4
0.5
0.5
0.3
3.2
2.9
0
1/385
3/1366
0
0.2
0.3
Construction
Project
Erection equipment/supports
Beam
Canti- Span- LowStability False- Truss/ and
lever by-span boy Barge Crane towers work Gantry winch
Long Key
Seven Mile
NilesChannel
Channel Five
Ramp I
Skyway Approach
Main Spans
175/1595 Phase 1
Palmetto
Airport
1. 1 5441/1595(M)
a
.
175/1595 Phase 2
Sustained
rate
Bridge
completion
3-4 weeks
3-4 weeks
None
None
2 spans
3 cycles
Many weeks
A few weeks
Many weeks
4-6 weeks
2-3 weeks
3 spans/week
3 spans/week
3 spans/week
3 spans/week
21/2 spans/week
10-15 seg/week
15-25 seg/week
On time
6 months ahead
On time
On time
On time
On time
Late
Late
Late
Late
> 10 seg/week
> 30 seg/week
Ahead
9 months ahead
0
0
C
z
C-
m
a
CD
m
Project
Long Key
Seven Mile
Niles Channel
Channel Five
Ramp 1
Skyway
175/1595 Phase 1
Palmetto
Airport
US 441/1595 (M)
175/1595 (U)
195/1595 (DEF)
South Fork New River
Howard Frankland
Original Extended
Final
Time
calendar calendar calendar used
days
days
days_percent
915
1054
1352
128
420
675
900
920
730
490
1300
1052
546
---1416
1149
742
585
1300
1052
739
675
1480
1539
868
1244
<100
135
<100
100
105
134
117
213
<100
<100
Comments
Long Key completed on time, approach was casting yard for Niles and
Channel Five
Completed 6 to 7 months ahead of schedule
Stricture completed ahead of schedule
Structure completed on time
Structure completed on time
Approaches went well, time lost on main span cable stays, etc.
Delayed due to structural problems, repaired ok
Delayed
Delayed
Bridges on time or ahead
60 days ahead at interim deadline, full completion approximately 9
months ahead of schedule
Steel alternate built due to total project bid but segmental
Steel alternate built bridge prices were actually cheaper than steel
Bulb tee alternate 3 percent lower than segmental
Project
Built
Long Key
Seven Mile
Niles Channel
Channel Five
Ramp 1
Skyway Approach
and Main Spans
175/1595 Phase 1
Palmetto
Airport
US 441/1595 (M)
I75/1595 Phase 2
Not built
195/1595 (DEF)
South Fork New River
Howard Frankland
In design
Port of Miami
Edison
Golden Glades
Start
date
Actual
finish
(late
Total project
bid amount
(S)
Segmental
lridge portion
($) bid
January 79
October 79
April 81
May 81
February 82
July 81
July 82
April 83
January 83
May 84
15,097,276
43,394,764
7,906,574
10,363,912
22,344,172
14,50(1,000
43,000,000
7,700,000
9,000,000
4,628,0(0
April 83
October 87
71,132,079
71,132,079
July 83
(larch 84
October 84
October 86
April 87
November 87
September 86
December 87
(July 89?)
(July 89?)
10,176,199
9,445,663
7,793,829
6(1,243,919
51,132,584
(June 89)
(Sept 90)
(]9905)
(104 million)
(60 million)
(44.5 million)
$21 million estimate
$25 million estimate
Comments
8,765,000
7,825,000
5,292,178
11,938,00()
27,054,000
31,193,000)*
19,753,000)*
46,500,000)
C)
I'la+!
Dl
CC
7
CD
Project
Contract
start
date
lu,t'ICC C'I
til,a'
b,spa-
L,lit
'vft' hreakllowi,
Structure I, I','
Sc L lr,rl, I.,I
bridge h,r
11
IIII I()IIs
,re:(
it,
IItIHl
total
sllt
Imper
struttore
s,fl'
til l,,tru[hire
's It
1311iIt
Long; hey
Jan 79
1-1.5
188.1
II.
Seven like
\ilex Ch:umel
Clrannel Fite
Ramp I
SIswavApproach
175r1595 Phase 1
Pahrretto
Airport
I. S 441/ 1595 i \1 ,
175;1595
Oct 79
Apr h1
\tavhl
Feb ti-!
Alir83
Jill 83
1341
1 371.3
31.
PosttenlOuiuul
IH[ur
Iorcinu
hltr
l/i1,
1111]
577
1.55
u t4
3t1I
-149
1.40
1.111
11.51
11.43
Adjusted
tied!lent
I1, 1987
.'es-'f1'(
t1\(11
-3411;
'SU7
159
:38
34
511
7.7
175.0+
43.61
100.1
47..E
81.:3
115.5
'51.7
197.7
11-4.5
177.:t
53h.7
501."
'3 .1.t
'19., '
-11.5
87.I
511.1
111.7
-:37.4
't9.4
tech
IS.11
:36.J
15.7
19.4
13.5
41
4h
48
tits
51)
51i
-147
-14
111 -14
1.tr84
Oct 85
Oct tit;
Ahr87
iii h
Ji,,, ts7
Aiugh
11.19
19.75
.tl} 511
51,1
333
111,595
55..
.45.t .
.43.9
.37.9
-
17.7
--
31959,
11110:
11 I
1:t5'
!hh.sl
5931
kl(luste{I to I^l.47
Sub. tructrlr
concrelr
7fth
9.11
.63
h 77
7.3
5.:t9
11.9.1
7I45
11T1ccs
7.3
1(1.=
Can lc , cr
Slttut-hi-spa,,,
55
I,l
3:
:13
225
:371
1.13
4I.36
334
31111
1s36
1119
1.1141
1I11)
11..141
I1. }
:3511
-
lsis
41.85
54
1.51,
IN
I I.^1^