The complexity of the IH-635 Managed Lanes Project, located in Dallas County, Texas, posed several technical and constructive challenges, leading to the adoption of solutions different from the traditional. Two altern...The complexity of the IH-635 Managed Lanes Project, located in Dallas County, Texas, posed several technical and constructive challenges, leading to the adoption of solutions different from the traditional. Two alternative solutions for the pier cap on one of the bridge crossings over IH-35E in the IH-635 project were analyzed in this case study, a cast-in-place post-tensioned concrete cap and an innovative prefabricated steel-concrete com- posite cap. The approach was to use an estimation of direct costs for material and labor and consideration of con- struction time schedules. A supplementary numerical modeling confirmed that both alternatives behave elasti- cally under imposed loads. The direct cost of material and labor for the two alternatives were close. However, the composite alternative required 13 days less construction time, resulting in substantial cost savings from traffic closing in the very busy traffic corridor. Traffic closing costs were substantially higher than the direct costs, especially for the post-tensioned cap. The quantification of the benefits allows more confidence in the utilization of the composites caps, leading to faster completion of bridge projects and substantial economic savings.展开更多
基金herein for allowing the use of various data from the LBJ Project in the development of this paper
文摘The complexity of the IH-635 Managed Lanes Project, located in Dallas County, Texas, posed several technical and constructive challenges, leading to the adoption of solutions different from the traditional. Two alternative solutions for the pier cap on one of the bridge crossings over IH-35E in the IH-635 project were analyzed in this case study, a cast-in-place post-tensioned concrete cap and an innovative prefabricated steel-concrete com- posite cap. The approach was to use an estimation of direct costs for material and labor and consideration of con- struction time schedules. A supplementary numerical modeling confirmed that both alternatives behave elasti- cally under imposed loads. The direct cost of material and labor for the two alternatives were close. However, the composite alternative required 13 days less construction time, resulting in substantial cost savings from traffic closing in the very busy traffic corridor. Traffic closing costs were substantially higher than the direct costs, especially for the post-tensioned cap. The quantification of the benefits allows more confidence in the utilization of the composites caps, leading to faster completion of bridge projects and substantial economic savings.
