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Presenters:
Mark Bouma, P.E. Michael Bauer, P.E.Technical Oversight Leader North Texas Operations ManagerNorth Texas Tollway Authority Jacobs Engineering
ASCE PresentationSam Rayburn Tollway/US 75 Interchange (Segment 4)
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Milestones & ScheduleMilestones & Schedule
• Approved Schematic – June 2005
• Approved for Tollway Facility in May 2007
• NTTA awarded development rights in 2007
• NTTA awards design contract in 2007:– Segment 4 in October
• Open the Corridor by Jan. 1, 2011
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Segment 4 Schedule ChallengesSegment 4 Schedule Challenges
• 38 months to open the Corridor– Largest single NTTA construction contract at the time
• Approved schematic– Expensive and presented construction challenges– Different functional goals than for a toll facility
• For success, set goal to let contract by Oct. 2008– 3 months to address schematic– 9 months for complete PS&E– 26 months to open, 31 to complete construction
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The TEAMThe TEAM
• Corridor Management Team– Corridor Manager – HDR– Design Manager - Halff Assoc. – NTTA Project Delivery Dept. – HNTB
• Schematic and PS&E Team– Jacobs Engineering - Prime– Bridgefarmer & Assoc.– ARS, IEA, STL
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Interchange Reconfiguration EffortInterchange Reconfiguration Effort
• Identified Alternative that:– Cost Less– Easier to construct in required schedule– Better met functional goals of toll facility– Maintained or improved access w/in ROW
• Staring at daunting schedule
• Need State and Local buy-in– Allen, Fairview, Frisco, McKinney– TxDOT & NTTA
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Schematic EvaluationSchematic Evaluation
• Enhance Safety through Design & Constructability
• Improve Mobility and Accommodate Growth– Design capacity for high volume movements– Minimize typical congestion conditions (short weaves,
unbalanced ML/FR usage, etc)– Segregation of local and highway traffic– Facilitate local access by ramp locations
• Reduce Capital and O&M Costs
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Approved TxDOT SchematicApproved TxDOT Schematic
• US75 – 8 lane divided– Space for future HOV lanes– Depressed below grade through interchange
• SH121 – 6 lane divided• Single lane DC Bridges• Long-span steel bridges through interchange• Boxed (signalized) frontage connections
– Texas U-Turns
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Approved TxDOT Schematic:Approved TxDOT Schematic:
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• US75 – 8 lane divided– Space for future HOV lanes– Remains at or near current grade
• SH121 – 6 lane divided• Two lane DC Bridges• All bridges pre-stressed concrete• Loop ramp frontage connections • Additional on/off ramps
Proposed Schematic:Proposed Schematic:
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Proposed Schematic:Proposed Schematic:
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Interchange Enhancements: SafetyInterchange Enhancements: Safety
• Replaced signalized traffic conflicts with dedicated right turn movements
• Eliminated DC/ML-to-FR conflicts
• Improved merge/weave conditions– Full two lane merge for heaviest DC movements
• Balanced highway and local access movements
• Safety during construction
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Interchange Enhancements: MobilityInterchange Enhancements: Mobility
• Loop ramps for continuous flow FR movements
• Two lane DCs & full ML merge conditions– Improve through-put– Accommodates long-term traffic demand
• Segregates local traffic from highway traffic– Benefits both– Access is maintained or improved
• Mobility during construction
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Interchange Enhancements: Value & CostsInterchange Enhancements: Value & Costs
• Material selection reduced Capital and O&M costs
• Reconfiguration reduced costs– Afforded additional improvements for Safety & Mobility
• Context Sensitive Solution– Toll facility attributes– Improved access increases development value– Aesthetics and configuration provide identity
• Design for future capacity– Reduces future construction impacts– Sustained mobility and access
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Interchange Enhancements:Interchange Enhancements:Get In, Get Out, Stay OutGet In, Get Out, Stay Out
• Proposed Configuration Improves Constructability– Eliminate one level of the interchange– US75 at grade– DC realignment away from interchange core– Natural staging areas– Standardized construction elements for bridges
• Less Commuter impacts during construction– Fewer stages result in fewer traffic adjustments– Use of existing roadways during construction
• Design and Materials promote longevity
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Design Approach
• Project Segmentation– Design Teams for SRT and US 75– Focus initially on geometric tie-down– Teams run concurrent design
• Essentially an Alternative Delivery Style– Weekly Task Force Meetings– Constant client interaction and collaboration
• Bentley ProjectWise used for coordination and organization of project files
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Tools & Automation
• Best practices developed and applied– Design Cross Sections
– 3D Modeling• Highly accurate in pinpointing ponding areas• Provided finished grades for structures
– Drainage• Utilized Geopak Drainage.Tools• Utilized excel Macros to insert drainage callouts on P&P sheets
– Quantity Take-offs• Setup of database for all ‘smart’ design elements• Produced accurate numbers in minutes instead of days
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Review & QA
• Redundant checks employed for critical items– Bridge clearances triple checked
• Spreadsheet calculations• Geopak model cross-check• Inroads model cross-check
• Design Reviews– Peer Review (In-House)– Ongoing Client Reviews– OTS Workshop
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Construction
• NTTA Construction Manager – KBR
• Contractor - W.W. WEBBER– Bid 65% plans, issued 100% PS&E after award– Low Bid $219.8M– NTP October 23, 2008
• Largest NTTA construction contract at the time
• 2.5 years start-to-finish
• Phased opening with the DC’s being top priority
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Construction
• Interactive and Collaborative Construction
• Worked Together to further reduce costs– Adjust North Limits on US 75– Change Pavement Section– Build-out two lanes on SPUR 366– Modified phasing to further support construction
• Additional 5-6% in cost reductions realized
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Photos
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Photos (cont’d)
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Photos (cont’d)
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Photos (cont’d)
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Photos (cont’d)
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Photos (cont’d)
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Photos (cont’d)
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Photos (cont’d)
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Construction by the Numbers
• Tallest Point – 80’ (~6 stories)• Concrete used – ~5M ft3; enough for a sidewalk from
Dallas to New Orleans (450mi)• Longest Continuous Bridge – 4,800 ft; length of ~16
football fields• Concrete barriers and rail – ~36mi; enough to stretch from
McKinney to DFW International Airport• Concrete Beams – 24mi worth; laid end-to-end would
stretch from Allen to downtown Dallas• Soil used as fill – ~1.3M yd3; amount which would fill
130,000 dump trucks (lined end-to-end would stretch 620mi from Dallas to St. Louis)
• Sod placed – 75 football fields worth or 1-18 hole golf course
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THE ENDTHE END
QUESTIONS