What makes it interesting?
The existing two-span, filled-concrete-arch bridge, built in 1930, was replaced with a modernized structure that mimics the existing aesthetic and historical architecture. The new bridge is a two-span, 230-foot-long structure. Other features included a multi-phased maintenance of traffic plan in a dense urban environment with overlapping utility contracts; full-depth pavement replacement; storm sewer and storm water management; curb and sidewalk replacement; relocation of multiple underground utilities; communication signals; and landscaping.
How HCSS Software assisted with this project
The user-friendliness and simple interface of the HeavyBid allowed for less time to be spent on putting the actual bid together and more time spent on value engineering ideas and finding ways to save money to ultimately be awarded the project. Throughout the project, HeavyBid was also utilized in cost workups for proposals and change orders. Again, the ease of use saved the company time during these cost workups and provided an accurate and efficient way to track extra costs in a timely manner in order to not delay receipt of payment for any extra work or change orders.
The Replacement of Frederick Avenue Bridge over Gwynns Falls & CSX Railroaddesign-bid-build project for the City of Baltimore included the complete demolition and replacement of the historic Frederick Avenue arch bridge, which spans 230 feet over both the Gwynns Falls and the Baltimore Hanover line of CSX Transportation. This project also included a design-build, 320-foot-long temporary pedestrian and utility bridge to maintain public access and utility service through the site.
A stream diversion and causeway were required to construct the center pier in portions of the environmentally sensitive Gwynns Falls. The new bridge footing and substructure consist of 4,200 cubic yards of concrete on 1,000 feet of 48-inch/30-inch rock and soil drilled caissons. The bridge superstructure utilizes 16 AASHTO Type V pre-stressed concrete I-beams that are 112 feet long and 124,000 pounds each.
Fay designed a unique method to “launch and set” the girders from each abutment reducing time and conflicts with the railroad. The use of a “skidder beam system” was utilized due to the limited access of the site because of its urban location. This made it difficult to use a larger crane to set the girders.
The bridge design also utilized a combination of pre-cast and cast-in-place arch facade to replicate the existing bridge appearance. Improvements to the intersection of Caton Avenue and Wilkens Avenue in Baltimore City were also part of this contract and had to be completed before the Frederick Avenue Bridge could be closed for demolition. This work will included the addition of an exclusive right turn lane on the southbound leg of Caton Avenue, pavement markings, and full signal reconstruction.
After the new Frederick Avenue Bridge was completed, a final pavement marking and traffic configuration had to be completed at this intersection.