Bridge Engineering Report and Plans

Conceptual Bridge Engineering Report

Swanton to St. Johnsbury STP LVRT (1) Lamoille Valley Rail Trail from Swanton to St. Johnsbury

Prepared for: Vermont Association of Snow Travelers Prepared by: Vanasse Hangen Brustlin, Inc. Date: September 30, 2010

Lamoille Valley Rail Trail

Swanton – St. Johnsbury STP LVRT (1)

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TABLE OF CONTENTS

BACKGROUND ....................................................................................................................................... 1

FIELD INSPECTION ................................................................................................................................. 2

DESIGN STANDARDS ............................................................................................................................. 2

REHABILITATION AND REPLACEMENT CONCEPT ALTERNATIVES ......................................................... 3

CONSTRUCTION COST ESTIMATING ..................................................................................................... 4

ATTACHMENTS :

BRIDGES 13, 17D, A27, 31, 34, 48, 49, 68, 77, AND 83

INSPECTION FINDINGS AND REHABILITATION/REPLACMENT ALTERNATIVES

PHOTOGRAPHS

CONSTRUCTION COST ESTIMATE SUMMARY

CONCEPT PLAN DRAWING

MINOR REHABILITATION

BRIDGE LIST

TYPICAL BRIDGE SECTIONS



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INTRODUCTION

BACKGROUND

The Lamoille Valley Rail Trail (LVRT) project consists of the investigation, design and construction of

a shared use recreational trail along the St. Johnsbury and Lamoille County Railroad (St J&LC) Right-

of-Way, which is presently a rail-banked, state owned corridor as delineated in the State of

Vermont’s lease to the Vermont Association of Snow Travelers (VAST). The corridor extends from

Station 55+20 near Mt. Vernon Street in St. Johnsbury to Station 4976+93 near Robin Hood Drive in

Swanton; a distance of approximately 93.2 miles. The railroad line was constructed between 1867

and 1877, and was abandoned between 10 and 20 years ago. The track and ties were removed by

the state in 2005, but many structures remain within the Right-of-Way.

This project is funded by the FHWA and administered by the State of Vermont Agency of

Transportation (VTrans) through the Local Transportation Facilities (LTF) Program. VAST retained

Vanasse Hangen Brustlin, Inc. (VHB) in July of 2008 to initially prepare the conceptual trail design,

structural repair/rehabilitation/reconstruction conceptual designs, and to develop environmental

documentation, all of which are currently nearing completion.

The purpose of this engineering report is to present recommendations, conceptual designs and

construction cost estimates for the bridges involved in the LVRT project. There are 52 structures

which have been classified as “bridges” on the Lamoille Valley Rail Trail (LVRT) system 10 of which

require a relatively significant amount of rehabilitation and/or replacement work. The other

bridges generally require only minor repairs, new decks and/or new railings. Six of the ten bridge

locations no longer have a structure in place (substructure components remain in some cases),

either because the existing structures were washed out and/or have been intentionally removed.

The other four bridges requiring significant rehabilitation require substructure rehabilitation as well

as replacement of some of their structural components. None of these ten structures are eligible

for the National Historic Register, and some require Right-of-Way acquisition.

This report contains the following for the 10 bridges requiring significant rehabilitation:

• Summary of inspection findings and rehabilitation/replacement alternatives

• Representative photographs

• Summary of conceptual construction cost estimate

• Concept Design drawing, including a plan, longitudinal section and typical section

This report also includes a list of the bridges which require minor rehabilitation and alterations and

typical bridge sections are provided for select bridge types illustrating the typical work to be done.




A cost estimate for the rehabilitation of these bridges is also included. Bridge types not shown in

the typical sections will be addressed during final design.

FIELD INSPECTION

A team of engineers and technicians visited each of the ten bridges which require significant

rehabilitation during the week of August 24, 2009, and performed a cursory inspection of each site

and any remaining structural components. The following tasks were performed during the bridge

inspections:

• Photo logged visible site conditions and structural components

• Observed general site conditions in order to assess critical approach, roadway, and channel

geometric constraints

• Recorded existing utilities and other structures which may be impacted during construction

• Measured approximate site and bridge geometry, limited to aspects critical to the

development of conceptual plans

• Visually observed and recorded general condition bridge components

While in the field the team also visited a sampling of bridges which did not require significant

rehabilitation to determine the scope of work required for most bridges to adapt the bridges to

trail bridges.

DESIGN STANDARDS

The following is a list of pertinent design specifications, standards and guidelines which were

utilized to develop the conceptual bridge designs, and which will be required for final bridge

design.

• AASHTO LRFD Bridge Design Specifications (2007 edition with 2009 interims)

• AASHTO Guide Specifications for Design of Pedestrian Bridges (1997)

(Note: LRFD Pedestrian Bridge Design Specifications (2009) will be used in final design)

• AASHTO Roadside Design Guide (2002)

• VAOT Structures Manual (2004)

• VAOT Local Transportation Facilities (LTF) Guidebook for Municipally Managed Projects

(2009)

• Vermont State Design Standards (1997)

• VAOT Standard Specifications for Construction (2006)

• Vermont Pedestrian and Bicycle Facility Planning and Design Manual (2002)




• VAST Guide for the Development of Snow Mobile Trails (2009)

• FHWA/USFS Equestrian Design Guidebook for Trails, Trailheads and Campgrounds (2007)

Specific note should be made of the following decisions with regard to geometric and structural

design criteria for the project.

• AASHTO H-10 Truck and Pedestrian Loads in accordance with the above applicable

specifications were established as the design loading for nine of the ten bridges with the

exception of Bridge No. 13. The H-10 Truck loading was selected based on Section 5.3.10

of the Vermont Pedestrian and Bicycle Facility Planning and Design Manual, and is

appropriate for the anticipated configuration of LVRT trail system maintenance vehicles.

However, the HS-20 Truck was selected for the design loading on Bridge No. 13, due to the

anticipated need for heavier trucks to cross this structure during the construction of the

trail system.

• A 10 ft minimum rail-to-rail clear width was selected for all bridges. Section 5.3.10 of the

Vermont Pedestrian and Bicycle Facility Planning and Design Manual states that a 12 ft rail-

to-rail width is the preferred minimum; however, this section permits a minimum width

equal to the approach width of 8 ft, plus a 1 ft shy distance on each side in “rare

instances.” VAST obtained conditional concurrence from VTrans that the LVRT bridges

meet the criteria for “rare instances” listed in this section of the manual, primarily in light

of the fact that the bridges are in rural and/or wilderness settings and the cost to widen

the substructures and superstructures would be prohibitive

• Since the LVRT system will be used in the wintertime, a minimum bridge railing height of

4’-6” was established, and is in accordance with Section 5.3.6 of the Vermont Pedestrian

and Bicycle Facility Planning and Design Manual. In addition, 4’-6” is recognized as the

minimum railing height for equestrian use, as stated in Chapter 3 of the FHWA/USFS

Equestrian Design Guidebook for Trails, Trailheads and Campgrounds.

REHABILITATION AND REPLACEMENT CONCEPT ALTERNATIVES

The steel girders and beams at each of the four bridges requiring significant rehabilitation with

remaining superstructures (Bridge Nos. 31, 68, 77 and 83) were found to be in generally good

condition. Based on engineering judgment, it is evident that the most economical alternative for

these structures is to retain the existing girders and beams, replace timber ties as required, and

install longitudinal wood decking and new bridge railing. The condition of substructure

components for these bridges ranges from poor to good. In each case, the most cost effective

alternative for rehabilitation or replacement of these substructure components was readily

apparent based on engineering judgment and rehabilitation has been recommended.




The six bridge locations for bridges requiring significant rehabilitation where the superstructures

no longer exist have partial or complete substructure components remaining at four locations

(Bridge Nos. 13, 34, 48 and 49), while two locations (Bridge Nos. 17D and A27) have no remaining

substructure components. The proposed length of each of these structures is based on site

constraints, remaining substructure locations, or a combination of both. A cost evaluation was

performed for the two shorter spans (Bridge Nos. 13 and 34), comparing a prefabricated steel truss

alternative to a rolled steel beam alternative. In both cases, the truss alternative proved to be

more economical. As the lengths of pedestrian bridges increase, the disparity between the truss

and beam alternatives becomes greater in favor of the truss alternative. Therefore, the

recommended superstructure alternatives for all six bridges are prefabricated steel truss

superstructures.

Eight of the bridges requiring significant rehabilitation cross over waterways, for which the

elevations of Ordinary High Water (OHW) were estimated in the field where possible, based on the

limits of vegetation on the stream banks (shown on the attached Concept Plans where applicable).

In addition, approximate Q100 elevations are shown on the plans where possible, based on

channel profiles from available FEMA Flood Insurance Studies (FIS). It is anticipated that only two

bridges requiring significant rehabilitation may require more detailed hydraulic analyses during

final design in order to determine the minimum “low chord” elevation (Bridge No. 48) or the

appropriate span length (Bridge No. 49).

Considerations and constraints that factor into recommended alternatives are presented in the

Inspection Findings and Rehabilitation/Replacement Alternatives sheet for each bridge. The

recommended structure alternative and the general scope of work for each of the bridges requiring

significant rehabilitation are presented in the respective Concept Plan drawings.

Bridges requiring minor rehabilitation need substructure or superstructure repairs, the installation

of longitudinal wood decking, new bridge railing, and select replacement of timber ties.

CONSTRUCTION COST ESTIMATING

Conceptual construction cost estimates were developed through a variety of means, as follows:

• The costs of prefabricated steel truss bridges delivered (not including erection) to each site

were obtained from steel truss bridge fabricators.

• Material and construction items included in the VTrans Standard Specifications for

Construction (e.g. reinforced cast-in-place concrete, excavation, timber, etc.) were

estimated using VTrans’ Estimator database of average unit prices, and were increased to

account for small quantities or construction and access difficulties.




• Construction activities that are not included in the VTrans Standard Specifications (e.g.

erection of the prefabricated steel truss superstructures) were estimated based on labor

costs given in the Means Catalog, as well as the use of engineering judgment based upon

past project experience.

• A contingency of 25% was added to each bridge construction cost estimate to account for

minor construction items, unforeseen materials and construction effort, and contractor

mark-up on the prefabricated steel trusses.

Order-of-magnitude construction cost estimates broken down into their major components are

provided within each bridge section of this report, and are summarized below. The total estimated

conceptual construction cost for all ten bridges requiring significant rehabilitation is approximately

$2.1 million as shown below and in the attached cost estimates.

Bridge No. Feature Crossing Location Conceptual Construction Cost Estimate

13 Mount Vernon St. St. Johnsbury $181,000

17D Whiteman Brook Danville $200,000

A27 VT Route 15 Walden $263,000

31 Bailey-Hazen Rd. Walden $181,000

34 Stannard Mtn. Rd. Walden $106,000

48 Lamoille River Wolcott $231,000

49 Wild Branch Wolcott $356,000

68 Lamoille River Cambridge $306,000

77 Black Creek Bakersfield $119,000

83 Black Creek Fairfield $113,000

Total Cost $2,056,000

The 42 bridges requiring minor rehabilitation are estimated to have a construction cost of $500,000

plus a 25% contingency to total of $625,000. The total construction cost estimate for bridges on the

project is $2.7 million.

INSPECTION FINDINGS AND REHABILITATION/REPLACEMENT ALTERNATIVES January 15, 2010 Lamoille Valley Rail Trail Swanton – St. Johnsbury STP LVRT (1)

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Bridge 13

Inspection Findings: • Date: August 24, 2009 • Location

o Station: 55+27.3 o St. Johnsbury o Over Mt. Vernon Street o Map sheet 2

• Superstructure o No superstructure remains

• Substructure o Masonry Abutment No. 2 remains o Abutment No. 1 removed. To be designed in coordination with D&K and the Three Rivers Trail o Abutment No. 2 appears to have settled slightly in the past and appears stable and retains batter o Northwest wingwall of Abutment No. 2 appears to have settled slightly in the past but appears stable o Bridge seat and backwall of Abutment No. 2 in poor condition

• Approaches/Site o Available vertical clearance sufficient to meet standards o Site distance is limited on the road o Horizontal clearance is nonstandard at west abutment o A concrete box culvert runs from south to north, under Mt. Vernon Street and west abutment. Culvert is

clear of debris and in good condition. Some scour and spalling of headwall at inlet. Some scour was observed on culvert outlet headwall.

o Guardrail on Mt. Vernon Street runs into northwest wingwall of Abutment No. 2 with unsafe transition o Overhead electrical and telephone utilities need to be raised for clearance over bridge o Retaining wall (supporting Mt. Vernon St.) north of bridge paralleling drive in good condition

Rehabilitation/Replacement Concepts: • New stub abutment and mechanically stabilized earth (MSE) wall for Abutment No. 1 with new Three Rivers Trail

(D&K)

• Consider stabilizing northwest wingwall and Abutment No. 2 with tie‐backs

• Reuse Abutment No. 2, construct new concrete bridge seat and backwall, and repoint masonry

• Evaluated prefabricated truss vs. steel beam superstructure with approx. 70’ span (truss determined more cost‐effective)

• Realign guardrail at northwest wingwall of Abutment No. 2 (local responsibility?)

• Telephone lines require permanent relocation. Electrical utilities may require temporary relocation for erection of bridge

Resource ID: • Not eligible for National Historic Register

Available Information/Data: • DuBois & King Three Rivers Trail Preliminary Plans

• Existing Plans of culvert construction

• Railroad Val Plan

Comments: • Use HS‐20 design loading for construction access

• Detour length approximately 6.0 miles

PHOTOGRAPHS Lamoille Valley Rail Trail Swanton – St. Johnsbury STP LVRT (1)

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BRIDGE 13 – OVER MOUNT VERNON STREET

Looking South on Mount Vernon Street

Abutment No. 2

Looking North on Mount Vernon Street

Abutment No. 1 Proposed Location

ORDER‐OF‐MAGNITUDE CONSTRUCTION COST ESTIMATE January 15, 2010 Lamoille Valley Rail Trail Swanton – St. Johnsbury STP LVRT (1)

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BRIDGE 13 – OVER MOUNT VERNON STREET

A conceptual, order‐of‐magnitude cost estimate for the Bridge 13 reconstruction is provided below. All costs are rounded to reflect the order‐of‐magnitude level of the estimate, and are based on year 2010 construction pricing.

Rehabilitation of existing substructure $ 35,000.00 Construction of new substructure $ 10,000.00 Construction and installation of new superstructure $ 90,000.00 Traffic control $ 10,000.00

Miscellaneous and Contingencies (25%) $ 36,000.00

Total $ 181,000.00

The estimated cost does not include the following: • Construction inspection, administration, and engineering • Three Rivers Trail Construction (MSE wall including excavation and backfill at

Abutment 2) • Potential tie‐backs for Abutment 1 (most likely not necessary)


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Bridge 17D

Inspection Findings: • Date: August 24, 2009

• Location o Station 314+53 o Danville o Over Whiteman Brook o Map sheet 12


• Substructure o No substructure remains

• Approaches/Site o Steep washout of embankments o Approximately 83’ clear opening and 23’ deep (trail grade to stream invert) o Existing slopes East: 1:1, West: 1.2:1 o Heavy debris jamming channel up and down stream o Northeast, northwest, and southwest approach embankments have steep banks o Channel has poor alignment on approach from southwest o Stream flood elevations far below trail grade, based on existing channel geometry and FIRM

Rehabilitation/Replacement Concepts: • Recommend laying back abutment slopes 1.5:1 with heavy stone fill

• 1.5:1 slopes result in approximate 100’ superstructure. Prefabricated steel truss most cost‐effective alternative


Available Information/Data: • No FIS available – 1975 FIRM available


Comments: • VAST Individual Bridge Feature sheet recommends a bridge which is removable if further erosion occurs


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BRIDGE 17D – OVER WHITEMAN BROOK

East Slope

East Slope and Whiteman Brook

West Slope

Looking North Downstream


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BRIDGE 17D – OVER WHITEMAN BROOK

A conceptual, order‐of‐magnitude cost estimate for the Bridge 17D reconstruction is provided below. All costs are rounded to reflect the order‐of‐magnitude level of the estimate, and are based on year 2010 construction pricing.

Earthwork $ 40,000.00 Construction of new substructures $ 20,000.00 Construction and installation of new superstructure $ 100,000.00 Miscellaneous and Contingencies (25%) $ 40,000.00

Total $ 200,000.00

The estimated cost does not include the following:

• Construction inspection, administration, and engineering


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Bridge A27

Inspection Findings: • Date: August 24, 2009 • Location

o Station 1029+23 o Walden o Over VT RT 15 o Map Sheet 36


• Substructure o No substructure remains

• Approaches/Site o Existing RR ROW & VT RT 15 alignments require skewed bridge alignment to minimize ROW & slope

impacts, and for trail approach alignment to meet minimum groomer turning radius o Roadway clearance approximately 15’ below trail grade at south approach o South approach is relatively flat and north approach is sloped for several hundred feet before

meeting existing trail alignment o Speed limit is not posted (assumed 50 mph regulatory) o VT RT 15 is classified as minor arterial, based on online Vermont State Highway Map, with 2800 AADT

in Danville

Rehabilitation/Replacement Concepts: • Location of Abutment No. 2 should be at edge of required clear zone to minimize ROW taking and to

accommodate VAST groomer turning radius (see comments below), which requires full height abutment

• Location of Abutment No. 1 should be at edge of required clear zone to minimize slope impacts, easements, and to accommodate VAST groomer turning radius (see comments below)

• Prefabricated steel truss bridge span of 91’ +/‐ required to meet above geometric constraints


• ROW acquisition required (see comments below)

• Minor increases in sound levels to one residence to the west of the existing corridor

Available Information/Data: • ROW plans from prior VT RT 15 construction

• Railroad Val Plan Comments:

• Survey required to determine optimum location of bridge and ROW requirements

• Required clear zone to face of abutments for assumed design speed of 55 mph = 24’ (reference AASHTO Roadside Design Guide and VT State Standards)

• Confirm adequate sight distance with proposed Abutment No. 1 location in final design

• Assume minimum turning radius for VAST groomer = 40’

• Location and extent of proposed ROW taking and slope easements require discussion with VAST and VTrans


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BRIDGE A27 – OVER VERMONT ROUTE 15

Looking North from South Embankment

Looking South from North Embankment

Looking South along Former Railroad Alignment

Looking North along Former Railroad Alignment


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BRIDGE A27 – OVER VERMONT ROUTE 15

A conceptual, order‐of‐magnitude cost estimate for the Bridge A27 reconstruction is provided below. All costs are rounded to reflect the order‐of‐magnitude level of the estimate, and are based on year 2010 construction pricing.

Earthwork $ 35,000.00 Construction of new substructures $ 70,000.00 Construction and installation of new superstructure $ 95,000.00 Traffic Control $ 10,000.00 Miscellaneous and Contingencies (25%) $ 53,000.00

Total $ 263,000.00


• Construction inspection, administration, and engineering • ROW acquisition



Bridge 31


• Location o Station 1232+78 o Walden o Over Bailey‐Hazen Road o Map sheet 44

• Superstructure o Rolled steel beam superstructure in good condition o Ties, deck, and railing significantly deteriorated ‐ in need of replacement

• Substructure o Abutments consist of timber pile bents and timber pile caps in fair condition with timber lagging

backwalls o Abutment No. 2 timber backwall in poor condition o Abutment No. 1 in fair condition below pile bent cap. Backwall above pile bent cap severely

deteriorated, allowing approach material to fall onto bridge seat o Piers consist of timber pile bents on concrete footings in fair condition

• Approaches/Site o Vertical clearance approximately 13’ over Bailey‐Hazen Road o Culvert runs from northeast of bridge under Ward Hill Road, then under north pier, then under

adjacent drive on northwest corner o Clear width of Bailey‐Hazen road is 21’ o Slopes under end spans are approximately 3:2 on north and 2:1 south

Rehabilitation/Replacement Concepts: • Reuse existing steel superstructure

• Additional horizontal and vertical clearance requested by Town; replace existing abutments, remove existing piers and raise existing superstructure

• Existing beams determined to have sufficient capacity to span entire bridge length

• New concrete abutments/bridge seats

• New decking and railing

• Fill and grade approaches to match new superstructure elevation


Available Information/Data: • Existing Steel Framing Plans


Comments: • Detour approximately 5.0 miles



BRIDGE 31 – OVER BAILEY‐HAZEN ROAD

Looking South on Bailey‐Hazen Road

South Pier to be Removed

Bridge Deck from South Approach

Abutment No. 2



BRIDGE 31 – OVER BAILEY‐HAZEN ROAD

A conceptual, order‐of‐magnitude cost estimate for the Bridge 31 reconstruction is provided below. All costs are rounded to reflect the order‐of‐magnitude level of the estimate, and based on year 2010 construction pricing.

Earthwork and removal or existing substructures $ 50,000.00 Construction of new substructures $ 65,000.00 New deck and railing $ 20,000.00 Traffic Control $ 10,000.00 Miscellaneous Contingencies (25%) $ 36,000.00

Total $ 181,000.00





Bridge 34


• Location o Station 1421+65 o Walden o Over Stannard Mountain Road o Map Sheet 52

• Superstructure o No superstructure remaining

• Substructure o Both abutments are still in place o Abutment No. 2 bridge seat and backwall in poor condition, concrete scaling near bottom of

abutment o Abutment No. 1 has some scour under footing no more than 2 ft. and bridge seat in fair condition

• Approaches/Site o Roadway vertical clearance is less than 12’ from bridge seat elevations. Roadway also has a grade

from east to center of bridge of approximately 3% o Roadway masonry curb and retaining wall has one missing block which may have been intentionally

removed for roadway drainage. Some scour on north side o Horizontal clearance and horizontal site distance nonstandard o Span between existing backwalls 47’

Rehabilitation/Replacement Concepts: • Reuse abutments with new bridge seats and backwalls

• Repair spalling of abutments

• New prefabricated truss superstructure due to vertical clearance requirements


Available Information/Data: • Existing plans for bridge prior to removal


Comments: • According to VAST, a small insurance settlement may be available to help pay for this structure • Detour approximately 6.0 miles



BRIDGE 34 – OVER STANNARD MOUNTAIN ROAD

Looking South on Stannard Mountain Road

Abutment No. 1

Abutment No. 2

Looking North on Stannard Mountain Road


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BRIDGE 34 – OVER STANNARD MOUNTAIN ROAD


Rehabilitation of existing substructure $ 35,000.00 Construction and installation of new superstructure $ 40,000.00 Traffic Control $ 10,000.00 Miscellaneous and Contingencies (25%) $ 21,000.00

Total $ 106,000.00

The estimated cost does not include the following: • Construction inspection, administration, and engineering



Bridge 48


• Location o Station 2183+54 o Wolcott o Over Lamoille River o Map sheet 81


• Substructure o Both abutments are still in place and in good condition, but both require clearing and removal of

brush o Abutment No. 2 has tree growing out of north side o Both abutments are concrete on masonry on ledge o Abutment No. 1 has small trees growing between masonry blocks but in good condition

• Approaches/Site o Abutment No. 2 access from adjacent property owners land (McArthur) o Abutment No. 1 is remote access from School Street or by boat from Abutment No. 2 o Span approximately 130’ o FIS Q100 approximately at existing bridge seat elevation o 2000 FIS Q100 WSE profile shows 1967 reconstruction (new girders and lowered bridge seats)

Rehabilitation/Replacement Concepts: • Reuse existing substructure with minor repairs and build seats up for Q100+1 desired freeboard

• New prefab truss superstructure based on span length

• Remove brush and trees from existing abutments


Available Information/Data: • 2000 FIS (FIRM with cross sections and floodway boundaries shown)

• Railroad Val plan

• Existing plans (prior to bridge removal)

Comments: • VAST lease states VTrans has responsibility for this bridge.



BRIDGE 48 – OVER LAMOILLE RIVER

Abutment No. 1

Looking Downstream from Abutment No. 2

Abutment No. 2

Looking Upstream from Abutment No. 2





Rehabilitation of existing substructure $ 35,000.00 Construction and installation of new superstructure $ 150,000.00 Miscellaneous and Contingencies (25%) $ 46,000.00

Total $ 231,000.00





Bridge 49


• Location o Station 2249+26 o Wolcott o Over Wild River Branch o Map sheet 83


• Substructure o Abutment No. 2 removed and remnants of Abutment No. 1 still exists (not salvageable)

• Approaches/Site o ANR Stream Alterations Engineer requested 160’ span, which is shown for initial proposed concept o Floodplain restoration accomplished by VANR (after FEMA FIS) o Q100 5‐10’ below trail grade (more survey required)

Rehabilitation/Replacement Concepts: • New single span prefabricated truss due to required span length

• New abutments


Available Information/Data: • 2000 FIS (showing cross sections and flood boundaries)


Comments:



BRIDGE 49 – OVER WILD BRANCH

Abutment No. 1

Looking Upstream from Abutment No. 2 Site

Abutment No. 2 Proposed Site

Looking Downstream from Abutment No. 2 Site



BRIDGE 49 – OVER WILD BRACH

A conceptual, order‐of‐magnitude cost estimate for the Bridge 49 reconstruction is provided below. All costs are rounded to reflect the order‐of‐magnitude level of the estimate, and are base on year 2010 construction pricing.

Earthwork $ 10,000.00 Construction of new substructures $ 70,000.00 Construction and installation of new superstructure $ 205,000.00 Miscellaneous and Contingencies (25%) $ 71,000.00

Total $ 356,000.00





Bridge 68 Inspection Findings:

• Date: August 26, 2009

• Location o Station 3381+05 o Cambridge o Over Lamoille River o Map sheet 126

• Superstructure o Existing 5 spans, approximately 246’ long o 4 different girder types

Spans 1A and 1B rolled beam 30” deep Span 2 riveted plate girder 77” deep Span 3 riveted plate girder 103” deep Span 4 riveted plate girder 62” deep

o Steel in good condition Previous E&K inspection noted heavy corrosion at floor beam top flange and stringer‐floor

beam connections on Span 3 o Deck and railing in poor condition

• Substructure o Abutment No. 1 adequate condition for 10 year life o Abutment No. 1 has crack in south wingwall o Abutment No. 2 in good condition o Pier 1B timber piles in poor condition. Missing piles and 60‐100% loss on multiple piles o Pier 2 has significant debris accumulation o Pier 3 timber piles in poor condition

• Approaches/Site o Trail access by foot from south end (too overgrown for vehicles) o Q100 approximately 10’ below deepest girder – 1982 FIS

Rehabilitation/Replacement Concepts: • Reuse existing steel superstructure

• Minor abutment rehabilitation

• Remove Pier 1A. Span 1A and 1B continuous rolled beam determined to have sufficient capacity

• Replace Piers 1B and 3

• Repoint Pier 2 masonry and remove debris

• Install Pier protection

• New decking and railing

• Compare cost of Pier 3 replacement vs. cost of Pier 3 elimination and single span replacing Spans 3 and 4. Reuse of existing superstructure with Pier 3 replacement determined most cost‐effective

Resource ID: • Existing floodplain encroachment

• Not eligible for National Historic Register

(con’t)



Available Information/Data:

• 1982 FIS (cross sections, flood boundaries, floodway map)


• Existing plans of Spans 1A and 1B

Comments: • Follow up in‐depth inspection for development of design plans should include in‐depth steel inspection




Looking West at Pier 2 and Pier 3

Pier 1A

Abutment No. 1

Pier 1B




A conceptual, order‐of‐magnitude cost estimate for the bridge 68 reconstruction is provided below. All costs are rounded to reflect the order‐of‐magnitude level of the estimate, and are based on year 2010 construction pricing.

Rehabilitation and removal of existing substructure $ 50,000.00 Construction of new substructure $ 95,000.00 New deck and railing $ 100,000.00 Miscellaneous and Contingencies (25%) $ 61,000.00

Total $ 306,000.00





BRIDGE 77 – OVER BLACK CREEK


• Location o Station 3829+75 o Bakersfield o Over Black Creek o Map sheet 143

• Superstructure o Steel salvaged from another structure in good condition o Decking in poor condition o Railing not present

• Substructure o Abutment No. 2: 6 back piles checked and hollow sounding, 4 interior front piles in good condition,

and 2 exterior front piles questionable o Abutment No. 1 piles good condition, but pile cap in poor condition o Timber lagging at Abutment No. 1 deteriorated, and condition at north abutment not determined

(requires coring)

• Approaches/Site o Bridge in middle of two pastures o Barbwire and electric fence present on all corners of bridge

Rehabilitation/Replacement Alternative: • Reuse existing steel superstructure

• Replace both timber pile bents with single steel H pile bent at north abutment

• New decking and railing and approach guardrail

• Replace pile cap and timber lagging at both abutments

Resource ID: • Not eligible for National Historic Registry

• Existing floodplain encroachment (according to 1985 FIRM – no FIS done)

Available Information/Data: • 1985 FIRM (no FIS available)


Comments: • Corings of south abutment piles and north abutment lagging required




Abutment No. 1

Abutment No. 2

Abutment No. 2 and Superstructure

Bridge Decking from North Approach





Earthwork $ 10,000.00 Rehabilitation of existing substructures $ 40,000.00 Construction of new substructures $ 25,000.00 New deck and railing $ 20,000.00 Miscellaneous and Contingencies (25%) $ 24,000.00

Total $ 119,000.00




Bridge 83


• Location o Station 3946+18 o Fairfield o Over Black Creek o Map sheet 147

• Superstructure o Steel in good condition o Two spans ‐ south span appears to have been salvaged from another bridge o Deck in poor condition (open deck with missing ties) o No railing present

• Substructure o Abutment No. 2 concrete in good condition o Pier is timber pile bent made up of 3 rows of 6; 11 piles > 60% section loss o Abutment No. 1 timber cribbing backwall in good condition with some tree and shrub growth, and

timber pile bents in good condition

• Approaches/Site o Floodplain includes overbank under south span

Rehabilitation/Replacement Alternatives: • Reuse existing steel superstructure

• Replace pier at midspan

• New deck and railing


• Existing floodplain encroachment (According to 1985 FIRM – no FIS done)

Additional Information/Data: • 1985 FIRM (no FIS available)


Comments:




Span No. 2

Abutment No. 1 Timber Cribbing

Existing Timber Pile Pier

Abutment No. 1 Timber Piles





Construction of new substructures $ 40,000.00 New deck and railing $ 50,000.00 Miscellaneous and Contingencies (25%) $ 23,000.00

Total $ 113,000.00


Bridges Requiring Minor Rehabilitation and Alterations



Structure

IDStation Bridge Type

Feature

Crossing

Structure

IDStation Bridge Type

Feature

Crossing

16L 257.51 Steel Truss VT 2B 55 2562.01Steel Through-

TrussLamoille River

17 288.58 Steel I-Beam Trestle Rd 56 2631.11 Steel I-BeamNeedless Eye

Rd.

18 385.4 Steel I-Beam None 57 2686.88 ConcreteCenterville

Brook

27 865.26Steel I-Beam, Pile

BentJoes Brook 59 2871.96

Steel Through-

TrussLamoille River

28 1044.71Steel I-Beam, Pile

BentWet-2008-143 63 3090.65

Steel Through-

PlateSmith Brook

29 1161.73 Stone Arch Morrill Brook 66 3169.22 Arch Pipe Wet-2008-386

35 1446.64Steel Beams,

Wood PilingLamoille River 67 3178.94 Boiler Section Wet-2008-389

36 1523.74 Steel I-Beam Greensboro Bk 67Q 3321.25 Wood Stringer 2008-TB260

38 1728.48 Steel Deck Plate Lamoille River 70 3606 Steel I-Beam Black Creek

40 1778.14Steel Through-

PlateLamoille River 71 3613.3 Steel Deck Plate Black Creek


PlateLamoille River 73 3632.53

Steel I-Beam, Pile

BentBlack Creek

42 1938.77 Concrete 2008-TB149 76 3755.4Steel I-Beam, Pile

BentBlack Creek

F:\57294.00\reports\Bridge Reports\minor bridge list

Bent

43 1983.14 Concrete 2008-TB151 80 3886.15 Arch Pipe Black Creek

44 1990.73 Concrete Kates Brook 81 3891.69 Concrete 2008-TB279

45 2037.16Steel I-

Beam/Covered

Bridge

Lamoille River 82 3923.66 Stone Arch 2008-TB285

46 2066.12 Steel I-Beam Currier Brook 85 3966.18 Steel Deck Plate Elm Brook


TrussLamoille River 87 4097.46

Steel I-Beam, Pile

BentFairfield River

51 2277.71 Steel I-Beam 2008-SC172 88 4151.53Steel I-Beam, Pile

BentBlack Creek


TrussLamoille River 90 4260.76 Stone Arch 2008-TB303

53 2363.41 Steel I-BeamElmore Pond

Brook93 4415.51

Steel Through-

Truss

Mississquoi

River

54 2465 Stone Arch 2008-TB192 95 4465.71Steel I-Beam, Pile

BentMcgowan Brook

F:\57294.00\reports\Bridge Reports\minor bridge list

Lamoille Valley Rail TrailSwanton – St. Johnsbury STP LVRT (1)

Date post:	22-Oct-2015
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Bridge Engineering Report and Plans

Documents