February 25, 1997

Mr. Paul E. Toussaint

Division Administration

Federal Highway Administration

P. O. Box 536

Frankfort, Kentucky 40622

Dear Mr. Toussaint:

SUBJECT: Jefferson County

I-65, Kennedy Bridge Rehabilitation

FD 52 056 0065 136-137 196 C;OOOIM 00659 007

Post Construction Review

A post-construction review was held on the subject project on December 13, 1996, in the District 5 office. The following personnel were in attendance:

Robert Semones C. O. Highway Design

Robert Farley Federal Highway Administration

Boday Parrent……………. C.O. Design

Andre Johannes C.O. Design

JoAnn Tingle C.O. Traffic

Dennis Baron Hazelet and Erdal

Lowell S. McGowan Hazelet and Erdal

Rob Harris District 5

Barry G. Sanders. District 5

Sherrill Smith.. District 5

Ron Beckort.. District 5

James R. Lile. C.O. Construction

Raymond Meyer.. District 5

The attendees reviewed the project plans, and construction change orders. An on site investigation followed the meeting. This post construction meeting dealt with the pavement and deck rehabilitation of the Kennedy Bridge.

The following change orders were discussed:

There have been fourteen(14) change orders to date on the project.

The contractor had requested the use of the "BIGFOOT" vertical panel barricade, as manufactured by Protection Services, Inc., in lieu of plastic drums or barricades. The advantages these devices offer over drums or barricades are that the "BIGFOOT" panel will separate from the base and lay flat if hit as opposed to rolling into traffic or becoming airborne, and will not move under normal wind conditions caused by high speed traffic. It was agreed that the use will be conditional on the satisfactory performance of these devices in the field and that the reflective material is on the Department’s Approved List.

Final increase.. $0.00

The Contractor had proposed a modification of the Traffic Phasing that allowed Ramp WN to remain open during Revised Phase I. This modification was reviewed by the Task Force and approved as part of Traffic Revision No. 1. It was agreed to pay the incentive for thirteen (13) of the fifteen (15) Calendar Days established. It was agreed that the two (2) Calendar days remaining represent the inconvenience to the traveling public due to the barrier wall restricting lane width. It was also agreed that the money represented by this Change Order shall not be included in the calculation of contract time adjustments based on final contract amount.

Increase.. $67,137.60

This change order reflected the cost to the department by using Special Provision No. 99 (94)- Partnering.

Increase.. $3,089.86

After work began on the project, it was discovered that one (1) Highway Advisory Radio (HAR) would be inadequate to properly advise the traveling public of construction activity. Additionally, given the stated range of a mobile unit, the speed of traffic, and possible message length the motorist would not have sufficient time to react to a possible problem. In discussions with the Indiana Department of Transportation, it was agreed that the best approach would be to have a HAR for both the Kentucky and Indiana sides of the river. Additionally, it was agreed that to allow for the long term security of the units and to ensure sufficient range of transmission the HAR should be installed at sites completely controlled by the respective Departments and utilizing permanent antenna mountings. It was agreed to install a permanent antenna at the Department’s District Office. The following increase includes all materials, labor, equipment and incidentals necessary to furnish and install two (2) signs.

Increase .. $128,121.49

After reviewing the functioning of northbound I-65 through the work zone, it was apparent that the excessive speed of traffic was contributing to the accident rate. Standard "Reduced Speed Ahead" and "Speed Limit 40 MPH" signs are ineffective. To reduce the excessive speed of traffic, it was agreed to utilize off duty police officers and their vehicles to enforce the posted speed limit.

Increase. $8,167.50

In order to allow the project to progress during the winter months, it was agreed to allow concrete placement during the months of January and February, contrary to Section 609.05 of the 1994 Standard Specifications. It was agreed that all requirements of Section 601.17 Part C be strictly followed. Slab temperatures were monitored by infrared thermometers and that the contractor provide probe thermometers to monitor slab temperatures toward the bottom of the slab. The contract plans and approved shop drawings for the finger joint extensions did not indicate that the driving surface of the dams should have anti-skid studs. Since the existing finger dams have the studs, it was agreed to add the anti-skid studs to the finger dam extensions.

Net Increase.. $5,258.00

After work began on the installation of the new lighting control equipment and the new 2400 volt feed, it was discovered that existing equipment essential to the proper functioning of the lighting at the Kennedy Bridge and approach, which was not set up to be replaced, was severely deteriorated. The equipment from the Louisville Gas and Electric drop to the new lighting equipment at Main Street and the high voltage transclosure at the gore area of the I-64 entrance to southbound I-65 had experienced numerous failures and they have become virtually unserviceable. Additionally, the existing conduit that was to be used for the new 2400 volt feed had deteriorated to the point that the old wire cannot be pulled out nor can the new wire be installed without great risk of damage to the wire insulation. The District Office, Division of Traffic, were consulted and the items of the change order were identified as in need of replacement. This work will assure the reliability of the lighting in a crucial area of I-65 and make any future servicing much easier. It was agreed that this work be non-participating by the FHWA

Increase.. $162,628.70

After work began on the project, it was discovered that the condition of the existing overlay was much different than was shown on the plans. On the Kentucky approach the plans indicated an existing overlay of 1 ¾ inches. However, once removal of the existing overlay began, the thickness was found to average 2 ¼ inches. Also, the latex quantities for the approach included 15% for partial depth and the actual quantities approached 34%. The truss section and the Indiana approach showed similar trends. The plan thickness of the existing overlay on the truss was one (1) inch but was found to average approximately 2 3/8 inches and the Indiana approach had a plan thickness for the existing overlay of one (1) inch but was to average 1 ½ inches. It was discovered that the partial depth patching was averaging 5%-10% while it had been estimated at 15%. Based on field conditions, it was apparent that the plan quantity for Concrete Overlay - Latex was insufficient. Since Concrete Overlay - Latex, was a major item as defined in Section 101.34 of the Standard Specifications and that the calculated quantity was an overrun of more than 25%, the overrun formula contained in Section 104.02..02 will be used to calculate a new unit price.

Increase.. $592,875.00

The accident rate within the project limits had been monitored since the use of a Police Officer and Vehicle began. It had been discovered that the accident rate decreased significantly compared with the accident rate prior to utilizing the police officer. Of particular interest was that the injury rate had also decreased significantly as had the speed of traffic through the work zone. Therefore this change order extended the use of Police Officer and Vehicle to the end of the project. While realigning the driving lanes for Phase I, the existing lines were removed by grinding. At night, the areas of the existing deck that had been grinded looked like skip lines. This caused some confusion to the traveling public. Since the plans called for paint to be used for temporary pavement marking throughout the phases where traffic utilized the existing deck, it was decided to utilize Removable Lane tape for all phases. This caused an overrun in the quantities for Removable Lane tape.

Increase.. $235,336.50

After work had began, it was discovered that the bearing devices for the finger dams at L23 and L23’ were either badly worn or missing. This had resulted in the finger dams having dropped approximately ¾ to 1 inch. This problem was resolved by the design of a jacking plan.

Increase.. $17,928.12

The bridge abutment wall in the gore area of southbound I-65 and I-64 is currently protected by an array of sand filled crash barrels. The barrels are hit regularly and once hit, there is little protection left for the wall and they also pose a difficulty for maintenance. In order to to mitigate the situation it was agreed to install a React 350 Attenuator specifically designed for the gore area.

Increase.. $32,399.28

It was agreed to install a weather monitoring station on the subject project. The weather monitoring station will assist the Division of Operations in determining when it is most opportune to dispatch crews to apply de-icing chemicals on this section of the I-65 corridor.

Increase.. $71,229.90

It was apparent that a one-part silicon formulation was not adequate to seal the expansion joints. It was also apparent that this material was inadequate for the large amount of dynamic movement and expansion that the joints experience on the structure. A two part system such as Dow Corning 902 or an approved equal was suited in this application. The one part seals had to be removed and replaced.

Increase.. $48,898.08

The contractor was given the option to slip form the concrete barrier wall on the bridge of this project. Contrary to Section 601.17 of the Standard Specifications the vibration of the concrete was not required to be internal nor was the concrete required to be placed in 12 inch maximum thick horizontal layers in the wall; and contrary to Section 602.07 the distance from the form to the reinforcement was not required to be maintained by means of stays, blocks, tie hangers or other supports. The reinforcement steel in the barrier was conducive to the slip form method of concrete placement. The contractor agreed to the following terms and conditions:

1. The contractor placed a test section of barrier wall approximately 200 feet in length at a section of maximum vibration on the truss. The test section had slots taken from the wall at twenty five foot intervals. The vertical and horizontal alignment of the wall had to meet all acceptance of the Specifications. The speed of travel, number of vibrators, intensity of vibrators, slump of concrete, etc. was recorded.
2. When a successful test section had been placed, the contractor was allowed to continue placement of the barrier wall on the bridge. The wall was also tested as indicated on the test section, but the frequency will be approximately 200 feet.
3. The department received a credit of $6.58 per linear foot for the slip form walls because of the reduced forming costs.

Approximately 304 linear feet of existing median barrier was removed north of Bent 13 to accommodate traffic phasing. The existing wall had a cast in place glare screen, however, the plans did not account for this glare screen when they specified the Concrete Median Barrier Type 12D. It was agreed to construct a cast in place glare screen similar to what was called for on the Relocated Median Barrier. Section F-F on Sheet 33 of the plans called for 5 ¾ inches embedment of the B6(E) reinforcing bars for the Relocated Median Barrier and grouted with a resin system. When the contractor began drilling these holes, he drilled through the deck at approximately 4 ½ inches. The contractor drilled at several locations with the same results. In discussions with the design consultant and Central Office, Division of Design, it was agreed to reduce the spacing from the specified 12 inches to 9 inches and to embed the bars four (4) inches.

This decreased spacing increased the number of bars needed.

Increase.. $8,843.25

Project comments are as follows:

1. There was still concern of rideability on the bridge. Mr. Bob Farley of FHWA requested rideability on the bridge. River side of bridge is to be grinded
2. The expansion dams on the Kennedy Bride are too close in spacing (200’)
3. It was suggested that a thicker slab be placed if grinding is going to occur. This will help at the finger dam locations.
4. Need to specify rideability on plans on long bridges on future jobs.
5. There should have been some type of pavement markers specified on the job.
6. There was concern that construction personnel were not be notified in a timely manner on projects.
7. Three (3) lanes of traffic were maintained at all times
8. Other comments are found in change order comments above.
9. A & B bidding process well liked on projects of this magnitude.

Contractor:

Gohman Asphalt and Construction

P.O. Box 2428, Clarksville, IN., 47131-2428

The original project bid was.. $10,200,000.56

Change orders.. $1,381,913.28

Total .. $11,581,913.28

The attendance of all the participants in this post-construction review is greatly appreciated.

Sincerely,

J. M. Yowell, P.E.

State Highway Engineer

BY: John B. Sacksteder, P.E.

Director, Division of Highway Design

JMY:JBS:rts:pcr7-96.doc

cc: Post-construction Review Participants

Charles Raymer

FHWA File R. Sutherland

Design File M.A. Talbot

W. Crace

J. Stone

P. Gravely

S. Cornett

S. Goodpaster

G. Sharpe