B-16-013 BW0 Rating Report.pdf

MASSACHUSETTS BAY TRANSPORTATION AUTHORITY

BRIDGE RATING

GREEN LINE OVER NASHUA STREET (LEVERETT CIRCLE)

SCIENCE PARK STATION

BOSTON, MA

BRIDGE NO. B-16-013

BIN NO. BW0

MILE POST 0.597

STRUCTURE NO. B16013-BW0-MBT-TRO

PREPARED BY:

HNTB CORPORATION

31 St. James Avenue, Suite 300

Boston, MA 02116

MBTA Contract No. B92PS29

Task Order No. 1

DATE OF INSPECTION: July 24, 2020

DATE OF RATING: April 9, 2021

DATE OF AMENDMED RATING: May 18, 2022

5/18/2022

MASSACHUSETTS BAY TRANSPORTATION AUTHORITY

BRIDGE RATING

GREEN LINE OVER NASHUA STREET (LEVERETT CIRCLE)

SCIENCE PARK STATION

BOSTON, MA

BRIDGE NO. B-16-013

BIN NO. BW0

MILE POST 0.597

STRUCTURE NO. B16013-BW0-MBT-TRO

PREPARED BY:

HNTB CORPORATION

31 St. James Avenue, Suite 300

Boston, MA 02116

MBTA Contract No. B92PS29

Task Order No. 1

DATE OF INSPECTION: July 24, 2020

DATE OF RATING: April 9, 2021

DATE OF AMENDMED RATING: May 18, 2022

Boston

Green Line over Nashua Street (Leverett Circle) Bridge No. B-16-013 (BW0)

RECOMMENDATIONS

A. Speed Restrictions

• None.

o The controlling Normal (Inventory) stress rating for the Work Car Type V Consist is below statutory at 40 MPH (achieves statutory at a 20 MPH speed restriction).

However, work car loading is infrequent in nature and more applicable to the Maximum (Operating) load rating condition, which rates above statutory with no speed restriction for this work car. Therefore, a speed restriction is not recommended.

o The controlling fatigue rating for the Preliminary Green Line #10 Revenue Service Car is below statutory at 60 MPH (achieves statutory at a 10 MPH speed restriction).

However, MBTA has historically not posted bridges for speed restrictions due to below statutory fatigue ratings. Therefore, a speed restriction is not recommended.

B. Safety Related Items

• Refer to the General Remarks section of the enclosed Routine Rail/Transit Inspection Report dated July 24, 2020 for recommendations by item.

C. Emergency Structural Repairs

• None.

D. Implement Monitoring Program of Severely Deteriorated Structural Members

• None.

TABLE OF CONTENTS

SECTION PAGE

Summary of Bridge Rating

Breakdown of Bridge Rating - Stress ...........................................................................................2-9

Breakdown of Bridge Rating - Fatigue ....................................................................................... 10-16

Location Map

Description of Bridge ................................................................................................................. 18-19

Comparison of Previous vs. Current Rating Analysis Assumptions and Criteria ........................ 20-22

Rating Analysis Assumptions and Criteria ................................................................................. 23-30

Bridge Rating Evaluation

Recommendations

Available Plans ......................................................................................................................... 33-35

Railroad Loadings ..................................................................................................................... 36-37

APPENDICES

APPENDIX A – 4D MBTA Bridge Inspection Reports

APPENDIX B – Computations

APPENDIX C – Computer Input and Output

APPENDIX D – Previous MBTA Bridge Load Rating Report

APPENDIX E – Material Testing Report

APPENDIX F – February 2022 Repair Plans and Calculations

BREAKDOWN OF BRIDGE RATING – STRESS

TOWN / CITY: BOSTON BRIDGE NO.: B-16-013

CARRIES: TR GREEN LINE OVER: NASHUA ST. & LEVERETT CIR.

STRUCTURE NO.: B16013-BW0-MBT-TRO BIN NO.: BW0

BREAKDOWN OF BRIDGE RATING – STRESS (cont.)

BREAKDOWN OF BRIDGE RATING – FATIGUE

BREAKDOWN OF BRIDGE RATING – FATIGUE (cont.)

LOCATION MAP

DESCRIPTION OF BRIDGE

Bridge ID Number: B-16-013

Structure Number: B16013-BW0-MBT-TRO

BIN Number: BW0

Mile Post: 0.597

Location: Nashua Street / Leverett Circle

Date of Construction: Original Viaduct: 1911; Original Station: 1955.

Original Design Loading: Original Viaduct: Unknown; Original Station: Unknown.

Date of Rehab./Reconstruction: 1928 Modifications (fascia girders, columns and bent 545 conversion); 2002 Underpinning (Nashua Street bent); 2002 North Station Improvements (pier 2 and bent 544 conversion);

2010 Station Accessibility Improvements (new platforms and rehabilitated canopies); 2022 Steel Repairs (floorbeam 545, column 545E, and west overhang beam).

New Design Loading: 1928 Modifications: Unknown; 2002 Underpinning and Modifications: 134K Green Line Revenue Service Car, 25K Work Cars; 2010 Station Accessibility Improvements: #7 Green Line Revenue Service Car, 25K Work Cars; 2022 Steel Repairs: 129K #7 Green Line Revenue Service Car, 238.4K Preliminary #10 Green Line Revenue Service Car, 404K Work Car Type V.

Bridge Type: Steel fascia girder-floorbeam/cross girder-track girder system

Skew: None

Spans: One simple span at 121'-1" centerline to centerline bearings (original viaduct spans 544 and 545 combined into one span during the 1928 modifications). West fascia girder at 99'-4 5/8" centerline to centerline columns is two span continuous over the Nashua Street bent (transformed during the 2002 underpinning)

Width of Bridge Deck: 29'-6 1/4" out-to-out bridge deck; 37'-8" out-to-out fascia girders.

Track Surface: Two tracks with continuous welded rails (CWR) on direction fixation reinforced concrete pedestals (southern portion) and timber ties on ballast (northern portion)

Curbs: Precast concrete curbs under station platforms

Sidewalk/Walkway/Median: 8'-3" maximum width precast concrete station platforms

Bridge Railing: None

Protective Screen: Plexiglass and metal panel wall along each station platform

DESCRIPTION OF BRIDGE (cont.)

Approach Railing: Adjoined by separate BINs to the south and north:

Bridge B-16-013 (B4R) to the South: Single 4 1/2" diameter stainless steel pipe handrail atop a reinforced concrete parapet along each fascia.

Bridge B-16-013 (BVU) to the North: Reinforced concrete parapet along each fascia.

Superstructure: Four built-up riveted steel track girders (60 1/2" total depth) spaced at 6'-0", one built-up riveted steel cross girder (84 1/2" total depth), one built-up riveted steel floorbeam (84 1/2" total depth) and two built-up riveted steel fascia girders (96 1/2" total depth) spaced at 36'-0".

Bridge Bearing Type: Track Girders: Steel bearing plates and seat angles at cross girder 544 and floorbeam 545; Steel bearing plates cast into the concrete pier stem at pier 1.

Cross Girder 544: Four elastomeric bearings between the bottom flange and top of the pier 2 cap (one bearing located under each track girder)

Modifications to Original Superstructure:

Fascia girders and lower lateral bracing installed during the 1928 modifications

Utilities: Station Platform Electrical Conduits: Five 1" diameter galvanized steel conduits along the underside of both station canopies

Billboard Lighting Electrical Conduit: One longitudinal 1 1/2" diameter galvanized steel conduit along the walkway with an 1 1/2" diameter stainless steel conduit extending to each light

Track Signal Conduits: Fourteen 3" diameter fiberglass reinforced epoxy (FRE) conduits between track girders B and E; Three 5" diameter FRE conduits between track girder F and the west fascia girder.

Substructure: One reinforced concrete pier stem with a granite masonry block facade (pier 1), one reinforced concrete hammerhead pier (pier 2) with a cap and column, four fascia girder rolled steel columns (two per fascia girder) and one rolled steel bent comprised of a bent cap and columns (Nashua Street bent).

Modifications to Original Substructure:

Bent 545 (1928 Modifications): Converted to a floorbeam (columns removed, bent cap lengthened at east end and bent cap connected to fascia girders).

Fascia Girder Columns (1928 Modifications): Installed.

Nashua Street Bent (2002 Underpinning): Installed.

Bent 544 & Pier 2 (2002 North Station Improvements): New pier installed and bent converted to a cross girder (columns removed, bent cap shortened at both ends and new bearings).

COMPARISON OF PREVIOUS VS. CURRENT RATING ANALYSIS

ASSUMPTIONS AND CRITERIA

There is no previous load rating report on-file for this bridge. The purpose of this Amended Load Rating Report is to update the April 2021 Load Rating Report based on the November 2021 and January 2022 material testing results, the February 2022 steel repairs and the revised train configurations for the revenue service cars issued by the MBTA in January 2022. The table below summarizes the changes from the 2021 Load Rating Report and the 2022 Amended Load Rating Report.

General

Year of Report 2021 2022

Rating Engineer HNTB Corporation HNTB Corporation

Rating Codes/References

MBTA Guidelines for Load Rating Transit Bridges (March 2004)

AASHTO Manual for Bridge

Evaluation (3rd Edition, 2018)

AASHTO Standard Specifications (17th Edition, 2005)

AREMA Manual for Railway

Engineering, Vol. 2 (2017 Edition)

Same

Railroad Loadings Green Line #7 RSC (129 K), Prelim. GL #10 RSC (238.4 K), Work Car Type V (404 K), Prelim. OCS Consist (220 K)

Green Line #7 RSC (137 K), Prelim. GL #10 RSC (262.4 K), Work Car Type V (404 K), Prelim. OCS Consist (220 K)

Controlling Normal (Inventory) RF*

0.52 (Prelim. GL #10 RSC

@ 10 MPH)

1.03 (Prelim. GL # 10 RSC)

Controlling Maximum (Operating) RF*

0.95 (Work Car Type V

@ 10 MPH)

1.34 (Work Car Type V)

Controlling Fatigue

RF*

1.07 (Prelim. GL # 10 RSC) 1.01 (Prelim. GL # 10 RSC

@ 10 MPH)

Controlling Member Column 545W Bridge Deck

Rating Software STAAD.Pro CONNECT Edition V22 Update 2

Hand Calculations

Same

*At 60 MPH for revenue service cars or 40 MPH for work cars, unless otherwise noted.

ASSUMPTIONS AND CRITERIA (cont.)

Allowable Stresses

Year of Report 2021 2022

Fy (steel) 30 ksi (Track Girders, FB 545, Fascia Girders & Columns) 50 ksi (Nashua Street Bent)

37.6 ksi (Track Girders & FB 545)

39.0 ksi (Fascia Girders & Columns)

50 ksi (Nashua Street Bent) fb,normal Tension:

16.5 ksi (Track Girders, FB 545, Fascia Girders & Columns)

27.5 ksi (Nashua Street Bent)

Compression:

16.5 ksi (Track Girders, FB 545, Fascia Girders)

Axial:

12.6 ksi (Columns)

Tension:

20.7 ksi (Track Girders & FB 545)

21.5 ksi (Fascia Girders & Columns)

20.7 ksi (Track Girders & FB 545)

21.5 ksi (Fascia Girders)

15.5 ksi (Columns) fb,maximum Tension:

22.5 ksi (Track Girders, FB 545, Fascia Girders & Columns)

37.5 ksi (Nashua Street Bent)

22.5 ksi (Track Girders, FB 545, Fascia Girders)

15.7 ksi (Columns)

Tension:

28.2 ksi (Track Girders & FB 545)

29.3 ksi (Fascia Girders & Columns)

28.2 ksi (Track Girders & FB 545)

29.3 ksi (Fascia Girders)

19.2 ksi (Columns) fv,normal Shear:

9.5 ksi (Track Girders, FB 545, Fascia Girders & Columns)

12.0 ksi (Nashua Street Bent)

Shear:

11.9 ksi (Track Girders & FB 545)

12.4 ksi (Fascia Girders)

12.0 ksi (Nashua Street Bent) fv,maximum Shear:

13.5 ksi (Track Girders, FB 545, Fascia Girders & Columns)

22.5 ksi (Nashua Street Bent)

Shear:

16.9 ksi (Track Girders & FB 545)

17.6 ksi (Fascia Girders)

22.5 ksi (Nashua Street Bent)

ASSUMPTIONS AND CRITERIA (cont.)

Notable Discrepancies

2021 Load Rating Report 2022 Amended Load Rating Report

1. Analyzed Green Line #7 RCS at 129 kips and Preliminary Green Line #10 RCS at

238.4 kips.

1. Analyzed Green Line #7 RCS at 137 kips and Preliminary Green Line #10 RCS at

262.4 kips.

2. As-built conditions based on the 1911 Original Construction Plans, 1928 Modifications Plans, 1955 Station Construction Plans, 2002 Underpinning Plans and 2002 North Station Improvement Plans.

2. Same as the 2021 load rating with the exception of the 2022 Repair Plans.

3. Allowable stresses for all steel members (except Nashua Street Bent) were calculated based on the year built in accordance with MBTA Guidelines and AASHTO MBE due to steel type not being stated on the existing plans.

3. Allowable stresses for all steel members (except Nashua Street Bent) are based on Material Testing Reports from November 2021 and January 2022.

4. Column analysis assumed a fixed support at the base (fixed-fixed condition) and assumed the column to be fully fixed in the x-direction for the entire height of the knee brace (unbraced length measured from base of column to start of knee brace).

4. Column analysis assumed a pinned support at the base (pinned-fixed condition) and assumed the column to be fully fixed in the x-direction at mid-height of the knee brace (unbraced length measured from base of column to mid-height of knee brace).

Further refinement to the calculation was made to model the behavior of the columns more accurately within the bent/frame system integrated with the fascia girders.

5. Transverse (main) reinforcement for the deck is not shown on the as-built plans and was conservatively assumed to be #5 at 6” on-center based on field measurements during the 2020 Routing Inspection.

5. Transverse (main) reinforcement for the as-built deck was assumed to be #6 at 6” on-center based on the October 2007 Lechmere Viaduct Amended Load Rating Report. After examining the inspection field notes, #5 at 6” measurement was determined to be a worst case as-inspected condition of an isolated bar. Bottom transverse reinforcement as-inspected condition of 1/8” average section loss per unit foot of deck length used in calculations.

RATING ANALYSIS ASSUMPTIONS AND CRITERIA

Bridge B-16-013 (BW0) is a single span structure carrying the MBTA Green Line and Science Park Station over Nashua Street (Leverett Circle) in Boston, MA. The rating analysis is based on information from multiple plan sets, the Routine Inspection Report dated July 24, 2020, Material Testing Reports dated November 2, 2021 and January 24, 2022 (see Appendix E), and Final Repair Plans dated October 29, 2021 (see Appendix F).

This BIN was originally part of bridge B-16-013 (A33), known as the Lechmere Viaduct, until 2016 when MBTA reorganized the structure into multiple BINs. The original structure was built in 1911 as part of the East Cambridge Extension of the Boston Elevated Railway and included the track girders, bents and pier 1. The 1928 structural modifications included the installation of the fascia girders and associated columns, and lower lateral bracing as well as the conversion of bent 545 to a floorbeam (columns removed and bent cap lengthened and connected to fascia girders), which transformed original spans 544 and 545 into one span. The Nashua Street bent was constructed in 2002 as part of the Central Artery/Tunnel (CA/T) project. Pier 2 was constructed and bent 544 converted to a cross girder (columns removed, bent cap shortened and bearings placed under bent cap atop the new pier) in 2002 as part of the adjacent North Station Improvements project. The original station was built in 1955 and underwent accessibility improvements in 2010.

In February 2022, repairs were performed to floorbeam 545 and column 545E based on findings from the April 2021 Load Rating Report. The February 2022 repairs also included permanent retrofit of the west overhang beam connection to column 545W due to past connection angle cracking (interim welded repair of cracked connection angles performed in August 2021).

The superstructure is a floor system consisting of four built-up riveted steel track girders supported by a built-up riveted steel cross girder (original bent 544) atop pier 2, a built-up riveted steel floorbeam (original bent 545) at midspan and a concrete encased built-up riveted steel cross girder (pier 1). The track girders support the reinforced concrete deck and two tracks with direct fixation (reinforced concrete pedestals) and ballasted sections. Floorbeam 545 is supported by the fascia girders. There is a concrete encased built-up riveted steel stringer under each deck overhang, which are supported by transverse rolled steel overhang beams. The track level of the station consists of precast concrete platform panels and rolled steel canopies, which are supported by a longitudinal rolled steel overhang beam at each deck overhang. The west fascia girder also supports the inbound station platform and canopy (aligned with the west overhang beam).

The substructure supporting the track girders consists of a reinforced concrete pier stem with a granite masonry block facade (pier 1) and a reinforced concrete hammerhead pier (pier 2) with a cap and column. The fascia girders are supported by rolled steel columns. The west fascia girder is also supported by a rolled steel bent spanning over Nashua Street comprised of a bent cap and columns (Nashua Street bent).

The tracks are designated inbound (west) and outbound (east). The track girders are labeled A, B, E and F from east to west. The cross girders and floorbeam are designated based on the original bent/pier at that location. The fascia girders, overhang stringers and overhang beams are designated as east and west. The piers are numbered 1 to 2 from north to south to correspond with the adjacent BINs. The fascia girder columns are designated east and west based on the original bent at that location (544E, 544W, 545E and 545W). The columns of the Nashua Street bent are designated north and south. The nomenclature used for this report corresponds to the 1910 original design plans, 1928 modification design plans and 2002 North Station Improvements as-built plans.

RATING ANALYSIS ASSUMPTIONS AND CRITERIA (cont.)

As-Inspected Conditions and Routine Inspection Report Findings The as-inspected conditions documented in the July 2020 Routine Inspection Report were applied to the section property calculations for the deck, track girders, floorbeam 545 and east fascia girder. All framing plan and cross section condition sketch information from that inspection report was applied to the as-inspected condition as necessary.

Rating Analysis Assumptions and Criteria The Normal (Inventory) and Maximum (Operating) capacities are calculated for the superstructure members and steel substructure members in accordance with the MBTA Guidelines for Load Rating Transit Bridges (Guidelines) dated March 2004, 3rd edition (2018) of the AASHTO Manual for Bridge Evaluation (MBE), 17th Edition (2002) of the AASHTO Standard Specifications for Highway Bridges (Standard Specifications) and the 2017 AREMA Manual for Railway Engineering (MRE).

The load ratings are calculated for the following vehicles: Green Line #7 Revenue Service Car, Preliminary Green Line #10 Revenue Service Car, Work Car Type V Consist and Preliminary Overhead Catenary System (OCS) Consist. For the April 2021 Load Rating Report, the Preliminary Green Line #10 Revenue Service Car and Preliminary OCS Consist configurations were based on the potential procurement at that time and were provided to HNTB by LTK Engineering Services in March 2019. In January 2022, MBTA issued updated Green Line Revenue Service Car vehicle configurations which superseded the Green Line #7 and the Preliminary Green Line #10 configurations used in the April 2021 Load Rating Report. The Allowable Stress Method is used to rate all members and the rating values are reported in English kips.

Analysis Software and Models STAAD.Pro CONNECT Edition V22 Update 2 (STAAD) was used to analyze all steel members to be load rated and to compute the corresponding moments and shears. Line girder models were developed for the track girders and floorbeam 545. Frame models were developed for each fascia girder with the associated columns, and the Nashua Street bent.

Dead Load Dead loads were developed in accordance with MBTA Guidelines Section B.1. Due to the Science Park Station being located within the limits of this bridge, additional dead loads were incorporated into the analysis to account for the station canopies, platforms and stationary pedestrian congregation on the platforms. The dead loads were computed independently for the track girders, floorbeam 545, fascia girders and associated columns, Nashua Street bent and the deck (as opposed to modeling as one system).

The dead loads that were distributed equally among all track girders include running rails and track guard rails with associated fasteners, ballast and/or reinforced concrete direct fixation track, reinforced concrete bridge deck, FRE conduits and cross frames. The weight of the chain-link right-of-way fence was distributed to the interior track girders.

Additional dead loads applied to both exterior track girders include station platform, station rubber platform panels (between exterior rail and platform), stationary pedestrians on the station platform and the overhang support beam. Exterior track girder F also has the station canopy dead load which includes the dead load of the snow on the canopy. Refer to the Pedestrian Load on Station Platform and Snow Load on Station Canopy subsections of this report for further detail.

Dead loads applied to both exterior fascia girders include the station platform, stationary pedestrians on the station platform, lower lateral bracing, overhang support beams, diaphragm at cross girder 544 and the FRE conduits. The additional dead loads applied to the west fascia girder include the station canopy, snow on canopy, overhead catenary system (OCS) pole and the billboard self-weight including the sign and supports.

The self-weight of most steel members was computed with a 5% contingency for connections and stiffeners. This contingency was increased to 10% for floorbeam 545 to account for additional web plates, splice plates and lower lateral bracing connection angles/plates.

Train Live Load Note: Axle load inputs for the Green Line #7 and the Preliminary Green Line #10 Revenue Service Cars in STAAD did not change from the April 2021 Load Rating Report based on the updated configurations issues by the MBTA in January 2022. Since the axle spacings had no/minor changes, the rating factors calculated during postprocessing (Excel hand calculations) for all members were instead scaled to account for the increased axle/train weights. Therefore, the STAAD input and output did not change from the April 2021 Load Rating Report and this Amended Load Rating Report.

STAAD was used to compute the moments and shears for the track girders under the applicable live load configurations. The vehicle definitions within the STAAD model for the track girders are as follows:

• “Type 7 LOAD” refers to the Green Line #7 Revenue Service Car

• “Type 10 LOAD” refers to the Preliminary Green Line #10 Revenue Service Car

• “Type 50 LOAD” refers to the Work Car Type V Consist

• “Type 200 LOAD” refers to the Preliminary OCS Consist

The track girder live load reactions were then incorporated in the floorbeam 545 STAAD model as separate load cases. The floorbeam 545 and fascia girder live load reactions were similarly incorporated into the fascia girder frame and the Nashua Street bent models, respectfully. In all cases, impact was omitted from the live load reactions when incorporated into each model, as impact was postprocessed within the rating calculations to allow for speed reductions (if applicable).

Live load impact effects for MBTA transit rating vehicles are computed per MBTA Guidelines Section B.3. Impact was reduced for the Work Car Type V Consist and the Preliminary OCS Car Consist to account for the maximum speed of 40 MPH per MBTA Guidelines Section B2.3.

Live load distribution for the track girders is computed in accordance with the MBTA Guidelines Section E.3. Live load analysis for the reinforced concrete deck is per the MBTA Guidelines Section E.2.c.1 where each maximum axle load per rating vehicle is distributed over an effective length in the longitudinal and transverse directions and the resulting uniformly distributed load is applied to the deck.

Pedestrian Load on Station Platform

The stationary congregation of pedestrians on the station platforms was treated as a superimposed dead load and conservatively applied to the Normal and Maximum load ratings of the exterior track girders and the west fascia girder.

Wind Load

The wind loading on the station platform walls, west fascia girder and the billboard atop the west fascia girder were computed. The wind loading was not directly applied to the fascia girders as it was determined the fascia girders are adequately braced in the transverse direction by the lower lateral bracing members (transverse and diagonal), floorbeam 545 and the overhang support beams.

Snow Load on Station Canopy

The snow loading was treated as a superimposed dead load and applied to the Maximum load rating of track girder F and the west fascia girder.

Reinforced Concrete Deck The reinforced concrete deck is non-composite with the track girders. The deck was conservatively assumed to be simply supported between the track girders. The effective span length for the reinforced concrete deck was taken to be the clear distance between track girder top flanges plus half of the flange width in accordance with Section F.1.c.2 of the MBTA Guidelines.

The transverse (main) reinforcement for the deck was assumed to be #6 at 6" on-center based on the October 2007 Lechmere Viaduct Amended Load Rating Report and selected measurements taken during the July 2020 Routine Inspection. The as-inspected condition analyzed for the bottom transverse reinforcement consists of 1/8” average section loss per unit foot of deck length based on measurements taken during the July 2020 Routine Inspection.

Track Girders One exterior and one interior track girder type were load rated. The maximum track girder length between floorbeam 545 and pier 1 was used in the calculations. The track girders were analyzed at midspan for maximum moment and at the supports for maximum shear. The track girders were also load rated at the flange cover plate transition. The following as-inspected conditions were analyzed:

• Track girder A at the north side of floorbeam 545 (shear)

• Track girders A and B at 24’ from floorbeam 545 (moment)

• Track girder F at the first cross frame north of floorbeam 545 (moment)

The ratio of the area of rivet holes to the gross area of the tension flange resulted in values that were less than or equal to 15%, therefore no deduction in the gross area of the tension flange of the track girders was considered per AASHTO Section 10.34.1.1. Cover plate development lengths are computed and reflected within the STAAD model.

Floorbeam 545 Floorbeam 545 was analyzed at midspan for the maximum moment and at the supports for the maximum shear. Floorbeam 545 was also analyzed at each flange cover plate transition. The following as-inspected conditions were analyzed:

• At west side of track girder F

• At west side of track girder A (8'-1" from east fascia girder; subsequently repaired in February 2022)

• At east side of track girder A

• At 2'-4" from east fascia girder (subsequently repaired in February 2022)

Floorbeam 545 initially rated below statutory for the as-built condition and the as-inspected conditions noted above as documented in the April 2021 Load Rating Report. In February 2022, web repairs were performed on this floorbeam between the east fascia girder and track girder A, and the rating calculations were updated to reflect the repaired condition. Refer to Appendix F for the repair design plans and calculations.

The ratio of the area of rivet holes to the gross area of the tension flange resulted in values that were less than or equal to 15%, therefore no deduction in the gross area of the tension flange of floorbeam 545 was considered per AASHTO Section 10.34.1.1. Cover plate development lengths are computed and reflected within the STAAD model.

Cross Girder 544 Cross girder 544 (original bent 544) has four elastomeric bearings between the bottom flange and top of the pier 2 cap (one bearing located at each track girder). The loading from the track girders distributes through cross girder 544 into pier 2. As such, cross girder 544 was not load rated.

Fascia Girders and Columns STAAD was used to analyze the east and west fascia girder frames (girder with associated columns).

Dead loads were calculated separately and applied to the fascia girder via member and joint loadings, as applicable. Vehicular live loads and longitudinal loads are assumed to be transferred to the fascia girder via floorbeam 545, and as such, reactions from the floorbeam rating calculations were applied in the fascia girder frame models.

As mentioned previously, Science Park Station underwent structural modifications (underpinning) in 2002 as part of the Central Artery/Tunnel (CA/T) project. These modifications altered the load path of the existing west fascia girder/frame in part by removing an existing column support and transferring load to a newly erected Nashua Street bent via a jacking procedure. To properly account for these modifications, two models were developed, and the results were superimposed and evaluated in the subsequent rating calculations. The first model analyzes dead loads in place prior to the 2002 modifications, static jacking load presented in the 2002 as-built plans and longitudinal forces applied to the west fascia girder frame. The second model was developed to reflect the contribution of support provided by the Nashua Street bent, represented by a vertical only spring support calculated based on the Nashua Street bent properties. This model was used to evaluate the west fascia girder for additional dead loads generated by modifications made to the fascia girder after the underpinning was complete as well as vertical live loads resisted by the shared west fascia girder frame/Nashua Street bent system.

Each fascia girder and the associated columns were load rated based on geometry, section properties and loading. The fascia girders were analyzed at midspan for the maximum moment and at the supports for the maximum shear. The fascia girders were also analyzed for moment at each flange cover transition and shear at certain cover plate transitions. The east fascia girder was analyzed for as-inspected conditions at the north and south sides of floorbeam 545. The fascia girder columns were analyzed for axial compression and combined axial compression and in-plane bending.

Column 545E initially rated below statutory for the as-built condition as documented in the April 2021 Load Rating Report. This column underwent structural strengthening in February 2022 and the rating calculations were updated to reflect the repaired condition. Refer to Appendix F for the repair design plans and calculations.

The ratio of the area of rivet holes to the gross area of the tension flange resulted in values that were less than or equal to 15%, therefore no deduction in the gross area of the tension flange of the fascia girders was considered per AASHTO Section 10.34.1.1. Cover plate development lengths are computed and reflected within the STAAD models.

Nashua Street Bent STAAD was used to analyze the Nashua Street bent (cap with associated columns). Dead loads were calculated separately and applied to the Nashua Street bent via member and joint loading, as applicable. Assumptions consistent with the west fascia girder analysis were applied to this model to reflect structural modifications made as part of the 2002 plans. As such, the static jacking load for the underpinning presented in the 2002 as-built plans was applied as part of the dead load case evaluated in this model. Reactions output from the west fascia bent STAAD model vertical spring support (representing the Nashua Street bent) were then applied to the Nashua Street bent. These reactions/load cases account for additional dead loads, generated by modifications made to the west fascia girder after the underpinning was complete, and live loading supported by the Nashua Street bent as part of the west fascia girder frame/Nashua Street bent system.

The bent cap was analyzed at midspan for the maximum moment and at the supports for the maximum shear. The bent cap was also analyzed for moment and shear at the west fascia girder bearing. The columns were analyzed for combined axial compression and in-plane bending.

Reinforced Concrete Substructure

According to the Routine Inspection Report dated July 24, 2020, the reinforced concrete piers (piers

1 and 2) are in satisfactory or good condition overall and do not exhibit any instability conditions that could compromise the load carrying capacity of the bridge. Thus, the piers were not load rated per

MBTA Guidelines Section A.4.

Allowable Stresses

Allowable Normal and Maximum stress levels used for load rating the steel members of the original 1911 construction and 1928 modification were initially derived from the MBTA Guidelines Table 6.6.2.1-1 based on year of construction. Due to the findings of the April 2021 Load Rating Report, material testing was conducted in November 2021 and January 2022 to determine the actual material properties of the steel members from these vintages (see Appendix E). Steel coupons were taken from tracks girders E and F near pier 1, and columns 544E, 545W and 545E near the base, and tested in a laboratory to determine the yield strength. The yield strengths from the material testing was standardized in accordance with AASHTO MBE Section C6B.5.2.1. The stress levels of steel members from these vintages were then recalculated based on the standardized actual yield strength to provide further refinement. The actual yield strengths from material testing and thus the updated stress levels are much higher than those based on the year of construction (see load rating report comparison table). The material properties of the steel track girders, floorbeam 545 and cross girder 544 (1911 construction) are as follows:

Yield Strength: Fy = 37,643 psi

Modulus of Elasticity: E = 29,000,000 psi

FbNORM = 20,703 psi FvNORM = 11,920 psi

FbMAX = 28,232 psi FvMAX = 16,939 psi

The material properties of the fascia girders and fascia girder columns (1928 modificaiton) are as follows:

Yield Strength: Fy = 39,009 psi

Modulus of Elasticity: E = 29,000,000 psi

FbNORM = 21,455 psi FvNORM = 12,353 psi

FbMAX = 29,256 psi FvMAX = 17,554 psi

The material properties of the Nashua Street steel bent cap and columns are according to the 2002 underpinning as-built plans and are as follows:

Yield Strength: Fy = 50,000 psi

Modulus of Elasticity: E = 29,000,000 psi

FbNORM = 27,500 psi FvNORM = 12,000 psi

FbMAX = 37,500 psi FvMAX = 22,500 psi

The compressive strength of the reinforced concrete deck is not published within any of the reference plans. However, concrete testing was previously performed as part of the Lechmere Viaduct load rating (bridge B-16-013 (A33) Load Rating Report, October 2007 Amendment) and the results of this testing was utilized within these ratings. BIN BW0 was originally constructed as part of the East Cambridge Extension, which also included the Lechmere Viaduct. As such, it was assumed that similar concrete was used throughout the viaduct. Allowable Normal and Maximum stress levels used for the reinforcement steel were derived from the MBTA Guidelines Section H.4 based on year of construction. The material properties for the reinforced concrete deck are as follows:

Compressive Strength of Concrete: f’c = 3,200 psi

Yield Strength of Reinforcement Steel: Fy = 40,000 psi

Modulus of Elasticity of Reinforcement Steel: E = 29,000,000 psi

FcNORM = 1,280 psi FcNORM = 1,760 psi

FsMAX = 18,000 psi FsMAX = 25,000 psi

Fatigue

Fatigue ratings were computed in accordance with the MBTA Guidelines Section I.1 for over

2,000,000 cycles. Allowable Stress Ranges for the primary superstructure and steel substructure elements are as follows:

Element Redundant/

Nonredundant Load Path

Fatigue Sensitive Detail Stress

Category

Allowable Stress Range

(ksi)

All Members - Base Metal A 24

Track Girders

Redundant

Flange Angle to Cover Plate Riveted Connections

D 7

Web Stiffener to Web Riveted Connections

D 7

Floorbeam

Nonredundant

Flange Angle to Cover Plate Riveted Connections

D 5

Web Stiffener/Additional Web Plate to Web Riveted Connections

D 5

Track Girder to Floorbeam Riveted Connection at Floorbeam Web

D 5

Floorbeam to Fascia Girder Riveted Connection at Floorbeam Web

D 5

Fascia Girders

Nonredundant

Flange Angle to Cover Plate Riveted Connections

D 5

Web Stiffener/Splice Plate to Web Riveted Connections

D 5

Floorbeam to Fascia Girder Riveted Connection at Fascia Girder Web

D 5

Nashua St.

Bent Cap

Nonredundant

Bent Cap to Column Bolted Connections

B 16

Web Stiffener to Web Weld Connection

C’ 12*

*From the 2017 AREMA Manual for Railway Engineering Table 15-1-9.

BRIDGE RATING EVALUATION

Stress The Normal and Maximum load ratings of the track girders, floorbeam 545, fascia girders, fascia girder columns, Nashua Street bent, and Nashua Street bent columns are above statutory for the as-built and as-inspected conditions with no speed restrictions for all train loadings.

The Normal load rating of the bridge deck is above statutory for the as-built and as-inspected conditions with no speed restrictions for all train loadings except the Work Car Type V Consist, which requires a 20 MPH restriction to achieve statutory. The Maximum load rating for the bridge deck is above statutory for the as-built and as-inspected conditions with no speed restrictions for all train loadings.

The bridge deck is the controlling member for the Normal and Maximum stress load ratings. In summary, the governing stress load ratings are as follows:

RATING – ALLOWABLE STRESS

VEHICLE TYPE NORMAL (KIPS) MAXIMUM (KIPS)

Green Line #7 RSC (137 K) 180.9 265.8

Preliminary Green Line #10 RSC (262.4 K) 269.4 395.8

Work Car Type V Consist (404 K) 406.0 @ 20 MPH 542.1

Preliminary OCS Consist (220 K) 277.6 407.9

Fatigue

The Normal fatigue load ratings of the track girders and the Nashua Street bent are above statutory for the as-built and as-inspected conditions with no speed restrictions for the Green Line #7 and the Preliminary Green Line #10 Revenue Service Cars.

The Normal fatigue load ratings of floorbeam 545 and both fascia girders are above statutory for the as-built and as-inspected conditions with no speed restrictions for the Green Line #7 Revenue Service

Car. The Normal fatigue load ratings of floorbeam 545 and both fascia girders are below statutory for the as-built and as-inspected conditions for the Preliminary Green Line #10 Revenue Service Car which requires a 20 MPH, 10 MPH and 30 MPH speed restriction, respectively, to achieve statutory.

The east fascia girder is the controlling member for the Normal fatigue load ratings. In summary, the governing fatigue load ratings are as follows:

RATING – FATIGUE

VEHICLE TYPE NORMAL (KIPS) MAXIMUM (KIPS)

Green Line #7 RSC (137 K) 149.7 -

Preliminary Green Line #10 RSC (262.4 K) 264.3 @ 10 MPH -

Maximum ratings are not considered per MBTA Guidelines Section B2.3.

RECOMMENDATIONS

HNTB recommends that normal maintenance and inspection of the structure be performed at regular intervals. The following repair recommendations do not influence the load rating but may extend the service life of the structure:

• Repair cracks, delaminations and spalls in the underside of deck.

• Remove debris accumulation and vegetation from the pier 2 deck joint.

• Repair/replace deteriorated/missing scupper downspouts.

• Repaint areas of a failed paint system on the track girders, cross girder 544, floorbeam 545, fascia girders and fascia girder columns to help slow the progression of steel corrosion.

• Repair areas of 100% section loss in the overhang stringer bottom flanges.

• Repair/replace scattered overhang stringer connection angles with cracked welds and impacted rust.

• Repair/replace scattered overhang support beams with advanced section loss.

• Repair cracks, delaminations and spalls in the pier 1 stem.

Refer to the Routine Inspection Report dated July 24, 2020 for a complete list of maintenance and monitoring recommendations.

AVAILABLE PLANS

The following documents were available to HNTB Corporation for use in load rating the structure:

1. MBTA Bridge Inspection Report

Green Line over Nashua Street (Leverett Circle)

Science Park Station

Boston, MA

Bridge No. B-16-013

BIN No. BW0

Mile Post 0.597

Structure No. B16013-BW0-MBT-TRO

HNTB Corporation

July 2020

2. MBTA Load Rating Report

Green Line over Nashua Street (Leverett Circle)

Science Park Station

Boston, MA

Bridge No. B-16-013

BIN No. BW0

Structure No. B16013-BW0-MBT-TRO

April 2021

3. MBTA Amended Bridge Rating

Green Line over State Route 28 and Charles River

East Cambridge Viaduct

Boston, MA

Bridge No. B-16-013

BIN No. A33

Structure No. B16013-A33-MBT-TRO

October 2007

4. MBTA Contract Plans

Boston Elevated Railway

East Cambridge Extension

Boston-Cambridge, MA

Boston Elevated Ry. Co., Elevated and Subway Const.

October 1910

AVAILABLE PLANS (cont.)

5. MBTA Contract Plans

Boston Elevated Railway

East Cambridge Extension

Modifications and Changes Made Necessary by Nashua Street Extension

Boston, MA

American Bridge Co., Elmira Plant

March, June and July 1928

6. MBTA Contract Plans

East Cambridge Extension

Proposed Station at Charles and Nashua Streets

Boston, MA

March 1954, September 1954 and January 1955

7. Massachusetts Highway Department As-Built Plans

Central Artery (I-93)/Tunnel (I-90) Project

I-93 Leverett Circle/Storrow Drive Residual Ramps S-N and LC-N

Sci-Park Station Underpinning

Boston, MA

MHD Contract No. C19E6

VHB/URS/TAMS Joint Venture (Section Designer D019E)

March 2002 (Contract Plans Date); May 2006 and February 2007 (As-Built Date)

8. MBTA As-Built Plans

North Station Transportation Improvement Project

Green Line Relocation

Haymarket to Science Park

Boston, MA

MBTA Contract No. S08CN04

Volume 2 of 4

The Louis Berger Group, Inc.

Conformed July 31, 2002

AVAILABLE PLANS (cont.)

9. MBTA As-Built Plans

Science Park/West End Station Accessibility Improvements

Boston, MA

MBTA Contract No. A29CN04

AECOM

Conformed January 2010

10. MBTA As-Built Repair Plans

Science Park Station

Bridge No. B-16-013 (BW0)

Boston, MA

MBTA Contract No. B91CN14

February 2022

11. MBTA Material Testing Report (Steel Coupons Test Report)

Change Order No. 15 – Science Park Permanent Repairs

Boston, MA

MBTA Contract No. B91CN14

SPS New England, Inc.

January 2022

RAILROAD LOADINGS

GREEN LINE #7 REVENUE CAR CONSIST (129 K)

UPDATED (JAN. 2022) GREEN LINE #7 REVENUE CAR CONSIST (137 K)

PRELIMINARY GREEN LINE #10 REVENUE CAR CONSIST (238.4 K)

(IMAGE PROVIDED BY LTK ENG.)

UPDATED (JAN. 2022) PRELIMINARY GREEN LINE #10 REVENUE CAR CONSIST (262.4 K)

RAILROAD LOADINGS (cont.)

WORK CAR TYPE V CONSIST

PRELIMINARY OCS CAR CONSIST (IMAGE PROVIDED BY LTK ENGINEERING SERVICES)

APPENDIX A

4D MBTA BRIDGE INSPECTION REPORTS

CLEARANCE POSTING

ITEM 61 (This Report):

CHANNEL &

CHANNEL PROTECTION

ACCESSIBILITY

Lift Bucket

Ladder

Boat

Waders

Inspector 50

Rigging

Staging

Traffic Control

RR Flagger

Police

Other:

(Y/N/P)

ITEM 61

STREAM FLOW VELOCITY:

ITEM 61 (Dive Report):

93b-U/W INSP. DATE:

PLANS

(V.C.R.)

TAPE#:

(Y/N):

(Y/N):

TOTAL HOURS

Signs In Place

Legibility/ Visibility

Not Applicable

Actual Field Measurement

Posted Clearance inft

List of field tests performed:

At bridge Advance

DEF

meterinft

Needed Used

B.I.N. BR. DEPT. NO.CITY/TOWN 8.-STRUCTURE NO. INSPECTION DATE

(Y=Yes,N=No, NR=NotRequired)

2PAGE OF

Out of service - beyond corrective action.

DEFECTS

Excellent condition.

No problem noted.

Some minor problems.

Major deterioration or section loss present in critical structural components or obvious vertical or horizontal movement affecting structure stablility. Bridge is closed to traffic but corrective action may put it back in light service.

Structural elements show some minor deterioration.

All primary structural elements are sound but may have minor section loss, cracking, spalling or scour.

Advanced section loss, deterioration, spalling or scour.

Loss of section, deterioration, spalling or scour have seriously affected primary structural components. Local failures are possible. Fatigue cracks in steel or shear cracks in concrete may be present.

Advanced deterioration of primary structural elements. Fatigue cracks in steel or shear cracks in concrete may be present or scour may have removed substructure support. Unless closely monitored it may be necessary to close the bridge until corrective action is taken.

RAIL-P2(V4)-12/00

S= Severe/Major Deficiency-

C-S= Critical Structural Deficiency -

M= Minor Deficiency-

CATEGORIES OF DEFICIENCIES:

URGENCY OF REPAIR:

DEFICIENCY:

I = Immediate-

A = ASAP-

P = Prioritize-

Deficiencies which are more extensive in nature and need more planning and effort to repair. Examples include but are not limited to: Moderate to major deterioration in concrete, Exposed and corroded rebars, Considerable settlement, Considerable scouring or undermining, Moderate to extensive corrosion to structural steel with measurable loss of section, etc.

Deficiencies which are minor in nature, generally do not impact the structural integrity of the bridge and could easily be repaired.

Examples include but are not limited to: Spalled concrete, Minor pot holes, Minor corrosion of steel, Minor scouring, Clogged drainage, etc.

A defect in a structure that requires corrective action.

[Shall be prioritized by District Maintenance Engineer or the Responsible Party (if not a State owned bridge) and repairs made when funds and/or manpower is available].

[Action/Repair should be initiated by District Maintenance Engineer or the Responsible Party (if not a State owned bridge) upon receipt of the Inspection Report].

A deficiency in a structural element of a bridge that poses an extreme unsafe condition due to the failure or imminent failure of the element which will affect the structural integrity of the bridge.

C-H= Critical Hazard Deficiency - A deficiency in a component or element of a bridge that poses an extreme hazard or unsafe condition to the public, but does not impair the structural integrity of the bridge. Examples include but are not limited to: Loose concrete hanging down over traffic or pedestrians, A hole in a sidewalk that may cause injuries to pedestrians, Missing section of bridge railing, etc.

[Inspector(s) immediately contact District Bridge Inspection Engineer (DBIE) to report the Deficiency and to receive further instruction from him/her].

SERIOUS

CRITICAL

"IMMINENT" FAILURE

FAILED

NOT APPLICABLE

CODE CONDITION

G

G

G

F

F

P

P

C

C

N

EXCELLENT

VERY GOOD

GOOD

SATISFACTORY

FAIR

POOR

CONDITION RATING GUIDE (For Items 58, 59, 60 and 61)

DEFICIENCY REPORTING GUIDE

DEF

GENERAL

ITEM 62 CULVERT & RETAINING WALLS

DEF DEF

Tidal ( Low (Moderate (High ( None ( )) ) ) )

Dive Cur

Dive Cur Dive Cur

N

X

Y

N

5.0016 5 16 8

0 0

N N

Visual, Hands-On; D-Meter.

00/00/0000

E W E W

E W

BW0 B16013-BW0-MBT-TROBOSTON=CAMBRIDGE JUL 24, 2020B-16-013=C-01-019

Y Y

Y Y

N N

N N

N N

N N

N N

Y Y

Y Y

Y Y

N

X

N -1. Channel Scour

N -2. Embankment Erosion

N -3. Drift

N -4. Channel Alignment

N -5. Vegetation

N -6. Rip-Rap

N -7. Silt

N -8. Debris in Channel

9.

N -1. Barrel

N -2. Headwall

N -3. Wingwall

N -4. Cutoff Wall

N -5. Settlement

N -6. Footings

N -7. Adequacy of Cover

8.

N -1. Clearance Signs

7 -3. Track Guard Rails

6 M-P4. Rail Fasteners

R -5. OCS

R -6. ROW Fence

7.

7 -2. Rail on Bridge

8.

9.

10.

11.

12.

N

N

N

N

N

N

N

N

N

N

N

N

N

N

N

B.I.N. BR. DEPT. NO.CITY/TOWN 8.-STRUCTURE NO. INSPECTION DATE

PAGE OF

LOCATION/COMMENTSMEMBER

CRACK

(Y/N):

WELD'S

CONDIT.

(0-9)

INVENTORY RATING OF MEMBER

FROM RATING ANALYSIS

(0-9) (0-9)

PREVIOUS CURRENT Deficiencies

BW0 B16013-BW0-MBT-TROBOSTON=CAMBRIDGE JUL 24, 2020B-16-013=C-01-019

Item 59.2.b - Bottom

Flanges

Item 60.2.d - Caps

Item 60.2 - Piers or Bents

Item 59.2.c - Webs

See remarks in comments section.

See remarks in comments section.

See remarks in comments section.

N

N

N

N

N

N

N

N

S-P

S-P

F

I

H

G

Not Rated

Not Rated

Not Rated

Not Rated

Pontis BMS Element Inspection

Span Group

El # Element Name Units Env. Total Q. % or Q State 1 State 2 State 3 State 4 State 5

Item 8

BDEPT#

B.I.N.

Town

District

District Bridge Inspection Eng'r

Inspecting Agency

Team Leader

Team Member(s)

B-16-013

BW0

B16013-BW0-MBT-TRO

David Ng

Boston

HNTB Corporation

Benny D'Artista

George McLoughlin

Date 07/24/2020

2 Sidewalk, Concrete, No Overlay, Unprotected

EA/SM 2 103.5 103.5 0.0 0.0 0.0 0.0%

38 Slab, Concrete, No Overlay, Unprotected

EA/SM 2 370.2 0.0 % 0.0 % 100.0 % 0.0 % 0.0 %%

107 Open Girder, Steel, Painted LM 2 183.4 103.4 70.0 10.0 0.0 0.0%

113 Stringer, Steel, Painted LM 2 424.3 0.0 200.0 194.0 30.3 0.0%

113 Stringer, Steel, Painted LM 3 60.0 0.0 20.0 25.0 10.0 5.0%

152 Floor Beam, Steel, Painted LM 3 63.3 0.0 37.3 10.0 8.0 8.0%

202 Column or Pile Extension, Steel, Painted

EA 2 6.0 2.0 0.0 4.0 0.0 0.0%

205 Column or Pile Extension, Concrete, Reinforced

EA 3 1.0 1.0 0.0 0.0 0.0%

234 Pier Cap, Concrete, Reinforced LM 3 21.0 21.0 0.0 0.0 0.0%

300 Expansion Joint, Strip Seal LM 3 29.5 0.0 29.5 0.0%

305 Expansion Joint, Modular / Other, Other Joint/Seal

LM 3 29.5 29.5 0.0 0.0%

310 Bearing, Elastomeric EA 2 4.0 4.0 0.0 0.0%

Pontis BMS Element Inspection

Span Group

El # Element Name Units Env. Total Q. % or Q State 1 State 2 State 3 State 4 State 5

Item 8

BDEPT#

B.I.N.

Town

District

District Bridge Inspection Eng'r

Inspecting Agency

Team Leader

Team Member(s)

B-16-013

BW0

B16013-BW0-MBT-TRO

David Ng

Boston

HNTB Corporation

Benny D'Artista

George McLoughlin

Date 07/24/2020

331 Bridge Railing, Concrete, Other than New Jersey Type

LM 2 12.0 0.0 8.0 4.0 0.0%

Report Date: May 5, 2017

RAILROAD STRUCTURE INVENTORY AND APPRAISAL SHEET

State Information Classification Code

Condition Code

Load Rating and Posting Code

Appraisal Code

Proposed Improvements

Inspections

Rating Loads

Accessibility (Needed/Used)

Identification

Structure Type and Material

Age and Service

Geometric Data

Navigation Data

N

N

N

N

N

N

N

(B) Underwater Inspection

(C) Other Special Inspection

(*) Other Inspection ()

(*) Closed Bridge

(A) Fracture Critical Detail

(*) Damage Inspection

(92) Critical Feature Inspection:

MO

MO A)

(93) CFI DATE

(91) Frequency(90) Inspection Date

(113) Scour Critical Bridges

(36) Traffic Safety Features

(72) Approach Roadway Alignment

(71) Waterway adequacy

MO B)

MO C)

MO *)

MO *)

MO *)

Report Date

(114)Future ADT

(97) Year of Improvement Cost Estimate

(96) Total Project Cost (K)

(95) Road Improvement Cost (K)

(94) Bridge Improvement Cost (K)

(76) Length of Structure Improvement

(75) Type of Work

(115)Year of Future ADT

Code

(41) Structure -

(62) Culverts

(58) Deck

(37) Historical Significance

(22) Owner -

(21) Maintain -

(59) Superstructure

(60) Substructure

(61) Channel & Channel Protection

Other State Agencies 21

Other State Agencies 21

$0

$0

$0

00/00/00 00

00 00/00/00

00 00/00/00

00 00/00/00

00 00/00/00

00 00/00/00

00/00/00

(*) UW Special Inspection MO *)00 00/00/00

0 FT

N

BDEPT#= B16013=C01019

B.I.N= AASHTO= 030.0BW0

Town= Boston=Cambridge

(35) Structure Flared

C) Type of deck protection -

( omit (a) and (b) )

(…