Upper McDonald Creek Bridge Constructability Report.pdf

Prepared for:

WESTERN FEDERAL LANDS HIGHWAY DIVISION

610 East Fifth Street, Vancouver, WA 98661

UPPER MCDONALD CREEK BRIDGE

CONSTRUTABILITY REPORT

Rehabilitate Final 9.3 Miles of the Going-To-The-Sun Road & Replace Bridge over McDonald Creek

MT PRA GLAC 10(45)

IDIQ Contract No. DTFH7015D00007

Task Order No. 69056721F000007

June 2021

Prepared by:

ROBERT PECCIA &

ASSOCIATES

Helena, Montana

Rehabilitate Final 9.3 Miles of the Going-To-The-Sun Road & Replace Bridge over McDonald Creek, MT PRA GLAC 10(45)

Upper McDonald Creek Bridge Constructability Report June 2021 i

TABLE OF CONTENTS

1.0 Project Background

2.0 Purpose

3.0 Site Visit

4.0 Site Access

4.1 Route 1

4.2 Route 2

4.3 Routing Summary

5.0 Constructability Options

5.1 Option 1: Construct New Bridge with No Modifications to the Existing Bridge

5.2 Option 2: Use of a Temporary Bridge

5.3 Option 3: Strengthen the Existing Bridge

6.0 Additional Constructability Items

6.1 Riprap Placement

6.2 Temporary Crossing Closures

6.3 Temporary Shoring

7.0 Strengthened Bridge Load Analysis

8.0 Conclusion

Figures

Figure 1: Project Vicinity Map Figure 2: Route Map

Appendices

Appendix A: Load Rating Results

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June 2021 ii

ABBREVIATIONS/ACRONYMS

AASHTO American Association of State Highway and Transportation Officials

FHWA Federal Highway Administration

GPS Global Positioning System

GTSR Going-to-the-Sun Road

MDT Montana Department of Transportation

RPA Robert Peccia and Associates

WFLHD Western Federal Lands Highway Division

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1.0 PROJECT BACKGROUND

The project is located in Glacier National Park, running along Upper McDonald Creek Road (aka Kelly Camp Road) in Flathead County, Montana. The bridge replacement portion of the project comprises a 0.4-mile section of new roadway and replacement of the existing Upper McDonald Creek Bridge with a new single-span steel bridge structure. The existing bridge is a four-span timber structure that is beyond its predicted service life, functionally obsolete, and has restricted load limits which impacts Glacier National Park operations.

The project starts near the intersection of Upper McDonald Creek Road and the Going-to-the-Sun Road and ends near the intersection of Upper McDonald Creek Road and McDonald Creek Trailhead. The proposed project is located approximately 10 miles north of the town of West Glacier in Flathead County, Montana. Approximate Global Positioning System (GPS) coordinates for the center of the project are 48°38'7.37"N, 113°52'0.64"W. A project vicinity map is shown in Figure 1.

Figure 1: Project Vicinity Map

2.0 PURPOSE

The purpose of this report is to document the load restrictions of the existing bridge, access and site constraints, and provide options for construction of the new bridge within these constraints. This report is not intended to dictate means and methods of construction but to verify that there are viable methods to construct the new bridge successfully.

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3.0 SITE VISIT

A site visit and office meeting were held on May 3, 2021, with the following in attendance:

Mike Traffalis, Western Federal Lands Highway Division Evan Garich, Western Federal Lands Highway Division Sean Hayter, Western Federal Lands Highway Division Steve Morrow, Western Federal Lands Highway Division Chris Rossmiller, Federal Highway Administration Jim Foster, Glacier National Park Jake Brockmoller, Ceccanti Inc.

Ed Hansen, Ceccanti, Inc.

Brad Thompson, Robert Peccia and Associates Chris Hardan, Robert Peccia and Associates

The following sections provide information on items that were discussed during the site visit and office meeting.

4.0 SITE ACCESS

The project site can be most readily accessed via the following routes as show in Figure 2.

4.1 ROUTE 1

From Columbia Falls, MT, this route is the most direct and crosses three Montana Department of Transportation (MDT) bridges: #05028 (Flathead River), #05029 (S FK Flathead River), and #06157 (Middle FK Flathead River). It also crosses two National Park Service bridges: #1430-0017P (Snyder Creek Bridge #1) and #1430-019P (Snyder Creek Bridge #2). None of these bridges have any legal load restrictions based on their Operating Load Rating.

The US-2 portion of this route has adequate width, and no tight corners or vertical clearance issues were identified. At the turnoff to the Going-to-the-Sun Road, construction equipment and materials will need to pass under a railroad bridge with a vertical clearance of 13ft-6in. During the site visit the turn radius was not identified as a concern, but signage in the median would need to be temporarily removed to allow passage. Temporary sign removal and traffic control is expected to require coordination with MDT to determine if any permits are needed. The posted vertical clearance was verified in the field, and though the clearance appears to be adequate for transport of the 9-ft tall beam sections under the bridge, this will need to be investigated in more detail by the contractor to determine any clearance reductions due to the slight sag vertical curve in the roadway. Past the turnoff and railroad bridge, the remaining portion of the route has adequate width, and no tight corners or vertical clearance issues were identified.

4.2 ROUTE 2

From Columbia Falls, this route is approximately 16 miles longer and crosses two MDT bridges: #06860 (BNSF Overpass) and #06861 (Big Creek). It also crosses four National Park Service bridges: #1430- 0017P (North Fork Bridge), #1430-005P (McDonald Creek Bridge), #1430-0017P (Snyder Creek Bridge #1), and #1430-019P (Snyder Creek Bridge #2). None of these bridges have any legal load restrictions based on their Operating Load Rating. This route travels through the town of Columbia Falls, with the 4th Avenue West route appearing to be the least congested, but all routes have adequate width and power lines crossing above the roadway do not appear to create significant vertical clearance issues. The rest of the route has adequate width, and no tight corners or vertical clearance issues were identified. An approximately 10-mile section of this route is unpaved with a gravel surface.

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4.3 ROUTING SUMMARY

Both routes will provide adequate access to the project site, with the most significant constraint being the railroad bridge at the turnoff from US-2 to Going-to-the-Sun Road. This constraint can be mitigated, and any construction equipment and materials, specifically the 9-ft steel girder sections, can be transported via the longer route if needed. Construction of the new Park Entrance Station on Camas Road may require additional coordination but should not be a major constraint.

Figure 2: Route Map

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5.0 CONSTRUCTABILITY OPTIONS

The new bridge will be built in two phases. In Phase I the upstream half of the new bridge will be built, and the existing bridge left in place for construction, in-holder, and administrative access. In Phase II the existing bridge will be removed, and the second half of the new bridge built downstream with construction, in-holder, and administrative access allowed over the newly constructed Phase I half with no load restrictions. The crossing will be closed to the public for the full duration of construction.

The existing timber bridge has a restricted load capacity and is currently posted for a 15-ton limit. A load rating completed by the Federal Highway Administration in July of 2016 calculated a load capacity ranging from 15 to 29 tons depending on the standard AASTHO legal load vehicle analyzed, controlled by the moment capacity of the 70-ft roadway stringers at mid-span. A refined analysis completed by Robert Peccia and Associates in June of 2020 increased that load capacity to a range of 19 to 33 tons based on the same design vehicles. Without mitigation, this constraint will limit the type and size of equipment that can cross the bridge and affect the means and methods of construction.

During the site visit, construction of the new bridge was discussed based on three options: (1) construction of the new bridge without modifications to the existing bridge, (2) placement of a temporary bridge over the existing bridge, and (3) strengthening of the existing bridge to increase the load capacity. Eight temporary piles are allowed to be placed in the channel for strengthening of the existing bridge, and no construction equipment is allowed to cross within the channel bed.

Each of these options are discussed in more detail below. For reference, the northwest side of the bridge across the river from the Going-to-the-Sun Road is referred to as the Kelly Camp side and the southeast side of the bridge on the same side as the Going-to-the-Sun Road is referred to as the GTSR side.

5.1 OPTION 1: CONSTRUCT NEW BRIDGE WITH NO MODIFICATIONS TO THE

EXISTING BRIDGE

For this option, the new bridge would be constructed within the existing constraints, and no improvements would be made to the existing bridge.

Phase I

To assist with the placement of riprap, an excavator would need to cross to the Kelly Camp side. A large excavator (>45 tons) would be preferred since it can fully place the riprap and assist with the placement of the steel girders, but this size would exceed the load capacity of the existing bridge and cannot cross. A standard excavator with a weight of approximately 20 tons can cross safely but would not be able to assist with girder placement or fully place the riprap until Phase I is complete and a larger excavator could cross the new bridge.

In this option, the foundation type on the GTSR side would be pipe piles and on the Kelly Camp side would be micropiles, as the equipment to construct micropiles is able to cross the existing bridge with the current load restrictions while the equipment to drive the pipe piles cannot. Concrete for the abutments could be transported to the Kelly Camp side with a line placed on the existing bridge or pump trucks on the GTSR side. Riprap can be transported across the existing bridge in trucks with partial loads, but this will increase the number of trips, cost, and duration of placement.

Placement of the steel girders would be with a large crane or launching of the girders from the GTSR side.

If placed with a single crane, it is expected that the girders would be assembled on the GTSR side and rolled onto the existing bridge for placement, which would require them to be supported in multiple locations to distribute the load across multiple spans. It is preferred that the girders are placed in pairs to provide

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June 2021 5 stability, but due to the weight of each girder and the lack of a crane on the Kelly Camp side, only one girder could be placed at a time. To support the single girder until the second girder and cross frames are placed, it would need to be temporarily braced to the existing bridge.

If the steel girders are launched across the creek, they would be assembled on the GTSR side in pairs and be connected by their cross frames. The girder pairs would be pushed across the river to the Kelly Camp side abutment with a launching nose fitted to the end to reduce the cantilevered length and temporary tensile stresses. Launching the girders in pairs would eliminate the need to temporarily brace one girder to the existing bridge during erection.

Deck forming and concrete placement are not expected to be significantly impacted by the existing constraints, and similar to placement of the concrete for the caps, the deck concrete can be placed with a line placed on the existing bridge or pump trucks.

Phase II

Once Phase I is complete, all construction equipment and materials can be transported across the first half of the new bridge. A crane and excavator can be transported to the Kelly Camp side to assist in riprap placement and setting of the steel girders, and construction of Phase II can be completed using more traditional methods. Once Phase II construction activities are complete the existing equipment on the Kelly Camp side can be transported out on the completed bridge.

5.2 OPTION 2: USE OF A TEMPORARY BRIDGE

For this option, a temporary rental bridge would be placed over the existing bridge to provide construction, in-holder, and administrative access. This rental bridge, an Acrow or similar type, would be launched across the existing bridge on rollers and placed on temporary foundations for use.

Phase I

In Phase I the existing bridge rails and sidewalk would be removed and the temporary bridge launched over the existing bridge and supported on temporary bents on both sides off the existing bridge. To access the temporary bridge, a grade raise of approximately 2-ft to 4-ft would be needed based on the final design.

Once in place the temporary bridge would have the capacity to allow for transport of a large excavator and crane components across to the Kelly Camp side for placement of the riprap and steel girders.

In this option, the foundation would be driven pipe piles on both the Kelly Camp and GTSR sides since with the temporary bridge in place, pile driving equipment could access the Kelly Camp side. Placement of riprap and cap concrete would also be optimized since fully loaded trucks could access the Kelly Camp side eliminating the need for a concrete line on the existing bridge and reducing the number of trips, cost, and duration.

With a temporary bridge in place and the ability to place a crane on the Kelly Camp side, the option to assemble the girders on the bridge instead of on the GTSR side roadway and roll them onto the temporary bridge would become available. The girders could also be placed in pairs, removing the need to temporarily brace a girder to the existing bridge as well as reducing the number of picks and duration to place the girders.

Deck forming and concrete placement would be optimized as well since concrete trucks could cross to the Kelly Camp side, eliminating the need for a line to be placed on the existing bridge to transport concrete and reducing the length the concrete would need to be pumped.

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Phase II

Once Phase I is complete, the temporary and existing bridge could be removed and any additional construction equipment needed on the Kelly Camp side could be transported on the first half of the new bridge. Once Phase II construction activities are complete, the existing equipment on the Kelly Camp side could be transported out on the completed bridge.

5.3 OPTION 3: STRENGTHEN THE EXISTING BRIDGE

For this option, the existing bridge would be strengthened to increase capacity and allow for larger construction equipment and materials to be transported to the Kelly Camp side. Eight piles would be allowed to be driven into the channel for placement of intermediate bents.

Phase I

In Phase I the existing bridge would be strengthened with the addition of intermediate bents or beam lines to increase capacity. By strengthening the existing bridge, the load capacity limits would be eliminated and the existing bridge would be able to carry all legal loads. See Section 7, Strengthened Bridge Load Analysis for more information on the increased capacity.

Once strengthened and the needed equipment is transported to the Kelly Camp side, construction would be completed using the same methods as in Section 5.2, Use of a Temporary Bridge.

Phase II

Like Phase I, construction would be completed using the same methods as in Section 5.2, Use of a Temporary Bridge. The existing bridge would be removed, and any equipment and materials would be transported across the new bridge.

6.0 ADDITIONAL CONSTRUCTABILITY ITEMS

6.1 RIPRAP PLACEMENT

For the micropile foundation on the Kelly Camp side, riprap would need to be placed down to the scour elevation and temporary shoring would be required for placement due to the depth of excavation, the proximity to the creek, and the concern of sloughing of the walls due to the soil characteristics. One option discussed to allow placement in one mobilization would be to remove the 30-ft spans of the existing bridge, place the riprap for both Phase I and Phase II sections, and place the spans back in place to provide access during Phase I. This would require the road to be closed for a short period of time and the phone and power lines attached to the bridge to be temporarily relocated or turned off during this time period.

If a pipe pile foundation is used on the Kelly Camp side, riprap would only need to be placed for embankment protection, eliminating the need for deep excavation and temporary shoring.

6.2 TEMPORARY CROSSING CLOSURES

It is expected that the crossing will need to be closed to in-holders and administrative staff for a period of time for staging and placement of the steel girders as well as other activities such as concrete placement.

It is estimated that if the steel girders are assembled on the existing or Phase I bridge section the closure period would be approximately 10 days, and if assembled on the GTSR side roadway and rolled onto the bridge the closure period would be approximately 5 days. Closures for other activities such as concrete

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June 2021 7 placement are expected to be a day or less. Coordination with in-holders and administrative staff will be needed to provide notice and limit disruption.

6.3 TEMPORARY SHORING

The need for temporary shoring at the abutments for the staged embankment construction was discussed, and it appears it could be built either with or without. A final determination could not be made at this point in project development as the means and methods of construction are not known. Overall, no concerns were identified that would prohibit or limit construction of the staged embankment. If needed, multiple options were discussed and deemed viable, including ecology blocks, a MSE or fabric wall, and sheet piling.

7.0 STRENGTHENED BRIDGE LOAD ANALYSIS

The existing timber bridge has a restricted load capacity and is currently posted for a 15-ton limit. Without mitigation, this constraint will limit the type and size of equipment that can cross the bridge and affect the means and methods of construction. Additional analysis was completed for this report that examined the capacity of the bridge with the following configurations:

• The 70-ft span supported in two locations creating three 23ft-4in spans.

• The 70-ft span supported in one location creating two 35-ft spans.

• The 30-ft span supported in one location creating two 15-ft spans.

• The existing 70-ft and 30-ft span configurations with the sidewalk, curb, and railing removed.

Calculations are based on standard AASHTO legal load truck weights and configurations. If construction equipment or transport vehicles are used that differ from these standard configurations or are over legal load weight, an analysis of the bridge with the actual axle configurations and weights would need to be completed and an overload permit request submitted for approval to verify capacity before crossing the existing bridge. No analysis of the timber caps or foundation was completed, and if additional beam lines are added to increase capacity, an analysis of the impact to the timber caps and foundation due to the introduction of new load paths should be completed.

The analysis shows that the addition of one or two bents in the 70-ft span and one in the 30-ft span would increase the load capacity so the needed construction equipment and materials can cross the bridge in Phase I. With this strengthening, it is expected that overweight permit vehicles would be approved to cross with axle weights in the 13,000-to 20,000-pound range, depending on their spacing.

The existing bridge span configuration was also analyzed with the sidewalk, railing, and timber planking removed. The removal of these elements did not significantly increase the capacity of the roadway stringers but verified the assumption that moving vehicle traffic over the sidewalk stringers would reduce the bridge capacity, as the 70-ft sidewalk stringer has a 10-ton capacity, and the 30-ft sidewalk stringer has a 9-ton capacity. Because of these low capacities, it is recommended that any construction equipment that crosses over the existing bridge utilize the existing 14-ft travel way, and preferably have its wheel lines positioned directly over the roadway stringers.

8.0 CONCLUSION

Construction of the new bridge without the use of a temporary bridge or strengthening of the existing bridge presents challenges that will decrease efficiency and increase construction duration and cost. It requires the use of a more expensive micropile foundation on the Kelly Camp side and requires the mobilization of two types of foundation installation equipment. The amount of riprap needed increases since micropiles are more susceptible to scour than pipe piles and placement of the riprap becomes more challenging as it will

Rehabilitate Final 9.3 Miles of the Going-To-The-Sun Road & Replace Bridge over McDonald Creek, MT PRA GLAC 10(45)

June 2021 8 need to be placed to a deeper elevation and may need to be placed under the completed Phase I bridge if the proper construction equipment is not able to get to the Kelly Camp side. Launching of the steel girders would require more area for mobilization and a more complicated erection plan. It is estimated that the cost to construct the bridge in this manner would add approximately $700,000 to $800,000 to the construction cost due to these factors. The increased risk could also reduce the number of contractors willing to bid on the project.

Use of a temporary bridge would add approximately $400,000 to $450,000 in construction costs, which includes delivery, installation, removal, and freight for a four-month rental. This cost would be mostly offset by the ability to use the lower cost pipe pile foundation on the Kelly Camp side (approximately a $330,000 cost savings) and a reduction in the riprap quantity. With the ability to get the needed construction equipment across to the Kelly Camp side, it would eliminate issues with the riprap and steel girder placement as well as allow for easier and more efficient removal of the existing bridge. The time to install and remove the rental bridge would likely be offset by increased efficiency in construction, and the risk to the contractor would be reduced which may increase the number of bidders on the project. During construction it would allow for larger fire protection, emergency, and in-holder construction vehicles to access the Kelly Camp side.

Strengthening the existing bridge would add approximately $200,000 to $300,000 in construction costs, which would be offset by the ability to use the lower cost pipe pile foundation on the Kelly Camp side and a reduction in riprap quantity. With the ability to get the needed construction equipment across to the Kelly Camp side, it would eliminate issues with the riprap and steel girder placement as well as allow for easier and more efficient removal of the existing bridge. The time to strengthen the existing bridge is likely less than installation and removal of the temporary bridge, but more than the non-strengthening option and would likely be offset by increased efficiency in construction. This option would have an increased risk due to the potential for unknown defects in the existing bridge that could affect capacity, and if the temporary piles placed in the channel cannot provide adequate bearing. Like the temporary bridge option, it would reduce the risk to the contractor which may increase the number of bidders on the project. During construction it would allow for larger fire protection, emergency, and in-holder construction vehicles to access the Kelly Camp side.

The purpose of this report is to evaluate routing and constructability options and confirm construction viability. Means and methods of construction will be the responsibility of the selected contractor for the project. For both the temporary bridge and bridge strengthening options, plans and calculations stamped by a professional engineer will be required to be submitted for review and approval before work can begin.

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APPENDIX A

Load Rating Results

Rating Results Summary Report Name: Existing Kelly Camp Bridge Bridge ID: 1430-001P NBI: 1430-001P Struct-Def: 70-ft Span Member: G4 Member alt: 12.5" x 42.25" Exterior Girder

Live Load Live Load Type Rating Method

Inventory Load Rating

(Ton)

Operating Load Rating

(Ton) Inventory

Rating Factor Operating

Rating Factor Inventory Location

(ft)

Inventory Location Span-(%)

Operating Location

(ft)

Operating Location Span-(%)

Inventory Limit State

Operating Limit State

H 15-44 Axle Load ASD 9.30 18.75 0.620 1.250 35.00 1 - (50.0) 35.00 1 - (50.0) Moment - Maximum Moment - Maximum H 20-44 Axle Load ASD 9.40 18.80 0.470 0.940 35.00 1 - (50.0) 35.00 1 - (50.0) Moment - Maximum Moment - Maximum HS 15-44 Axle Load ASD 11.07 22.14 0.410 0.820 35.00 1 - (50.0) 35.00 1 - (50.0) Moment - Maximum Moment - Maximum HS 20-44 Axle Load ASD 11.16 21.96 0.310 0.610 35.00 1 - (50.0) 35.00 1 - (50.0) Moment - Maximum Moment - Maximum SU4 Axle Load ASD 9.99 19.98 0.370 0.740 35.00 1 - (50.0) 35.00 1 - (50.0) Moment - Maximum Moment - Maximum SU5 Axle Load ASD 10.54 20.77 0.340 0.670 35.00 1 - (50.0) 35.00 1 - (50.0) Moment - Maximum Moment - Maximum SU6 Axle Load ASD 10.43 20.85 0.300 0.600 35.00 1 - (50.0) 35.00 1 - (50.0) Moment - Maximum Moment - Maximum SU7 Axle Load ASD 10.85 21.31 0.280 0.550 35.00 1 - (50.0) 35.00 1 - (50.0) Moment - Maximum Moment - Maximum Type 3 Axle Load ASD 10.50 21.00 0.420 0.840 35.00 1 - (50.0) 35.00 1 - (50.0) Moment - Maximum Moment - Maximum Type 3-3 Axle Load ASD 16.40 32.40 0.410 0.810 35.00 1 - (50.0) 35.00 1 - (50.0) Moment - Maximum Moment - Maximum Type 3S2 Axle Load ASD 13.68 27.72 0.380 0.770 35.00 1 - (50.0) 35.00 1 - (50.0) Moment - Maximum Moment - Maximum H 15-44 Lane ASD 8.55 17.10 0.570 1.140 35.00 1 - (50.0) 35.00 1 - (50.0) Moment - Maximum Moment - Maximum H 20-44 Lane ASD 8.40 17.00 0.420 0.850 35.00 1 - (50.0) 35.00 1 - (50.0) Moment - Maximum Moment - Maximum HS 15-44 Lane ASD 15.39 30.78 0.570 1.140 35.00 1 - (50.0) 35.00 1 - (50.0) Moment - Maximum Moment - Maximum HS 20-44 Lane ASD 15.12 30.60 0.420 0.850 35.00 1 - (50.0) 35.00 1 - (50.0) Moment - Maximum Moment - Maximum

Madero(ASD/LRFD) - Version 1.02.05 - Sep. 11, 2012 Analysis preference setting: None Analysis time: 5/19/2021 10:16:37 AM Analyzed by: BrR Print time: 5/19/2021 10:18:53 AM Page 1 of 1

70-ft Span Roadway Stringer

Live Load Live Load Type Rating Method Rating Level Load Rating Rating Factor Location Limit State Impact Lane

Type 3S2 Axle Load ASD Operating 178.20 4.950 Flexure - One-lane As Requested As Requested Type 3-3 Axle Load ASD Operating 192.40 4.810 Flexure - One-lane As Requested As Requested Type 3 Axle Load ASD Operating 113.50 4.540 Flexure - One-lane As Requested As Requested SU7 Axle Load ASD Operating 169.73 4.380 Flexure - One-lane As Requested As Requested SU6 Axle Load ASD Operating 152.21 4.380 Flexure - One-lane As Requested As Requested SU5 Axle Load ASD Operating 135.78 4.380 Flexure - One-lane As Requested As Requested SU4 Axle Load ASD Operating 118.26 4.380 Flexure - One-lane As Requested As Requested HS 20-44 Axle Load ASD Operating 91.44 2.540 Flexure - One-lane As Requested As Requested HS 15-44 Axle Load ASD Operating 89.10 3.300 Flexure - One-lane As Requested As Requested H 20-44 Axle Load ASD Operating 50.80 2.540 Flexure - One-lane As Requested As Requested H 15-44 Axle Load ASD Operating 49.50 3.300 Flexure - One-lane As Requested As Requested Type 3S2 Axle Load ASD Inventory 133.92 3.720 Flexure - One-lane As Requested As Requested Type 3-3 Axle Load ASD Inventory 144.40 3.610 Flexure - One-lane As Requested As Requested Type 3 Axle Load ASD Inventory 85.25 3.410 Flexure - One-lane As Requested As Requested SU7 Axle Load ASD Inventory 127.10 3.280 Flexure - One-lane As Requested As Requested SU6 Axle Load ASD Inventory 113.98 3.280 Flexure - One-lane As Requested As Requested SU5 Axle Load ASD Inventory 101.68 3.280 Flexure - One-lane As Requested As Requested SU4 Axle Load ASD Inventory 88.56 3.280 Flexure - One-lane As Requested As Requested HS 20-44 Axle Load ASD Inventory 68.76 1.910 Flexure - One-lane As Requested As Requested HS 15-44 Axle Load ASD Inventory 66.96 2.480 Flexure - One-lane As Requested As Requested H 20-44 Axle Load ASD Inventory 38.20 1.910 Flexure - One-lane As Requested As Requested H 15-44 Axle Load ASD Inventory 37.20 2.480 Flexure - One-lane As Requested As Requested

Madero(ASD/LRFD) - Version 1.02.05 - Sep. 11, 2012 Analysis preference setting: None Analysis time: 5/19/2021 10:11:48 AM Analyzed by: BrR Print time: 5/19/2021 10:13:22 AM Page 1 of 1

70-ft Span Timber Deck

Struct-Def: 70-ft Span (Span spilt in … Member: G4 Member alt: 12.5" x 42.25" Exterior Girder

Live Load Live Load Type Rating Method

Inventory Load Rating

(Ton)

Operating Load Rating

(Ton) Inventory

Rating Factor Operating

Rating Factor Inventory Location

(ft)

Inventory Location Span-(%)

Operating Location

(ft)

Operating Location Span-(%)

Inventory Limit State

Operating Limit State

H 15-44 Axle Load ASD 51.90 72.45 3.460 4.830 17.50 1 - (50.0) 17.50 1 - (50.0) Moment - Maximum Moment - Maximum H 20-44 Axle Load ASD 51.80 72.40 2.590 3.620 17.50 1 - (50.0) 17.50 1 - (50.0) Moment - Maximum Moment - Maximum HS 15-44 Axle Load ASD 77.22 107.73 2.860 3.990 21.00 1 - (60.0) 21.00 1 - (60.0) Moment - Maximum Moment - Maximum HS 20-44 Axle Load ASD 77.40 107.64 2.150 2.990 21.00 1 - (60.0) 21.00 1 - (60.0) Moment - Maximum Moment - Maximum SU4 Axle Load ASD 60.75 85.05 2.250 3.150 17.50 1 - (50.0) 17.50 1 - (50.0) Moment - Maximum Moment - Maximum SU5 Axle Load ASD 66.65 93.00 2.150 3.000 17.50 1 - (50.0) 17.50 1 - (50.0) Moment - Maximum Moment - Maximum SU6 Axle Load ASD 67.42 94.17 1.940 2.710 17.50 1 - (50.0) 17.50 1 - (50.0) Moment - Maximum Moment - Maximum SU7 Axle Load ASD 71.30 99.20 1.840 2.560 17.50 1 - (50.0) 17.50 1 - (50.0) Moment - Maximum Moment - Maximum Type 3 Axle Load ASD 67.25 94.00 2.690 3.760 17.50 1 - (50.0) 17.50 1 - (50.0) Moment - Maximum Moment - Maximum Type 3-3 Axle Load ASD 131.60 183.60 3.290 4.590 21.00 1 - (60.0) 21.00 1 - (60.0) Moment - Maximum Moment - Maximum Type 3S2 Axle Load ASD 100.80 140.76 2.800 3.910 17.50 1 - (50.0) 17.50 1 - (50.0) Moment - Maximum Moment - Maximum H 15-44 Lane ASD 59.70 83.40 3.980 5.560 17.50 1 - (50.0) 17.50 1 - (50.0) Moment - Maximum Moment - Maximum H 20-44 Lane ASD 59.80 83.40 2.990 4.170 17.50 1 - (50.0) 17.50 1 - (50.0) Moment - Maximum Moment - Maximum HS 15-44 Lane ASD 107.46 150.12 3.980 5.560 17.50 1 - (50.0) 17.50 1 - (50.0) Moment - Maximum Moment - Maximum HS 20-44 Lane ASD 107.64 150.12 2.990 4.170 17.50 1 - (50.0) 17.50 1 - (50.0) Moment - Maximum Moment - Maximum

Madero(ASD/LRFD) - Version 1.02.05 - Sep. 11, 2012 Analysis preference setting: None Analysis time: 5/19/2021 12:05:41 PM Analyzed by: BrR Print time: 5/19/2021 12:05:57 PM Page 1 of 1

70-ft Span Roadway Stringer w/one Bent

Struct-Def: 70-ft Span (Span Split into … Member: G4 Member alt: 12.5" x 42.25" Exterior Girder

Live Load Live Load Type Rating Method

Inventory Load Rating

(Ton)

Operating Load Rating

(Ton) Inventory

Rating Factor Operating

Rating Factor Inventory Location

(ft)

Inventory Location Span-(%)

Operating Location

(ft)

Operating Location Span-(%)

Inventory Limit State

Operating Limit State

H 15-44 Axle Load ASD 90.90 123.30 6.060 8.220 11.67 1 - (50.0) 11.67 1 - (50.0) Moment - Maximum Moment - Maximum H 20-44 Axle Load ASD 90.80 123.40 4.540 6.170 11.67 1 - (50.0) 11.67 1 - (50.0) Moment - Maximum Moment - Maximum HS 15-44 Axle Load ASD 152.82 207.36 5.660 7.680 21.00 1 - (90.0) 21.00 1 - (90.0) Shear - Minimum Shear - Minimum HS 20-44 Axle Load ASD 152.64 207.36 4.240 5.760 21.00 1 - (90.0) 21.00 1 - (90.0) Shear - Minimum Shear - Minimum SU4 Axle Load ASD 117.45 159.30 4.350 5.900 11.67 1 - (50.0) 11.67 1 - (50.0) Moment - Maximum Moment - Maximum SU5 Axle Load ASD 125.55 170.19 4.050 5.490 11.67 1 - (50.0) 11.67 1 - (50.0) Moment - Maximum Moment - Maximum SU6 Axle Load ASD 131.36 178.27 3.780 5.130 11.67 1 - (50.0) 11.67 1 - (50.0) Moment - Maximum Moment - Maximum SU7 Axle Load ASD 146.48 198.79 3.780 5.130 11.67 1 - (50.0) 11.67 1 - (50.0) Moment - Maximum Moment - Maximum Type 3 Axle Load ASD 129.00 175.00 5.160 7.000 11.67 1 - (50.0) 11.67 1 - (50.0) Moment - Maximum Moment - Maximum Type 3-3 Axle Load ASD 250.80 340.00 6.270 8.500 11.67 1 - (50.0) 11.67 1 - (50.0) Moment - Maximum Moment - Maximum Type 3S2 Axle Load ASD 203.76 276.48 5.660 7.680 11.67 1 - (50.0) 11.67 1 - (50.0) Moment - Maximum Moment - Maximum H 15-44 Lane ASD 103.05 139.80 6.870 9.320 21.00 1 - (90.0) 21.00 1 - (90.0) Shear - Minimum Shear - Minimum H 20-44 Lane ASD 103.00 139.80 5.150 6.990 21.00 1 - (90.0) 21.00 1 - (90.0) Shear - Minimum Shear - Minimum HS 15-44 Lane ASD 185.49 251.64 6.870 9.320 21.00 1 - (90.0) 21.00 1 - (90.0) Shear - Minimum Shear - Minimum HS 20-44 Lane ASD 185.40 251.64 5.150 6.990 21.00 1 - (90.0) 21.00 1 - (90.0) Shear - Minimum Shear - Minimum

Madero(ASD/LRFD) - Version 1.02.05 - Sep. 11, 2012 Analysis preference setting: None Analysis time: 5/19/2021 11:57:37 AM Analyzed by: BrR Print time: 5/19/2021 11:58:48 AM Page 1 of 1

70-ft Span Roadway Stringer w/two Bents

Struct-Def: 70-ft Span (No Sidewalk and Rail) Member: G1 Member alt: 9" x 30.875" Stringer

Live Load Live Load Type Rating Method

Inventory Load Rating

(Ton)

Operating Load Rating

(Ton) Inventory

Rating Factor Operating

Rating Factor Inventory Location

(ft)

Inventory Location Span-(%)

Operating Location

(ft)

Operating Location Span-(%)

Inventory Limit State

Operating Limit State

H 15-44 Axle Load ASD 4.80 10.80 0.320 0.720 35.00 1 - (50.0) 35.00 1 - (50.0) Moment - Maximum Moment - Maximum H 20-44 Axle Load ASD 4.80 10.80 0.240 0.540 35.00 1 - (50.0) 35.00 1 - (50.0) Moment - Maximum Moment - Maximum HS 15-44 Axle Load ASD 5.67 12.69 0.210 0.470 35.00 1 - (50.0) 35.00 1 - (50.0) Moment - Maximum Moment - Maximum HS 20-44 Axle Load ASD 5.76 12.60 0.160 0.350 35.00 1 - (50.0) 35.00 1 - (50.0) Moment - Maximum Moment - Maximum SU4 Axle Load ASD 5.13 11.61 0.190 0.430 35.00 1 - (50.0) 35.00 1 - (50.0) Moment - Maximum Moment - Maximum SU5 Axle Load ASD 5.27 12.09 0.170 0.390 35.00 1 - (50.0) 35.00 1 - (50.0) Moment - Maximum Moment - Maximum SU6 Axle Load ASD 5.21 12.16 0.150 0.350 35.00 1 - (50.0) 35.00 1 - (50.0) Moment - Maximum Moment - Maximum SU7 Axle Load ASD 5.43 12.40 0.140 0.320 35.00 1 - (50.0) 35.00 1 - (50.0) Moment - Maximum Moment - Maximum Type 3 Axle Load ASD 5.25 12.00 0.210 0.480 35.00 1 - (50.0) 35.00 1 - (50.0) Moment - Maximum Moment - Maximum Type 3-3 Axle Load ASD 8.40 18.80 0.210 0.470 35.00 1 - (50.0) 35.00 1 - (50.0) Moment - Maximum Moment - Maximum Type 3S2 Axle Load ASD 7.20 15.84 0.200 0.440 35.00 1 - (50.0) 35.00 1 - (50.0) Moment - Maximum Moment - Maximum H 15-44 Lane ASD 4.35 9.75 0.290 0.650 35.00 1 - (50.0) 35.00 1 - (50.0) Moment - Maximum Moment - Maximum H 20-44 Lane ASD 4.40 9.80 0.220 0.490 35.00 1 - (50.0) 35.00 1 - (50.0) Moment - Maximum Moment - Maximum HS 15-44 Lane ASD 7.83 17.55 0.290 0.650 35.00 1 - (50.0) 35.00 1 - (50.0) Moment - Maximum Moment - Maximum HS 20-44 Lane ASD 7.92 17.64 0.220 0.490 35.00 1 - (50.0) 35.00 1 - (50.0) Moment - Maximum Moment - Maximum

Madero(ASD/LRFD) - Version 1.02.05 - Sep. 11, 2012 Analysis preference setting: None Analysis time: 5/19/2021 11:34:27 AM Analyzed by: BrR Print time: 5/19/2021 11:36:32 AM Page 1 of 1

70-ft Span Sidewalk Stringer

Struct-Def: 30-ft Span Member: G4 Member alt: 9" x 24.125" Exterior Stringer

Live Load Live Load Type Rating Method

Inventory Load Rating

(Ton)

Operating Load Rating

(Ton) Inventory

Rating Factor Operating

Rating Factor Inventory Location

(ft)

Inventory Location Span-(%)

Operating Location

(ft)

Operating Location Span-(%)

Inventory Limit State

Operating Limit State

H 15-44 Axle Load ASD 14.10 21.15 0.940 1.410 15.00 1 - (50.0) 15.00 1 - (50.0) Moment - Maximum Moment - Maximum H 20-44 Axle Load ASD 14.20 21.20 0.710 1.060 15.00 1 - (50.0) 15.00 1 - (50.0) Moment - Maximum Moment - Maximum HS 15-44 Axle Load ASD 22.41 33.48 0.830 1.240 18.00 1 - (60.0) 18.00 1 - (60.0) Moment - Maximum Moment - Maximum HS 20-44 Axle Load ASD 22.32 33.48 0.620 0.930 18.00 1 - (60.0) 18.00 1 - (60.0) Moment - Maximum Moment - Maximum SU4 Axle Load ASD 17.28 25.92 0.640 0.960 15.00 1 - (50.0) 15.00 1 - (50.0) Moment - Maximum Moment - Maximum SU5 Axle Load ASD 18.29 27.28 0.590 0.880 15.00 1 - (50.0) 15.00 1 - (50.0) Moment - Maximum Moment - Maximum SU6 Axle Load ASD 18.77 28.15 0.540 0.810 15.00 1 - (50.0) 15.00 1 - (50.0) Moment - Maximum Moment - Maximum SU7 Axle Load ASD 20.15 30.23 0.520 0.780 15.00 1 - (50.0) 15.00 1 - (50.0) Moment - Maximum Moment - Maximum Type 3 Axle Load ASD 19.50 29.25 0.780 1.170 15.00 1 - (50.0) 15.00 1 - (50.0) Moment - Maximum Moment - Maximum Type 3-3 Axle Load ASD 38.00 56.80 0.950 1.420 15.00 1 - (50.0) 15.00 1 - (50.0) Moment - Maximum Moment - Maximum Type 3S2 Axle Load ASD 28.08 42.12 0.780 1.170 15.00 1 - (50.0) 15.00 1 - (50.0) Moment - Maximum Moment - Maximum H 15-44 Lane ASD 16.65 25.05 1.110 1.670 15.00 1 - (50.0) 15.00 1 - (50.0) Moment - Maximum Moment - Maximum H 20-44 Lane ASD 16.60 25.00 0.830 1.250 15.00 1 - (50.0) 15.00 1 - (50.0) Moment - Maximum Moment - Maximum HS 15-44 Lane ASD 29.97 45.09 1.110 1.670 15.00 1 - (50.0) 15.00 1 - (50.0) Moment - Maximum Moment - Maximum HS 20-44 Lane ASD 29.88 45.00 0.830 1.250 15.00 1 - (50.0) 15.00 1 - (50.0) Moment - Maximum Moment - Maximum

Madero(ASD/LRFD) - Version 1.02.05 - Sep. 11, 2012 Analysis preference setting: None Analysis time: 5/19/2021 11:39:57 AM Analyzed by: BrR Print time: 5/19/2021 11:40:18 AM Page 1 of 1

30-ft Span Roadway Stringer

Live Load Live Load Type Rating Method Rating Level Load Rating Rating Factor Limit State Impact Lane

Type 3S2 Axle Load ASD Operating 166.32 4.620 Flexure - One-lane As Requested As Requested Type 3-3 Axle Load ASD Operating 179.20 4.480 Flexure - One-lane As Requested As Requested Type 3 Axle Load ASD Operating 105.75 4.230 Flexure - One-lane As Requested As Requested SU7 Axle Load ASD Operating 158.49 4.090 Flexure - One-lane As Requested As Requested SU6 Axle Load ASD Operating 142.13 4.090 Flexure - One-lane As Requested As Requested SU5 Axle Load ASD Operating 126.79 4.090 Flexure - One-lane As Requested As Requested SU4 Axle Load ASD Operating 110.43 4.090 Flexure - One-lane As Requested As Requested HS 20-44 Axle Load ASD Operating 84.96 2.360 Flexure - One-lane As Requested As Requested HS 15-44 Axle Load ASD Operating 82.89 3.070 Flexure - One-lane As Requested As Requested H 20-44 Axle Load ASD Operating 47.20 2.360 Flexure - One-lane As Requested As Requested H 15-44 Axle Load ASD Operating 46.05 3.070 Flexure - One-lane As Requested As Requested Type 3S2 Axle Load ASD Inventory 124.92 3.470 Flexure - One-lane As Requested As Requested Type 3-3 Axle Load ASD Inventory 134.40 3.360 Flexure - One-lane As Requested As Requested Type 3 Axle Load ASD Inventory 79.50 3.180 Flexure - One-lane As Requested As Requested SU7 Axle Load ASD Inventory 118.96 3.070 Flexure - One-lane As Requested As Requested SU6 Axle Load ASD Inventory 106.68 3.070 Flexure - One-lane As Requested As Requested SU5 Axle Load ASD Inventory 95.17 3.070 Flexure - One-lane As Requested As Requested SU4 Axle Load ASD Inventory 82.89 3.070 Flexure - One-lane As Requested As Requested HS 20-44 Axle Load ASD Inventory 63.72 1.770 Flexure - One-lane As Requested As Requested HS 15-44 Axle Load ASD Inventory 62.37 2.310 Flexure - One-lane As Requested As Requested H 20-44 Axle Load ASD Inventory 35.40 1.770 Flexure - One-lane As Requested As Requested H 15-44 Axle Load ASD Inventory 34.65 2.310 Flexure - One-lane As Requested As Requested

Madero(ASD/LRFD) - Version 1.02.05 - Sep. 11, 2012 Analysis preference setting: None Analysis time: 5/19/2021 11:29:48 AM Analyzed by: BrR Print time: 5/19/2021 11:30:33 AM Page 1 of 1

70-ft Span Timber Deck

Struct-Def: 30-ft Span (Span Split in … Member: G2 Member alt: 9" x 24.125" Stringer

Live Load Live Load Type Rating Method

Inventory Load Rating

(Ton)

Operating Load Rating

(Ton) Inventory

Rating Factor Operating

Rating Factor Inventory Location

(ft)

Inventory Location Span-(%)

Operating Location

(ft)

Operating Location Span-(%)

Inventory Limit State

Operating Limit State

H 15-44 Axle Load ASD 39.00 52.65 2.600 3.510 7.50 1 - (50.0) 7.50 1 - (50.0) Moment - Maximum Moment - Maximum H 20-44 Axle Load ASD 39.00 52.60 1.950 2.630 7.50 1 - (50.0) 7.50 1 - (50.0) Moment - Maximum Moment - Maximum HS 15-44 Axle Load ASD 70.20 94.77 2.600 3.510 7.50 1 - (50.0) 7.50 1 - (50.0) Moment - Maximum Moment - Maximum HS 20-44 Axle Load ASD 70.20 94.68 1.950 2.630 7.50 1 - (50.0) 7.50 1 - (50.0) Moment - Maximum Moment - Maximum SU4 Axle Load ASD 58.86 79.38 2.180 2.940 7.50 1 - (50.0) 7.50 1 - (50.0) Moment - Maximum Moment - Maximum SU5 Axle Load ASD 67.58 91.14 2.180 2.940 7.50 1 - (50.0) 7.50 1 - (50.0) Moment - Maximum Moment - Maximum SU6 Axle Load ASD 75.41 101.82 2.170 2.930 9.00 1 - (60.0) 9.00 1 - (60.0) Moment - Maximum Moment - Maximum SU7 Axle Load ASD 84.09 113.54 2.170 2.930 9.00 1 - (60.0) 9.00 1 - (60.0) Moment - Maximum Moment - Maximum Type 3 Axle Load ASD 59.25 80.25 2.370 3.210 13.50 1 - (90.0) 13.50 1 - (90.0) Shear - Minimum Shear - Minimum Type 3-3 Axle Load ASD 115.20 156.00 2.880 3.900 13.50 1 - (90.0) 13.50 1 - (90.0) Shear - Minimum Shear - Minimum Type 3S2 Axle Load ASD 93.60 126.72 2.600 3.520 13.50 1 - (90.0) 13.50 1 - (90.0) Shear - Minimum Shear - Minimum H 15-44 Lane ASD 44.85 60.60 2.990 4.040 13.50 1 - (90.0) 13.50 1 - (90.0) Shear - Minimum Shear - Minimum H 20-44 Lane ASD 44.80 60.60 2.240 3.030 13.50 1 - (90.0) 13.50 1 - (90.0) Shear - Minimum Shear - Minimum HS 15-44 Lane ASD 80.73 109.08 2.990 4.040 13.50 1 - (90.0) 13.50 1 - (90.0) Shear - Minimum Shear - Minimum HS 20-44 Lane ASD 80.64 109.08 2.240 3.030 13.50 1 - (90.0) 13.50 1 - (90.0) Shear - Minimum Shear - Minimum

Madero(ASD/LRFD) - Version 1.02.05 - Sep. 11, 2012 Analysis preference setting: None Analysis time: 5/19/2021 2:26:49 PM Analyzed by: BrR Print time: 5/19/2021 2:28:35 PM Page 1 of 1

30-ft Span Roadway Stringer w/one Bent

Struct-Def: 30-ft Span (No Sidewalk, Rail, Wearing Surface) Member: G1 Member alt: 5.25" x 16.25" Stringer

Live Load Live Load Type Rating Method

Inventory Load Rating

(Ton)

Operating Load Rating

(Ton) Inventory

Rating Factor Operating

Rating Factor Inventory Location

(ft)

Inventory Location Span-(%)

Operating Location

(ft)

Operating Location Span-(%)

Inventory Limit State

Operating Limit State

H 15-44 Axle Load ASD 5.40 8.70 0.360 0.580 15.00 1 - (50.0) 15.00 1 - (50.0) Moment - Maximum Moment - Maximum H 20-44 Axle Load ASD 5.40 8.80 0.270 0.440 15.00 1 - (50.0) 15.00 1 - (50.0) Moment - Maximum Moment - Maximum HS 15-44 Axle Load ASD 8.64 14.04 0.320 0.520 18.00 1 - (60.0) 18.00 1 - (60.0) Moment - Maximum Moment - Maximum SU4 Axle Load ASD 6.48 10.53 0.240 0.390 15.00 1 - (50.0) 15.00 1 - (50.0) Moment - Maximum Moment - Maximum SU5 Axle Load ASD 7.13 11.47 0.230 0.370 15.00 1 - (50.0) 15.00 1 - (50.0) Moment - Maximum Moment - Maximum SU6 Axle Load ASD 7.30 11.47 0.210 0.330 15.00 1 - (50.0) 15.00 1 - (50.0) Moment - Maximum Moment - Maximum SU7 Axle Load ASD 7.75 12.40 0.200 0.320 15.00 1 - (50.0) 15.00 1 - (50.0) Moment - Maximum Moment - Maximum Type 3 Axle Load ASD 7.50 12.00 0.300 0.480 15.00 1 - (50.0) 15.00 1 - (50.0) Moment - Maximum Moment - Maximum Type 3-3 Axle Load ASD 14.40 23.60 0.360 0.590 15.00 1 - (50.0) 15.00 1 - (50.0) Moment - Maximum Moment - Maximum Type 3S2 Axle Load ASD 10.80 17.28 0.300 0.480 15.00 1 - (50.0) 15.00 1 - (50.0) Moment - Maximum Moment - Maximum H 15-44 Lane ASD 6.45 10.35 0.430 0.690 15.00 1 - (50.0) 15.00 1 - (50.0) Moment - Maximum Moment - Maximum H 20-44 Lane ASD 6.40 10.40 0.320 0.520 15.00 1 - (50.0) 15.00 1 - (50.0) Moment - Maximum Moment - Maximum HS 15-44 Lane ASD 11.61 18.63 0.430 0.690 15.00 1 - (50.0) 15.00 1 - (50.0) Moment - Maximum Moment - Maximum

Madero(ASD/LRFD) - Version 1.02.05 - Sep. 11, 2012 Analysis preference setting: None Analysis time: 5/19/2021 11:46:28 AM Analyzed by: BrR Print time: 5/19/2021 11:47:51 AM Page 1 of 1

30-ft Span Sidewalk Stringer