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Extradosed Bridge Technology in Japan and the New Pearl Harbor Memorial Bridge Prepared by the Delegation Joseph E. Chilstrom FHWA, Group Leader

Louis N. Triandafilou FHWA

William R. Stark Connecticut DOT

Robert P. Zaffetti Connecticut DOT

Christopher P. Gallucci Connecticut DOT

Franco R. Liberatore Connecticut DOT

Steven Stroh URS Corporation

James Platosh URS Corporation

David Stahnke URS Corporation

Anthony A. Moretti Parsons Brinckerhoff

Vijay Chandra Parsons Brinckerhoff

Kate E. Giordano Howard/Stein-Hudson

For the

Federal Highway Administration / U.S. Department of Transportation and

The Connecticut Department of Transportation September, 2001

Contents Section 1: Extradosed Bridge Technology in Japan Executive Summary Introduction - Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . p. 1 - Trip Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . p. 1 - Delegation Members . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . p. 2 - Itinerary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . p. 3 • Meetings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . p. 3 • Field Visits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . p. 4 Japanese Contacts and Meeting Notes

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . p. 5

Japanese Extradosed Bridges - Odawara Blueway Bridge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . p. 10 - Shinkawa Bridge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . p. 11 - Miyakodagawa Bridge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . p. 13 - Kiso and Ibi River Bridges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . p. 14 - Okuyama Bridge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . p. 17 - Tsukuhara Bridge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . p. 19 Mission Questions and Responses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . p. 20

Section 2: The New Pearl Harbor Memorial Bridge Bridge Type Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . p. 24 Bridge Type Study Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . p. 25 Architectural Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . p. 27 Appendix A: Appendix B: Appendix C: Appendix D: Appendix E: Appendix F: Appendix G:

Design Papers What is an Extradosed Cable-Stayed Bridge? Materials Distributed by Delegation Reference Materials Received by Delegation List of Individuals, by Company, Who Attended Each Meeting Delegation Team Firm Description and Biographical Data Detailed Delegation Itinerary

Cover photo: Miyakodagawa Bridge, Second Tomei Expressway Acknowledgements – This mission was made possible through the generous support of the United States Department of Transportation, Federal Highway Administration. Planning and coordination assistance was provided by numerous colleagues in Japan, a gesture sincerely appreciated by the delegation. Notice – Information contained in this report was collected by the authors throughout the mission. The contents do not necessarily reflect the position of the firms visited or the author’s parent institutions.

Introduction Overview This report is a summary of the September, 2001 trip to Japan that included meetings with designers, owners, and builders of extradosed bridges as well as field visits to several bridge sites. The FHWA and ConnDOT sponsored trip was not a typical “scanning” tour; it was specific to a bridge replacement project in Connecticut. In 1996 the bridge, which carries Interstate 95 (I-95) over the Quinnipiac River in New Haven, was designated by legislation as the Pearl Harbor Memorial Bridge. During the trip it was referred to as more commonly known locally, the “Q” Bridge. The Pearl Harbor Memorial (“Q”) Bridge will be replaced as part of the I-95 New Haven Harbor Crossing (NHHC) Corridor Improvement Program1 . The new structure will be not only a “signature” bridge for the New Haven region, but also the first extradosed bridge constructed in the United States. Extradosed (ex-strah-dosed) bridges are common in Japan; the Sunniberg (or Pont del Poya) Viaduct and the Gunter Bridge on Simpleton Road can both be found in Switzerland. A hybrid between cable-stayed and box-girder bridges, the extradosed bridge fulfills the geometric and structural criteria for the new Pearl Harbor Memorial Bridge while providing an aesthetically pleasing structure that is economically viable (see Appendix B). In order to investigate extradosed technology, engineers from several agencies visited Japan during the month of September, 2001. The purpose of the trip was to explore design, construction, maintenance, and inspection techniques as experienced in Japan and to gather information useful for the new Pearl Harbor Memorial Bridge. The information obtained by the group was Aerial view of the existing Pearl Harbor invaluable for the design and construction of the new bridge, under design by Memorial Bridge (far right). URS Corporation. The successful design details developed within the Japanese highway industry are being investigated in the design and may be incorporated into construction of the new Pearl Harbor Memorial Bridge. Contacts were established within the Japanese industry that may be utilized for consultation as design and/or construction issues arise on the project.

Trip Planning In early 2001, Federal Highway Administration (FHWA) personnel suggested a mission to Japan for the benefit of the reconstruction of the Pearl Harbor Memorial Bridge. A delegation of engineers from FHWA, the Connecticut Department of Transportation (ConnDOT), Parsons Brinckerhoff (PB), and URS Corporation (URS) was assembled and began to list mission

1 The I-95 New Haven Harbor Crossing (NHHC) Corridor Improvement Program includes proposed improvements to approximately 11.5 kilometers (7.2 miles) of Interstate 95 in New Haven, East Haven and Branford. The program limits extend from Interchange 46 (Sargent/Long Wharf Drive, New Haven) to Interchange 54 (Cedar Street, Branford).

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questions both as a working guide for their own objectives, as well as a vehicle to communicate their interests to potential Japanese host companies. Delegation members researched the locations and the designers, builders, and owners of numerous extradosed bridges in Japan. PB was engaged to coordinate the mission with staff in its Tokyo office. Once the delegates had established a rough itinerary, it was forwarded to Tokyo and significant dialogue between the two offices led to a successful and productive experience for the delegation.

Delegation members from left to right: Back Row – Louis Triandafilou, David Stahnke, Steven Stroh, William Stark, Kate Giordano; Middle Row – James Platosh, Vijay Chandra, Robert Zaffetti, Christopher Gallucci; Front Row – Franco Liberatore, Joseph Chilstrom, Anthony Moretti

Delegation Members The group consisted of engineers from FHWA, ConnDOT, Parsons Brinckerhoff, and URS and was led by FHWA Connecticut Division Bridge Engineer Joseph Chilstrom. Appendix F lists the group members, their affiliations and company/agency descriptions, and short biographies.

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Itinerary The delegation departed the U.S. for Japan on the morning of September 7, 2001 arriving in Tokyo the afternoon of September 8, 2001. The mission business began with four meetings in Tokyo. Subsequently, bridge field visits were made and final meetings were held on Friday, September 14, 2001, the last day of business for the group. Dates September 8 – 11 September 12 September 13 September 14 – 16

City Tokyo Hakone Nagoya Kobe

Bridges and cities visited by delegation.

Meetings As outlined below, the group met with six firms throughout the tour (see Appendix E). A PowerPoint presentation was made at four of the meetings – Japan Highway Public Corporation, CTI Engineering, Sumitomo Construction, and Hanshin Public Expressway Corporation. The presentation included: a background of Connecticut depicting the location of the project; a description of the I-95 New Haven Harbor Crossing Corridor Improvement Program, with maps and photosimulations to illustrate the work included in each contract; as well as plans, elevation views, and preliminary renderings of the new Pearl Harbor Memorial Bridge as part of a detailed discussion of the bridge contract. Gifts and a certificate of appreciation were presented to each company. For each bridge field visit, the delegation was accompanied by individuals from one or more host firms.

The Akashi-Kaikyo Bridge

Group Leader Joseph Chilstrom with Kate Giordano at Akashi-Kaikyo Bridge cable cross-section

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Date

Meeting

Relation to extradosed bridges visited on tour

September 9, 2001

Parsons Brinckerhoff International (Trip Coordination Meeting)

September 10, 2001

Japan Highway Public Corporation (JHPC)

Owner: Odawara Blueway, Miyakodagawa, Tsukuhara, Shinkawa, and Kiso and Ibi River Bridges

CTI Engineering, Ltd. Blueway Bridge

Designer: Odawara Blueway Bridge

Sumitomo Construction Company, Ltd.

Builder: Shinkawa and Kiso River Bridges

September 12, 2001

Sumitomo Construction Company, Ltd., Shinkawa Bridge Field Office

Shinkawa Bridge

September 13, 2001

JHPC Yokkaichi Works office at Tomeihan Nagashima Interchange

Kiso River Bridge

September 14, 2001

Hanshin Expressway Public Corporation Japan Bridge & Structure Institute

Owner: Okuyama Bridge Designer: Tsukuhara Bridge

Field Visits Delegation members were able to visit six of the twenty extradosed bridges in Japan. Technical information specific to each bridge can be found in the Extradosed Bridges Toured section. Date

Bridge visited

Accompanied by

September 11, 2001

Odawara Blueway Bridge

Sumitomo Construction Company, Ltd. and CTI Engineering, Ltd.

September 12, 2001

Shinkawa Bridge

Sumitomo Construction Company, Ltd., Japan Highway Public Corporation, PS Corporation, and CTI Engineering, Ltd.

Miyakodagawa Bridge

Japan Highway Public Corporation, CTI Engineering, Ltd.

September 13, 2001

Kiso River Bridge

Japan Highway Public Corporation, Sumitomo Construction Company, Ltd., CTI Engineering, Ltd., Parsons Brinckerhoff International, Interpreter

September 14, 2001

Okuyama Bridge

Hanshin Expressway Public Corporation, CTI Engineering, Ltd., Parsons Brinckerhoff International, Interpreter

Tsukuhara Bridge

Japan Bridge and Structure Institute, CTI Engineering, Ltd., Parsons Brinckerhoff International, Interpreter

Akashi-Kaikyo Bridge Near Kobe, the longest suspension bridge in the world, with a main span length of 1991m

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Japanese Contacts and Meeting Notes

Parsons Brinckerhoff International, Japan (PBIJ) Part of the international Parsons Brinckerhoff network, PBIJ is focused on marketing activities on Japan-related overseas projects involving Japanese government funds/loans and projects initiated by Japanese firms. In July, 2001 PBIJ was awarded a consulting contract for Auditing and Project Management by Singapore Telecom (SingTel) for its Tokyo Data Center project. Future projects include highway design consultation for Japan Highway Public Corporation. The delegation was assisted by Parsons Brinckerhoff International, Japan in the planning and execution of the mission. PBIJ, with other Japanese firms, established the travel route along which the Delegation visited field and home offices as well as extradosed bridges built and under construction. Japan Highway Public Corporation (JHPC) Known in Japan as Nihon Doro Kodan, Japan Highway Public Corporation was founded in 1956 and owns numerous types of bridges, Anthony Moretti, Parsons Brinckerhoff Quade & including girder, segmental, cable stayed, and suspension bridges. They Douglas, and Yuichi Sagawa, Parsons oversee 6,666km of national expressways, national highway and regional Brinckerhoff International Japan roads, and employ nearly 9,000 individuals (4,000 engineering, 4,000 clerical, and other technical). Japan Highway Public Corporation is in the forefront of bridge building technology, owning six extradosed bridges, of which three are in service and construction of three others has been completed. With spans ranging up to 275m in length, extradosed bridges provide JHPC with an important link between segmental and cable-stayed bridge types in their span range. JHPC has utilized extradosed technology for bridges up to three lanes in each direction of traffic. To date, all of Japan Highway Public Corporation’s extradosed bridges are post-tensioned (p/t) concrete box sections2. Boxes are designed to resist a certain percent of the negative moment, while the stay cables are needed to take up the remainder of the load. Fatigue testing of stay cables for concrete extradosed bridges is generally not required; wind tunnel testing is performed only in the case of parallel bridge construction. JHPC did acknowledge Conceptual illustration by PB’s Vijay Chandra that wind tunnel testing of an extradosed bridge with a steel superstructure would be prudent. For post-tensioning, external tendons are generally employed (JHPC does not 2 The new Pearl Harbor Memorial Bridge will carry five lanes, with full inside and outside shoulders, in each direction. Accordingly, an alternative lighter steel box girder design is also being pursued along with the concrete box girder design.

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allow the use of internal tendons on their projects). JHPC recently patented vinyl chloride clear transparent sheathing (see below right) that is designed to resist grouting pressures up to 10Kg/Sq. cm. All of their extradosed bridges have been designed to avoid uplift conditions at the anchor piers. There is concern with shear lag on very wide, conventionally reinforced concrete decks. The stay cables are damped for rain-wind vibration by rubber dampers or viscoelastic dampers at the superstructure level. Cables are erected in the cantilever fashion out from the piers, to take up some of the Dead Load. The cables are typically epoxy-coated strands (Flo-fil with grit called Flo-bond); however, greased and sheathed strands inside a HDPE wax-filled pipe have been used on three of JHPC’s new extradosed bridges. Most extradosed bridges have saddles in the towers with grouted saddle areas. Saddle technology in Japan has evolved to where it is possible to replace individual cables traveling through the saddle.

William Stark exchanging business cards with JHPC representative.

Joseph Chilstrom and Franco Liberatore inspect vinyl chloride clear transparent sheathing.

CTI Engineering Company (CTI) The first consulting engineering firm established in Japan, CTI was founded in 1945 just prior to post-war reconstruction. With an annual gross revenue of about $250 million, CTI employs nearly 1000 people. They are the third largest among Japanese Consultants. The CTI Engineering Company has over 40 years of experience with suspension and cable-stayed bridges. They utilize polyethylene to protect individual wires and grout to protect strands. CTI designed the Miyakodagawa Bridge (See page 13 for more details).

Delegation members with representatives from CTI.

Sumitomo Construction Company (Sumitomo) Sumitomo is an international construction company involved in a wide range of bridge and other civil engineering construction activities. They were formed in 1962 with the merger of Beeshi Construction (founded 1950) and Katsuro-Gumi Construction (founded 1882).

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Working within the design/build standard (customary with most Japanese bridges), Sumitomo has been involved in many of Japan’s extradosed bridges. Some of Sumitomo’s are: • Odawara Blueway Bridge (See page 10). • Tsukuhara Bridge (See page 19). • Kanisawa Bridge – With main spans of 180m, the Kanisawa is two parallel concrete bridges with a gap of 30m between them. There have been no wind issues with this bridge. Saddles are used in the towers and stays are greased and sheathed strands inside a Polyethylene pipe. Sumitomo performed an elasto-plastic dynamic analysis as part of their superstructure detailed design. • Shikari Bridge – The concrete, single-tower bridge has five spans, with a 140m center span. A fatigue test was performed on the stay cables, of which there are three planes. The post-tensioning utilizes external tendons. • Yashiro Bridge – Built for the Shinkasen, or bullet train, the bridge features a yellow high-density polyethylene pipe for stays with Hone-type dampers at the base. A strength test was performed for the saddles for this design. • Kiso and Ibi River Bridges (See page 14 for more details). Sumitomo is working to develop the use of steel webs and concrete slabs for extradosed bridges but have encountered difficulties with cable anchorages. They use limit state design for stay cables, which includes fatigue limit state, service limit state and ultimate limit state. For the fatigue limit state, they use 2,000,000 cycles. Stay cables are designed for 40-80% of Dead Load + Live load forces (see Appendix A, Design Papers). The lowest angle used for cables at the anchorage zone is 18 degrees. On the Kanisawa Bridge, Sumitomo used 0.4 x fpu for allowable stresses, with three cables continuous through the boxes (see Appendix A, Design Papers). Hanshin Expressway Public Corporation (HEPC) The Hanshin Expressway Public Corporation, similar to the turnpike authorities of the U.S., employs over 800 individuals and serves the transportation needs of the Kobe, Osaka, and Kyoto regions. HEPC was founded in 1962 and had its greatest challenge after the Great HanshinAwaji Earthquake of 1995. The entire route connecting Kobe and Osaka was closed; since then the implementation of seismic counter-measures has increased greatly throughout all of Japan. With an annual toll collection of roughly $1 billion, the HEPC manages 221.2km of highways Joseph Chilstrom and William Stark with Mr. Naganuma and Mr. Miyaguchi, HEPC

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with an innumerable number of bridges of all types. Bridge types include many beautiful cable-stayed (the Higashi Kobe Bridge), suspension (the Shin-Inagawa Bridge), extradosed (the Okuyama Bridge, also known as the Shin-Karato Bridge), truss (the Minato Bridge), and arch bridges (the Nakajima and Kanzaki Bridges). Mr. Miyaguchi and Mr. Kanaji discussing the

Japan Bridge and Structure Institute (JBSI) Okuyama bridge Japan Bridge and Structure Institute (JBSI) was founded in 1962 when Japan’s first express highway, the Meishin and Tomei Expressways, and the Shinkansen Bullet Train Railway were constructed. By 1996, JBSI had designed nearly 4,000 bridges, including 1,639 steel, 1,596 prestressed concrete, and 652 reinforced concrete bridges. JBSI’s design calculation programs dealing with time difference of concrete shrinkage and creep for prestressed concrete bridges are used extensively throughout Japan by consulting engineers. International affiliations have been developed through work with the Japan Bank for International Cooperation (JBIC) and Japan International Cooperation Interpreter Ms. Miyanishi with JBSI representatives and delegation members. Agency (JICA). JBSI firm employees over 200 individuals. Recent JBSI projects include the following: • Consulting Services for Bai Chay Bridge Project (Vietnam, JBIC, Precast Cable-Stayed Bridge) • The Second National Highway No. 1 Bridge Rehabilitation Project (Phase II-3) (Vietnam, JBIC) • Sri Lanka - Japan Friendship Bridge Widening Project (Sri Lanka, JBIC) • Southern Transport Development Project (Sri Lanka, JBIC) • Reconstruction of Small and Medium Bridges on Dhaka - Chittagong Highway (Bangladesh) • Master Plan Study on Bridge Development (Sri Lanka) • Kiso River Bridge (Precast Continuous Box girder Extradosed Type Cable-Stayed Hybrid Bridge, L=1,145m) • Ibi River Bridge (Precast Continuous Box girder Extradosed Type Cable-Stayed Hybrid Bridge, L= 1,397m) • Tengenji Bridge (Precast 3-span continuous girder cable-stayed bridge, L=426m) • Megami Bridge (3-span Continuous Steel Cable-Stayed Bridge, L=880m, Span: (200+480+200)m) The Japan Society of Civil Engineers’ (JSCE) Tanaka Award has been granted to the JBSI firm numerous times for outstanding bridge design.

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Japanese Extradosed Bridges Toured

Location

Girder Tower Tower Height Height Height (m) Below from Effective Deck (m) Deck (m)

Year of Completion

Structural Type

Bridge Length (m)

Span Length (m)

Japan Highway

1994

3-Span Rigid Frame

270.0

73.3 - 122.3 - 73.3

13.0

9.5

10.7

37.2

3.5 -2.2

Hamamatsu Shizuoka Prefecture City

2002 (est.)

5-Span Continuous Beam

386.0

38.5 - 45.0 - 90.0 - 130.0 - 80.5

25.0

20.5

13.0

11.2

4.0 - 2.4

Miyakodagawa Shizuoka Prefecture Bridge

Japan Highway

2001

2-Span Rigid Frame

286.0

133.0 - 133.0

19.9

16.5

20.0

83.0

6.5 - 4.0

Kiso River Bridge

Mie Prefecture

Japan Highway

2001

5-Span Composite Beam

1145.0

160 - 275 x3 160

33.0

29.0

30.0

24.3

7.3 - 4.3

Ibi River Bridge

Mie Prefecture

Japan Highway

2001

6-Span Composite Beam

1397.0

154 - 271.5 x 4 157

33.0

29.0

30.0

24.8

7.3 - 4.3

Okuyama Bridge

Kobe City

Hanshin Expressway

1998

3-Span Continuous Beam

285.0

74.1 - 140.0 - 69.1

16.5

14.1

22.3

43.4

3.5 - 2.4

Tsukuhara Bridge

Hyogo Prefecture

Japan Highway

1997

3-Span Rigid Frame

323.0

65.4 - 180.0 - 76.4

12.8

9.3

16.0

57.0

5.5 - 3.0

Bridge Name

Kanagawa Odawara Blueway Bridge Prefecture

Shinkawa Bridge

Owner

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Width (m) Full

Odawara Blueway Bridge Elevation

Cross-section and elevation reprinted from the Odawar Blueway Bridge brochure. Cross-Section

The Odawara Blueway Bridge is located on the coast in Odawara city, southwest of Tokyo. It was not only the first extradosed bridge built in Japan, but also the first bridge in the world to use external exposed cables. It is a three-span continuous structure with two planes of cables in a fan shape arrangement. The spans are 72-122-74m. The segmental-type superstructure is a two-cell concrete box accommodating one lane of traffic in each direction, with 13m width out-to-out. The depth of the superstructure is 2.2m at center of main span and at the ends of flanking spans and 3.5m at the towers. It was constructed using the balanced-cantilever method. A CCD camera was used to check segment shapes; segments weighed 400 tons and were cast in 4 days each. The height of the concrete towers is 1/12 the length of the main span. (The extradosed tower height is much less than that of a cablestayed bridge). Changes in cable stress due to live load are reduced to about 1/4 of the cable-stayed bridges. Accordingly, the allowable cable stress is 0.6 fpu (fpu stands for the ultimate strength of prestressView of the Odawara Blueway Bridge from the north. ing steel), which is the same as for conventional post-tensioning. The tower saddles are made up of a double pipe structure to accommodate replacement of the stays. The stays are anchored outside the saddle to prevent strand slip inside the saddle area, which otherwise would create a difference in cable force from one face of the saddle to the other. The stay cable strands are of the Flo-Bond seven wire type (similar to our Flo-Fil but with grit on the outside). The stay pipe is a variable blue color FRP pipe with cement grout covering the epoxy strands. This is the only Japan Highway Public Corporation bridge where a grouted stay was used. The stays are comprised of 19-15mm strands. Driver’s perspective of the Odawara Blueway Bridge. Note longitudinal rail lighting.

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At the anchorages double sheathing is provided to allow for relative ease in replacement of cables. High damping rubber dampers (3-5% logarithmic damping) are used to overcome rain and wind vibrations with polymer cement, amenable to elongation, corrosion protection and crack resistance. Testing was done for the flexural fatigue resistance of the stay cables and the performance of dampers. The bridge aesthetics and lighting treatment were unique. Longitudinal line lighting along the railing at a height of 2m was adopted (note photo on page 10). As part of the aesthetic plan, the steel railing was painted a dark blue color. With a contract value of $18 million, the bridge was completed in 35 months. It was constructed by a Joint Venture between Sumitomo Construction Company Ltd. and Kajima Corp.

Shinkawa Bridge Elevation

Cross-section and elevation reprinted from the Shinkawa Bridge brochure. Cross-Section

Also a concrete extradosed highway bridge spanning a river, the Shinkawa Bridge is located between Odawara City and Nagoya. The bridge was under construction at the time of this mission. The superstructure is of the cast-in-place balanced-cantilever type and accommodates four lanes of traffic, two in each direction. Two parallel planes of stays in the center median are provided. The superstructure is a five-span continuous unit with spans of 38.5-45-90-130-80.5m. The last three of the five spans are supported by the stay cables. The first two, as well as part of the third span, are on a horizontal curve. The superstructure is a three-cell box girder with a parabolic soffit in the extradosed spans. It is 25m wide out-to-out and is 2.4m deep at Delegation with Mr. Kudo, Project Engineer, and other staff of Sumitomo Construction.

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Cable system in tower

the approaches and the midspan of the main span. It is 4m deep at the towers, which are 13m in height. The substructure is unusual. Due to high scour potential the tower piers in the river are oriented in the direction of flow in an effort to reduce the effect of scour. The main pier foundations are well foundation type: cellular structures with concrete filled steel pipe piles. The approach piers are on cast-in-place circular piles. However, the pier caps at the tower piers are skewed to the pier shafts, so as to be perpendicular to the longitudinal axis of the bridge. The stay cables are comprised of thirty-seven 15.2mm diameter epoxy-coated Dywidag (DW) strands. The cable system is provided by Freyssinet. Four different types of post-tensioning systems are used in the box girders. They are DW bar system with 32mm diameter in the box girder with Freyssinet 12-12.7mm strands. In the cross-beam, Freyssinet 1215.2mm strands are used and in the deck slab 28.6mm bars are used for transverse post-tensioning. The saddles in the towers are of double pipe type similar to Odawara Blueway Bridge. However the entire saddle system for all the stay cables is prefabricated and placed on the tower, including the inner pipe. This concept provides higher accuracy in the setting of the stay cables and avoids field issues associated with individual saddle installation. Additionally, there are associated cost and schedule benefits. The prefabricated saddle is then encased in concrete. High load rubber bearings are used at all piers, similar to our base isolation lead cored bearings to reduce the seismic forces on the substructure elements. The superstructure is to be jacked and the bearings reset after construction. The stay cable damping system is very similar to the Odawara Blueway bridge (see Appendix A, Design Papers). The time-frame for bridge construction was anticipated to take three years and was reported to Model of Shinkawa Bridge cable saddle system be on schedule. The bridge was due to be completed in late 2002. Construction of the highest quality was observed at the site, especially in the Cast-in-Place superstructure. Post-tensioning vents are of the clear reinforced plastic type with different colors for different locations of tendons and had about 2m of extension above the deck. They were intact and well supported to prevent any breakage and prevent intrusion of water. The Shinkawa Bridge is anticipated to cost approximately $50 million. It is being built by Sumitomo Construction Company, Ltd.

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Miyakodagawa Bridge

This bridge is on the second Tomei Expressway near Hamamatsu city in Shizuoka prefecture over the Miyakodagawa River. The bridge is a two-span continuous concrete rigid frame with three towers supporting both roadways. The superstructure is composed of two twin-cell concrete box girders fixed to the tower piers. They are each 19.91m wide each. Each roadway accommodates three 3.75m wide lanes. The superstructures were built using the Cast-in-Place balanced-cantilever method of construction. The segment lengths were typically 3m in length, with the segments near the tower at 2.5m in length. One unusual feature of this bridge is its substructure. The pier columns are of the composite type. They consist of multiple steel pipes with post-tensioned hoop tendons for confinement and vertical rebars on the outside for crack control. The use of pipes reduces costs and improves seismic performance. During construction, pipes can support concrete formwork and scaffolding. This is an interesting View of Miyakodagawa Bridge from adjacent concept utilized for tall piers, especially in high river crossing seismic regions. The pier columns are founded on spread footings. The towers are 20m in height above the roadway. The stay cables consist of 7-wire strands covered in High Density Polyethylene. Twenty-seven 15.2mm strands make up a stay cable. The outer pipe is of High-Density Polyethylene type with polyethylene filler, similar to the other bridges. High-density rubber dampers are used at the superstructure level to control vibration. At the towers, prefabricated saddle frames encased in concrete are used. The stays are anchored on either side of the saddles to prevent the stay cable movement inside the saddle. Fan cable arrangement on the Miyakodagawa Bridge

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A double-pipe system is used in the saddles with the inner removable pipe filled with grout. The substructure and superstructure cost $17 million and $38 million, respectively, to construct. The bridge was designed by CTI consultants for the Japan Highway Public Corporation. The bridge was completed this year and received the Japan Society of Civil Engineering (JSCE) “Tanaka Prize” for distinguished bridges in 2001.

Cross-section and elevation reprinted from the Kiso & Ibi River Bridge brochure.

Kiso and Ibi River Bridges (also known as the Kisogawa and Ibigawa Bridges)

These two extradosed bridges owned by the Japanese Highway Public Corporation are large, advanced state-of-the-art, and the first hybrid extradosed bridges constructed in the world. They are on the New Meishin Expressway in the Mie Prefecture. These two bridges and their approaches were completed in 2001. The Kiso River and Ibi River Bridges are 1145m and 1397m long, respectively. The substructure and superstructure were constructed in separate construction contracts. Both bridges are multiple-span extradosed-type bridges. The main spans are of hybrid construction with precast segments at the piers and steel boxes were used to reduce the weight of the structure in the mid spans. The transition between the steel spans and precast concrete segments is provided by a special hybrid segment (see photo on page 15). Thus the concrete side matches with the precast concrete segments coming from the Tower piers, connected through a cast-in-place closure, with the steel section mates with the midspan steel sections. The steel-tosteel connection is through a field splice, while the concrete-to-steel connection in the hybrid segment is through post-tensioning as well as shear stud connection. The steel main span is not directly supported by stay cables.

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The pylon is integral with the deck, but separated from the substructure with inertia force distributing type rubber bearings. The Ibi River Bridge is a six-span continuous structure with all spans supported by stay cables; the Kiso River Bridge is similar but with only five spans. The spans lengths for the Ibi River Bridge are 154-271.5-271.5-271.5-271.5-157m where as the span lengths for the Kiso River Bridge are 160-275-275-275-160m. In both bridges the steel boxes in the main spans are 100m long. The concrete box girders cantilevering out from the towers are of the precast segmental type Pier contour of Kiso and Ibi River Bridges with a three-cell box. Each box segment weighed from 300-400 tons. A total of 360 5m deep segments were cast; they were erected using a 600 ton crane. They are 33m wide out-to-out (effective width = 29m) with 4m depth at the shallow ends near the abutments, 4.3m deep at the interface with the steel sections in the main spans and 7m deep at the towers. The soffit of the concrete superstructure is parabolic. Concrete segments were transported to the site on barges from an 80,000 sq.m precast plant, built for the project and located 10-15km from the site. The concrete segments were precast using Cable damping system of Kiso and Ibi River Bridges the short line match cast method. Each pier has three segments with each weighing 400 tons. The steel cross-section in the main spans is 4.3m deep and is a three-cell box section. In both bridges the steel boxes in the main spans are 100m long. The 2000 ton steel spans were hoisted to position with a derrick. The riding surface is comprised of 75mm thick asphalt overlay with a waterproofing membrane. The foundations for the main tower piers Akio Kasuga, Sumitomo Construction Company, are rectangular caissons 28m x 30m and 39m with delegation en route to Kiso and Ibi River Bridges deep. Steel pipe piles with interlock were used for the cofferdams. Pipe piles filled with concrete support the piers inside the cofferdam. The cofferdams were dewatered and tremie filled before the pier was constructed in the dry. It took nine months to construct all nine piers for the two bridges. The towers above the roadway are in the form of a sail looking from the river, which complicated the forming at the base. They are 30m Inspection of steel span transition segment by Joseph Chilstrom, Franco Liberatore, Mr. high above the roadway and support two parallel planes of stays in the Nakamura (JHPC), David Stahnke, and median. From the top of the foundation the top of the towers are about Christopher Gallucci

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54m in height. The stays are at 5m intervals. At the top of the towers prefabricated cable anchorages are used and are encased in concrete. Saddles were not used in these bridges. The stays were provided by Skinko and are comprised of galvanized strands in extruded polyethylene sheathing with a wax coating. The outer pipe for the stays is a white High Density Polyethlyene pipe. Polyethylene beads are used as filler inside the High Density Polyethlyene pipe. There are no spiral beads on the High Density Polyethlyene pipe to overcome rain-wind vibration. Stay cables are provided by BBR and are prefabricated with Hi-Am & Dina anchors. In these bridges, stay cables also support the precast concrete segment weights as well as steel main span section weights in addition to live load. The cable vibration was tested in a wind tunnel. Since there are two planes of cables close to each other, wake galloping was considered, but was not an issue. High damping rubber shock absorbers are used at the base to reduce the vibration effects. Wind tunnel testing was not performed on the Span view of Kiso River Bridge overall structure for this project. A construction Joint Venture on the Kiso River Bridge included Sumitomo Construction Company, Ltd., D.P.S. Bridge Works Company, Ltd., and Mitsubishi Heavy Industries, Ltd. The Kiso River Bridge substructure and superstructure were completed in 33 months. The total construction cost was $37.5 million. Tower cable anchorage on Ibi River Bridge

Field office meeting with JHPC and Sumitomo representatives

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Okuyama Bridge (Shin-Karato Bridge)

Cross-section and elevation reprinted from the Okuyama Bridge brochure. Cross-Section

Elevation

The Okuyama Bridge is owned by the Hanshin Expressway Public Corporation. It is located near the town of Shin-Karato, Kobe. The Hanshin Expressway Kita-Kobe Route hugs the mountain in the Karato area behind Mount Rokko, Kobe. These are two parallel structures offset from each other. The eastbound bridge has a length of 260m, a height at mid span of 120m, and is on a curve of 400m. The westbound bridge is slightly longer at 285m and higher at 140m but with the same radius as the eastbound bridge. Both bridges are on a horizontal curve. Because of seismic considerations, the superstructure and the towers are intergrated and sit on bearings over hammerhead piers. The Okuyama Bridge tower height/span ration is 1/10. The eastbound structure is a two-cell box with parabolic haunch soffit at the towers. The spans are 66.1-120-72.1m. The Depth is 2.5m at the ends Driver’s perspective of the Okuyama Bridge and mid-span and 3.5m at the towers. Two planes of stays support the superstructure. The cables are anchored on either side of the box under the cantilever. The towers, 12.243m high above the roadway, are supported on base isolation rubber bearings. Because of difficulty to access the site, all rebar cages were preassembled off site (including piers and towers) with the post tensioning and erected, saving conView of the Okuyama Bridge from a nearby village struction time. Due to closer rebar spacing, the

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allowable concrete slump is close to 12cm rather than 8cm. Pregrouted transverse tendons were used for the first time on this bridge. The tendons are in epoxy resin inside a polyethylene pipe. Epoxy curing time was set to about three to six months to account for construction time lag. Internal post-tensioning was used inside the boxes. The west-bound bridge superstructure is similar in all respects to the east bound bridge. Integral superstructure and tower on pier However it is a three-cell box structure with center cell smaller than the two outside ones. The span lengths are 74.1-140-69.1m; the roadway widens from roughly the middle of the main span to the west end. A prefabricated saddle system was used similar to other bridges described above. The stay cables were stressed to 0.60fy. The stay cables consisted of bare strands (no protection) with grout inside a high density polyethylene pipe installed in place. A Dywidag cable anchoring system was used for the stay cables; all saddles were grouted before erected in towers. As per Post-Tensioning Institute Recommendations for stay cable design, testing and installation, the tensile stress for all stay cables shall be 0.45f’s for AASHTO Group 1 loading (f’s Guaranteed Ultimate Tensile Strength). To measure cable tension, applied vibration and measured acceleration period are utilized. The natural frequency is measured at Joseph Chilstrom with HEPC representatives the middle of the cables. During construction, a monitoring program was in place to measure tension of cables, stress in girders, pier tilt and the temperature of both cables and girders. This was performed to verify the bridge actual behavior that was assumed during design; a significant correlation was found. The project was built by a PS and Oriental Nippon Koatsu Joint Venture. Total cost of these two bridges were $34 million. The substructure and superstructure were completed in eight and fifteen months, respectively. The bridges were completed in March 1998.

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Cross-section and elevation reprinted from the Tsukuhara Bridge brochure.

Tsukuhara Bridge Elevation

Cross-Section

This structure consists of two parallel highway bridges, each accommodating two lanes (spanning Lake Tsukuhara) on the Sanyo expressway in Kobe, Hyogo Prefecture. They are both three-span continuous extradosed bridges with a single-cell concrete box girder for the superstructure. The box is fully integrated with the substructure. The V-shape substructure features a large V-shaped void in the middle. The towers extend outward, following the V-shape above the roadway level. The superstructure for each bridge consists of a single-cell box, 12.8m wide out-to-out, accommodating two lanes. The box is 3m deep at the abutments and mid-span and 5.5m deep at the towers. The soffit is parabolic and the span lengths are 65.4-180-76.4m. Cast-in-place balanced-cantilever construction was used for the superstructure; the segment lengths were about 7m and thus required an extra large form traveler. The tower piers are 35.5 and 27.5m tall below the box girders. The lower 10m of the piers are solid and sit on caissons erected using the pneumatic caisson method. One of the tower foundations is located in 20m of water with the bedrock slope at 45 degrees. This pier construction required construction of an artificial island as well as and pre-boring in the rock and other ground improvements. Un-grouted semi-fabricated cables were used for the stay cables. The strands are extruded with polyethylene and made into 27-strand bundles. The bundles are inserted into the high density polyethylene pipe, with polyethylene filler used between the strands and the inside of the pipe. A prefabricated saddle was used in the towers, similar to the other bridges described above. Vibration reduction dampers are used at the superstructure level. The dampers consist of high damping rubber. The Tsukuhara Bridge was constructed in 36 months by Sumitomo Construction Company, Ltd. for a cost of $42 million. The bridges were completed in 1997.

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Mission Statement

The Connecticut Department of Transportation has chosen an extradosed bridge to replace the Interstate-95 (I-95) Pearl Harbor Memorial “Q” Bridge over the Quinnipiac River in New Haven, Connecticut. This design meets the traffic, geometric, and structural criteria for the site, while providing an aesthetically pleasing structure that is also economically viable. The Delegation will visit Japan in September to gain additional depth and perspective in our knowledge base of Extradosed bridges. The information obtained in the scanning tour will be invaluable in the design and construction of the “Q” Bridge that is currently under design. The successful design details that have been developed in Japan will be utilized in the design and incorporated into the construction of the “Q” Bridge. Aspects related to maintenance and inspection will be investigated to determine the best details to incorporate for the longevity of the bridge. Specific goals include a study of: • Design parameters; • Constructibility issues; • Inspection techniques; and • Maintenance and repair procedures. The delegation will establish contacts within the Japanese industry to be utilized for consultation when design or construction issues arise on the “Q” Bridge project.

Mission Questions Design During design development, are both steel and concrete superstructures considered? What are some Japanese extradosed bridge cross sections? Is there any special detailing to keep in mind during design? What is the design vehicle load in Japan? What design software is used? What are some typical tower height-to-span ratios? Does Japan have any design codes or guides specific to extradosed bridges? What is the strength of steel and concrete used? Have you used any high-performance steel or concrete? What type of deck joints are typically used? What system is used for stay cables, allowable stress, anchorage details and corrosion protection? Where used, how are stay cable rubber dampers performing?

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Are there any alternative cable damper designs to resist wind and rain vibrations? What type of bearings are used (if not integral with tower pier)? What type of roadway and accent lighting details are used? Discuss wind tunnel tests along with other testing of a scale bridge model. Review of Japanese contract plans and selective specifications. Review of “Q” bridge layout and solicit comments.

Construction What is an example of construction duration/schedule? What superstructure erection techniques were used? What types of foundations were used? What were some installation techniques used for piles/caisson? Are cofferdams used? Is there uplift at end spans either during construction or permanently? If so, how is the structure held down? Are there specialty contractor qualifications (i.e. cable installer, cable grout installers, etc.)? Were there any difficulties during construction?

Inspection What bridge components are inspected? What are the inspection intervals for bridges? What inspection techniques/devices (movable or fixed inspection platforms) are used? Are any monitoring systems used (i.e. strain gauges, corrosion sensors, temperature readings)? Are bridge-specific inspection and/or maintenance manuals prepared by the designer/contractor? What has the performance history been for these types of bridges? Have there been any early warning signs of problem areas?

Maintenance Are deck overlays used on Japanese extradosed bridges? If so, which kind? What kind of waterproofing membrane, if any, is used? How is deck rehabilitation handled? How are cables replaced, if necessary? Are bearing replacement procedures built into the design (i.e. jacking provisions)? What painting systems are used for steel components? Describe climate and what chemicals are used for ice/snow removal. How is bridge drainage handled? What preventative maintenance is recommended?

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Answers to select design mission questions, provided by Japan Bridge and Structure Institute, as they pertain to the design of the Tsukuhara Bridge. Q: During design development, are both steel and concrete superstructures considered? A: On design development, we performed a comparative study of a steel arch bridge, a reinforced concrete arch bridge, and an extradosed pre-stressed concrete bridge. We concluded that the extradosed pre-stressed concrete bridge excels the two alternatives in constructibility, economics, and bridge aesthetics. Q: Is there any special detailing to keep in mind during design? A: Regarding main tower height, the larger the main tower height becomes, the smaller the bending moment on the intermediate support. However, if the main tower height becomes excessively larger, allowable stress for stay cable tends to be larger. Allowance of stay cable cannot be set at 0.60 fpu. Unless we pay appropriate attention to the housing (or vessel) of anchorage at main girder, or cable stay anchorage installation at recess, aesthetics is deteriorated. At the Tsukuhara Bridge, the housing of the anchorage is hidden behind the main girder, enhancing the aesthetics of the bridge. Q: What design software is used? A: • Frame Analysis by Infinitesimal Deformation Theory • Calculation of cross section power and creep analysis, taking into consideration construction procedures • Use FEM analysis for the anchorage and saddle of stayed cables. Q: What are some typical tower height-to-span ratios? A: The past records of extradosed bridges: H/L 1/8 – 1/14; Tsukuhara Bridge: H/L = 1/11.3; Note: H: Height of Main tower above deck, L = Span length Q: Does Japan have any design codes or guides specific to extradosed bridges? A: There are no design codes or guides regulated by public sectors. However, there is a guide published by Japan’s Pre-stressed Concrete Engineering Association; which is denominated as PC Cable Stayed Bridges & Extradosed Bridges, Designing & Construction Guides (draft)November 2000.

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Q: What is the strength of steel and concrete used? A: Strength of concrete main girder: 400kgf/cm2 Strength of concrete main tower: 350Kgf/cm2 Yield strength of reinforced steels: 3500kgf/cm2 Q: What type of deck joints are typically used? A: Maurer joints are used. Q: What system is used for stay cables, allowable stress, anchorage details and corrosion protection? A: Type of stay cable: cable 27T15.2 Corrosion protection of stay cable: A stranded cable 15.2mm diameter, consisting of seven wires, is completely grouted in the inner and exterior clearance by high density polyethylene. An extradosed cable is made of twenty-seven strands with seven wires, the exterior part of which is plated with high-density polyethylene. The extradosed cable is dually corrosion protected. Allowable stress of stay cable: 0.60 fpu. Note: pu: tensile strength. Q: Where used, how are stay cable rubber dampers performing? A: High damping rubber bearings are set to a place where primary natural frequency of stay cable is below 3.0HZ (frequency of rain vibration). Q: What types of bearings are used (if not integral with tower pier)? A: The Main tower and main girder adopt a system of rigid connection, so bearings are not used on girder edges. However, on the anchorage, sliding rubber dampers (similar to isolation rubber bearings) are used. Q: What type of roadway and accent lighting details are used? A: Roadway and accent lightings are not installed. Q: Discuss wind tunnel tests along with other testing of a scale model of the bridges. A: At design development of Tsukuhara Bridge project, no wind tunnel tests were performed. However, we had done wind resistance oversight based on the guides set by Japan Road Association.

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Section II: The New Pearl Harbor Memorial Bridge

Bridge Type Selection Structure Investigation The selection of an extradosed structure type for the main spans of the new Pearl Harbor Memorial “Q” Bridge involved a two-step process. The first step consisted of the preparation of a Structure Type Screening Report. Structural alternatives were evaluated in this report using qualitative criteria developed to provide a relative means of comparison between alternatives. Structural alternatives which received high ratings were then advanced into a second phase, formal Bridge Type Study Report. This detailed study involved a quantitative analysis of all viable alternatives with regard to project specific criteria. A description and results of these two studies are as follows: Structure Type Screening Report The purpose of the Structure Type Screening Report was to define viable alternative structure types for the main span portion of the new Pearl Harbor Memorial Bridge with regard to: 1. Relative Initial Construction Costs; 2. Life Cycle Cost; 3. Constructability/Construction Staging Requirements; 4. Aesthetics; 5. Inspectability; and 6. Environmental Impact. Based on the project objectives, ten alternative structure types were developed for preliminary screening evaluation, which consisted of the following: 1. Composite Steel Plate Girder; 2. Composite Steel Box Girder; 3. Cast-in-Place Segmental Concrete Box Girder; 4. Precast Segmental Concrete Box Girder; 5. Single-Tower Asymmetrical Conventional Cable Stayed; 6. Twin-Tower Steel or Concrete Extradosed Cable Stayed; 7. Twin-Tower Conventional Cable Stayed; 8. Variable Depth Through Truss; 9. Through Truss with Deck Truss End Spans; and 10. Steel Tied Arch

Bridge design is subject to change until Final Design is completed. Renderings are current only as of publication of this report.

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The project criteria were used to develop a weighted comparison matrix, or Kepner-Tregoe (K-T) analysis (so named after the management consultant firm that developed this method), to aid in selecting preferred structural alternatives. This matrix provides a systematic means of evaluating a number of unrelated selection criteria. Criteria weighting was developed to define the relative importance of the design criteria with respect to the project objectives, as defined above on the basis of a (5) most important to (1) least important scale. Structural alternatives are assigned a high (10) to low (1) rating for each of the evaluation criteria based on the level of compliance with the criterion as defined in the Structure Type Screening Report. The K-T analysis was developed by calculating a weighted rating value for each alternative for each criterion. The weighted rating value is obtained by multiplying the alternative rating by the criterion weighting factor to provide a weighted score. The weighted scores are then summed with the highest total score representing the alternate that best meets the selection criteria. Conceptual view of the steel alternative from west shore, facing north Values assigned to Criteria Grading Categories and individual weighting scores were developed jointly by Connecticut Department of Transportation (ConnDOT), Federal Highway Administration (FHWA), URS Corporation (URS) and Parsons Brinckerhoff (PB). Criterion weights and ratings were assigned based on experience and sense for the relative importance of the categories. In consideration of the results of the K-T analysis, the following structure types were advanced into the Bridge Structure Type Study Report: 1. Composite Steel Plate Girder; 2. Composite Steel Box Girder; 3. Cast-in-Place Segmental Concrete Box Girder; 4. Precast Concrete Box Girder; 5. Concrete Box Girder Extradosed Cable Supported; and 6. Steel Box Girder Extradosed Cable Supported.

Bridge Type Study Report A detailed quantitative analysis was performed for the six (6) structure types advanced from the Structure Type Screening Report. This detailed analysis was prepared to evaluate alternative structure types with regard to initial construction cost, life cycle cost based on a 100-year design life, constructibility, maintenance, aesthetics, and environmental impacts.

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This report, dated January 10, 2001, recommended that the extradosed cable stayed steel box girder bridge be advanced into final design. This recommendation was based on the following: • Economics The steel box extradosed bridge was one of the least costly structures estimated for this crossing. This was the result of efficient use of materials and the placement of main bridge piers further away from the navigational channel to avoid the need for a fendering system. The extradosed cable stayed alternate provided a potential for cost savings on two additional counts. These are:

Conceptual view of the steel alternative from west shore, facing south

1. The steel box extradosed alternate has the least superstructure depth of all the alternates studied. This will allow the establishment of the lowest roadway profile over the navigational channel. As a result, all the main channel piers and approach piers will be shorter than the other bridge options and, therefore, cost less.

2. The need for architectural embellishment as would be required with the other bridge alternates is minimized due to the inherent nature of the structure. With the extradosed bridge, the cables and main pier towers are the aesthetic focal point of the bridge. End pylons were incorporated in order to distinguish the extradosed bridge from the east and west structure approaches. • Navigation The 157m (515 ft) main channel span for the extradosed cable stayed alternate will accommodate significant improvements to the navigational channel under the Pearl Harbor Memorial Bridge. Current analysis of the barge traffic using the Mill River just north of the bridge indicates that turning radius is not ideal. With the extradosed bridge pier layout, improvements can be done to increase the channel width under the bridge, if desired by the Coast Guard and Corps of Engineers. • Aesthetics The extradosed cable-stayed alternate will provide a dramatic gateway structure for New Haven and the harbor. None of the other alternates offered significant aesthetic value in comparison with the extradosed bridge with its main pier towers and cable stays. • Impacts in Watercourse The steel box extradosed bridge alternate has the least foundation footprint area impacts within the Quinnipiac River as compared to the other bridge alternates. This is largely due to its light-weight. In contrary, the concrete alternates have the most impact.

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• Avoids Conflict with Existing Bridge Foundations Due to the longer span capability of the extradosed bridge alternates, conflicts with the existing eastern bridge channel pier can be avoided. All the other bridge options studied have an overlap of new and existing pier at this location. This will require partial removal of the existing pier and then drilling shafts through the base portion remaining. A new cap would then be constructed on the existing pier base. This work and the potential for contractor claims due to unforeseen obstacles is minimized with the extradosed bridge option. • Concrete Box Extradosed Bridge Alternatives Prior to beginning Final Design on this project, it was decided to advance both the steel box and concrete box extradosed cable stayed alternatives into design. The reason for advancing dual designs is the ability to further evaluate the construction cost estimates as the designs are refined. It was deemed appropriate to take a conservative approach to the utilization of the steel option, as Driver’s view of the new Pearl Harbor Memorial Bridge no steel superstructure extradosed bridges have yet been designed or built anywhere in the world. It was determined that at project milestone submissions, review of the alternate designs would determine whether to continue to advance one or both designs to contract advertisement. If ConnDOT and FHWA continue to develop both alternatives through final design and potentially bid both alternates in construction, a significant cost savings for the project might be realized. • Conclusion In conclusion, the extradosed structure type had significant advantages over other structure types, primarily in the increased span ability and its superior aesthetic characteristics to warrant selection for this location. The extradosed bridge alternate received unanimous endorsement from the ConnDOT, FHWA, URS, PB and the local community.

Architectural Design URS is currently in the final design phase of the new Pearl Harbor Memorial Bridge. Commonly known in Connecticut as the Q-Bridge, renderings have now been developed to illustrate the design elements that have been selected for its final form.

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Importance of Appearance Aesthetics are a significant component of this bridge for a number of reasons. Despite the fact that the bridge is often referred to by its nickname, the Q-Bridge, the Pearl Harbor Memorial Bridge is just that—a memorial to the losses our nation suffered at the start of our entry into World War II. As a memorial to this event, its design should be sophisticated and significant. This bridge also serves as a very prominent gateway structure for the City of New Haven. As such, its design effects the way the City is perceived and should serve to bolster the pride of its residents. Although the extradosed cable-stayed structure has already been formally selected by the Connecticut Department of Transportation (ConnDOT) as the type of bridge to replace the old structure, the aesthetic appearance of the bridge has been under discussion since this decision was made. Aesthetics Committee The final design is the result of a collaborative effort of a committee specially formed by ConnDOT to determine the aesthetics of the new QBridge. This aesthetics committee consists not only of members of Conceptual view of the steel alternative from the ConnDOT, the FHWA, PB and URS (with H2L2, an architecture/planning west shore, facing north firm, as subconsultant), but representatives from the City of New Haven and the New Haven Chapter of the American Institute of Architects (AIA) as well. This committee has been working, through meetings and workshops, to develop alternatives and to refine the plans into a visually pleasing design for this signature structure. Final Design Elements The structure that has resulted during the final design process features elliptical shaped towers rising approximately 23m (75 ft) above the bridge deck, an improvement over the concave panel towers initially proposed. The cables of the bridge have been designed to enter cleanly into the towers and will be arranged parallel to each other in a “harp” arrangement. Approach pylons will visually mark the beginning of the main span of the bridge and separate this main span from the approach spans. They will also be elliptically shaped and rise above the deck for approximately 6m (20 ft). The main span approach pier on the west side of the bridge will also contain a cantilevered walkway at its base that will be incorporated into the City’s waterfront trail system in the future. Steel vs. Concrete Both steel and concrete superstructure alternatives are currently being designed for the bridge. Although not yet finalized, careful consideration is also being given to the illumination of the bridge so that it may have a substantial presence both day and night.

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Steel Alternate cross-section and elevation.

Concrete Alternate cross-section and elevation.

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Appendix A: Design Papers

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Reprinted from Development of Technology for Expressway Bridges Brochure—Japan Highway Public Corporation

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Reprinted from Development of Technology for Expressway Bridges Brochure—Japan Highway Public Corporation

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Appendix B: What is an Extradosed Cable-Stayed Bridge?

Reprinted from The Bridges Over Kiso & Ibi River Brochure—Japan Highway Public Corporation

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Appendix C: Materials Distributed by the Delegation At each meeting and field visit, an informational folder was distributed to all attendees. The folder contained the following fact sheets: • Delegation Mission Statement and Questions • Delegation Team Member and Firm Description • Itinerary • Information on the State of Connecticut In addition, the folders contained a Certificate of Appreciation, featured below. A thank-you card, also included below, was signed by all delegation members and presented representatives of each company.

Thank -you card translation:A picture is worth a thousand words. Many thanks for your hospitality. September 8-14, 2001.

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Appendix D: Reference Materials Received by the Delegation Materials are available in the following locations: Division Bridge Engineer U.S. Department of Transportation Federal Highway Administration Region One – Connecticut Division 628-2 Hebron Ave., Suite 303 Glastonbury, CT 06033-5007 Phone: 860.659.6703 Fax: 860.659.6724 Email: [email protected]

URS Corporation 500 Enterprise Dr., Suite 3B Rocky Hill, CT 06067 Phone: 860.529.8882 Fax: 860.529.3991 Email: [email protected]

Consultant Design – Bridge *Official Copy Connecticut DOT 2800 Berlin Turnpike Newington, CT 06111 Phone: 860.594.2000 Email: [email protected]

Parsons Brinckerhoff Quade & Douglas, Inc. 148 Eastern Blvd., Suite 200 Glastonbury, CT 06033 Phone: 860.659.0444 Fax: 860.633.8117 Email: [email protected]

From 9/10 meeting with the Japan Highway Public Corporation Booklet: National Expressway Practices in Japan, Bridge (English) Booklet: Meiko West Bridge, 10 pages (English) Booklet: Meiko Central Bridge, 16 pages (English) Booklet: Meiko East Bridge, 6 pages (English) HiAm & DINA, 14 pages (English and Japanese) Booklet: Development of Technology for Expressway Bridges, 26 pages (English) Brochure: Kiso & Ibi Rivers, New Meishin Expressway, Kiso River Bridge, Ibi River Bridge, Construction of Substructure (English) Brochure: Kiso & Ibi River, New Meishin Expressway, Kiso River Bridge, Ibi River Bridge, Construction of Superstructure (English) Brochure: Kiso Ibi Bridge Construction Document (Japanese) General Information, JHPC, 2000 (English) Map: Road Network in Nagoya District (English and Japanese) Map: New Meishin Expressway Constructed by Yokkaichi Construction Office, L=25.9km (English, Japanese)

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From 9/10 meeting with CTI Engineering Co., Ltd. Booklet: CTI Engineering Co., Ltd., 20 pages (English) PowerPoint: “Design of Miyakodagawa Bridge” by Takayuki Tsuchida and Hideaki Tanaka, 36 slides (English) Spreadsheet: Major Extradosed Bridges in Japan (Mainly Constructed by Japan Highway Public Corporation and bridges expected to be visited) September 10, 2001 (English) From 9/10 meeting with Sumitomo Construction Company Paper: “The Draft for Insertion and Tensioning of the Stay Cable.” November 25, 1998, Sumitomo Electric Industries, Ltd., 14 pages (English) Paper: “Prefabricated Saddle System for Extradosed Bridge.” November 25, 1998, Sumitomo Electric Industries, Ltd., 6 pages (English) Binder: Various papers, booklets, and brochures related to Sumitomo projects From 9/12 visit to the Shinkawa Bridge Brochure: Shinkawa Bridge (Japanese) Brochure: Epoxy Coated Prestressing Strand Flo-Gard/Flo-Bond, Flo-Tech Systems/Sumitomo Electric (English) Paper: “New After Bond Strand with Moisture Reactive Resin Technology” 5 pages (English) Spreadsheet: Schedule of Shinkawa Bridge Project, 1 page (English) Info sheet: Shinkawa Bridge, 1 page (English) From 9/13 visit to the Kiso and Ibi River Bridges Video: Bridges for the 21st Century, New Meishin Expressway, Kiso River Bridge and Ibi River Bridge (Revised Version Dec., 1999). Presented by JHPC, Yokkaichi Construction Office, Nagoya Construction Bureau. Produced by Kajima Vision. From 9/14 meeting with Hanshin Expressway Public Corporation Booklet: The Work of the Hanshin Expressway Public Corporation, 49 pages (English) Brochure: Okuyama Bridge (Japanese) Booklet: Structures and Techniques, Hanshin Expressway Public Corporation, Kita Kobe Route, 35 pages (English) Booklet: Techno Gallery, Structures and Technologies of the Hanshin Expressway, 85 pages (English) Paper: “Shin-Karato Bridge in Kobe, Japan” by Minoru Tomita, Keigyoku Tei, and Suda Takashi. Structural Engineering International. February, 1999, p. 109-110. (English) Map: Hanshin Expressway Guide Video: Construction of the Okuyama Bridge (Japanese)

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From 9/14 meeting with Japan Bridge & Structure Institute Various specifications, elevations, etc., on photocopied 11 x 17 pages, 17 pages (English) Answers to Mission questions, 2 pages (English) Paper: “A Characteristic and Design of PC Bridges w/Large Eccentric Cables (PC E.B.)” JBSI, Inc., Dr. Masahisa Komiya, March 16, 1999. (English) Miscellaneous Brochure: Sanianigawa – 2nd Bridge (PC Superstructure) Construction Works (English) Brochure: Rittoh Bridge, New Meishin Expressway (English) Brochure: Miyakodagawa Bridge (English)

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Appendix E: List of Individuals, by Company, Who Attended Each Meeting Sunday: Luncheon with PBIJ at Hotel Yuichi Sagawa Monday: Japan Highway Tomoaki Murakami – Chief Engineer Minoru Mizoe – Deputy Director Katsuhiko Nakamura – Senior Engineer Keiichi Aoki – Registered Engineer Makoto Yanaka – Construction Dept. Also present: Yuichi Sagawa (PBIJ), Akira Komiya (CTI) CTI Kazuya Ohshima – Executive Director, Vice President Also Kamitakahara, Tomonaga, Komiya, Shimomura, Tanaka, Tsuchida, Nakajima, Nishiya and Kido Also present: Yuichi Sagawa (PBIJ) Sumitomo Hiroshi Tomoyasu – Executive Vive President Akio Kasuga – Chief Engineer Ken’ichi Saito Also present: Yuichi Sagawa (PBIJ), Mr. Ono (CTI) Tuesday: Odawara Bridge Ken Saito (Sumitomo) Akira Komiya (CTI) Ewa Maria Kido (CTI) Mr. Ono (CTI) Wednesday:

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Sumitomo Works Office, Shinkawa Bridge under construction Mr. Tatsuro Kudo – Project Manager (Sumitomo) Mr. Hidenao Honda – Deputy Project Manager (Kajima-Sumitomo Joint Venture) Mr. Kato Yuji (PS, Sumitomo) Mr. Matsumoto Mr. Makoto Yanaka (JH) Mr. Ono (CTI) Miyakodagawa Bridge site visit Mr. Toshiharu Torii (JH) Also present: Akira Komiya (CTI) Thursday: Kiso River Bridge site visit, meeting at JH Nagashima Field Office, Ibi River Bridge view Kuniaki Nakamura – Head (JH) Kazuyuki Mizuguchi – Project Manager of Kawagoe (JH) Mr. Yanaka – Construction Department (JH) Also present: Akio Kasuga (Sumitomo), Yuji Kozawa and Akira Komiya (CTI), Ryoko Miyanishi (Interpreter), Atsuko Tanizaki (PBIJ) Friday: Hanshin Toshihiko Naganuma – Manager Tomoki Miyaguchi – Chief Engineer Hide Kanaji – Senior Bridge and Structural Engineer Takashi Suda – Manager of P.S. Corporation. Also present: Akira Komiya (CTI), Atsuko Tanizaki (PBIJ), Ryoko Miyanishi (Interpreter) Okuyama Bridge visit Accompanied by HEPC engineer Also present: Akira Komiya (CTI), Atsuko Tanizaki (PBIJ), Ryoko Miyanishi (Interpreter) Tsukuhara Bridge, meeting wiith JBSI Hisahiro Nishizawa – Manager Kazuhiko Kanoh – Construction Expert Also present: Akira Komiya (CTI), Atsuko Tanizaki (PBIJ), Ryoko Miyanishi (Interpreter)

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Appendix F: Delegation Team Firm Description and Individual Biographical Data FHWA PB

ConnDOT

URS

U.S. Department of Transportation, Federal Highway Administration The Federal Highway Administration (FHWA) is part of the United States Department of Transportation and is headquartered in Washington, D.C. with field offices in each of the 52 States. The FHWA administers the Federal-Aid Highway Program, an annual multi-billion dollar program of financial assistance to the States to construct and improve the National Highway System. As such, the Connecticut Division provides approximately $400 Million per year for highway and bridge projects within the State of Connecticut. The FHWA Division Office provides technical assistance, guidance and coordination with the Connecticut Department of Transportation (ConnDOT) and the design consultants for major projects such as the I-95 Bridge over the Quinnipiac River (Q Bridge). Joseph E. Chilstrom, Division Bridge Engineer, U.S. DOT FHWA, Region One – Connecticut Division, Glastonbury, Connecticut As a Structural Engineer with the FHWA, Joseph Chilstrom has worked on numerous bridge projects in Connecticut and throughout the country. Major Connecticut projects include the Baldwin Bridge, Old Saybrook, and the new Pearl Harbor Memorial Bridge in New Haven. Mr. Chilstrom has been employed for 35 consecutive years by the FHWA, 24 in the State of Connecticut. Prior to working in Connecticut he served FHWA as a Design Engineer in the Washington, D.C. Bridge Office and as an Assistant Structural Engineer in the State of Washington Division Office. He received his BSCE from South Dakota State University. Louis N. Triandafilou, High Performance Structural Materials Specialist, U.S. DOT FHWA Eastern Resource Center, Baltimore, Maryland Lou Triandafilou has been with the FHWA for 27 years, holding positions as construction project engineer in California, assistant Division Bridge Engineer in Massachusetts, Division Bridge Engineer in Ohio, and Regional Director of the Office of Structures in Baltimore. He has experience in bridge design, construction, fabrication, specifications, maintenance, inspection and NDE/T, management, research and materials. His current position involves the promotion of new technology nationwide related to high performance concrete, steel, fiber reinforced polymer composites, and corrosion-resistant rebar. He received his BSCE and BA in Business Administration from Rutgers University, and

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holds a PE license from Ohio. A member of ASCE and a TRB committee on Concrete Material, he also serves on regional and national committees related to concrete and steel bridges. Connecticut Department of Transportation The mission of the Connecticut Department of Transportation (ConnDOT) is to provide a safe, efficient and cost-effective transportation system that meets the mobility needs of its users. ConnDOT is comprised of five bureaus: the Bureau of Aviation & Ports, the Bureau of Finance & Administration, the Bureau of Public Transportation, the Bureau of Policy & Planning, and the Bureau of Engineering & Highway Operations, which is responsible for the design, construction, and maintenance of the state highway system. The Bureau of Engineering & Highway Operations is undertaking the I-95 New Haven Harbor Crossing Corridor Improvement Program, involving 7 miles of highway and bridges valued at nearly $800 million dollars, including the construction of the first extradosed bridge in the country. William R. Stark, Transportation Principal Engineer William Stark is a career employee with ConnDOT. He started with the State in 1969 after attending Hartford State Technical College in Hartford, CT and Northeastern University in Boston, MA. Within the Engineering Bureau of ConnDOT, Mr. Stark has held positions in the areas of surveying, highway construction and design, facilities design, and bridge rehabilitation. In his current position, he is in charge of the Consultant Bridge Design Unit, which oversees the design of all bridge work being performed by consulting engineers for the State of Connecticut. Robert P. Zaffetti Robert Zaffetti received a BS Degree in Civil and Environmental Engineering from the University of Rhode Island and an MS Degree in Structural Engineering from the University of Connecticut. He has 20 years experience in the private and public sector with the last 16 years at the Connecticut Department of Transportation. Beginning as a Structural Designer on various projects, he has since 1992 been a Project Manager in the Major Bridge Group of the Consultant Design Office. Mr. Zaffetti is a member of the American Society of Civil Engineers, past chair of the Connecticut Society of Civil Engineers Structural Technical Group and member of the New England Precast Concrete Institute Technical Committee. Christopher Gallucci, Project Manager, Construction Chris Gallucci is a Project Manager with the Connecticut Department of Transportation’s District 3 Construction Office in New Haven. He received an A.S. in Liberal Arts and Sciences from Manchester Community College and an A.S. in Civil Engineering from Hartford State Technical College. He has 20 years of experience in the administration of various types of construction contracts awarded by the Department. Currently Mr. Gallucci has

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been assigned the construction liaison responsibilities during the engineering and construction phases of the I-95 Corridor Program. Once construction commences, he will closely oversee and monitor the daily construction operations for each contract. Franco R. Liberatore, Manager, Bridge Operations Franco Liberatore received his BSCE from the University of Connecticut and has been with the Connecticut Department of Transportation for 31 years. During his tenure, he has held positions in Bridge Design as Project Engineer; in Consultant Design (Bridge) as Project Manager; and, currently, in Bridge Maintenance as Manager of Bridge Operations. Mr. Liberatore has contributed to numerous State projects, including the Charter Oak Bridge, the I-84/I-91 Interchange, the I-91/I-291 Interchange, the I-84/I-384 Interchange, and the I-84/Rte 15 Interchange. Parsons Brinckerhoff Parsons Brinckerhoff (PB), founded in 1885, is one of the oldest continuously operating engineering firms in the world. Recognized as a leader in consulting, planning, engineering, program management, construction management, operations and maintenance and design-build for all types of infrastructure, PB is employee-owned and has close to 9,000 people in more than 250 offices on six continents. PB provides comprehensive services for virtually every type of infrastructure and facilities project in both the public and private sectors. PB's portfolio, which features many award-winning efforts, includes some of the world’s largest and most important public works projects. PB is Program Manager of the I-95 New Haven Harbor Crossing Corridor Improvement Program. Anthony A. Moretti, PE Deputy Project Manager Anthony Moretti received his BSCE and MSCE from the University of Connecticut and has 20 years of design and project management experience on major highway and bridge related projects. He is an Assistant Vice President and Senior Project Manager with Parsons Brinckerhoff Quade & Douglas, Inc. in Glastonbury, CT. He has been with PB for over 17 years and is currently their Deputy Project Manager for the I-95 New Haven Harbor Crossing Corridor Improvement Program in which PB is providing ConnDOT general design and construction program management services. Mr. Moretti is a member of the ASCE. Vijay Chandra, PE Senior Vice President Vijay Chandra received his BSCE from the University of Mysore, India, and his MS in Advanced Structural Analysis from the University of London, England. Mr. Chandra has been with Parsons Brinckerhoff for more than thirty years. He currently manages major bridge projects such as the William Natcher Cable Stayed Bridge in Kentucky and the Charles River Crossing and other segmental bridges that are part of the Central Artery/Tunnel Project in Boston. Mr. Chandra serves on the PCI Bridge Committee and is chair of the PCI Subcommittee for Integral Bridges.

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URS Corporation URS is a global, full-service organization, 15,800 strong. The industry's finest planners, engineers, architects, scientists and program and construction managers make up our professional staff. URS serves clients' needs from more than 300 offices in 30 countries. URS was ranked number one on ENR's list of the top 500 design firms and second in transportation. In addition, URS was named by Fortune magazine to its list of America's 1000 largest companies. As part of the I-95 New Haven Harbor Crossing Corridor Improvement Program, URS is designing the first extradosed bridge in the United States. James A. Platosh, PE Vice President and Project Manager James Platosh is a Vice President and Project Manager with URS Corporation. He is a registered Professional Engineer and is a member of the American Society of Civil Engineers and the Institute of Transportation Engineers. Of his 29 years of experience, 16 years have been with Connecticut office of URS where he is in charge of the Transportation Group. He is responsible for the management and technical execution of transportation projects. Currently, he is the Project Manager for the I-95 New Haven Harbor Crossing Improvement Program, Contract B, which includes the design of the new Pearl Harbor Memorial (Q) Bridge. Steven L. Stroh, P.E., Lead Engineer, Q Bridge Main Span Unit Steven Stroh is the lead engineer for the Extradosed Prestressed Bridge design. He is the bridge group manager for URS’ Tampa Office and is a Vice President of the firm. Mr. Stroh received a BSCE and MSCE from the University of South Florida and presently serves on the adjunct faculty there. He has 25 years experience in bridge design including numerous longspan cable-stayed bridges. Mr. Stroh is a member of the Board of Directors for the American Segmental Bridge Institute and is the current Chairman for the American Concrete Institute committee on Concrete Bridges. David K. Stahnke, P.E., Deputy Project Manager Dave Stahnke received his BSCE from the University of Connecticut and has 22 years of design and project management experience on major highway and bridge related projects. He has been with URS for 6 years and currently manages the Bridge Group for the Connecticut Office. As Deputy Project Manager for Contract B of the I-95 New Haven Harbor Crossing Corridor Improvement Program, Mr. Stahnke oversees all bridge design work performed by the firm for the Contract, including the design of the new Q-Bridge. Mr. Stahnke is a member of the American Society of Civil Engineers, American Concrete Institute and American Railway Engineering and Maintenance-of-Way- Association.

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Appendix G: Detailed Delegation Itinerary Date

Departing

Saturday, Sept. 8

Arrival Airport shuttle bus to Ginza Daiichi Hotel

Sunday, Sept. 9

12:00 Meeting with Mr. Sagawa at Ginza Daiichi Hotel

Monday, Sept. 10

AM

Tuesday, Sept. 11

AM

Wednesday, Sept. 12 AM

Ginza Daiichi Hotel

Ginza Daiichi Hotel

Hakone Fujiya Hotel

Destination 2

Destination 1

Destination 3

Destination 4

JH Headquarters, 15th Floor

CTI Engineering 6th floor Mr. Komiya

Sumitomo 1st floor Ginza Daiichi Mr. Kasuga Hotel

Subway/Taxi

13:30

16:00

18:30

Odawara Blue Way Hakone Fujiya Hotel Bridge

Chartered Bus

15:30

Shinkawa Bridge

Miyakodagawa Bridge

Marriott Hotel Nagoya

Chartered Bus Thursday, Sept. 13

AM

Marriott Hotel

Kiso River Bridge

Kobe Harborland New Otani 16:30

Chartered bus 9:50 Higashi Meihan Nagashima IC a Plaza after the booth 10:00 Dai-Ni-Meishin Wangan IC 10:10 Site inspection 11:00 Meeting with JH 11:50 Departure from JH office 14:00 Nagoya – Kobe by bullet train Friday, Sept. 14

AM

Kobe Harborland HEPC, Headquarter Okuyama Bridge, New Otani 11th floor (HEPC)

9:00

Chartered Bus 10:00-11:30

14:00

Saturday, Sept. 15

AM

Kobe Harborland Visit Kyoto New Otani

Kobe Harborland New Otani

Sunday, Sept. 16

AM

Kobe Harborland Itami Airport New Otani

Narita Airport

Aircraft Chartered Bus

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Tsukuhara Bridge (JH)

Kobe Harborland New Otani

16:00 Site inspection & meeting at observatory

18:30

USA