![]() ![]() “Our digital design enabled our team to provide multiple iterations of proposed solutions in a relatively short period of time,” said Mattox and John. #CONCRETE BARRIER LUMENRT TEMPLATE SOFTWARE#The software applications were particularly helpful in upgrading the retaining walls. For example, the drainage design-and specifically the linear ponds-were able to be balanced between the ever-changing right of way and roadway elevation to achieve permit-required nutrient removal.Īlso, the existing concrete slope pavement under bridges was being cut back and replaced with retaining walls to accommodate pedestrian facilities and improved aesthetics, and the digital model enabled better coordination between roadway and structures. Taken together, the information provided by the Bentley applications enabled WGI to visualize every discipline within a single corridor model. OpenBridge and OpenRoads were used to meet the project’s demanding constraints and prevent potential complications in the field. ProjectWise allowed WGI to efficiently coordinate with other disciplines and subconsultants, explained Mattox and John, while LumenRT generated conceptual renders to help the public visualize the improvements, particularly for the pedestrian plaza. Otherwise, they wouldn’t be usable.” Other locations that required a highly exacting design were underneath existing bridges and along the right of way. “Since this job was a concrete widening project using 3D surfaces and automated grading machinery, the joints needed to be very accurate and within construction tolerances both vertically and horizontally. “Accuracy in design was paramount,” said John. Other locations required tiebacks and wall widening as little as two feet from the existing perched walls.” A Precise Digital ModelįDOT chose Bentley’s ProjectWise, OpenRoads, LumenRT, OpenBridge Design, and OpenBridge Modeler for the project team, contractor, and subconsultants. “Contractual requirements created the need to remove some of the existing walls to provide adequate strap length. “These consisted of both perched cantilever walls and perched sheet pile walls with tiebacks, restricting excavation techniques for constructing the proposed MSE walls,” said John and Mattox. This process necessitated temporary drainage measures during the replacement process.įurther, existing retaining walls had been constructed without regard for the prospect of future widening. The project also required fill in-place replacement and widening of an existing bridge culvert and a pedestrian tunnel beneath the interstate-all while maintaining lanes carrying 200,000 average daily annual traffic (AADT). Widening them again required that existing vertical clearances be maintained while the side street amenities were also upgraded. In addition, this stretch of interstate includes 20 bridges, all of which had already been widened multiple times before. “It was a vertically and horizontally meandering right of way that, on average, provided 200 feet of width to fit 160 feet of pavement, mechanically stabilized earth (MSE) retaining walls, linear ponds, lighting, utilities, and maintenance access.” Those constraints meant that every design element needed to be optimized to a far greater degree than an ordinary design would require. “This corridor lies between local frontage roads a few feet off the right-of-way, with interchanges typically spaced less than a mile apart,” they said. Mattox, PE, who served as the lead roadway engineer on the project, noted that WGI faced significant challenges. Work began on the project in summer of 2020, and it involves widening this section of I-10 from six to 10 lanes in one area, as well as from 10 to 14 lanes in another area. “The purpose was not only to increase safety and capacity in the corridor, but to encourage economic growth and revitalization,” he added. John, PE, lead roadway engineer for WGI, Inc. “We submitted our letter of interest in November 2018 and were selected to deliver the project through FDOT’s two-step design-build procurement,” said David W. In 2018, the Florida Department of Transportation (FDOT) requested bids for widening about a five mile stretch of I-10 in Duval County. It is also a primary hurricane evacuation route for the northeast portion of the state and was in significant need of additional lanes. However, this section of road is not only a densely traveled highway, with additional volume anticipated over the next 20 years. ![]() Together, they are the fourth and fifth longest interstate systems in the U.S. ![]() Within the city, I-10 connects with I-95, a major north-south interstate. Along this stretch, it’s bordered by office space, commercial enterprises, and industry. Interstate 10 in northeast Florida is a major east-west artery, connecting the western suburbs of Jacksonville to the downtown area. ![]()
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