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Presenters: Mark Bouma, P.E. Michael Bauer, P.E.

ASCE Presentation Sam Rayburn Tollway/ US 75 Interchange (Segment 4). Presenters: Mark Bouma, P.E. Michael Bauer, P.E. Technical Oversight Leader North Texas Operations Manager North Texas Tollway Authority Jacobs Engineering. Milestones & Schedule. Approved Schematic – June 2005

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Presenters: Mark Bouma, P.E. Michael Bauer, P.E.

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  1. ASCE PresentationSam Rayburn Tollway/ US 75 Interchange (Segment 4) Presenters: Mark Bouma, P.E. Michael Bauer, P.E. Technical Oversight Leader North Texas Operations Manager North Texas Tollway Authority Jacobs Engineering

  2. Milestones & Schedule • Approved Schematic – June 2005 • Approved for Tollway Facility in May 2007 • NTTA awarded development rights in 2007 • NTTA awards design contract in 2007: • Segment 4 in October • Open the Corridor by Jan. 1, 2011

  3. Segment 4 Schedule Challenges • 38 months to open the Corridor • Largest single NTTA construction contract at the time • Approved schematic • Expensive and presented construction challenges • Different functional goals than for a toll facility • For success, set goal to let contract by Oct. 2008 • 3 months to address schematic • 9 months for complete PS&E • 26 months to open, 31 to complete construction

  4. The TEAM • Corridor Management Team • Corridor Manager – HDR • Design Manager - Halff Assoc. • NTTA Project Delivery Dept. – HNTB • Schematic and PS&E Team • Jacobs Engineering - Prime • Bridgefarmer & Assoc. • ARS, IEA, STL

  5. Interchange Reconfiguration Effort • Identified Alternative that: • Cost Less • Easier to construct in required schedule • Better met functional goals of toll facility • Maintained or improved access w/in ROW • Staring at daunting schedule • Need State and Local buy-in • Allen, Fairview, Frisco, McKinney • TxDOT & NTTA

  6. Schematic Evaluation • Enhance Safety through Design & Constructability • Improve Mobility and Accommodate Growth • Design capacity for high volume movements • Minimize typical congestion conditions (short weaves, unbalanced ML/FR usage, etc) • Segregation of local and highway traffic • Facilitate local access by ramp locations • Reduce Capital and O&M Costs

  7. Approved TxDOT Schematic • US75 – 8 lane divided • Space for future HOV lanes • Depressed below grade through interchange • SH121 – 6 lane divided • Single lane DC Bridges • Long-span steel bridges through interchange • Boxed (signalized) frontage connections • Texas U-Turns

  8. Approved TxDOT Schematic:

  9. Proposed Schematic: • US75 – 8 lane divided • Space for future HOV lanes • Remains at or near current grade • SH121 – 6 lane divided • Two lane DC Bridges • All bridges pre-stressed concrete • Loop ramp frontage connections • Additional on/off ramps

  10. Proposed Schematic:

  11. Interchange Enhancements: Safety • Replaced signalized traffic conflicts with dedicated right turn movements • Eliminated DC/ML-to-FR conflicts • Improved merge/weave conditions • Full two lane merge for heaviest DC movements • Balanced highway and local access movements • Safety during construction

  12. Interchange Enhancements: Mobility • Loop ramps for continuous flow FR movements • Two lane DCs & full ML merge conditions • Improve through-put • Accommodates long-term traffic demand • Segregates local traffic from highway traffic • Benefits both • Access is maintained or improved • Mobility during construction

  13. Interchange Enhancements: Value & Costs • Material selection reduced Capital and O&M costs • Reconfiguration reduced costs • Afforded additional improvements for Safety & Mobility • Context Sensitive Solution • Toll facility attributes • Improved access increases development value • Aesthetics and configuration provide identity • Design for future capacity • Reduces future construction impacts • Sustained mobility and access

  14. Interchange Enhancements:Get In, Get Out, Stay Out • Proposed Configuration Improves Constructability • Eliminate one level of the interchange • US75 at grade • DC realignment away from interchange core • Natural staging areas • Standardized construction elements for bridges • Less Commuter impacts during construction • Fewer stages result in fewer traffic adjustments • Use of existing roadways during construction • Design and Materials promote longevity

  15. Design Approach • Project Segmentation • Design Teams for SRT and US 75 • Focus initially on geometric tie-down • Teams run concurrent design • Essentially an Alternative Delivery Style • Weekly Task Force Meetings • Constant client interaction and collaboration • Bentley ProjectWise used for coordination and organization of project files

  16. Tools & Automation • Best practices developed and applied • Design Cross Sections • 3D Modeling • Highly accurate in pinpointing ponding areas • Provided finished grades for structures • Drainage • Utilized Geopak Drainage.Tools • Utilized excel Macros to insert drainage callouts on P&P sheets • Quantity Take-offs • Setup of database for all ‘smart’ design elements • Produced accurate numbers in minutes instead of days

  17. Review & QA • Redundant checks employed for critical items • Bridge clearances triple checked • Spreadsheet calculations • Geopak model cross-check • Inroads model cross-check • Design Reviews • Peer Review (In-House) • Ongoing Client Reviews • OTS Workshop

  18. Construction • NTTA Construction Manager – KBR • Contractor - W.W. WEBBER • Bid 65% plans, issued 100% PS&E after award • Low Bid $219.8M • NTP October 23, 2008 • Largest NTTA construction contract at the time • 2.5 years start-to-finish • Phased opening with the DC’s being top priority

  19. Construction • Interactive and Collaborative Construction • Worked Together to further reduce costs • Adjust North Limits on US 75 • Change Pavement Section • Build-out two lanes on SPUR 366 • Modified phasing to further support construction • Additional 5-6% in cost reductions realized

  20. Photos

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  28. Construction by the Numbers • Tallest Point – 80’ (~6 stories) • Concrete used – ~5M ft3; enough for a sidewalk from Dallas to New Orleans (450mi) • Longest Continuous Bridge – 4,800 ft; length of ~16 football fields • Concrete barriers and rail – ~36mi; enough to stretch from McKinney to DFW International Airport • Concrete Beams – 24mi worth; laid end-to-end would stretch from Allen to downtown Dallas • Soil used as fill – ~1.3M yd3; amount which would fill 130,000 dump trucks (lined end-to-end would stretch 620mi from Dallas to St. Louis) • Sod placed – 75 football fields worth or 1-18 hole golf course

  29. THE END QUESTIONS

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