Initiation Phase
Project start date will commence July 11, 2016 and conclude on March 24, 2017. The initiation phase of this project will consist of reviewing historical data of both HRBT and JRB. The data will include material was acclimated to build the bridge and tunnel along with a data analyst of life cycle deterioration. The feasible and prudent information from the historical research will assist engineers in exploring the undertaking of preservation opportunities of the bridge and tunnel which could protract the life cycle, and preserve capital for future expenditures while ensuring both the bridge and the tunnel safety for the motorist.
The project duration will be 257 calendar days with 249 days genuine project work excluding
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The study will address a number of alternative routes for motorist traveling to and from naval bases, the Peninsula and Isle of Wight County. Every effort will be made to minimize impact to motorists during the project for commuter convenience during the week with restricted lane closures during off-peak hours. The survey team will evaluate holiday travelers that utilize the tunnel and bridge; which holiday motorist travel the most and what are the peak hours. Logistics resources will propose materials required, turnaround time for material deliverables and cost.
Planning Phase
The planning phase for the HRBT will consist of the following: paving operations, removing and replacing de-bonded tunnel wall tiles, and repair cracks in concrete surfaces; re-line the existing water line and provide new equipment for the existing tunnel fire hydrant system; repair leaking expansion joints in the tunnel, and upgrade Tunnel Life Safety Systems such as a Fire Suppression system, Tunnel Lighting, Communications, Floodgate drainage, and Emergency Egress.
The steel grids on the James River Bridge were replaced back in 2012. Over the years, many of the original studs on the draw span have fallen off or worn down to the point that they need to be replace again. The steel grids are in major need of improvement for safety and environment reasons. Mark Marshall an Isle of Wight County Sheriff sent a letter to the Virginia Department of Transportation (VDOT)
The study will address a number of alternative routes for motorist traveling to and from naval bases, the Peninsula and Isle of Wight County. Every effort will be made to minimize impact to motorists during the project for commuter convenience during the week with restricted lane closures during off-peak hours. The survey team will evaluate holiday travelers that utilize the tunnel and bridge; which holiday motorist travel the most and what are the peak hours. Logistics resources will propose materials required, turnaround time for material deliverables and
An environmental impact assessment for the Queensferry Crossing Bridge has been a topic of discussion for a while because of the concern about the future of the Forth Road Bridge. The new cable-stayed Queensferry Crossing bridge doesn’t aim to replace The Forth Road bridge but co-exist parallel to it.
A project has been estimated to take six weeks and cost $130,000. Cost and percent complete data are provided in the table below through 3 weeks of the project. % scheduled data can be obtained from the Gantt chart following the table.
With the constrained scenario, traffic flow has improved, commute time has decreased, workers are getting to their places of business faster, and the businesses themselves are finding that they can transport their goods in a more timely fashion. The measures that were employed consist of adding directional bike lanes to the bridge, restriping the bridge combined with timed directional transition of the middle 5th lane, additional bus routes, and converting old buildings into domiciles. Although these measures have helped to improve traffic flow in the region, capital will have to be spent at a future date in order to add additional
The project path of task A(3weeks) plus task C(4.5weeks) plus task E(5weeks) plus task H(11weeks) plus task J(3.5weeks) which equals 27 weeks total.
The average speed travelled in the morning peak hours is 28 km/h, and 32km/h in the afternoon peak hours. The NorthConnex Tunnel is certain to reduce the travel time between these motorways, as up to 21 traffic lights are bypassed and there is a higher speed limit of 80 km/h, so vehicles are able to drive faster and shouldn’t have to stop (appendix A). With these statistics, NorthConnex states that trips will be 6 to 15 minutes faster in 2019, and in 2029, 25 minutes faster based in the current travel conditions on Pennant Hills Road (appendix
The Point Pleasant Bridge or so called the Silver Bridge was designed by the J.E. Greiner Company and built by the Gallia County Ohio River Bridge Company to connect Point Pleasant, West Virginia to Gallipolis, Ohio. It was designed as a two-lane eye-bar suspension type bridge, measuring 2,235 feet in total length, including the approaches. The bridge was the first eye-bar suspension bridge of its type to be constructed in the United States. [26]
WSDOT’s Mud Bay identical bridges built in 1958 has experienced one of the worst cases of column deterioration in the state. Mud Bay Bridges are located in the Olympic region, serving both Northbound and South Bound of US101, and spans over the Eld Inlet (Map shown in Figure 3). Each bridge consists of 9 piers with 11 columns per pier. Columns of piers 4,5, and 6 on both bridges are submerged in the Eld Inlet and have experienced significant deterioration. The earliest inspection records available on BEISt were recorded in 1996, at the time of this inspection the bridge was 38 years old. At the time of the 1996 inspection all 33 non-submerged columns were still in CS1, while the submerged columns had 14 in CS2, 20 in CS3 and 10 in CS4. Table 1 shows the number of columns in each condition state from initial inspection recorded in 1996 though inspection done in 2008 (before major repair work was performed) for the East Bridge. Images of deterioration from inspection conducted by WSDOT are shown in Figure 3 and Figure 4
The Portsmouth/ Kittery Memorial bridge preplacement project benefit-cost analysis was a very large project. The Memorial Bridge was one of the bridges that go over the Piscataqua River and links two different cities Portsmouth, New Hampshire and Kittery, Maine. One of the interesting things about this bridge was that it was jointly owned by New Hampshire Department of Transportation (NHDOT) and Maine Department of Transportation (MDOT). The bridge also provides a multi-modal transportation component for the cities. This multi-modal transportation impacts tourism, trade and commerce, and community life for both cities.
During the construction, two half-spans being assembled 50 meters above ground level had a misalignment of 4.5 inches or 114mm in camber. It was suggested by John Holland & Constructions to use a kentledge to weigh down the higher section of bridge. It so happened that they had ten, eight tonne concrete blocks on site. These were placed halfway along the higher span to
Using accelerated bridge construction methods, RIDOT dramatically shorten the overall construction timeframe, completing the bridge, which carries traffic from Interstate 195 East at Exit 7 to the East Shore Expressway southbound, one year earlier than would be possible using conventional construction methods. Additionally, if RIDOT had not taken this approach, the travelling public would have been impacted over the course of a year with each ramp only opened at half capacity.
The bridge has a very well designed ‘sustainability’ concept, relying on upcycled materials to complete the bridge. These upcycled materials consist of the wood, the fishing net, the oil barrels and the plastic shielding for the barrels. These materials can be used for functional roles in the design, such as platforms, floatation, safety lines across hand rails, and so on. The bridge’s sustainability concept can be further supported by the ease of replacing materials, and not throwing them in the bin. The materials such as wood, plastic and pieces of metallic bolts and nuts can be recycled and reused for other purposed such as furniture, storage or completely recycled back into a molten form for the metallic objects.
The completion time for the project would slightly increase adding the 3 weeks delay of task B to the 70 weeks estimated time for the project to 73 weeks, while the earliest finish time using the critical path method (CPM) the task duration estimates for the project completion would increase from 39 weeks to 41 weeks.
It must be taken into account that all these three products which are Alpha, Beta, Gamma and Delta are going to be processed through specification of design, code and test. The period of time which is set for this project is 99 days this detail is taken from the date of 1 st of September 2015 to Friday 15th January 2016.we found that 4 days must be removed out from 99 days due to the official holidays. Therefore, the length period of time for the project is going to be 95 days’ period. The human resources available in the team is five people including the manager.
As part of planning a project, tasks are assigned to project team members. Durations for task completion are also specified. Task duration estimation is necessary since it helps in cost and resource estimation. Iranmanesh and Mokhtari (2008), further affirmed the importance of project duration estimation by saying that, estimation of time and cost to complete work in a project and follow up them during implementation are major contributors to success or failure of a project, and hence very salient for the Project Manager. According to Hill, Thomas and Allen (2000), developing accurate estimates of overall project duration and its separate activities, is critical in