While planning a deck replacement of a highly skewed bridge, unforeseen conditions necessitated a full replacement. The bridge site is confined by ramp geometry, phased demolition of failing substructures, and a flyover bridge. The site, hydraulics, maintenance of traffic, varying alignments and superelevation, slope stability, adjoining walls, and substructure stability dictated the final bridge geometrics and phasing. The bridge was designed and built in three phases, with the closure pour tying the bridge together atop an exposed girder near the median. Ultimately, the bridge is a two-span (190’-293’) structure, with a 65.5-degree skew, and is 90.2’ wide, constructed in three phases. The 210’-long, semi-integral diaphragms have all passive pressure relieved from them containing 710 cubic yards of concrete. The girders, analyzed in Leap Steel, CSI Bridge, and rated in AASHTOWare BrR, consist of 10 lines of 110”-deep webs with 28”-34” flanges ranging in thickness from 1.5”-2.75”.

The Ohio Department of Transportation (ODOT) and designer often agreed that time was not on our side. This presentation will discuss some of the unique details and decisions required to allow this structure, and a much larger $60 million project, to progress from concept to final plans in 12 months after a multi-year delay due to subsurface issues. Details discussed in the presentation include bearings, self-supporting backfill, closure pour details, steel fit-up, semi-integral embedded steel diaphragms, a single hybrid section, cross frames, and a deck extension to facilitate geometrics.