HONOLULU HIGH-CAPACITY TRANSIT CORRIDOR PROJECT...

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Kahuku Laie Hauula Punaluu Waikane Waiahole _ Kahalau Pacific Ocean Aikahi Kailua Labikai Alla Salt L ke Waimanalo West Beach Kahala PROJECT LOCATION Koko Head a HONOLULU HIGH-CAPACITY TRANSIT CORRIDOR PROJECT ALTERNATIVES ANALYSIS Molokai Maui Lanai " Hawai P PRODUCT 9.4 FINAL Typical Structural Details DEPARTMENT OF TRANSPORTATION SERVICES CITY AND COUNTY OF HONOLULU NOVEMBER 2006 AR00067186

Transcript of HONOLULU HIGH-CAPACITY TRANSIT CORRIDOR PROJECT...

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Kahuku

Laie

Hauula

Punaluu

Waikane

Waiahole _

Kahalau

Pacific Ocean

Aikahi

Kailua

Labikai

Alla Salt L ke

Waimanalo

West Beach

Kahala

PROJECT LOCATION

Koko Head

a

HONOLULU HIGH-CAPACITY TRANSIT CORRIDOR PROJECT

ALTERNATIVES ANALYSIS

Molokai

Maui

Lanai "

Hawai P

PRODUCT 9.4 FINAL

Typical Structural Details

DEPARTMENT OF TRANSPORTATION SERVICES CITY AND COUNTY OF HONOLULU

NOVEMBER 2006

AR00067186

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Table of Contents

SCOPE OF CONCEPTUAL STRUCTURE DESIGN .1

CHAPTER 1. COMPARISON OF STRUCTURAL OPTIONS .2

Managed Lane Alternatives (High Occupancy Vehicle (HOV) Lanes) 2

Fixed Guideways .2 Light Rail Vehicles .2 Magnetic Levitation Vehicles .3 Rubber Tired Monorail 3

Aerial Guideway .3 Construction Options Considered 3 Span Configurations .8

CHAPTER 2. RECOMMENDED STRUCTURAL DETAILS ...9

Managed Lane Alternatives .9 Roadway Structural Details .9

Fixed Guideways 12 Fixed Guideway Details .12

APPENDIX A - TYPICAL SECTION .A-1

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Scope of Conceptual Structure Design This conceptual design investigation addresses the most viable structural solutions and details for use in transit corridors assuming design-build project delivery. It addresses high occupancy vehicle (HOV) managed lane solutions for two and three lane systems, and applicable options for fixed guideways including rail, maglev, and monorail.

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46 feet MOVALBLE BARRIER

r 41 fee4 12 feet 6feet SHOULDER HOV LANE

12 feet • HOV LANE

41 feet SHOULDER

Figure 1-3. Three Lanes with Reversible Median

38 feet • 2 feet 12 feet I 1 0 feet I 12 feet

• HOV LANE I MEDIAN/ I HOV LANE

SHOULDER

ft

2 feet

Chapter 1 Comparison of Structural Options

Managed Lane Alternatives (High Occupancy Vehicle (HOV) Lanes)

AASHTO designed bridges for rubber tired vehicles normally require less design load capacity per square foot than guideways supporting rail transit. This varies with length of span and the number of rubber tired lanes that will fit within the width of any bridge. Such determination can therefore not be made arbitrarily, and only the difference in girder configurations for HOV versus rail are demonstrated. Three solutions are investigated for HOV facilities, each requiring a different width of structure as follows:

Fixed Guideways

36 feet

Fixed guideway requirements are influenced by their need to accommodate aerial, subway, and at-grade along the same corridor. Some at-grade solutions require dedicated right-of-way because the power source cannot be shared with pedestrians and rubber tired vehicles. This report concentrates on the requirements only for aerial guideways.

2 feet

2 LANES =24 feet ji 0 fee. REVERSIBLE LANE TSHOULDER

The only fixed guideway transit systems being considered here are presently in use in the world as a cost effective, reliable, and environmentally sound transit option for urban mass transportation. Transit vehicles are to be accessible to passengers using a high platform rather than from the street level. These include:

• Light Rail Vehicles employing overhead contact system (OCS) lines, or 3RD Rail. It is technically feasible to have retractable 3 RD Rail shoes;

• Vehicles employing magnetic levitation technology; • Wide body rubber tired monorail vehicle.

It is not the purpose of this report to investigate each in depth, but some of the characteristics affecting the structure are as follows:

Figure 1-1. Two Lanes Reversible

Figure 1-2. Two Lanes- One Each Direction Light Rail Vehicles

Light rail is the most common solution to meeting every urban operational, performance, and reliability requirements. Shared at-grade use with other vehicles at street level requires overhead catenary wires, and these then also become a visual aspect of the aerial guideways. Combined 3 RD Rail with retractable shoes avoids the need for OCS poles on aerial guideways and allows vehicles to also use OCS for at-grade operations. There are several light rail vehicle manufacturers and therefore, there is cost competitiveness. The maximum grade guaranteed by manufacturers is usually 6 percent.

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TYPICA GIRDER DEPTH IN FEET

C.JptiirRity. Foltr3e

Noimol range

Exceptional ronge

GUIDEWAY SPANS FOR CONSTRUCTION CATEGORIES

Magnetic Levitation Vehicles

Most maglev technology is aimed at high-speed. The only medium speed transport system known to be under construction for urban use is the Japanese Chubu CHSST. Extensive research has been bone by the US Federal Transit Administration's Office of Research, Demonstration, and Innovation. The conclusion is that such a system is a reliable option. Its main advantages are that it is able to traverse grades significantly greater than 6 percent, and is noise and vibration free. Its use at-grade requires investigation, but its ability to accommodate grades up to 18 percent at reduced speed could help mitigate this problem by going directly from aerial to subway. Switching and the structures needed to support switches result in a significant cost increase.

Rubber Tired Monorail

Monorail has a large following of devotees and has several systems successfully operating. With a wide body vehicle, such a system is a viable urban transportation option. Monorail is also capable of grades steeper than 6 percent, but in this case, the cost of increased maintenance should be considered. The "I" beam, due to its reduced torsional resistance, requires shorter spans on curved sections. Switching and the structures needed to support switches result in a significant cost increase.

Except for switching along guideways and in yards, all three of the above solutions are assumed to require aerial guideway structures of similar cost. It might be said that a monorail is a simpler guideway, but monorail requires a continuous walkway for maintenance and emergency exiting, and some structure is advisable to support the collection of wheel and brake dust. For this report, the guideway configurations and costs needed to support light rail transit are assumed applicable for all three modes discussed above.

Aerial Guideway The following are considered during for investigation:

• Design standard curvature, span configurations, single vs. double girders, pier and foundation types, and concrete strength.

• Pre-cast and cast-in-place forms and false work • Delivery length and weight of girder elements • Erection schedules

For the purpose of this review, design-build project delivery is to be assumed. Various configurations and construction solutions using precast and cast-in-place concrete girders, cast-in- place concrete and structural steel piers, and single and multiple drilled shaft foundations are discussed. In addition, issues perceived as potential concerns, and that might arise regardless of the alternative being investigated as a standard guideway girder, are also addressed.

The design-build contracting method for project delivery is central to the question of establishing "standard" construction structural details and aesthetic principles. This review lists and evaluates the major factors a standard guideway construction solution will have on design-build delivery in the field for constructability, cost, schedule, and interference with traffic for most conditions encountered in the field.

Construction Options Considered

The specific construction elements and solutions considered are post-tensioned segmental girders, precast-prestressed box girders, and cast-in-place post-tensioned girders: See Figure 1.4 for the common span capabilities for these various types of construction.

Figure 1-4. Guideway Spans for Construction Categories

Typical Structural Details

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S"*

is' - (3.*

OCS POLt

TSCKt

TRICK A

L . ._ _ ..... wlwr, ,

:

ARIES 7- ft to 8 - ft

SAFETlf WALK * K i

REMOVABLE OSHA

MAINTENANCE BARR RAILING

IER -* INDICATES DIMENSION

VARIES WITH ALIGNMENT CURVATURE AND

VEHICLE TECHNOLOGY

VARIES 7- ft to 8- ft Continuous Precast Post-tensioned or Simple Span Prestressed Box Girders

• VARI ES 36 -1-0 4-6 FE ET

Post-tensioned segmental girders

Rail Transit Girders

The following are considerations to be taken into account when selecting segmental girder For double track rail transit, two configurations are considered:

construction:

• Precast with epoxied joints or cast-in-place; • Span by span or balanced cantilever; • Cross-sections supporting either single or double trackways; • Roadway lanes, and the double trackways supporting special trackwork such as crossovers.

Individual girders weigh less during construction but require shorter spans on curves.

Managed Roadway Lanes The common solution is to consider a single girder as wide as possible, and to use two girders when the width exceeds the practicality of one girder. For managed roadways in this corridor, the following configurations are applicable:

Figure 1-6. Rail Transit Single Track Girders (left) and Dual Track Girders

Long span precast box girders are feasible if their width is sufficiently narrow to minimize the construction handling length and weight. Wide structurally integral decks can be achieved by connecting adjacent units or using a cast- in-place deck course. Cast-in-place decks

composite with precast "U" cross-sections are not possible using long narrow precast structural elements due to the stability problems associated with transporting them or placing them on curved sections prior to casting the deck. Precast box solutions can also be

made capable of supporting special trackwork by providing a third precast element for the case of a center platform station.

VARIES 4-6 -r F

AASHTO BARRIER

r\sj°?

VARIES 7- ft to 8 - ft

Figure 1-5. Managed Lanes Single-Girder (top) and Two-Girder Configuration

Typical Structural Details

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Figure 1-8. Rail Transit Single-Track Box Girders

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Managed Roadway Lanes Multiple precast girders, either as boxes, "T" sections, or "I" sections are the most common solutions for long precast girders due to the weight of trying to lift both long and wide girder sections:

Cast - in -Place Post -Tensioned Girders

Managed Roadway Lanes For cast-in-place roadway lanes, the number of box cells varies from 3 to 5 for the widths presently assumed, and as small as one or two for the on and off ramps:

Kt—AASHTO BARRIER

N,Al2.. I ES 36 -I-CD F

LI

8" •

VARIES 7- ft to 8 - ft

SURFACE OVERLAY

UU VARIES 4106 PRECAST BOX GIRDERS

VAR I ES 36 -rc> 56 FE ET

ki4 CAST-IN-PLACE COURSE

CS GS GS GS GS GS GS i4 VARIES 7 TO 12 PRECAST BULB "T" GIRDERS

Figure 1-7. Multiple Precast Box (top) and "T" Girders

Rail Transit Girders For double track rail transit, only two single-track box girders are considered due to the heavy weight associated with lifting one double-track girder:

r -

-*- INDICATES DIMENSION VARIES WITH ALIGNMENT

CURVATURE AND -*- VEHICLE TECHNOLOGY

1 - 2"

VARIES 7- ft to 8 - ft

i4 TOP OF RAILy,

* INDICATES DIMENSION VARIES WITH ALIGNMENT

CURVATURE AND VEHICLE TECHNOLOGY

I— VARIES 7- ft to 8 - ft

Figure 1-10. Rail Transit Cast-in-Place Girders

28-

TRACK

TOP OF IAIL rr'

II TRACK

3-O

VARIES 7- ft to 8 - ft

r IVARIES 7- ft to 8 - ft

Figure 1-9. Managed Lanes Cast-in-Place Girders

Rail Transit Girders For double track rail transit, only one double-track girder is considered economic for cast-in-place guideway due to the increase in formwork and reinforcing placement if two single tracks are used. Where center platform stations are used, the tracks split for a short distance as two single-track girders:

-*- 2EV— 6"

N,APt I ES 36 -rc> 56 F

(RAIVIF' = 24 FEET)

VARIES 3 TO 5 CELLS

(RAMP = 2 CELLS)

K14

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Pier Columns, Pier Caps, and Pier Tables

Pier columns, pier caps, and pier tables can be either cast-in-place or structural steel. These are shown in this section only in concrete, but structural steel will reduce the column size substantially, especially for multiple columns and "C" bents shown in Figure 1-11.

The cost for structural steel is greater, but may reduce right-of-way takes, or even avoid a space restriction that would otherwise make construction unfeasible. Structural steel sections can be encased in concrete, giving it the same service life in a corrosive environment as reinforced concrete, and yet have a smaller space requirement. Steel pipe columns may be purchased with a concrete corrosion resistant coating already affixed to its external surface.

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Ti TOP OF RAII_A

TRACK SAFETY WALK

TRACK SAFETY WALK

ELASTOMERIC BEARINGS

CIDH PILES

r _

1 1

I 1 I 1

OUTRIGGER BENT

i--- 1 1 1 1 1

r--I--1 I I

r 1 • r I - I i --- ) ----r I- -- ) -_, .. ...

I -

TlfCK • TOP OF RAIL*

1---

1

INTEGRAL PIER & GIRDER OCS POLE

T$CK

AFETY WALK T CK

SAFETY VfALK TRACK

TOP OF RAIL

TRACK

TOP OF RAILA

POT BEARINGS DAPPED

GIRDERS

i -L —

HINGED PIER MULTIPLE COLUMN PIER

!DIP _ _ •

CIDH PILES

STRADDLE BENT

"CM

ELASTOMERIC BEARINGS

BENT Ti

TOP OF RAIL*

TRACK

SAFETY WALK

ED

OCS POLE

TRACK Tit SAFETY WALK

TOP OF RAIL*

77elimlier

IIkek■i:.

GIRDERS DAPPED

MIR

SINGLE ROUND PIER

TRACK

TOP OF FtAILA

REMOVABLE OSHA

MAINTENANCE BARRIER RAILING

AUTO TRAFFIC BARRIER

TRACK

AFETY WALK

Figure 1-11. Guideway Spans for Construction Categories

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1

EXPANSION BEARINGS I

1 140 fett max for precast-prestressed spliced

girders and 180 feet maxi for segmental girders

•I

INTEGRAIL SUPPORT OR POT BEARINGS

The following examples have been shown in Figure 1-11: Precast Segmental and Precast Spliced Girder Spans

• Single Round Pier and Multiple Column Piers; For girders depths from 7 to 8 feet, the following span configurations are appropriate:

• Integral Pier & Girder and Hinged Piers; • Outrigger, "C", and Straddle Bents.

400 TO 500 FEET MAX TO EXPANSION BEARINGS Pier Foundation Support

Pier foundation support is either by multiple drilled shafts with cast-in-place caps, or a single drilled shaft with or without cast-in-place caps.

Single drilled shafts (cast in drilled hole [CIDEI] piles) for circular pier sections are preferred to multiple pile foundations requiring a pile cap. Drilled shafts take the least street or right-of-way area, conflict with the least utilities, and require no footing excavation dewatering or flood control protection. Two drilled shafts are nevertheless expedient for pier columns made elliptical in shape due to a narrow median, and also for "C" bent construction. Multiple CIDH piles will likely be used for abutments.

Span Configurations

Nearly unlimited simple versus continuous span configurations and bearing arrangements are possible for either precast or cast-in-place box girder solutions. Structural stability on curves and maximum span length is promoted by girder continuity. The controlling factor for span length is the depth of standard cross-section selected for either solution. The span economic length is the economic girder depth that is most advantageous for the construction of the standard span solution.

Because of temperature change and transit vehicle forces acting on the continuous running rail, the maximum continuous span between expansion joints should be limited to about 500 feet for rail transit. Managed lanes might accommodate longer spans, but will be assumed the same for this comparative study. Some possible configurations leading up to this limiting distance are:

7470 I E I Ii

Figure 1-12. Precast Segmental and Precast Spliced Girder Plans

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INTEGRAL SUPPORT ORI POT BEARINGS

E

400 TO 500 FEET MAX TO EXPANSION BEARINGS

• • n. . 1 i ri.. N. 1 it 120 feet max for simple span girders EXPANSION

and 150 fbet mar{ for continuous girders I I I

Figure 1-13. Precast Simple, and Cast-in-Place Simple and Continuous Spans

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Chapter 2 Recommended Structural Details

Managed Lane Alternatives For managed lane alternatives, there are several changes in roadway widths and super elevation due to curves, on-off ramps, and merging lanes. These variations, as shown in Figure 1-5, require a variety of precast segments, and therefore, flexibility of precast forms. Cantilever construction will sometimes be required causing more disruption to the roadways below than the typical span by span erection.

For the purpose of this study, forms for 3 different precast, match-cast segments are anticipated to accommodate the 4 different deck widths and the roadway super-elevation required. Unlike rail transit employing adjustable rail plinths or ballast to accommodate super-elevation, a roadway running surface must accomplish this in the formwork. These assumptions are recommended for schedule and cost estimating. The following are the main characteristics of the structure to be detailed:

• Single cell, precast segmental, post-tensioned trapezoidal box girders for all roadways; • Box girder sections to be 7-foot deep, and from 28 to 62 feet wide; • Spans vary from 90 to 150 feet with 17-foot 6-inch clearance below soffit. An average span

of 120 feet is therefore assumed for quantities; • Piers circular or oval depending on available space in median or other right of way; • Special precast column segment to be cast integral with piers with elastomeric bearings at

expansion, and at suspended and abutment bearings.

Roadway Structural Details

Attached Figures 2-1 through 2-4 indicate the precast segmental girder details anticipated for the roadway construction. Three different segments are assumed required to accommodate the 4 roadway widths. That is, Figures 2-1 and 2-3 are assumed to use the same segment with minor modification of the forms.

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R=0'- 9" R=V- 6"

36-FOOT 3.04 C.Y. 76 LBSIFT 485 LBSIFT 0.25 CY. 1.30 C.Y.

1 1 1 "IlL 1 1 1 1 1 1 1 1

2'- 0" rn*.

PARSONS BRINCKERHOFF

36'— 10" •

0"

2'- 0" _._._._. ._._._._

91-0" MEDIAN

17'-6" CLEAR

AUTO TRAFFIC BARRIER

6X1 1 -FOOT DIA. COLUMN

10"

1

o'!. 10"

tr- 6"

AA 3'- 0"_

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7'- 0"-

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0 " 1

4I- 0" 5 1- 0" •

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PRECAST SEGMENTAL; ROADWAY SECTION

FIGURE 2-1 PRECAST SEGMENTAL GIRDER DETAILS = FOR AERIAL ROADWAY CONSTRUCTION = TABLE OF STRUCTURAL DETAILS FOR AVERAGE SPAN OF 120 FEET

24-FOOT ROADWAY

PER FOOT QUANTITIES FOR 120-FOOT AVERAGE SPAN

ROADWAY WIDTH

GIRDER CONCRETE

5000 PSI

COLUMN CONCRETE

5000 PSI

DRILLED SHAFT CONCRETE

4500 PSI

MILD STEEL REINFORCING

Fy = 60 KSI

PRESTRESS STEEL

Fpu = 270 KSI

24-FOOT 2.08 C.Y. 0.17 C.Y. 0.35 C.Y. 275 LBSIFT 52 LBSIFT

COLUMN AND DRILLED SHAFT FOR 120-FOOT AVERAGE SPAN ROADWAY

WIDTH COLUMN

SIZE DRILLED SHAFT NUMBER & SIZE

24-FOOT 6 FT DIA 6 FT DIA X 40 FT LONG

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GIRDER CONCRETE

5000 PSI

COLUMN CONCRETE

5000 PSI

DRILLED SHAFT CONCRETE 4500 PSI

MILD STEEL REINFORCING

Fy = 60 KSI

PRESTRESS STEEL

Fpu = 270 KSI

COLUMN AND DRILLED SHAFT FOR 120-FOOT AVERAGE SPAN ROADWAY COLUMN

WIDTH SIZE DRILLED SHAFT NUMBER & SIZE

36-FOOT 6X 11 FT 2-8 FT DIA X 45 FT LNG ••••••••••••••••••••••••••••••••••••rn

FIGURE 2-2 PRECAST SEGMENTAL GIRDER DETAILS FOR AERIAL ROADWAY CONSTRUCTION - TABLE OF STRUCTURAL DETAILS FOR AVERAGE SPAN OF 120 FEET

36-FOOT ROADWAY

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PARSONS BRINCKERHOFF

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COLUMN

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PER FOOT QUANTITIES FOR 120-FOOT AVERAGE SPAN

ROADWAY WIDTH

GIRDER CONCRETE

5000 PSI

COLUMN CONCRETE

5000 PSI

DRILLED SHAFT CONCRETE 4500 PSI

MILD STEEL REINFORCING

Fy = 60 KSI

PRESTRESS STEEL

Fpu = 270 KSI

46-FOOT 3.89 C.Y. 0.53 C.Y. 1.50 C.Y. 640 LBSIFT 97 LBSIFT

COLUMN AND DRILLED SHAFT FOR 120-FOOT AVERAGE SPAN ROADWAY

WIDTH COLUMN

SIZE DRILLED SHAFT NUMBER & SIZE

46-FOOT 6 X 16 FT 2-8 FT DIA X 60 FT LNG

4'- 0" 5 1 - 0" ■ •

FIGURE 2-3 PRECAST SEGMENTAL GIRDER DETAILS FOR AERIAL ROADWAY CONSTRUCTION TABLE OF STRUCTURAL DETAILS FOR AVERAGE SPAN OF 120 FEET

46-FOOT ROADWAY

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FIGURE 2-4 PRECAST SEGMENTAL GIRDER DETAILS 7_ FOR AERIAL ROADWAY CONSTRUCTION L TABLE OF STRUCTURAL DETAILS FOR AVERAGE SPAN OF 120 FEET

58-FOOT ROADWAY

PER FOOT QUANTITIES FOR 120-FOOT AVERAGE SPAN

ROADWAY WIDTH

GIRDER CONCRETE

5000 PSI

COLUMN CONCRETE

5000 PSI

DRILLED SHAFT CONCRETE 4500 PSI

MILD STEEL REINFORCING

Fy = 60 KSI

PRESTRESS STEEL

Fpu = 270 KSI

58-FOOT 5.37 C.Y. 0.82 C.Y. 1.60 C.Y. 845 LBSIFT 134 LBSIFT

COLUMN AND DRILLED SHAFT FOR 120-FOOT AVERAGE SPAN ROADWAY

WIDTH COLUMN

SIZE DRILLED SHAFT NUMBER & SIZE

58-FOOT 6 X 24 FT 2-8 FT DIA X 70 FT LNG

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Fixed Guideways For light rail, maglev, and monorail, experience has shown for corridors similar to that planned, precast segmental girders are particularly cost and schedule effective. They are also publicly beneficial aesthetically while minimizing the construction disruptions. The main characteristics of the planned system are its two closely spaced vehicle guideways and its mostly side platform stations, making the casting of a single guideway girder element to support dual tracks possible through station areas.

Span by span segmental is the assumed method of guideway erection for beneficial schedule and precast unit transport reasons. It is not possible to predict exactly what solution a design-build contractor will find most acceptable for the equipment and experience he has with the various forms of construction. Therefore a middle of the road solution is chosen for the purpose of recommending structural details. All the vehicle technologies of equal service life will result in similar structural costs. The following are the main characteristics of the structure to be detailed:

• Single precast segmental trapezoidal box for dual trackways; • Precast segmental unit 7-foot deep, 9-foot long, and 28.5 feet wide (See Figures 2-5, 2-6 and

2-10 for segments using overhead contact system (OCS). See Figures 2-8, 2-9, 2-7, and 2-11 for segments using either 3 RD rail system or OCS that also allow longer spans due to its integrally cast safety walk;

• Spans vary from 90 to 180 feet with 17-foot, 6-inch clearance below soffit; • Piers circular or oval depending on available space in median or other right-of-way; • Pot bearings at piers and at expansion and suspended bearings. Elastomeric bearings at

abutments.

Fixed Guideway Details

The following sketches show typical details and erection procedures commonly employed. The use of an overhead self-launching truss minimizes disrupting the streets below with false work and construction equipment. Cantilever construction using the same precast elements erected from the street using cranes will be required on sharp curves, and also for split-level single-track girders that approach center platform stations. See Figures 2-5 through 2-15.

Typical Structural Details Page 13 Honolulu High-Capacity Transit Corridor Project

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Parsons Brinckerhoff

01- 8"

41- 6"

SEE OPTIONAL PRECAST SOUND BARRIER

:21k

21- 8"

0 1- 8" l'- 0"

REMOVABLE OSHA

MAINTENANCE BARRIER ‘4,4

A/RAILING TRACK

TOP OF RAIL

TRACK

%SAFETY WALK

- -

* INDICATES DIMENSION VARIES WITH ALIGNMENT

CURVATURE AND VEHICLE TECHNOLOGY

"1 6- 2"-* 000 I 000 I 1_1

A,OCS POLE

2 1- 6" 1 1- 0"

21- 2"

R=1'- 6" N

O'-8' R=1'- 0"

R=01- 9"

31- 6"

41-- .2 1- 0"

R=1'- 6"

7'- 0"

FIGURE 2-5 SEGMENTAL BOX GIRDER DETAILS

FOR SPAN BY SPAN ERECTION OCS POLE CONFIGURATION

90-FOOT TO 130-FOOT SPANS

1 1- 1"

81- 0"

SEGMENTAL BOX GIRDER SECTION

0'- 8"

OPTIONAL PRECAST SOUND BARRIER

-

2-1/2"

2'- 8"

Typical Structural Details

Page 14 Honolulu High-Capacity Transit Corridor Project

AR00067201

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PARSONS BRINCKERHOFF PARSONS BRINCKERHOFF

9'-0"

17-6" CLEAR

AUTO TRAFFIC BARRIER

3'-0"

wwwwwwwww ww

44‘. NANANNA.W.. •

+ + + + + + + + + + + + + + + + + + + + +

lepcs POLE

9-0" MEDIAN

SEGMENTAL GUIDEWAY SECTION FIGURE 2-6 SEGMENTAL BOX GIRDER DETAILS

FOR SPAN BY SPAN ERECTION OCS POLE CONFIGURATION

90-FOOT TO 130-FOOT SPANS

TRACK

AFETY WALK

TRACK

TOP OF RAIL

PDT BEARINGS

- I - • - 'F4E?

6-FOOT DIA. COLUMN FOR THE AVERAGE SPAN OF 120 FEET

ASSUMED FOR QUANTITIES

1 '-2"

1

TRACK

4-- SAFETY WALK IS PART OF STRUCTURE

1 '- 2"

3'- 0"

7'- 0"

9'-0"

V

17'-6" CLEAR

AUTO TRAFFIC BARRIER

3'-0"

t;,••■• ww AA.

ANNA.A.00.000..

6X9-FOOT DIA.COLUMN FOR THE AVERAGE SPAN OF 155 FEET

ASSUMED FOR QUANTITIES

''(•'(•Mr• 1'. Ir. 1'. Ir. P-FAY-or• -- + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + +

+ + + + + + + + + +

.014:‘..NANYVVYNN.

SEGMENTAL GUIDEWAY SECTION FIGURE 2-7 SEGMENTAL BOX GIRDER DETAILS

DOUBLE TRACK CANTILEVER ERECTION = 3RD RAIL CONFIGURATION

130-FOOT 10180-FOOT SPANS

AR00067202

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3 1'- e"

Parsons Brinckerhoff

2'- 8"

Ii

REMOVABLE 1 OSHA 1

MAINTENANCE BARRIER

A"-RAILING TRACK

••1 'At TOP OF RAIL 1 1- 2

- - _

R=1'- 6"

3RD RAIL

• 3'- 0"

PR 6'- 0"

7'- 0"

*INDICATES DIMENSION VARY WITH ALIGNMENT

0" CURVATURE AND VEHICLE TECHNOLOGY TRACK

4----- SAFETY WAI_K IS PART OF STRUCTURE

SEE OPTIONAL PRECAST SOUND BARRIER 2-1/2" Ii 8'- 0"

FIGURE 2-8 SEGMENTAL BOX GIRDER DETAILS

DOUBLE TRACK CANTILEVER ERECTION 3RD RAIL CONFIGURATION

130-FOOT TO 180-FOOT SPANS

0'- 1

OPTIONAL PRECAST SOUND BARRIER

SEGMENTAL BOX GIRDER SECTION

2'- 8"

0 8" 1 w- 0"

Typical Structural Details

Page 16 Honolulu High-Capacity Transit Corridor Project

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0"

Parsons Brinckerhoff

OPTIONAL PRECAST 1 i SOUND BARRIER 1

t TRACK 1

2'- 8" TOP OF FLI14.1L 11 - 26*

---;-.-N*.----- 0'- 8" I

1 1- 0"

R=1'- 6"

3"- 0"

79- 6" 7'- 0"

F-L-1

2'- 2" 0'- 4"

0 8' R=V- 0"

R=0'- 9"

r 3._ 6..

2'- 6"

R=1'- 6" OPTIONAL PRECAST .

" PLANTER

INDICATES DIMENSION VARY WITH ALIGNMENT

CURVATURE AND VEHICLE TECHNOLOGY

FIGURE 2-9 SEGMENTAL BOX GIRDER DETAILS

DOUBLE TRACK CANTILEVER ERECTION 3RD RAIL CONFIGURATION

130-FOOT TO 180-FOOT SPANS

4 1 'I

8'- 0"

SEGMENTAL BOX GIRDER SECTION

0'- 8"1

OPTIONAL PRECAST SOUND BARRIER

2'- 8"

3RD RAIL

t 61'1

TRACK 1

*-SAFETY WALK IS PART OF STRUCTURE

Typical Structural Details Page 17 Honolulu High-Capacity Transit Corridor Project

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Parsons Brinckerhoff

OVERHEAD SELF-LAUNCHING TRUSS

-1 30- F C30 CI -1- F2Ak1\1

\\\\IWr TYPICAL 9-FOOT PRECAST SEGMENT

TOP OF RAIL-„A,

PIER SEGMENT CLOSURE JOINTS

6-FOOT DIA CAST-IN-PLACE PIER MEDIAN BARRIER

L- J_

7-FOOT DIA DRILLED SHAFT 40-FOOT DEEP

ELEVATED SPAN BY SPAN ERECTION

FIGURE 2-10 SEGMENTAL BOX GIRDER DETAILS

FOR SPAN BY SPAN ERECTION OCS POLE CONFIGURATION

90-FOOT TO 130-FOOT SPANS

Typical Structural Details Page 18 Honolulu High-Capacity Transit Corridor Project

AR00067205

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L- I I

L- r

8-FOOT DIA DRILLED SHAFT 45-FOOT DEEP

ELEVATED CANTILEVER ERECTION

Parsons Brinckerhoff

OVERHEAD SELF-LAUNCHING TRUSS

130 TO 180-FOOT SPAN

TYPICAL 9-FOOT PRECAST SEGMENT TOP OF RAIL-„A

I >I I >I I >II ) { I >II < Il< I l< I <

_L

L. -J .L -1 -I- I -L

PIER SEGMENT CLOSURE JOINT '11

6-FOOT DIA CAST-IN-PLACE PIER

FIGURE 2-11 SEGMENTAL BOX GIRDER DETAILS

FOR CANTILEVER ERECTION 3RD RAIL CONFIGURATION

130-FOOT 10180-FOOT SPANS

MEDIAN BARRIER

Typical Structural Details Page 19 Honolulu High-Capacity Transit Corridor Project

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Parsons Brinckerhoff

TRACK TOP OF RAIL.,

* INDICATES DIMENSION VARIES WITH ALIGNMENT

CURVATUREAND 5'- 0" 4'- o" VEHICLE TECHNOLOGY

REMOVABLE OSHA

MAINTENANCE BARRIER RAILING

6"

SEGMENTAL BOX GIRDER SECTION

FIGURE 2-12 SEGMENTAL BOX GIRDER DETAILS

SINGLE TRACK CANTILEVER ERECTION FOR APPROACH TO CENTER PLATFORM OF SPLIT LEVEL STATION PLATFORMS

Typical Structural Details Page 20 Honolulu High-Capacity Transit Corridor Project

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PARSONS BRINCKERHOFF PARSONS BRINCKERHOFF

'

TRACK

SAFETY RAILING

IL

VARIES 15'- 6" TO 40'+/-*

REMOVABLE OSHA

MAINTENANCE BARRIER RAILING li°CS

POLE TRACK TRACK

oe SAFETY RAILING

3'- 6" SAFETY WALK —

TOP OF RAILN„,„

rcio-- !00 10

171-0" CLEAR

6-FOOT DIA. COLUMN AUTO TRAFFIC

BARRIER

7'- 0"

3'-0"

-- www Vv* +++++.10,+

• • tAe‘.4‘..‘: • •

4‘..44444.4.4.4.44‘. * INDICATES DIMENSION VARIES WITH ALIGNMENT

CURVATURE AND VEHICLE TECHNOLOGY

SEGMENTAL GUIDEWAY SECTION FIGURE 2-13 7 SEGMENTAL BOX GIRDER DETAILS

SINGLE TRACK CANTILEVER ERECTION FOR APPROACH TO CENTER

PLATFORM STATION

1.40,40,40,070707074.1...gr-

AvREMOVABLE

OSHA MAINTENANCE

_BARRIER RALTO.-. • od 00,

TRACK

•—•—•

1 5"— 6"

4'- 6" 3ci6'- 6" RECT. COLUMN

VARIES 0' TO 18'- 0"+/-

2'- 6"

17'-6" CLEAR

AUTO TRAFFIC BARRIER

6-FOOT DIA. COLUMN

------------- FIGURE 2-14 _ SEGMENTAL BOX GIRDER DETAILS -

SINGLE TRACK CANTILEVER ERECTION'

GUIDEWAY ECTION FOR SPLIT LEVEL STATION -

* INDICATES DIMENSION VARIES WITH ALIGNMENT

CURVATURE AND VEHICLE TECHNOLOGY

3'-0"

IIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIII T

3 ._ 6 ..

V A

v SAFETY WALK

TOP OF RAIL •

-1 1 10

rg

AR00067208

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Parsons Brinckerhoff

30-FC3C3-r SPAN

-00

MEDIAN BARRIER I

7-FOOT DIA DRILLED SHAFT 40-FOOT DEEP L„

ELEVATED CANTILEVER ERECTION

6-FOOT DIA CAST-IN-PLACE PIER >4.: INTEGRAL WITH PIER SEGMENT

Tffffff

_

FIGURE 2-15 SEGMENTAL BOX GIRDER DETAILS

SINGLE TRACK CANTILEVER ERECTION APPROACH TO CENTER PLATFORM

OF SPLIT LEVEL STATIONS

CAA%

TYPICAL 9-FOOT PRECAST SEGMENT TOP OF RAIL ,,

I I

CAST-IN-PLACE PIER SEGMENT

MLIM

Typical Structural Details Page 22 Honolulu High-Capacity Transit Corridor Project

AR00067209