Dry Creek Road at Dry Creek Bridge Replacement Project

Dry Creek Road at Dry Creek Bridge Replacement Project, Lake County, Federal Project No. BRLO-5914 (080)

This project, built for Lake County, in Middletown, CA required the Dry Creek Road bridge replacement over Dry Creek on an existing alignment with approximately 250 feet of roadway reconstruction with aggregate base and lean concrete base. In order to gain access to the work a temporary water diversion and dewatering was required for Dry Creek. The bridge structure is a cast-in-place, post tensioned concrete slab bridge. A Value Engineering Change Proposal was implemented to modify the roadway construction and save costs for the stakeholders.

San Jose Trail: Thompson Creek Tully to Quimby

6325-Trail: Thompson Creek Tully to Quimby, City of San Jose

The Thompson Creek Trail project was built for the City of San Jose. It consisted of new construction of a pedestrian trail over 5000 ft long, including a new waterline 12” water line running the full length, over 500 ft of structural concrete retaining wall, asphalt concrete pedestrian trail pavement, bicycle lane striping, and amenities such as ADA ramps, park benches, and architectural hand railing. The linear nature and location of the project posed access and egress challenges that were overcome with thorough pre-planning and execution.

Rte 99 at Arch Road Retaining Walls

Stockton Retaining Walls, Caltrans #10-1C4214 (Subcontractor to Bay Cities Paving & Grading, Inc.)

The Stockton Retaining Walls project required ramp widenings, installing ramp metering, fiber optic cable and Retaining Walls for vehicle pull outs. We completed the construction of 500’ of retaining walls with barrier rail on Highway 99 for Caltrans. The retaining walls were a success and finished ahead of schedule.

Johnny Cash Trail Phase 2 Pedestrian Bridge

Johnny Cash Trail Phase 2, City of Folsom (Subcontractor to Westcon Construction)

The Johnny Cash Trail Phase 2 Project was comprised of a pedestrian trail extension for the City of Folsom, including a new timber arch bridge over a creek. We constructed the Structural Concrete Foundations for the Arch Bridge, including two Structural Concrete Abutments, Structural Concrete Pier and Pier Cap, and bike path Retaining Wall Structures all in excess of 25’ tall. Coordination with the prime contractor and the timber bridge subcontractor were key to the success of the project.

Newhall Park Pedestrian Bridge Replacement Project

Newhall Bridge Replacement, City of Concord, PW-5526

The project involved the removal of the existing steel pedestrian bridge and the installation of a new steel pedestrian bridge for the City of Concord in Newhall Park. The wood planking on the existing bridge was rotting and the steel was rusting away making the project a necessary improvement for the City of Concord. Contech Engineered Solutions provided the prefabricated bridge and we modified the abutments, and installed the bridge at its permanent location. The goal was to complete the removal and installation in one day. The work required extensive planning to ensure that the crew was prepared to complete the work in one day once the bridge arrived. The crew worked quickly and efficiently to meet of goal of completing the project in 1 day.

Jepson Parkway Road Widening Project

Jepson Parkway Road Widening Project, City of Vacaville (Subcontractor to Teichert Construction, Inc.) Federal Project No. RPSTL-5094 (064) and (67)

The Jepson Parkway-leisure Town Road Segment Project (Project) is part of the larger, multi-phased, Jepson Parkway corridor expansion project. This portion of the multi¬ phase project involved widening a 3-mile segment of Leisure Town Road from the intersection of Elmira Road to Vanden Road. Project components included a roundabout, associated landscape areas, pedestrian walkways, curbs, gutters, culvert replacements/extension, and bridge expansion.

As a Subcontractor to Teichert Construction our work included building The New Alamo Creek Bridge which required the demolition and replacement of the existing 2-lane bridge with a new four lane bridge. The replacement bridge is approximately 55 feet wider than the existing bridge; consisting of one concrete center footing and pier as well as concrete abutments at each bank. Our work also included headwall and wingwall construction of the Elmira Road box culvert.

In an effort to complete the project earlier than planned Teichert proposed combining the bridge construction to 1 season. In order to make it out of the water by the permit date, we knew we needed to save time during the erection process. In order to expedite the work, we used brackets for the falsework at the pier wall. We bolted the brackets to the pier wall instead of constructing falsework bents on either side of the wall. This provided a means for faster installation and removal of the falsework. This technique also provided a way for the falsework to remain in place should the construction of the bridge extend past the permit window. In addition to the use of the hangers, we accelerated the work by adding crews, and working longer shifts as well as weekends and holidays. The bridge construction was substantially completed by September 22nd.

Retrac Way at Wolf Creek Bridge Replacement Project

Retrac Way at Wolf Creek Bridge Replacement Project, Nevada County, Federal Project No. BRLO-5917 (069)

The project consisted of the replacement of the existing timber and steel one-lane bridge on Retrac Way over Wolf Creek. The existing bridge did not meet current County or California Department of Transportation (Caltrans) design standards for structural components and load carrying capacity. The new structure is a two-lane, pre-stressed concrete box girder bridge measuring 31’-4” feet wide and 99’-0” feet long. It is located on the same alignment as the existing bridge and elevated approximately 2 to 3 feet above the existing grade to better accommodate 100-year flood event(s). Additional work required for this project included Retaining Wall construction, temporary shoring, a creek diversion and dewatering, 24” CIDH piles, paving, drainage system construction, California ST-30 Bridge Rail and striping.

The project was to be constructed in 2 seasons where Stage 1 was to build the South side of the bridge while the existing bridge remained in place and Stage 2 was to demolish the existing bridge and construct the North side of the bridge. Our goal was to accelerate the work and complete the entire project in one season. We knew that it was going to be a tight schedule in order to get out of the creek by the October 15th deadline. Work began on March 27th, 2017 with biological monitoring and construction began on April 3rd with shoring installation.

Our first challenge was installing the shoring for Abutment 1 because we encountered a large boulder 6-feet higher than the boring logs indicated. This set the project back one month because of the additional effort required to drill through the boulder for the shoring. Once the shoring was installed, we were able to complete Stage 1 by the end of July 2017. We then switched traffic to the Stage 1 bridge, demolished the existing bridge, and began construction on Stage 2. We encountered the same boulder in Stage 2 at Abutment 1 which delayed the project another week due to the removal efforts. We also encountered delays at Abutment 2 while drilling the piles because of another boulder. The delays set the project back another 5 weeks, however; we were able to overcome these delays to finish construction of Stage 2 and make it out of the creek by November 1st after being granted a 2 -week extension from October 15th and accelerating the work.

Santa Clara

Santa Clara Retaining Wall, Caltrans Contract #04-2G9904

This project required roadway improvements located in Santa Clara County on Route 130, including new Soldier Pile Retaining Wall, new drainage systems, and over 2500 ft of asphalt concrete pavement overlay. Project challenges include mountainous terrain with limited access, and strict biological requirements, limiting the construction window to less than five months. The concrete and soldier pile were stained in order to improve the aesthetics of the new improvements.

Old Canyon Road Bridge Foundation Protection Repair Project

Old Canyon Road Bridge Foundation Protection Repair Project, City of Fremont, Federal Project No. BHLO 5322 (050)

The project was located at the Old Canyon Road Bridge over Alameda Creek on Hwy 84/Niles Canyon Road in the City of Fremont. The Project purpose was to reinforce the existing piers supporting the Old Canyon Road Bridge. A scour study conducted by Caltrans in 2010 determined that scour conditions were critical at the bridge. The project was necessary to comply with the requirements to address areas of critical bridge scour to prevent the bridge from becoming unstable.

The work consisted of removing the existing grouted rock rip-rap and placing new rock rip-rap surrounding the upstream and downstream face of the piers. The scour hole that has formed around the piers was filled with more than 1,100 tons of rip rap, which was placed between the piers to form a low flow channel that conformed to upstream and downstream areas. The Project also required the removal of an existing fish passage barrier to allow for future anadromous fish passage.

The Project required temporary dewatering of the Alameda Creek. The dewatering was accomplished using a diversion structure consisting of a coffer dam, well points and a large filtration system. We were able to coordinate with Alameda County Water District to have the downstream dams lowered during construction to minimize the amount of dewatering required and to mitigate the environmental impact.

RS 99 and SR 178 Bridge Retrofit Project

Bakersfield Bridge Seismic Retrofit, Caltrans Contract #06-0K8104

The seismic retrofit project included two outdated bridges in desperate need of some attention. One of the major challenges of a retrofit is that all of the work is designed based on the assumption that the original product was built perfectly to the original design. By understanding that this is not a reasonable assumption, we were able to stay ahead of the process and partner with Caltrans to overcome the multiple discrepancies found throughout the existing structures. The project included 18 XX-strong steel pipe extenders, ranging from 8-10 feet long, that had to be installed inside the hinges on both bridges. The process required outside-the-box thinking to devise a plan to hoist the pipes inside of the bridges and slide them through a cored hole in the existing hinges. Other challenging aspects of the project included 25’ tall infill walls between columns, steel column casings, bridge footing retrofit, diaphragm bolster construction bridge access openings, barrier rail, guard rail, and paving.