Maguire Group Bridges Brochure

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Maguire Group's award-winning bridge designs can be found throughout the Northeast.

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  • TRANSPORTATION

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    Maguire Group Introduction

    Maguire Group Inc. was founded over 70 years ago as a small civil engineering firm. Today, Maguire is a full-service, internationally recognized architectural, engineering, planning and construction management organization. Throughout its history, Maguire has played an important role in the plan-ning, design and construction of the infrastructure used in our daily life for thousands of clientsfrom tiny towns to Fortune 500 companiesacross the country and around the world. That role continues today as part of the Metric Engineering Group.

    Metric Engineering Group (MEG) is a leading U.S. engineering, architectural, construction and emergency management organization specializing in infrastructure and transportation for commercial, industrial and govern-ment clients. Today, MEG includes Metric Engineering, Maguire Group Inc., Dynamic Corporate Consultants Inc., and Advanced Transportation Engineering Consul-tants over 500 dedicated professionals in 25 strategi-cally located offices throughout the United States, Latin America, and the Caribbean.

    As part of the MEG Team, Maguire Group provides full-service project delivery, from environmental planning and conceptual design to construction management and inspection. Our mission is to provide clients with the personal service and attention they would receive from a smaller, local firm, while delivering the experience and resources of a large, national firm capable of handling even the most complex projects.

    Take a look... Maguire welcomes the opportunity to introduce our firm and its many capabilities. Since 1938, we have been providing design and engineering services to municipalities, county and regional agencies, private clients, state agencies and departments of transportation, and the federal government. Maguire has the technical and practical experience to meet all your transportation-related needs.

    Take a look at some of our past and ongoing bridge projects and youll see how we transform necessity and imagination into reality and innovation.

    Its infrastructure for the real world.

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    Introduction

    The Maguire Bridge Engineering team has a wide variety of experience in the design, rehabilitation, inspection and rating of bridges and other structures. With over 70 years of experience in bridge design, we have performed the full range of bridge projects from long-span bridges to culverts, and from multi-million dollar interstate bridge designs to emergency inspec-tions and shoring. We are responsive, innovative and dedicated to providing quality bridge engineering services for our clients.

    Maguire uses the latest bridge software to facilitate our designs including the SAP Bridge Module, MDX, FB-Pier, various ASHTOWare software including Virtis, and all the PennDOT-approved software. Naturally, we have AutoCAD and Microstation capabilities.

    We have performed emergency services to assess failing bridge components and design shoring for immediate construction. We have the resources and the dedication to get the job done fast.

    Our construction services experience working for contractors gives us the contractors perspective and helps us with designing for constructability in our other work.

    Bridge Design Capabilities

    Steel network archesConcrete spandrel archesSteel truss bridgesSteel trapezoidal box girdersPre-stressed concrete bulb teesSteel I-girdersPre-stressed concrete box beamsPost-tensioned pier capsDrilled shaftsPile and spread footingsLRFD steel and concrete designLRFR ratingsSeismic analysis and designAccelerated bridge construction design

    Contractor Construction Services

    Excavation supportTemporary shoringTemporary utility supportUnderdeck shieldingDevelopment of shop drawings

    Over our 70 years in business, Maguire has performed the full range of bridge projects, so it is safe to say if its a structural systemlarge or smallwe have designed it, rehabilitated it, inspected and rated it, and even managed its construction.

    Bridge Engineering

    Expertise you trust... Service you deserve.

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    Maguire Group Bridge Design Case StudyProject: Providence River Bridge (Iway Bridge) Design Owner: Rhode Island Department of Transportation Location: Providence, Rhode Island Project Type: Network Arch Bridge Design

    The innovative network arch span the Maguire Team designed for the Iway Bridge on behalf of the Rhode Island Department of Transportation (RIDOT) and the Federal Highway Administration (FWHA) represents a unique application of existing technology / tech-niques. Based on research into arch bridges with inclined cables, it was decided to use a network arch cable arrangement to save consid-erable amounts of steel weight for the design of the arch span. A net-work arch bridge is an arch bridge with inclined cables that cross more than once. Because moments are greatly reduced, arch and tie cross sections are very light.

    One unique feature of the bridge is the use of three arch ribs rather than the normal two. The bridge can carry five lanes of traffic in each direction and has a total width of 165 feet (50 m). Due to its large width, it was decided to use three arches and to use floorbeams to span between the ties. On site in Providence, RI, the bridge sits be-tween the Fox Point Hurricane Barrier and a 100-year-old sewer si-phon, so it was desired to keep the width to a minimum. The center arch for this bridge carries over half the load due to the rigid connec-tion of the floorbeams to the ties. The floorbeams were attached to the tie with moment connections to prevent fatigue cracking.

    Other unique features include: First network arch built in the United States Saved 33% in structural steel costs over vertical cable options First skewed network arch bridge and first with 3 arches First major use of self-propelled modular transporters*

    (SPMTs) in Rhode Island Float won 2008 NASTO (Northeastern Association of State

    Transportation Officials) Innovative Management Award given to the Rhode Island Department of Transportation (RIDOT)

    The Iway Relocation and Bridge Project won the 2010 American Council of Engineering Companies (ACEC) Grand Conceptor Award regionally, and awaits final distinction for the national Engineering Excellence Awards competition

    The bridge was built in Quonset-Davisville, RI and then carefully trans-ported by barge 12 miles up-river to Providence. In 2007, the "float" of the Maguire-designed bridge was featured on the History Channels Mega Movers program on Really Big Bridges.

    The 400-ft (120 m) network arch span being built in Quonset.

    Span lifted on SPMTs to roll onto barges.

    Span floated by tug-pushed barges 12 miles up Narragansett Bay.

    Span set in place on separately built piers.

    Maguire Group developed a unique position as experts with the time-saving and cost-effective techniques described in this Case Study. Learn how we can help you achieve similar success:

    Visit our website at: www.MaguireGroup.comThe finished bridge opened in November 2007 and is a prominent part of the entire Iway Project.

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    Building the bridge offsite was an ingenious way to ad-dress the extraordinary problems the Maguire Team faced in terms of site, location, hazardous conditions, and project requirements. While work was conducted on the respective beams or girders on both sides of the Providence River, down the Narragansett Bay in Quon-set, teams began to work on and assemble the network arch itself.

    Instead of working from barges while piecing the bridge together over the river, the contractor could work on Pier 2 at Quonset a flat area with plenty of work and storage space around it. In Providence, the nearby hurricane bar-rier barred access to large cranes from the north side. The contractor could not locate cranes big enough to reach all the way across the bridge from the south.

    Before moving the 5.5-mil-lion-pound bridge, the bridge moving firm, Mam-moet, needed to jack it up 30 feet (9.1 m) so that it would be high enough to slide onto the tops of the piers when it reached Providence. Mammoet used devices that are relatively new to U.S. construction: self-propelled modular transporters* (SPMTs). One of the SPMTs at Quonset was about 30 feet long with 48 wheels under it on hydraulic jacks that could raise or lower them and also adjust for bumps or changes in the ground level.

    * To review the Federal Highway Administrations Manual on Use of Self-Propelled Modular Transporters to Remove and Replace Bridges visit: www.fhwa.dot.gov/bridge/pubs/07022/smpt_07_07.cfm#s713 Chapter 7.1.3 focuses on RIDOTs Providence River Bridge (the Iway Bridge) and SPMTs

    In the past, other bridges have been built on barges and transferred to construction sites, but rental cost of the barges can be high. The SPMTs allowed a short-term rental of the barges, saving the contractor significant money. In addition, using the SPMTs on barges facili-tated final placement of the bridge near the hurricane barrier site constraint that prevented the use of cranes to erect the span.

    The two barges used for transporting the span were held apart by a pair of crane booms, forming a giant cata-maran. They were docked with their sterns against the pier. The SPMTs moved the bridge onto the barges cross-wise, with its ends overhang-ing the barges sides. In Providence, that arrange-ment let the barges pass between the piers while the ends of the bridge passed above the piers. Lowering the bridge set it in place on the piers.

    The arch bridge opened for public use in November 2007 and is the most prominent part of Rhode Islands largest transportation project (the relocation of a section of I-195 and its interchange with I-95). The bridge has garnered national attention for its construction innovation, but many love its sheer aes-thetic beauty. This signature span, with its considerable architectural detailing, will be one of the most visible Providence landmarks for decades to come.

    Maguire Group developed a unique position as experts with the time-saving and cost-effective techniques described in this Case Study. Learn how we can help you achieve similar success:

    Visit our website at: www.MaguireGroup.com

    Network Arch Bridge Advantages Idealfor3001,500spanrange

    Cost-effective:30-60%possiblesteelcostsavings

    Inclinedcableshavesmallerdeflectionthanverticalcablesoption

    Fasterprojectcompletionpossible:lighterweightallowsmoving-e.g.,forconcurrentbridge/foundationconstructionandeventualmovingofthestructureontoitsfoundation(whetheroverland,or,liketheIwayBridge,overwater)

  • 6Maguire included unique design features that addressed the towns objective to feature both frogs and thread manufactur-ing. Four 12-foot bronze frogs were designed, fabricated and placed on the precast concrete spools of thread at the bridge entrances. In addition to preliminary and final design for the roadway and bridge elements, Maguire conducted environ-mental studies, surveys/mapping, preliminary engineering studies, and architectural coordination and oversight.

    Part of Maguires work on the I-195 relocation includes a pe-destrian walkway over the interstate for local resident access to India Point Park and the waterfront. The highly architectural rigid-frame structure is designed to carry soil on top for plant-ings and for an ADA-accessible path connecting the bridge to India Point Park.

    Maguire has been Lead Consultant and Program Manager for the award-winning I-195 relocation project in Providence on behalf of RIDOT. The multi-year interstate relocation project involved 16 bridges and numerous roadways, ramps and abut-ters. It is due to be completed in 2012.

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    Maguire Group

    Maguire provided bridge design services for the new Thread City Crossing, also known as the Frog Bridge, winning a National Partnership for Highway Quality Award. Aesthetic considerations were a high priority in the bridge design, and Maguire worked closely with Windham-Willimantic, CT officials to be sure the appearance of the bridge conveyed key images of local history, industry and heritage.

    The new I-195 alignment in Providence eliminates left-hand exits and provides a straighter route, fewer ramps and a redesigned and relocated interchange between Interstates 195 and 95. Note the complexity of the geometric layout within a limited work area, and the integral pier cap and the structure curvatures.

  • 7The Beaver River Bridge project is part of a total $154M recon-struction of the Pennsylvania Turnpike Commissions Interstate 76 mainline, intended to improve the durability of the road, enhance safety, and increase capacity of the toll facility that runs the length of Pennsylvania. A feasibility study conducted by Ma-guire determined that total bridge replacement was necessary. The study also developed a conceptual construction-staging scheme and construction cost estimate. The project is now in Phase 2, with Maguire conducting preliminary design.Maguire is working to design the new bridge and associated roadways. The bridge will be expanded from 2 to 3 lanes, with a ramp in each direction, and include a reconfiguration of the Beaver Valley Interchange to eliminate one or both of the exist-ing interchange ramp bridges and create a more conventional interchange connection with State Route 18. The replacement of three overhead bridges directly to the west of the Beaver Valley Interchange will also be included. The third phase will be final design, and the project is expected to be completed by 2013.

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    As part of the new McDaniel Drive Extension on the Univer-sity of New Hampshire (UNH) Campus, Maguire was retained to design a new structure under the existing B&M Railroad tracks (Guilford Rail). These existing tracks connect Boston with Portland, Maine and provide for passenger service and a large amount of freight traffic. Maguire first determined the best choice for construction methods and construction type. Because of the existing track width available, cut-and-cover methods were used. A steel half-through girder type of bridge was selected because it offered the minimum structure depth, which minimized excavation and dewatering for the roadway beneath. Extensive coordination was required with railroads/utilities to maintain rail traffic and service through the area during construction. Because of its campus location, the ap-pearance of the bridge was very important. Architectural fea-tures include haunched girders, form liners, colored concrete, and dramatic lighting.

    After...