NARRATIVE SUMMARY - Rhode Island Turnpike and Bridge Authority

Transcription

NARRATIVE SUMMARY
PREPARED FOR:
Rhode Island Turnpike and Bridge Authority
Jamestown, Rhode Island
Prepared By: HNTB Corporation
June 2016
TABLE OF CONTENTS
INTRODUCTION ......................................................................................................................... 1
History ................................................................................................................................... 1
Authority Composition .......................................................................................................... 2
Ten Year Renewal and Replacement Plan ............................................................................. 2
Summary of Planned Work.................................................................................................... 4
Newport/Pell Bridge .................................................................................................................. 5
Item 1 – Future Repairs/Minor Rehabilitation On-Call Contract .......................................... 6
Item 2 – Development of Asset Management Program ....................................................... 6
Item 3 – Bridge Deck Evaluation (Concrete) and Full Depth Replacement ........................... 6
Item 4 – Bridge Deck Sealing (Concrete) ............................................................................... 7
Item 5 – Bridge Deck Slab Partial Depth Rehabilitation (Hydro-demolition) (Concrete) ...... 8
Item 6 – Bridge Deck Patching Roadway/Approaches (Concrete) ........................................ 9
Item 7 – Bridge Deck Joint and Header Repairs (Concrete) .................................................. 9
Item 8 – Realignment of West Approach Roadway Pavement (Asphalt)............................ 10
Item 9 – Structure "E" Superstructure Replacement and Widening ................................... 10
Item 10 – Removal of Loose Haunches (Combine with Appropriate Contracts) (Concrete)
............................................................................................................................................. 11
Item 11 – Concrete Repairs on Prestressed Beams, Piers, Abutments and Anchorages .... 12
Item 12 – Placing Protective Concrete Jacketing on West Protection Cells ........................ 12
Item 13 – Painting of Steel Superstructure ......................................................................... 12
Item 14 – Steel Superstructure Repairs/Retrofits ............................................................... 13
Item 15 – Main Cable Unwrapping, Inspection, Testing & Repairs ..................................... 13
Item 16 – Bearing Replacements......................................................................................... 14
Item 17 – Median Barrier Maintenance .............................................................................. 14
Item 18 – Rocker Bearing Repairs/Resetting ....................................................................... 15
Item 19 – Update As-Built and As-Inspected Load Ratings ................................................. 15
Item 20 – Restriping ............................................................................................................ 16
Item 21 – Signs and Cameras Upgrades .............................................................................. 16
Item 22 – Miscellaneous Maintenance & Repairs ............................................................... 16
Mount Hope Bridge ................................................................................................................. 17
Item 1 –Deck and Miscellaneous Concrete Repairs (16-7)................................................. 17
Item 2 – On-Call Miscellaneous Repairs .............................................................................. 19
Item 3 – Suspended Span Miscellaneous Repair ................................................................. 19
Item 4 – Development of Asset Management Program ..................................................... 19
Item 5 – Roadway Deck - Remove Concrete Overfill & Replace with Pavement ................ 20
Item 6 – Superstructure Painting, Steel Repairs & Catwalk Repairs (South Approach) (16-6)
............................................................................................................................................. 20
Item 7 – Main Cable Painting/ Cable Band Caulking/ Suspender Rope Painting ................ 20
Item 8 – Main Cable Rehabilitation and Dehumidification, and New Anchorage
Dehumidification System .................................................................................................... 21
Item 9 – Environmental Remediation ................................................................................. 23
Item 10 – Road and Facility Infrastructure Upgrades.......................................................... 23
Item 11 – Restriping ............................................................................................................ 23
Item 12 – Tower Painting/North Approach Pier Painting ................................................... 24
Item 13 – North Approach Roadway Milling and Paving .................................................... 24
Item 14 – Electronic Signage/ Electrical Upgrades .............................................................. 24
Item 15 – Security Cameras/ Weather Station.................................................................... 24
Sakonnet River Bridge ............................................................................................................. 25
Item 1 – Future Repairs / Minor Rehabilitation On-Call Contract....................................... 26
Item 3 – Restriping .............................................................................................................. 27
Item 4 – Pavement Crack Sealing ........................................................................................ 28
Item 5 – Concrete Deck Repairs .......................................................................................... 28
Item 6 – Roadway / Navigation Lighting – Repair and Replacement .................................. 28
Item 7 – MSE Wall Maintenance ......................................................................................... 29
Item 8 – Security Features – Cameras & Fencing ................................................................ 30
Item 9 – Sign Maintenance .................................................................................................. 30
Item 10 – Boat Ramp Maintenance ..................................................................................... 31
Item 11 – Miscellaneous Site Work Repairs ........................................................................ 31
Item 12 – Detention Basin Cleaning / Disposal / Inspection ............................................... 32
Item 13 – Catch Basin & Drain Work ................................................................................... 32
Item 14 – Concrete Repairs – Barriers & Parapets .............................................................. 33
Item 15 – Weather Station .................................................................................................. 34
Item 16 – Bike Path Pavement ............................................................................................ 34
Item 17 – Other / Contingency ............................................................................................ 34
Item 18 – Parking Lots – Overlay Pavement........................................................................ 34
Jamestown Verrazzano Bridge ................................................................................................ 35
Item 1 – Future Repairs / Minor Rehabilitation On-Call Contract....................................... 36
Item 3 – Bridge Rating Update ............................................................................................ 36
Item 4 – Restriping .............................................................................................................. 37
Item 5 – Carbon Wrap Repairs (Trestle Structure) .............................................................. 37
Item 6 – Security Features ................................................................................................... 38
Item 7 – Signs ...................................................................................................................... 38
Item 8 – Survey Profile / PT Additions Shrinkage & Creep .................................................. 38
Item 9 – Navigation Lighting Repair .................................................................................... 38
Item 10 – Weather Station .................................................................................................. 38
Item 11 – Deck Sealing (Concrete) ...................................................................................... 39
Item 12 – Deck Patching Roadways/Approaches ................................................................ 39
Item 13 – Joint Repairs ........................................................................................................ 39
Item 14 – Concrete Spall Repairs (Piers and Bents) ............................................................ 40
Item 15 – Pier Protective Granite Panels ............................................................................ 41
Item 16 – Joint Replacement (Trestle Spans Only).............................................................. 41
Item 17 – Deck Chloride Monitoring ................................................................................... 41
Item 18 – Scour Repairs (Main Span) .................................................................................. 42
Item 19 – Concrete Crack Repairs to Superstructure (Main Structure) .............................. 42
Item 20 – Pedestrian and Crash Rail System Repairs & Painting ........................................ 43
Item 21 – West Abutment Area .......................................................................................... 44
Item 22 – Other/Contingency.............................................................................................. 45
RI 138 Connector Highway ...................................................................................................... 46
Item 2 – Restriping RT 138 .................................................................................................. 47
Item 3 – Milling / Paving / Drainage Repairs ....................................................................... 47
Item 4 – Pavement Crack Sealing - Route 138 .................................................................... 48
Item 5 – Milling/Paving/Drainage Repairs - Frontage Roads .............................................. 48
Item 6 – Pavement Crack Sealing - Frontage Roads ............................................................ 49
Item 7 – Signage .................................................................................................................. 49
Item 8 – Overhead Sign Structures...................................................................................... 49
Item 9 – Restriping Frontage Roads .................................................................................... 49
Item 10 – Detention Basin Cleaning/Disposal/Inspection................................................... 49
Item 11 – Fencing and Guardrail Replacement ................................................................... 50
Item 12 – Miscellaneous Bridge Repairs - 7 Minor Structures ............................................ 50
Item 14 – Milling/Paving/Drainage Repairs – 1A to N. Kingston Abutment ....................... 50
Facilities ................................................................................................................................... 51
Item 2 – Jamestown Administration Building - Miscellaneous Exterior Painting, Cleaning,
Concrete Paving Repairs, etc. .............................................................................................. 52
Item 3 – Jamestown Maintenance Building - Fit-Out Attic Space ....................................... 53
Item 4 – Jamestown Toll Plaza and Tunnel ......................................................................... 53
Item 5 – New Maintenance Headquarters .......................................................................... 54
Item 6 – Administration Building - Rehab./Expansion for RhodeWorks ............................. 54
Item 7 – Bristol Historic Administration Building Renovation (Mt. Hope House) ............... 54
Item 8 – Sakonnet Pre-Engineered Metal Storage Building - Non-insulated with Pleasing
Architectural Aesthetics (Upper Road Area). ...................................................................... 54
Item 9 – Jamestown Pump Station Building - Roof Replacement and Miscellaneous Repairs
............................................................................................................................................. 55
Item 11 – Parking Lot Near Mt. Hope House - Paving ......................................................... 55
Item 12 – Mt. Hope Contractor Yard Fencing, Grading, Drainage ...................................... 56
Item 13 – Toll Plaza Electrical Upgrades .............................................................................. 56
Item 14 – East Bay Maintenance Facility ............................................................................. 57
Appendix A – TEN YEAR Renewal and Replacement Plan – Item Listings ............................... 58
INTRODUCTION
INTRODUCTION
The Rhode Island Turnpike and Bridge Authority (RITBA) currently operates and
maintains the Newport/Pell, Mount Hope, Jamestown Verrazzano, and Sakonnet
River Bridges. Additionally, the Authority operates and maintains RI Route 138
from Route 1A in North Kingston to the Newport/Pell Bridge, as well as, the
administration and maintenance facilities associated with the various bridges.
History
The Rhode Island Turnpike and Bridge Authority was created in 1954 by the Rhode
Island General Assembly as a corporate body with power to construct, acquire,
maintain, operate bridge projects and issue bonds as defined by law (P.L. 3390).
The Authority was created in order to facilitate vehicular traffic, remove many of
the present handicaps and hazards on the congested highways in the state, alleviate
the barriers caused by large bodies of water, and promote the agricultural and
industrial development of the state (PL. 3390 Sec. 3).
In 1963, Public Law Chapter 165 amended Title 24, Chapter 12 to dissolve the
Mount Hope Bridge Authority and Jamestown Bridge Commission whose
authorities and powers were transferred to the Rhode Island Turnpike and Bridge
Authority. The Authority was responsible for the construction of the Newport
Bridge (later renamed the Claiborne Pell Bridge, but commonly referred to as the
Newport/Pell Bridge), which opened to traffic on June 28, 1969.
Up until 2013, the Authority was responsible for the operation and maintenance of
the Newport/Pell Bridge between Jamestown and Newport, and the Mount Hope
Bridge between Portsmouth and Bristol. In 2013, the Rhode Island General
Assembly amended Title 24, Chapter 12 to allow the Authority to acquire the
Sakonnet River Bridge and the Jamestown Verrazzano Bridge from the State of
Rhode Island. Along with the Jamestown Verrazzano Bridge, a portion of Route
138, from the Jamestown Bridge to the Route 1A interchange in North Kingston
was also transferred to RITBA. This 2.7 mile long stretch of Route 138, referred to
2017 TEN YEAR RENEWAL AND REPLACEMENT PLAN - NARRATIVE SUMMARY
PAGE 1 OF 58
INTRODUCTION
herein as the RI 138 connector highway, includes seven minor bridges, roadway
lighting, landscaping and an extensive storm drainage system. Similarly, along with
the new Sakonnet River Bridge, two adjacent minor bridges, a bike path, storm
drainage systems, roadway lighting and other related components became property
of RITBA.
In 2014, the 2014 General Assembly passed Article 21 of the FY 2015
Appropriations Act. Under this Act, starting in FY 2015, 3.5-cents of the gasoline
tax is transferred to the Turnpike and Bridge Authority, to be used for maintenance,
operations, capital expenditures and debt service on any of its projects in lieu of a
toll on the Sakonnet River Bridge, which was originally authorized by the 2012
General Assembly and reconsidered after public debate over tolling.
Authority Composition
The Authority’s Board of Directors consists of five (5) members, including the
Director of the Department of Transportation who is a member ex-officio, and four
(4) members appointed by the Governor for four (4) year terms.
Ten Year Renewal and Replacement Plan
The RITBA has historically developed a Ten Year Renewal and Replacement plan
(10-Year Plan) for their physical assets. Up until 2014, the 10-Year Plan focused on
the Newport/Pell and Mount Hope bridges, the Jamestown toll plaza and the
administration building. Following the transfer of Jamestown Verrazzano Bridge,
Sakonnet River Bridge, RI 138 connector highway and associated facilities from the
State of Rhode Island, the 10-Year Plan was expanded to include all the new assets.
The 10-Year Plan, updated annually, includes the planned capital improvements
with associated estimates of engineering, construction and inspection costs. The
items identified in the 10-Year Plan for the bridges are based on bridge inspection
reports, and discussions with RITBA staff and the other engineering consultants
under contract to RITBA. The bridge inspections were performed by other
consultants to comply with the National Bridge Inspection Standards (NBIS).
While the NBIS require biennial inspection of bridges, RITBA conducts additional
inspections between the regular biennial inspections on a case-by-case basis. The
inspections include visual inspections of the entire structure, as well as hands-on
inspections of fracture critical members (tension members whose failure would
result in partial or total collapse of a span or structure).
PAGE 2 OF 58
INTRODUCTION
At the time of this 10-Year Plan update, the following inspection reports were
available and utilized in developing the proposed projects:
MOUNT HOPE BRIDGE – 2014 Annual and Fracture Critical Member
Inspection, prepared by Modjeski and Masters for RITBA.
NEWPORT/PELL BRIDGE – 2015 Biennial Inspection (Approach Spans) and
the 2014 Biennial Inspection (Suspension Spans) prepared by WSP for
RITBA.
JAMESTOWN VERRAZZANO BRIDGE – 2015 Biennial Inspection prepared by
WSP for RITBA.
SAKONNET RIVER BRIDGE – 2014 Biennial Inspection prepared by
Commonwealth Engineers and AECOM for Rhode Island Department of
Transportation (RIDOT).
Additionally, recent inspection information for the minor bridge structures was
provided to HNTB as follows:
RT. 138 OVER ACCESS ROAD IN NORTH KINGSTOWN – 2014 Biennial
Inspection prepared by Collins Engineers.
RT. 138 OVER N. MAIN RD./NORTH RD. IN JAMESTOWN (2 BRIDGES) – 2014
Biennial Inspection prepared by WSP.
RT. 138 OVER ANIMAL CROSSINGS IN JAMESTOWN (4 BRIDGES) – 2014
Biennial Inspection.
RT. 138 OVER EAST SHORE RD. IN JAMESTOWN – 2013 Biennial Inspection
prepared by WSP.
RT. 24 OVER HUMMOCKS AVE. IN PORTSMOUTH – 2013 Biennial Inspection
prepared by GM2 Associates, Inc.
RT. 24 OVER EVANS AVE. IN TIVERTON – 2014 Biennial Inspection prepared
by AECOM.
PAGE 3 OF 58
INTRODUCTION
Summary of Planned Work
The 10-Year Plan includes a total investment
over the next 10 years of $223 million. Item
lists are provided in the Appendix in which this
investment is organized into six major
categories. The investments for each category
are as follows:
Newport Pell Bridge:
Mt. Hope Bridge:
Jamestown Verrazzano Bridge:
Sakonnet River Bridge:
Facilities (buildings):
RI 138 Connector Highway:
$116M
$ 52M
$ 27M
$ 14M
$ 8M
$ 7M
As shown above and in the adjacent chart, the
majority of the planned investments included
in the 10-Year Plan is for work at the two large
suspension bridges. Approximately 75% of the total cost is for the Newport Pell and
Mount Hope Bridges, which is understandable given the size, complexity and age of
these structures.
The Jamestown Verrazzano and Sakonnet River Bridges represent approximately
18% of the total cost of anticipated work. The increase in required investment for
the Sakonnet River Bridge from the previous 10-Year Plan reflects the fact that the
Sakonnet River Bridge and related infrastructure will be 15 years old by the end of
the 10-Year period and will require capital improvement work.
The RI 138 connector highway and the various building facilities represent 7% of
the total cost of anticipated work.
Note that the 10 minor bridge structures, drainage systems and other ancillary
facilities have been grouped with one of the six categories above based on the type
of component, or their proximity to one of the major bridges.
PAGE 4 OF 58
NEWPORT/PELL BRIDGE
NEWPORT/PELL BRIDGE
The construction of the Newport/Pell Bridge began 1966
and the bridge was opened to traffic on June 28, 1969.
The total length of the bridge is 11,248 feet and the main
towers extend 400 feet above the water. The bridge has
a main span of 1,600 feet and two side spans of 687 feet
making it the longest suspension span bridge in New
England. The bridge carries the four lanes of Rhode
Island State Route 138 over the East Passage of
Narragansett Bay, between the Town of Jamestown on
Conanicut Island and City of Newport on Aquidneck
Island. The items listed under the Newport/Pell Bridge
heading also include work required for Structure “E”
which is the single span bridge carrying RI 138 over East
Shore Road in Jamestown.
Structures Included:
Newport/Pell Bridge
Structure “E”
Steel suspension bridge (total length of 11,248 feet)
Steel single span bridge (80 foot span)
As shown in the above chart, bridge deck repairs account for roughly 55% of the
anticipated outlays over the 10-year period. The extensive repairs are needed
because of the age of the deck, which is original to the bridge.
Approximately 30% of anticipated outlays include steel repairs, retrofits and
bearing replacements. The steel repairs and retrofits are part of ongoing repairs of
corrosion-related damage, and are common for a bridge of this type. The bearing
repairs are part of a planned upgrade to replace the original bearings with ones that
are capable of fully adhering to current bridge design requirements.
PAGE 5 OF 58
NEWPORT/PELL BRIDGE
Item 1 – Future Repairs/Minor Rehabilitation On-Call
Contract
This item reflects an on-going, smaller scale repair program to address items
identified during routine bridge inspections that should not wait until a larger
repair program is put in place. This item also includes smaller scale test programs
and studies that will inform the Authority on the best approach when designing
larger scale repair programs.
Examples of the type of work covered by this item include:


Perform a fatigue evaluation on the fracture critical and fatigue sensitive
details in the girder spans and deck truss spans.
Replacement of heavily worn tower wind lock pin block bronze wearing
plates.
Item 2 – Development of Asset Management Program
RITBA has embarked on developing an agency wide asset management program to
ensure efficient maintenance of all of the Authority’s structures and facilities. An
effective asset management program will provide savings to the Authority by
minimizing the number of larger restoration and rehabilitation projects required
throughout the life of the assets, and by extending the life of the Authority’s critical
and valuable assets. The program began in 2015 with a data gathering effort on the
Newport/Pell Bridge using LIDAR scanning technology and a pilot program for the
Authority’s landscaping work. RITBA currently plans to expand this program
incrementally each fiscal year, one facility at a time, and it will ultimately include all
of the roadways and facilities under RITBA’s stewardship.
Item 3 – Bridge Deck Evaluation (Concrete) and Full
Depth Replacement
Maintaining the condition of the concrete bridge deck and riding surface is not only
important to the travelling public, it is also essential to prevent premature
deterioration of the underlying floor system and substructure. The condition of the
bridge deck is under constant assault from heavy truck loads, high traffic volumes
and the deicing salts used to make the roads safe during the winter months.
The work included in the early years for this item involves condition monitoring
PAGE 6 OF 58
NEWPORT/PELL BRIDGE
and testing of the concrete deck, which will include evaluation of the need for fulldepth deck replacement. Full-depth deck replacement is anticipated to be needed
for portions of the bridge near the end of the 10-year plan period. The condition
monitoring and testing program has been in place for decades and forms the basis
of determining the appropriate types and level of repairs required to best prolong
the life of the concrete bridge deck. The program allows for the Authority to track
deterioration over time.
The deck on the approach girder and truss spans of the bridge consists of a cast-inplace monolithic slab measuring 48’-0” wide curb to curb with two 3’-0” wide
concrete safety walks (54’-0” total concrete width). The deck in the suspended
spans consists of a cast-in-place monolithic slab measuring 48’-0” wide curb to
curb with two 3’-0” wide steel safety walks (48’-0” total concrete width). All
concrete decks are 7.5” thick.
The original concrete deck is over 45 years old and contains widespread patching
throughout. The deck has been continually inspected and repaired as part of
ongoing preventative maintenance to replace deteriorated areas. Items 3 to 7 in the
10-Year plan all function as important parts of the overall program to maximize the
service life of the concrete deck.
The evaluation aspects of this item include:
 Targeted condition inspections using visual techniques to identify cracks
and open voids in the riding surface.
 Mechanical sounding (hammer taps or chain drag) to discover hollow
areas.
 Sampling and testing of chloride intrusion from deicing salts.
Evaluations are planned in the 2016-2017 and the 2018-2019 fiscal years.
Due to the advanced age of the concrete bridge deck, the first major full-depth
replacement of a segment of the bridge deck (3,000 LF) is anticipated to be
required towards the end of this 10-year plan. This work will be the first of series of
full-depth replacements that will eventually result in the replacement of the entire
bridge deck, most of which will occur beyond the 10-year period of this plan.
Item 4 – Bridge Deck Sealing (Concrete)
The top surface of the roadway deck generally breaks down first due to wear and
freeze-thaw damage, in combination with chloride intrusion (from deicing salt).
PAGE 7 OF 58
NEWPORT/PELL BRIDGE
With each winter season and the application road salt to keep the roadways safe for
driving, the chloride ions in the salt migrate further into the thickness of the
concrete deck through micro cracks. Eventually, the chloride ions reach the steel
reinforcement in the deck (generally 1½” below the top of concrete) and combined
with water, cause the reinforcement steel to oxidize. As the steel corrodes, it
expands, leading to more concrete cracking and more pathways for the chloride
ions and water to penetrate deeper into the concrete deck. As the extent of cracking
increases, more water is able to fill the cracks and during the winter this water can
freeze and expand within the concrete causing the cracks to expand further.
Eventually, the cracks expand to a size and depth where concrete breakouts or
spalls develop.
Bridge deck sealers, designed specifically for this purpose, prevent chloride ions
and water from entering the concrete. The Newport/Pell Bridge deck has been
sealed several times since the late 1980s, the last application in 2012. The bridge
deck should be cleaned and re-sealed every 5 - 7 years to maintain this important
protection. The next scheduled application is 2019-2020.
Item 5 – Bridge Deck Slab Partial Depth Rehabilitation
(Hydro-demolition) (Concrete)
As explained under the previous item, the top layers of the roadway deck generally
break down first due to wear and freeze-thaw damage, in combination with chloride
intrusion. Partial depth rehabilitation removes the top 2” to 3½” of deteriorated
concrete using high-pressure water to expose the top layer of steel reinforcement.
The process removes the unsound, chloride contaminated concrete and provides a
suitable bonding surface to receive the new concrete. This method of repair is only
suitable when the chloride contamination is limited to the top few inches of the
deck. If high chloride levels exist throughout the full depth of concrete, a more
costly and disruptive full-depth replacement of the slab is typically required.
In 2000, 800 feet of the west approach roadway deck underwent partial depth
rehabilitation. The 10-Year Plan includes partial depth rehabilitation of the bridge
deck spread over three different fiscal years. Currently, WSP | Parsons
Brinckerhoff, under Contract 15-16, is conducting the deck evaluation, repair
location identification, and plan development for the next portion of deck to receive
partial depth rehabilitation. The first year of partial depth rehabilitation is
scheduled to occur in 2016-2017.
PAGE 8 OF 58
NEWPORT/PELL BRIDGE
Item 6 – Bridge Deck Patching Roadway/Approaches
(Concrete)
The patch type repair of the surface spalls on the concrete deck is an on-going
annual program to maintain a safe driving surface and prolong the life of the deck.
The program includes the repair of visually apparent deficiencies (primarily surface
spalls) and a pro-active approach where sounding (hammer taps or chain drag
methods) is used to identify and repair incipient spalls. This annual program, along
with the sealing of the bridge deck (Item 4), has been instrumental in preserving
the concrete and extending the useful life of the deck.
Item 7 – Bridge Deck Joint and Header Repairs
(Concrete)
The bridge deck expansion joints allow for the control of temperature movement by
separating sections of a bridge deck into smaller units. They allow each section of
the bridge to expand with temperature rise, and contract with temperature fall.
Bridges undergo expansion and contraction with daily temperature fluctuations
and with the seasonal changes of temperature. The types of joints used vary based
on the anticipated range of movement expected. The larger the distance between
joints, the larger the joint opening needs to be. The Newport/Pell Bridge has a
variety of expansion joint types depending on movement required. The longer
suspension and truss spans use finger-type joints, which can facilitate up to several
feet of movement. The shorter girder, prestressed concrete and multi-stringer spans
use compression and strip seal joints, which facilitate an inch or so of movement.
The bridge deck construction joints allow for the control of concrete shrinkage
when the concrete is first placed and cured. Construction joints are narrower and
are located based on concrete placement limitations.
All joints on the Newport/Pell Bridge experience significant wear from the vehicles
crossing the bridge, especially heavy trucks. The rate of deterioration increases
when heavy trucks pass over uneven expansion joints. Unevenness from one side of
the joint to the other causes impact forces resulting from the repeated pounding of
the heavy truck wheels. This damages the concrete headers on the sides of the joint.
Uneven joints are also one of the leading sources of vibration and noise in the
structure and they affect the ride comfort.
This item includes partial depth and full depth repairs, replacement of joint seals
PAGE 9 OF 58
NEWPORT/PELL BRIDGE
and drainage troughs underneath the finger joints.
Contract 08-4 included the replacement of the joint seals and partial depth header
repairs at various locations throughout the full length of the bridge. Contract 12-1
included addition joint repairs, and a recent change order included additional joint
repairs that are currently ongoing. Joint repairs are anticipated to be performed
over the next two years, and then again over three years from 2021-2024.
Item 8 – Realignment of West Approach Roadway
Pavement (Asphalt)
The recent changes to incorporate open road tolling at the Jamestown Toll Plaza
have created new driving patterns as drivers negotiate the various lane options that
now exist (high speed open road toll lanes, cash or E-Z Pass lanes, and E-Z Pass
only lanes). Drivers navigating through the plaza also need to decide whether to
remain on the RI 138 connector highway, or exit to local roads.
The driver decision-making in the plaza area is also more challenging for
westbound drivers approaching the plaza from the Newport/Pell Bridge because the
sight distance is less than ideal. This is because the roadway follows a curved
alignment that flares out just before the plaza. The curve reduces the driver’s view
of the toll plaza and toll plaza signage, preventing drivers from making lane choices
prior to entering the toll plaza area. This creates potential safety issues, especially
for trucks, which require more distance to react. This item is intended to address
this situation by realigning the westbound roadway between the west approach of
the Newport/Pell Bridge and the toll plaza. This item is scheduled for 2021-2022.
This work will be performed in conjunction with Item 9 – Structure “E”
Superstructure Replacement and Widening.
Item 9 – Structure "E" Superstructure Replacement and
Widening
Structure “E” is located within the west approach between the toll plaza and the
Newport/Pell Bridge. It is a single span steel multi-girder bridge with a composite
concrete deck constructed in 1969. The superstructure of the bridge is scheduled for
replacement and widening during the 10-Year Plan period. It is expected that the
abutments will undergo repairs and modifications at this time to facilitate the new
PAGE 10 OF 58
NEWPORT/PELL BRIDGE
superstructure. The work under this item will be coordinated with Item 8 to
improve the alignment of the roadway over the bridge.
Photo 1- View of Structure E
Item 10 – Removal of Loose Haunches (Combine with
Appropriate Contracts) (Concrete)
The bridge stringers (smaller longitudinal beams spanning between transverse
floorbeams) directly support the bridge deck. Typical slab-on-stringer bridges are
designed with a small space between the bottom of the slab and the top of the top
beam flanges that provides for tolerances and allows the top of deck to be set at the
proper grade. This space is typically filled with unreinforced concrete. This
unreinforced concrete is referred to as a “haunch”.
The haunches on the Newport/Pell Bridge extend past the edge of the stringer
roughly 3½”, and this portion of the haunches have been prone to cracking, and
many pieces have fallen off, creating a hazard. Loose haunches have been removed
over time as they are identified in the field.
The 10-Year Plan, as in the past years, includes a nominal cost for removing the
PAGE 11 OF 58
NEWPORT/PELL BRIDGE
haunches as repair work in areas throughout the bridge are performed and staging
is in place to provide access.
Item 11 – Concrete Repairs on Prestressed Beams,
Piers, Abutments and Anchorages
Contract 12-1 included structural repairs to the piers. While no concrete repairs are
anticipated to be required in the next couple of years, signs of deterioration have
been observed, and these locations are expected to get progressively worse due to
the age of bridge, the saltwater environment, and typical freeze-thaw action during
the winter. Thus, it is expected that concrete repairs will be required by the middle
of the ten year period.
Item 12 – Placing Protective Concrete Jacketing on
West Protection Cells
The Newport/Pell Bridge has cofferdam protection cells below the low point of
main suspension cables where the main cables enter the anchorages. The purpose
of the cofferdams is to prevent an errant ship from damaging the main cables. Each
of the protection cells are formed from three circular steel sheet piling cofferdams
filled with concrete and backfill material. Based on the 2012 underwater inspection,
the steel on the east collision cells typically have approximately 1/8” thickness loss
throughout, with areas of 1/4” loss, due to corrosion. The steel on the west
protection cells typically have 1/16”–1/8” section loss throughout. In 1997, the east
and west cells were repaired. The east cells were jacketed with concrete and the
west cells received a special protective coat in the splash zone near the waterline.
The 10-Year Plan includes installation of a concrete jacket at the west protection
cells in 2018-2019.
Item 13 – Painting of Steel Superstructure
The 10-Year Plan includes painting of the west approach spans in 2016-2017 and
painting of the towers, suspender ropes and main cables in 2020-2021 and 20212022. The effective life of any paint system depends on a variety of factors ranging
from the quality of the surface preparation, the quality/appropriateness of the paint
system used on the steel, the environment, and the effectiveness of the drainage
system of the bridge deck. Painted steel located near failing or open deck joints will
have a shortened life when compared to areas of the bridge not subject to roadway
PAGE 12 OF 58
NEWPORT/PELL BRIDGE
storm runoff or areas that can quickly dry after wetting.
Contract 09-1A (2011-2012) included the full blast-removal of the paint on the
suspended span and replacement with a three coat paint system. Contract 11-1
(2013-2015) included the full blast-removal of paint on the east approach spans and
replacement with a three-coat paint system.
There is no single maintenance activity more critical than maintaining an effective
coating system on the steel. Once the coating is breached, steel corrosion will
commence rapidly due to the corrosive environment the bridge is located in. If not
corrected in a timely manner, section loss will result and steel repairs will be
required to maintain the structural integrity and load-carrying capacity of the
structure.
Item 14 – Steel Superstructure Repairs/Retrofits
The 2014 and 2015 inspection reports identified steel deficiencies and
recommended repairs. Many of the recommended repairs for the east approach
spans were completed under Contract 11-1. These include repairs to floorbeam
brackets, knee braces, bottom flanges and webs. Other recommended work that was
performed under Contract 11-1 included repairs to the steel deck truss, stringer
webs and flanges.
Similar repairs are scheduled to be performed in conjunction with the 2016-2017
west approach painting project. Steel repairs will also be required in conjunction
with the 2020-2021/2021-2022 painting of the towers, suspender ropes and main
cables.
Item 15 – Main Cable Unwrapping, Inspection, Testing
& Repairs
The main cables are among the most important structural components of the bridge
because they are the primary load path and they are non-redundant structural
members. They are also relatively difficult to inspect and repair. Their condition
cannot be fully assessed without unwrapping and wedging-open the strands to
inspect the individual wires. Following the inspection, the cable at each inspection
location must be compacted, rewrapped and painted.
Under Contract 06-7 (2007), Parsons Brinckerhoff (Design and Construction
PAGE 13 OF 58
NEWPORT/PELL BRIDGE
Engineering Support) and Maguire Group Inc. (Resident Engineer) oversaw the
unwrapping, wedging-open, targeted inspection, rewrapping and painting of the
cables. Nine panel locations were investigated with favorable results.
The 10-Year Plan includes another round of unwrapping and inspection in 20172018. A main cable repair program will be planned based on the results of the
inspection.
Item 16 – Bearing Replacements
The rocker bearings supporting the trusses, girders and prestressed beams were
state of the art when the bridge was constructed. However, it is now known that this
type of bearing performs poorly during seismic events. Also, there are numerous
bearings, especially in the Newport/Pell Bridge’s prestressed beam approach spans
that have become “frozen” and are not functioning as designed. The 10-Year Plan
includes the estimated cost of replacing these bearings between 2018-2019 and
2021-2022 with modern bearings that are capable of meeting current design code
requirements.
Item 17 – Median Barrier Maintenance
The original Median Barrier Installation (Contract 14-12) included a service
agreement to maintain (clean, repaint guide-lines, and perform minor repairs), and
replace damaged barrier segments until 2020. After the initial 4-year maintenance
period, the cost of maintenance and repair of the barrier becomes an ongoing cost
to RITBA. The 10-Year Plan reflects this cost starting in 2020-2021. The
expectation is that, on average, five barrier segments will need to be replaced
yearly. The Authority currently has 50 spare segments that will likely need to be
replenished at the end of the 10-year period.
PAGE 14 OF 58
NEWPORT/PELL BRIDGE
Photo 2 - View of the Deck and Median Barrier on the Newport Pell Bridge
Item 18 – Rocker Bearing Repairs/Resetting
The rocker bearings that support the bridge must be reset periodically to correct
misalignment or to release any “frozen” bearings. If bearings are not reset, tilting
beyond a safe degree could occur, which could possibly lead to the overturning of a
bearing. The 10-Year Plan includes the estimated cost of resetting select bearings in
2016-2017 to maintain safety until the bearings are eventually replaced with
modern bearings under Item 16 - Bearing Replacements.
Item 19 – Update As-Built and As-Inspected Load
Ratings
The bridge load rating is an analysis that informs the Authority of the truck loadcarrying capacity of the structure. The rating analysis provides the controlling
capacity for the bridge, as well as the rating of each individual element (e.g. deck,
stringers, floorbeams, truss members, suspender cables, etc.). The load rating
analysis is updated as required to reflect changes in capacity due to damage and
deterioration, and also whenever modifications are made that may result in
additional dead loads or geometry not accounted for in the previous ratings. Load
PAGE 15 OF 58
NEWPORT/PELL BRIDGE
ratings are also an important consideration when prioritizing repair projects since
the load carrying capacity of the structure is of utmost importance.
The 10-Year plan includes funding to update the existing load rating analysis to
account for the changes that have occurred since the last load rating revision.
Information gathered during the routine inspections, along with additional targeted
inspections, would be used to develop the updated ratings.
Note that the current as-built and as-inspected load ratings were computed using
the Load Factor methodology. The current preferred method of load rating, LRFR Load and Resistance Factor Rating, should be considered in future load ratings. The
as-built rating would be updated at this time to allow for comparisons to be made
between the original condition of the bridge and the current condition of the bridge.
Item 20 – Restriping
Roadway lane striping generally needs to be renewed every five years. The
Authority does not own the equipment to remove and apply striping and contracts
out this work. Thus, this item is included in the plan for this work.
Item 21 – Signs and Cameras Upgrades
The condition of the roadway signage is routinely assessed. As signs deteriorate due
to age, or become damaged, they are replaced and updated to meet the current sign
design standards. Similarly, the existing security cameras will need to be replaced
as they age and as technology improves.
Item 22 – Miscellaneous Maintenance & Repairs
This item includes capital projects not covered in the above descriptions that are
beyond general maintenance items.
PAGE 16 OF 58
MOUNT HOPE BRIDGE
MOUNT HOPE BRIDGE
The construction of the Mount Hope Bridge began
December 16, 1927 and the bridge was opened to traffic
October 24, 1929. The bridge consists of the main threespan suspension bridge with steel girder approach spans on
each end. The total length of the bridge is 6,130 feet, and
the suspension span towers extend 285 feet above the
water. With a main span of 1,200 feet, the Mount Hope
Bridge was once the longest span bridge in New England.
As shown in the above chart, the main cable rehabilitation
and superstructure painting and steel repairs account for roughly 64% of the
anticipated outlays over the 10-year period, which is common for a bridge of this
type and age. The next largest outlay, at roughly 24%, is for concrete deck repair
and pavement replacement. The bridge deck was last replaced in 1986.
Mount Hope Bridge
Steel suspension bridge (total length of 6,130 feet)
Item 1 –Deck and Miscellaneous Concrete
Repairs (16-7)
The Mount Hope Bridge’s narrow roadway (one travel lane in each direction)
intensifies the importance of having an effective deck maintenance program
because of the difficulty of maintaining traffic during construction activities. The
deck maintenance program extends the life of the bridge, avoiding the need for a far
more expensive complete deck replacement. Also, during complete deck
replacements, the bridge must either be taken out of service or have long term lane
closures that would result in significant delays and/or detours.
PAGE 17 OF 58
MOUNT HOPE BRIDGE
The last time the Mount Hope Bridge had a complete deck replacement was in 1986
(30 years ago). The bridge was closed for 5 months during the project and the
resulting traffic detour added up to 25 miles and 40 minutes to someone
commuting between Bristol and Portsmouth.
The roadway deck consists of a 4-1/4” steel grid filled with concrete and a 2”
overfill. A layer of rubberized asphaltic chip seal wearing surface has been placed
over the concrete. The chip seal was last replaced under the On-Call Maintenance
Contract 09-7 and is in Fair to Satisfactory condition based on the 2014 Inspection
Report.
This project (16-7) will include routine concrete deck patching and prototype
testing: the installation of various deck materials in larger areas as experimental
test beds to determine the most effective materials for a future wearing surface
replacement. The project will also include the replacement of the concrete approach
slab at the south approach and south anchorage concrete repairs.
Photo 3 - View of the Deck of the Mount Hope Bridge
PAGE 18 OF 58
MOUNT HOPE BRIDGE
Item 2 – On-Call Miscellaneous Repairs
identified during the bridge inspections that should not wait until a larger repair
program is put in place. This item also includes smaller scale test programs and
studies that will inform the Authority on the best approach when designing larger
scale repair programs.
Examples of the types of repairs, as recommended in the 2014 Inspection Report,
which could be made under this item include:



Repair spalls and seal cracks in concrete pedestals.
Monitor and assess movement of damaged anchor bolts at Pier 1 and the
bearing at Pier 3.
Repair/seal spalls and cracks in the deck soffit of the main and approach
spans.
Item 3 – Suspended Span Miscellaneous Repair
The 2014 inspection report noted that the suspended span stringers, floorbeams
and stiffening trusses are generally in good condition with areas of peeling paint,
surface corrosion and crevice corrosion between connected steel plates. The report
identified specific stiffening truss deficiencies and recommended repairs. This item
would address the more significant issues identified in this report.
throughout the life of the assets and by extending the life of the Authority’s critical
Newport Bridge using LIDAR scanning technology and pilot program for the
Authority’s landscaping work. The program will be expanded during each fiscal
year, one bridge at a time, and will ultimately include all of the roadways and
facilities.
PAGE 19 OF 58
MOUNT HOPE BRIDGE
Item 5 – Roadway Deck - Remove Concrete Overfill &
Replace with Pavement
The roadway deck consists of a 4-1/4” deep concrete-filled steel grid with a 2” thick
concrete overfill, and a rubberized asphaltic chip seal. The last major deck
replacement was completed in 1986. This scope of work will include the removal of
the chip seal; the 2” overfill layer and any loose concrete material within the filled
grid deck down to solid material. The top layers of the roadway deck generally
break down first due to roadway salt intrusion. Targeted deck samples (cores) will
be taken and tested as part of the design process to assess the level of chloride ion
intrusion.
Item 6 – Superstructure Painting, Steel Repairs &
Catwalk Repairs (South Approach) (16-6)
The last complete bridge superstructure painting occurred in 1991. Since that time
the following superstructure painting has occurred:



The South and North Approach span bents were painted in 2002.
The South Approach girders from spans 1 to 10, and the first 40 feet of span
11, was blast-cleaned and painted in 2006.
The North Approach girders were blast-cleaned and painted under Contract
10-11.
The scope of work under this item will be similar to Contract 10-11 for the North
Approach. Examples of repairs as recommended in the 2014 Inspection Report
include:



Re-seal the main cable portals, and complete repairs to concrete defects that
were not performed under Contract 08-1.
Clean, paint, and caulk the main cable shrouds.
Repair deficiencies at the steel bents.
Item 7 – Main Cable Painting/ Cable Band Caulking/
Suspender Rope Painting
The main cables are among the most important structural components of the bridge
because they are the primary load path and they are non-redundant structural
PAGE 20 OF 58
MOUNT HOPE BRIDGE
members. They are also relatively difficult to inspect and repair. Their condition
cannot be fully assessed without unwrapping and wedging-open the strands to
inspect the individual wires. Following the inspection, the cable at each location is
compacted, rewrapped and painted. In 2015, consulting firm Ammann and
Whitney (Design and Construction Engineering Support) and Keville Enterprises
(Resident Engineer) oversaw the unwrapping, wedging-open, targeted inspection,
rewrapping and painting of the strands as part of Contract 15-6.
The last main cable rehabilitation occurred between 1999 and 2001 (suspended
spans) and 1995 (backstays).
Maintaining the structural integrity of the main cables requires keeping moisture
out of the main cable system. Water can infiltrate through the paint system barrier
on the cable wrapping and can also enter through defects in the caulked joints
around the edges of the cable bands that connect the suspender ropes to the main
cable.
This item involves the replacement of deteriorated and aging caulking material
around the perimeter of the cable bands, and the surface preparation/painting of
the main cables. The item also includes the painting of the suspender ropes.
Item 8 – Main Cable Rehabilitation and
Dehumidification, and New Anchorage
Dehumidification System
These items are included in plan to increase the lifespan of critical elements of the
bridge. As discussed above under Item 7, the main cables are vitally important nonredundant structural members, and the presence of moisture within the system
shortens the life-span of these components. Each main cable on the Mt. Hope
Bridge contains 2,450 individual wires bundled in 7 strands of 350 parallel wires.
The galvanized (zinc coated) wires are standard No. 6 gauge (0.196” diameter).
There are a variety of contributing factors leading to main cable corrosion and
eventual loss of strength. The process typically starts with the breakdown of the zinc
coating on the individual wires due to the reaction between infiltrated water and
atmospheric pollutants. Once the zinc protective coating is damaged, corrosion
develops and weakens the wires. The high strength steel used for the cable wire is
relatively brittle and prone to breaking if there is loss of section due to corrosion.
Additionally, a phenomenon known as “hydrogen embrittlement” can occur
PAGE 21 OF 58
MOUNT HOPE BRIDGE
whereby hydrogen atoms defuse into the steel affecting the molecular bonds of the
steel, resulting in increased brittleness. These conditions can lead to breaking of
individual wires, even under normal stress levels.
Main cable rehabilitation typically involves the unwrapping of the cable, wedging
the cables apart and pouring in specially formulated oil to protect the wires from
further corrosion. Rehabilitation also typically includes the splicing of replacement
wires when broken or heavily corroded wires are uncovered.
Main cable dehumidification is a new process used to create a dry-state
environment within the cable system through an active means. The system injects
dried air into the cable’s sealed enclosure and into the void space between the
individual wires. The injected dried air absorbs the water trapped within the
wrapped cable system and is evacuated through exhaust ports. Research has shown
that maintaining the relative humidity to a level below 60% dramatically reduces
corrosion and lowering it further to 40% reduces corrosion to negligible rates.
Similarly, anchorage dehumidification systems regulate the moisture levels of the
strands within the anchorages to prevent further corrosion of the cable wires at this
critical attachment point. Note that a dehumidification system for the Newport/Pell
bridge anchorages was installed in 2007 under Contract 05-12.
PAGE 22 OF 58
MOUNT HOPE BRIDGE
Item 9 – Environmental Remediation
The Authority retained environmental consultant ATC Group Services Inc. in 20142015 to investigate possible lead contamination in the soil around the northern
approach of the Mount Hope Bridge. The contaminated soil found should be
removed from the site and replaced with clean soil. This work is scheduled to occur
in the upcoming 2016-2017 fiscal year.
Photo 4- Area beneath the North Approach Spans of the Mount Hope Bridge
Item 10 – Road and Facility Infrastructure Upgrades
This item includes miscellaneous projects not covered in the above descriptions
that are beyond general maintenance repairs.
PAGE 23 OF 58
MOUNT HOPE BRIDGE
Item 12 – Tower Painting/North Approach Pier
Painting
The bridge towers were last painted in 2006 and 2007 under Contract 05-11. The
north approach steel bents were last painted in 2002. The 10-Year Plan includes the
estimated painting costs in 2022-2023.
Item 13 – North Approach Roadway Milling and Paving
The north approach roadway between the intersection of Rhode Island State Route
114 and Old Ferry Road and the north abutment of the Mount Hope Bridge was last
milled and repaved over 10 year ago. The 10-Year Plan includes the estimated cost
of milling, paving and repairing drainage systems along this roughly 1,000 foot
length of the roadway.
Item 14 – Electronic Signage/ Electrical Upgrades
The Newport/Pell Bridge is the only RITBA bridge that has permanent variable
electronic messaging and speed limit signs. The electronic messaging signs can be
used to warn drivers of traffic congestion, accidents, ongoing roadwork and weather
advisories. Electronic speed limit signs allow for the speed to be changed based on
road, traffic or weather conditions.
The 10-Year Plan includes the estimated cost of installing a permanent variable
electronic messaging and speed limit sign system at the Mt. Hope Bridge. The new
system will be controlled from the Jamestown headquarters.
Item 15 – Security Cameras/ Weather Station
In conjunction with Item 14 – Electronic Signage/ Electrical Upgrades, the
Authority intends to install a weather station at the bridge to provide real-time
weather information, along with security cameras to increase safety on and around
the bridge.
PAGE 24 OF 58
SAKONNET RIVER BRIDG E
SAKONNET RIVER
BRIDGE
The Sakonnet River Bridge carries State Roads
RI24 and RI138 over the Sakonnet River between
the towns of Portsmouth and Tiverton, RI. The
current bridge was constructed in 2012 adjacent to
the original truss bridge, a portion of which
remains in place over the river. The new bridge
consists of ten spans and is 2,265 feet long. The
bridge has seven continuous main spans consisting
of trapezoidal steel box girders. There are two
approach spans on the Portsmouth end one in Tiverton. Each approach span is
made up of 10 New England Bulb “T” girders. In all spans, there is a reinforced
concrete deck made composite with the girders/beams with reinforced concrete
parapets and barriers. A bike path is carried on the north side of the bridge.
The projects listed under the Sakonnet River Bridge heading also include work to
the Evans Avenue Bridge which is the single span prestressed concrete spread boxgirder bridge over Evans Avenue in Tiverton, and the Hummocks Avenue Bridge
which is a shallow concrete arch bridge over Hummocks Avenue in Portsmouth.
Sakonnet River Bridge
Evans Avenue Bridge
Hummocks Avenue
Bridge
Boat Ramp
Multi-span steel trapezoidal steel box girders (total
length of 2,265 feet)
Single span prestressed concrete spread box girder (105
foot span)
Single span concrete arch bridge (62 foot span)
Concrete boat ramp with floats
PAGE 25 OF 58
As shown in the chart above, the largest outlay, at 30%, represents the expected
repairs to the concrete parapets and median barriers required to mitigate the
premature cracking that was identified during recent bridge inspections. The
remaining 70% represents a wide variety of improvements and repair projects.
Item 1 – Future Repairs / Minor Rehabilitation On-Call
Contract
identified during the bridge inspections that should not wait until a larger repair
Examples of repairs as recommended in the 2014 Inspection Report include:
 Repair\replace lighting fixtures inside of trapezoidal box girders that are not
working.
 Replace end diaphragm access screen bolts.
 Install weep hole screens.
 Install tie-off hooks at box girder access hatches.
 Replace covers on open electrical junction boxes.
 Repair/seal spalls and cracks in the pier caps.
 Repair scupper connections to downspout pipes.
PAGE 26 OF 58
Photo 5 - Disconnected Downspout on the Sakonnet River Bridge
RITBA has embarked on developing an agency wide asset management
program to ensure efficient maintenance of all of the Authority’s structures and
facilities. An effective asset management program will provide savings to the
Authority by minimizing the number of larger restoration and rehabilitation
projects required throughout the life of the assets and by extending the life of
the Authority’s critical and valuable assets. The program began in 2015 with a
data gathering effort on the Newport Bridge using LIDAR scanning technology
and pilot program for the Authority’s landscaping work. The program will be
expanded during each fiscal year, one bridge at a time, and will ultimately
include all of the roadways and facilities.
PAGE 27 OF 58
Item 4 – Pavement Crack Sealing
The roadway pavement on the bridge consists of a bituminous overlay on top of the
concrete deck. The roadway pavement provides a smooth riding surface and also
protects the structural concrete roadway deck from intrusion of damaging roadway
de-icing salt. Sealing of the cracks in the roadway pavement helps to preserve the
life expectancy of the pavement and the underlying concrete deck. Pavement crack
sealing is scheduled to for 2016-2017 and every three years thereafter, to optimize
the life expectancy of the roadway and deck.
Item 5 – Concrete Deck Repairs
As described previously for the other bridges, the deck repair program is essential
for extending the life of the bridge deck and to avoid the need for a vastly more
expensive complete deck replacement. Also, during complete deck replacement, the
bridge must be either taken out of service or have lengthy lane closures that would
result in significant delays and/or detours. The deck repair program should be
anticipated approximately every 10 years. The 10-Year Plan includes the estimated
cost of concrete deck repairs in 2020-2021.
Item 6 – Roadway / Navigation Lighting – Repair and
Replacement
The roadway lighting on the bridge is an essential safety feature that must be
maintained in proper working order at all times. Similarly, navigational lighting,
required by the US Coast Guard, must be maintained to ensure safety of the
waterway users. The basic navigational lighting demarcates the center of the
channel (green light) the edges of the channel (red lights). Routine repair and
replacement of deficient lighting components should be anticipated approximately
every 5 years. This item includes repairs beyond general maintenance. The 10-Year
Plan includes the estimated cost of lighting repair and replacement in 2018-2019
and in 2023-2024.
PAGE 28 OF 58
Photo 6 - Navigation Channel Light on the Sakonnet River Bridge
Item 7 – MSE Wall Maintenance
At both the Sakonnet River and the Evans Avenue bridges, mechanically stabilized
earth (MSE) retaining walls wrap around both abutments to support the approach
embankments. The MSE type retaining wall is a soil retaining system that uses
buried soil reinforcement straps to stabilize the retained fill. These straps are
connected to modular precast concrete panels that form the exposed vertical face of
the wall. As with all exposed concrete wall systems, deterioration and minor
settlement is expected over time.
This item includes repairs beyond general maintenance. The 10-Year Plan includes
the estimated cost of MSE wall maintenance starting in 2017-2018 and every 3
years thereafter to optimize the life expectancy of the walls.
PAGE 29 OF 58
Photo 7 - View of the MSE Wall on the Tiverton Side of the Sakonnet River Bridge
Item 8 – Security Features – Cameras & Fencing
This item is included to cover the cost of installing cameras and fencing to enhance
security at various locations along the bridge. The 10-Year Plan includes the
estimated costs of the initial equipment and fence installation in 2016-2017. In
anticipation of the ever-changing camera\security technologies, it is also expected
there will be a need to update this equipment periodically. Thus, additional costs
are included in the plan for the timeframe of 2023-2024.
Item 9 – Sign Maintenance
The condition of the roadway signage is routinely assessed. As signs deteriorate
with age, or become damaged, they are replaced and updated to the current sign
design standards.
PAGE 30 OF 58
Item 10 – Boat Ramp Maintenance
As part of the Sakonnet River Bridge construction, RIDOT constructed a boat ramp
and fishing pier below the bridge on the Tiverton side of the river. The 10-Year Plan
includes the estimated costs for the replacement of the floats in 2021-2022. The
plan also includes boat ramp maintenance items that are beyond general
maintenance. Examples of such repairs include concrete repairs, railing repairs,
sheet pile work and repairs to the piling.
Photo 8 - Boat Ramp in Tiverton under the Sakonnet River Bridge
Item 11 – Miscellaneous Site Work Repairs
This item is to address incomplete site work in the areas adjacent to, and
underneath, the Sakonnet River Bridge that was left over from the bridge
construction project. The 10-Year Plan includes anticipated order of magnitude
costs of repairs over a three year period between 2020 and 2023.
PAGE 31 OF 58
Item 12 – Detention Basin Cleaning / Disposal /
Inspection
The area below and around the Sakonnet River Bridge includes two large detention
basins to manage storm water flows. The two basins, constructed as part of the
recent bridge construction, will require cleanouts roughly every 10 years. The 10Year Plan includes the estimated cost of the inspection and clean-out work in 20232024. Detention basin cleaning, waste disposal and inspection are beyond the scope
of general maintenance.
Photo 9 - Detention Basin in Tiverton Adjacent to the Sakonnet River Bridge
Item 13 – Catch Basin & Drain Work
Connected to the two large detentions discussed under Item 12 above is a system of
catch basins and drainage pipes. General catch basin maintenance includes the
periodic cleaning of the permanent storage section at the bottom of the catch basin
below the outlet pipe which is intended to trap sediments, debris and other
particles that settle out of storm water. Based on experience with similar systems, it
is anticipated that additional work on this system beyond periotic cleaning will
eventually be required to address deterioration and damage. The 10-Year Plan
includes the estimated cost of this repair work in 2022-2023, which is
approximately 10 years after the date the system was installed.
PAGE 32 OF 58
Item 14 – Concrete Repairs – Barriers & Parapets
In November of 2015 consulting firm Ammann & Whitney
prepared a report for the Authority titled “New Sakonnet
River Bridge Parapet Crack Investigation”. The study
included identifying sources of the premature barrier and
parapet cracking that has been observed, and it provided
recommendations for short and long term repairs. The
following summarizes their findings:
The new Sakonnet River Bridge parapet cracking
seems to be the result of the use of the wrong
concrete mix design, inadequate and improper
curing and finishing techniques performed/utilized
by the contractor, and a lack of stringent
construction inspection enforcement. Without a
dedicated effort by the owner to repair the existing
cracks and perform maintenance as new cracks
form, the parapets will exhibit accelerated
deterioration. However, with the implementation of
long term maintenance plan that is adhered to,
these issues can be lessened and managed.
Photo 10 - Crack in Parapet
The short term recommendations included repairing all wide cracks using the
injection method with an epoxy-type material that will remain flexible. There are
hairline (very fine) cracks throughout the parapets and barriers that are too tight
for an injection type repair. To address this condition, the entire surface of the
exposed concrete should be sealed with a penetrating low-viscosity sealant.
Because the injection repairs will result in a very unappealing appearance (that
appears cracked) a coating should to be applied over the entire surface area to
provide a uniform appearance.
In the long term, it is expected that additional cracking will occur in these
components and they require more frequent repairs than would normally be
expected for a bridge of this age.
The 2017 10-Year Plan includes the estimated costs of concrete repairs in 20162017 and 2021-2022.
PAGE 33 OF 58
Item 15 – Weather Station
This item is for adding a weather station to the bridge to provide real-time weather
information. This data helps the Authority make informed weather-related
decisions to maximize the safety of the roadway.
Item 16 – Bike Path Pavement
Replacement of the pavement of the bike path is anticipated to be required during
the 10-year period of the plan. At the portions of the path that are carried by the
Sakonnet and Evans Ave. bridges, the bike path pavement consists of a bituminous
overlay on top of the reinforced concrete bridge deck. The portions of the bike path
between the bridges consist of full-depth bituminous concrete.
Item 17 – Other / Contingency
This item includes projects not covered in the above descriptions that are beyond
general maintenance items.
Item 18 – Parking Lots – Overlay Pavement
The parking areas below the Sakonnet River Bridge that serves the boat ramp and
maintenance building will likely require a repaving within the 10-year period
covered by the plan.
PAGE 34 OF 58
JAMESTOWN VERRAZZANO BRIDGE
JAMESTOWN
VERRAZZANO BRIDGE
The Jamestown Verrazzano Bridge carries RI 138 over the
West Passage of Narragansett Bay between the towns of
North Kingstown and Jamestown. The bridge opened to
traffic in 1992 and the total structure length is 7,353 feet
long including the main structure (4,950 feet), and a
trestle structure (2,403 feet). The main structure has 23
spans comprised of a single double-celled post-tensioned
concrete trapezoidal box girder that is separated into the
west and east approach spans (1 to 11 and 15 to 23) and
the main spans (spans 12 to 14). Three types of
construction techniques were utilized during the concrete box construction; shored
cast-in-place construction (spans 1, 20 and 23), precast segmental that were lifted
into place (spans 2 to 11 and spans 15 to 19), and balanced cantilever that were castin-place (spans 12 to 14). The trestle structure has 29 spans that are comprised of
AASHTO Type IV prestressed girders arranged in four span continuous units.
Jamestown Verrazzano
Bridge
Multi-span post-tensioned concrete box girder bridge
with pre-stressed concrete trestle approach (total length
of 7,353 ft.)
As shown in the above chart, the various structural repairs represent roughly 27%
of the anticipated outlays over the 10-year period. Inspections and ratings make up
21% of the investment required.
Pedestrian and crash rail system repairs and painting represent roughly 19% of the
anticipated outlays over the 10-year period. The amount is due to the large total
length of railing on the bridge and the fact that the paint system currently on the
PAGE 35 OF 58
railings is original to the bridge.
Approximately 17% of anticipated outlays involves scour repairs and scour
protection. It should be noted that a higher degree of clarity regarding the scope of
this work will be possible following completion of the 2016 underwater inspection.
Item 1 – Future Repairs / Minor Rehabilitation On-Call
Contract
identified in during bridge inspections that should not wait until a larger repair
Examples of the types of projects, as recommended in the 2015 Inspection Report,
which could be performed under this item include:



Repair cracks in steel pile jackets with a fiberglass jacketing system.
Replace torn elastomeric bearing pads
Implement a crack monitoring program
year, one bridge at a time, starting with the Newport Bridge in 2016.
Item 3 – Bridge Rating Update
The bridge load rating is an analysis that informs the Authority of the truck loadcarrying capacity of the structure. The rating analysis provides the controlling
capacity for the bridge, as well as the rating of each individual element (e.g. deck,
PAGE 36 OF 58
pre-stressed concrete beams and concrete boxes). The load rating analysis is
updated as required to reflect changes in capacity due to damage and deterioration,
and also whenever modifications are made that may result in additional dead loads
or geometry not accounted for in the previous ratings. Load ratings are also an
important consideration when prioritizing repair projects since the load carrying
capacity of the structure is of utmost importance.
The 10-Year plan includes funding to update the existing load rating analysis to
account for the changes that have occurred since the last load rating revision.
Information gathered during the routine inspections, along with additional targeted
inspections, would be used to develop the updated ratings.
Item 5 – Carbon Wrap Repairs (Trestle Structure)
The ends of the pre-stressed concrete girder bottom flanges exhibit spalls with
exposed and corroded rebar. This condition is typically located at the joint
locations, but is not limited to these locations. The typical girder bottom flange end
repair involves removing loose concrete, cleaning the exposed reinforcement, filling
the spall areas with non-shrink mortar and applying mastic and fiber wrap around
the cracked areas of the girder. This work is scheduled every 5 years and the next
repairs are scheduled to begin in 2018-2019.
PAGE 37 OF 58
Item 6 – Security Features
Cameras and fencing may be installed on the bridge to enhance security at various
locations along the bridge. The current schedule has the security measures being
installed in 2021.
Item 7 – Signs
The condition of the roadway signage is routinely assessed. As signs deteriorate due
to age, or become damaged, they are replaced using the current sign standards.
Item 8 – Survey Profile / PT Additions Shrinkage &
Creep
Concrete cracking identified in the 2015 inspection suggests that the bridge is still
undergoing long-term deformations due to creep and shrinkage, which is expected
for this structure type. Thus, the plan includes preforming an updated topometric
survey, which was last completed in 2006. Past surveys have shown there is
consistency with the theoretical long-term creep deflection predictions. These
predictions should be compared to new surveys as they are performed.
Item 9 – Navigation Lighting Repair
Functioning navigation lighting is essential to ensure the safety of vessels on the
waterway. The basic required lighting demarcates the center of the channel (green
light), and the edges of the channel (red lights). Routine repair and replacement of
deficient lighting components is anticipated every 5 years.
There are five (5) navigation lights along both the north and south sides of the
bridge in Span 13. Several of the lights have been replaced in the past and other are
original to the bridge. This item includes repairs beyond general maintenance. The
10-Year Plan includes the estimated cost of lighting repair and replacement in
2020-2021.
Item 10 – Weather Station
This item is for adding a weather station to the bridge to provide real-time weather
PAGE 38 OF 58
information. This data helps the Authority make informed weather-related
decisions to maximize the safety of the roadway.
Item 11 – Deck Sealing (Concrete)
The top layers of the roadway deck generally break down first due to deicing salt
intrusion. With each winter season and the addition of more road salt to keep the
roadways safe for driving, the chloride ions in the salt migrate further into the
thickness of the concrete deck through micro cracks. Eventually the chloride ions
reach the level of the steel reinforcement and post tensioning stands in the concrete
deck (generally 1½” below the top of deck concrete) and combined with water cause
the steel to corrode. As the steel corrodes it expands leading to more concrete
cracking and more pathways for the chloride ions and water to move deeper into
the concrete deck. As the level of cracking increases more water is able to fill the
cracks and during the winter this water can freeze and expand within the concrete
causing the cracks to expand further. Eventually, the cracks expand to a level where
concrete spalls may develop along with potential for failure of the steel
reinforcement and post tensioning strands.
Bridge deck sealers, designed specifically for this purpose, prevent the flow of
chloride ions and water from entering the concrete. The Jamestown Verrazzano
Bridge deck should be cleaned and re-sealed every 5 years to maintain this
important protective layer. The next scheduled application is 2018-2019.
Item 12 – Deck Patching Roadways/Approaches
This item consists of patching all spalls and hollow/deteriorated areas of the
concrete wearing surface on both the main and trestle structure with an impervious,
durable mortar. The main structure is of particular importance in order to prevent
deterioration of the embedded steel post-tensioning stands in the deck.
Item 13 – Joint Repairs
The bridge deck expansion joints allow for the control of temperature movements
by dividing up larger sections of a bridge into smaller units. They allow each section
of the bridge to expand with temperature rise, and contract with temperature fall.
Bridges undergo expansion and contraction with daily temperature fluctuations
and with the seasonal changes of temperature. The types of joints used vary based
PAGE 39 OF 58
on the anticipated range of movement at each location. The greater the distance
between joints, the larger the joint opening needs to be. The Jamestown Verrazzano
Bridge has a variety of expansion joints. The longer box girders use finger joints to
facilitate several inches to a foot or more of movement. The AASHTO Type IV
prestressed girders use strip-seal joints to facilitate a few inches or so of movement.
The expansion joints on the Jamestown Verrazzano Bridge experience significant
wear from the vehicles crossing the bridge, particularly from heavy trucks. Any
unevenness from one side of the joint to the other allows for impact damage from
the repeated pounding of the heavy truck wheels leading to the breakup of the
header concrete in the close vicinity of the joint opening.
This item includes partial depth and full depth repairs or replacement of joint seals
and drainage troughs beneath the finger joints. Joint repairs are scheduled in 20182019 and then again in 2023-2024.
Photo 11 - View of Finger Joint
Item 14 – Concrete Spall Repairs (Piers and Bents)
This item is required to maintain the structural integrity of the reinforced concrete
substructure. At a minimum, the item includes concrete spall repairs, which is the
replacement of concrete break-outs on the surfaces of the piers/bents. In addition
to concrete spall repair, areas of delaminated concrete must also be identified and
PAGE 40 OF 58
repaired by sounding the surface of the piers/bents. Concrete spall repairs are
scheduled to begin in 2018-2019.
The following are examples of repairs that could be addresses by this item, as
recommended in the 2015 Inspection Report:




Repair all cracks, spalls and hollow areas at the concrete bearing pads and
plinths.
Repair the spall with exposed rusted rebar at the top of Pier #11 adjacent to
the north bearing.
Repair the hollow and spalled areas throughout several columns, as well as
the top of the pile caps throughout the main structure.
Patch the spalls and spalled grout pads at the base of the pier rail posts.
Also, ensure the anchor bolts are secure and do not require replacement due
to corrosion damage.
Item 15 – Pier Protective Granite Panels
Granite panels are installed on the footings of Piers #1 through #20 to help protect
the concrete against the effects of freeze-thaw cycles and to add architectural detail.
The granite panels have scattered hairline cracks, minor chips up to ½” deep and
areas of rust staining caused by corrosion of the panel anchor bolts. There are also
scattered areas of missing or loose lead wool joint material between the panels
allowing water to penetrate between the granite panels and the concrete footings.
Repair or replacement of the deficient granite panels is scheduled to begin in 20232024.
Item 16 – Joint Replacement (Trestle Spans Only)
The trestle spans have expansion joints at Piers #1, #5, #13, #17, #21 and #25.
Currently all joints show small areas of torn joint material, and in addition, Piers
#5, #9, #13 and #17 have areas of missing rubber joint header material. The repair
or replacement of deficient trestle span joints is scheduled to occur in 2023-2024.
Item 17 – Deck Chloride Monitoring
A sampling and testing program is planned to assess the progression of chloride ion
penetration into the overlay and structural deck. A similar program was performed
in 2006, but new data is required to evaluate the progression of chloride
contamination. The latex-modified overlay has a limited service life and the
PAGE 41 OF 58
monitoring of chloride ion levels will be used with visual condition assessments to
determine when to replace the overlay.
Item 18 – Scour Repairs (Main Span)
Scour is the removal of sediment, such as soil, sand and rocks, around the
perimeter of the bridge piers due to movement of water around the piers. Severe
scour can lead to undermining and weakening of the bridge foundations. Scour is
monitored during the underwater inspections performed every 5 years. In addition
to routine underwater inspections, the Jamestown Verrazzano Bridge was equipped
with a scour monitoring system at the base of piers #12 and #13. However, the
monitoring system was partially removed during the demolition of the original
Jamestown Bridge to prevent damage to the system. Scour repairs are scheduled to
occur in 2017-2018, but the total extent of scour will not be known until the 2016
underwater inspection is completed. The work will include reinstalling the scour
monitoring system at piers #12 and #13 along with remediation of scour damage.
Item 19 – Concrete Crack Repairs to Superstructure
(Main Structure)
This item is included to maintain the structural integrity of the concrete
superstructure. The trapezoidal concrete box girders require crack repairs on both
the inside and outside surfaces. This item includes repair of cracks by epoxy
injection and monitoring of crack growth and minor spall repairs. These repairs are
scheduled to occur in 2018-2019.
The following are examples of repairs which would fall within this item as




Repair all cracks greater than 0.006" wide throughout the exterior surfaces
of the box girders with epoxy injection.
Repair all cracks greater than 0.01” wide throughout the interior surfaces of
the box girders with epoxy injection.
Patch all various minor spalls and hollow areas throughout the exterior
surfaces of the box girders.
Monitor all cracks for growth, especially those greater than 0.006” wide.
PAGE 42 OF 58
Item 20 – Pedestrian and Crash Rail System Repairs &
Painting
The pedestrian and vehicular crash rail systems are important safety features that
protect motorists and pedestrians using the bridge. Repair and painting of both the
pedestrian and crash rails are scheduled to begin in 2019-2020.
The following are examples of repairs that would be included under this item as



Repair the heavily corroded portions of the vehicular crash rails at the
Hinge #2 joint, as well as any other sections with impact damage.
Repair the corroded east approach timber vehicular crash rail attachment
bolts throughout the north and south approach rails.
Repair, replace and/or tighten loose pedestrian railing spindles, posts and
anchor bolts (on both the main structure and trestle structures).
Photo 12 - Pedestrian Railing on the Jamestown Verrazzano Bridge
PAGE 43 OF 58
Item 21 – West Abutment Area
The west abutment area refers to an area located south of the west approach in
North Kingstown that has been targeted for restoration to its previous natural state,
or to parkland. This area is where west approach roadway for the old Jamestown
Bridge was located. Since completion of the demolition of the old Jamestown
Bridge, this area has been unused. Revitalization of this area has been scheduled to
begin in 2020-2021.
Photo 13 - View of Abandoned Sheet Piling Adjacent to West Abutment
Photo 14 - View of Area behind West Abutment of Original Bridge
PAGE 44 OF 58
Item 22 – Other/Contingency
This item includes work not covered in the above descriptions that are beyond
PAGE 45 OF 58
RI 138 CONNECTOR HIGHWAY
RI 138 CONNECTOR
HIGHWAY
The RI 138 connector highway comprises the stretch of
roadway and related infrastructure between the Route 1A
interchange in North Kingstown and the west approach of
the Newport/Pell Bridge. There is approximately 15 lane
miles of roadway in this stretch of RI 138.
Included in the related infrastructure are 7 bridges:
RI 138 over Fishing Pier
Access Road (North
Kingstown)
Steel single span bridge
RI 138 EB over North
Main Road (Jamestown)
RI 138 WB over North
Main Road (Jamestown)
Jamestown Arch I
Single span prestressed concrete spread box-girder
bridge
Single span prestressed concrete spread box-girder
bridge
Concrete arch bridge
Jamestown Arch II
Jamestown Arch III
Jamestown Arch IV
As shown in the above chart, roadway repairs and improvements represent roughly
57% of the anticipated outlays over the 10-year period. The remaining 43% of
anticipated repairs include a variety of projects related to the structures along the
roadway.
PAGE 46 OF 58
year, one bridge at a time, and will ultimately include all of the roadways and
facilities.
Item 2 – Restriping RT 138
Item 3 – Milling / Paving / Drainage Repairs
The RI 138 connector highway was opened to traffic in 1994 and was maintained by
RIDOT until it was transferred to RITBA in 2013. The roadway surface is in need of
renewal. Pavement milling removes the existing pavement in preparation for the
new pavement surface. The existing pavement that is removed generally goes
through a recycling process to be reused on another roadway.
Based on the existing pavement condition, the volume of roadway traffic, quality of
the existing material below the existing pavement and budget, a determination is
made as to the depth of existing pavement to be removed. Anywhere from just
enough material to level and prepare the pavement for a new surface, to a fulldepth removal of the pavement may be required. The amount of existing pavement
removal can vary along a stretch of roadway, as the condition of the roadway may
vary. An engineering study is the first step in determining the extent of pavement
removal required. During the engineering phase, the drainage systems will be
evaluated to make sure they are performing as intended. Any changes to the
drainage systems required to meet the current drainage needs of the area should be
performed prior to placing the new pavement. The 10-Year Plan includes the
estimated cost of milling and paving up to 3 miles of RI Route 138 in 2017-2018.
PAGE 47 OF 58
Photo 15- View of Route 138 in Jamestown
Item 4 – Pavement Crack Sealing - Route 138
Pavement crack sealing prolongs the life of roadway pavement by reducing paths of
entry for water to penetrate and collect below the pavement surface. Water that
collects below the pavement can lead to washouts, and in the winter months can
lead to deterioration of the pavement due to freeze-thaw action. The 10-Year Plan
includes the estimated cost of pavement crack sealing towards the end of the 10year period when the new pavement placed under Item 3 will likely begin to exhibit
cracking.
Item 5 – Milling/Paving/Drainage Repairs - Frontage
Roads
The Authority is responsible for maintaining approximately 1 mile of access and
frontage roads that are alongside the RI 138 connector roadway. Tashtassuc Road
and a section of Beacon Street between Spindrift St. and RI 138 was last milled and
repaved in 2014. The 10-Year Plan includes the estimated cost of milling, paving
and repairing drainage systems along the frontage roads towards the end of the 10year period.
PAGE 48 OF 58
Item 6 – Pavement Crack Sealing - Frontage Roads
As described above under Item 4, pavement crack sealing prolongs the life of the
roadway. The 10-Year Plan includes the estimated cost of pavement crack sealing.
It is scheduled to occur 7 years after the most recent milling and pavement work.
Item 7 – Signage
The condition of the roadway signage is routinely assessed. As signs deteriorate
with age or become damaged, they are replaced and updated to the current sign
design standards.
Item 8 – Overhead Sign Structures
The large overhead sign structures (monopole and truss-type sign bridges) require
routine inspections to ensure they are structurally sound. Visual inspections of
welds, anchor rods, bolted connections and material for signs of fatigue and
corrosion is required. As sign support structures deteriorate with age or become
damaged they are replaced and updated to meet current design code standards.
Item 9 – Restriping Frontage Roads
Item 10 – Detention Basin
Cleaning/Disposal/Inspection
The area east of the Jamestown Bridge and the area north of the administration
building, have detention basins to manage storm water flows. The two basins will
require clean-outs approximately every 10 years. The 10-Year Plan includes the
estimated cost of the inspection and clean-out in 2021-2022. Note that detention
basin cleaning, disposal and inspection are beyond the scope of general
maintenance.
PAGE 49 OF 58
Item 11 – Fencing and Guardrail Replacement
The majority of the fencing and timber guardrails along the RI 138 connector
highway were installed during the early 1990’s and sections of these are in need of
replacement due to various defects. The 10-Year Plan includes the estimated cost of
fencing and guardrail replacement spaced at a 3-year interval.
Item 12 – Miscellaneous Bridge Repairs - 7 Minor
Structures
The seven bridges along the RI 138 connector highway were constructed during the
early 1990’s and are beginning to require structural repairs to maintain a state of
good repair. Repairs are anticipated in 2018-2019 and then again in 2022-2023.
This item includes work not covered in the above descriptions that are beyond
Item 14 – Milling/Paving/Drainage Repairs – 1A to N.
Kingston Abutment
This item is for the repair or
replacement of the west approach
pavement from RI 1A to the North
Kingston Abutment, and related
drainage work. The milling and
paving will provide a smooth
wearing surface and improved
transition at the west end of
bridge.
Photo 16 - N. Kingston Approach Roadway
PAGE 50 OF 58
FACILITIES
FACILITIES
The building facilities maintained by the
Authority include the following:






Jamestown Administration Building
Jamestown Maintenance Building
Jamestown Toll Plaza and Tunnel
Jamestown Pump Station & Storage
Building
Bristol Mt. Hope House
East Bay Maintenance Facility
As shown in the above chart, roughly 33% of the anticipated outlays reflect the
expansion of existing facilities and the creation of new facilities to
accommodate the expanding responsibilities of the Authority. The remaining
67% represents ongoing maintenance and improvements to existing facilities
to maintain these facilities in a state of good repair.
year, one facility at a time, and will ultimately include all of the roadways and
facilities.
PAGE 51 OF 58
FACILITIES
Item 2 – Jamestown Administration Building Miscellaneous Exterior Painting, Cleaning, Concrete
Paving Repairs, etc.
The administration building in Jamestown was completed in the summer of 2012.
It is expected that a variety of repairs will be required towards the end of the 10year period. The 10-Year Plan includes the estimated cost of repairs and painting in
2023-2024.
Photo 17 - View of the
Administration Building
PAGE 52 OF 58
FACILITIES
Item 3 – Jamestown Maintenance Building - Fit-Out
Attic Space
Contract 16-5 involves the renovation and build-out of approximately 850 square
feet of office space on the second floor of the existing maintenance facility. The 10Year Plan includes the estimated cost of renovations and build-out in 2016-2017.
Photo 18 - View of the Jamestown Maintenance Building
Item 4 – Jamestown Toll Plaza and Tunnel
The Jamestown toll plaza area was updated in 2012 with the addition of open road
toll lanes. The previous configuration of six mixed toll lanes (cash and E-Z Pass
lanes) in each direction was converted into four mixed toll lanes (cash and E-Z Pass
lanes) in each direction plus one open road (highway speed) toll lane in each
direction. The addition of highway speed toll lanes in the middle of the mixed toll
lanes resulted in the need for a safe way for RITBA employees to access the
eastbound mixed toll lanes. An access tunnel was constructed below the toll plaza
for this purpose. The tunnel and toll plaza will require maintenance and repairs
during the 10-year period. Included in the intended work is tunnel waterproofing.
PAGE 53 OF 58
FACILITIES
Item 5 – New Maintenance Headquarters
RITBA has acquired additional maintenance equipment in recent years, including
an under-bridge access truck and equipment related to the Newport/Pell Bridge
movable barrier. To protect and maintain this equipment, the Authority intends to
construct a new structure adjacent to the existing maintenance building in
Jamestown.
Item 6 – Administration Building - Rehab./Expansion
for RhodeWorks
The current RITBA administration building will eventually house new staff to
support the State of Rhode Island’s RhodeWorks truck tolling program. The current
building, constructed in 2012, does not have the sufficient capacity for the new
staff. This item is to cover the cost of expanding the building for this purpose.
Item 7 – Bristol Historic Administration Building
Renovation (Mt. Hope House)
The historic Mt. Hope House, which is currently leased to Roger Williams
University, has undergone extensive renovations in the past few years. Additional
work, including painting and roofing, is anticipated during the 10-year period.
Item 8 – Sakonnet Pre-Engineered Metal Storage
Building - Non-insulated with Pleasing Architectural
Aesthetics (Upper Road Area).
The RITBA currently has limited means to store equipment near the Sakonnet
River Bridge. The garage in Bristol for the Mount Hope Bridge does not have
sufficient capacity, resulting in the Authority storing equipment in Jamestown and
transporting it to the Mount Hope and Sakonnet River Bridges when needed. To
store and protect the equipment locally, the Authority intends to construct a new
structure adjacent to bridge in Tiverton.
PAGE 54 OF 58
FACILITIES
Item 9 – Jamestown Pump Station Building - Roof
Replacement and Miscellaneous Repairs
The Jamestown pump station, located at on Tashtassuc Road near the intersection
with North Main Road, was constructed in the early 1990’s as part of the RI Route
138 connector highway project. The roof consists of cedar shingles, which tend to
last approximately 30 years. The 10-Year Plan includes the estimated cost of roof
replacement and other miscellaneous repairs in 2018-2019.
Photo 19 - View of Generator Building
This item includes projects not covered in the above descriptions that are beyond
Item 11 – Parking Lot Near Mt. Hope House - Paving
The parking area adjacent to the Mt. Hope House, and the parking lot on the
opposite side of RI Route 114, will likely require an overlay pavement within the
next 10 years. The 2017 10-Year Plan includes the estimated cost of this work in
2022-2023.
PAGE 55 OF 58
FACILITIES
Item 12 – Mt. Hope Contractor Yard Fencing, Grading,
Drainage
As described under Item 9 in the Mount Hope Bridge section of this Narrative
Summary Report, the Authority plans to remove lead contaminated soil in the area
surrounding the northern approach of the Mount Hope Bridge in 2016-2017. Once
the removal of the contaminated soil is complete, the land will be restored with
clean fill.
Access to this area is made possible through a lease agreement with the owner of
the adjacent property (Roger Williams University). Once the contaminated soil in
this area has been removed, the Authority intends to replace the existing fencing
and perform drainage and grading work. The 2017 10-Year Plan includes the
estimated cost of this work in 2017-2018.
Photo 20 - Area under North Approach to Mt. Hope Bridge
Item 13 – Toll Plaza Electrical Upgrades
The Authority anticipates the need to upgrade the electrical equipment at the toll
plaza in Jamestown to keep up with advances in tolling technology. The 2017
10-Year Plan includes the estimated cost of this work in 2023-2024.
PAGE 56 OF 58
FACILITIES
Item 14 – East Bay Maintenance Facility
The East Bay Maintenance Facility property was purchased by the State of Rhode
Island to allow for the construction of the Sakonnet River Bridge and was used by
RIDOT as a construction field office. The property was subsequently transferred to
the RITBA. The 2017 10-Year Plan includes the estimated yearly cost of repairs that
are beyond general maintenance.
Photo 21 - Maintenance Building in Tiverton
PAGE 57 OF 58
FACILITIES
APPENDIX A – TEN YEAR RENEWAL
AND REPLACEMENT PLAN – ITEM
LISTINGS
PAGE 58 OF 58
1,381
25,475
313
39,245
FACILITIES - Capital Projects
10,942
1,183
639
52
2,101
100
255
182
353
152
5,509
416
July 2018June 2019
24,001
21
197
52
6,354
750
576
0
589
239
14,807
416
July 2019June 2020
29,476
635
91
52
1,689
100
2,272
182
3,160
42
20,837
416
July 2020June 2021
23,508
21
152
0
1,434
1,250
2,430
200
1,500
239
15,192
1,090
July 2021June 2022
17,178
378
402
52
702
100
1,631
182
12,274
42
999
416
July 2022June 2023
11,549
3,875
1,149
0
2,064
750
649
0
858
349
1,439
416
July 2023June 2024
18,569
21
172
104
400
100
415
182
4,808
42
11,909
416
July 2024June 2025
Overall Summary
A-1 of A-21
6. Engineering (Design)/Engineering (Construction) costs have been typically projected as 7%/7% of the estimated construction cost, but may vary based on engineering complexity.
5. Engineering/Technical Support costs for all projects have been typically projected as 10% of the estimated construction cost.
4. Detail project scoping will be performed on an individual project or task item basis.
3. Projects identified under upgrade are for bridge system preservation, updating to current standards and for improvement in level of service.
2. Projects identified under maintenance category are for the maintaining a state of good repair.
1. All estimates are preliminary budget estimates based on available information and indicate the approximate magnitude of anticipated cost.
Notes:
TOTAL ALL INFRASTRUCTURE
3,196
0
322
52
Capital Projects
Inspections
5,530
750
704
600
287
0
7,268
239
6,408
416
July 2017June 2018
JAMESTOWN-VERRAZZANO BRIDGE
Capital Projects
Inspections
3,741
382
10,591
42
MOUNT HOPE BRIDGE
Capital Projects
Inspections
SAKONNET RIVER BRIDGE
Capital Projects
Inspections
21,408
1,090
NEWPORT PELL BRIDGE
Capital Projects
Inspections
July 2016June 2017
RHODE ISLAND TURNPIKE AND BRIDGE AUTHORITY
2017 TEN YEAR RENEWAL AND REPLACEMENT PLAN
OVERALL SUMMARY - ALL INFRASTRUCTURE
23,474
78
285
0
400
750
499
0
8,788
239
12,019
416
July 2025June 2026
6/8/2016
223,417
$7,906
$6,605
$364
$21,378
$5,250
$12,755
$1,310
$50,189
$1,625
$110,527
$5,508
Total
(in $1,000's)
Bridge Deck Evaluation
(concrete) and Full Depth
Replacement
Engineering (Design)
Engineering (Const.)
Bridge Deck Sealing
(concrete)
Bridge Deck Slab Partial
Depth Rehabilitation
(Hydrodemolition)
(concrete)
Bridge Deck Patching
Roadway/Approaches
(concrete)
2
3
4
5
6
Newport Pell Bridge
Development of Asset
Management Program
1
DESCRIPTION
PROJECT
Future Repairs / Minor
Rehabilitation On-Call
Contract
Item
Maint/
Rehab
Maint/
Rehab
Maint/
Rehab
Study/
Rehab
Eng./
Tech.
Maint./
Rehab
TYPE
(See
Notes)
8
8
100
300
950
9,500
110
50
150
14
14
200
8
8
150
14
14
200
150
50
100
950
9,500
12
470
14
14
200
A-2 of A-21
Approaches
300
450
50
14
14
200
14
14
200
8
8
50
950
9,500
CAPITAL PROJECTS
8
8
100
125
14
14
200
8
8
100
14
14
200
8
8
100
350
10
100
14
14
200
200
10,000
100
8
8
8
8
Project Total
100
Project Total
Project Total
400
400
1,000
1,000
Project Total
10,000
Project Total
14
14
14
14
Project Total
200
6/8/2016
64
64
1,128
1,000
700
2,850
32,050
28,500
12
0
482
470
1,710
2,010
23,920
20,200
275
275
140
140
2,280
2,000
TOTAL
July 2016- July 2017- July 2018- July 2019- July 2020- July 2021- July 2022- July 2023- July 2024- July 2025- PROJECT
COSTS
June
June
June
June
June
June
June
June
June
June
($1000)
2017
2018
2019
2020
2021
2022
2023
2024
2025
2026
NEWPORT PELL BRIDGE
(IN 2017 DOLLARS)
Bridge Deck Joint and
Header Repairs (concrete)
10
Newport Pell Bridge
11
Removal of loose
haunches (combine with
appropriate contracts)
(concrete)
Engineering/Technical
Support
9
Concrete repairs on
prestressed beams, piers,
abutments and
anchorages
Structure "E"
Superstructure
Replacement and
Widening
8
Maint/
Rehab
Maint.
Study/
Rehab
Maint/
Rehab
Maint/
Rehab
DESCRIPTION
TYPE
(See
Notes)
PROJECT
Realignment of West
Approach Roadway
Pavement (asphalt)
7
Item
50
50
50
25
250
200
50
100
100
1,000
50
50
350
25
50
A-3 of A-21
20
50
350
25
20
50
350
25
250
35
100
20
50
350
25
250
2,500
50
2,500
50
100
1,000
25
30
40
400
25
30
40
400
25
Project Total
Project Total
25
Project Total
Project Total
Project Total
6/8/2016
310
200
1,910
1,400
300
0
300
250
250
3,100
2,600
35
50
2,585
2,500
360
305
3,715
3,050
TOTAL
COSTS
June
June
June
June
June
June
June
June
June
June
($1000)
2017
2018
2019
2020
2021
2022
2023
2024
2025
2026
NEWPORT PELL BRIDGE
(IN 2017 DOLLARS)
14
Rocker Bearing
Repairs/Resetting
17
18
Newport Pell Bridge
Median Barrier
Maintenance
16
Bearing Replacements
15
Steel Superstructure
Repairs/Retrofits
13
Main Cable Unwrapping,
Inspection, Testing &
Repairs
Painting of steel
superstructure
12
DESCRIPTION
PROJECT
Placing Protective
Concrete
Jacketing on West Prot.
Cells
Item
Repair
Maint.
Upgrade
Maint/
Rehab
Maint/
Rehab
Maint.
Maint/
Rehab
TYPE
(See
Notes)
30
30
300
230
168
168
West Approach
1,200
673
West Approach
6,730
600
470
3,300
104
152
2,200
Needs to
be det'd
by 2018
insp.
104
1,100
5,000
5
5
60
233
2,200
5
5
60
233
2,200
10
75
Towers, Susp's, Main Cables
500
25
25
250
250
Towers, Susp's, Main Cables
A-4 of A-21
2,200
200
152
100
250
5,000
5
5
60
5
5
80
180
Project Total
5
10
5
10
Project Total
80
Project Total
Project Total
Project Total
Project Total
Project Total
6/8/2016
30
30
360
300
35
35
590
520
230
470
4,000
8,800
800
770
10,370
3,300
178
343
2,221
1,700
300
1,173
18,203
16,730
104
104
1,308
1,100
TOTAL
COSTS
June
June
June
June
June
June
June
June
June
June
($1000)
2017
2018
2019
2020
2021
2022
2023
2024
2025
2026
NEWPORT PELL BRIDGE
(IN 2017 DOLLARS)
Maint.
Restriping
Engineering/Tech.
Support
Signs and Cameras
Upgrade
Upgrades
Engineering/Technical Support
Miscellaneous Maint &
Repairs
20
21
22
50
Newport Pell Bridge
416
416
416
416
A-5 of A-21
416
416
416
416
416
15,192
50
1,090
Insp.
416
20,837
50
50
TOTAL ESTIMATED INSPECTION EXPENDITURE
PER FISCAL YEAR
1,090
2
Insp.
14,807
50
INSPECTIONS
5,509
50
100
800
674
Underwater Inspection
1
6,408
50
40
200
674
FCM Inspections Suspended Spans (Even
Years)/Girder Spans (Odd
Years)
NEWPORT PELL BRIDGE
(IN 2017 DOLLARS)
416
416
999
50
40
416
416
1,439
50
50
416
12,019
416
416
Project Total
Project Total
416
11,909
Project Total
50
Project Total
Project Total
Project Total
6/8/2016
$5,508
4,160
1,348
1,348
4,160
$110,527
500
500
150
950
800
80
0
200
80
200
TOTAL
COSTS
June
June
June
June
June
June
June
June
June
June
($1000)
2017
2018
2019
2020
2021
2022
2023
2024
2025
2026
TOTAL ESTIMATED CAPITAL PROJECT EXPENDITURE
PER FISCAL YEAR
21,408
Maint.
Eng./
Tech.
TYPE
(See
Notes)
Update As-Built and AsInspected Load Ratings
DESCRIPTION
PROJECT
19
Item
Superstructure Painting,
Steel Repairs & Catwalk
Repairs(South Approach)
(16-6)
Maint./
Rehab
Maint.
Roadway Deck - Remove
Concrete Overfill &
Replace with Pavement
Mount Hope Bridge
6
5
4
Eng./
Tech.
Management Program
Maint./
Upgrade
Suspended Span
Miscellaneous Repair
2
3
Maint./
Rehab
On-Call Miscellaneous
Repairs
Rehab.
Maint./
TYPE
(See
Notes)
1
DESCRIPTION
PROJECT
Deck and Miscellaneous
Concrete Repairs (16-7)
Item
400
600
6,000
140
140
2,000
400
600
6,000
14
14
200
125
14
14
200
A-6 of A-21
14
14
200
CAPITAL PROJECTS
14
14
200
630
14
14
200
630
9,000
14
14
200
14
14
200
200
210
Project Total
Project Total
Project Total
Project Total
300
3,000
14
14
14
14
Project Total
200
Project Total
6/8/2016
800
1,200
14,000
12,000
630
630
10,260
9,000
125
125
3,510
210
300
3,000
126
126
2,052
1,800
140
140
2,280
2,000
TOTAL
COSTS
June
June
June
June
June
June
June
June
June
June
($1000)
2017
2018
2019
2020
2021
2022
2023
2024
2025
2026
MOUNT HOPE BRIDGE
(IN 2017 DOLLARS)
7
Restriping
Engineering/Tech.
Support
Tower Painting/North
Approach Pier Painting
10
11
12
Mount Hope Bridge
Road and Facility
Infrastructure Upgrades
9
Environmental
Remediation
8
Main Cable Painting/
Cable Band
Caulking/Suspender Rope
Painting
Maint./
Rehab
TYPE
(See
Notes)
Maint.
Maint.
Upgrade
Safety
Main Cable Rehabilitation
and Dehumidification +
Upgrade
New Anchorage
Dehumidification System
DESCRIPTION
PROJECT
Item
11
10
150
70
70
1,000
40
A-7 of A-21
11
10
150
190
190
2,700
CAPITAL PROJECTS
130
130
1,800
40
11
10
150
630
5,000
Project Total
Project Total
Project Total
Project Total
280
350
Project Total
4,000
Project Total
6/8/2016
130
130
2,060
1,800
80
0
33
30
513
80
450
70
70
1,140
1,000
630
630
10,260
9,000
190
190
3,080
2,700
TOTAL
COSTS
June
June
June
June
June
June
June
June
June
June
($1000)
2017
2018
2019
2020
2021
2022
2023
2024
2025
2026
MOUNT HOPE BRIDGE
(IN 2017 DOLLARS)
North Approach Roadway
Milling and Paving
15
Upgrade
Insp.
Fracture Critical Biennial
and Annual Inspections
2
Mount Hope Bridge
PER FISCAL YEAR
Insp.
Engineering and
Specialist
1
MOUNT HOPE BRIDGE
(IN 2017 DOLLARS)
42
42
239
239
7,268
589
152
42
110
A-8 of A-21
239
239
INSPECTIONS
353
14
28
42
42
3,160
CAPITAL PROJECTS
239
239
1,500
14
200
28
400
42
42
12,274
10
10
125
349
239
110
858
8,788
239
42
239
Project Total
42
Project Total
4,808
Project Total
Project Total
Project Total
6/8/2016
$1,625
1,405
1,405
220
220
$50,189
14
14
228
200
28
28
456
400
10
10
145
125
TOTAL
COSTS
June
June
June
June
June
June
June
June
June
June
($1000)
2017
2018
2019
2020
2021
2022
2023
2024
2025
2026
PER FISCAL YEAR
10,591
Security Cameras/
Weather Station
14
Upgrade
Maint./
Rehab.
DESCRIPTION
TYPE
(See
Notes)
PROJECT
Electronic Signage/
Electrical Upgrades
13
Item
4
Engineering/Tech.
Support
MSE Wall Maintenance
Rdwy/Nav Lighting Repair and Replacement
Engineering/Tech.
Support
7
6
5
Pavement Crack Sealing
3
Concrete Deck Repairs
Maint.
Restriping
Engineering/Tech.
Support
Maint./
Rehab.
Maint./
Rehab
Maint./
Rehab
Maint./
Rehab
Eng./
Tech.
Maint./
Rehab
TYPE
(See
Notes)
Management Program
Contract
DESCRIPTION
PROJECT
2
1
Item
62
6
6
10
50
40
6
62
A-9 of A-21
80
62
6
6
125
CAPITAL PROJECTS
5
50
70
800
62
6
6
40
5
50
6
62
200
Project Total
Project Total
Project Total
Project Total
62
6
6
Project Total
Project Total
14
14
14
14
Project Total
200
6/8/2016
170
20
150
136
12
124
80
70
950
800
80
248
24
24
296
0
125
80
125
28
28
456
400
TOTAL
COSTS
June
June
June
June
June
June
June
June
June
June
($1000)
2017
2018
2019
2020
2021
2022
2023
2024
2025
2026
(IN 2017 DOLLARS)
Miscellaneous Site Work
Repairs
Detention Basin
Cleaning/Disposal/Inspecti
on
Engineering/ Tech.
Support
10
11
12
14
Concrete Repairs Barriers & Parapets
Catch Basin & Drain Work
Boat Ramp Maintenance
Engineering/Tech.
Support
9
13
Sign Maintenance
Engineering/Tech.
Support
8
DESCRIPTION
PROJECT
Security Features Cameras & Fencing
Engineering/Tech.
Support
Item
Maint./
Rehab
Maint.
Maint./
Rehab
Maint./
Rehab.
Maint.
Maint.
Maint.
TYPE
(See
Notes)
210
50
3,000
20
10
100
10
10
A-10 of A-21
10
90
20
CAPITAL PROJECTS
80
90
90
900
10
70
800
90
90
900
10
150
5
5
50
90
900
20
10
60
10
40
21
208
20
Project Total
Project Total
Project Total
Project Total
10
Project Total
Project Total
6/8/2016
290
120
4,210
3,800
5
5
60
50
80
20
60
270
270
3,240
2,700
290
10
40
280
0
339
40
31
308
TOTAL
COSTS
June
June
June
June
June
June
June
June
June
June
($1000)
2017
2018
2019
2020
2021
2022
2023
2024
2025
2026
(IN 2017 DOLLARS)
18
16
156
105
0
182
Insp.
PER FISCAL YEAR
382
2
200
576
16
156
A-11 of A-21
0
INSPECTIONS
255
16
156
16
156
5
182
182
2,272
CAPITAL
PROJECTS
5
5
182
Bridge Inspection/Rating
1
Maint./
Rehab
287
16
156
5
182
Underwater/Anode Pile
Inspection
Engineering/Tech.
Support
(IN 2017 DOLLARS)
200
200
2,430
16
156
9
9
125
5
182
182
1,631
20
250
16
156
5
0
649
16
156
5
5
16
182
0
499
Project Total
182
Project Total
415
Project Total
Project Total
16
Project Total
156
156
Project Total
5
6/8/2016
$1,310
400
910
910
0
400
$12,755
270
20
250
1,720
160
9
9
143
1,560
125
150
0
150
TOTAL
COSTS
June
June
June
June
June
June
June
June
June
June
($1000)
2017
2018
2019
2020
2021
2022
2023
2024
2025
2026
PER FISCAL YEAR
3,741
Maint./
Upgrade
Parking Lots - Overlay
Paving
Engineering/Tech.
Support
17
Maint./
Rehab
Upgrade
TYPE
(See
Notes)
Maint. /
Upgrade/
Safety
Bike Path Pavement
Weather Station
Engineering/ Tech.
Support
DESCRIPTION
PROJECT
Other/contingency
Engineering/ Tech.
Support
16
15
Item
Restriping
Engineering/Tech.
Support
3
4
Engineering/Tech.
Support
Signs
Engineering/Tech.
Support
Security Features
Jamestown Verrazzano Bridge
7
6
Carbon Wrap Repairs
Bridge Rating Updates
2
5
Management Program
1
DESCRIPTION
PROJECT
Contract
Item
Maint./
Rehab.
Maint./
Upgrade
Maint./
Rehab.
Maint.
150
Eng./
Tech.
14
14
200
125
14
14
200
10
400
4
4
52
40
14
14
200
A-12 of A-21
14
14
200
CAPITAL PROJECTS
14
14
200
52
520
14
14
200
14
14
200
4
4
52
40
14
14
200
200
Project Total
Project Total
Project Total
Project Total
Project Total
Project Total
14
14
14
14
Project Total
200
6/8/2016
410
10
400
572
52
520
8
8
120
104
80
0
150
80
150
125
125
140
140
2,280
2,000
TOTAL
COSTS
June
June
June
June
June
June
June
June
June
June
($1000)
2017
2018
2019
2020
2021
2022
2023
2024
2025
2026
Eng./
Tech.
Maint./
Rehab
TYPE
(See
Notes)
(IN 2017 DOLLARS)
8
Concrete Spall Repairs
(Piers and Bents)
Joint Repairs
Deck Patching
Roadways/Approaches
Deck Sealing
14
13
12
11
10
Weather Station
Engineering/ Tech.
Support
Engineering/Tech.
Support
Navigation Lighting Repair
Survey Profile / PT
Additions Shrinkage &
Creep
Engineering/Tech.
Support
9
DESCRIPTION
PROJECT
Item
Maint./
Rehab.
Maint./
Rehab.
Maint./
Rehab.
Maint./
Rehab.
Upgrade
Maint./
Rehab.
Insp./
Study
TYPE
(See
Notes)
24
150
18
24
338
20
25
250
25
250
15
15
208
25
A-13 of A-21
50
500
104
CAPITAL PROJECTS
150
25
250
24
10
100
24
338
36
50
520
15
15
208
Project Total
Project Total
Project Total
Project Total
Project Total
Project Total
Project Total
6/8/2016
150
100
1,250
1,000
54
75
899
770
48
48
772
676
30
30
476
416
104
0
110
104
10
100
195
45
150
TOTAL
COSTS
June
June
June
June
June
June
June
June
June
June
($1000)
2017
2018
2019
2020
2021
2022
2023
2024
2025
2026
(IN 2017 DOLLARS)
Pedestrian and Crash Rail
System Repairs &
Painting
Engineering/Tech.
Support
19
20
Maint./
Rehab.
Concrete Crack Repairs to
Superstructure
18
Maint./
Rehab.
Maint./
Rehab.
Scour Repairs (Main
Span)
Engineering/Tech.
Support
Study
Deck Chloride Monitoring
16
17
Maint./
Rehab.
Joint Replacement (trestle
only)
15
TYPE
(See
Notes)
Maint./
Rehab.
DESCRIPTION
PROJECT
Pier Protective Granite
Panels
Item
270
10
380
3,800
25
100
14
14
200
A-14 of A-21
5,200
CAPITAL PROJECTS
100
14
14
200
38
50
550
156
Project Total
Project Total
Project Total
Project Total
Project Total
Project Total
6/8/2016
5,200
0
5,200
28
28
456
400
270
380
4,450
3,800
235
35
200
38
50
638
550
156
0
156
0
TOTAL
COSTS
June
June
June
June
June
June
June
June
June
June
($1000)
2017
2018
2019
2020
2021
2022
2023
2024
2025
2026
(IN 2017 DOLLARS)
West Abutment Area
Other/contingency
Engineering/ Tech.
Support
21
22
Maint.
Upgrade
TYPE
(See
Notes)
16
156
100
100
A-15 of A-21
750
750
100
100
750
1,434
16
156
1,250
750
750
1,689
16
156
PER FISCAL YEAR
600
Insp.
100
6,354
16
156
INSPECTIONS
2,101
16
156
500
2
Insp.
5,530
16
156
CAPITAL PROJECTS 800
100
80
500
Bridge Inspection Biennial + Special
1
(IN 2017 DOLLARS)
100
100
702
16
156
750
750
2,064
16
156
16
750
400
100
750
Project Total
Project Total
100
400
Project Total
16
Project Total
156
156
6/8/2016
$5,250
4,250
1,000
1,000
4,250
$21,378
1,720
160
800
100
80
980
1,560
TOTAL
COSTS
June
June
June
June
June
June
June
June
June
June
($1000)
2017
2018
2019
2020
2021
2022
2023
2024
2025
2026
PER FISCAL YEAR
704
DESCRIPTION
PROJECT
Item
Route 138
3
4
Overhead Sign Structure
Engineering/Tech.
Support
7
8
RI 138 Connector Highway
Upgrade
Signage
Engineering/Tech.
Support
6
Upgrade
Maint./
Rehab.
Upgrade
Frontage Roads
5
Maint./
Rehab.
Milling / Paving / Drainage
Repairs
Milling/Paving/Drainage
Repairs - Frontage Roads
Maint./
Rehab.
Restriping RT 138
2
Maint./
Rehab.
Eng./
Tech.
TYPE
(See
Notes)
Management Program
DESCRIPTION
PROJECT
1
Item
166
125
25
100
3,000
A-16 of A-21
10
104
CAPITAL PROJECTS
5
5
50
25
58
73
21
208
58
831
Project Total
21
Project Total
208
Project Total
25
Project Total
10
5
Project Total
100
Project Total
Project Total
Project Total
6/8/2016
572
52
75
520
0
5
5
60
75
50
58
58
947
831
10
5
115
100
166
100
3,266
3,000
73
73
125
125
TOTAL
COSTS
June
June
June
June
June
June
June
June
June
June
($1000)
2017
2018
2019
2020
2021
2022
2023
2024
2025
2026
(IN 2017 DOLLARS)
Fencing and Guardrail
Replacement
Engineering/ Tech.
Support
Miscellaneous Bridge
Repairs - 7 Minor
Structures
Other/contingency
Engineering/ Tech.
Support
Milling/Paving/Drainage
Repairs - 1A to N.
Kingston Abutment
10
11
12
13
14
Maint./
Rehab.
Maint./
Rehab./
Safety
Maint./
Rehab.
Maint./
Rehab./
Safety
Maint./
Rehab.
Maint./
Rehab.
TYPE
(See
Notes)
(IN 2017 DOLLARS)
5
26
3,196
30
5
26
10
639
30
432
5
26
10
10
100
6
20
A-17 of A-21
197
5
26
10
CAPITAL PROJECTS
42
91
5
26
152
5
26
6
20
10
60
402
5
26
20
20
200
1,149
5
26
172
5
285
Project Total
Project Total
5
Project Total
26
26
6
20
Project Total
Project Total
6/8/2016
$6,605
30
30
492
432
310
50
30
30
360
260
300
78
18
60
80
20
60
52
10
42
TOTAL
COSTS
June
June
June
June
June
June
June
June
June
June
($1000)
2017
2018
2019
2020
2021
2022
2023
2024
2025
2026
PER FISCAL YEAR
322
Detention Basin
Cleaning/Disposal/Inspecti
on
Engineering/ Tech.
Support
9
DESCRIPTION
PROJECT
Restriping Frontage
Roads
Engineering/Tech.
Support
Item
Insp.
Connector Inspection
(Non-Bridge Items)
2
(IN 2017 DOLLARS)
52
52
0
52
52
A-18 of A-21
52
52
CAPITAL
PROJECTS
INSPECTIONS
52
52
0
52
52
0
104
52
Project Total
Project Total
52
0
6/8/2016
$364
104
104
260
260
TOTAL
COSTS
June
June
June
June
June
June
June
June
June
June
($1000)
2017
2018
2019
2020
2021
2022
2023
2024
2025
2026
PER FISCAL YEAR
Insp.
TYPE
(See
Notes)
Biennial Inspections (7
Bridges)
DESCRIPTION
PROJECT
1
Item
New Maintenance/
Storage Facility
Administration Building Rehab./Expansion for
RhodeWorks
4
5
6
RITBA Facilities
Jamestown toll plaza and
tunnel
Engineering/Tech.
Support
3
Upgrade
Upgrade
Maint./
Rehab
Upgrade
Maint./
Rehab
Jamestown Administration
Building - Miscellaneous
exterior painting, cleaning,
concrete paving repairs,
etc.
Eng./
Tech.
TYPE
(See
Notes)
Management Program
DESCRIPTION
PROJECT
Jamestown Maintenance
Building - Fit-out attic
space
Engineering/Tech.
Support
2
1
Item
63
21
208
42
63
900
25
250
25
42
600
25
350
A-19 of A-21
CAPITAL PROJECTS
25
250
125
104
Project Total
Project Total
Project Total
Project Total
Project Total
Project Total
6/8/2016
42
42
684
600
63
63
1,026
900
550
50
500
229
21
208
25
25
504
454
125
125
TOTAL
COSTS
June
June
June
June
June
June
June
June
June
June
($1000)
2017
2018
2019
2020
2021
2022
2023
2024
2025
2026
RITBA FACILITIES
(IN 2017 DOLLARS)
Maint./
Upgrade
Jamestown Pump Station
Building - Roof
Replacement and
Miscellaneous Repairs
Engineering/Tech.
Support
Other/contingency
Engineering/ Tech.
Support
Parking Lot near Mt Hope
House - Paving
Engineering/Tech.
Support
Mt. Hope Contractor Yard
Fencing, Grading,
Drainage
Engineering/Tech.
Support
8
9
10
11
12
RITBA Facilities
Maint./
Rehab./
Safety
Sakonnet Pre-Engineered
Metal Storage Building Non-insulated with
pleasing architectural
aesthetics (upper road
area).
Engineering/Tech.
Support
7
Maint./
Upgrade
Maint./
Upgrade
Upgrade
Maint./
Upgrade
Bristol Historic Admin.
Building Renovation (Mt.
Hope House)
Engineering/Tech.
Support
TYPE
(See
Notes)
DESCRIPTION
PROJECT
Item
1
10
5
50
1
10
1
10
7
50
8
80
A-20 of A-21
1
10
CAPITAL PROJECTS
1
10
14
200
1
10
7
100
1
10
1
10
Project Total
Project Total
Project Total
1
6/8/2016
55
5
50
107
7
100
110
10
114
100
Project Total
10
10
1
14
100
88
8
80
214
7
50
Project Total
Project Total
14
200
TOTAL
COSTS
June
June
June
June
June
June
June
June
June
June
($1000)
2017
2018
2019
2020
2021
2022
2023
2024
2025
2026
RITBA FACILITIES
(IN 2017 DOLLARS)
13
Maint.
Upgrade
TYPE
(See
Notes)
RITBA Facilities
Notes:
RITBA FACILITIES
(IN 2017 DOLLARS)
10
1,381
10
1,183
10
A-21 of A-21
21
10
CAPITAL PROJECTS
635
10
21
10
378
10
250
3,875
10
250
3,500
10
21
78
Project Total
10
Project Total
6/8/2016
$7,906
100
0
100
250
250
4,000
3,500
TOTAL
COSTS
June
June
June
June
June
June
June
June
June
June
($1000)
2017
2018
2019
2020
2021
2022
2023
2024
2025
2026
PER FISCAL YEAR
313
14
Toll Plaza Electrical
Upgrades
E. Bay Maintenance
Facility
Engineering/Tech.
Support
DESCRIPTION
PROJECT
Item

NARRATIVE SUMMARY - Rhode Island Turnpike and Bridge Authority

Transcription

Similar documents

Salginatobel Bridge

info! - American Senior Communities

m8 harthill bridge lanarkshire, uk

Every Day Counts in Improving Mobility: A l d B id C i Every Day

Suspension Wire 2

Arthur Ravenel Jr. Bridge Charleston, SC

covered bridge tour

The Bridge Builder

The Mermaid Bridge / ATELIER MARIJKE DE GOEY

Who is eligible? - Westmoreland County Community College