I-4/Lee Roy Selmon Expressway Interchange, Tampa, FL

Morad Ghali
1
, P.E., Ph.D., Sivaji Senapathi
2
, P.E., and Bo Hu
3
, P.E., Ph.D.,
1
Project Principal, PBS&J, Inc., 4030 Boy Scout Boulevard, Suite 700, Tampa,
Florida 33607; PH (813) 281-8258; FAX (813) 282-8155; mgghali@pbsj.com
2
Project Engineer, PBS&J, Inc., 482 S. Keller Road, Orlando, Florida 32810; PH
(407) 647-7275; FAX (407) 647-4143; ssenapathi@pbsj.com
3
Project Engineer, PBS&J, Inc., 4030 Boy Scout Boulevard, Suite 700, Tampa,
Florida 33607; PH (813) 281-8251; FAX (813) 282-8155; BHu@pbsj.com

INTRODUCTION
I-4/Lee Roy Selmon Expressway Interchange at Tampa, Florida is a multi-
level Freeway-to-freeway interchange project will facilitate traffic movement
between I-4 and Lee Roy Selmon Expressway. It includes 23 bridges, mostly
elevated Interchange ramps, with a total approximate length of 12 miles and
approximately 1.5 million SF of bridge deck. The project stakeholders are Florida
Department of Transportation, Tampa Hillsborough Expressway Authority and
Floridas Turnpike. The project was awarded for construction in September 2009,
and it is expected that the bridge will be open to the traffic in Spring 2013. The
construction capital cost of this interchange is $389 million dollars.
PROJECT OVERVIEW
The highly complex project has variable span lengths from 94 ft to 260 ft,
pier heights from 18 ft to 91 ft, curvature from 200 ft. minimum to straight, cross
slope from 3% to 10% and bridge width from 30 ft to 64 ft. Total number of spans is
210. Standardization of structural elements and details will be the key to the success
for complex segmental projects of this nature.

Figure 1: Arial View of the Project
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DESIGN FEATURES
The biggest design challenge and primary goal for this project is to
standardize the structure components and build the bridges with efficiency since the
project requires significant variations.
Superstructure Design
Span-by-span and balanced cantilever construction methods are proposed to
construct all the units. For 100 x 150 ft span units, span-by-span construction
method will be used, while all the other units (110 spans) will utilize
balanced cantilever method.
Only one box shape was selected for the whole project. Different bridge
widths were achieved by extending or reducing the overhang up to the
maximum single box width of 61 ft. wider sections have multiple parallel
boxes with the same box shape and longitudinal closure joints. See Figure 2.
Four segment lengths, 9-2, 9-4, 9-6, and 10-0, are used for the project
with consideration of minimizing the segment types, limiting closure pour
length, minimizing segment numbers and facilitating transportation.
Web reinforcement design is also standardized into four section types. Every
type has the exact same rebar layout and spacing, and for different design
load levels, only the rebar size is changed.


Type 1 1-3 Web
Type 1A 1-9 Web

Figure 2: One box shape with varying deck widths.
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Figure 3: Consistent Exterior Constant Segment Depth (Balanced Cantilever Units)



Segment Face is Normal to Bulkhead

Figure 4: Treatment of Horizontal Curve

Post-Tensioning Tendon Design
The post-tensioning for span-by-span construction includes only external
tendons. The same external PT pattern will be repeated in balanced cantilever
construction units as continuous post-tensioning to standardize the details. Internal
continuity tendons will be used when necessary for balanced cantilever construction
units.
Internal balanced cantilever top tendons (19K6) were designed for dead load,
equipment loads and superimposed loads such as Live load and Creep.
Internal balanced cantilever bottom tendons (12K6) were designed for super
imposed loads.
External tendons (27K6) were designed to carry span-by-span spans.


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Figure 5a: Typical PT Duct Layout


Figure 5b: Typical PT Duct Layout

Substructure Design
For substructure design, three types of cast-in-place pier columns, 5x 6, 5x
8, and 7x 8 are proposed to minimize form work. Different load demands are
satisfied with different reinforcement layouts. By selecting one box shape, all pier
caps will be the same. Top of piers is level, which results in simple pier
reinforcement details.
All foundations utilize 3-feet diameter drilled shafts to standardize
construction equipment requirements. Most of the piers are supported on 2x2 grids
with 3 times the diameter spacing drilled shafts. For extremely high load levels, more
shafts and larger spacing is used.
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Type 1 Type 2 Type 3

Typical Piers with Standard Forms



4- 36 Diameter Drilled Shafts - Typical

Figure 6: Piers and Foundations


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Bearings and Expansion Joints
Multi-rotational bearings with confined elastomer or disc are used for
balanced cantilever spans. The bearings are oriented along girder tangent for curved
spans. Neoprene bearings are used for Span-by-span construction. All expansion
joints are fitted with modular joint system.
Erection Methods Span-by-Span
Precast segments are hung from the overhead truss supported on pier
segments at the piers. Once all the segments are from trusses the span is externally
post tensioned.


Figure 7: Span-by-span Segment Erection

Erection Methods Balanced cantilever
Ground based cranes will be used to erect segments starting from the pier.
Segments are constructed outward on both sides of the pier keeping the cantilever
length equal on each side of the pier.
Figure 8: Balanced Cantilever Span Segment Erection

SPECIAL DESIGN CONSIDERATIONS

1. Minimum Reinforcement Requirement in AASHTO LRFD
Minimum reinforcement requirement controls design in some units where
external tendon post-tensioned sections with: 1. Less tendon eccentricity and 2. Less
effective stress at ultimate state. Required 30% more tendons than service and
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strength demand. The purpose of minimum reinforcement requirement is to prevent
brittle failure.
Laboratory tests on Ductility Capacity of External PT Section were
performed by Megally, S., et al at University of California San Diego (UCSD). See
References 1 & 2.
Figure 9: Total Load VS Vertical Displacement (Segmental Girder Test)

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Externally post-tensioned sections exhibit superior ductile behavior. An
alternative design method was used to reduce modulus of rupture, f
r
, from
0.37sqrt(f`c) to 0.24sqrt(f`c) with an acceptance from the client.
No continuous mild reinforcement across joint in precast segment
construction. Non-stressed post-tensioning tendons are used to satisfy the minimum
reinforcement requirement.
2. Single Pot Bearing at the Abutment
Single pot bearing are used to release torsional moments often seen at
intermediate piers in curved continuous bridges. Single pot bearing are used at
abutments in selective units to prevent uplift.
3. 75 ksi Reinforcing Welded Mesh
Use of 75ksi welded reinforcing steel is allowed in AASHTO LRFD. Use of
high strength steel resulted in 30% or more labor cost savings and steel congestion
reduction. See Figure 7.


Alternative to Traditional Mild Reinforcement Design

Figure 10: Use of 75 ksi Reinforcing Welded Mesh


4. Single Drilled Shaft to Avoid Utility Line
Single 90-inch diameter drilled shaft with 8.5 ksi concrete is used to avoid
underground TECO High Voltage Transmission Line installed in 1949. It would cost
$80 million to replace the Obsolete System in pristine condition.
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5. Waiver on Transverse Permit Truck load Rating
Florida Permit truck (FL-120) is 67% heavier than HS-20 truck. FL-120
results in excessive loads for transverse load rating. FDOT waived the FL-120
Transverse Load Rating requirement.


CONCLUSION
The project illustrates the possibilities for extensive standardization on large
scale complicated projects, which increases the competitiveness of segmental
construction by adapting the following design methods:
1. Standardizing the shape and size of precast segment
2. Minimizing segment types
3. Standardizing the web reinforcement design based on design load level
4. Standardization of Pier and footing shapes and size
5. The use of single pot bearing to reduce uplift
6. Bearing details and the flexibility provided to the contractor.
7. Use of Single drilled shaft to avoid utility line conflicts with foundation.
8. The use of welded wire 75 ksi reinforcement for typical section to reduce
weight and potential labor cost
9. The use of 75 ksi steel reinforcement in the drilled shaft to reduce congestion.
10. Minimum reinforcement application in segmental construction.





Figure 11: Florida Permit Truck FL120
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REFERENCES
1. Megally, S., Seible, F., and Dowell, R.K., Seismic Performance of Precast
Segmental Bridges: Segment-to-Segment Joints Subjected to High Flexural
Moments and Low Shears, Precast/Prestressed Concrete Institute Journal, V. 48,
No. 2, March-April 2003, pp. 80-96.
2. Megally, S.H., Garg, M., Seible, F., and Dowell, R.K., Seismic Performance of
Precast Segmental Bridge Superstructures, Research Report No. SSRP-2001/24,
Department of Structural Engineering, University of California, San Diego,
California, May 2002.


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