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Bridge & Roadway

By applying unique solutions to increase the safety and longevity of our environment.

Veranda St Bridge Infill

The Job

Maine DOT’s Veranda Street Bridge Replacement Project, in Portland, Maine. Using rapid bridge replacement, the project took a three span bridge and converted it to a single span bridge.

The Challenge

To manage settlement due to up to 80′ of underlying WOH material, lightweight fill had to be used to infill two spans, and backfill the new abutments. The absolute lowest unit weight possible requirement led to a hybrid cellular concrete/EPS fill design. The bulk of the infill was performed using EPS blocks. However, due to the irregular surfaces, piers, etc., and the need for a lightweight load distribution slab, cellular concrete was integral to the design.

The Solution

Over two mobilizations, through snow and freezing temperatures, CJGeo placed 3200CY of 25lb/cuft CJFill cellular concrete for abutment backfilling and existing pier infills. A 778CY 30lb/cuft topping slab was then poured over the EPS fill masses.

New Jersey Grade Crossing Stabilization

The Job

A precast modular grade crossing (Oldcastle StarTrack) crossing developed significant pavement deterioration. NJDOT directed the railroad to stabilize and lift the panels and then patch the adjacent asphalt.

The Challenge

The grade crossing sees up to 8 trains per day (heavy industrial service), and crosses a four lane arterial highway. So, there wasn’t any allowable downtime.

The Solution

CJGeo proposed grouting the panels using CJGrout 60NHL. 60NHL is a geotechnical polyurethane grout specifically formulated for heavy applications such as rail and aircraft loads. A CJGeo polyurethane grouting crew mobilized to the site and in fewer than 2 hours onsite restored the affected panels.

Garden State Parkway grouting

The Job

As part of ongoing large diameter culvert rehabilitations and replacements, four new bored stormwater crossings and the original culvert they replaced needed to be grouted. The tunnels ranged from 120″ down to 74″, for a total of 312CY, and the abandonment required 405CY.

The Challenge

Grout needed to meet the minimum strength requirements of the owner, and ideally needed to be light enough to facilitate single lift annular space grouting.

The Solution

CJGeo’s preconstruction team worked with the general contractor to design a grouting program which facilitated single lift abandonment of the original culvert, and single lift grouting of the four various annular space runs. CJGeo utilized onsite dry batching to generate 30lb/cuft CJFill cellular concrete.

CBBT Pregrouting

The Job

The Chesapeake Bay Bridge Tunnel’s Parallel Thimble Shoal Tunnel Project is constructing a second tunnel parallel to the original to reduce traffic congestion. All work is being performed from man-made islands in the Chesapeake Bay which are densely packed with utilities, equipment and operations facilities associated with the existing tunnel, which is in continuous use.

The Challenge

During previous phases, installation of sheet piling for tunneling activities and other driven elements induced consolidation of the loose sandy fill on the islands, causing settlement of duct banks, pavements and other structures, which were remedied by CJGeo using polyurethane compaction grouting.

In this case, sheet piles had to be driven immediately adjacent to the roadway in order to excavate the receiving pit for the tunnel boring machine. The construction team was concerned about inducing settlement of the adjacent roadway, so reached out to CJGeo about performing compaction grouting under the footing for the original tunnel’s portal wall, after the wall had been demolished down to grade.

The Solution

CJGeo performed compaction grouting utilizing an NSF-certified potable water contact plural component polyurethane grout. Cutoff criteria was 0.10 inches of movement of the foundation or adjacent roadway. Upon completion of the compaction grouting by CJGeo, sheet piling installation started, with only nominal movement of the foundation and roadway.

North Carolina Tub Crossing Repairs

The Job

Fifty two OldCastle StarTrack panels at four different grade crossings settled to the point of requiring slow orders at the crossings. In order to restore the track to normal speeds, the settlement needed to be corrected.

The Challenge

Due to scheduling constraints with rail traffic, with very short windows on weekend nights, the owner elected to have the repairs completed during a single weekend shutdown period. While this allowed for longer work periods, it also meant that four crossings needed to be repaired in fewer than 24 hours.

The Solution

CJGeo mobilized two polyurethane grouting crews to the system, and grouted two crossings each during two shifts. All 52 of the panels were stabilized and lifted back to grade using CJGrout 60NHL, which allows for immediate resumption of rail traffic, from light rail to heavy haul.

Spillway Bridge Grouting

The Job

Two DOT-maintained bridges crossing two privately owned dam spillways had to be closed because of extensive undermining of the spillways. The undermining was allowing nearly all of the flow to happen below the spillway slabs, which caused large sinkholes to form adjacent to and under the roadway pavement, and also led to some settlement of the spillway slabs.

The Challenge

There was very little room to work–just under 4′ of clearance below the bridge beams. Also, the velocity of the water through the voids below the structure was quite high.

The Solution

CJGeo proposed a combination of plural component polyurethane grouting to address the water flows and voids, and hydrophobic chemical grout placed directly into cracks. A single CJGeo grouting crew was able to complete the repairs in a day (roughly 2500sqft of work, and approximately 4500lbs of polyurethane, plus 30 gallons of hydrophobic chemical grout). Dye testing during and after the grouting work confirmed that no more leaks were present under or around the spillway structures.

9.5kCY MSE wall backfill

The Job

As part of increasing the capacity of Interstate 95 north of Baltimore, Maryland, Express Toll Lanes are being added in the center of the existing roadway.

The Challenge

A 96″ diameter PCCP raw water supply line runs parallel to Interstate 95 along most of the project length. Originally, there was quite a bit of room between the roadway and the water line, however as the interstate has widened, it’s gotten closer and closer to the PCCP water line. As part of this project, there are extensive ramp and embankment sections which are immediately adjacent to the waterline, which is not in a condition to see any increase in loading.

To address this, extensive use of lightweight backfill is required to increase elevations while not increasing loads on the fragile, and very critical, pipe.

The Solution

In order to facilitate construction of a roughly 850LF MSE wall running parallel to the waterline, lightweight backfill was required. Originally designed for backfilling with Lightweight Expanded Shale Aggregate (LESA), CJGeo worked with the contractor to develop a hybrid backfill material of 30lb/cuft cellular concrete and traditional weight 57 stone. The relative depths of the two materials was selected so that the average density of the mass was equal to that of an entirely LESA backfill, which resulted in only needing roughly 2/3 the volume of lightweight backfill material.

Lightweight backfill is rarely less expensive as soil or traditional aggregates. However, by leveraging the very low unit weight of cellular concrete, a blended solution was possible that saved significant amounts of money.

Bridge Approach Ground Improvement

The Job

With multiple S curves and merges, I-195 in Richmond, Virginia is one of the most accident prone sections of interstate in Central Virginia. Significant settlement of multiple approach and departure slabs at various bridges didn’t make things any better. Improving the ride quality by addressing up to 6 inches of settlement was identified as a critical part of a 2022 safety improvement plan.

The Challenge

Extensive settlement over the years had caused the pavement to become distressed. This was addressed over time with extensive patching of the pavement slabs. With no reasonable detour routes, shutting down traffic to facilitate repairs was not an option.

The Solution

While the original project designed required lifting all of the settled pavement, this would have been nearly impossible, given the extensive patching (including full depth filling of expansion joints with repair mortar).

CJGeo worked with the general contractor and VDOT to revise the repair plan to a combination of compaction grouting of the underlying soils, coupled with an asphalt overlay of the approach and departure slabs to restore the ride.

Polyurethane grouting was performed to a depth of up to 25′ below the pavement surface to consolidate poorly controlled backfill material, at two approaches (9 lanes total) and three departures (9 lanes total). Cutoff criteria was 0.05 inches of lift at each point/stage.

Milling and paving was then performed for a 30′ taper to provide a smooth transition and ride.

30k CY Lightweight Embankment

The Job

As part of the redevelopment of the Sparrows Point industrial area of Baltimore, three bridges needed to be replaced.

The Challenge

When the bridges were originally constructed, the embankments were built with industrial byproducts over underlying compressible soils. As part of the reconstruction, the embankments needed to be widened and raised up to five feet to increase clearance below the bridges for both highway and rail traffic.

Due to the underlying compressible soils, there were concerns that the approximately 30,000 cubic yards of fill material needed would induce differential settlement.

The Solution

CJGeo proposed 25lb/cuft cellular concrete as a lightweight fill material buildable with locally-sourced materials to reduce transportation related risks and exposure to trucking shortages. Cellular concrete was several hundred thousand dollars less expensive than either LESA or FGA, didn’t require onsite stockpiling, and freed up the general contractor’s labor force to perform work other than placing aggregate.

Rail Bridge Pier Stabilization

The Job

This project was a capital repair to a bridge pier for a Class I railroad serving the Port of Charleston, SC.

The Challenge

The Congaree River south east of Columbia, South Carolina frequently sees high flow events, inundating the surrounding low country. At the transition from timber trestle to a bridge, the first bridge pier was originally constructed of stone, bearing on a timber pile supported timber mat. Over time, the river channel migrated and began to expose the timber substructure and scour below the pier.

The nearest road was more than four miles away through impassible swamp, so all work had to be performed from the river, and all material had to be pumped across the bridge, a distance of approximately 600 feet. Due to the compressive nature of the underlying materials, any backfill material needed to be as light as possible, but due to the high likelihood of flooding, couldn’t contribute significant potential uplift.

The Solution

To address the scour, minimize additional load to the underlying soils, and ensure long term stability of the structure, a third party consultant designed a two tier sheet pile jacket for the structure, and specified the backfill material as 65lb/cuft cellular concrete for the lower segment, and approximately 45lb/cuft cellular concrete for the upper segment.

CJGeo designed mixes which would meet these requirements, be pumpable 600LF, tolerate the high vibration environment from the more than 12 trains per day, and facilitate a short installation timeframe.

After the general contractor installed the first level of sheet piling and dewatered the area, CJGeo placed approximately 150CY of 65lb/cuft material. The second, smaller diameter, ring of steel was installed, and CJGeo then filled the annular space between it and the necked down pier with 45lb/cuft material.

The cellular concrete was installed over a period of four days onsite.

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