![]() Philbrook credits much of the team’s ability to find creative solutions for the Sarah Mildred Long Bridge to the owners’ choice of a construction manager/general contractor delivery method. For Cianbro and its crews, precast would also make its field work faster, more efficient and safer, resulting in a shortened construction schedule, says Kaven Philbrook, senior project manager at Cianbro. Initially, the team considered using cast-in-place concrete on the towers, but at roughly 60% design, an updated study showed that precast would be more cost effective. “My company actually bid on that project and lost that project, but I still love the way it turned out.” “It just checks all the boxes in my opinion, and it’s on such a massive scale compared to some of these other projects that are noted, it just overshadows them,” one judge said. ![]() Because ships regularly pass underneath on the Piscataqua River, the Maine and New Hampshire departments of transportation stuck with a vertical-lift design that allows larger ships to pass when the span is lifted. The 2,800-ft-long replacement bridge carries both vehicular and railroad traffic, so the grade over the new span was limited to what could accommodate trains. As the existing steel vertical-lift bridge approached the end of its life cycle, the design joint venture of Figg and Hardesty & Hanover, working in conjunction with contractor Cianbro Corp., devised an updated version of the design, incorporating the first use of precast concrete segmental towers on a vertical-lift bridge in the U.S., as well as other concrete elements that could be safely and efficiently fabricated off site. ![]() Faced with the challenges of a fast-flowing tidal river in an area prone to harsh weather conditions, the $165.2-million Sarah Mildred Long Bridge replacement project team provided an updated link between Portsmouth, N.H., and Kittery, Maine, with a unique bridge that’s the first of its kind in the U.S.
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