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CREATE P1 – ENGLEWOOD FLYOVER

Joseph Ott, PE

Director, Construction Metra

547 W. Jackson Blvd Chicago, IL 60661

(312) 322-6726 [email protected]

Marc Beisler, PE

Alfred Benesch & Company 205 N. Michigan, Suite 2400

Chicago, IL 60601 (312) 545-1411

[email protected]

David Irving, PE

TranSystems Corporation 1475 East Woodfield Road

Suite 600 Schaumburg, IL 60173

(847) 407-5274 [email protected]

ABSTRACT

CREATE P1- Englewood Flyover Project

The Englewood Flyover is the first major project to be constructed for the Chicago Region Environmental and Transportation Efficiency (CREATE) Program. It is already increasing system capacity and improving safety by grade separating the Englewood interlocking and thereby eliminating conflicts between 80 Metra trains and 60 NS freight and Amtrak trains daily. This project balanced numerous engineering challenges and opportunities for unique design solutions in an urban environment while managing the funding requirements of several public agencies and differing needs of individual stakeholders. The focus of this flyover is to carry Metra trains over NS, but also includes bridges over five city streets, 14 lanes of the Dan Ryan Expressway (I-90/94) and CTA Red Line. The 2,150’ double main flyover bridge (with a future 3rd track bridge) incorporates three bridge types: 152” deep thru-plate girders (Metra over NS), 72” deep concrete box beams (21 approach spans), and continuous 124” deep steel deck plate girders (over Dan Ryan Expressway and CTA). Various construction challenges included fabricating, transporting and erecting the plate girders, up to 187’ long spans, while limiting construction impacts on expressway and rail service. Additionally, the project included 12,000’ of track, modifications to the adjacent NS intermodal terminal, closure of two street viaducts, raising a 140’ skewed thru-girder bridge and 3,200’ of retaining wall. The importance of the 1.2 mile project include both design and construction challenges in an industrial and residential neighborhood; and how it was done without requiring the acquisition of any permanent right-of-way and while keeping all tracks in service.

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Construction Cost: $140,000,000 Owner - Metra Designer - TranSystems Contractor - IHC Construction Companies, LLC/ Illinois Constructors Corp. JV Construction Manager - Alfred Benesch & Company Presenters: Joseph Ott - Metra David Irving - TranSystems Marc Beisler - Alfred Benesch & Company INTRODUCTION The overall goals of the Chicago Region Environmental and Transportation Efficiency (CREATE) Program are to improve freight and passenger rail operations and to improve highway flow in the Chicago metropolitan area while reducing environmental impacts of rail operations on the general public. The CREATE Program includes the improvement of five freight and passenger rail transportation corridors in the Chicago metropolitan area and also rail-highway grade separation projects on existing rail lines outside the five corridors. The CREATE P1 - Englewood Flyover Project was the first large scale project constructed under this program. The Englewood Flyover separates nearly 80 daily Metra trains from the 46 Norfolk Southern (NS) freight trains that cross each other at-grade at the Englewood interlocking. In addition, 14 daily Amtrak trains operate over the NS which often resulted in conflicts with the Metra commuter trains, making it one of the largest sources for train delays on the Amtrak system. The at-grade crossing consists of two (2) Metra tracks crossing three (3) NS tracks which also results in slower train speeds on both Metra and NS. By eliminating this bottleneck, the project has become the model for what CREATE was set-up to accomplish. Additionally, the project provides for safer and more efficient rail operations on the Metra Rock Island District (RID) and the NS Chicago Line.

PROJECT BACKGROUND The Englewood Interlocking has been a major source of train delays for decades. The completion of the Englewood Flyover improves Amtrak service along this corridor which is the planned route for High Speed train service east of Chicago. Metra trains had priority over the freight and Amtrak trains which use the NS tracks. This resulted in capacity and operational problems with movements between NS’s 47th Street Yard (west of Englewood) and Park Manor Yard (east of Englewood), as well as delays for NS and Amtrak trains on the NS Main Line as they wait for Metra trains to clear the crossing and during 3 hour curfews during rush hours. Metra, NS and Amtrak all have plans to significantly increase traffic through this corridor which will add to the current congestion. The existing at-grade configuration posed an insurmountable restriction to implementing the proposed traffic increases.

Metra: Increase to over 110 trains per day Amtrak: Increase traffic with the future Midwest High Speed Rail initiative and desire for a

dedicated tracks for their operations. NS: Require the ability to extend its 4th track through the crossing area along with a fifth track for

the planned CREATE East-West Corridor.

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Commuter Rail Service: Completion of this project will facilitate the transfer of Metra’s Southwest Service from Chicago Union Station to La Salle Street Station benefiting the expansion of Amtrak Intercity and High Speed Rail Services as well as the implementation of Metra’s proposed Southeast Service.

Freight Rail Service Completion of this project will benefit Norfolk Southern intermodal trains operating to and from its nearby 47th and 63rd Street Terminals. More efficient operation of these intermodal trains will benefit Amtrak intercity trains operating on the same NS tracks Amtrak In addition to current Amtrak service, four High-Speed Rail Corridors of the “Chicago Hub Network” will pass through this location. The Englewood Flyover is needed to relieve a major chokepoint between Chicago Union Station and points east and south. Completion of the CREATE Project P1 is the keystone to any service expansion to the east.

Even though the proposed improvements were seen as beneficial to all stakeholders involved, it took a program like CREATE to bring all the parties together to overcome the coordination and funding issues that has stalled this project in the past though. CREATE PROGRAM OVERVIEW CREATE was established in 2003 to improve freight and passenger rail operations in the Chicago metropolitan area and is the first program on which so many competing railroads have come together as partners to increase the efficiency of an urban rail network. Six of the seven major railroads operating in North America pass through Chicago.

CREATE PROJECT OVERVIEW

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THE CREATE PROCESS Chicago handles 25% of the entire nation’s rail traffic, which causes severe bottlenecks throughout the city. A train traveling from Los Angeles takes 48 hours to arrive in Chicago and 30 hours to pass through Chicago alone due to these bottlenecks. Outlined below is a brief summary of the process used to manage the P1 Project, through Preliminary Design and into Final Design and Construction.

Initial Stages The initial CREATE efforts focused on addressing the detailed and sometimes restrictive requirements of the individual stakeholders, providing checks and balances to ensure fair development of the program and maintain responsible expenditure of the funding obtained. The responsibilities of the entities involved in the P1 Project include the following:

CREATE Team – Responsible for overall management of the CREATE projects including development and implementing a formal management process, including review of the technical merits of each project, securing required environmental clearances, scrutinizing the projected construction costs and identifying changes to the project as it progress through final design and construction.

IDOT – Conduit for federal funding and as the lead agency in the Phase 1 Preliminary Design and Environmental Clearance effort.

Metra – Lead entity to administer the final design and construction. As a governmental agency, Metra has strict funding and contracting requirements that had to be met and blended into those of IDOT, the CREATE Program and the requirements of the agencies providing the funding.

FHWA – Responsible for handling interagency agreements and review of the funding

processes for the CREATE Program.

FRA and the High Speed Intercity Passenger Rail Program (HSIPR) – FRA was designated to disburse the HSIPR funds and provide general oversight. Traditionally a regulating agency, the FRA needed to add internal processes to handle funding aspects of the project. During the initial phases of the final design, FRA was in the process of developing its procedures and building the staff necessary to handle this new responsibility. FRA administered the funds for the P1 Project which were provided through the American Recovery and Reinvestment Act (ARRA).

ARRA Requirements – The P1 project was selected for a $133 million cooperative

agreement under the American Recovery and Reinvestment Act as part of the FRA’s HSIPR Program. These funds had to be used pursuant to OMB Circular A-87, “Cost Principles for State, Local, and Indian Tribal Governments” (codified at 2 CFR part 225) adding another layer of requirements to the process. (The balance of the funding was provided by the CREATE partners and other funding sources.)

The development of the project was done in two phases. Phase 1 - Consisted of Preliminary Engineering and Environmental Clearances, administered through IDOT which resulted in an ECAD Document and Record. The project was approved environmentally through a Categorical Exclusion.

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Phase 2 – Consisted of Final Design and Construction and was managed through Metra once the project was selected and funded through the ARRA and HSIPR Program. With the design due-diligence in Phase 1, the project moved swiftly through final design, with the numerous inter-agency agreements following a coordinated but somewhat separate track. The development of the inter-agency agreements necessary to implement the controls and funding restrictions for this project included the following:

1. Completion of the PS&E Packages (Plans, Specifications & Estimates (IDOT, FHWA, FRA Concurs)

2. State Rail Agreements (SRA) – To authorize the project by IDOT (IDOT/Metra) 3. Federal Authorization for Approval of the SRA and Funding from the FHWA/FRA 4. Cooperative Agreement (Federal Obligation of Funds) (FRA/IDOT) 5. Metra/NS Inter-Rail Agreement for Construction and Maintenance (Metra/NS) 6. Metra/NS Temporary License for Occupancy (Temporary Shoofly on NS Property) (Metra/NS) 7. Stakeholder Agreement (Outcome/Service Assurance) (IDOT, NS, Amtrak) 8. Construction Agreement and Float (IDOT) 9. Project Management Plan (IDOT, FHWA, FRA) 10. Statement of Work (IDOT, FRA) 11. Financial Plan (IDOT, FHWA, FRA) 12. Schedule (IDOT, FHWA, FRA) 13. Letter of Commitment for Matching Funds (FRA, IDOT) 14. Dan Ryan Bridge Maintenance Agreement (Metra, IDOT) 15. Master Utility State Rail Agreement (IDOT, Metra) 16. Grants of Easement (Privilege) (Metra, CDOT) 17. Street Vacations (CDOT, Metra) 18. Office of Underground Coordination (OUC-City of Chicago)

Tech Memos also had to be prepared and approved for any design variations after approval of Phase 1 Plans and Environmental Clearances and included any changes in earth disturbance or possible noise impacts. Managing the agreement process was a substantial effort that often pushed the significant design challenges into the background. The cooperation between all agencies and entities involved was tremendous and though everyone had their own unique requirements, they all worked diligently to obtain the agreements the team as a whole required. DESCRIPTION OF THE PROJECT CREATE Project P1, also known as the Englewood Flyover consists of a triple-tracked flyover bridge carrying Metra tracks (north-south) over Norfolk Southern and Amtrak tracks (east-west) near 63rd Street and State Street on the south side of Chicago, designed to eliminate the daily at-grade conflicts between these tracks. Metra required two tracks to remain in service at all times during construction, and direction was given early in the project that no permanent property acquisition was desired. The flyover was built on an alignment to the west of the existing route within the existing right-of-way. The design covered work between 59th Street on the north to 67th Street on the south. The total length is 8,700’ (1.65 miles), of which the flyover extends for approximately 2,150’. At the heart of the improvement is the removal of the diamond which was the source of the delays and for a constraining 25 MPH speed restriction for the Metra commuter trains. The design speed was set at 79 MPH with a maximum grade allowed set at 2%. The 2% grade was provided as only limited, if any, freight movements would be made over the new flyover. Consideration was made to increase the grade beyond 2% in an attempt to avoid the need to raise the existing

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Wentworth structure. RailSim models were run at various grades and it was determined to maintain speed and rider comfort, the 2% grade was as steep Metra was willing to go.

At-grade alignment

The challenges faced included addressing the following concerns within the 8,100’ project limits.

The existing Metra Rock Island District (RID) Line was already elevated on fill above street level

CTA Green Line Overpass at the north end of the project limits

Power Transmission Line – Dual 345kV Lines

Local Street Underpasses

59th Street

60th Street (Viaduct was closed and filled)

61st Street

63rd Street

Wentworth Ave

66th Street (Viaduct was closed and filled)

67th Street

Dan Ryan Expressway (14 lanes of traffic including entrance ramps)

CTA Red Line running in the middle of the expressway

Scheduled to be upgraded during the P1 Construction Phase

NS Park Manor Intermodal Terminal adjacent to the Corridor

Interlocking Signal Bungalow Conflict with Pier 12

63rd STREET (BELOW)

NS & AMTRAK

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Retaining Wall construction (the Metra mains are in an elevated corridor)

No Permanent Property Acquisition

Limited Construction Access and much of the work in Residential areas VALUE ENGINEERING INITIATIVE A formal Value Engineering Study was conducted at the beginning of the Final Design Phase to explore possible VE ideas that could benefit the project. A few of those ideas are listed below:

Use CM at Risk – Metra’s procurement procedures did not allow this method of delivery.

Design and fabricate the bridges in an advanced package – Not used. Funding approval would not be authorized soon enough to make this option viable

Use Concrete Substructure and H-Piles on Flyover approaches – Not used. Increased capacity of the drilled shafts was preferred.

Use Retaining walls in lieu of Flyover Bridge approaches – Not used. Concerns over access

for filling walls, along with adding loads to the adjacent buildings just off the R/W.

Construct the single track structure first – Not considered. Would not allow two tracks to be in service at all times.

Use precast concrete box girders and eliminate separate cast-in-place deck – Accepted with Modifications – Savings in $$ and Schedule

Use a Truss bridge to span the Dan Ryan or Over NS – Not used. Constructability and transportation concerns, cost was greater and projected schedule savings were uncertain.

Reuse existing Bridges for the proposed local road bridges – Timing for the staging was a

concern, and significant abutment modifications and property concerns were noted due to the configuration of the spans. The bridges were salvaged for use in future projects.

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Congestion challenge with no property acquisition or slow orders

Flyover Concept

CLOSURES AT 60TH STREET AND 66TH STREET

To minimize costs by eliminating new structure, the decision was made to eliminate several of the underpasses by closing 60th Street and 66th Street through the Metra embankment.

The flyover concept is a relatively simple idea, however when coupled with the highly urbanized

location the challenge to meet this vision is much more complex.

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RETAINING WALLS

Retaining walls were provided to support the new tracks and to restore existing walls to accommodate the new tracks without acquiring additional property. Over 3,000 feet of retaining walls were constructed as part of the P1 project.

BRIDGES

Bridge 72 crosses over 67th Street. This bridge is a 77’-4” single span thru-girder bridge with a single track, and was installed adjacent to the existing double track bridge that was maintained. The existing abutment was extended and the new bridge was placed at the same elevation as the existing bridge.

Bridge 70 over Wentworth Avenue is a single span double track 10’ deep thru-girder bridge. This structure has a severe skew of 69 degrees. The new bridge was built adjacent to the existing bridge.

During the design development it was determined that the existing Wentworth bridge was in good condition and could be maintained to accommodate the future third track. The only issue was that the existing track was significantly lower than the proposed profile. The solution was to jack the entire span up to meet the new profile. The existing bridge was built level, so the bridge was lifted in two stages. The first stage brings the entire bridge up to the elevation of the southeast thru girder bearing approximately 8 inches. The second stage tilts the bridge to meet the 1.94% proposed grade of the new track with a maximum raise at the northwest bearing of 3 feet.

Bridge 64 consists of two new adjacent steel beam structures with a concrete deck, both with 70’-0” single spans over 61st street. The new bridges were build adjacent to and clear of the existing bridge with the new top of rail over 11’ higher than the existing tracks. Temporary shoring was provided to hold back the new embankment.

Bridge 62 crosses over 59th Street. This bridge is a 70’-0” single span thru-girder bridge with a single track, and was installed adjacent to the existing double track bridge that was maintained.

FLYOVER

The Englewood Flyover is a 26 span bridge that runs continuously from north of Wentworth Avenue to south of 62nd Street. The structure is organized in three segments: the approach spans, the NS crossing and the Dan Ryan crossing. The total length is approximately 2,150’. The first segment is the flyover approach spans, which consists of 21 total spans, 11 north and 10 south of the NS crossing. Each span is approximately 70’ long, accounting for 1,770’ of the structure. The beams are 72” deep precast prestressed concrete deck beams. The beams were designed using Bentley Conspan, with the Cooper E80 input as a moving load over the spans. The AREMA checks were completed with MathCad using the Conspan output. The alignment for the flyover bridge is on a 3800 foot radius horizontal curve, which includes spiral curves at each end, presenting a layout challenge. The solution was to hold the beam lengths constant at approximately 70’ throughout for every approach span to provide efficiency in the precasting process. Every span consists of straight beams with a curved alignment on top. The width of the bridge accounted for the additional horizontal clearance needed for the curvature. The next section of the flyover is the NS Crossing, which spans over the NS and Amtrak, eliminating the at-grade crossing. It consists of two spans of double track and single track thru girder bridges that are approximately 237’ in length.

The two spans are necessary to accommodate three (3) existing NS and Amtrak tracks, and allow for the construction of three (3) future tracks. Two of the tracks are designated for the Amtrak High Speed Rail Corridor from Chicago to the east.

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Pier 12 and proximity to the signal bungalow, left.

Norfolk Southern - Flyover Structure

The span configuration is asymmetric due to the locations of the piers. Pier 11 at the north side of the NS crossing is located along 63rd Street and skewed at 10 degrees ahead right. Pier 12 is skewed at 25 degrees ahead left to match the alignment of the adjacent NS and Amtrak tracks. Pier 13 has no skew to meet the PPC beams of the approach spans. This made for difficult detailing of the thru girder spans. The spans also needed to account for the curvature of the track alignment. Another complication in the design of this section was Pier 12. This pier needed to be located between two of the future tracks. This put the pier directly in conflict with an existing signal bungalow. The cost of relocating the bungalow was estimated to be over $1M dollars. Several alternatives were considered to support the two thru girder spans, including straddle bents and even a truss to span over the bungalow. The chosen alternative was to remove and relocate the signal bungalow. Pier 11, at the North end of the NS segment, runs along 63rd Street and needed to be designed to support the 15’ of embankment above the existing backwall along with the reactions from the thru girders and approach spans. The pier consists of a solid wall up to the embankment fill level and then columns extended from the ground line up to the pier cap.

The contractor used a Manitowoc 2250 with 30ft. Max-er 2000 counterweight. This crane configuration has a lifting capacity of over 300 tons with capacity to spare to lift the more than 100 ton girders at the required 90 foot working radius. The crane took 10 trucks to mobilize, 5 days to assemble and required extensive ground preparation including a foot of stone covered by ¾” street plates.

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Adding a complication to the beam erection was the location of the communication bungalow just south of pier 12 that was not relocated. This bungalow has a pole that extended ~35’ in the air so the beams needed to be lifted around the pole.

Dan Ryan Expressway – Flyover Structure

The final section crosses over the Dan Ryan Expressway, or Interstate 90/94. This section consists of three span continuous steel plate girders and a concrete deck, with a total length of approximately 445’. The superstructure was designed using MDX software, with the AREMA Cooper E80 loading input as a non-standard truck loading. At this location the Dan Ryan Expressway has 14 traffic lanes including the local and express lanes, and the average daily traffic is more than 300,000 cars/day. The CTA Red Line also runs down the center of the Dan Ryan. The original concept during phase one was to replace the existing structure with a similar configuration that included a pier located between the two CTA Red Line tracks. This presented numerous construction challenges and potential delays to the construction due to limited track outages. The height of the pier did not allow for the use of a single row of drilled shafts, so a footing and two rows of shafts would need to be constructed. This would have required a shut-down of the tracks to construct the pier. The solution was to eliminate this pier and completely span over the CTA. This resulted in a span length of 187’-3” for the middle span of the three span segment, which is long for a bridge supporting railroad. The superstructure was designed to be three span continuous in order to provide the most efficient beam design. Continuous structures are not common for rail bridges, but this did match the existing bridge design. The Dan Ryan is on a curved alignment at this location, which meant the two piers have different skews, complicating the steel framing and design. The current shoulders on the Dan Ryan were substandard, and the proposed piers were required to not further reduce the shoulder width. This required the design of a slender pier stem, only 4’ in width. The tallest pier height is 45 feet from bottom of footing to top of beam seat. The piers were analyzed using a spreadsheet and independently checked with Bentley RC Pier. The design was complex since it was a continuous span bridge but the true challenge was to construct this structure nearly 40’ above the busiest highway this side of Los Angeles. “You wanted to close the highway for how long?”

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One of the major design constraints were the two piers located in the Dan Ryan median, Piers 24 and 25. The new piers needed to fit within the limits of the median barrier and match the orientation of the median

Existing Dan Ryan Bridge during demolition

The vertical profile raise provided an advantage for the Dan Ryan crossing. The proposed bridge is 9’ higher than the existing, which allowed for the use of deep beam sections. 10’-0” deep webs were chosen for the plate girders.

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Piers 24 and 25 are supported by two rows of drilled shafts. The shafts needed to be spaced around the existing shafts from the existing bridge that was removed. The bedrock is only 30’ below the bottom of footing, which limited the cost of the shafts. The shafts are 4 feet in diameter with 3 foot 6 inch rock sockets that are 2 feet deep. The drilled shafts were analyzed using RISA-3D and LPile software. The construction of the shafts required staging and lane closures along the Dan Ryan, which was coordinated with the state DOT.

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The plate girders for the Dan Ryan crossing were fabricated in Eau Claire Wisconsin. The girders are 10’ deep and the longest beam segment is 110’ long. The fabricator used custom trailers to haul the beams from Eau Claire to the laydown yard that they setup at the I-57 interchange at 147th Street, about 11 miles south of the project. The drive time is approximately 6 hours between the two locations, and once the beams were in the yard they needed to have all of the connection steel attached for the diaphragms and lateral bracing. The process of loading and unloading the trucks required that the trucks be run on a continuous loop from Eau Claire to the laydown yard and to the project site. The beam erection required multiple overnight closures of the Dan Ryan Expressway. The closures were coordinated with the Illinois DOT, the CTA and the Chicago Skyway Toll Road. The first night the outbound Dan Ryan was restricted down to one lane closure on Saturday night and completely shut down for 15 minute periods for erection with everything needing to be back open by 9 am Sunday morning. This was necessary in order to erect two girders so that the system was stable. After that the Dan Ryan was shut down on weeknights overnight from midnight until 5 am for 15 minutes at a time. This short closure window meant that large, immobile cranes could not be used to lift the girders.

Numerous smaller mobile cranes were utilized, as shown here, to lift the girders. The girders were spliced in the air, which required the cranes to hold the sections in place until enough bolts were installed to take the load off of the cranes. The closures also had to be coordinated with the CTA Red Line through the use of flagmen and temporary track closures. In total, the erection of the eight lines of Dan Ryan double track girders was completed over 16 days. The cooperation between IDOT, the CTA, the Skyway and Metra were key to the success of the project.

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A R E M A 2 0 1 5 A N N U A L C O N F E R E N C E

Minneapolis, MN | October 4-7, 2015

The Goal – Separate Metra from Amtrak and NS



CREATE Program OverviewPartnership to improve train traffic through Chicago:

• FHWA/FRA• IDOT• City of Chicago• Metra• Amtrak• Class I Railroads

• Norfolk Southern Railway (NS)• CSX Corporation• Canadian National Railway (CN)• Canadian Pacific Railway (CP)• BNSF Railway• Union Pacific Railroad (UPRR)



CREATE Program Map

Project Location

www.createprogram.org



Adjacent CREATE Projects75th Street Corridor Grand Crossing

http://www.createprogram.org/factsheets/p1.pdf



Project Selection and Phase 1IDOT – CREATE Phase 1 – Lead Agency

AAR – CREATE Oversight

Metra - Commuter

Amtrak – High Speed Rail

Norfolk Southern Railway

Federal Highway Administration – Funding for Design Phase

UPRR, BNSF, CP, CSX

City of Chicago



Project Stakeholders – Phase 2METRA – Owner, Lead Agency

AAR – CREATE Oversight

Amtrak – High Speed Rail

Norfolk Southern Railway

Federal Railroad Administration – Funding for Construction Phase

Federal Highway Administration – Funding for Design Phase

Illinois Department of Transportation – Processed Phase I Design, Bridge over Dan Ryan

City of Chicago – OUC Permitting

Chicago Transit Authority – CTA Red Line Reconstruction

Chicago Park District – Old Candle Factory Building

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Englewood Interlocking



Crossing the Dan Ryan



SolutionGrade Separation – Metra Rock Island over NS/AmtrakNew Three Track Alignment – Two Proposed and One FutureDual Structures – Double Track with Single Track Adjacent



Funding and SchedulePhase 1 - $7,000,000

• IDOT, Metra, NS and FHWA (SAFTEA-LU)

Phase 2 - $133,000,000

• ARRA ( American Recovery and Reinvestment Act HSR Funds)

• ARRA Funding Requirements

Schedule

• Shovel Ready Project

• Phase 2 – Design March 2010 – September 2010

• Construction within 2 Years from Project Approval



Overall Site LayoutDesign Phase

2 Viaduct ClosuresNS Flyover and Approach SpansDan Ryan and CTA Flyover3,000 LF Retaining Walls

Wentworth Avenue – Skew70 MPH Design Speed2% Slopes



Design ConstraintsWorking Over and Adjacent to Active Railroad Tracks

• Metra Rock Island – Maintain Two Active Tracks During Construction• Chicago Park District Old Candle Factory Building

• NS Park Manor Yard – East Side of Metra ROW• NS and Amtrak at Englewood Interlocking – 3 Existing and 3 Future Tracks

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Design Constraints

No Permanent ROW Acquisition



Design Constraints: ComEd Dual 345kV Overhead LinesStray Current Concerns



South of Flyover



Bridge over 67th Street77’-4” Single Span Through Girder Bridge

Single Track Adjacent to Existing Double Track Span



Bridge over Wentworth AvenueNew 140’-0” Single Span Through Girder Bridge – Double Track



Bridge over Wentworth AvenueExisting Double Track Through Girder Jacked to Match New Profile

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North of Flyover



Bridge over 61st Street70’-0” Single Span Steel Beam with Concrete Deck

Double Track and Single Track



Bridge over 59th Street70’ Single Span Through Girder Bridge – Single Track

Adjacent to Existing Double Track to Remain



Limits of Flyover



Flyover - Approach SpansDual Structure – Double Track and Single Track21 Spans Total – 11 North and 10 South of NS~70’ Span Length = 1,470’ of Approach Spans

72” Deep PPC Deck Beams



Flyover - Approach SpansStraight Beams on Curved Alignment

Beam Lengths Held Constant

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Flyover - Approach Spans



Drilled Shaft Piers



Surrounding Streets



Park Manor Yard Reconfiguration

Before After



Flyover – NS CrossingTwo Span Steel Through Girder Bridges - ~237’ Total



Flyover – NS CrossingCrosses three existing and three future NS and Amtrak tracks

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Flyover – NS CrossingAsymmetric Framing – Pier 12 Skewed Along Tracks,

Pier 11 Skewed along 63rd Street



Flyover – NS CrossingPier 12 – Signal Bungalow Conflict



Flyover – NS CrossingPier 12 – Signal Bungalow – Relocate the NS Bungalow



Flyover – NS CrossingPier 11 at 63rd Street



Flyover – NS CrossingGirder Erection –Large Crane Required



Flyover – NS CrossingBeam Erection –Lift Around Communication Pole

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Flyover – Dan Ryan CrossingThree Span Continuous Steel Plate Girders with Concrete Deck

~445’ Total Length with 187’ Middle Span



Dan Ryan CrossingCompletely Spanned Over CTA Eliminated Existing Pier and Conflict



Dan Ryan CrossingVertical Clearance >> Required

• Allowed for Deep Beam Sections: 10’-0” Deep Webs



Dan Ryan CrossingStaging of Dan Ryan for Pier Construction



Dan Ryan CrossingPiers Supported by Drilled Shafts Spaced Around Existing ShaftsBedrock ~30’ Below the Bottom of Footing



Dan Ryan Crossing• Beams Fabricated by PDM Bridge in

Eau Claire, WI• Custom Trailers Constructed to Haul

Beam Sections• Trucks On Continuous Loop: Eau

Claire and Laydown Yard at 147th

Street and I-57

http://www.robertweberphotography.com/

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Dan Ryan CrossingBeam Erection: • Several Night Closures of Dan Ryan• Multiple Cranes Required to Lift

Beams and Splice In Air During Tight Closure Window

http://www.robertweberphotography.com/



Dan Ryan CrossingGirders Stability Provided by Existing Bridge during Erection Pan Decking Used



Dan Ryan CrossingCast-in-Place Concrete Deck Track Construction



Englewood FlyoverDedication Ceremony – October 23, 2014



Project Participants



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