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In The Spotlight

“In the Spotlight” showcases TranSystems’ news, staff, projects, awards, successes and other topics of special note to those in the industry as well as our clients.
BNSF Bridge 24.8 Replacement Project Wins Best ABC Project Lateral Slide Technology (Railroad Bridge) Award
On December 7th, during the 2017 National Accelerated Bridge Construction Conference, the BNSF Bridge 24.8 Replacement Project was announced as the Best ABC Project Lateral Slide Technology (Railroad Bridge) Award winner. Jay Hyland accepted the award on TranSystems’ behalf. 
 
At the conference, which TranSystems sponsored at the platinum level, Jay Hyland co-presented with Chris VanDeven of BNSF Railway. The duo discussed the tight construction windows for the BNSF Bridge 24.8 project located in Camas, Washington.

ABOUT THE BNSF 24.8 PROJECT
Originally constructed in 1911, the BNSF owned and operated bridge is located on the Fall Bridge Subdivision between Pasco, WA and Portland, OR. An average of 40 trains per day operate over the bridge with a timetable track speed through this location of 40 miles per hour for freight and passenger. With the aging superstructure trusses consisting of pin connections, BNSF began planning for the bridge replacement.
 
The span configuration of the open deck bridge consists of a 50-foot deck plate girder (DPG) approach, two 200-foot through truss spans, and a 50-foot DPG approach span. The spans were supported on cast-in-place concrete piers and abutments. The east abutment and two east piers were supported on timber piles. The west abutment and west pier were supported as spread footings. Originally, the bridge was a single 200-foot through truss span. The original cast-in-place abutments were converted to piers in the new bridge. 
 
The new bridge consists of a single-track, five span, 545-foot bridge including one 200-foot main span through truss, one 162-foot through plate girder span (TPG), one 92-foot TPG span and two 42-foot prestressed concrete double cell box beam spans. Due to an existing Washington Department of Transportation overpass bridge just west of this bridge, the bridge was replaced in-line.
 
The construction plan for the in-line replacement of this bridge occurred during a series of specified track windows. Due to permitting restrictions for in-water work, two temporary work bridges across the Washougal River were required to be constructed during specified in-water work windows. With the amount of train traffic on this line segment, the placement of the driven abutment piles required multiple short track windows.
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