TAXIWAY OVERPASS TESTED TO SEE IF IT CAN HANDLE JUMBO JETS

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP86-00244R000300170001-5
• Release Decision: RIPPUB
• Original Classification: K
• Document Page Count: 2
• Document Creation Date: November 11, 2016
• Document Release Date: April 6, 1999
• Sequence Number: 1
• Content Type: NSPR

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didn't design for moving aircraft, but pavements, stabilized and membran tion manager.
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for a static load like a parking lot. Vi- sealed subgrades, the effects of frost an
bration that develops on the runway is permafrost and load transfer devices fo niversary meeting, then at the annual
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all that. It's first phase, coordinated structive testing techniques. dicted that the gathering of building
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CRYRGHT CPYRGHT
Taxiway overpass tested to see if it can handle jumbo jets
ngineers are testing a ve-year-o
taxiway bridge at Chicago's O'Hare In-
ternational Airport to see whether it
can handle jumbo jets. The four-span
structure over eight lanes of the air-
port's main access route was designed
for gross weights of 600,000 lb with an
impact factor of 30%. The Boeing 747
weighs in at up to 750,000 lb and heav-
ier craft are expected.
Theoretical studies by Westenhoff &
Novick, Inc., Chicago, indicated that
the 225-ft bridge can take heavier load-
ing, but engineers wanted a more defi-
nite answer. Loading tests conducted
by WissJanney-Elstner & Associates,
Northbrook, Ill., concluded recently
and recommendations are expected
later this month.
The. bridge is a continuous
girder structure with a 13-in. concrete
deck cast compositely with 22 stringers.
Center spans are 73.5 ft long and each
end span is 39 ft. Two longitudinal
joints divide the 125-ft-wide structure
with the center section being 44 ft wide.
When design started eight years ago,
attempts to get forecasts of future air-
craft weights from manufacturers were
unsuccessful, according to the city's bu-
reau of engineering. The largest planes
then operating were about 300,000 lb
and the bureau decided on 'a design
load twice that, assuming dual tandem
landing gears that concentrate loading
on a few stringers. A 747 has four land-
mna aears in a tranezoidal configuration
Test plane heavier than bridge design load.
mented the bridge with more than 100
strain gages plus meters to measure ac-
celeration and velocity for static and
dynamic testing. They monitored nor-
mal operations during the day, then
closed the taxiway at night for con-
trolled testing. First they ran a cart on a
747 gear loaded with 190,000 lb of iron,
then a DC-8 aircraft and finally a 747.
The aircraft were taxied at various
speeds, braked to a stop and accelerated
at four locations. Because the jumbo's
outboard engines overhang the bridge,
the consultants also measured jet wakes
and noise levels on the roadway below.
Among determinations to be made
are the distribution of loads and the
747's actual impact loading, stresses
that would be imposed by heavier 747s
and other jumbo jets with different con-
figurations, plus the expected life of the
structure under repetition of various
loadings. The consultants will also de-
termine whether the 30% impact factor,
typically applied on highway bridges, is
unnecessarily conservative. .
Taxiway overpasses at Kennedy In-
ternational have been strengthened .for
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that spreads
rrp" 1 9 n9rir1t-.JeapenltJ991 1t5r>:ltwA s -00T/~b.$40Q'~0OfFiTiO first CM
This sum
building systems conference in a few
years in recognition of changes he sees
in the construction process. Hastings
urged materials producers to get on the
vers rather than vendors."
"Instead of looking to you fur prod-
ucts, we will look to you for solutions to
design problems," said Hastings. "If
this process develops as I expect it to,
we will call you into the early meeting
of the design team, and you will be of-
fered a professional fee for your coun-
sel;"
Hastings warned that with changes
in manufacturing there will be market-
ing and selling changes for materials or
systems producers. With increased pres-
sures of quality, cost and time on con-
struction, design teams will need more
producers who can meet performance
specifications and guarantee in-place
performance of systems or subsystems.
Designers will no longer be able to spec-
ify products in detail, he said. "You will
be the logical professional to design,
build, test, fabricate, install and guar-
antee the system or subsystem you offer
the building team," he told the build-
ing products executives.
Manager's role. Gerald McKee,-presi-
dent of McKee-Berger-Mansueto, Inc.,
New York City, joined Hastings in de-
scribing the role of construction man-
ager (CM) as it has burst upon the con-
struction scene of late. Hastings'
Detroit A-E firm, Smith, Hinchmann &
Grylls Associates, Inc., has been tele-
scoping construction schedules as CM
.on buildings for the State University of
New York. McKee's firm is in. partner-
ship with Walter Kidde Constructors,
 and S t tr'"
Approve orate
ministration for its Beltsville, Mc-,
building (ENR 9/9 p. 9).
"CM is an owners' invention,"
McKee said. The owners have seized
on simultaneous design and con-
tructin under er coordination of a CM as
wa to cut time and dollars out of
heir jobs. As to who will be the CM,
cKee said the good general contrac-
or (GC) has a head start, but the CM
nd the GC are two fundamentally dif-
Brent roles. McKee said the GC's usual
anagement functions are "only a
point of departure toward the CM role"
an agent of the owner with authority
ver design, costs and scheduling as
CPYRGHT
wOqACgo_ZDP86
The CM has to "mana e costs, n t
just predict them," said McKee.
Saul Horowitz, Jr., president f
HRH Construction. Corp., New Yo
City, and a vice presidential nominee f
the Associated General Contracto
(AGC), told the Producers' Council a -
dience that the ranks of design-co
struct organizations will grow as a r
suit of the CM concept.
Horowitz reminded the produce
that he predicted the growing use
construction managers at a Producer,
'
Council meeting in 1968. He told the
the concept really got its start wit
manufacturing industries. The govern
Mwo, ho said, is f"48 01 ing industr Y.
Pollution bill says EPA will pay its overdue bills
CPYRGHT
Pollution control officials in states that
routinely prefinanced the federal share
of treatment plant construction costs
got good news last week.
They will get their money back if the
water pollution bill now before the Sen-
ate passes as expected (ENR 10/28
p. 13). The bill authorizes the reim-
bursement of the $2.4 billion the Envi-
ronmental Protection Agency (EPA) es-
timates it owes states and communities
that went ahead with construction de-
spite lack of promised federal funds.
According to EPA, the federal pro-
gram under the 1966 Clean Water Res-
toration Act actually covered only 6%
of construction costs nationwide instead
of the promised maximum of 55%.
Under the new bill, $2 billion is spe-
cifically earmarked for reimbursing
communities for plants built between
July 1, 1966, and the date the new bill
becomes law. Another $400 million is
included to cover reimbursement for
plants built between 1956 and 1966. As
an added attraction, all reimburse-
ments for plants built after 1966 will be
at 50% of construction costs even if the
individual community was eligible for
only a 30% grant because its state did
not participate.
The Senate Public Works Commit-
tee, in its report on the bill, called the
old sliding grant system inequitable for
many communities, especially large
ones. The report says that the reim-
.bursement was aimed at "righting any
past discrimination against those . .
municipalities that PTb 'ft6F
full federal contribution.
For the 1956 to 1966 period, the
reimbursements will be a maximum of
30% because that was the maximum
under the law covering those years.
More money may be authorized if the
$400 million is inadequate.
The bill calls for the EPA adminis-
trator to divide the available funds by
giving "to each project approved for
reimbursement an amount which bears
the same ratio to the reimbursement
approved for such project as the total of
such sums appropriated bears to the to-
tal reimbursement authorized for all
projects eligible for reimbursement as
estimated by the administrator."
Horowitz discussed AGC's action on
M at its mid-year meeting (ENR 9/30
14). That action in effect put off at
east until next March any definitive
GC policy statement.
Horowitz said general contracts will
e mobilizing to provide CM services.
CPYRGHT
Worry over reimbursement started in
New York state, where a large chunk of
a $3-billion pollution control bond is-
sue has gone to prefinancing promised
federal money.
State officials have expressed concern
in recent weeks because a letter from
EPA extending the provisions of the ex-
pired 1966 law failed to mention exten-
sion of reimbursement. Since reim-
bursement has never been actually
written into law, some state officials felt
that New York might be left holding
the bag. EPA officials in Washington
last week said that the omission is
meaningless.
CPYRGHT
Building failure may bring $1-million suit CPYRGHT
The Dade County, Fla., Port Authority
has voted to sue a general contractor,
an A-E firm, a consultant, a steel fabri-
cator and a steel erector for over $1 mil-
lion to cover repair of three garages
built or under way at Miami Inter-
national Airport.
Last January cracks developed in the
main supporting columns of two seven-
story reinforced concrete garages that
have post-tensioned slabs and beams
(ENR 4/29 p. 14). The original contract
for three garages totaled $10.3 million.
Cost is now estimated at $113 million.
If a suit is filed, the defendents will
be general contractor Gust K. Newberg
Construction Co., Chicago; architect- tures, including removal of concrete
~GfiD9l2itI/Q486o-1Q9u34 1QnlQo -5ith
%fv Fla.,; Howard, Needles, Tammen & stronger members, is costing $609,000.
Bergendoff, New York City, consultant
to the owner, the Dade County Port
Authority; Inland-Ryerson Construc-
tion Products Co., Chicago, suppliers of
tendons and equipment for stressing
and grouting during the post-tension-
ing operations; and the erector, Gate-
way Erectors, division of Imoco-Gate-
way Corp., Chicago.
The third structure, now under con-
struction, was not under way when the
cracks were found. Redesign of the
third garage, including additional rein-
forcing steel, forming and post-tension-
ing, resulted in an increase in cost of
$476,000. Repair of the first two struc-