Featured Bechtel Project - Caltrans Contract: 04A0246

Managing and maintaining the structural integrity of California's state-owned and operated toll bridges is one of the most important challenges facing the California Department of Transportation (Caltrans), a task that was underscored in the wake of the Loma Prieta earthquake in 1989 that seriously damaged the San Francisco-Oakland Bay Bridge. Now, Caltrans has allocated an estimated $2.6 billion to seismically retrofit five Northern California toll bridges, including the Bay Bridge, plus the Vincent-Thomas Bridge that spans the Port of Los Angeles, and the Coronado Bay Bridge in San Diego. Nowhere in the world have bridges as structurally complex as these been seismically reengineered to withstand the structural harm posed by potential earthquakes that are a constant threat to this state.

To help in this monumental task, Bechtel Infrastructure Corporation, a global engineering-construction organization, responded to a request for proposal from Caltrans to assist in the retrofitting program. Issues surrounding the program included a finite program fund and the need to consolidate legacy system integration and business processes. Bechtel's solution was to take commercially available software and develop it into a Program Management Information System (PMIS) designed specifically for the Caltrans retrofit program.

Bechtel selected Integral Vision, because of its domain expertise, to accomplish that task.

Based on Integral Vision's recommendation to analyze the needs of the Client before proposing a software, Integral Vision surveyed and analyzed, in a very detail methodology, fifteen (15) different software providers covering major functions such as: Estimating, Project Control, Contract Administration and Planning and Scheduling. The selection panel composed of Bechtel and Caltrans individuals selected the software providers that fit the closest the needs of Caltrans.

Integral Vision introduced also the Scope Breakdown Structure (SBS) to Caltrans for its Capital Outlay projects. Caltrans had a Work Breakdown Structure just for Capital Outlay Support Projects only. The SBS is still in use on the Toll Bridge Program projects.

Knowing that none of the software providers will encompass the full spectrum of the Project Management tool, Integral Vision used, free of charge, some of its PMIV modules when the functionality was missing from others. After a lot of effort to try to customize the selected 'Project Management software', it was agreed, after switching Integral Vision role from consultant to software provider, to use PMIV, that was required less changes.

PMIV was installed on the San Francisco Oakland Bay Bridge retrofit project (Project 18 and Project 16) and on the Carquinez bridge projects.

In the last meeting at the District Office 04, Caltrans acknowledged that: "Integral Vision accomplished more than anticipated".

For more information see www.bechtel.com

Self-Anchored Suspension Bridge (SAS)

With construction started in May 2006 and an anticipated completion in late 2013; the Self-Anchored Suspension (SAS) Bridge will be the longest single-tower, self-anchored suspension bridge in the world. The 2.2 mile East Span of the bridge includes two main sections: a Self-Anchored Suspension structure with a single 525-foot-tall steel tower and a 1.2 mile long elevated Skyway viaduct descending towards Oakland. One continuous main cable, anchored in the eastern section of the SAS, is carried over the single tower, then extends down and loops around the two western decks. Anchoring the main cable within the deck itself puts the span into compression and enables it to remain standing.

The SAS contract is the largest public works contract in California's history.

For more information see: http://baybridgeinfo.org/ and http://www.americanbridge.net/

CC Myers selected PMIV DocControl on their following projects:

• Benicia Bridge, Hwy 680/780 Interchange
• Carquinez Bridge Approach Replacement
• Company wide projects
• Yerba Buena Island Temporary Detour (TBS)

For more information on the Toll Bridge program and the New East Span of the San Francisco Oakland Bay Bridge, please refer to the following URLs:

http://www.baybridgeinfo.org

http://www.ccmyers.com

Shimmick is using PMIV DocControl on the Dumbarton project:

For more information on the Toll Bridge program and the New East Span of the San Francisco Oakland Bay Bridge please refer to the following URL's:

www.dot.ca.gov/hq/esc/tollbridge

www.dot.ca.gov/baybridge

http://www.baybridgeinfo.org/

http://www.shimmick.com

Wafer Facilities (1999-2000) (Kuching, Sarawak, East Malaysia)

In the summer of 1998, Sarawak local officials resurrected efforts to build a semiconductor-processing plant in Kuching after the failure of a previous venture, called Interconnect Technology. With new investors, new management and renewed government support, 1st Silicon started up and struck a technology partnership with Sharp.

The facility is located on a 97 acres site in the Sama Jaya Free Industrial Zone of Kuching. In land resource terms alone, this is an ample area for three contemporary wafer fabs. The company estimates that it will reach a production capacity of 30,000 wafers per month at full capacity.

The entire complex will include manufacturing clean rooms, supporting technical laboratories and work rooms, customer design centers, conference rooms, staff training rooms, a cafeteria, general storage, chemical storage facilities, a central utility building and an electrical substation building. The initial fabrication facility will have 100,000 square feet of manufacturing space, and will eventually employ over 650 people.

Later on 1st Silicon disclosed the appointment of Meissner+Wurst Zander as the firm's general contractor for the construction of its semiconductor wafer fabrication facility.

Meissner + Wurst Zander selected again Integral Vision for the project implementation of their over $320 million Wafer facilities project, phase 1, in Kuching, Sarawak, East Malaysia. Integral Vision was involved in the revision and preparation of all project procedures and the Work Breakdown Structure of the project. All PMIV modules were used. An interface with the client accounting system was developed.

A person from Integral Vision was seconded to M+W Zander for the full duration of the project. That person was able to support the project and during heavy work load to help various departments such as Project Control, the Procurement, the Engineering and the Document Control.

For more information please see www.mw-zander.com

In mid 2000, ipedex decided to implement PMIV corporate-wide to manage all their projects in East Asia, including their offices in Bangkok, Brunei and Jakarta.

All their templates were loaded into PMIV, their corporate Work Breakdown Structure was developed. All the modules where customized to satisfy exactly their needs.

"PMIV covers all the facets of project management, from estimating to costing, procurement, scheduling interfaces, document management and management reporting at the project and program levels"

- Ipedex

For more information please see http://www.ipedex.com.my/

Featured Kiewit Project - KFM Skyway Project

In January 2002, a Kiewit-led joint venture was selected to construct the over $1.09 billion "Skyway Segment" of the eastern span crossing the San Francisco Bay from Yerba Buena Island to the city of Oakland, California. Considered Phase One of a four-phase seismic retrofit to replace the existing double deck steel bridge, the project is the largest single contract in Caltrans history. When complete in February 2006, the two new twin precast segmental bridges will accommodate five lanes of traffic in each direction and a bike path on one side.

The superstructure consists primarily of precast segmental concrete box girders erected using the balanced cantilever method. The substructure consists of concrete-filled steel footings supported by steel-cased, cast-in-place concrete piles.

Project operations include access dredging, pile fabrication and driving, steel footing shell placement, pier construction and precast segment erection. The 1.2-mi.-long 14-span bridge deck consists of 452 precast segments, each weighing as much as 750 tons, among the heaviest ever lifted; over 288,000 cu. yd. of concrete; more than 30,000 tons of reinforcing steel; more than 36,000 tons of structural steel; and 160, 8-ft.-dia. cast-in-place steel shell piling. The 300-ft.-long bridge piles are the largest ever driven in the Bay area.

In June 2002, KFM decided to use PMIV on their project. All the current data was transferred into PMIV, their templates were incorporated into the Document Management module. Within few weeks there were up and running.

With Caltrans using also PMIV, and not sharing their data with the prime, we decided to synchronize the databases to minimize re-handling of data, copying and scanning.

For more information see www.kiewit.com

Oakland Touchdown (OTD)

The Oakland Touchdown is located west of the Bay Bridge toll plaza and will connect the new side-by-side decks of the new East Span to Interstate 80. The project involves building two roadway sections and a new electrical substation, in addition in extensive relocation of underground utilities.

Construction of the OTD consists of two phases. Prime contractor MCM Construction completed the first phase of construction on time and on budget in June 2010. Begun in August 2007, the first phase entailed building most of the structure, including approximately 1,000 feet of the new westbound lanes and about 500 feet of the eastbound lanes. Workers used nearly 8,700 tons of reinforcing steel and 1.5 million cubic feet of concrete (including 586,000 cubic feet of lightweight cellular concrete for the embankment) in the first phase.

Before Phase 2 begins, westbound traffic will start flowing on the new East Span and be shifted to the OTD's new westbound lanes. During the second phase, crews will demolish the old westbound lanes in order to finish building the new eastbound lanes and connect them to I-80 in Oakland.

For more information see: http://www.mcmconstructioninc.com/ and http://baybridgeinfo.org/projects/oakland-td.

TPPI project in Indonesia

In late 1996, Stone & Webster contacted Integral Vision to do a complete analysis of all the project management systems in order to integrate them. The analysis took Integral Vision to Houston, Boston and Milton Keynes, England where a final presentation was done.

In February 24, 1997 Stone & Webster, as managing contractor and leader of a consortium, has signed a major lump sum, turnkey contract to build a large grassroots petrochemical complex at Tuban, East Java, Indonesia. The consortium contract, valued in excess of $ 2.3 billion, is with P.T. Trans-Pacific Petrochemical Indotama (TPPI), an Indonesia petrochemical joint venture company. The joint venture shareholders are P.T. Tirtainas Majutama, an Indonesian industrial conglomerate; Trans- Pacific Petrochemical Limited, an affiliate of Tirtamas; a subsidiary of The Siam Cement Public Company Limited; and Nissho Iwai Corporation.

The consortium is comprised of US Stone & Webster, AEC International Projects, Inc., Process Engineers, Inc. and a major Japanese engineering contractor. Work has been initiated on the project with site clearing underway.

The plant will begin commercial operations in mid-1999 by producing 3 mmt of olefins and aromatics and other petrochemical products per year, including 700,000 tons of ethylene, 380,000 tons of propylene and 500,000 tons of paraxylene.

Stone & Webster, will provide full engineering and design; procurement and supply of all process equipment and materials; and construction, commissioning, start-up and training for the ethylene plant, off sites, utilities and infrastructure facilities. In addition to these EPC services, Stone & Webster is providing its proprietary olefins technology which includes the Ultra-Selective Cracking (USC) pyrolysis system and the Advanced Recovery System (ARS).

Stone & Webster selected Integral Vision to implement by phases PMIV for their TPPI project. Implementation started in Jakarta in mid 1997 with the Estimating and Project Control modules.

For more information see http://www.shawgrp.com/

Integral Vision has been involved in the Caltrans Toll Bridge Seismic Retrofit Program since 1998.

There are seven State owned and operate Toll Bridges in California. The toll bridges are the largest and most complicated bridges in the State. Nowhere in the world have bridges as complex as these been seismicaly retrofitted.

The toll bridge retrofit program includes: the Benicia-Martinez Bridge, Carquinez Bridge, Richmond-San Rafael Bridge, San Francisco-Oakland Bay Bridge (East Span Retrofit & West Span Replacement), San Mateo-Hayward Bridge, San Diego-Coronado Bay Bridge and the Vincent Thomas Bridge.

PMIV DocControl has been or is being used on the following projects:

San Francisco-Oakland Bay Bridge - West Span Retrofit

West Bay Suspension Anchor & W1

This contract involves the seismic retrofit of the Bay Bridge West Span structures Bents A & B at Main Street, Pier W-1 at Spear Street, Yerba Buena Island Anchorages Cable Bent, demolition of the City's Bay Bridge Pump Station and construction of new pump station.

Construction started early October 1999 and was complete by fall of 2001.

Retrofitting the cable bent and Bents A & B will involve adding additional steel plate and replacing rivets with high-strength bolts. Bracing between the towers of Bents A & B will be added in the form of an x-frame above the roadway level of Main Street. Pier W-1 will be strengthened by placing a concrete jacket completely around the columns and shear wall.

West Bay Suspension Towers and Suspension Superstructure

West Bay Span Towers

This segment of the contract involves the seismic retrofit of the steel towers atop Piers W-2, W-3, W-5 & W-6. The retrofit measures included replacing rivets with high strength bolts throughout portions of the towers. Adding new plates and replacing all the rivets with high strength bolts retrofit many of the existing gusset connections. Also, additional plates needed to be placed along portions of the longitudinal faces of the tower legs and at W-6, along the longitudinal and transverse faces, and at various strut and diagonal locations at all towers. Replacing existing rivets with high strength bolts strengthened the Cable Saddle connections at the top of towers.

West Bay Suspension and Span Superstructure

This segment of the contract included the "twin" suspension and the Continuous Span Truss. The East and West Suspension Trusses are located between Pier W1 and Yerba Buena Island Anchorage. The Continuous Span Truss is located between Pier W1 and the San Francisco Anchorage. This seismic retrofit involved strengthening the existing bottom lateral bracing under the lower deck and placing a new lateral bracing on the upper deck of the suspended truss. Additionally several of the chords and all the diagonal members for all the trusses needed to be strengthened.

Richmond-San Rafael Bridge

Caltrans strengthened piers, installed massive shock absorbers and completely replaced the lower trestle section on the Marin County side — while keeping the span open to traffic during the four years of construction. Caltrans was using various Access databases, Excel spreadsheets and Bidcom web based software to manage all the project documents.

Integral Vision was approached for a possible integration of all these various systems. After a presentation of the capabilities of PMIV, Caltrans decided to move all the data from these different databases into PMIV and to replace the Bidcom software with PMIV.net.

PMIV eliminated the re-handling of data input and improved the communication between project team members.

"In the Richmond/San Rafael bridge project, PMIV-Document Control replaced over 10 different databases, various Excel spreadsheets and the BidCom web application that were all stand-alone, reducing input activities, eliminating re-handling of data, increasing the effectiveness of the project team. Our Consultant Designers use the PMIV.net integrated with PMIV intranet. We have a better control and visibility of all our project documents and accomplish a definite cost saving for the project."

- Caltrans Richmond/San Rafael bridge project

Skyway

The Skyway, which comprises much of the new East Span, will drastically change the appearance of the Bay Bridge. Replacing the grey steel that currently cages drivers will be a graceful, elevated roadway supported by piers, providing sweeping views of the Bay. The side-by-side east and westbound decks will each have five lanes along with 10-foot-wide shoulders to help keep traffic flowing.

Extending for more than a mile across Oakland mudflats, this is the longest section of the East Span, between the new Self-Anchored Suspension (SAS) span and the Oakland Touchdown. In addition to incorporating the latest seismic-safety technology, the Skyway is up to current transportation requirements with standard shoulders and lane widths. Designed specifically to move during a major quake, the Skyway features several state-of-the art seismic safety innovations.

SAS Marine Foundations (E2T1)

The E2T1 foundations project was the final foundation contract for the marine portion of the San Francisco Oakland Bay Bridge. The Construction of the piers at E2 and T1 required significant on-water resources to drive the foundation support piles down, not only to bedrock, but also through the bay water and mud. The T1 foundation consisted of a large fabricated steel foundation box attached to 13 eight-foot diameter CIDH piles. The T1 foundation piles extend 196 feet below the waterline and are anchored into bedrock with heavily reinforced concrete rock sockets that are drilled into the rock. Driven nearly 340 feet deep the steel and concrete E2 foundation piles were driven 100 feet deeper than the deepest timber piles of the existing east span in order to get through the bay mud and reach solid bedrock. The E2 foundation was two fabricated steel frames attached to 16 eight-foot diameter CISS piles. Additionally the concrete columns were cast to just under the final cap construction to be completed on a subsequent project.

Self-Anchored Suspension Span (SAS)

If one single element bestows the status of world-class on the new Bay Bridge, it is the Self-Anchored Suspension (SAS) Span. This engineering marvel will be the world's largest SAS Bridge (2,047 feet).

The SAS is not just another suspension bridge. Traditional main cable suspension bridges have twin cables with smaller suspender cables connected to them. These cables hold up the roadbed and are anchored to separate structures in the ground. While there will appear to be two main cables on the SAS, there is actually only one. This single cable is anchored within the eastern end of the roadway. The cable is carried over a single tower and wraps around the two side-by-side decks at the western end.

Oakland Touchdown (OTD 1)

The Oakland Touchdown (OTD), located just west of the Bay Bridge toll plaza, will connect Interstate 80 in Oakland to the new side-by-side decks of the new East Span. The project involves building two roadway sections and a new electrical substation, in addition to extensive relocation of underground utilities.

For westbound drivers on I-80, the OTD will be their introduction to the new, graceful East Span of the Bay Bridge. For eastbound drivers from San Francisco, this section of the bridge will carry them from the Skyway into the East Bay.

Yerba Buena Island Temporary Detour (TBS)

The Yerba Buena Island Detour contractor, C.C. Myers, has rolled out the existing bridge span and rolled in the new east tie-in span of the detour structure that diverts traffic off the existing bridge to the detour structure that now ties into the Yerba Buena Island Tunnel. Work is now progressing on the demolition of the old approach span and construction of a number of accelerated foundations for the future transition structures from the Self-Anchored Suspension (SAS) bridge to the tunnel. Upon removal of the old approach span, the area will be turned over to the Yerba Buena Island Transition Structures (YBITS).

Flatiron Featured Project - Carquinez Bridge Project (04-013014)

FCI decided to use PMIV on their over $ 245 Million 04-013014 project.

The scope is as follows:

Project construction limits are along I-80 from Cummings Skyway in Contra Costa County to SR 29 in Solano County. The project features of the replacement bridge and related amenities are:

• Replacement bridge alignment west of existing bridges.
• Provide for three mixed-flow plus one high occupancy vehicle (HOV) lane and a bicycle/pedestrian lane.
• Suspension bridge type requires only two main piers.
• New pedestrian/bicycle lane will be provided on replacement bridge; new visual access on both northern and southern shoreline.

The new Carquinez Suspension Bridge is the third bridge to be built at this site. It replaces the existing bridge, built in 1927, and carries traffic westbound on I_80. This new three span 3,465_foot_long structure is North America's first suspension bridge of its kind to be built in 35 years. At bid time, it was the largest project ever awarded by the California Department of Transportation.

The superstructure utilizes a steel orthotropic deck section. The 24 deck sections (each 50 meters long) were transported on three oceangoing vessels from Japan and jacked into place directly from the ship using the bridge's main suspension cables.

FCI decided to use PMIV on their project. Their existing data was transferred into PMIV database.

For more information see www.flatironcorp.com