Structural

Elgin O'Hare Western Access

Rohlwing Road

Preparation of Phase II structural plans, specifications, and estimates for the proposed Rohlwing Road (IL-53) overpass over Elgin O'Hare Expressway (IL-390). Lin Engineering performed the design, prepared structural plans, and reviewed shop drawings for multiple structures including two (2) bridges, 1.3 miles of ground mounted noise abatement walls, and 2,000 feet of temporary soil retention.

Lin Engineering led the design of IL-53 over IL-390, a 442' long, 4-span continuous PPC bridge. The bridge has a 102'-6” wide concrete deck that is composite with 63” PPC Bulb-T beams. The superstructure is supported on three (3) multi-column grade separation piers each founded on three rows of metal shell piles, while the H-pile supported integral abutments are located behind MSE walls.

Lin Engineering also developed final PS&E for Ramp K2 over Ramp G3, a 167' long, single-span bridge with a 42' wide concrete deck that is composite with 70” deep steel plate girders. The girders are supported by stub abutments, each founded on two rows of H-piles located behind MSE walls.

Elgin O'Hare Western Access

West Terminal Interchange

Preparation of TSL, and final plans, specifications and cost estimates for two curved bridges along the Elgin O'Hare Western Access corridor.

Tollway Bridge 1675, carrying IL Route 390 and Ramps Q9 and EOA over York Road, CPR and UPRR, is a highly skewed, tapered and curved, six-span plate girder bridge with one open abutment and one MSE wall abutment. The bridge is more than 1,020 feet back-to-back of abutments, while the wall was 294 feet in length. The pile supported stub abutments were each skewed more than 30 degrees, while the multicolumn piers with crashwall were skewed more than 40 degrees. The bridge involved HLMR bearings, modular expansion joints and special aesthetic treatment.

Tollway Bridge 1674, carrying Ramp Q1 over Ramps O4, P1 and O8, is a highly skewed, two-span plate girder bridge with MSE wall abutments, with one straight span and one curved span. The bridge is more than 330 feet back-to-back of abutments, while each of the walls were 280 feet in length. The pile supported stub abutments were each skewed more than 60 degrees, while the multicolumn pier with crashwall was skewed more than 50 degrees. The bridge utilized HLMR bearings, modular expansion joints and special aesthetic treatment.

Illinois Department of Transportation
Contract 68886

Performed the design and prepared contract plans & specifications for a new bridge carrying Airport Road over I-474 in Peoria County, IL. The new structure is a two-span bridge with a 48” web depth plate girder superstructure supported on a multi-column pier and integral abutments. The deck slab included an 18' wide raised median and the parapets had railings. There was also a bridge mounted sign structure attached to the bridge superstructure. The structure is 252' long back-to-back abutments, with an out-to-out width of 92'-10” and a 9 degree right forward skew. The structure was built utilizing staged construction along with protective shielding and temporary soil retention systems. Geotechnical issues led to a unique design of the pier spread footing with several steps provided.

Metra Project 10705

Performed the design and prepared plans for the Metra UP Northline bridge over Fullerton Avenue. The structure is a single span ballasted deck bridge with 115” web thru-plate girders supported on closed abutments with micropiles. The bridge length is 92'-6” to CL bearings with two bays measuring 15'-0” to CL girders. The bridge carries two railroad tracks and provides walkways and sacrificial beams on each side of the structure. The existing bridge removal and proposed construction were performed under staged construction, while maintaining two tracks at all times. Detailed design was provided for the Temporary Soil Retention System required during staging. Closure walls were provided at each quadrant of the bridge to tie into retaining walls or proposed grading. The bridge has an 18-degree skew, which required construction of approaches at each abutment.

ISTHA Contract No. 4736 UP-01C

Performed design and prepared final plans for a culvert extension, new retaining walls, and a new bridge. The new bridge is a single-span ballasted deck thru-girder bridge founded on closed wall abutments, with a girder web depth of 115” spanning 109 feet to CL bearings. The bridge carries one railroad track and provides a walkway and sacrificial beam on one side. Five different segments of retaining walls support the widening of an embankment to accommodate a bypass rail line. The retaining walls are cast-in-place cantilever t-type walls supported by steel H-piles. The culvert is an extension of the existing culvert carrying several UPRR tracks over Addison Creek. The proposed culvert extension is a precast concrete arch resting on cast-in-place foundation stems supported by metal shell piles. Detailed design was provided for the Temporary Soil Retention System required for all structures.