Veteran’s Day

Veteran’s Day

We graduated West Islip in 1965. A few of us went to Stony Brook University. A classmate recently asked: “Isn't it strange how other people at that time took similar experiences and became anti-war activists? Did you ever wonder why you didn't? What was different about your experience that kept you from joining the mainstream at Stony Brook who were protesting the war?”

Are you asking, "Why wasn't I an antiwar protester?" The direct answer to your question is, I believed in the individual’s right to freedom. I still do. And it is worth fighting for when you understand the alternate is totalitarianism in today’s guise of terrorism.

In the thirty years that have passed since I served in VN, there have been some good times. If I were able to talk to the boys I grew up with, played stickball and baseball with, and who are no longer here, I'd talk about those times. And I am sure we would talk about baseball.

I don't think I'd tell them that one newspaper columnist described VN veterans as "either suckers or psychos, victims or monsters." Nor would I tell them the secretary of defense they fought for back then has now declared that he was not a believer in the cause for which he assigned us to our destiny. I wouldn't tell them about a draft-age kid from Arkansas who hid out in England to dodge his duty while we were fighting and dying eventually became commander-in-chief. And I wouldn't tell them we lost that lousy war. I can't even tell them we were winning when I left.

My friend, who was the quarterback of our high school football team, has written about his visit to “the wall” in Washington. I too visited "the wall". I remember taking a step back and trying to view the entire work. I tried to wrap my mind around the violence, carnage and ruined lives that war represents. I didn't have that knowledge when we attended college. I doubt that those who protested, with all respect toward their idealism, knew. I believe they cared only about themselves.

I don't feel it necessary to justify to a newspaper columnist that VN veterans have been productive members of society since we left VN. I am proud that I answered the call, and I am proud of my friends - heroes who voluntarily, enthusiastically gave their all. They demonstrated no greater love to our nation. If I could communicate with them, I'd want them to know that God, Duty, Honor and Country will always remain the noblest calling. Revisionist historians and elite draft dodgers trying to justify their own actions will not change that.

West Islip Rifle Range

West Islip Rifle Range

I am the West Islip rifle range. You never heard of me? I am part of the West Islip High School. When taxpayers voted to construct the high school, I was there and I still am. I am located southwest and at the same level as the indoor swimming pool. There is a locked door that can be opened. You travel down one flight of stairs make a left into a hall way and another door. It has been said that I am the best or at least the second best range in Suffolk County.

I was open for pistol clubs and boy scouts. You see anyone who is twelve years old can learn to shoot a rifle in New York State. Obviously, the adults who voted for the school including the swimming pool and rifle range thought it was wise to have their children learn to swim and to learn respect for the use of a .22 rifle with adult guidance and supervision.

Boy Scout Troop 118 met in the Higbie Lane elementary school during the 50’s and 60’s. The boys sold candy bars and raised money to purchase four- (4) bolt action open peep sight rifles. The rifles were kept in Scoutmaster James Badger’s house. The school had a representative who was present whenever the scouts met. Mr. Ed Guiffre and the adult scout leaders would open the range and instruct the lads in safety courses, shooting positions, firing and cleaning target rifles. Many of the adults spent their time with youth because they had been in World War II. They passed on their hard earned knowledge to these boys.

Mr. Guiffre coached the West Islip Rifle Club and the Rifle Teams for many years. Sometimes, he’d let the members of the rifle team come down at night to watch the pistol team shoot. The boys saw and learned that competitive pistol shooting is an adult sport. Sometimes the boys would get in some extra firing. It seemed that they were more relaxed at night than when they normally practiced after school.

The West Islip High School Rifle Clubs and teams were open for all students. One of the best was a girl named Barby MacNeil who went on to earn national honors on the college level. Of course, in those days, the school administration was wary of any coed sport and unfortunately Barby was not allowed to compete with the boys but she could still be a member of the rifle club.

The West Islip High School Rifle Team won a lot of matches against other schools. Principal John O’Donnell announced the scores the next morning on the school PA system. The 1964 – 1965 team was undefeated and the school received a trophy. These young men fired a Suffolk County record 919 and were led by Pete Pauwels who fired a Suffolk County and school record 191 out of a possible 200. He was hot that day! Some of these boys were drafted or volunteered and saw action a few years later in Viet Nam. I witnessed the skills that were taught and passed on to them and know that what they learned saved at least one of their lives.


Yes, I saw all of these events and many more. I saw the hallway used as a weight room. You see our football coach, Charles Skiptunas, wanted to change WI football from a bunch of kids who just wanted to have fun playing football into a program where a bunch of kids would learn what it takes to win.

But I am closed now. The favorite excuses to keep me closed are the need to improve the ventilation system, while the next is to clean out the spent lead. Obviously, ventilation and lead removal were not problems when boy scouts, pistol teams, rifle clubs or teams used me for sport and recreation. Nor was ventilation considered an insurmountable problem for weight lifters. The board is just too afraid. I am afraid as well. I am afraid that some kid from WI could have had the opportunity to learn riflery in his own high school but was denied the chance and ends up dying in some foreign land when he could have been taught the basics right here at home.

The Palestinian Election

The Palestinian Election


President Bush told the Palestinians, “You deserve democracy and the rule of law. You deserve an open society and a thriving economy.” The hope is that decent men and women in the Palestinian world can see an alternate to rule by martyrdom, suicide bombings and terror.

Can Palestinians do better than autocracy of the Maximum Leader in the Ramallah? Pollsters tell us that 60% of the Palestinian population approves of suicide attacks against Israeli civilians. President Bush has come to the conclusion that people who approve of suicide bombing need new leadership. Palestinians are taught from kindergarten to seek the extermination of Israelis and their Western, secular allies. These are the people who would be “voting” for new leadership.

It is irrelevant that President Bush may be asking the current crop of killers to step down. Palestinians widely endorse Arafat’s bloody campaign. His opposition comes from those who believe he is not militant enough in his terrorist tactics.

If elections were held, the leading candidates to reinvent Palestinian government would be The Joker and Sauron.

You may recall The Joker. He is a character out of Tim Burton’s “Batman.” The Joker cackled and used goofy weapons, but he was a serial killer and a heretic, not a clown. The Joker didn’t want to get rich. He went to museums just to defile artwork. He didn’t want to convert Batman to a life of crime. He tried to kill Batman and as many civilians as he could just for the joy it gave him. The Joker looked and sounded cartoonish. He had a black heart.

The fullest and best depiction of evil comes from the villain, Sauron, in the “Lord of the Rings.” Sauron wants to conquer Middle Earth, enslave its inhabitants and ruin everything of beauty. To accomplish this, he pours his malice and cruelty into a ring of power, which controls and corrupts all who touch it. Sauron is not the equivalent of communism or fascism. He is a totalitarian of the first order. His think tank is evilness. Sauron’s evil is real.

Both candidates promise “on a certain day, everything will be obliterated and instantaneously reconstructed. The new inhabitants will leave as if by magic carpet. The land they despoiled will be returned to the true believers. Justice will be dispensed to the victims. On that day, the presence of God shall again make itself felt.”

These candidates show us things that are rooted in basic moral precepts. Palestinians are at a crossroads. Are they eager to embrace The Joker or Sauron and see real evil? Do they wish a starring role on the broadcasts of al-Jazeera? When the dust settles the stark choice will be, shall the Palestinians repeat the past or commence a new sober society? Will they step back from the brink and walk away from terror and war? Will they take the chance to return to the world and the work of real nations?




Henry W. Hessing

Rebuilding the World Trade Center

Rebuilding the WTC
The American public has been led by our government and the media to believe that the perpetrators of the evil act of 911 was organized and well financed by those who would strike again. Yes, they are capable, but not because they are well organized, or because they have unlimited funds. They are capable because we are allowing them to be so.

The evildoers are thugs. They deal in fear and terror, and they got our attention by murdering innocent civilians while destroying the most famous symbol of our capitalist society, the World Trade Center’s “Twin Towers”. The monsters that conceived, planned and carried out this affront to all humans got lucky, in the most perverse sense of the word. The buildings collapsed into a pile of rubble, changing the “skyline” known throughout the world. They gloat and celebrate death, destruction, and the elimination of our proud symbol.

Current plans for the former site of the World Trade Center Towers are a capitulation to terrorism, as none of the proposals matches the height and grandeur of the original buildings. We appear to be giving up, and this is why the murderers feel they are capable of another horrific event. We are telling them they have won. We are allowing them to think like victors. This is a mistake of monumental scale on our part, and we will pay for it with the lives of more of our citizens. Our course of action is clear. We should set aside some of the area as a memorial, and then use the remainder of the 16 acre site to construct a larger, more beautiful structure than the ones we lost.

History is our teacher. Persia attacked Athens 2500 years ago and destroyed the original Parthenon. After repelling the invaders and soundly defeating them, the Greeks decided to replace the ruined temple on a grander scale. Originally made of limestone, the leaders decreed that white marble, the finest building material available, would be used for the new structure. Artists immortalized Grecian heroes in magnificent sculptures, and these were incorporated into the finished product. The Parthenon became the greatest Greek temple ever constructed, generally accepted as the marker for the beginning of the Athenian Golden Age. The Greeks replaced grand with grander, and created a symbol to the rest of the world that they would survive and thrive.

The War of 1812 brought British warships to our shores. Enemy soldiers were successful in burning the Presidential Mansion. Our leaders repaired and enlarged the charred building, painted it, and today, The White House stands at 1600 Pennsylvania Ave as a symbol of American pride.

A fire burned our nation’s Capitol Building in 1850. Shortly thereafter, the country was torn by the Civil War. Yet, during this war, with limited funds, The Capitol was rebuilt and enlarged. President Lincoln’s resolve to rebuild the Capitol demonstrated confidence that the Union would be preserved.

The Athenians didn’t decide they were guilty of offending their enemy. They didn’t make a smaller temple. They didn’t leave a barren site to commemorate the men whom died fighting Persians. Our ancestors who rebuilt the White House and the Capitol didn’t either.

We must declare to the world that we, the American people, have chosen to keep building. We have not given up. Our culture shall achieve even greater heights, and our society will prosper and thrive. Our symbols will be rebuilt larger, stronger, and grander. Like the Athenians, we will use the attack of would-be conquerors to usher in a new Golden Age.


Robert W. Chalich
Henry W. Hessing

AirTrain JFK

AirTrain JFK
Henry W. Hessing, P.E.

ABSTRACT: AIRTRAIN JFK - THE LONGEST SEGMENTAL GIRDER CONSTRUCTION ERECTED IN THE NEW YORK CITY ENVIRONS.

Constructed: 1998 – 2003
Project type: Light rail line
Cost: USD 1 900 000 000
Location: Queens, New York
Owner: Port Authority of New York and New Jersey
Contractors: Skanska USA Civil and Bombardier Inc.
Design: STV Incorporated
Mueser Rutledge Consulting Engineers
Figg Engineering Group

1 Introduction

The fully automated JFK Airtrain was designated a finalist in the competition for ASCE’s 2005 Outstanding Civil Engineering Achievement Award. The $ 1.9 billion Airport Access Project connects John F Kennedy International Airport (JFKIA) located in Jamaica, New York with two major intermodal connections –Long Island Rail Road (LIRR) and New York City Transit (NYCT).

2 DECISIONS

Port Authority of New York and New Jersey (PANYNJ) decided to construct a light rail system to meet JFKIA’s growing transportation demands. Design/Build/Operate/Maintain (DBOM) project delivery method was selected in order to fast track the normal Design/Bid/Build process. Air Rail Traffic Consortium (ARTC) was determined to be the low bidder and consisted of the contractors and designers noted above.
The Federal Aviation Authority (FAA) issued its Record of Decision on the Environmental Impact Statement for the approval of JFK’s Light Rail System (LRS) in July 1997. Ground breaking took place in September 1998. The system opened on December 17, 2003 the centennial of the birth of aviation.

3 DEFINITION OF LIGHT RAIL

The Transportation Research Board Committee on Light Rail Transit defines light rail as “a mode of urban transportation utilizing predominately reserved but not necessarily grade separated rights of way. Electronically propelled rail vehicles operate singly or in trains. LRT provides a wide range of passenger capabilities and performance characteristics at moderate costs.”

4 LIGHT RAIL AT JFKIA

The light rail system at JFKIA is called AirTrain JFK. AirTrain makes frequent stops around the airport – including the airline terminals, parking lots, hotel shuttle areas, and rental car facilities.
4.1 STATIONS AND ROUTES

The JFK Airtrain stations are fully enclosed, heated and air-conditioned with platform doors, wide escalators, large glass enclosed elevators, moving walkways to airline terminals, and 240-foot platform lengths. Ten stations serve on and off airport.
The system consists of three overlapping routes:
· the Howard Beach route;
· the Jamaica Station route; and
· the Airline Terminal route.
The Howard Beach route starts at Howard Beach and stops at Lefferts Blvd, while the Jamaica Station route starts at Jamaica Station on the Long Island Railroad (this station stop is called Sutphin Blvd. on the subway). Both routes meet at Federal Circle, then loop counterclockwise around JFK Airport, serving 6 CTA environmentally controlled stations:
· Terminal 1 (the first station in the loop);
· Terminals 2/3;
· Terminal 4;
· Terminals 5/6;
· Terminal 7; and
· Terminals 8/9.
The Howard Beach and Jamaica Station routes return to Federal Circle, then split, going back to their respective termini. The Airline Terminal route serves 6 terminal stations, operating in a clockwise loop, in the opposite direction to the Howard Beach and Jamaica Station routes.

4.2 CONNECTIONS

4.2.1 Long Island Rail Road Connection

The Long Island Rail Road (LIRR) operates approximately 700 trains per day through the Jamaica train station. It is one of the busiest rail stations in the world. Construction of the connection between Airtrain and the LIRR required nighttime and weekend work, and was accomplished one platform at a time. Access is provided to LIRR and the “E”, “J”, and “Z” subway lines.

4.2.2 NYCT Connection

The connection at Howard Beach, Queens included renovation of the “A” train subway station creating an intermodal station. Nighttime and weekend work were required as this heavily traveled subway line provides direct access to the west side of Manhattan.

5 DESIGN AND CONSTRUCTION CONSIDERATIONS

5.1 Permits

ARTC analyzed the jurisdictions of over forty public and private agencies and tabulated a description of their individual requirements. From this analysis, it was concluded that eleven (11) different types of permits were required from four (4) agencies.
ARTC determined the name of each permit and issuing agency. ARTC prepared a report describing the permit, highlighted the application requirements, and determined the permit fee, regulations and/or stipulations. ARTC estimated permit due dates and required time to obtain them. ARTC prepared a schedule of required permits by work location with application dates. Environmental permit applications were the first to be obtained. ARTC incorporated this information into its critical path method (CPM) schedule and examined cost and schedule implications to the project. Environmental permits took precedence.

5.2 Clearance Envelope

The clearance envelope is the space, in which no physical parts of the system, except the vehicles are placed, constructed or protrude. The static envelope is the outline of the physical dimensions of the vehicle in a stationary position. The dynamic envelope is the outline of a moving vehicle on tangent track experiencing normal body roll. The maximum vehicle dynamic envelope is the dynamic envelope that is modified for maintenance factors such as wear to both wheel and rail, free play between the two, and for primary and failed suspension. The maximum vehicle dynamic envelope considers lateral, vertical and rotational displacements under the required specified conditions of the design criteria on tangent track. All envelopes are normally referenced from the top of the (low) rail and the centerline of track.
ARTC did calculations to determine the static envelope, dynamic envelope, maximum dynamic envelope which was based on Bombardier’s design vehicle, a future vehicle, the design vehicle, clearance envelope, effects due to curvature, effects due to superelevation, construction tolerances, seismic clearance, running clearance in order to determine minimum track clearances.

With minimum clearances known, horizontal and vertical alignments and clearances could be designed. As there are many factors that come into play, design of alignments is an iterative process.

5.3 Utilities

5.3.1 Relocations

The typical guideway span varies between 80 and a maximum of 120 feet. This meant installing approximately 450 concrete foundations along the 8.3-mile route. As the Van Wyck Expressway is a major north south arterial, primary relocations included drainage, electrical and communications. On the airport, utility relocations included drainage, sewers, force mains, gas, water, power electric, communication lines, and thermal distribution (chilled and dual hot water) lines used to heat and cool the airline terminals. Every effort was made to survey and identify all utilities in the preliminary design phase. Known utilities were marked in the field prior to excavation. Test trenches were excavated around the perimeter of each pile so utilities could be verified. The angle of every utility was measured, plotted and verified. Unknown utilities were encountered. These had to be identified for relocation design and construction.

5.3.2 Electrical

27 kV feeders, along with one main substation distribute power to seven substations for traction power and nine substations to operate the passenger terminals.

5.3.3 Drainage

The New York City environs receive approximately 44 inches of precipitation per year. As most of the right of way required for the light rail system passed over paved areas, introduction of the elevated guideway would not increase runoff.
The original cross section indicated individual plinths to support track. During design, this was changed to a continuous concrete plinth for ease of constructing and removing formwork. Determining the low points in the vertical alignment and collection before expansion joints became the basis of locating scuppers. Runoff went from the scuppers through 12 - inch diameter plastic pipe installed in the center of concrete columns to the existing below grade drainage systems.

6.0 CONSTRUCTION
6.1 Construction Staging Maintenance of Traffic

PANYNJ held construction staging and maintenance of traffic meetings twice weekly for this project and once every two weeks for coordination with other on- airport projects including reconstruction of Terminal 4 – the International Arrivals Terminal and reconstruction of Terminal 7 – British Airways Terminal.
A major concern of the PANYNJ is customer convenience and satisfaction. Construction staging in an operating airport meant temporary and permanent loss of parking spaces. This directly affects the traveling public. To mitigate parking space losses, PANYNJ limited the size of construction areas. ARTC expedited completion by working day and night shifts.

Construction along the median of the six - lane, Van Wyck Expressway required maintaining three lanes of traffic during peak hour traffic. Existing roadway lighting was removed and a travel lane was constructed in the shoulder areas. This required adjustments to the on and off ramps and retaining walls along with new drainage installation. New lighting fixtures were installed. This allowed traffic to be diverted to two of the existing and the new right lane constructed in the shoulder areas in order to maintain three lanes of traffic in each direction.
Daytime work was performed in the median and the abandoned left lanes in both directions during off-peak hours when one additional lane could be taken so long as two lanes were maintained for the traveling public. Night work required three full lanes in operation in both directions at all times.

6.2 Pavement Restoration and Reconstruction

ARTC prepared a summary of pavement design criteria, in accordance with design standards used by the agency having jurisdiction over each roadway, for the expressway mainline, ramps, service roads, local streets and airport roadways, and vehicle types. This was the basis of the Pavement Design Criteria for restoration and reconstruction.

7. SUBSTRUCTURE
7.1 Seismic Design Considerations

“Liquefaction is a phenomenon in which the strength and stiffness of a soil is reduced by earthquake shaking or other rapid loading. Liquefaction and related phenomenon have been responsible for tremendous amounts of damage in historical earthquakes around the world.
Liquefaction occurs in saturated soils, in which the space between individual particles is completely filled with water. This water exerts a pressure on the soil particles that influences how tightly the particles themselves are pressed together. Prior to an earthquake, water pressure is relatively low. Earthquake shaking can cause water pressure to increase to the point where soil particles can readily move with respect to each other. When liquefaction occurs, the strength of soil decreases and the ability of a soil deposit to support bridge foundations is reduced.” Washington 2005

AT JFKIA, soil is deep, loose fine aggregates. Soil borings indicated the potential for liquefaction up to a depth of 20 feet under a seismic event with peak rock acceleration of 0.15g. Additionally, the water table is high.

Besides calling for conventional design for forces and displacements, the seismic design criteria also required that additional limitations be met by the foundations and superstructure in order to allow the system to return to operation shortly after a seismic event meaning repairs would be limited to track work only.

7.2 Piles

The pile foundation profession has recognized the advantages of a uniformly tapered pile over a vertical-straight-sided pile. "It may be concluded that the taper has a substantial beneficial influence and that for piles of equal embedment in a given sand, a tapered pile will have substantially greater ultimate bearing capacity than a straight-sided or cylindrical pile." Special Report 36— Highway Research Board

All structures at JFKIA are piled supported.

“Underpinning & Foundation Constructors, Inc. was awarded a contract to install more than 5,500 150-ton and 200-ton capacity piles to support the 8.3 mile long guideway. Underpinning invented a new pile type using a tapered steel lower section (25 feet) with steel pipe upper section (45 – 75 feet) and called it the Tapertube. These piles are 50 percent thicker than monotube piles, which allows them to be driven to higher driving resistances at lower stresses. The heavier steel also allows piles to be driven quicker once underway. The work was performed using hydraulic driving equipment built in Finland. The high mobility of the pile rigs, combined with highly efficient hammers, allowed for rapid installation in the tight confines of the active airport roadway system and in the center median of the heavily traveled Van Wyck Expressway.” Underpinning & Foundation Constructors, Inc. 2005

Piles were topped with 20 foot by 20 foot by 5 to 8 foot deep concrete footings. Cast in place concrete piers were constructed on the footings and varied in size up to 45 feet in height and six (6) feet in diameter.

8.0 SUPERSTRUCTURE
8.1 Segmental Girders

The Request for Proposals (RFP) required the successful bidder to prepare the final design. Preliminary design envisioned single and twin – box concrete girders. The alternate was a composite steel box with a composite reinforced steel deck slab.

The final design for the guideway superstructure was precast segmental construction utilizing seismic isolation. The primary defining features are single-cell or dual cell box girders with cantilevered deck slab. Tendons are arranged in top and bottom slab for cantilever construction, match-cast joints between segments, and multiple shear keys. The single cell box supports a single tract while the dual box cells support a dual track configuration. ARTC applied post-tensioning tendons across span closures to create multiple span continuous units.

“Seismic isolation was achieved by using lead-rubber bearings that allow the superstructure to “float” during a seismic event. For non-seismic loading the bearing was fixed laterally relative to track centerline with movement limited to 3mm (1/8 inch). The contractor developed an elastic restraint system that would withstand non-seismic loads with a factor of safety but would fail at design level seismic loads, thus freeing the structure to float and avoid damage from seismic forces”. Englot, etal. 2004

Preliminary design envisioned overhead launching trusses in the form of erection gantries. Most of the guideway was constructed span by span with cranes and erection trusses for safe maintenance of vehicular traffic. Portions on tight curvature or longer spans were built in balanced cantilever.

9 TUNNEL
9.1 Cut and Cover Tunnel

It was required that the elevated light rail system descend approximately 35 feet below grade to pass underneath the airport’s taxiways. It then has to rise to pass over the VanWyck Expressway, one of two arterial highways that provide ingress and egress to the central terminal area (CTA). Cut and cover construction was implemented. Since eighty percent of the tunnel was below the water table “bathtub” construction utilizing chemical grouting was employed in constructing the foundation. Pumps are required twenty-four hours per day.

10 TRACK

The track way features running rails, safety walkways, traction power, and communication ductbanks. The track that AirTrain JFK cars ride on is a combination of direct fixation track and ballasted track. Direct fixation track was originally developed for the Bay Area Rapid Transit (BART) system in San Francisco in the late 1960s. Since that time, direct fixation has become the most popular method for installing track on elevated concrete structures and in underground tunnels. This system uses two steel plates with a thick rubber layer between, which creates a sandwich-type configuration. The sandwich assembly is called a direct fixation fastener, or DF fastener, because the DF fastener is bolted directly to the concrete, forming the track bed. The DF fastener uses a Pandrol Clip to secure the running rails in place. A Pandrol Clip is a G shaped piece of metal used to attach the running rails to the crossties. Pandrol is the manufacturer’s name and their rail fastening products are used worldwide.

The DF fastener is bolted to a raised concrete pad known as a plinth pad. The concrete forms for the plinth pad are set to the final elevation needed for the running rails and also provide superelevation of the tracks on curves. Superelevation means that one rail is set higher than the other rail in curved areas. Raising one rail allows the train to bank into turns much like a car on a highway. This allows the train to negotiate turns with greater passenger comfort.

Ballasted track is the conventional method of constructing at grade track and consists of using railroad ties to securely connect the two sections of running rail upon which cars travel. The ties and rails are held in place by crushed stone called ballast. AirTrain JFK uses the most modern version of ballasted track. Instead of using wooden railroad ties, AirTrain JFK uses precast prestressed concrete ties. The running rail is 115-pound rail, which is one of the standard rail types used throughout the railroad and transit industry. Instead of using railroad spikes to connect the running rail to the tie, AirTrain ballasted track also uses Pandrol Clips to attach the running rails to the concrete ties.

The distance between AirTrain JFK running rails, referred to as the track gauge, is the United States standard of four feet, eight and one half inches. AirTrain JFK ballasted and direct fixation track meet US Federal Railroad Administration requirements.

Slattery Skanza’s tract division assembled and installed 1,500-foot long continuous rail strings and placed direct fixation tract, linear induction motor rail and power rail.

11 TECHNICAL DESCRIPTION OF TRAIN OPERATIONS

11.1 Driverless System

AirTrain JFK is designed to be a fully automated driverless system. Computers control train movements using a moving-block signaling system. AirTrain JFK has two modes of operation: automatic train operation, utilizing the computer system, and manual operation which allows a driver to move trains for maintenance activities at a maximum speed of 15 mph, which is controlled by a speed governor. When operated in either of these modes, a train is controlled to ensure a safe speed on all sections of track including all curves. During the testing phase, some tests were run in manual mode with the speed governor disabled. In this situation, there is no speed restriction. Similar to manual train operations at other railroad and transit properties, the train speed is controlled solely by the train operator. Operating a train beyond the maximum15 mph speed requires a higher level of operational skill and a more detailed knowledge of the track alignment.

11.2 Cars

Each car has four pick-up shoes to obtain power from a 750-volt, direct current power rail comparable with NYCT and LIRR systems. AirTrain JFK has a fiber-optic communication network, which links all of the stations and terminals to the Operations Center (OMSF). This allows for station dynamic signage, full public address and closed circuit television. AirTrain JFK cars have two linear induction motors (LIM) and two propulsion inverters (conversion of direct current to alternating current). Braking is performed by regenerative dynamic service brakes, which are supplemented by electro-hydraulic disc brakes. AirTrain JFK vehicles are also equipped with emergency track brakes.

The cars have been constructed with steel under frames and aluminum roofs, sidewalls and bulkheads. Each car has two self-steering steel trucks with four wheels per truck. A linear induction reaction rail is located between the running rails. The reaction rail is an aluminum and iron plate that carries no electrical current. It reacts with the linear induction motors on the AirTrain JFK cars to produce an electro-magnetic force that propels the cars.

12. SUMMARY

DBOM shortened design and construction time by several years. The shortened time duration was reflected in lower overhead costs and a reduction in overall project costs. In the first year of operation, the PA estimated that 2.6 million passengers used AirTrain JFK.
Parking demand in the Central Terminal Area (CTA) decreased substantially because of the convenience JFK Airtrain provides. Comparing air passenger growth (in non-connecting flights) to increase in CTA parking demand, there is a net decrease in parking demand of 6,200 vehicles per day.

12.1 References

Transportation Research Board Committee on Light Rail Transit, 1976
Special Report 36 – Highway Research Board
Underpinning & Foundation Constructors, Inc. Website 3/3/2005
Washington, ce 2005. What is soil liquefactions?
Englot, J., chan, Y., Tse J. 2004 The Elevated Guideway Structures at JFKIA: Design
Process under ProBOM project delivery

RESIDENT ENGINEERING INSPECTION FOR
MOVEABLE BRIDGE REHABILITATION

Henry W. Hessing, PE
Senior Project Officer
O’Brien Kreitzberg


Key words:::: Resident Engineer Moveable Bridge, Construction Inspection


Abstract: This paper describes resident engineering and construction inspection services for bridge rehabilitation projects to insure compliance with plans and specifications.

1.0 INTRODUCTION
· Using a hypothetical example, an owner intends to rehabilitate a moveable bridge that was constructed sixty or seventy years ago over a navigable waterway in New York City. The cross section has narrow lanes, some of which are out of service. The multi-span structure can be described as having concrete cellular spans, deck trusses, through trusses and a moveable, lift span. Similarly, the moveable part could be bascule, lift or swing bridge design. The owner wants a proposal for construction inspection and/or construction support services for deck replacement.

As consulting engineers, we can develop an approach to by identifying the key issues:

· What does the bridge link? What are the traffic characteristics? What is the vehicular and pedestrian maintenance of traffic scheme caused by construction rehabilitation?
· Will commercial or recreational marine traffic require planning and coordination? What are the Coast Guard requirements for maintaining marine traffic?
What are the Coast Guard’s material handling requirements?
· Does the bridge have several layers of lead/chromium based paint? The removal process must adhere to current environmental regulations, sensitivity to the waterway and the surrounding community.
· Rehabilitation of the bridge structural members including the moveable span will require expertise and manpower familiar with and capable of performing the required tasks in the bridge environs and the above constraints outlined.

Typical construction monitoring and construction support services are well defined by practice, the owner’s request for proposal and the consultant agreement. The technical approach presented herein will focus on the most important and critical issues involved in constructing the project.

2.0 TECHNICAL APPROACH

2.1 Construction Monitoring and Construction Support
To accomplish construction, a consultant will provide Construction Inspection and Construction Support services to the owner. The most important and critical issues are:

· An organization with a clear-cut chain of command and responsibilities;
· Qualified and sufficient staff;
· Quality Control/Quality Assurance (QA/QC) program;
· Complete familiarization with the construction documents and references, the work plan, construction schedule, and staging environs, and client expectations;
· Inspection, documentation, and Construction schedule; Long lead items; Community affairs/relations; Lift span balancing; Electrical installations;
Lead/chromium based paint removal and new coating.

2.2 Maintenance and Protection of Traffic (MPT)
For each construction stage, the MPT scheme is prescribed. Daily and holiday restrictions along with information and directional signs and protection devices to be used are included in the contract documents. The Resident Engineer will assure that lane closures signs and protective devices are installed, maintained and used as required to be effective. Any deviation or unsatisfactory results, such as excessive queuing, accidents or complaints will be recorded and analyzed. The owner will be notified immediately and the appropriate action(s) will be taken to correct the problem, first by the field staff, and if necessary by engaging construction support services.

2.3 Marine Traffic
Working over water requires sensitivity to two items. Is the bridge over a navigable waterway? Is there a possibility of water contamination resulting from the contractor’s operation?
Marine traffic must be maintained according to the mandates of federal law, which state that at no time can a navigable waterway be closed or restricted or can a horizontal clearance be reduced or altered without written permission. The consultant will monitor the contractor’s compliance with government regulations and see that he secures all permits. Other steps may include reviewing and making recommendations concerning the contractor’s “fail safe plan” to prevent debris from entering the waterway; posting an observer to notify workmen of a vessel’s approach; the installation of battery or power operated lights if the permanent bridge or fender navigational lighting cannot be maintained; and posting warning signs to mark the location of work platforms.

2.4 Construction Schedule
The contractor has primary responsibility for developing the detailed construction schedule. The Resident Engineer will review the schedule for conformance with the lead contract documents as to level of detail; activities included, i.e., procurement, delivery, and submittals; conformance and milestones. He will look for the schedule to recognize MPT stipulations, shop drawing status, and long lead items, seasonal weather conditions, and the contractor’s capabilities to complete the job. He will also review the schedule for a logical sequence of events, reasonableness of goals set, and opportunities for getting back on track. He will make recommendations for improvements.

2.5 Long Lead Items
Beginning with his initial review of the contract documents, the RE will identify long lead items including material and fabrications that take a long time to be delivered to the construction site as well as other intangible items that may have the potential of delaying construction. Such items may include permits; requests for information (RFIs) design changes, disputes, and undefined agreements, and the like. Potential long lead items will be closely correlated with the CPM schedule.

2.6 Community Affairs
To minimize the impact to the surrounding area, the RE will be proactive, monitor the project schedule, review actual progress made vs. the CPM, and assess deviations. He will communicate his findings with the Resident Engineering’s liaison Officer who will keep the public appraised of the project’s status.

2.7 Bascule, Lift or Swing Span Balancing
Before construction commence, the balance of the bridge must be verified, using strain gauge testing and electrical current readings on the drive motors. This will establish a benchmark accomplishing two objectives: 1) if the bridge is not balanced, immediate action can be taken to balance it; and 2)a reference will be established against which the bridge will be checked through all phases of construction. When the movable span is out of balance there may be serious effects on the operating systems; i.e., the bridge was originally designed to be slightly span heavy (the mass of the span is slightly more than the mass of the counter weight). This allows the bridge to remain firmly seated under live load. The mechanical and electrical systems were sized according to the designed imbalance. The electrical drives and motors are sized to overcome the AASHTO wind and Ice loads, friction forces, and the imbalance of the span. The counter weight ropes and sheaves were designed to withstand the forces generated under these conditions (the same is true for other components of the mechanical and electrical systems). When the span is further out of balance than intended, more force must be used to open and close the span. This translates into heavier loads on the operating machinery and the electrical system. If the bridge becomes too far unbalanced, it may not be possible to operate the movable span at all. The existing circuit breakers, drives and electric motors that move the bridge have an overload rating. If the forces to move the span exceed the overload ratings the electric drive system could fail. It will be the Resident Engineer’s responsibility to make sure that the contractor stays within safe operating limits of the drive system and within the specified ranges of the contract.
Critical to the safety of the entire project is keeping the span balanced. The contractor must record the weight and location of all members removed and added to the lift span in specific detail. This should be performed each day. The Resident Engineering staff will review this data on a daily basis and will confirm the information provided by the contractor with data supplied by the strain gauge system. In doing so, the span will be kept in balance throughout the entire project to the extent that a range of 1,000 to 10,000 lbs. weights will be kept at each corner of the lift span at all times. Within 24 hours of receiving such data from the contractor, the RE will assess the implications and confirm it by means of strain gauges if openings occur. He will advise the contractor of any adjustment he must make to bring the imbalance within the appropriate range in each location. Any serious situation, which cannot be quickly and easily addressed by the contractor, will be brought to the attention of the client’s Engineer immediately.

The post tensioning of the trunnion shafts must be performed in an accurate manner to ensure tension is gradually and evenly applied to the tensioning studs. This will ensure that the load is evenly distributed in the bearing plates and the trunnion shaft is properly post tensioned to minimize cycles of extreme fiber tension to prevent fatigue. The RE will oversee the entire post tension operation at each trunnion shaft, document each operation with listings of personnel present, sequences followed, problems encountered, and dates and times of each occurrence.
In addition to balancing the bridge, it is necessary to check that the total mass of the movable span does not exceed the limitations of the operating systems of the bridge. There will be many modifications to bridge structure under this contract i.e., addition of a median barrier, replacement stringers, grating, and other structural members. It is vital that the new dead load of the bridge remains within the safe operating limits of the operating systems.

2.8 Electrical Installations
Attention to detail and rigorous closeout of non-conformances are key to the success of an electrical system for it to be safe, complete and in a maintainable condition. The RE will ensure that all electrical work meets the established standards and codes, and progresses on schedule in a safe and orderly manner. The RE staff of inspectors must be familiar with the National Electric Code, and AASHTO Standards for Highways and Bridges.

In the hypothetical example, electrical work includes new 5,000-volt feeders, a manual transfer switch, a 5,000-volt switch gear, street lighting, new traffic gates, traffic gate bypass switches, a new traffic signal system, and the removal and reinstallation of limit switches on counter weight sheaves. To safely install the new lighting and gantry systems successfully, the RE will:

· Approve a construction sequence that removes conflicts between work items
· Review the contractor’s demolition work to prevent damage;
· Review the contractor’s pre-installation preparations;
· Monitor the receipt and storage of equipment in safe, secure and clean spaces;
· Monitor that the correct tools, equipment and method are used for handling
and installation of new systems;
· Inspect and check all work to monitor nonconformance;
· Work with the contractor during testing to ensure completeness; and
· Control the energizing of systems from source to load in set steps.

The RE will give particular attention to the manual operation of all operating mechanisms to make certain that they operate freely. He will monitor nicks or rings in conductors due to insulation stripping; grounding; conduct a cleanout and pull through test for conduit; expansion fittings across expansions joints; data sheets for installation materials; protection of cables during pull-in; identification of wire, cable, and terminations. The RE will monitor safety clearances around equipment; check the tightness of connections, insulation resistance testing; ensure protection of personnel from access to live equipment, and safety interlocking for the movable bridge control system. Balanced and smooth operation of new traffic warning gates; the incorporation of a traffic warning system with bridge controls; correct setting of cams and mounting of the removed counter weight sheave limit switches will be monitored. The RE team will check foot-candle illumination levels at roadways and sidewalks after new street lighting has been installed. The RE will monitor the safe transfer of main power with the new manual transfer switch; and will perform a complete functional test of the movable bridge interlocking and control system, utilizing normal and out of sequence testing.

Prior to testing the electrical-mechanical work of the span, it will be necessary to have permanent traffic gates operating. Additional MPT requirements may be required to provide for testing and debugging the mechanical, power and control systems.

2.9 Lead/Chromium Paint Removal and New Coating
The locations and extent of lead/chromium paint removal will be identified via visual inspection, sampling and testing. The RE will ensure the contractor is removing the lead/chromium paint in accordance with the contract documents, applicable laws, codes, rules and regulations, the OSHA lead in construction, standard 29CFR 1926.62 and applicable waste disposal regulations. He will oversee the lead/chromium removal process to ensure that all lead/chormium material is contained within the work area and that the contractor’s activities do not result in contamination with dust of any surrounding areas.