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Gasparilla Island Swing Bridge Replacement <br />Gasparilla Island, Florida <br />Client <br />Gasparilla Island Bridge Authority <br />Kathy Verrico <br />941.697.2271 <br />Start / Completion Date <br />Design 2013 <br />Construction 2016 <br />Project Value <br />$18,7000,000 <br />Engineering Fee <br />Design $1,368,832 <br />Post Design $375,000 <br />Hardesty & Hanover provided comprehensive design services for the replacement <br />of the Gasparilla Island Swing Bridge which included field inspection, a feasibility <br />study, complete design, and post-design engineering support. <br />Our feasibility study provided details on high-level fixed, swing, and bascule <br />alternatives on north and south alignments. A swing bridge on a southerly <br />alignment was chosen to minimize environmental impacts such as devastation to <br />sea grass and mangrove vegetation. H&H’s design goal was to replicate the <br />existing appearance of the site and position the new 225-foot main swing span off- <br />center from the existing navigation channel and higher than the existing span to <br />allow the existing and new span to operate during the construction of the new <br />bridge. <br />The new swing span superstructure consists of steel girders in similar shape to the <br />existing supporting an Exodermic concrete deck. The north approach span <br />structure consists of two 108 foot spans with a total length of 217 feet, while the <br />south approach structure includes two 117 foot spans with a total length of 235.5 <br />feet. The approach superstructure has Florida I-Beam prestressed beams (FIB) <br />supporting a cast-in-place concrete deck. The total length of the new bridge, <br />including approach spans, is 678 feet. <br />The new substructure consists of waterline footings founded on prestressed <br />concrete piles and hammerhead-type piers supporting the superstructure. This is <br />the first substructure designed to support a swing bridge using the FDOT <br />navigation vessel collision loads and methodology. Mechanically stabilized wall <br />systems support the approach embankments. <br />The new bridge profile is higher than the existing to satisfy the Coast Guard <br />requirements, reduce the number of bridge openings, and not be impacted by the <br />storm surge wave crest. The new elevation also allows the new swing span to <br />clear the existing swing span during operation since the existing swing bridge <br />remained in service throughout construction. <br />F-20