Quick Bridge

[Kiliano Ratha]

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QuickBridge gets an A+ rating from the Better Business Bureau (BBB), but a pretty poor rating of 1.67 out of 5 stars from customers on the BBB website. Customers on TrustPilot rate QuickBridge more positively, with 321 reviewers giving the company 4.7 out of 5 stars. Positive remarks say QuickBridge specialists are easy to work with and quick to respond.

We reviewed QuickBridge based on 16 data points in the categories of loan details, loan costs, eligibility and accessibility, customer experience and the application process. We rated QuickBridge based on the weighting assigned to each category:

COMPLETED - Quick Bridge spans the Bulkley River in Quick, British Columbia approximately 25-kilometers south of Smithers, BC. The bridge connects Quick East Road on the north and Quick Station Road on the south and is located approximately 3-kilometers south of Highway 16.

The existing Howe truss structure at the crossing is 100 years old and is beyond its serviceable life. The superstructure will be replaced with a modern, reliable Algonquin Bridge superstructure to maintain a safe crossing at this location.

During the detailed engineering design phase of the project, the team identified complexities of the superstructure replacement. The complexities required additional technical reviews to ensure the crossing is safely and reliably replaced and, in turn, affected the tender and construction timelines.

Email addresses are collected under section 26(c) of the Freedom of Information and Protection of Privacy Act, for the purpose of providing content updates. Questions about the collection of email addresses can be directed to the Manager of Corporate Web, Government Digital Experience Division. PO Box 9409, Stn Prov Govt, Victoria, BC V8W 9V1

The B.C. Public Service acknowledges the territories of First Nations around B.C. and is grateful to carry out our work on these lands. We acknowledge the rights, interests, priorities, and concerns of all Indigenous Peoples - First Nations, Mtis, and Inuit - respecting and acknowledging their distinct cultures, histories, rights, laws, and governments.

Our Modular Rail Bridge System applies our methodology and large experience of our road bridges, meeting fatigue requirements for rail bridges. Certified to AS5100 (2017) with 300LA loading, ensuring a 100+ year design life.

Employing our technology and engineering for durable wharves and jetties, overcoming construction challenges in the maritime sector; and merging prefabrication benefits with on-site concrete construction.

Our innovative approach to defense infrastructure integrates prefabrication advantages with on-site concrete construction. Applies our technology to build reinforced concrete structures like bridges, military storage bunkers, fighter shelters, and blast walls.

Despite the efforts of many individuals and the community of Quick to save the historic truss bridge that crosses the Bulkley River east of Telkwa, the fight has been lost as construction crews have pulled the bridge off the river.

The bridge has now been dragged back from the river and is resting atop the trusses, on the side of the river. Construction crews remain on-site to dismantle the bridge and ready the site for the new structure, which will be installed in the spring.

The Nation's bridges have a median age of 40 years, and today many structures need reconstruction. But increased traffic and urban congestion demand outside-the-box thinking to accelerate construction. In 2001 the AASHTO Technology Implementation Group, known as the TIG, chose prefabricated bridge elements and systems as one of the innovative technologies that promises the highest payoff. (Others include accelerated construction and intelligent traffic systems in work zones.) To encourage implementation of bridge prefabrication, the AASHTO group sponsors workshops, provides speakers for related conferences and other meetings, and publishes a Web site (www.aashtotig.org) that includes information on a number of prefabricated bridge projects that have been constructed to date.

The AASHTO group and FHWA are encouraging this technology because of the many advantages for bridge owners, engineers, builders, and the traveling public. First, use of prefabricated elements or systems minimizes traffic impacts. For example, contractors can perform time-consuming formwork assembly, concrete casting, and curing offsite in a controlled environment away from traffic. Prefabricated bridge designs are more constructible because the offsite work reduces time onsite dealing with constraints such as heavy traffic, extreme elevations, long stretches over water, and tight urban work zones.

Safety improves because prefabrication reduces the exposure time for workers and the public who travel through construction zones. Prefabricated elements and systems work well to accelerate both reconstruction and new construction. Prefabrication and shipment of components to the job site also reduce impacts on the environment. Finally, prefabricating takes elements and systems out of the critical path of the project schedule. The fabricator can take as much time as needed to produce a quality component or system in a controlled environment. Improved quality translates to lower life-cycle costs and longer life.

With traffic control running anywhere from 20 to 40 percent of construction costs and user delays priced at thousands of dollars per day in heavy traffic areas, States and owners will realize cost savings from accelerated bridge construction. Then as the technology becomes standard practice, costs will decrease.

The conference showcased a wide range of bridges of all sizes. Five outstanding prefabricated bridges presented here are Lake Ray Hubbard in Dallas, TX; James River in Richmond, VA; Baldorioty de Castro Avenue in San Juan, Puerto Rico; Mitchell Gulch in Castle Rock, CO; and Reedy Creek Bridge in Orlando, FL.

With Texas containing one-twelfth (approximately 49,000) of the Nation's bridges, the Texas Department of Transportation (TXDOT) has experimented with prefabricated elements for decades. The agency now is expanding its use of prefabricated elements to include entire systems. On the eastbound two-lane Lake Ray Hubbard Bridge, the contractor took one look at the power lines just 14 meters (45 feet) from the work zone and decided that the combination of a rocking barge and a crane's mast arms posed an unacceptable risk. Because the bridge's 43 pier caps had repeating elements, prefabrication could be cost effective.

For most of the 101 spans, the contractor erected preconstructed composite units consisting of a 222-millimeter (8.75-inch) deck over steel plate girders. A nearby casting yard precast the units. Overnight, the work crews removed the old bridge span, prepared the gap for the new preconstructed composite unit, set the unit in place, sealed slab joints, and post-tensioned slabs transversely.

This Puerto Rico project, which was highlighted at the conference, demonstrated how to deliver urban bridge projects in weeks instead of months or years using prefabrication methods. The contractor, with exacting sequencing, pieced together the two totally prefabricated overpasses in just two weekends.

To ease congestion on a San Juan road that carries more than 100,000 vehicles per day, the engineering contractor designed the prefabricated overpasses at two intersections for the San Juan Department of Transportation and Public Works. The construction contractor erected two 275-meter (900-foot)-long and two 214-meter (700-foot)-long totally prefabricated bridges in two stages.

On the first weekend, the crews drove piles, cast the footings in place, and then installed asphalt over their work. The next weekend the crews uncovered the footings and erected and post-tensioned the prefabricated substructure components. After the crews completed the first two substructures, they set the 30.5-meter (100-foot)-long superstructure span in place, complete with seven box beams, wearing surface, and parapets.

Two work crews erected the remaining spans simultaneously from the center span toward each end, post-tensioned each transversely, and then placed an asphalt overlay. To complete the process, the crews constructed retaining walls with select fill on the approaches. The first 275-meter (900-foot) overpass was ready for traffic in 36 hours, and the second overpass in just 21 hours.

Plans by the Colorado Department of Transportation (CDOT) specified a cast-in-place box culvert to replace a 49-year-old deteriorated timber structure rated as one of Colorado's 10 worst bridges. But when the Denver-based contractor examined the long grade leading down to the Mitchell Gulch Bridge and the resulting dangerous detour, he decided that he could replace this 12-meter (40-foot)-long bridge in a weekend instead of a couple of months.

On a previous project with the same conditions, the driver of an 18-wheeler coming down the hill had lost brakes on 14 of the wheels, crashed through the barricades, and killed two employees. Two contractors approached CDOT with a value design/construction engineering proposal to replace this bridge in a weekend within the same cost parameters as a conventional project. Plus this plan would minimize inconvenience to the 12,000 daily commuters, who had no reasonable alternative route.

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