KAI Hawaii has successfully completed development, retrofit and upgrade projects for our highways, bridges, harbors, and airports. Acting as prime consultants or in partnership with other engineers or architects the company understands and has consistently achieved the goals and objectives of our Federal, State, and County agencies.
View some of our Transportation Projects
Scope: Design of soil anchors for the stabilization of the Honolulu Harbor seawall; load rating analysis of 5 slip covers and one bridge; upgrading 1,876 LF of bridge railing to comply with NCHRP-350, TL- impact forces; design traffic signal and highway lighting foundations; retaining walls; catch basin modifications; ADA compliant ramps for sidewalks suspended over water; spall repair; and thrust blocks and hangars for 12″ waterline.
Scope: Prime consultant for the emergency bridge replacement design. Paauau Stream overflowed and damaged the existing bridge during a heavy rainfall. This project improved the flow of Paauau Stream and replaced an existing 40-foot bridge with a new 4-span 120-foot long precast-prestressed concrete slab bridge in accordance with Federal Highway Standards. The project required realignment Kamani Street, the main access road to the town and improved the flow of Paauau Stream to accommodate a 100 year flood. To resist the high seismic forces, the foundation was designed as a “pile wall footing”. In lieu of delayed pour strips, a shrinkage-reducing admixture was used to help reduce shrinking caused by the large skew. A project of this magnitude usually takes over a year to construct, but the team was given a tight schedule for design and construction in order to meet the access needs of the community. The bridge was opened to the public in less than two months from the start of construction, 30 days ahead of schedule.
KAI Hawaii won the American Public Works Association 2004 Project of the Year Award for this project.
Scope: Prime Consultant for the replacement of the Kawela Stream Bridge. The new 47’ wide by 56’ long bridge replaces the existing bridge that is structurally deficient and has an unacceptable hydraulic capacity. The superstructure consists of prestressed voided slabs with a 6” concrete topping. The bridge deck is designed to be integral with the abutments for the purpose of increasing the live load capacity of the bridge. The bridge was designed with Context Sensitive Solutions in mind. The bridge railings are reminiscent of the old style of railings that were the standard design in Hawaii in the past. To address the inadequate hydraulic capacity of the original bridge, many design options were presented to the owner for consideration and the selected design included recessing the channel bottom in the area beneath the bridge and lining the channel with concrete. The channel depth is to be increased from 3.5’ to 7’, and widened from 40’ to 56’.
Scope: Design of a new bridge included installing the new abutments behind the existing stone channel protection walls. This methodology eliminated the need for extensive permitting and reduced the design time and estimated construction costs significantly. Because of hydraulic opening constraints, the superstructure was designed as precast/prestressed concrete planks, overlaid with a 5-1/2” topping. The abutments are supported by 42” diameter drilled shafts. Locating the drilled shafts presented a challenge of the project, as Maunawili Road has a sewer force main and two waterlines that extend beneath the stream bed and abutments. Phasing of the construction was another challenge of this project because the existing bridge was the only access for the residences beyond the bridge.
Scope: Prime Consultant for the feasibility study, rehabilitation design and seismic analysis of the multi-span bridge superstructure. The project was instigated by the discovery of numerous shear cracks in the prestressed concrete girders. The feasibility study and preparation of construction documents involved the investigation of the various methods of rehabilitation, and to research the feasibility of using carbon fiber laminate for the shear crack repair. The final repair design included the installation of carbon fiber reinforced polymer (CFRP) to increase the shear capacity of the existing girders to comply with current AASHTO requirements.
Scope: The project objective was to evaluate the bridge seismic performance, perform load rating analysis and recommend a bridge rehabilitation scheme to remove the bridge from the City’s structure deficiency list, optimize service level, vehicle safety and extend the service life of the bridge. The bridge is a three-span reinforced concrete bridge with three-column bents founded on a combined spread footing built in 1936. There were two areas of erosion along the upper portion of the north abutment. A repair consisting of a reinforced shotcrete tie-back retaining wall was designed to protect the embankment from further erosion. New crashed tested concrete railings were designed and constructed to address the railings safety concerns.