Out of the entries submitted, the following four projects were chosen as winners:

Millennium Line SkyTrain Extension
The Millennium Line SkyTrain Extension is a 10-mile elevated precast concrete segmental box girder aerial structure that adds to the existing SkyTrain automated guideway system in Vancouver, British Columbia, Canada.

Superstructure
The Millennium Line uses a single-cell, precast concrete segmental box girder. The cross section of the segment was designed to be torsionally stiff, allowing the construction of long spans through curved sections of the alignment. Each guideway beam was typically 120 feet long, 7 feet deep, and consisted of twelve 25-ton concrete segments.

About 6,000 concrete segments were cast at a special facility constructed for the Millennium Line. The segments were stored at the facility and moved to their erection sites using flatbed trucks. Each segment was unique to fit the horizontal and vertical geometry of the guideway rails in the section for which it was destined. Each segment took one day to form and cast, using about 13 cubic yards of concrete. The job was a massive undertaking, requiring about 130,000 cubic yards of concrete. Even so, construction of approximately 10 miles of standard elevated guideway was finished in only 16 months.

Most of the guideway, which is designed for a 100-year lifespan, was built along existing rail and highway corridors and features an unprecedented and unique application of truss-erected segmental pre-cast guideway construction. Four of the massive 200-ton overhead erection trusses, with lengths in excess of 325 feet, were used to build the guideway. Standing on the guideway's support columns, the launching girders raised pre-cast guideway segments into place. Crews then threaded steel post-tensioning tendons through the concrete segments to form, self-supporting beams wide enough to carry the two SkyTrain tracks.

The inserts for rail fasteners were cast into the segments at the plant and then the trackwork was laid directly on the structural concrete. After the spans were erected, the elevations were surveyed, the profile grade was adjusted, and shims were introduced beneath fasteners as required. The average shim thickness for the entire project was less than 1/4-inch. This is the first application of direct fixation rail onto a segmental constructed guideway without the use of plinths.

Substructure
More than 500 cast-in-place concrete columns support the Millennium Line elevated guideway. The support columns are eight-sided and either 5'-3" or 6'-10" wide (wider at SkyTrain stations and some other locations). The columns flare out at the top to meet the inward angle of the guideway segments placed above them. About 26 cubic yards of concrete was required to build an average column. The foundations that hold the columns were typically created using drilled pier technology; steel casings with a diameter of 6'-6" were vibrated into the ground, the earth was then augured from the center of the casing, a reinforcing steel cage was lowered into the casing, and concrete was then placed. In areas where it was appropriate, spread footing foundations were used instead of drilled piers.

Unique Station Designs
The Millennium Line's 13 stations are key to the success of the expanded rapid transit system. Each Millennium Line station is unique and was designed by British Columbia's prominent architects and structural engineers with input from an extensive public consultation process. Designed to be futuristic while complementing the communities in which they are located, the stations are built with provisions for public amenities and security features to ensure that users of all abilities and ages can use the line safely and efficiently. Stations are all constructed primarily with concrete elements up to the platform level. Columns and foundations are constructed with cast-in-place concrete and the platforms are carried with precast concrete beams. The station ancillary cores utilize architectural concrete blocks.

The first section of the Millennium Line was turned over to the operating authority in December of 2001 with the balance of the line scheduled for completion by August of 2002, less than three years after groundbreaking. The project is forecast to be completed on budget and within the established construction schedule, and once fully operational, the Millennium Line will have approximately 20 million riders annually by the year 2003. The total project cost was $1.1 billion in Canadian dollars.

Project Credits

Location		Greater Vancouver, British Columbia, Canada
Owner		RTP 2000 Ltd.
Engineer		Earth Tech
Contractor		SAR Transit JV
Concrete Supplier		Lafarge Canada
Precaster		SAR Transit JV

Viaduct Restoration and Accessibility Project
The Viaduct Restoration and Accessibility Project includes the rehabilitation of 20 concrete viaduct spans, the reconstruction of train platforms to comply with ADA criteria, and construction of other accessibility upgrades at the Paterson train station in Paterson, New Jersey.

Originally constructed between 1924 and 1931 as part of Erie Railroad's grade crossing elimination program, the project location includes 4 separate bridge structures comprising a concrete viaduct that is 20 spans long and measures 868 feet. The viaduct is characterized by classically detailed concrete with four blank arches and a rectangular recess on both sides of each span.

Concrete Design Criteria Since the four bridges spanning the Paterson Viaduct are eligible for the National Register of Historic Places, restoration of the Viaduct needed to follow the guidelines of the New Jersey State Historic Preservation Office (NJSHPO); the concrete mixes used in the restoration work had to replicate the existing concrete, and be approved by the NJSHPO. To this effect NJ Transit hired a conservator to take samples and analyze the concrete and painted exposed steel. The conservator had also to analyze original concrete samples to determine type and construction, develop replication concrete mixes; produce a written report containing all findings and concrete replication mixes; collect paint samples of existing exposed steel; analyze original paint samples, develop replication paint mixes, and produce a written report containing all findings and paint replication mixes.

The report submitted by the conservator included concrete mixes with recommended sands, fine aggregate, coarse aggregate, cements and pigments along with a list of suppliers in the area. This report was converted into a specification which became part of the contract documents for bidding.

Platforms and Walkways
The station, owned and operated by NJ Transit, consists of a 1200 foot-long low level island platform on the viaduct. The island platform serves two tracks: one track on either side of the platform. Project work included the removal of the existing low-level island platform, construction of a new high-level island platform, removal of the existing canopy structure and its reinstallation onto the new high level platform, and construction of an ADA complaint elevator from street level to the new high level platform.

Consistent with the NJ Transit Arts in Transit Program, some of the walkways were designed and constructed following an artistic design with the theme of "River Ribbons" which represents the Paterson's Great Falls and the city's old nickname "Silk City."

The project was completed in September, 2001 and the total project cost was $8 million.

Project Credits

Location		Paterson, New Jersey
Owner		New Jersey Transit
Engineer		New Jersey Transit
Contractor		Railroad Construction Company, Inc.
Concrete Supplier		County Concrete Corp.
Precaster		Concrete Safety Systems

Palm Desert Bus Shelter
The Palm Desert Bus Shelter project included the design and construction of a unique cast-in-place concrete bus shelter located adjacent to the Buschlen Mowatt Galleries in Palm Desert, California.

Utilizing concrete to create the illusion of a mountain backdrop gave the bus shelter an aesthetic appeal as part of a unique design and provided an opportunity to maintain functionality and durability throughout the project. It provided an opportunity to show riders, residents, and guests that public transportation is something more than a means to get to work.

Public Arts Program
Palm Desert, California was the first city within its county jurisdiction to create a public art program. In 1986, the City Council adopted an ordinance requiring developers to place art or pay a fee to the Art in Public Places fund for each new structure they build. These funds are used to purchase public art for placement throughout the community. The goals of the Public Art Program in conjunction with the City's Bus Shelter Improvement Program are to create an artistic harmony between buildings, landscaping, art, and open spaces, as well as to serve the people of the community by offering art as a means for cultural expression and response.

With the majestic Santa Rosa mountains as a natural backdrop, Buschlen Mowatt Galleries recently opened its gallery of contemporary international fine art in Palm Desert, California. In keeping with the City's Art in Public Places motto, "A Museum Without Walls," developer Tim Bartlett designed a fully functional bus shelter that complements the dozen sculptures that adorn the exterior of the building. As part of the City's Bus Shelter Improvement Program, the shelter is owned by the City of Palm Desert, and maintained by the public transit system, SunLine Transit Agency.

Design
Concrete was utilized for its functionality and durability, but with a unique complementary twist - the concrete was incorporated to create a mountain backdrop as an artistic enhancement while providing protection from the desert's extreme climate, primarily its high summer temperatures and winds. Concrete not only creates a design concept that embellishes the architectural features adjoining the fine art gallery but also incorporates passive protection from the elements. The roof angle is designed to allow early morning, midday, and afternoon sun to shine in the structure during the winter months, while shading the midday and afternoon sun in the summer. The passive resistance to temperature, wind and rain, combined with the easy viewing of oncoming transit buses, and compartmentalized seating enhances the overall transit experience.

The aesthetic aspect of the design was a primary concern in that it had to carry the theme and material use of the overall development from the art gallery through to the bus shelter. The art piece provides the project continuity and art gallery appeal, while the mountain backdrop, through the creative incorporation of concrete, provided a blending with the building and material itself. The stained concrete and stainless steel are nearly indestructible and are resistant to graffiti. Daily maintenance is easily facilitated by the durability of the building materials. The aesthetic and functional design alone will increase the awareness, value, and appreciation of the public transit system and its facilities to riders, guests, residents, and other developers. The net result is increased ridership while improving the public's concept of public transit.

The project was completed in May of 2001 and cost was $30,000.

Project Credits

Location		Palm Desert, California
Owner		City of Palm Desert
Engineer		Johnson & Neilsen
Architect		Tim Bartlett
Contractor		Hayhoe Construction
Concrete Supplier		Hayhoe Concrete

Renton Transportation Center
The new Renton Transportation Center serves seventeen Metro and Sound Transit routes and was constructed using distinctive flatwork patterns for traffic-calming and delineation of transit zones from the public zones located in Renton, Washington.

The project is a joint partnership between King County Metro Transit and the City of Renton formed for the development of a new transit center in the downtown Renton area. The new facility serves both Metro and Sound Transit routes that provide transit service throughout the greater King County region.

Project Highlights
Highlights of the new transit center include the use of craftsman-type design elements that will help create an identifiable image in downtown Renton. The project incorporates clear way-finding elements within the "at grade" improvements. Colored concrete, as an example, identifies the transit zone vs. the public or enterprise zone adjacent to storefront activities. The score patterns also clearly identify the transit shelters as a terminus or place of refuge for the rider.

The flatwork pattern at the primary intersection of the project is smaller with a different texture, creating an obvious traffic-calming feature to the area for pedestrian safety. A state-of-art crosswalk system is also included for pedestrian comfort and safety. This system features runway type lighting that is activated by infrared sensors that prompt vehicle operators to see activity within the crosswalks.

The inviting color and patterns of the associated parking area doubles as a plaza for gathering or events. Careful attention was given to the transition between the parking and sidewalk grades in order to create the feeling of a pedestrian plaza.

Provision of continuous covered walkways enhances the pedestrian connections linking the transit users to Logan Street and areas to the west of downtown. Also, the boulevard feel of Burnett and its large canopy type trees create an intimate and inviting atmosphere for the pedestrian. Coffee vendor and public restroom are provided as customer amenities.

Completed in September of 2001, the combination of architecture, revitalized pedestrian environment, and amenities and incorporation of art and history will make the Renton Transit Center a bright and positive contribution to downtown.

The total project cost was $3.8 million.

Project Credits

Location		Renton, Washington
Owner		King County Metro / City of Renton
Engineer		Parametrix, Inc.
Contractor		Gary Merlino Construction Company
Concrete Supplier		Stoneway Concrete

Awards
Award presentations were made at the American Concrete Institute Spring Conference in Detroit on April 21, 2002 and at the American Public Transportation Association Commuter Rail/Rail Transit Conference in Baltimore on June 10, 2002.

Enter your project into the next Concrete In Transit Awards competition.

Information
For more information, contact David Bilow by phone at 847.972.9064 or by e-mail at dbilow@cement.org.