{
    "document_id": 16843,
    "page": 92,
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            "id": "p92.1",
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            "bbox": {
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            "text": "anticipated to be in the water and utilize waterline footings, except the first pier on the south side, which will have a buried footing. It is anticipated for the US 41 bridge over US 301 will have a substructure consisting of two multi-column piers that can be independently constructed during two construction phases. It is anticipated that the elevated viaduct bridge will have single column piers with the potential for inverted-tee caps to help meet vertical clearance requirements. Post-tensioning for some of the elevated structure pier caps may be required. It is anticipated that all bridges will utilize standard end bents."
        },
        {
            "id": "p92.2",
            "order": 2,
            "type": "text",
            "bbox": {
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            "text": "Repetitive details could be utilized to reduce costs, increase constructability, and enhance the feasibility of using precast elements for the footings and columns if desired. The substructure type will be further evaluated during the design phase and documented in the BDR."
        },
        {
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            "type": "heading",
            "bbox": {
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            "text": "7.1.17.4 Bridge Foundation",
            "attrs": {
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            "text": "Based on limited available project geotechnical data, it is anticipated that 24-inch precast concrete piles could be utilized for the bridge replacements. Installation of the proposed piles without impacting the existing piles appears possible since the majority of the proposed piers can be located away from existing foundations. This minimizes the potential for vibration impacts during the construction of proposed pilings and avoids potential conflicts with the existing piles, allowing them to remain in place and be cut off a minimum of two (2) feet below the groundline. Therefore, removing the existing piles may be required, but will be avoided if possible by carefully evaluating footing locations. It is anticipated that either 24-inch precast concrete piles or single large diameter drilled shafts could be utilized for the elevated viaduct bridges. The use of single large diameter drilled shafts may reduce the area required for the foundations in the median and allow for a smaller work zone. The foundation types and location will be further evaluated during the design phase and documented in the BDR."
        },
        {
            "id": "p92.5",
            "order": 5,
            "type": "heading",
            "bbox": {
                "l": 98.64,
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            "text": "7.1.17.5 Bridge Layout",
            "attrs": {
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            "order": 6,
            "type": "text",
            "bbox": {
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            "text": "The proposed span arrangement of the DeSoto Bridge was based on maintaining a 75-foot horizontal clearance between bridge fenders to match the existing navigational channel. This can be accomplished with an approximate 170-foot main channel span and varying approach span lengths on both sides. The preliminary span arrangement was chosen to maximize the distance to existing bridge foundations and to minimize bridge hydraulics impacts. It is anticipated that piers may need to be placed near Riverside Boulevard and in the Bradenton Waterfront Riverwalk near existing pier locations. The proposed 140-foot span for US 301 over US 41 NB was estimated to provide a clear span to allow for the roadway typical section of US 41 NB to be improved to meet current standards. The proposed 150-foot spans for US 41 over US 301 were estimated to provide clear spans to allow for the roadway typical section of US 301 to be improved to meet current standards. The proposed 140-foot span for US 41 over CSX RR Short Line was estimated to provide"
        },
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            "type": "footer",
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            "text": "Page | 82",
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