Association News

Let’s Visit at WORLD OF CONCRETE

I hope to visit with as many of you as possible this year, and in that spirit, I hope you’ll stop by to say hello and let me know what’s on our mind during World of Concrete 2015 in Las Vegas next month. I’ll be in the booth (Booth C4225 in the Central Hall) for several hours on Tuesday and Wednesday, Feb. 3 and 4.

ACPA ON THE GO!

Welcome to the first issue of the ACPA Chairman’s Concrete Connections for this year.  As the 2015 Chairman of the ACPA Board of Directors, I am honored to serve the association in this role and excited about the plans we have for this year.

We started the year in a good position, thanks to 2014 Chairman Tom Beck (President of Continental Cement).   Tom’s leadership, vision, and commitment helped the association immensely and provided us with a strong foundation for the plans we have this year.

In 2015, we are going to complete the strategic planning and business model planning begun last year, while also leading new technical, technology transfer, and promotional opportunities identified at the recent ACPA annual meeting. 

Also this year, we’ll be updating some of our existing technical resources, while also developing new technical and promotional resources that will provide the best information for agencies/owners, members, promoters, and others with an interest in using concrete pavements.

With the 114th Congress now in place, we also will be focusing some of our time and attention on educating newly elected U.S. Senators and Representatives, as well as new Committee Leadership, both resulting from mid-term elections last November.  At the same time, we will be working with other allies to persuade key elected officials of the urgency and critical need  for a well-funded, multi-year federal-aid highway bill.

We’re going to need your help in two ways.  At  key times, we’ll ask you to let your voice be heard with your Representatives and Senators.  Passage of a new highway bill is something that will impact all of us in the next 5-10 years, and if we are effective in our persuasive efforts, we expect a virtual dam of highway construction work will break loose in the future.  

The second way is to help strengthen our support of the key elected officials.   We’ll be sending letters and posting more information about this shortly, so please watch for it.

ACPA will continue to collaborate with the Portland Cement Association and National Ready Mixed Concrete Association, while also working closely with the association’s network of affiliated Chapter/State paving associations and technology partners, the National Concrete Pavement Technology Center and International Grooving & Grinding Association.   We accomplished some great things through collaborative efforts last year, and we will be working closely together on several key initiatives and programs that you’ll be hearing about throughout the year.

Yes, ACPA is once again on the go, and although the year has just begun, we’ve already had a successful event with our annual reception at the Transportation Research Board.   We’re setting the stage for World of Concrete next month, and of course, ACPA staff is supporting the Chapter/State paving association networks with workshops, seminars, and board meetings, which typically occur in the first few months of the year.

All the while, we’ll be working to complete our strategic and business model planning, while also producing some new products that demonstrate both the value of the association, as well as the commanding presence we have in the marketplace.

 

FAA, Tri-Services Meeting Yields Positive Results

ACPA’s Jerry Voigt and Gary Mitchell met with officials of the Federal Aviation Administration (FAA) and the U.S. Department of Defenses Tri-Services during the week of the Transportation Research Board Meeting.    Voigt and Mitchell reported positive outcomes from the meeting, particularly in two key areas:

Smoothness – The group discussed the recommendations of the ACPA Airports Task Force regarding recommended changes in smoothness specifications.  As has been reported previously, the smoothness issue is related to equipment safety and performance, not rideability (as is the case with highways and roadway smoothness).

The FAA has taken some initial steps to implement some of the recommendations into its smoothness specifications within P-501, and is doing research at the William J. Hughes Technical Center, co-located with the Atlantic City Airport, N.J.  

The FAA has relaxed its straightedge requirements from 0.25 in. along a 16 ft straightedge to the high points along a 12 ft straightedge, and is expected they may change from profilograph to a rolling straightedge in the future.  The military, notably the U.S. Army Corps of Engineers (USACE), also agreed to look at their specifications based on ACPA’s recommendations.

Accredited training – The group also discussed ACPA’s accredited training program, a pilot course for which was presented by ACPA in October 2014. 

“Everyone recognized the importance of training, which we need for agencies/owners, contractors, and engineers,” Mitchell said, adding the FAA recognizes that ACPA’s accredited training should be included in the agency’s best value business planning processes.  “USACE has encouraged us to move forward with the training program, and also committed to continuing discussions about implementing the training and the accreditation program.”   Voigt noted the U.S. Air Force expressed interest in ACPA’s web-based stockpile management and smooth concrete construction courses, indicating an interest in providing this type of training to key personnel.

Mitchell also said a number of other topics were discussed during what has become an annual meeting with the FAA and Tri-Services.*   A prime focus was specification issues with specific projects, he said, adding that the organizations committed to addressing the issues.  “As a result of this meeting,” Mitchell said, “We’re likely to see some positive changes on specification aggregates used for airport pavements.

________________

Tri-Services is the term used to describe the U.S. Army Corps of Engineers; Naval Facilities Engineering Command, The Air Force Civil Engineer Center.

Presentations from ACPA’s Concrete Pavement University Tracks

Welcome to our landing page for downloadable presentations from the CONCRETE PAVEMENT UNIVERSITY tracks from ACPA’s 51st Annual Meeting, held in Scottsdale, Ariz. in December 2014.  

Presentations are shown in order of the date and time presented.  The presentations posted are all in PDF format, typically at the request of the presenters.   The presentations are intended for educational and technology transfer purposes, and in deference to our presenters, ACPA requests that you not reproduce or distribute the presentations outside of your company/organization.

Finally, the agenda/schedule shown below is not the complete meeting schedule; it is only an abridged guide to the meetings and Concrete Pavement University (CPU) tracks in which formal presentations were made.

 

Thursday, December 4, 2014
6th ANNUAL CONCRETE PAVEMENT UNIVERSITY
 CPU 1 – OPENING GENERAL SESSION
1:30 p.m. to 3:00 p.m. 

  • (PDF) “Implications of the Elections on the Highway Bill and Transportation Funding” – Greg Cohen, P.E., President & CEO, American Highway Users Alliance
  • (PDF) “Future Directions of Technology Implementation and Performance Measures” – Butch Waidelich Jr., Associate Administrator, FHWA

Thursday, December 4, 2014
CPU 2 – FHWA’S QUALITY IN THE PAVING PROCESS (PART A)
3:30 p.m. to 5:00 p.m.

  •  (PDF) “Introduction to the six building blocks of a Quality Assurance Program,” “FHWA Regulations on Quality Assurance,” “Quality Control (including inspection),” and “Development/use of QC Plans from Contractor and State Perspectives” 


Thursday, December 4, 2014
CPU 3 – PUTTING MIT CONCRETE SUSTAINABILITY HUB INFORMATION TO WORK
3:30 p.m. to 5:00 p.m.

  • (PDF) “It’s Competition!” – Leif Wathne, P.E., ACPA
  • (PDF) “Pavement-Related Research at the MIT Concrete Sustainability Hub” – Jeremy Gregory, Director Concrete Sustainability Hub, MIT.   (Dr. Gregory also furnished talking points for the slides and a two-page fact sheet, both of which are in PDF format.)
  • (PDF) “MIT Implementation Concepts” – Jim Mack, P.E., CEMEX

Friday, December 5, 2014
CPU 4 – QUALITY IN THE PAVING PROCESS (PART B)
8:00 a.m. to 9:30 a.m.

  • (PDF) “Concrete Material and How Hydration Affects Everything” and “Properties – What’s Important & How to Make Better Concrete”  

Friday, December 5, 2014
CPU 5 – PROJECT STORIES SESSION
8:00 a.m. to 9:30 a.m.

  • (PDF) “I-85/I-485 Turbine Interchange Project (NC)” – Paul Staley, Quality Manager, Lane Construction
  • (PDF) “Whitetopping the French Quarter, New Orleans” – James Kapesis & Louis Haywood, City of New Orleans
  • (PDF) “Runway 8L/26R Pavement Replacement Project” – Joe Bush, McCarthy Improvement Co.  

Friday, December 5, 2014
CPU 6 – QUALITY IN THE PAVING PROCESS (PART C)
10:00 a.m. to Noon

  • (PDF) “The Paving Process – From Stockpiling to Sawing,” “New Technologies to Make Concrete Better,” and “What Should We Be Testing?”  

Friday, December 5, 2014
CPU 7 – INNOVATIONS AND APPLICATIONS
10:00 a.m. to Noon

  • (PDF) “Traffic Management and the New Overlay Guide” – Dale Harrington, P.E., Snyder & Associates, for the CP Tech Center 
  • (PDF) “Value Engineered RCC Options” – Fares Abdo, P.E., Morgan Corp.
  • (PDF) “Internally Cured Pavement Updates” – John Ries P.E., FACI, Expanded Shale Clay and Slate Institute
  • (PDF) “Precast Pavement Technology – Where is it Going?” – Peter Smith, The Fort Miller Co., Inc.


Friday, December 5, 2014
CPU 8 – QUALITY IN THE PAVING PROCESS (PART D)
1:30 p.m. to 3.30 p.m.

  • (PDF) “Specification Limits and How PWL is Used to Assess Quality,” “Introduction to Statistical Process Control and Control Charts,” “Impact of Testing Variability,” “How to Use Testing to Spot Problems and Maintain Quality,” and “Real World Examples of How this Can Work”

 

Friday, December 5, 2014
CPU 9 – POLICY CONCEPTS
1:30 p.m. to 3.30 p.m.

  • (PDF) “Pushing Policies for Competition in Pennsylvania” – John Becker, P.E., ACPA–Pennsylvania Chapter
  • (PDF) “The New Mexico ADAB Story” – Pat Nolan, New Mexico Chapter–ACPA
  • (PDF) “Life-Cycle Assessment Concepts and Tool Development” – Eric Ferrebee, ACPA
  • (PDF) “Dollars Per Lane-Mile-Year: A New Pavement Asset Comparison Concept” – Thomas Yu, P.E., Senior Pavement Design Engineer, FHWA

ACPA Names Recipients of Annual “Excellence in Concrete Pavements” Awards

The American Concrete Pavement Association (ACPA) has named recipients of its 25th Annual “Excellence in Concrete Pavements” awards, which recognize quality concrete pavements constructed in the United States and Canada. 

The awards program encourages high-quality workmanship in concrete pavement projects, and serves as way to share information about challenging and highly successful projects. 

Judges representing various stakeholder groups throughout the transportation-construction community evaluate projects.  The program recognizes contractors, engineers, and project owners who completed outstanding projects.  The program requires projects to be completed in the calendar year prior to judging (2013).  The recipients of the 2014 ACAPA Excellence Awards are:

 

Reliever & General Aviation Airports

Silver Award Recipient

Project:    Newton City/County Airport Runway 17-35 Reconstruction,  Newton, Kansas

Contractor:  Pavers, Inc.

Owner:  City of Newton, Kansas

Engineer:   HNTB Corporation

The World War II-era pavement on Runway 17-35 at the Newton City-County Airport in Newton, Kans.,  was experiencing numerous pavement distresses, including, swells, block cracking, and joint reflection cracking.

Engineers recommended a full depth reconstruction of the runway to address these existing pavement deficiencies.  During the design process, engineers ran a life cycle cost analysis on concrete and asphalt pavement alternatives. The result of the life cycle cost analysis showed the estimated cost of each alternative was relatively close, so the airport sponsor decided to bid both alternatives and let competitive bids determine which alternate would be chosen.  It was apparent the concrete was the more economical pavement section, as no bids were received for the asphalt alternate.

A three-phase approach was used to construct the runway.  This involved dividing the 7,000 ft runway into three sections, allowing the runway to be open at a reduced length during two of the three construction phases.

The project called for 80 contract calendar days for the north and south thirds of the runway, while the center portion was expedited to 65 days to mitigate impacts to the airport’s tenants and transient air traffic. Construction was completed five calendar days ahead of schedule and $72,000 under budget.

 

Gold Award Recipient

Project:  Reconstruction of Gwinner Municipal Airport/Roger Melroe Field,  Gwinner, N.D.

Contractor:  Northern Improvement Company

Owner:  Gwinner Municipal Airport Authority, Gwinner, N.D.

Engineer:  Interstate Engineering, Inc.

Gwinner Municipal Airport is one of North Dakota’s largest general aviation airports. Before the reconstruction, the runway and apron asphalt pavement were in poor condition; the lights were old; the north runway end had approach surface penetrations; and only one fuel type was offered for sale to the public aviators. 

The complete reconstruction of Gwinner Municipal Airport/Roger Melroe Field with concrete involved a 75 ft wide x 5000 ft long runway, taxiway, and two aprons. The project, which involved a public/private partnership (including federal, state, and local funds), consisted of 6 in. of concrete pavement supported with 8 in. of aggregate subbase.  New runway edge lighting, storm sewer, underdrains, edge-drains, and navigational aids also were installed .

The runway was shifted approximately 220 feet to the southeast to eliminate the glideslope surface penetrations. With local aggregate shortages engineers designed the pavement using existing asphalt pavement blended with virgin aggregate for use as the subbase material. Alternate bids using a life cycle cost factor was used in order to increase competition, and a life cycle cost factor of 15% was allowed for the concrete pavement option.

 

Commercial & Military Airports

Silver Award Recipient

Project:  Terminal Apron Expansion at Charleston International Airport, Charleston, S.C.

Contractor:  McCarthy Improvement Company

Owner:  Charleston County Aviation Authority

Engineer:  ADC Engineering, Inc.    

In late October of 2012, the Charleston Aviation Authority presented McCarthy Improvement Company a notice to proceed on a $15.5 million terminal apron expansion project for the Charleston International Airport. 

The challenge to this project was to construct 60,000 SY of concrete pavement after completing 150,000 CY of earthwork, all without affecting the daily operations of the airport. Precise management, coordination, scheduling, and production of the project were crucial.

Other circumstances also added to the project complexity.  For example, at the time the project began, the Boeing Company was in the test flight phase of its new 767 Dreamliner. They were under critical deadlines to complete the test flights for this new state-of-the-art aircraft, and in turn, to deliver the aircraft to customers around the world. The Boeing Company was using taxiway “Charlie” to bring materials to their assembly plant day and night.

McCarthy was using taxiway “Charlie” as a haul road to place pavement directly adjacent to the taxiway in Phase 2 of the project, and did so without affecting Boeing’s ongoing operations. Within 30 minutes’ notice of a Boeing flight arriving or departing, McCarthy had to clean all debris and clear all materials, equipment, and personnel from within 120 ft of the taxiway. 

McCarthy worked 24 hours a day, 7 days a week, for 150 days to complete three of the five phases for the project. The project was completed on schedule, all without a single recordable safety incident, and with only minimal impact to airport operations.

 

Gold Award Recipient

Project:  P454 Beaufort  U.S. Marine Corps Air Station (MCAS) Hangar Apron Addition. Beaufort, S.C.

Contractor:  McCarthy Improvement Company

Owner:  Naval Facilities Engineering Command – U.S. Navy (Southeast)

Engineer:  URS Group, Inc.               

In June of 2010, McCarthy Improvement Company was solicited to perform the concrete paving work involved with the P454 Hangar Apron Addition at Beaufort Marine Corps Air Station in Beaufort, S.C.

On the surface, the project appeared to be a straightforward aircraft apron project, but it turned out to be considerably more complex.

The concrete paving portion of the project was scheduled to start in the spring 2013, and was the contractor was given a four month schedule for completion. What appeared to be a simple job quickly turned into a challenging project when the owner issued a stop work order on the project for redesign of underground utilities within the concrete apron footprint.

After three months the design was complete and the amount of additional work was staggering.  However, to ensure that funding was still available to bring the F35B Joint Strike Fighter Mission to Beaufort, the concrete apron paving had to be complete by the end of 2013; otherwise it could be up to four years before funding would be available again. The entire work plan had to be redone. 

McCarthy pooled its resources, along with those of its subcontractors and material suppliers to formulate a schedule to work two shifts on the project, and as a result, completed the job on schedule. 

 

Concrete Pavement Restoration (CPR) – Airport

Gold Award Recipient

Project:  2013 Annual Airfield Pavement Rehabilitation, Denver, Colo.

Contractor:  Interstate Highway Construction, Inc.

Owner/Engineer:  City and County of Denver – Department of Aviation

This concrete pavement restoration (CPR) project at Denver International Airport  involved more than 14,000 SY of selective airfield concrete pavement removal and replacement on several aprons, taxiways, and aircraft gate areas at one of the country’s busiest airports.

These annual airfield pavement rehabilitation projects are aimed at extending the service life of the apron and taxiway areas, while maximizing the life of the overall pavement at a much lower cost than full apron or taxiway removal and replacement.

In addition to the concrete replacement, the project required demolition and installation of airfield lighting; selective spall and joint sealant repair; asphalt removal and replacement; and aggregate base embankment construction.

Because of the close proximity to active aircraft traffic, a high degree of planning and communication was required. The project was designed in 11 specified-duration phases that combined into 6 separate milestones, all with associated liquidated damages for late completion.

The critical path was driven by six phases along taxiway A-A, scheduled to be constructed sequentially with no overlap. The phases on taxiway A-A were reconfigured to shortening the impact to the airport and the overall construction schedule. The duration of work on the taxiway was cut from the original 112 to 59 calendar days, but the scope increased by 30%.  Even so, the project was completed 25 days ahead of the contract duration.

 

Concrete Pavement Restoration (CPR) – Roadway

Gold Award Recipient

Project:   F-I15-8(385)140, I-15; SR-30 to Idaho State Line,  Box Elder County, Utah

Contractor:  Multiple Concrete Enterprises, Inc.

Owner/Engineer:  Utah Department of Transportation – Region 1

This project was the largest dowel bar retrofit (DBR) project to be advertised and completed in the United States for 2013.

It was also the largest ever for the State of Utah. Utah uses an A plus B bidding concept, which not only requires a contractor  to be the low bidder on contract items, but to also design a project schedule that results in the shortest amount of construction time.

The Utah DOT’s time allowance on this project was 180 calendar days.  Multiple Concrete Enterprises’ aggressive completion time bid was 118 calendar days, but they actually completed the project seven days early.

Pre-construction training conducted by the Utah Chapter ACPA and subsequent round table discussions were implemented for all personnel involved it the project to provide a clear vision of the road ahead.  Because of the restriction of reducing the 65 mph speed limit through the work zones, Multiple Concrete Enterprises was faced with additional safety issues while working continuous shifts  to meet the limited calendar day schedule.

The panel replacements exceeded the plan quantity by 165%. The smoothness specification for grinding was a 5 in. mile, and Multiple Concrete Enterprises achieved an average 1.3 in. mile.   As a result of the team effort, this project not only will increase the longevity and function of the retrofit as well as provide a superior ride for motorist.

 

Industrial Paving

Silver Award Recipient

Project:   Cimarron Turnpike,  Noble/Payne Counties, Okla.

Contractor:   Duit Construction Co., Inc.

Owner:  Oklahoma Turnpike Authority

Engineer:  Triad Design Group                                                                                                                                        

Crossover head-on accidents are one of the most horrific accident types on America’s highways. Back in the early 1960’s when the Oklahoma Turnpike Authority built many miles of turnpike system, the design used a 15-foot-wide median with a dirt hump in the middle. This hump was approximately 2 ft tall and was shaped as a rounded mound. Unfortunately, this design can become a launching ramp for vehicles traveling at 75 miles per hour.

A concrete barrier wall that could prevent these accidents was cost prohibitive, but with the advent of today’s cable barrier design, the Oklahoma Turnpike Authority decided to reduce the risk of crossover accidents by removing the existing dirt hump, filling the median with concrete pavement, and installing a 4-cable cable barrier system.

To install the barrier Duit Construction Co. pre-drilled all of the post holes before the concrete paving;  located the holes during the paving operation; and installed the cable posts in the plastic concrete from the back of the slipform paver.

The first day’s run yielded only a 300 ft x 15 ft paving day, but after refining  the process and with practice, the contractor was able to improve the process, and in a single day actually exceed 4,000 feet!.   This innovative process saved the Oklahoma Turnpike Authority an estimate $3 million dollars.

 

Gold Award Recipient

Project:  3rd Infantry Division (3ID) Tank Trail & Tactical Equipment Maintenance Facility, Ft. Benning, Ga.

Contractor:  McCarthy Improvement Company

Owner/Engineer:  (U.S. Army Corps of Engineers) Savannah Corps of Engineers                                     

The Ft. Benning Tank Trail and Tactical Equipment Maintenance Facility project required a great deal of coordination. McCarthy Improvement Company had to coordinate efforts with the owner, general contractor, and more than 20 different subcontractors and military base personnel. They had to schedule work around military equipment movements and numerous ongoing training operations during construction.

The three primary missions on this project were to open all areas as soon as possible; to minimize construction impact on the base’s operations; and to complete the project on or before deadline.

The project schedule was tight and included important key dates for opening and closing different areas of the base. The initial start date was delayed one week due to heavy deployment of military equipment. The paving was being performed in the middle of the Brigade Training Facility and had to be scheduled with the officer in command of the Brigade to avoid disrupting the training maneuvers.

The schedule of this work was limited to just a few days and had to be completed in phases to allow soldiers of the Brigade access to the facility. The new concrete tank trail was the main entrance for all of the other subcontractors and military workers who needed access to the maintenance facility. This area was paved in two days, and within a week, was open to traffic. The tank trail was paved in 10 paving days, and the hardstand was completed in 24 paving days. 

 

Overlays (Highways)

Silver Award Recipient

Project:   Overlay of Okarche Bypass, Kingfisher County, Okla.

Contractor:  Duit Construction Co., Inc.

Owner:  Oklahoma Department of Transportation

Engineers:  Tetra Tech, Inc. and Russell Engineering, Inc.      

Driving through the countryside of Kingfisher County in Oklahoma, the view of scenic farmland and fields was often interrupted by potholes, ruts, and cracks that were part of the rough, old asphalt roadway.

Thanks to the concrete overlay placed on the Okarche Bypass, these problems are a thing of the past. Prior to paving, the drainage boxes were extended and shoulders were widened in preparation for the new 24 ft. wide concrete pavement.

Alternate routes during construction were provided to the traveling public in Kingfisher County, allowing the Okarche Bypass to be closed during construction. This allowed paving to be conducted on the roadway in one 24 ft-wide pass.

The result was a smooth, 4-mile long roadway that was constructed efficiently in only three months.  The project had to be built in variable sections,  because of the local farmers and traffic.

Duit Construction only closed sections of the road during the paving operations to avoid disruptions to homeowners and others in the area.

With the old, rough roadway problem solved, the only problem the county has had since this pavement has been placed is that it is so smooth, the County now has to patrol the road to slow traffic down.

 

Gold Award Recipient

Project:   US-75 Concrete Resurfacing (Project Numbers 75-7 KA 0747-01 & 75-66 KA 0748-01),  Brown and Nemaha Counties near Sabetha, Kansas

Contractor:  Koss Construction Company

Owner/Engineer:  Kansas Department of Transportation

The overlay of Highway 75 in Brown and Nemaha Counties near Sabetha, Kansas was a challenging project. It required a major commitment from Koss Construction Company, their subcontractors, and the owner—Kansas Department of Transportation. The task given to the Koss team was to mill and overlay pavement under two separate contracts which totaled over 5½ miles of mainline pavement.

The combined projects included seven intersections, seven driveways, and two turn lanes. These jobs totaled nearly 145,000 squared yards of concrete paving and nearly 100,000 square yards of milling. Overcoming, the weather conditions were a challenge because the highway was not allowed to be shut down to one lane if was raining or if snow was accumulating. As the milling began, problems with the milled surface started to arise. With heavy traffic, and the abundance of inclement weather, the milled surface started to break apart. So the decision was made to mill another 4 inches, pulverize the remaining 7” of asphalt, mix it with cement, and use it as a base.

Once the operation began, traffic was shut down to one lane. Koss provided a 24 hour flagging system using solar powered lights and a pilot truck to escort the public through the job seven days a week. Twelve feet of mainline pavement and the 10’ shoulder were paved with one pass and the project was successfully complete in spite of all the challenges.

 

Overlays (Streets & Roads)

Silver Award Recipient

Project:  Cass County Road 275 West Concrete Overlay, Cass County, Ind.

Contractor:  E&B Paving, Inc.

Owner:  Cass County, Ind.

Engineer:  CHA Consulting, Inc.                                                                                                      

Built in the early 1960’s, this 1 mile stretch of old concrete roadway carries 1,100 vehicles per day with an estimated 60% truck traffic.  With the pending opening of the Hoosier Heartland Highway, county officials determined it was time to improve Cass County Road 275 West with an unbonded concrete overlay.

Bids were very competitive, with less than $300 separating the first and second bid on this $721,000 project.

After handling temporary access, drainage structure install, pavement cleaning and joint repair, placement of the 1 in. asphalt separation layer, and subbase preparation for six full-depth transition sections, E&B Paving, Inc. placed the 9.5 in. full-depth and 6.5 in. overlay sections at 24 ft wide.

Although conventional dowels were placed in the full-depth sections, plate dowels were used in the 6.5 in. overlays.   Overall this project included 10,270 SY of 6.5 in. overlay, 3,619 SY of full-depth 9.5 in. pavement, and 1,192 SY of 9.5 in. approaches, all placed in seven total paving days.

 

Gold Award Recipient

Project:  Carroll Street Concrete Overlay Project, Macomb, Ill.

Contractor:  Laverdiere Construction

Owner:  City of Macomb, Ill.

Engineer:  Maurer-Stutz, Inc.                                                                                         

This highly traveled one-way street is a common route to schools, stores, and restaurants in Macomb, Ill.  

The existing street was constructed as a circular crown brick pavement with stone curbs and several asphalt pavement overlays.  To minimize costs and maximize sustainability, a bonded 4 in. concrete overlay was selected instead of removal and replacement of the existing pavement.

The existing stone curbs were removed and replaced with new curb and gutter and improved drainage structures.   The existing asphalt surface was milled to adjust the profile and fix existing cross slopes where possible.  The 4 in. concrete overlay included structural-fibers and a 4-ft square saw cut pattern.   

Along with the new pavement, a majority of the sidewalks were replaced with 5-ft. wide sidewalks and ADA compliant ramps at all intersections.

 

Municipal Streets & Roads <30,000 SY

Silver Award Recipient

Project:  North Salt Lake Center Street Reconstruction,  North Salt Lake, Utah

Contractor:  Acme Construction

Owner/Engineer:  City of North Salt Lake

Center Street carries traffic through the center of North Salt Lake City, including destinations such as City Hall and the main city park. 

As part of a long term, master-planned reconstruction of the city center, North Salt Lake decided to replace Center Street as a concrete road.  Early in the design process, the city established its criteria for a cost-efficient, aesthetically pleasing, and durable pavement.

Concrete pavement was selected as the best option to meet these criteria and the long term needs of the city.

The city worked closely with the Utah Chapter-ACPA throughout the design and construction process.

Recommendations and short term value engineering suggestions provided by the chapter greatly contributed to the success of the project. 

Because of the exceptional construction quality achieved by Acme Construction, this road will serve the people of North Salt Lake for decades to come.

 

Gold Award Recipient

Project:   79th Street Reconstruction Design-Build Project (Between Pflumm and Lackman) Lenexa, Kansas

Contractor:   Emery Sapp & Sons, Inc.

Owner:  City of Lenexa, Kansas

Engineer:  GBA                                                                                                                                                                                                                                                                                                                      

This project involved 1 mile of a busy stretch of 79th Street that connects Lackman Road and Pflumm Road in Lenexa, Kans.

Although the city originally planned for an asphalt pavement on the section, the Emery Sapp & Sons  and GBA design-build team submitted an Alternative Technical Concept  for concrete pavement that was accepted, translating to savings for taxpayers.

An elementary school, a church, an array of soccer and baseball fields, and the city’s Public Works Operations Complex that supplies fuel to all city vehicles were along this critical section of 79th Street.

To further complicate matters, several significant infrastructure projects were taking place in the area, including two within the pavement limits, and the City’s noise ordinance prevented night pours.   

Also, the project was further challenged because of inclement weather.  The project received the notice to proceed in late March.  Design began immediately, but because of adverse winter weather (snow, ice, and cold temperatures), the project construction start date had to be pushed to late April.               

Variable width paving and LED lighting are among the many recent innovations incorporated in the project.   

 

Municipal Streets & Intersections (>30,000 SY)

Silver Award Recipient

Project:   Rt. 169 HWY & 108th Street, Clay County, Mo.

Contractor:  Ideker, Inc.        

Owner:  Clay County, Mo.            

Engineer:   Burns & McDonnell                       

This project  involved one of two at-grade intersections with temporary traffic signals still remaining on the federal/state freeway system in Missouri. The new free-flow interchange included roundabouts at the ramp terminals and at a new intersection.

Ideker moved over 300,000 CY of soil and completed more than 44,000 SY of concrete pavement, including three concrete roundabouts along with over 20,500 lineal ft of concrete curb— all in less than 8 months.

The timely and efficient completion of this interchange opens up over 1,000 acres of residential, commercial, industrial, and office development which, over the next 20 years, is projected to return in excess of $1.2B of public revenue.

The used of concrete pavement provides Kansas City and the Missouri DOT with reduced future maintenance costs, further extending their limited budgets.

 

Gold Award Recipient

Project:    STH 96 / Main Street, Village of Little Chute, Wis.

Contractor:  Vinton Construction Company  

Owner:   Village of Little Chute, Wis.

Engineer:  Mead & Hunt, Inc. and McMahon Group             

Main Street is an east/west urban arterial carrying over 7,800 vehicles per day—including 500 trucks per day—through a residential and commercial area.

The existing roadway was a concrete pavement constructed in 1957, a 56-year old pavement that had never been resurfaced.  Reconstruction of this corridor required an extraordinary level of planning to minimize the impacts to the 29 businesses, 110 residents, 12 intersections, and 139 driveways within the project limits.

The major items of work on the project consisted of removing 30,840 SY of concrete pavement, which was crushed on-site and recycled into the new base.   It also involved 45,129 CY of excavation; 19,587 tons of base aggregate; and 38,031 SY of 8-in. doweled concrete pavement.

Every aspect of the project from conception to completion was carefully thought out, well executed, and a huge success.   

 

Urban Arterials & Collectors

Gold Award Recipient

Project:     Flintlock Road Overpass of I-35,  Liberty, Mo.

Contractor:  Ideker Inc.

Owner:   Missouri Department of Transportation                               

Engineer:  HNTB Corporation

To help address the area’s growing transportation needs, the cities of Liberty and Kansas City, Mo., along with the Missouri DOT, The Liberty School District, and the City of Pleasant Valley, contracted with Ideker, Inc., to construct an extension of Flintrock Rd. over Interstate-35, providing a much-needed additional crossing of the Interstate in the area.

Despite falling behind schedule early in the project due to an unusually wet sprint, Ideker was able to make up the time with an aggressive paving schedule and the use of stringless paving technology, which was used for both trimming and paving operations.

In addition to the use of stringless technology, this 20,000 SY paving project incorporated several other innovative technologies, including the use of a ternary concrete mixture and maturity testing for early opening to traffic.   This was also one of the first quality management projects let by the Missouri DOT.  

In the end, the contractor was able to deliver a quality concrete pavement project, relieving congestion and enhancing safety, all ahead of schedule.

 

County Roads

Silver Award Recipient

Project:    SH-19 & Latta Road, The Chickasaw Nation,  Ada, Okla.

Contractor:   TTK Construction Co., Inc.

Owner:   The Chickasaw Nation

Engineer:   ATKINS

The Latta Road Project consisted of adding dedicated turn lanes in all directions of the intersection of a major artery entering the City of Ada, the headquarters location for the Chickasaw Nation. 

The project was a cooperative effort between thee Oklahoma Department of Transportation, ATKINS Engineering, the City of Ada, and the Chickasaw Nation. 

The project involved the removal of 17,000 SY of concrete pavement and 5,000 SY of asphalt pavement, then replacing the old pavement with   30,000 SY of 8 in. cement-stabilized subgrade, and 26,000 SY of 9.5 in. thick, dowel-jointed concrete pavement. 

Rather than placing temporary detours with asphalt, TTK Construction elected to construct the detours with concrete, allowing the detours to be left in place as concrete shoulders after the project was completed.

All the work was completed accident-free, under budget, and ahead of schedule, earning the contractor a $140,000 early-completion bonus.   This project is not only a great example of a team effort, it is also an excellent  example of the contractor and agency cooperating to build an outstanding project that will be sustainable for many years to come.

 

Gold Award Recipient

Project:   Woodbury County- D-51 Port Neal, Woodbury County, Iowa

Contractor:  Cedar Valley Corp., LLC

Owner/Engineer: Woodbury County          

This project called for the removal of a 4.2-mile stretch of existing 6-in. concrete pavement built in 1961, and replacing it with a new section of variable-depth concrete pavement.

Two items that make this project stand out above others are the outstanding quality of the finished project and the exceptional job Cedar Valley Corp., LLC did in maintaining access to local property owners and businesses.

Cedar Valley Corp. achieved an average smoothness of 0.58 in. per mile, using a 2/10 in. blanking band, despite significant challenges associated with narrow shoulder that did not allow construction access, as well as a bridge that was to narrow to allow the paving train to pass.

Aggressive  public engagement techniques were used to explain the construction process and discuss access issues.   In addition, maturity testing was used to enable earlier opening to traffic.  In the end, Cedar Valley Corp. earned the maximum 3 percent thickness bonus and 92.44 of the smoothness bonus, all with minimal disruption to the local property owners and businesses.

 

State Roads

Silver Award Recipient

Project:  K-18 Reconstruction/Expansion, Projects No. 18-81 KA 0410-04/05, Riley County, Kansas

Contractor:                         Koss Construction Company

Owner/Engineer:             Kansas Department of Transportation   

This project, along a 5.5 mile strength of heavily-traveled, four lane highway in to the City of Manhattan, Kans., included three major interchanges, two large roundabouts, seven bridges, eight retaining walls, numerous drainage improvements, the relocation of two frontage road and the reconstruction of two frontage roads, and the reconstruction of three city streets.  It also included over 400,000 SY of concrete pavement in varying depths of 4 in. of granular base.

 The project was phased to allow the numerous businesses adjacent to the project ot stay open and to keep the heavy flow of traffic between Manhattan and Fort Riley moving.   By working with the Kansas Department of Transportation to change the project sequence, side roads and frontage roads were paved under an accelerated schedule in order to minimize the impact on local businesses.

A total of 1.2 million CY OF earth was moved to realign this major highway.  Despite the project complexity, multiple phases and thee more than 50 traffic switches required, Koss Construction was able to achieve 50% of the total available incentive, with over 85% of sections qualifying for smoothness incentives. 

 

Gold Award Recipient

Project:  Highway 63, Black Hawk County, Iowa

Contractor: Cedar Valley Corp., LLC

Owner/Engineer: Iowa Department of Transportation

This project included 5.5 miles of highway from U.S. 20 South through the town of Hudson, Iowa.  The project included complex staging at five separate calendar-day completion sites.   The existing pavement, consisting of a 6.5 in. asphalt overlay over 10 in. of concrete pavement, was recycled and used as base material under the new pavement.

Cedar Valley Corp., LLC placed almost 112,000 SY of 7 in., 9 in., and 9.5 in. mainline paving, as well as 28,000 SY of 7 in. shoulder paving. Several value engineering proposals were submitted during the project, enhancing traffic patterns, and project staging, and reducing the time under detours by almost a month.

 A significant challenge to this project included the wettest spring in 141 years of recorded weather history in Iowa.  To address the significant flooding taking their haul road out of commission, Cedar Valley Corp. implemented an innovative approach, using their Iowa Special paver, which allowed trucks to back down the grade.  

Despite challenges, Cedar Valley Corp., LLC earned the maximum thickness and mix bonus, and 71.86% of the smoothness bonus.  In addition, the crew worked 25,488 man hours without a loss-time injury or vehicular accident. 

 

Roller Compacted Concrete (Industrial)

Gold Award Recipient

Project:  Norfolk Southern Charlotte Regional Intermodal Facility, Charlotte, N.C.

Contractor:   A.G. Peltz Group, LLC

Owner:   Norfolk Southern Railway Company

Engineers:  Patrick Engineering and The Milord Company     

This project at the Charlotte Regional Intermodal Facility consisted of 26,977 SY of 17 in. roller compacted concrete (RCC);  20,310 SY OF 10 in. RCC; and 232,352 SY OF 9 in. RCC pavement.

Using their in-house blending programs, A.G. Peltz Group, LLC  developed an optimized blend of three aggregates and 14.5% cement content, achieving compressive strengths exceeding 5,000 psi and 650 psi flexural strengths at 28 days.

The contractor used high density paving machines with paving widths ranging from 18 ft to 29 ft.  Paving machines were fed by natural transfer devices so that a contactless, uninterrupted material supply could be achieved, with enhanced pavement smoothness and quality. 

A.G. Peltz implemented a maximum 15-ft. joint spacing plan to reduce slab lengths and improve load transfer at the joints, thereby reducing the opportunity for mid-panel cracking. 

The Intermodal Facility’s yard is currently operating at near capacity with no significant RCC-related pavement issues noted to date.   The owner also has since specified the use of RCC pavement for additional container terminals.

 

Divided Highways (Rural)

Silver Award Recipient

Project:  Interstate-40,  Okmulgee/Okfuskee Counties, Okla.

Contractor:  Duit Construction Co., Inc.

Owner/Engineer:  Oklahoma Department of Transportation            

This Duit Construction Co., Inc. and TTK Construction Co., Inc. joint venture project involved a full pavement rehabilitee of a 6.3 mile section of the old four-lane highway.  Duit Construction was able to complete $26 million project ahead of schedule to achieve an early project completion incentive, while also coming in under budget with no outstanding claims.

To better prepare for unforeseen weather issues, both heaters and chillers were incorporated into batching during weather-impacted months.   The contractors used a portable crusher to crush the existing concrete in place, and in turn, to use it as aggregate base for the new pavement.

By crushing the concrete in place, no trucking was involved to move the broken concrete.   This helped expedite the project schedule and  helped alleviate the truck traffic associated with bringing in aggregate base from an outside source.

By using phasing to their advantage and eliminating a number of cold joints around on/off ramps, Duit Construction was able to achieve 78% of the ride incentive.  

 

Gold Award Recipient

Project:    I-70 Reconstruction,  (Project No. 70-91 K 0718-01Projects),  Sherman County, Kans.

Contractor:   Koss Construction Company

Owner:  Kansas Department of Transportation

Engineer:  Burns & McDonnell        

The reconstruction of this section of Interstate-70 in Sherman County (near Goodland, Kans.), involved a 12.5 mile long project totaling 650,300 SY of four-lane concrete pavement, including three interchanges and rest areas on both westbound and eastbound sides. 

The project specifications called for 12 in. of fly-ash treated subgrade, 4 in. of cement-treated base, and 11.5 inches of concrete pavement.    The granular base shoulders were based with recycled concrete material.

In spite of 13 superelevations encountered with slopes as high as 8%, and 15 at-grade bridges (which generated 28 approaches, Koss Construction Co. was able to pave the 24 ft. mainline of 25 total miles in just 36 days.

 Through careful attention to concrete consistency, consolidation, and thickness, Koss Construction was able to earn almost 50% of the available smoothness bonus, with more than 87%  of all sections tested eligible for incentives. 

Partnering and careful management were essential to the success of this project.   All members of the team rose to the challenged and produced a high quality, smooth pavement that should provide service for many years to come.

 

Divided Highways (Urban)

Silver Award Recipient

Project:   Rapid Reconstruction I-70 & I-65 South Split,  Indianapolis, Ind.

Contractor:  Milestone Contractors, L.P.

Owner:  Indiana Department of Transportation, Greenfield District

Engineer:  Parsons Corporation                      

This project involved the reconstruction of a section of the Interstate-65 and Interstate-70 split in downtown Indianapolis in order to address a low clearance issue with a bridge.

To achieve both the desired clearance and longevity, the Indiana DOT selected 11.5 in. continuously reinforced concrete. pavement (CRCP) on a 3 in. hot-mix asphalt base over 6 in. of drainable base.

This fast-track project allowed a maximum 80 days to complete the job, with incentives offered for early completion and penalties for delayed completion.

Milestone’s planning and continuous attention to detail resulted in a very  successful, rapid construction project, including the placement of 2.2 lbs of reinforcing steel ahead of paving in just 11 days.    Using stringless paving and real-time smoothness technology, Milestone earned 62% of the available smoothness incentive on mainline paving, and 24% on remaining pavement areas.

All of this work was completed in only 44 days, 36 days ahead of the maximum specified schedule, earning the contractor an additional incentive for their ability to return this critical section of Interstate highway to the traveling public well ahead of schedule.  

 

Gold Award Recipient

Project:   Western Wake Freeway – NC 540, Wake County, N.C.

Contractor:  Archer Western Contractors

Owner:  North Carolina Turnpike Authority

Engineer: Michael Baker  

This design-build toll facility, the largest highway construction project in North Carolina history, stretches more than 13 miles through suburban Raleigh.

The project included 34 bridges, more than 6 million CY of excavation and embankment, 15 box culverts, and894,000 SY of jointed plain concrete pavement.

The project was constructed by Raleigh-Durham Roadbuilders, a joint-venture between Archer Western Contractors and Granite Construction Co.

The Western Wake Freeway was a 100% grind project and resulted in exceptional smoothness with   average International Roughness Index readings in the 30’s.

This project also was the first project for the North Carolina DOT to incorporate stringless technology from excavation through the final paving sections.   In addition, a plan was developed to open more than half of the project a full year earlier than the originally-scheduled final completion date.   This allowed the owner to begin collecting toll revenue much sooner than the financial plan anticipated, resulting in additional revenue for the project.   This also raised the possibility for an early pavoff of the  project bonds.    

 

About the Excellence Awards
This year’s 26 awards represent 13 categories of construction and preservation of concrete pavements used for highways, roadways, airports, and industrial pavement facilities.  

The ACPA Excellence in Concrete Pavements awards are made possible, in large measure, because of the generous time commitment of independent judges from across the country.  The judges each spend many hours reviewing executive summaries, project details, photographs, and other details and aspects of project submittals. 


ACPA presents awards in both gold and silver levels. Judging is based on a point system, with independent judges awarding points for quality construction, addressing unique and unusual challenges, innovation, traffic management, and other criteria. In the case of ties, award judges present awards to co-winners.  

Editorial Contact & Photos:

Photos depicting the recipients of the 25th Annual ACPA “Excellence in Concrete Pavement Awards,” as well as photos depicting award-wining projects, are available from ACPA.    For additional information, please contact Bill Davenport, Vice President – Communications, American Concrete Pavement Association.  Phone:  847.423.8703.  E-mail:  bdavenport@acpa.org.

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