Association News

FHWA Releases AID-PT Annual Report

The Federal Highway Administration has released its 2017-2018 Accelerated Implementation and Deployment of Pavement Technologies (AID-PT) program annual report.   The 37-page report includes a summary of goals of the AID-PT program, along with casebook examples developed around sustainability, tech transfer, “back to basics” education, recycling/reuse, research initiatives, performance-engineered mixtures, and more.

The report also includes quotes from ACPA President/CEO Jerry Voigt, who says, “Dividends from the AID-PT investments can be seen in technology advancements such as performance-engineered concrete mixtures, which is a program
striving to ensure that agencies can specify—and contractors can deliver—durable pavements every time.”  He also cites a number of other benefits, including the FHWA’s Mobile Concrete Trailer.

The AID-PT program was the result of a legislative provision that was championed by ACPA and first included in the Moving Ahead for Progress in the 21st Century Act (MAP 21).  This ACPA-led initiative created both a mechanism and funding for the delivery of pavement technology for both the concrete- and asphalt-pavement industries.  

Since 2012, the Federal Highway Administration has administered AID-PT with direct input from industry, including ACPA, which remains actively involved in assisting FHWA with support for the program, including continuing to advocate for renewal of the program in highway reauthorization efforts, as well as communicating program results and benefits to the concrete pavement industry. In 2015,  again with strong support by ACPA and other stakeholder groups, Congress included the program in the Fixing America’s Surface Transportation (FAST) Act, which provides funding through 2020.

Since its inception, the program has resulted in benefits to the concrete pavement community, including contracts and cooperative agreements with the National Concrete Pavement Technology Center (CP Tech Center), an ACPA Technology Partner. 

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Interested in other government affairs news?  Follow this link to see ACPA’s government affairs repository.

Don’t Miss These ACPA, ISCP Webinars

There’s still time to register for the two ACPA and the ISCP webinars, which are part of a series that continues through 2019.  Details follow below:

Life Cycle Cost Analysis for Concrete Pavements (Thu, Dec 6, 2018 12:00 p.m. – 1:30 p.m. CST) – This two-part webinar will cover this economic procedure used to compare competing pavement designs, over the analysis period, considering all significant costs expressed in equivalent present value dollars.  The presentation topics are:

  • “LCCA principles and use for design and project selection,” by Jim Mack, Director-Market Development-CEMEX and ACPA 2019 Chairman, and
  • “Australian approach to LCCA for PCC pavement decision-making” by Justin Moss, Associate Technical Director & Team Leader-Arcadis (ISCP Director);

Rolling quality, friction and surface texture for concrete pavements (Calidad de rodadura, fricción y textura superficial para pavimentos de hormigón) (Thu, Dec 13, 2018 9:30 a.m. – 11:00 a.m. CST) – This webinar will cover surface characteristic indicators for concrete pavements are p resented. Typical equipment used to measure surface irregularity (rolling quality), friction coefficient, and depth of texture are mentioned. The webinar will be presented by Erwin Kohler of 3ipe (ISCP Director).  Please note:  This webinar is presented only in Spanish.

Divided Highways-Urban (GOLD)

US 24 Westbound – Constitution Ave. to Garrett Rd., Colorado Springs, CO
Contractor: Castle Rock Construction Company
Owner/Engineer: Colorado DOT Region 2

US 24 Westbound connects Colorado Springs and Falcon, CO. The existing asphalt roadway was showing severe deterioration, it was determined the roadway needed complete replacement. The Colorado DOT decided to bid the project as an alternate bid/alternate design.

Castle Rock Construction was awarded the project, which was awarded by a wide margin with the life-cycle cost adjustment. The project had a life-cycle cost adjustment of more than $1 million, and in contrast, the low asphalt bid was $100,000 under the second-place concrete bid. The sections were 7 in. hot mix versus 8.25 in. concrete.

The project included 10,000 SY of asphalt planing and more than 75,500 SY of full-depth reclamation; more than 65,000 SY of 8.25 in. doweled concrete pavement; and traffic signal reconfigurations. During the concrete portion of this project, it rained every afternoon. However, the rain was no match for the project team, which was able to make up the time, so much so that the contractor earned most of the early completion incentive.

The concrete pavement required no corrective action for smoothness, thanks to an optimized concrete mixture and quality paving, curing, sawing, and sealing. Castle Rock used an innovative testing procedure for the aggregates. Combined gradations were done three times daily in a pug mill to assure the mix was within the specified range for coarseness and workability, as well as to attain the amount of free water in the aggregates. This allowed the contractor to adjust batch water to maintain a very consistent batch.

Sustainability was also a consideration with this project, and the contractor demonstrated a commitment to source reduction and recycling in several ways. The cement used featured a 10% lime stone replacement, which lowered the carbon footprint. Fly ash was also part of the mix, which not only yields a stable, durable slab, but also diverts a potential waste material away from landfill. The asphalt FDR materials from the project were crushed onsite and used as road base, thus allowing a significant reduction in trucking and fossil fuel use, as well as a less virgin material.

As a result of the hard work, commitment to quality, and attention to detail Castle Rock completed the project on time and within budget and delivered a quality concrete pavement that will provide excellent service to travelers, residents, and visitors to these two popular Colorado cities.

Divided Highways-Urban (SILVER)

Elgin O’Hare Western Access Tollway (IL Rte 390 & I-290 Interchange), Cook County, IL
Contractor: Acura, Inc.
Owner: Illinois State Toll Highway Authority
Engineer: CH2M Hill

Negotiating the busy interchange between Illinois 53/I-290 and Thorndale Avenue in the Northwest suburbs of Cook County was rarely quick or easy. But thanks to this Illinois State Toll Highway Authority (ISTHA) project, any unpleasant thoughts have been replaced by an awareness of the convenience and efficiency that came from the construction of a new interchange.

Completely rebuilding and expanding that interchange while maintaining traffic volumes of more than 176,000 vehicles per day on the Interstate and over 78,000 vehicles per day on Thorndale Ave. acan best be described as a marvel of bridge and road construction management, as well as construction staging to maintain the lane capacity to handle high volumes. These sections of roadway and highway are considered main arteries for much of the busy commerce and many commuters in the Northwest suburbs, as well as traffic feeding into the growing areas west of O’Hare airport. Closure of these heavily-trafficked facilities simply was not an option.

This complex project required using two agencies’ requirements and specifications – the tollway authority and the Illinois DOT’s. Acura, Inc., as part of its subcontract to build the pavement on these busy IDOT and tollway sections was able to do so while maintaining a high level of quality required by both agencies.

The project involved placing almost 83,000 SY of concrete for a total of 11.78 lane mi. Within the project there were 10 intersections/interchanges and 10 bridges along the route. The concrete pavement thickness was 10.5 in. on 3 in. asphalt base. The ternary concrete mixture was developed to the tollway’s specifications and was transported by ready-mixed trucks/agitors. Stringless paving meant up to three trucks could discharge ahead of the paver simultaneously, increasing efficiency of the paving operation.


The extremely heavy traffic on this busy tollway/DOT interchange necessitated the use of both lane reductions and staging to ensure a minimum of six lanes open on the northbound/southbound sections and four lanes on the eastbound/westbound sections. In addition, all ramps were required to maintain at least one lane open for traffic during the construction.

This project also dovetails into the tollway’s experimental CRCP sections. Though not part of this actual contract, Acura had to provide transitions to CRCP in order to accommodate future contracts that did implement the various research sections. To accomplish this, a jointed concrete to CRCP transition section was required. The combination of stringless paving and the use of a dowel-bar inserter ensured high productivity and the ability to have access to most of the points in the project.

Divided Highways-Rural (GOLD)

US119 CoLine-Crossover Rd, Mt. Pleasant, PA
Contractor:  Golden Triangle Construction Co., Inc.   
Owner: Pennsylvania DOT           
Engineer: SAI Engineers    

Golden Triangle Construction Co., Inc was awarded this two-year, $37.8 million reconstruction project by the Pennsylvania DOT (PennDOT).   This highway reconstruction project was located on State Route 119 in East Huntingdon, PA.

The roughly 5-mi. long, two-lane divided highway project included more than 190,000 SY of 12 in. jointed concrete pavement; almost 3.4 miles of upgraded drainage and stormwater retention systems, median upgrades with concrete barrier separation; paving inside shoulders; and mine stabilization.

Some major project highlights include: cement soil stabilization, a roller compacted concrete truck-inspection area, recycled concrete for site stabilization and toe bench rock, ASR concrete, long-life concrete, roughly 14,500 lineal ft of concrete glare screen barrier, and mine shaft repair with concrete support columns.  The project also included lime soil stabilization, an onsite concrete batch plant and a DBI concrete paver along with other emerging technologies.

A winter shutdown was mandated, during which no work could take place from November 1 to April 1. With the amount of work that needed to take place in two seasons, the winter presented a challenge to an already tight schedule.

During the paving season, Golden Triangle crews worked overtime to allow the adjacent paving to coincide with cure times for the mainline and ramps. A utility delay in the project schedule occurred when a utility company did not move their line before the planned date.  

In the second year, work on a mainline section was halted for a month in order to allow the utility contractor to move a line that would have been exposed if not lowered under the subgrade. In the first year, unusually high temperatures impacted daytime placement of concrete placements. During that time, most the concrete was placed at night during cooler temperatures.  High temperatures in both years necessitated installing  a water chiller at the contractor’s batch plant.

Also in the second year, large rain storm events delayed concrete paving almost a month. From April to July, it rained and average of three days per week almost every week. It was difficult to coordinate concrete pours with the weather and other project demands, but crews once again worked weekends when rain was not forecasted.  

A late warm spell in the first year allowed the crews to into November and December for smaller concrete pours. This was a huge help as progress was delayed in late fall due to some unforeseen conditions and changes to the subgrade and pavement design. Warm weather in the late fall, early winter is unusual in the northeast where the end of October is usually the end of concrete paving, without being forced to use artificial heat or concrete blankets.

There were also design issues with two of the on ramps, which forced Golden Triangle to reschedule the ramp closure work. In the first year, construction of a ramp was scheduled during the school season, but was pushed to later summer so that ramp could remain open to school buses and the elevated traffic levels. In the second phase, a ramp closure was unexpectedly prolonged for a full year, instead of just 42 days as planned. To solve the Golden Triangle worked out of sequence to reconstruct the ramp and correct the grade issues in the beginning of the season rather than later in the year. This allowed the work to be performed safely and quickly.  The ramp closure work was completed in 39 days and opened early in order to open in time for the Memorial Day traffic.

This project also had several sustainability factors, including:

  • Selection by PennDOT for the study of preventive measures to address Alkali-Silica Reactivity in pavement, based on the AASHTO PP65-11 program.
  • Construction of a 500 ft section using an optimized long-life concrete mixture, which the contractor requested to be used in the mainline pavement as a trial for future optimized mixes.
  • Use of a central mix batch plant to produce 64,000 CY of concrete, cement-treated permeable base course, and roller compacted concrete. This allowed a more consistent concrete mixture and fewer trucks to deliver the material, thereby burning less fossil fuel and minimizing the environmental impacts.  The plant also used three-phase power instead of diesel generators, which saved thousands of gallons of fuel, plus even more fuel to deliver the diesel to the site.
  • Recycled and reused materials throughout the project. This included more than 25,000 CY of concrete pavement, 4,500 linear ft of concrete median barrier, and limestone aggregate.

Despite the complexity of the project, as well as unforeseen delays, Golden Triangle completed the work in just 20 working months.  The hard work and dedication by more than 130 employees showcased a beautiful concrete highway which provides the owner, tax payers and motorists a superior and durable project. 

 

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