Association News

Overlays (Highways) – Gold

Gold Award – Thin Concrete Overlay, State Road 3, Henry and Delaware Counties, IN

Contractor: E&B Paving*

Owner: Indiana Department of Transportation   

Engineer: SJC Associates

State Road 3 in Henry and Delaware Counties exemplifies the Indiana DOT’s dedication to being on the cutting edge of concrete paving.

The project included a thin overlay portion, a 9 in. concrete portion and variable depth transition areas. There are three sets of bridges, an overpass with ramps at US 36, and a Norfolk Southern Railroad crossing on the road, all of which were greatly enhanced by this project. 

Transitions to the bridges were smoothed out and reinforced with added sleeper slabs; pavement under the US 36 bridge was replaced after drainage was improved; and the railroad crossing was repaved, and the track elevations were adjusted in coordination with Norfolk Southern Railway.

E&B Paving averaged nearly 5,000 ft of paving per day, placing 12 ft. wide concrete pavement.  On the best day  of the project, crews placed 8,400 SY in nine hours. In addition to the high speed of construction,  the concrete paving quality was excellent, as evidenced by the $187,000 in smoothness incentives awarded to the contractor.

The 4.5 in. concrete overlay was placed on a milled asphalt surface. The patch areas were excavated, patched and milled to create a uniform, rough textured surface. The transition areas were placed on compacted aggregate, subbase density was verified using the light weight deflectometer (LWD). The 9 in. concrete was placed on 6 in. of compacted aggregate with a 3 in. drainage layer, and the density was also verified using the LWD method. More than 344,000 SY of concrete was used to overlay 49.23 lane miles on the 12.3 mile long project.

* ACPA member.

Overlays (Highways) – Silver

Silver Award – Fiber-Reinforced Overlay Project, MN Highway 63, Rochester-Zumbro Falls, Mn.

Contractor: Croell, Inc.*

Owner/ Engineer: Minnesota Department of Transportation        

Minnesota State Highway 63 Project SP 5510-84 was the first fiber-reinforced concrete overlay project in the state of Minnesota. Stretching from Rochester at the south end to Zumbro Falls at the north end, the two-lane highway covered 12.5 miles and included two box culvert bridge replacements. The overlay was 5 in. over scarified asphalt, covered two 12 ft. traffic lanes, and included 4 lbs. per CY of macro synthetic fiber as the sole pavement reinforcement.

The overlay was sawcut into 6 ft. by 6 ft. panels, requiring over 450,000 ft. of sawing. The project was an inlay—

a 3 in. mill with a 5 in. overlay, and q 24 ft., 6 in.-wide mill with 24 ft. pavement—all performed with automated machine guidance stringless milling and paving. The almost 25 lane mile project used more than 178,00 SY of concrete. Total project cost was $7,544,046 with $3,325,000 of the total representing concrete costs.

Project challenges included a forced control-joint activation process at a very early pavement age (10 to 12 hours), along with a premature errant drive-through over a 1/4 mile stretch of less than two-hour old pavement that required a mid-project remove-and­ replace exercise.

Due to evident lack of joint activation, Croell proposed and MnDOT approved early pavement loading with a fully-loaded water truck. A gross-weight 58,000 lb. truck traversed the pavement at the 10 to 12 hour mark to activate a majority of the sawcut joints.  

* ACPA member.

Industrial Paving – Gold Award

Gold Award – CSX Intermodal Terminals – Winterhaven, FL

Contractor: McCarthy Improvement Company*

Owner: CSX Intermodal Facilities

Engineer: CSX Intermodal Facilities

Only three years after initial construction, the Central Florida Intermodal Logistics Facility near Winterhaven, Fla., had outgrown its originally design capacity of 300,000 containers per year.  An expansion project included construction of additional gantry cranes, high mast lighting and more than 13 acres of additional tractor trailer parking, loading and unloading areas.

McCarthy Improvement Company was contracted to perform the concrete paving, which totaled 67,000 SY of concrete.  The project specifications required a mix capable of attaining a compressive strength of 4,000 psi at 28 days. McCarthy developed a mixture that met the required strength in less than seven days, which helped expedite cure of adjacent paving lanes. The mix design included Type II portland cement, natural sand and granite coarse aggregates. Even though the granite was not locally available, McCarthy chose to “rail-in” granite aggregates from eastern Georgia and use them to improve early strength. 

MCI completed the paving in 23 days of the 74 calendar days allowed from mobilization to the plant site.  The owner previously had issues with roller compacted concrete and asphalt, so the finished project now stands as an excellent example of the versatility and durability of concrete pavements.

* ACPA member.


RCC (Industrial) – Gold Award

Gold Award – Walmart Southeast Import Distribution Center

Contractor: Morgan Corporation*

Owner:  Walmart Inc.     

Engineer: Carlson Consulting Engineers Inc.

This project is a involved the use of roller-compacted concrete for one of the largest distribution centers in America, Walmart’s Southeast Distribution Center in Mobile, Ala.

The story began in 2013, when Morgan Corp. began reaching out to Walmart headquarters promoting RCC for distribution centers, including discussion about a project planned for constructed in North Carolina. After site visits and an RCC seminar, Walmart’s senior managers decided to try RCC to build the pavements at the distribution center in Mebane, N.C., the first RCC paving project built by the world’s largest brick & mortar retailer.  Building on the success of this project, the company is now specifying RCC for all of its distribution centers in the U.S.

Walmart Inc. chose RCC again for the second distribution center located in Mobile. This facility is almost four times as large as the one built in North Carolina.

The project encompassed 382,000 SY of 10-in. thick RCC for truck parking, loading docks and access routes, plus 9,000 SY of 5-in. thick RCC for their  employee access route. In addition, the pavements included reinforced concrete dolly pads. Based on Morgan Corp.’s recommendations, Walmart agreed to change the pavement details to improve design, speed construction and save cost.

A total of approximately 106,000 CY of RCC were placed in 85 paving days, including two partial days where production paving was very limited due to rain.

* ACPA member.

RCC (Industrial) – Silver Award

Silver Award – Container Yard 1 and East End of Barbours Cut Terminal, Houston, Texas

Contractor: A.G. Peltz Group LLC*

Owner: Port of Houston Authority          

Engineer: RPS Group

A.G. Peltz Group placed 69,000 CY of 18 in. roller compacted concrete and mixed 40,000 yards of conventional concrete for the reconstruction of Container Yard 1 and the East End at Barbours Cut Terminal at Port Houston.

Although Port Houston has over 300 acres of mostly 18 in. RCC in service at their adjacent Bayport Container Terminal, this project was the first time RCC was placed at Barbours Cut.  RCC was also used at a live terminal inside the security gates at Port Houston.

The Barbours Cut terminal is in the midst of a modernization program to increase cargo handling capacity from 1.2 Million transportation equivalent units (TEUs) to 2 Million TEUs annually.  Part of this program includes rebuilding and reconfiguring several of the existing marshalling yards without shutting down terminal operations. With its fast construction and ability to handle heavy repeated loading, RCC offered the appropriate pavement solution for the majority of areas within the facility. However, due primarily to existing obstacles, there were also several areas within Barbours Cut Terminal where conventional concrete was the appropriate fit. With a single plant capable of mixing both RCC and conventional concrete, A.G. Peltz was able to mix over 109,000 CY of concrete for this high profile project.

Handling traffic on this project was a significant challenge. All material had to be delivered by drivers, who had a Transportation Worker Identification Credential card or be escorted on-site by the prime contractor. Because the terminal was live and active, paving operations had to remain flexible to accommodate container movement. The contractor’s team worked with port personnel to develop a revised traffic flow to allow the third phase to begin prior to the end of phase 2. This resulted in several paving plan adjustments as containers were moved from ship to stacking areas and as containers were loaded onto trucks from the stacking areas. The revised plan not only reduced the total project length, but also allowed several newly paved areas to be open to traffic as soon as design strengths were realized.

* ACPA member.

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