Association News

State Roads (SILVER)

Intersection of SH-51 (6th Street) & US-177 (Perkins Road), Stillwater, OK
Contractor: Duit Construction Company, Inc.  
Owner: Oklahoma DOT
Engineer: Benham

Stillwater, OK, is home to more than 49,000 people, but thanks to Oklahoma State University (OSU), the population increases by almost 26,000 students every August.

The intersection of SH 51 and SH 177 was the site of a test section of 4 in. fiber-reinforced concrete placed on asphalt pavement. The section was in service for 19 years, but with ADT of 21,167 ADT and 4% trucks, the owner to replace the intersection as part of a plan to increase capacity and upgrade the bridges adjacent to the intersection.

The Oklahoma DOT (ODOT) and City of Stillwater chose concrete because of how well it performed for them at in the 4 in. section. In addition to increasing the capacity and reconstructing the pavement, Duit Construction had to reconstruct all the water and sewer lines in this intersection, along with the entire storm sewer.

Because of the large volume of traffic on the intersection, ODOT and the city put internal milestones in place to ensure that traffic was flowing during all the OSU football games. Knowing that as many as 60,000 fans could be drawn to the area during football games, ODOT wanted to make sure this intersection was open in time for the beginning of the season. Duit was required to start the day after the final football game in 2016 and to ensure the pavement was operating at full capacity by the first game in September for 2017.

Thanks to the team efforts between Duit, ODOT, the City of Stillwater, and the Benham Group, the team was able to complete the project in time for the first football game.

Along the way, there were several challenges, beginning on the first day of the project. Telephone and power utility issues were quickly identified. There were also two bridge boxes located within 75 feet of the intersection that needed to be constructed.

The original drawings indicated the bridge could be demolished in two phases, but the team discovered the bridge was built on four footings. If two of the footings were removed as indicated in the plan, the bridge carrying traffic would have an increased chance of tipping over. Duit revised the plan that would enable them to construct the project and demolish the bridge all in one phase—and without closing the road.

Although Duit worked to thread sewer and water lines through fiber optic lines and phone lines that were not identified by the phone company. ODOT, the city, and the contractor decided the best solution was to close SH 51 west of SH 177.

To proceed with the plan, ODOT officials had to talk to all the businesses in the area to get consensus agreement. Afterward, it was decided that an internal milestone would be added to the contract to allow Duit to close the road, but to reopen it within 40 days. Within that time frame, the single-span bridge had to be removed and the triple barrel box structure had to be demolished. Within the same time frame, two triple barrel box structures had to be reconstructed, and crews had to backfill, stabilize soil, and place the asphalt base. ODOT offered Duit an incentive of $100,000 to achieve this. With the help of subcontractors, Duit was able to complete the required work within the 40 days.

Even so, the utility delays impacted the overall project schedule, so the contractor developed a plan to move traffic onto the 3 in. asphalt base so the intersection could be open to traffic during football game weekends. During the week, Duit closed the lanes to continue the concrete paving, opening the intersection to traffic only on the weekends.

For the paving, Duit placed more than 18,800 SY of concrete 8 in. thick, jointed reinforced pavement, equaling more than 2.8 lane miles. Duit used a central mix plant, but it had to be 8 mi. from the project because of limited space and permitting issues. As such, the mixture had to be dialed in precisely to handle the relatively long haul and traffic delays.

In spite of the utility delays, the project was completed on time. Now “Stilly” residents, business owners, and OSU students and football fans can travel through this area on a project that was built to last.

Municipal Streets & Intersections <30,000 SY (SILVER)

Clear Creek Parkway Construction (Clare Rd. to Hedge Lane Ter.) , City of Shawnee, KS
Owner: City of Shawnee
Contractor: Realm Construction, Inc.
Agency: Shafer, Kline & Warren

This roadway was constructed as part of strategy to link existing and planned developments in Shawnee. The 5,100 ft Clear Creed Parkway project followed the construction of a bridge over the nearby K-7 highway. The parkway provides motor vehicle connectivity within the corridor, including connecting to Clare Road on the west and Hedge Lane Terrace on the east.

The Parkway also is designed to enhance the city’s recreational trails, a system that is intended to have multiple connections to new and future facilities.

The project scope included land acquisition, permitting, and intersection and road layout for construction of three major intersections at a roundabout. It also included grading, storm sewer facilities, decorative lighting, utility coordination, pavement design and construction, and other work.

A golf cart path and tunnel built under the roundabout includes a decorative wall that shares its design with the landscaping of the roundabout center island. The base of the roundabout features decorative rock and street light towers that use the same LED lighting as the K-7 bridge. The lights can change colors to highlight events (such as breast cancer awareness month) or other purposes determined by the city.

Realm Construction faced many challenges, including water and electrical transmission line, but quick thinking and clear communications with the utilities avoided any damage claims. The contractor also discovered a potential issue on the golf cart path through the tunnel, but the problem was solved by placing a 4 in. subfloor to ensure proper elevation, and then texturizing the path for better traction.

The project also required wetland and streambank mitigation, and a required archeological survey to accommodate and best preserve historical Native American settlements in the area. The project also required trees in a 2.5 acres area to be cleared, mulched, and used on site as temporary erosion control prior to sod placement.

Construction required 22,880 SY of concrete pavement over the equivalent of 2.9 lane miles. Construction slowed down during heavy rainstorms, which required removal and replacement of a 300-foot-long section of concrete, but this did not prevent the project from being completed on time.

Municipal Streets & Intersections <30,000 SY (GOLD)

STH 42, Lincoln Avenue, City of Two Rivers (Manitowoc County), WI
Contractor: Vinton Construction Company
Owners:  Wisconsin Department of Transportation and City of Two Rivers, WI
Engineer:  McMahon Group                            

The reconstruction of STH 42 (Lincoln Ave) in the City of Two Rivers included a complete replacement of all facets of the transportation system.

The first set of operations included replacement of all sanitary sewer, storm sewer, and water main facilities, including lateral and service facilities. Private sewer laterals and water services that were found to be defective were replaced from the right-of-way into residential and commercial buildings during construction.

The pavement typical section consisted of 6-in. base of dense aggregate beneath 8-in. of jointed plain concrete pavement with dowels. A thicker typical section with 16-in. of select crushed material was placed on the southern half of the project to address poor subgrade soils.

Bike paths and alternating side parking presented challenges throughout the entire project. New sidewalks were constructed throughout the project were constructed to enhance the connectivity of the corridor. An off-road multi-use trail was constructed on the north end, with ultimate plans to extend the trail toward Two Rivers High School. Aesthetic enhancements included LED street lighting, colored concrete crosswalks, and more than 100 trees planted within the right of way. Restoration, including sod in the terrace areas, rounded out the project providing an immediate finished look.

Wisconsin DOT officials were quoted in the state award presentation, saying, “Vinton performed exceptionally all the way, from prior to the project beginning through the end of the project.”

Advance communications provided residents and business owners an understanding of what to expect. Quick completion of advance work allowed Vinton to start pouring concrete almost a month ahead of schedule. Once the paving operations started, Vinton planned their operations strategically, maximizing the time available to complete other tasks, according to the Wisconsin DOT.

Vinton focused on completing the south half while utility work continued on the north end. Using zero-clearance pavers and belt placers allowed all mainline concrete to be placed without sacrificing pedestrian access.  The contractor also reduced project costs by $200,000 through the recognition of different subbase soil conditions.  Because the soils were very good, and sand was well-drained on the north end, they contractor saved money for the DOT by eliminating the same crushed material used on the south end.

Forward thinking was also evident in the decision to delay the pouring of the colored concrete on the project. Waiting until almost all other work was complete allowed subcontractors to start their work sooner to have greater access to the work site. The quality of the colored concrete was also enhanced in that it was more uniform, and the timing prevented any unsightly marks on the new surface from other operations, the DOT added.

With 10 paving gaps planned on the project, there was a good the ride quality would have been affected, but Vinton coordinated with the city officials and business owners to eliminate every gap, creating continuity and a smooth ride on the mainline pavement. 

Communication with the city and the DOT highlighted a potential issue with the closing of 35th Place, the northern-most intersection on the project.  Many local motorists were using this intersection as a shorter detour route around the construction. Although contract documents allowed the intersection to be closed, Vinton identified a solution to avoid unnecessary impacts to that traffic. Instead of closing the intersection, Vinton constructed a temporary bypass, allowing the intersection and mainline pavement to be completed without interruption to the normal traffic flow through the intersection.

Foresight and communication were keys to resolving issues, often well before they became big problems. With vast experience in urban construction, Vinton was well suited to handle all that was presented, resulting in outstanding performance and construction.  The result was a project that Vinton Construction Company, Wisconsin DOT, McMahon Group, and the City of Two Rivers will be proud of for decades to come.



Municipal Streets & Intersections >30,000 SY (GOLD)

6th Street/US Hwy 14 Reconstruction (from 20th Ave. to 34th Ave.), Brookings, SD
Contractor: BX Civil & Construction
Owner: South Dakota DOT – Brookings Office
Engineer: South Dakota DOT – Pierre Group

This complex reconstruction project was originally scoped by the South Dakota DOT for a two-year completion time frame, but after further discussions with business owners, City of Brookings officials, and the contractor, it was agreed the completion in one year would be best.

The total cost of the project was $17 million, putting it in South Dakota DOT’s Top 10 by dollar volume for 2017. The contract was jointly awarded with the DOT and the city. With the aim of attracting efficient, high quality contractors, the DOT placed significant incentives and disincentives on various phases of the project.

BX Civil & Construction was the prime contractor for the project, which included removing existing pavement, grading, and construction of storm sewer, water main, sanitary sewer, concrete paving (70,000 SY), curb & gutter, and sidewalks. The project also included traffic signals, decorative railings, decorative street lighting, signing and signals along 6th Street (US Hwy 14). In addition, the entire Interstate 29 Brookings Interchange was removed, and a new bridge and ramps were constructed.
Almost 95% of the $17 million was spent with companies located within 60 miles of Brookings.

This project involved 30 to 50 employees working at all times.

  • The intersection at 6th Street & 22nd Avenue was the most time sensitive component of this project. Originally scoped for no more than 75 days, the project team completed it in only 55 days.
  • Four ramps were allowed 21 days each for a total of 84 days, but the team completed the work in only 68.5 days.
  • Phase 2 of the project was completed 11 days ahead of schedule and Phase 3, which was anticipated to be completed on June 30, 2018, but most of the work was completed in the fall of 2017.

In all, the contractor placed 70,385 SY of concrete with a project length equating to about 4 lane miles. With nine intersections/interchanges, a bridge, and 21 businesses along the route, this six-phase project had many complexities.

In addition to the project complexities and accelerated time frame, the project team was also mindful of potential impacts beyond the immediate area. The project involved a major interchange on Interstate 29 and could have made vehicle and pedestrian travel difficult to and from South Dakota State University (SDSU), the state’s largest campus. BX collaborated with SDSU leadership to keep traffic flowing in and around the construction area during peak events, including fall move-in day and five home football games.

Positive TV and newspaper coverage recognized the project team for keeping things running smoothly and quickly.

The challenges were no match for the BX-CC, which worked closely with the DOT and city, landowners, subcontractors, and their own staff to coordinate details closely and carefully. BX-CC was able to successfully complete the project and collect incentives of $411,000, and after the project was completed, the BX-CC employees, subcontractors, and project owners celebrated with a catered barbecue. The project team also gave businesses, residents and travelers something to celebrate, too. They now have a durable roadway that was completed in less than half the time of the original two-year project scope.

Municipal Streets & Intersections >30,000 SY (SILVER)

Lindsey Street (from 24th Ave. SW to East of Berry Rd.), Norman, OK
Contractor:  Sherwood Construction Company
Owner: City of Norman 
Engineers: Poe & Associates, Inc. and Atkins

This important stretch of roadway is lined with restaurants, businesses and homes, and is also a vital like to the University of Oklahoma.  With about 25,000 vehicles (including delivery trucks) using this roadway every day, it’s easy to see why there was a lot of attention on this project.

This project was the second portion of a major upgrade to this important corridor. After citizens of Norman approved a major bond issue, crews went to work on utility relocation and other work, including the upgrade of a water line through this area.

Sherwood Construction coordinated closely with hundreds of businesses located along the corridor to maintain access throughout the whole project. The project was phased almost as if it were two separate projects.

The contractor first established a detour by removing the existing curb, then connecting all the driveways with a 6 in. fiber reinforced concrete pavement on untreated base.

To construct the base, Sherwood used a modified cement-treated base/econocrete base, which they developed to allow the use of ready mixed concrete. Placing the econocrete base with a slipform paver had its challenges because of it was only 4 in. thick. To meet the challenge, Sherwood developed a sliding rail forming system to place the material by hand. Pins where set on grade and a steel channel was set on the pins.  The channel would slide from pin-to-pin and served as a strike off for base material. 

The contractor moved traffic out to install a new storm sewer system which, at some locations, was an 8 ft. x 7 ft. box that was almost 20 ft deep to the flowline. The replacement storm sewer extended to two side streets to alleviate flooding in the residential areas north of the corridor.

Sherwood then detoured traffic to one side of the grade to construct half the new driveways and the 8 in. jointed plain concrete pavement.  The traffic was then moved to the new pavement to allow construction of the other half of the roadway.  Next, the median and islands were constructed to complete the middle of the roadway.

Slipform paving proved to be challenging.  String line was set to get the most productive run of each paving section, typically from intersection to intersection. The contractor would then block out alternating driveways to maintain access to the businesses.  The block-outs would be poured by hand later using a high early strength concrete mixture that would allow for re-opening the driveways 24 to 48 hours later.

This high-profile project required excellent communications.  The City of Norman had several public meetings before the project started to inform businesses and residents along the project of the upcoming work.

During construction Sherwood and the engineers would meet with city officials on a bi-weekly basis to go over project schedule.  Businesses or residents that were would also be notified in advance of work, and in time for city officials to issue press releases and media advisories about upcoming closures or traffic switches.

The contractor earned a $400,00 incentive for early completion of the project and now, local residents and roadway users have a long-lasting, high quality concrete that will serve this busy corridor for many years to come.

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