Industry News

Commercial Service & Military Airports (GOLD)

Taxiway Pavement Replacement at Hartsfield-Jackson Atlanta International Airport, Atlanta, GA
Contractor: McCarthy Improvement Company 
Owner: Hartsfield-Jackson-Atlanta International Airport
Engineer: Atkins

Completing any construction project at the world’s busiest airport would be a challenge, but when ATL airport needed three taxiways and adjacent shoulders replaced, McCarthy Improvement Company met the challenges by delivering a quality concrete pavement reconstruction project.

The total contract was $23.7 million, with the concrete portion accounting for more than $5.1 million. In all, the work was completed in 10 phases. The overall project duration was 330 calendar days, with liquidated damages set at $100/minute for any delays in reopening taxiways as specified, as well as $3,000/day penalties for exceeding the 330-day schedule.

The demo sections depth varied from 16.75 in. to 22 in. During one phase of the demolition, crews found and removed two layers of concrete with strength at or above 3,000 psi.

The taxiway pavement replacement project consisted of full depth replacement of portions of three taxiways. In all, the work included 38,000 SY of concrete paving removal, new centerline lights, subgrade repairs, new underdrain system, and a complete rebuilding of asphalt shoulders.

The typical new taxiway section was comprised of new underdrains trunk lines and herring bones, new light can conduits & light cans, a P-401 bituminous leveling course on top of 6 in. of soil cement, fully rebuilt asphalt shoulders, and a 20 in. concrete pavement. The non-reinforced/reinforced concrete thicknesses were: 20 in., 20 to 26 in. thickened edges, and 16 to 20 in., and a 16 in. shoulder ramp.

Typical slab sizes were 25 ft x 25 ft, with two of the phases having outside slabs measuring 12.5 ft wide 25 ft long. The smaller slabs were reinforced, slip-formed, and extended for a total length of approx. 900 linear ft in one phase and 725 linear ft in another.

The required straight-edge smoothness was 12 in., with a maximum 0.25 in. deviation on 16 ft with anything over 0.5 in. removed and replaced. Despite the presence of new light cans installed in the center-line lanes, as well as intersecting taxiways, the concrete met the smoothness requirements with no grinding.

One of the keys to the successful completion of this project was the extensive planning and coordination, which ensured all the construction traffic and related operations were contained in the designated work area, thereby avoiding the disruption of airport operations. Haul routes were clearly marked on drawings provided to escorts and haul-truck drivers.

Scheduling was done for each hour of every 24-hour workday, which was divided into 12-hour shifts, with a 1-hour overlap for the crews. The project also benefited from strong support by the owner and engineer, along with real-time decision making to address unforeseen conditions, along with the contractor’s ability to adjust operations efficiently.

Expert planning, communications, and paving resulted in this project being completed on time. Thanks to this team effort, the three durable, concrete taxiways can be expected to meet the demands of this busy and bustling airport for many years to come.

Commercial Service & Military Airports (SILVER)

Runway 13/31 Reconstruction – Phase I, Topeka/Shawnee Co, KS
Contractor: Emery Sapp & Sons, Inc.
Owner: Metropolitan Topeka Airport Authority
Engineer: WSP

The Topeka Regional Airport has been in service since the time of World War II, so when it was time to replace the main runway and perform other upgrades, the owner specified concrete.

Originally built as a military base and later expanded to service both commercial and private air traffic, as well as both the Kansas Air National Guard and Army National Guard). The main runway (13/31) has been in use for many decades utilizing the original concrete pavement. In addition to needing new pavement with stabilized subgrade and a drainable base and under-drain system, the facility also needed upgrades including new runway lighting and signage; updated navigational aids; an improved profile and geometry.

The contractor, Emery Sapp & Sons, Inc. had the challenge of replacing the runway while maintaining military and commercial air traffic. The project was divided into two phases to be constructed over two years.

Phase 1, an $18 million project, was started in February 2017 and completed in October 2017. Emery Sapp crews completely removed 6,500 feet of main runway and replaced with 16.5 in. doweled JCPC pavement. The project also involved removing 154,000 SY of existing runway and taxiway; grading more than 265,000 CY; placing 123,000 SY of lime treated subgrade; and placing 54,000 CY of concrete and 20,000 CY of cement-treated permeable base. Additional features include over 18,000 LF of under drain, a new lighting and navigational system, new pavement markings.

The mix designs for both the concrete and cement-treated permeable base used granite and trap rock to increase the durability of the final product and potentially extend the life of the pavement. Fly ash was also added to the mixture to mitigate ASR and create a denser mixture.

This project was completed on time and under budget, with no accidents or safety-related incidents.  Also, as a testament of the quality of the product, it should be noted that more than 112,000 SY of concrete pavement were placed with corrective actions needed. With an average smoothness index of just over a 0.50 in. per mile, this smooth, durable pavement is expected to provide service for decades to come.

Roller Compacted Concrete-Special (GOLD)

NC DOT Guilford and Randolph Shoulder Reconstruction, High Point, NC
Contractor: Andale Construction, Inc.  
Owner: North Carolina DOT
Engineer: NCDOT Department of Highways, Division 7

When the North Carolina DOT needed to reconstruct a failing asphalt shoulder along the heavily traveled Interstate in Guilford and Randolph Counties, the opted for roller compacted concrete.
This shoulder reconstruction marked the DOT’s first use of RCC and served as a pilot project.

In addition to its use as a structural interstate shoulder and structural edge for the mainline, the shoulder was also expected to carry traffic when interior lanes needed to be closed for full depth patching.

The total project included 14 miles of 10 ft outside shoulder construction, which was expected at least 6 weeks, considering traffic restrictions, weather, and scope of the work. Andale completed the construction in 21 paving days.

This project was so successful that the DOT increased the original contract to install RCC on the 4 ft inside shoulders, as well as the removal and installation of an exit and entrance ramps. In all, the contractor placed 83,000 SY of 8 in. RCC pavement.

The contractor used a specialized trowel, which created a smooth, consistent, and durable surface. In fact, no corrective actions were required on any of the pavement.



Roller Compacted Concrete-Industrial (GOLD)

Bayport Container Yard VI South, Seabrook (Houston), TX
Contractor: AG Peltz Group, LLC
Owner: Port of Houston Authority
Engineer: LAN Engineering 

As the nation’s largest port for foreign waterborne tonnage and an essential economic engine for the Houston region, the state of Texas and the nation, the Port of Houston Authority (POHA) currently handles about two-thirds of all the containerized cargo in the U.S. Gulf of Mexico.

May 2018 was a record month in the history of the port, with a total of 245,000 TEUs (Transportation Equivalent Units) moving through port facilities, according to the POHA’s website. When fully developed, the port authority’s Bayport Container Terminal will have a total of seven container berths with the capacity to handle 2.3 million TEUs in a complex that includes 376 acres of container yard and a 123-acre future intermodal facility.

With such a significant capital investment in container facilities, the POHA is continually looking for value engineering options to reduce construction costs without compromising service or quality. Roller Compacted Concrete (RCC) has helped POHA meet this challenge since 2008.

In 2017, the POHA contracted with AG Peltz Group, LLC to place 40,448 CY of (88,621 square yards) of 14 in. and 18 in. RCC pavement and to mix 35,000 tons of CTB for Container Yard VI South. This was the contractor’s third RCC project at Bayport and fifth overall at the Port of Houston. With four in-service facilities at Bayport, the POHA currently has more 200 acres of RCC in service.

RCC, which is often called the third pavement option, provides the POHA a durable concrete pavement with an initial cost competitive with hot mix asphalt. In addition, the facilities completed at Bayport were put into service almost immediately following the completion of paving. Port Authority personnel also informed the contractor they consider the RCC pavement at Container Yard VI South helped reduce the overall project schedule, while minimizing downtime. AG Peltz, provided a quality RCC pavement and completed it a day ahead of the 40-day paving schedule.

Industrial (GOLD)

CSX Intermodal Terminals, Bedford Park, IL
Contractor:         K-Five Construction Corporation
Owner:                 CSX Intermodal Terminals, Inc.
Engineer:             Tigerbrain Engineering, Inc.

This project on involved the reconstruction of a craneway and trailer dolly pad, but it required a change in the original design, which was a 7 ft-wide structure reinforced with a double mat of steel and featuring 17 in.-thick crane pads.

The new design called for wider, thicker pads to handle the 100,000 lb. point loads of the wheeled gantry cranes, which are used to offload double-stacked intermodal train cars. 

K-Five was challenged to build the replacement pads while operations at this busy terminal continued.  This included trains on a 12 rail spurs being loaded and unloaded continuously, with cranes operating just opposite of the construction zone.

The new pads were much wider and thicker than the original structure. The finished pads measure 25.5 ft wide and 22.5 in. thick, with a single mat of reinforcement.  The concrete pavement was built on a 12 in., cement-stabilized subgrade and an 8 in. layer of cement-modified, dense-grade aggregate, giving the pads a total structural thickness of 42.5 in.

In all, the project involved 18,000 SY of paving, with the finished pads measuring the equivalent of 2 lane miles. Because the project was completed in a live intermodal facility, phased construction was required to create only minimal impacts to the pace of the railway operations within the terminal.

The project was also on an accelerated schedule, so although speed of construction was important, so too, was careful planning and execution.  The contractor’s attention resulted in an exacting schedule that allowed paving materials to cure and reach desired strength during times that were less critical to the terminal operations.  This remarkable project was so well managed that only 80% of the allotted schedule was used. 


Industry News Archive

Member Login

Do NOT follow this link or you will be banned from the site!