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 CONTENT APRIL 2019 / VOL. 57 / NO. 4

DEPARTMENTS

9 EDITORIAL
This bridge is tipsy

11 LAW
Get it signed first

52 EQUIPMENT FOCUS
Dozers

56 READER SERVICE FORM

Receive more information
from our advertisers

57 LOOKING BACK
Old-school concrete 20
paving

57 AD INDEX
List of display advertisers
in this issue

58 ROADS REPORT
The unmitigated gall

38 42

FEATURES

14 INDUSTRY ICONS 38 ON THE DOUBLE

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arch Smith Avenue Bridge in St. Paul Implementing UAV applications
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28 THE WORN STEEL CITY
Joliet, Ill., battles crumbling bridges, 48 TAKING AGE INTO ACCOUNT
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 EDITORIAL
April 2019 / Vol. 57 / No. 4
847.391.1000 / Fax: 847.390.0408
www.RoadsBridges.com

STAFF
ASSOCIATE PUBLISHER/EDITORIAL DIRECTOR
THIS BRIDGE IS TIPSY
Bill Wilson
bwilson@sgcmail.com / 847.391.1029
Illinois DOT refuses to make quick repairs on I-80 bridge
MANAGING EDITOR
Brian W. Budzynski THE CELLAR DID NOT EVEN LOOK LIKE The I-35W bridge collapse in Minneapolis
bbudzynski@sgcmail.com / 847.391.1052
IT WAS OPEN FOR BUSINESS. STILL, MANY permanently spans the back of my mind, and the
ASSOCIATE EDITOR similarities with the I-80 bridge will frighten you.
Tim Bruns PEOPLE IN MY POSITION MIGHT HAVE
tbruns@sgcmail.com / 847.391.1037 The I-80 bridge is a steel truss bridge that was
TESTED THE DOOR.
built in 1965. Work on the I-35W steel truss arch
GRAPHIC DESIGNER
Jazmin Huerta I am not a drinker. Never have been, never will bridge began in 1964 and was completed in 1967.
jhuerta@sgcmail.com / 847.954.7919 be ... not even after a potentially terrifying situation. The I-80 span is non-redundant, as was the I-35W.
In early February I found myself underneath the The average score on the last inspection of the
MANAGEMENT
I-80 bridge in Joliet, Ill., just a couple hundred yards I-35W bridge was 4. Overall, the I-80 bridge was
SR. VICE PRESIDENT/GROUP PUBLISHER
Ryan Hanson away from The Cellar, a small tavern showing its rated at a 4 when it was last inspected in April
rhanson@sgcmail.com / 847.391.1059 age. A media storm has been over this bridge after 2018. The I-35W bridge collapsed on Aug. 7, 2007,
PUBLISHER it was discovered that Illinois DOT crews noted killing 13 and injuring 145.
Brandon Williamson certain sections of the westbound structure were You could throw every gadget and trained eye
bwilliamson@sgcmail.com / 512.739.2102
“structurally intolerable,” were in “critical condition” on a bridge along with a team that has thousands
ASSISTANT DESIGN MANAGER
and “may require closure.” I live about 65 miles of hours of field inspection under their hard hats,
Dara Rubin
drubin@sgcmail.com from Joliet, so I had to see the corrosive outbreak and critical elements could still be missed. They
for myself. I have been around hundreds of bridges were missed on the I-35W bridge.
DATA & AUDIENCE
DEVELOPMENT MANAGER in my 20-year career at ROADS & BRIDGES, so I The traffic volume and the fact it is a major
Matt Ohlson would like to say I have a trained ear around spans freight route makes the I-80 bridge almost impos-
mohlson@sgcmail.com
of all ages and in all conditions. Standing below the sible to close, but IDOT should have made the
MARKETING MANAGER
underbelly of the I-80 bridge, traffic whizzing above necessary repairs as soon as humanly possible.
Christine Book
cbook@sgcmail.com sounded more like fireworks going off in the dis- Instead, everything has been put off until May.
tance. That is not what I am used to hearing. A stiff Lack of funds is just a reckless excuse. The mere
CORPORATE drink afterwards was tempting, but not necessary. mention that a bridge could collapse from a trusted
CHAIRMAN EMERITUS (1922-2003)
IDOT has been facing an angry mob the last source like a DOT should move state legislators to
H.S. Gillette
few weeks, most demanding the I-80 bridge be reach their long arms and pull from other resources.
CHAIRPERSON
K.A. Gillette
fixed immediately. A local union is even paying for The I-35W bridge collapse killed 13 people;
space on a digital billboard that warns motorists were those people on the minds of IDOT officials? I
CHIEF EXECUTIVE OFFICER
E.S. Gillette
of upcoming doom. It screams BRIDGE AHEAD certainly hope the I-80 bridge is still standing while
IN CRITICAL CONDITION. That’s one of two you are reading this column. A collapse would
PRESIDENT
Rick Schwer
messages. IDOT’s image is being pelted, but the serve as another tragic example, and would have
agency still believes the bridge, which carries a many at IDOT drowning their sorrows. R&B
CHIEF OPERATING OFFICER
David Shreiner
combined 84,000 vehicles a day and is the main
carrier through the third-largest city in Illinois, is
SR. VICE PRESIDENT
Ann Fallon O’Neill
safe to remain operational. Their expertise is all
the validation that is needed.
VICE PRESIDENT OF CUSTOM MEDIA
& MARKETING I’m not here to debate IDOT’s engineering
Diane Vojcanin superpowers, but even Captain Marvel herself Bill Wilson
DIRECTOR OF STRATEGIC can’t predict when bad luck is going to team up Editorial Director
PRODUCT DEVELOPMENT with tragedy. bwilson@sgcmail.com
John Atwood

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ROADSBRIDGES.COM 9
 ALONE, WE HAVE LIMITS.

ME
TOGETHER, WE HAVE NONE.

Many leaders attribute their success to teamwork. And teamwork takes

integrity. More than just honesty, integrity also means wholeness—the
sum of the parts. At ALL—every branch, every department, and every
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 LAW

GET IT SIGNED FIRST

Formal subcontracts should be an implacable prerequisite
to any and all construction activities
IN THE RUSH TO BEGIN WORK AS SOON AS A Inc. v. Ringco Mfg. Co., Inc., 1995 WL 277101 (Ohio App.,
PUBLIC OWNER ISSUES A NOTICE TO PROCEED, 8th Dist. May 11, 1995), Herschman and Ringco entered
Larry Caudle into discussions regarding an agreement under which
is a principal in
PRIME CONTRACTORS TOO OFTEN ALLOW
Herschman would provide Ringco with architectural
Kraftson Caudle LLC, SUBCONTRACTORS TO BEGIN WORK BEFORE
a law firm in McLean, services in the design of department store display stands.
Va., specializing FORMAL SUBCONTRACTS ARE EXECUTED. Pursuant to their discussions, Herschman faxed to Ringco
in heavy-highway
a proposal, dated June 23, 1992, in which it outlined the
and transportation
construction. Caudle In most instances, the parties subsequently sign a scope of and fees for the project.
can be contacted via subcontract without issue. In other instances, the parties Herschman and Ringco engaged in negotiations of
e-mail at lcaudle@
reach a stalemate, and things go downhill quickly. the June 23 proposal, and on June 29, Herschman sent
kraftsoncaudle.com.
Jatsek Constr. Co., Inc. v. Burton Scot Contractors, a revised proposal to Ringco. The parties did not sign the
LLC, 2012 WL 3775989 (Ohio App., 8th revised June 29 proposal. Nevertheless,
Dist., Aug. 30, 2012) involved a lawsuit Herschman began work. When Herschman
a subcontractor filed against a prime for
WHEN A exceeded the number of hours as set forth
unpaid sums in connection with a public CONTRACTOR in the June 29 proposal in performing its
contract for construction of a bike path. COMMENCES duties, the parties attempted to come to
Soon after receiving notice of the lawsuit, an agreement on the reasonable value of
the prime filed a motion with the court cit-
WORK ... IT Herschman’s services. When they were
ing an arbitration clause in the subcon- IS DEEMED unable to do so, Herschman filed suit. The
tract and seeking a postponement of the TO HAVE matter proceeded to trial, and the trial court
case pending arbitration. entered judgment in favor of Herschman.
The subcontractor opposed the motion
CONSENTED On appeal, Ringco argued that the
and argued that no agreement to arbitrate TO THE parties never agreed to Herschman’s June
existed because although it had signed TERMS OF THE 29 proposal and, therefore, no written
the written subcontract, the prime never contract between the parties existed. The
did. The subcontractor thus argued that
AGREEMENT. court disagreed and found that the “terms
the agreement between the parties con- of the final agreement were reflected in the
sisted of nothing more than the written quote it supplied to June 29, 1992 proposal,” reasoning that “conduct sufficient
the prime. The trial court agreed, and the prime appealed. to show agreement, including performance, is a reasonable
The appeals court considered the undisputed mode of acceptance” of an offer.
evidence produced at the trial, which showed that the Applying the facts of Jatsek to the Herschman
prime accepted the subcontractor’s proposal on Aug. 5, case, the appeals court held that by commencing work
2010, and on Sept. 17, 2010, it issued to the subcontractor after having received a copy of the subcontract, the
a written subcontract. The subcontractor began working subcontractor consented to the written subcontract.
on the project on Oct. 18, 2010, and on Oct. 30, submitted Furthermore, since the arbitration provision was not one
its first invoice for work it had performed. Notably, a week of the clauses the subcontractor attempted to modify, the
later, on Nov. 7, the subcontractor executed and returned agreement to arbitrate is enforceable.
the written subcontract. In executing the subcontract, This rationale is consistent with the decisions of other
however, the subcontractor made handwritten modifica- courts. When a contractor commences work after receiving
tions to certain provisions. The prime contended that the a written agreement, it is deemed to have consented to the
modifications were unacceptable, and it never consented terms of the agreement. However, this case would have
to them in writing. The question for the appeals court was been more complicated had the subcontractor objected to
whether the subcontract between the parties was the the subcontract language before beginning work or if the
subcontractor’s proposal or the written subcontract. objections concerned the arbitration provision. The best
In reversing the trial court decision and ruling for practice for both prime and subcontractors is to insist on
the prime contractor, the court followed a similar case fully executed contract documents before either party goes
it had previously decided. In G. Herschman Architects, to work. R&B

ROADSBRIDGES.COM 11
Advertorial
ATSSA advocates for a future where
there are no injuries or fatalities on
the nation’s roadways.
he American Traffic Safety Services
T Association (ATSSA) is committed to
advancing roadway safety and advocating
at all levels of government for policies that will
eliminate deaths and serious injuries on our nation’s
roadways. ATSSA played a significant role in the
passage of the Fixing America’s Surface
Transportation (FAST) Act in 2015 and has worked
to ensure funds remain in place for crucial roadway
safety infrastructure projects as part of the Highway
Safety Improvement Program (HSIP).
“ATSSA is proud to be a leader and advocate for
additional funding for roadway safety infrastructure
at all levels. It is a vital component of our nation’s
surface transportation program that saves countless
lives, while creating good-paying jobs nationwide.
These investments are going to help not only save
lives, but really help rebuild American communities
around the country,” said ATSSA Vice President of
Government Relations Nate Smith.
ATSSA’s government relations team works to
build relationships with policy makers and serves as
a key education resource to elected officials and
ATSSA members on important roadway safety
policy areas. Representatives from ATSSA’s almost
1,500 member companies are committed to
grassroots advocacy efforts that drive home the
importance of investing in our nation’s roadway
safety infrastructure and they understand that it is
their actions that effect real change.
“Through our involvement we were privileged to
have Congressman Ryan Costello and Speaker of
the House Paul Ryan come to J-Tech and learn
about the importance of highway safety. In addition,
ATSSA was able to change some critical regulations
with the FHWA. This change had a dramatic impact
American Traffic Safety Services Association
www.atssa.com
on keeping our highway workers safe,” said Jason
Rohrer, ATSSA member and general manager of
J-Tech, Inc., in Chester Springs, Pennsylvania.
ATSSA’s member companies understand the
importance of implementing roadway safety
infrastructure projects, and the real-life impact
roadway crashes can have on roadway workers,
drivers, and their loved ones. To help policy makers
understand the various aspects of roadway safety
and see that real-life impact firsthand, ATSSA’s
government relations team schedules federal
Legislative Briefing and Fly-In events and state
advocacy days. They can also bring elected officials
to member company sites and work zone operations.
“Elected officials are often surprised by the return
on investment that these low-cost safety measures
provide,” said Jay Bruemmer, vice president of K&G
Striping, Inc., in Riverside, Missouri.
ATSSA works to honor legislators who understand
the roadway safety industry and how safer roads
save lives. Each year ATSSA also awards legislators
with the Roadway Safety Champion Award for their
commitment to roadway safety.
“The impact you can have by giving a little of your
time to talk with legislators and their staff will pay off
in the long run by helping to secure funding that
makes safety a priority in building and maintaining
our nation’s roadways,” said Haley Norman, ATSSA
member and CFO for Direct Traffic Control, Inc., in
Muskogee, Oklahoma.
ATSSA has one united voice and one cause as we
move Toward Zero Deaths on our nation’s roadways.
Email govrelations@atssa.com or call
202-733-1245 to be put in contact with an ATSSA
government relations team member.
ATSSA Advocates
One voice. One cause. Toward Zero Deaths.
ATSSA members know that safer roads save lives. For almost 50
years, members have led the roadway safety infrastructure industry
through the design, manufacture, and installation of roadway safety
devices such as pavement markings, signs, barriers, work zone
safety devices, and more. With assistance from the ATSSA
Government Relations team, members passionately advocate for
securing long-term solvency of the Highway Trust Fund, ensuring
funds remain in place for the Highway Safety Improvement
Program, and the enactment of federal and state-level legislative
policies focused on roadway safety. Above all, ATSSA advocates for
a future without any injuries or fatalities on the nation’s roadways.
To learn more about how ATSSA leads the industry through
advocacy, visit www.atssa.com/GovernmentRelations.

American Traffic Safety Services Association

www.atssa.com
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INDUSTRY ICONS
THE AIM OF A LIFETIME
TRB’s executive director has no plans to quit now
By Brian W. Budzynski, Managing Editor
OUR “WHEN I WAS ABOUT EIGHT YEARS OLD, THE
MASSACHUSETTS TURNPIKE WAS BEING CON
FIRST
STRUCTED NOT TOO FAR FROM OUR HOUSE.
INDUSTRY
“I became fascinated with the role new highways were
ICONS playing in our world. I felt this from a very early age.”
It is wonderful—and wonderfully rare—to see the sort
For the of fruition of one’s youthful interest that one sees in Neil
first time, Pedersen. One might suspect such lifelong devotion to
come at a premium, but after speaking with Neil recently,
Roads & I can assure you this is far from the case.
Bridges is “Another of my formative experiences
was learning how the church my mother
honoring belonged to in Brooklyn had been dis-
icons in placed by the approach for the Verrazano-
Narrows Bridge. It split the neighborhood
the indus- in half so that people who normally had
try. We only to walk a few blocks to visit friends
now had a 3-mile detour. That really struck
hope this a nerve with me. As a result, I wrote my
becomes undergraduate thesis on the socioeco-
nomic impacts of highway projects.”
an annual This dual focus—the social and
offering, economic drivers and impacts of transpor-
tation development—has served Pedersen
and for well over his more than 40 years in our
2020 you, industry. After earning both a B.S. in Civil
Engineering and B.A. in Urban Studies from Bucknell
the reader, University, Pedersen went on to a Master’s in Civil
will be able Engineering from Northwestern, where his concentration
was in transportation planning. Thereafter followed seven
to nomi- years in the private sector, working as a transportation
nate who planning consultant. One of his clients during this time
was the Maryland State Highway Administration (MSHA),
you think is
which in 1982 appointed him deputy planning director.
an industry This would be the beginning of a long tenure with
the MSHA, during which time Pedersen would hold
icon. Infor- various titles. After 18 months, he was made Planning
mation Director, a title he would hold for 16 years. Then it was
on to Deputy Administrator for Planning, Engineering
on how to and Real Estate, and finally State Highway Administrator,
nominate a post he held until his retirement from MSHA in 2011.
During this time, Pedersen witnessed many changes,
is coming but one in particular stands out—one that fundamentally
soon. altered how project planning is done, even today.
14 ROADS&BRIDGES / APRIL 2019
“When I first started out in the mid 1970s, the approach
was that planners and engineers would develop what
they felt were the best plans, and then go and present
them to the community. And then they’d wonder why the
community almost always opposed what they proposed.
We recognized that a new approach was needed. Too
many projects were being held up due to community
and political opposition. What we really needed to do
was work with the community right from the beginning.
Residents, businesses, the political establishment—the
larger community, in other words. Basically
anyone affected by the projects. It was really
the beginning of what is now called context-
sensitive solutions. It has been generally
recognized as a necessity, especially in
urban and suburban areas, if you’re going
to get complex, large-scale projects through
the planning and approval process.”
Pedersen also has been a multifarious
committee member; among his appoint-
ments: Chair of the TRB Executive
Committee in 2011, and five years as Vice
Chair of AASHTO’s Standing Committee
Neil Pedersen
Executive Director, on Highways.
Transportation “My involvement with TRB and AASHTO
Research Board allowed me to learn a lot about what was
going on outside of Maryland, and what
national policy issues were,” Pedersen said, “while also
being able to bring that knowledge back to Maryland.”
After leaving MSHA, he was appointed Deputy Director
of Implementation and Communication for SHRP 2. In
2015, he was appointed Executive Director of TRB, a role
he has no plans to relinquish in the near future: “When I
took on the job, I anticipated staying in it at least seven to
ICON IMAGE: MAGLYVI / STOCK.ADOBE.COM
10 years, which would take me through TRB’s centennial
in 2020-2021. My predecessor twice removed, Tom Deen,
told me when I first accepted the position, ‘This is the best
job in all of transportation. You get to work with the smart-
est people in transportation. You get to really grapple with
current and future issues. You get to make recommenda-
tions to state and federal government that really make a
difference in transportation policy.’ I enjoy going to work
every day. Every day is a new issue we’re going to deal
with. Why would I want to give up a job I am being fulfilled
by, and feel allows me to make a difference?” R&B
Write in 758
INDUSTRY ICONS
MAKING AN IMPACT
AGC highways director has spent decades influencing transportation policy
By Tim Bruns, Associate Editor
BY THE TIME HE FINISHED HIS FIRST FEW YEARS OF
COLLEGE, BRIAN DEERY HAD LITTLE DOUBT THAT HE
WANTED TO PLAY A PART IN THE POLITICAL PROCESS.
“As a kid growing up, oddly enough, I was always interested in
what was happening in Washington. I always followed legislation,
Capitol Hill, what presidents were doing.” He recalled a civics class
teacher from eighth grade whose lessons contributed to shaping
his interest in politics. “I remember him writing on the board how
political parties came up with positions and how they had planks.
And I thought that was really interesting.”
While he initially began his undergraduate studies
at George Mason University in Fairfax, Va., with an
undeclared major, Deery decided to chase a career in
political science and government by his sophomore
year. This worked well in his favor as the school’s
proximity to Washington, D.C., enabled Deery to obtain
internships in the nation’s capital. After finishing his time
at George Mason, he went on to complete a Master’s in
Public Administration at the American University in D.C.
Currently serving in the role of Senior Director of the
Highway and Transportation Division, Deery has worked
for most of his career with the Associated General
Brian Deery
Contractors (AGC) of America. This began over 40 years Senior Director,
ago when he was hired as the assistant director in the AGC Highway and
Heavy Industrial Division. “When I was looking for a job, Transportation Division
there were pretty much three choices,” Deery explained.
“One, you could work for the federal government. Two, you could work
on Capitol Hill in a congressional office. Or three, you could work for an
association or one of the other interest groups that represent various
industries before Congress and the government. And so I chose the
latter. And I was fortunate to be hired by AGC.”
In his current position, Deery puts his passion for shaping public
policy to good use. As senior director for Highway and Transporta-
tion at AGC, Deery oversees a range of legislative, regulatory and
market issues which affect contractors in the highway, bridge, transit,
railroad and airport runway construction sectors. His role demands
he maintain an ongoing, collaborative relationship with a variety of
federal transportation agencies and industry groups.
For his part, Deery works closely with AGC’s Congressional Relations
Department, which seeks to educate members of Congress on the most
pressing needs of the construction industry. “When Congress is looking
at different issues, they tend to look at the big picture,” he explained.
“And they don’t always see how it’s going to impact different industries.
And so it’s important for us to be up there to explain the impact.”
16 ROADS&BRIDGES / APRIL 2019
When it comes to impacting law and policy in his career, Deery
has had a hand in shaping all major transportation legislation that
has made its way through Capitol Hill since TEA-21 in the late 1990s.
He also has been instrumental in working with federal agencies to
limit the impact of new regulations on the construction industry. An
example of this was when proposals were created to place new
emission requirements on diesel engines, which fuel many types of
commonly used construction equipment. “They were going to put
all these requirements that really would have required contractors
to get rid of or sell their equipment at no value, and then buy new
equipment,” Deery explained. “And for a lot of our
contractors, that would have put them out of busi-
ness.” To alleviate those concerns, Deery was able to
work with the agencies involved to provide a way for
contractors to receive grant funding to retrofit their
existing equipment in order to meet the new standards
for lower emissions.
When asked about current challenges that con-
tractors face today, Deery considers the decline in
workforce among the greatest concerns. “With the
low unemployment rate in the country and with the
growth in the construction market, contractors all over
the country are facing a real shortage of workers,” he
said. In addition to this, he recognizes the rise in new
technology as something the industry has to keep up
with, from the use of drones to the implementation of
project management and estimating softwares.
Though he has no specific plans to retire in the near future, Deery
acknowledges that he is likely coming to the end of his career, and
he is looking forward to spending some time traveling internationally
with his wife when that time comes. He also is eager to find ways
he can volunteer his time during retirement. “Since I’ve spent all
these years working for companies and people that build things, I’ve
thought maybe Habitat for Humanity or something like that would be
interesting for me to do—the hands-on stuff that I’ve been watching
others do for all these years.”
For Deery, the most rewarding part of working for AGC has been
getting to see the impact the projects built by the association’s mem-
bers have had on the communities they serve. “We’ve had several
big projects here in the Washington area that have made some major
changes in congestion and backup,” he said, citing the George Wash-
ington Parkway and the Woodrow Wilson Bridge as examples. “And
I think to myself: Wow that’s pretty amazing that you could come up
with a solution that really does have an impact on the daily commutes
of people and their ability to get around to places.” R&B
 ASPHALT SOWS THE SEEDS
FOR A SUSTAINABLE FUTURE

Asphalt pavements are 100 percent recyclable — in fact, they’re the most recycled
material in America. Every time an asphalt pavement is recycled, it diverts waste
and other byproducts away from landfills, conserving natural resources. This
means every asphalt pavement contains the seeds of the next generation of roads.

WHEN IT COMES TO SUSTAINABILITY ASPHALT PERFORMS

L E A R N M O R E AT W W W. D R I V E A S P H A LT. O R G

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INDUSTRY ICONS
ROCK ON
Former Michigan DOT director continues to embrace new technology
By Brian W. Budzynski, Managing Editor
WHEN IS RETIREMENT NOT RETIREMENT? WHEN IS IT
MORE AKIN TO EVOLUTION?
In the case of Kirk Steudle, it is just so. This past October, after
retiring from the Michigan DOT after more than three decades of
service—which culminated in a tenure as DOT director that began
in 2006—Steudle continued to serve the world of transportation as
Senior Vice President for ITS for traffic management firm Econolite.
Such an evolution will hardly come as a surprise to those familiar with
Steudle and his accomplishments. In his exiting statement to MDOT
colleagues, Steudle commented that it had been
“especially rewarding … to share my commitment and
belief in the intrinsic value of public service.”
Kirk Steudle’s interest in the world of transporta-
tion began not with the technology advancements
he is today inextricably associated with, but with the
evergreen stuff: roads and bridges.
“I was born and raised in a small town in
Michigan,” Steudle recalled. “Back in high school I
was thinking about architecture, but realized civil
engineering really fit me better. The chance to be
outside, constructing things that impact peoples’ lives
every single day—that was really appealing to me. I
wanted to work in the public sector, to be the owner Senior Vice President
of the transportation system I worked on. That really
propelled me toward the public service side.”
After graduating from Lawrence Technological University in South-
field, with a degree in construction engineering, and Michigan Techno-
logical University, Steudle took a job—“like most seniors, I was happy to
take any job offer”—at the Michigan DOT, as an entry-level engineer.
“I figured, I’ll be here a few years and then I’ll move on to do some-
thing else,” Steudle said. “The next thing I knew, it was 31 years later.”
Most of Steudle’s career was, in fact, in roads and bridges—
construction, contracts, project planning. Then in 2003, he was
appointed Chief Deputy Director of MDOT, and soon thereafter rose
to Director. And it was around this time that the advent of connected
vehicles and the idea of “mobility” began to rear its head in the
transportation landscape; Steudle was in the ideal place to take the
reins and engage these new developments with immediacy.
“It was about how do you take this technology and fuse it into the
existing transportation network, how do you make the transportation
network more efficient,” Steudle remarked. “That was the goal, and
this ultimately led me to the mobility space. If you’re not trying new
things, you’re destined to stay in the 1970s forever.”
Despite Steudle’s advocacy for applying new technology and
18 ROADS&BRIDGES / APRIL 2019
his belief in its immediate and long-term benefits, his approach was
always marked with care and caution, a measuring stick that had
certain immovable thresholds, notably the reduction of risk and the
potential for serving as a successful exemplar for other agencies.
“I’m always reluctant to say, for example, ‘Oh this community tried
this new technology, and it didn’t work,’ and using that as a reason not to
try. At least they were trying to innovate and learn. At the same time, I do
think there are instances where technology is not as good or successful
as it is made out to be, and that ultimately hurts the agency that might
adopt it and it hurts the credibility of new technology in general. To
me, you do your homework, you eliminate as many risks
as possible. This is tough for DOTs, because they can’t
really afford for something to fail. They’re always looking
for examples. Show me where this has been applied
successfully already. Like e-construction. Paperless
documentation. You’d say now well of course you do that.
We all do. But MDOT instituted that back in 2012 when no
one was doing it. There’s always that chance when you do
something new that it isn’t going to work, of course. But
we showed how it could be done correctly.”
As the years compounded so did his accomplish-
ments. He oversaw Michigan’s first “bridge slide,” its first
Kirk Steudle P3 for freeway lighting, and, most recently, the opening
of MCity, a 32-acre facility dedicated to connected and
Econolite autonomous vehicle research in 2015, as well as the
500-acre American Center for Mobility (which he served
briefly as interim CEO/president) in 2018. He served on the board of
AASHTO since 2006, and in 2011-2012 was its president. In 2014, he
was chair of the Transportation Research Board executive committee,
and also chaired the Strategic Highway Research Program (SHRP 2)
committee. He also served on the ITS America board of directors as
chair and participated in the group’s U.S. DOT advisory committee.
At present, Steudle remains not far away from the public sector
that defined the lion’s share of his career. “Econolite’s in one-third of
North America’s traffic signals. Talk about impacting peoples’ lives;
we do it every day.”
If one needs further validation for Steudle’s status in the mobility
world, look no further than former Michigan Gov. Rick Snyder, who had
this to say on Steudle’s exit from MDOT: “Kirk has been … a leader in
advanced vehicle technology that has helped make Michigan the mobil-
ity capital of the world. Kirk is known around the world as a mobility rock
star—and that’s something all of Michigan should be proud of.” R&B
For more information about this topic, check out www.roadsbridges.com.
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 BRIDGE RESCUE SPAN SPOTLIGHT

Known locally as the High Bridge, this structure was originally erected in 1987, and consists
of a 502-ft full arch span and two half arches, coming in at 282 ft 3 in. and 241 ft 9 in.,
respectively. The Minnesota DOT flagged this bridge for rehabilitation and deck replacement.

20 ROADS&BRIDGES / APRIL 2019

“HIGH” TIME
FOR A CHANGE
Re-decking the multi-span tied steel arch Smith Avenue Bridge in St. Paul
By Soham Mukherjee, Jonathan Eberle, John Milius and Paul Kettleson, Contributing Authors
THE SMITH AVENUE BRIDGE, KNOWN AS THE
HIGH BRIDGE, SPANNING THE MISSISSIPPI RIVER IN
ST. PAUL, MINN., CONSISTS OF THREE CONTINUOUS
TIED STEEL ARCH MAIN SPANS WITH STEEL MULTI
GIRDER APPROACH SPANS.
Originally constructed in 1987, the main spans consist of
a 502-ft full arch (Span 4) and two half arches (Span 3 and
Span 5) on either side of the full arch, measuring 282 ft 3 in.
and 241 ft 9 in, respectively.
Due to deteriorating bridge deck conditions, compre-
hensive rehabilitation including complete replacement of its
original concrete deck was deemed necessary by the Min-
nesota DOT (MnDOT), the owner of the bridge. MnDOT tasked
AECOM with the rehabilitation design of the bridge, which
included the development of a deck replacement sequence
for the arch spans.
The arch spans consist of two arch ribs spaced transversely
at 36 ft. The arch ribs are built-up steel box sections, with a larger
box section for the main portion of Spans 3 and 5, and a smaller
box section for the remainder of Spans 3 and 5 and all of Span 4.
The arch spans are tied by prestressing tendons connecting
the arch at the exterior piers to points near the crown of the
main span, leaving a short section of arch rib near the main
span crown without a tie present. The tie member is comprised
of a wide flange section on its side in addition to the prestress-
ing tendons. One tie member is present for each arch rib and
runs from the exterior pier to the crown, resulting in four tie
members in total. Although structurally connected, the wide
flange section served primarily as a means to allow for original
construction of the bridge, and a support for the prestressing
tendons prior to stressing. Each of the four tendons comprising
each tie consists of 27 0.5-in.-diam. prestressing strands. The
tendons are encased in a 4-in.-diam. steel pipe, which was
grouted following final stressing of the tendons. The tendons
pass through the columns via pipe sleeves allowing the
tendons to move independent of the columns.
READY TO PROCEED
Due to the availability of feasible detour routes, deck replace-
ment was planned using a full closure of the structure. With
this in mind, a re-decking sequence that worked in reverse of
the original construction, with modifications for constructability,
was developed. The four tendons comprising each tie were
sequentially stressed during the original construction as the
superstructure steel was constructed and concrete placed
to limit the stresses within the arch rib to the allowable limits.
Accordingly, sequential de-stressing and re-stressing of the
post-tensioned tendons were incorporated in the construc-
tion steps. Three-dimensional Finite Element Analysis (FEA)
involving staged construction analysis was conducted utilizing
provisions of the AASHTO LRFD Bridge Design Specifications
(2014) to investigate the stress state of the arch spans through-
out all stages of construction.
For this project, MnDOT elected to use a construction man-
ager/general contractor (CM/GC) delivery method. This allowed
for coordination between the designer and contractor throughout
the design process to ensure that the construction sequence and
methods assumed for analysis matched those ultimately used
by the contractor in the field. This helped to ensure that the live
loads assumed for analysis would capture the actual vehicular
loading that would be used in construction.
The vehicular construction loading used in the FEA
consisted of two vehicles, a tri-axle dump truck (assumed
as MnDOT’s SU4 Legal Load) and a Cat 335F LCR excavator
equipped with a slab crab. Shielding load of 5 psf was applied
to all deck sections. Uniform construction load of 20 psf was
applied on all remaining deck areas in a given removal step
per AASHTO Guide Spec for Bridge Temp Works. The load
factor for these loads was taken as the construction live load
factor as specified in AASHTO 2014.
The initial concrete deck removal sequence is shown in
Figure 1, where the deck portions are numbered in the order
of their removal. It would likely be assumed that no overstress
would be anticipated during the proposed sequence, based
on the assumption that no overstress occurred during the
ROADSBRIDGES.COM 21
 BRIDGE RESCUE SPAN SPOTLIGHT
The tie member (highlighted) designed for the Smith Avenue Bridge is comprised of a wide flange section on its side in
addition to prestressed tendons. A tie member is present for each arch rib.
original construction. Initial analysis results, however, showed
significant overstress in the arch ribs and spandrel columns sub-
jected to combined axial and bending force effects. The maximum
demand-capacity ratio for the arch ribs was about 1.1 near the crown
under the combined action of axial compression and flexure, and it
occurred after removal of the first pair of tendons at the initiation of
the deck removal sequence, when the construction vehicular load-
ing was enveloped for the entire deck, assuming two crews were
present for the removal of deck areas 1 and 2 in the next step.
Accordingly, the construction sequence was modified to prevent
overstress in the arch ribs and the spandrel columns. The modi-
fied deck removal sequence is shown in Figure 2 where the deck
portions are numbered in the order of their removal. As can be seen
from Figures 1 and 2, the deck areas were reconfigured such that
two bays at the crown of the main arch (area 1D) were removed
first after removal of the first pair of tendons, and only one crew of
construction vehicles was present on the deck to remove this area.
This limited the amount of load near the crown of the arch due to
the heavy construction vehicles and thus helped to eliminate the
overstress in the arch rib.
The deck placement sequence generally followed the original
deck construction sequence. The deck removal sequence included
removal of two pairs of tendons on each side of the bridge. During
the deck placement sequence, MnDOT wanted to have the oppor-
tunity to inspect the removed pairs of tendons, and decide if all four
22 ROADS&BRIDGES / APRIL 2019
tendons needed to be replaced, as only two of the four needed to
be removed for deck replacement. Accordingly, the FEA included
cases for either replacement of only the required two tendons, or all
four tendons. Ultimately, the decision was made to replace all the
tendons within each tie.
LIMITATIONS ON VEHICLE MOVEMENTS
Limitations were imposed on the location of the construction vehicles
to prevent overstress in the superstructure primary members. Initial
analyses allowed all vehicles to be centered over a given arch rib,
thus maximizing forces for a given arch rib and spandrel columns.
Within subsequent analyses, the movement of the tri-axle dump truck
was restricted to the longitudinal centerline of the bridge between
the two arch ribs, with a tolerance not exceeding 5 ft on either side
of the centerline of the bridge. This allowed the truck load to be
shared between the two arches. Similar to the truck, the movement
of the Cat 335F LCR excavator load was limited to the center of the
bridge for the barrier and the overhang removal, as this removal was
completed by an all-terrain crane with a total weight less than the
excavator. However, the excavator was located over a given arch
rib during the removal of the interior deck portions. At the request
of the contractor, a smaller Cat 308 excavator also was included
in subsequent analyses to aid in removal of cut deck sections.
This excavator was centered over the given arch rib to assess the
worst-case loading for the arch. As discussed during the preliminary
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 BRIDGE RESCUE SPAN SPOTLIGHT
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24 ROADS&BRIDGES / APRIL 2019
Figure 1. The initial deck removal sequence.
sequence, the highest demand-capacity
ratio in the arch rib was observed after
removal of the first pair of tendons when
the equipment loads were enveloped
over the entire structure. During the
modified sequence, no construction
vehicular load was allowed on the deck
during the tendon removal operation to
prevent the overstress in the arch ribs
observed from the preliminary sequence.
During the deck placement sequence,
only the tri-axle truck load was used as a
construction vehicle.
INNOVATIVE STRENGTHENING
A demand-capacity ratio exceeding 2.0
was observed in shear for the interior
pier bearings (at the bases of the main
arches), after removal of deck area 2D
and 3D. This high level of overstress was
determined to be the result of the imbal-
ance of dead load present on the side
spans without the deck on the majority
of the main span. Additionally, once the
deck in areas 2D and 3D was removed,
the heavy construction equipment
also moved to the side spans to begin
removal of areas 4D and 5D to further
increase the load imbalance on the side
spans. This resulted in a high amount of
shear within the interior pier bearings dur-
ing construction (note that the bearings
normally exhibit relatively small amounts
of horizontal shear in the as-constructed
condition). The capacity of the bearings
is controlled by the capacity of a steel pin
connecting the arch rib bottom plate to
the sole plate. The pin is internal to the
bearing and is thereby inaccessible. Thus,
a strengthening measure was required
which would allow the shear forces
to bypass the bearing altogether. This
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Pier 2 Pier 3 Pier 4 Pier 5

Figure 2. The modified deck removal

sequence. Note how the deck areas were
reconfigured so that two bays at the crown of
the main arch were removed first after removal
of the first pair of tendons.

was done by means of a steel system

MAINTAININ& THE
anchored to the concrete pedestal.
The strengthening measure consisted
of wide flange beams circumscribing the

WORLD'S PAVEMENT
arch rib bottom plate, and anchored to
the concrete pedestal in the longitudinal
direction of the bridge. This strengthen­
ing measure was pre-tensioned using
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against the bottom plate of the arch rib. CRACK PRO MELTER/APPLICATORS HAVE
This ensured that any shear force from REVOLUTIONIZED THE CRACK FILLING INDUSTRY
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Following construction, the strengthening
measures were adjusted to leave a small
gap between the arch base plate and
the strengthening, and left in place in the
final condition to serve as a catch system
should the existing pin ever fail.
At the location of the de-tensioning
device, the grout was exposed 8 ft
from the face of each adjacent column
face to inspect its quality and then the
tendon was jacked up (or down for the
lower tendons) to make room for the
de-tensioning clamp to be attached
to the tendon. A jacking force of
approximately 50 kips was required to
lift the tendon by about 10 in. Finally, Backed by the Industry's Largest Dealer Network
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visually confirmed by displacement of

the strands. Once the strands were
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R0ADSBRIDGES.COM 25
 BRIDGE RESCUE SPAN SPOTLIGHT

been placed on the structure. Moreover, the displacement and

strain measurements at different stages of construction matched
well with the FEA results, verifying the accuracy of the FE model.

WHAT WAS LEARNED

The tendons are encased in a 4-in.-diam. steel pipe grouted following final
stressing of the tendons—which pass through the columns via pipe sleeves.
As the results of the construction analyses showed, rehabilitation
can present a critical loading case for complex superstructures such
as the High Bridge. Detailed sequential analyses offer a means to
assess construction conditions and develop construction methods
to ensure that overstresses within the superstructure do not occur
during the construction process. The use of the CM/GC process
facilitated an effective and efficient means to develop a detailed
construction procedure for incorporating into the final plans and
match the sequence during construction. This process also greatly
simplified construction submission review processes from what
would normally be encountered for a project of this complexity. The
bridge is now successfully open to traffic. R&B

displaced, indicating complete de-tensioning, the strands were cut Kettleson is with the Minnesota DOT.
and the tendon removed.
To date, the bridge deck has been replaced along with all For more information about this topic, check out the Bridges Channel at
prestressed tendons. The concrete barrier and overlay also has www.roadsbridges.com.

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 BRIDGE RESCUE

THE
WORN
STEEL
CITY

28 ROADS&BRIDGES / APRIL 2019

Joliet, Ill., battles
crumbling bridges,
including I-80 span
By Bill Wilson, Editorial Director
JOLIET, ILL., WAS AT ONE TIME
A TRUE BLUECOLLAR CITY.
STEEL FABRICATION ECHOED
THROUGH THE STREETS OF THIS
RIVER DWELLING … A CON
STANT BUZZ WAS IN THE AIR.
Today that collar is badly faded and
has a couple of noticeable stains on it,
one being the I-80 bridge over the Des
Plaines River, specifically its westbound
portion which received a bridge inspec-
tion report full of engineering expletives
a year ago, and still remains open to
traffic today with a promise of repair
work in May.
Joliet has a total of five bridges
crossing the Des Plaines River, and all
of them have lost significant strength
over the years. The Ruby Street Bridge,
which carries S.R. 53, West Bridge
Street Bridge, Cass Street Bridge,
Jefferson Street Bridge, and the I-80
westbound and eastbound structures
are all structurally deficient. Four of them
received a rating of 2 out of 9 in at least
one bridge inspection category over
the last year. The Ruby Street Bridge
received a 2 in the Deck Geometry
category, with inspectors tagging it
“structurally intolerable” and a “high
priority for replacement.” The West Street
Bridge received identical marks, as did
the Jefferson Street Bridge, which also
received a 3 rating in the Structural
Evaluation category marked “structurally
intolerable.” But the most critical span is
the I-80 bridge, which is made up of two
spans that carry over 84,000 cars every
day. The I-80 westbound bridge received
a rating of 2 in the Superstructure and
Structural Evaluation categories, with
the superstructure flagged in critical
condition which “may require closure.”
The eastbound portion is in only slightly
better health, receiving a 3 rating in the
Structural Evaluation category.
According to Sarah Wilson, bureau
chief for bridge maintenance for the
Illinois DOT, District 1, the last full
bridge inspection on the I-80 bridge
was conducted in April 2018, where
IDOT identified some additional loca-
tions of section loss and also identified
some other areas where the bearings
had some issues. After the inspection
the I-80 span has been checked every
three months.
“We had been working on repair
plans to this bridge,” Wilson told ROADS
& BRIDGES. “Every three months we will
come out and take a look at the areas of
concern. Not the entire bridge, but the
areas of concern.”
IDOT is planning on spending over
$5 million in repairs on the westbound
structure, where section loss can be
seen on at least 10 sections of the steel
truss bridge, which was built in 1965.
At press time the agency was sending
the job out to bid. Repair work will entail
replacing all of the bearings on the
approach spans as well as plating any
areas of significant loss.
“This did set off a lot of alarm bells
in Joliet from the people who travel
that bridge, and we have people
living underneath it,” Joliet Mayor Bob
O’Dekirk told ROADS & BRIDGES. “This
is a major bridge over the Des Plaines
River, and we do know the road needs
serious improvement and the bridge
needs serious improvement.”
“[The spring fix] is fine, but what
does that do?” John Greuling, president
and CEO of the Will County Center for
Economic Development, told ROADS &
BRIDGES. “Does it take it from a 2 to a 5,
or does it take it from a 2 to a 2.5? We are
not getting that information [from IDOT].
“We need [IDOT] to be responsive,”
Greuling continued. “We need them
to be telling us they got things under
control, and to date we haven’t heard a
lot of that.”
When asked about IDOT’s com-
munication strategy for the I-80 bridge,
IDOT spokesman Guy Tridgell said
the agency has had “many individual
discussions with elected officials, local
media, and residents about the bridge
and our plans.”
The weather also has been a serious
factor this winter. The Chicagoland area
experienced one of its coldest days on
ROADSBRIDGES.COM 29
 BRIDGE RESCUE
The I-80 bridge crossing the Des Plaines River in Joliet, Ill., carries over 84,000 vehicles every day. The I-80 westbound
structure received a rating of 2 in the Superstructure and Structural Evaluation categories, with the superstructure flagged in
critical condition. The eastbound portion is in “better” health, receiving a 3 rating in the Structural Evaluation category.
record on Jan. 30 when the temperature
dropped to -23°F and wind chill values more
than doubled that number. Bitter cold days
have been followed up by mild days where
it has reached the low 50s.
Officials believe weather might have
played a role in a structural failure on a
bridge on Lake Shore Drive in Chicago just
12 days after the polar vortex struck the
area. Crews spotted at least two cracked
steel beams, and the city closed the bridge
for repairs.
“I don’t think there is any one cause
for what happened out there but certainly
the temperature swing was part of it,” said
Wilson, who oversees all state-owned
bridges in Cook County, including Chicago.
“It puts stress on the bridge to have to
expand and contract that much, and if the
30 ROADS&BRIDGES / APRIL 2019
bearings aren’t free to move, it puts stress
on the bridge.”
ADVERTISING IT TO EVERYBODY
Putting stress on IDOT are a number of
community groups, including the I-80
Coalition, which Greuling helped form, and
Local 150, which bought ad space on an
electronic billboard near the I-80 bridge
warning drivers they were about to cross a
dangerous bridge.
“It looks like an actual warning,” said
Greuling. “If you are Joe Sunday driving his
family east to west through Joliet and see
that, maybe you are thinking you should
turn around. It certainly makes my life miser-
able trying to recruit business here.”
However, when language like “structur-
ally intolerable” is leaked to the public,
often it stirs the wrong reaction. IDOT insists
that despite the critical condition of the I-80
bridge, the span is ultimately safe to cross.
“The in-depth, detailed inspection
performed by IDOT last year identified less
than a dozen such locations out of more
than 1,000 on the bridge that warranted
the rating,” Tridgell said in an email. “Our
experienced staff determined that, with a
special three-month follow-up inspection
that reviewed those particular locations,
combined with a plan for repairs in 2019,
the bridge could safely remain in place.”
Revamping the I-80 corridor, or parts
of it, in Illinois has been talked about for
years. Greuling said as far as the I-80 bridge
goes, the focus was on safety, not structural
integrity. Poor merging areas and the amount
of truck traffic makes traveling over the span
an everyday hazard. IDOT is proposing a $1
billion I-80 fix, which covers a stretch in Will
County and includes a total replacement
of the I-80 bridge, and will contain enough
money to rebuild interchanges, bridges,
replace some pavement, and in some cases
add capacity in the form of acceleration and
deceleration lanes. A much bigger proposal
that would extend the project further east to
I-294 near the Indiana border also has been
floated, but would require buy-in from the
Illinois Tollway or a public-private partnership.
Funding for road and bridge improve-
ments continues to be at a low point in
the state of Illinois. There has not been a
major capital bill in a decade, and the gas
tax has not been increased in more than a
decade. Legislators introduced a bill that
would fund a pilot project for a mileage-
based charging system, but it never got
off the ground in Springfield. At press time
the Illinois Senate added an amendment to
Senate Bill 103 that would double the state
gas tax to 38 cents a gallon.
“If the governor came to me today and
said we can’t give you the billion right now,
but I could come up with $300 million—
where do you want to spend it, I would say
do the [I-80] bridges and the interchanges
on each end. If we are going to do it in
pieces that has to be the next piece,”
noted Greuling. R&B
For more information about this topic, check out
the Bridges Channel at www.roadsbridges.com.
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POTHOLE REPAIR
IN ALL KINDS
OF WEATHER
A unique solution to a common pothole problem could be a real game-changer
By Ben C. Cox, Webster C. Floyd, John F. Rushing and Craig A. Rutland, Contributing Authors
FEW THINGS FRUSTRATE THE
AVERAGE MOTORIST MORE THAN
UNREPAIRED POTHOLES.
They often require drivers to slow down
and steer around them or risk damage to
the driver’s vehicle; even mild potholes still
remain a nuisance to drivers (think spilled
coffee on the morning commute). Potholes
certainly affect public perception of the
state of an agency’s road network. This is
reflected by the fact that potholes have
increasingly received coverage in the local
news—even one of the nation’s major pizza
chains is devoting media time to the issue
(we’ve all seen the commercials, right?).
Because of these vehicle damage and
nuisance factors, many agencies constantly
field complaints regarding potholes.
Unfortunately from an asphalt materials
32 ROADS&BRIDGES / APRIL 2019
standpoint, potholes tend to appear more
frequently during cold weather seasons
when hot-mix asphalt (HMA) cannot be
easily obtained because asphalt plants are
shut down. Instead, repair crews typically
turn to cold-mix asphalt (CMA) for pothole
patching. While there are many types of
CMA patching materials, ranging from plant-
produced cold mix that is stockpiled until
needed to small buckets of proprietary cold
mixes, CMA simply does not compare to
the hot mix that was used to pave the road
in the first place. CMA repairs are generally
viewed as temporary, and unfortunately, it
is usually only a matter of time before the
pothole returns.
Now, CMA does not have to be the only
answer for winter pothole repairs. Work per-
formed at the U.S. Army Engineer Research
and Development Center (ERDC) for the
U.S. Air Force (USAF) has developed iHMA,
a new inductive hot-mix asphalt material
that can be rapidly heated on-site and on
demand. This technology offers agencies
the ability to easily perform hot-mix repairs
even during the construction off-season
when plants are not running.
DEFINING THE PROBLEM
Considering iHMA was developed to meet
a need for the USAF, it is beneficial to
describe the scenarios and problems the
USAF faces that are relevant to asphalt
patching. Air superiority is a foundation of
the U.S. military’s concept of operations;
thus, airfield pavements are a critical
asset in this strategy. If damaged, quickly
restoring the airfield to an operational
state is of paramount importance, meaning
quality repairs must be performed rapidly,
often on demand with little notice, and
often in remote locations where HMA is
not available.
Additionally, USAF airfield pavements
are subjected to the extreme loading
conditions of military aircraft including
heavy cargo aircraft and fighter jets. For
example, the F-15 Eagle fighter jet has a
single wheel load over 35,000 lb, but, at
325 psi, its extremely high tire pressure is
even more notable. This combination yields
a significant contact pressure, and as a
result, the F-15E is particularly damaging to
asphalt pavements.
Because these airfield patches must be
ready for traffic soon after placement and
capable of withstanding punishing loads,
there are challenges with CMA materials.
Most CMA materials utilize cutback asphalt
binders to provide workability at ambient
temperatures; however, this in turn requires
time for solvents to evaporate for the mix
to cure and gain stability. Unfortunately for
CMA, the tempo of USAF repairs typically
does not permit lengthy cure times. In addi-
tion to curing issues, CMA gradations are
typically not densely graded and are geared
towards promoting workability during place-
ment. This factor becomes important under
aircraft load.
Over the last decade or so, over 20
different CMA materials, mostly proprietary
formulations, have been tested at ERDC for
the USAF. The target criteria for an accept-
able patching material is to begin trafficking
two hours after placement and withstand 100
passes of an F-15E (typically applied using
a full-scale vehicle load simulator) with 25
mm (1 in.) or less of total rutting. Under these
conditions, a typical proprietary cutback
CMA only survives one pass, while newer
water-activated proprietary CMAs have sur-
vived two to eight passes. In contrast to most
reasonable HMA mixes which will meet the
rutting criteria, all CMAs evaluated previously
fall well short of the 100-pass requirement.
But what about highways and roads
that will never face the extreme load of an
aircraft? Even for these more conventional
pavements, research studies and practice
manuals contend that HMA is preferable
over CMA in most every scenario, assuming
it is available. Because HMA is not avail-
able in the construction off-season, CMA
is most commonly used. While it is broadly
accepted that CMA patching is normally
only a temporary solution, it meets the
objective of maintaining safety and reason-
able ride quality, even if only for a short sea-
son. This approach accepts that potholes
will most likely need to be re-repaired with
HMA once the weather warms.
The additional cost of repeat repair activi-
ties has meaningful economic implications. A number of potholes were produced in an existing
For example, materials costs are typically pavement test section at the outdoor pavements test
low relative to other patching-related costs facility at ERDC; these were saw-cut to approximately
2 ft square and were about 4 in. deep. Patch repairs
such as labor, equipment and traffic control. were performed with iHMA, an HMA control and a CMA
Agency surveys and other control (three replicates for each material).
research have shown that
investing in higher-quality
materials (like HMA if it is avail-
able) on the front end makes
economic sense if repeat
repairs can be reduced.
In both cases, for either
military airfields or civilian
road networks, HMA is the
ultimate answer for long-
lasting patches. The final
obstacle standing in the way
of widespread HMA use for
patching is the inability to
obtain it during cold seasons
or remote locations. Heating
metal buckets of pre-
packaged plant mix asphalt
in convection ovens is an
option, though not a practical
one considering several hours
are required to heat it to
compaction temperatures. To
be useful in these situations,
the ability to heat asphalt-mix
to hot-mix temperatures very
quickly is needed.
INNOVATING
A SOLUTION
To answer the call for a
rapid-heating HMA material,
researchers at ERDC set out
to develop a mix that could
be heated through induction
heating instead of standard
ROADSBRIDGES.COM 33
POTHOLE REPAIR
conduction heating. The objective was to
design a material such that a 5-gal bucket
could be heated to 300+°F in about five
minutes. This material also must satisfy the
F-15E rutting requirements used previously.
The end result of this research effort is iHMA,
a patent-pending inductive HMA material.
Induction heating technology is used
in many applications (an induction stove
cooktop is likely a familiar example to most
individuals). A typical induction system
works by alternating current flowing through
an induction coil, which creates an elec-
tromagnetic field. This field then induces
electrical current in any conductive materi-
als located within the coil, generating heat.
In order to make use of this technology
for asphalt, conductive materials must be
incorporated into the asphalt mix, effectively
enabling the mix to heat from the “inside
out” rather than the “outside in” like most
conduction heating.
The goal for incorporating a conductive
material was to substitute steel particles for
mineral aggregates for heating purposes
without negatively impacting the stability that
typical crushed aggregates provide a mix.
When damaged, quickly restoring airfield pavements to an operational state is of paramount importance, meaning quality repairs must
be performed rapidly, often on demand with little notice, and often in remote locations where HMA is not available.
34 ROADS&BRIDGES / APRIL 2019
Market research into suitable conductive
materials led to the use of different types
of steel shot blasting abrasives. These
materials were conductive, available in bulk
in typical aggregate sizes and shapes, and
could be used as a substitute for a portion
of mineral aggregate in an asphalt mix.
Based on a laboratory evaluation of various
steel aggregate materials in the No. 4 to No.
200 fine aggregate size range, two steel
aggregate materials were ultimately selected
based on their cubical or angular shape.
Varying steel aggregate contents
were explored, but a 15% steel content
was ultimately used in order to obtain the
desired rapid-heating characteristics. In
laboratory-scale testing of 1-gal batches, the
target temperature of 300°F was achieved
with just 3.5 minutes of heating time, and
temperatures over 450°F were reached for
some steel aggregate combinations. This
provided assurance that the iHMA concept
could be successful at full scale.
Aside from the ability to rapidly heat
iHMA, it was necessary to ensure an integ-
rity mix could be designed including the
steel aggregate. iHMA was designed with a
dense gradation using 15% steel aggregate
and other typical aggregates (e.g., crushed
gravel, limestone, coarse sand). A standard
Superpave design process was followed
that resulted in a 5.0% asphalt content
using PG 67-22 binder. For full-scale
testing, 5-gal batches were mixed in the
laboratory and placed in containers; these
prepackaged containers were then ready
for full-scale field use.
While material development was taking
place, the team also began prototyping an
induction heater system for field use. This
system consisted of an air cargo logistics
container that met transportation require-
ments for the USAF and housed all the
required components. The container could
be loaded into a cargo aircraft for long-dis-
tance transport or simply placed on a trailer
for moving between repair locations. The
container housed an induction heater and
coil in which a 5-gal bucket of iHMA could be
inserted, and it also contained a generator
as a power source and a water-cooled heat
exchanger to prevent the coil from overheat-
ing. The induction coil was entirely enclosed,
minimizing safety risks to the operator.
PROOFING THE CONCEPT
The ultimate test for the iHMA
concept, both the iHMA mix and
the prototype field induction
heater, was to validate it at full
scale in the field. This was of key
importance for the USAF because
pavement patching materials must
demonstrate the ability to pass
the full-scale F-15E load simulator
before being certified for live flight
operations given the high stakes
associated with risking damage
to a multimillion-dollar aircraft, not
to mention pilot safety concerns.
In addition, field testing was
conducted in January when air
temperatures ranged from 12°F to
32°F (a very cold day for Missis-
sippi). This aspect provided validity
to the idea that iHMA could be
used in winter when conventional
HMA would not be available.
A number of potholes were
produced in an existing pavement
POTHOLE REPAIR
test section at the outdoor pavements test
facility at ERDC; these were saw-cut to
approximately 2 ft square and were about 4
in. deep. Repairs were made in two lifts, with
each lift being compacted by a vibratory plate
compactor. Patch repairs were performed
with iHMA, an HMA control and a CMA
control (three replicates for each material).
The HMA control material was typical
plant-mixed asphalt used in Mississippi and
heated to 300°F in metal buckets before
use. The CMA control material was a water-
activated proprietary cold-mix product. It
was placed following manufacturer direc-
tions, which included pouring water over
the patch to activate the curing reaction.
The iHMA material was heated one
bucket at a time in the field induction heater
as follows. First, each iHMA bucket was
lowered into the induction coil. With every-
thing powered on, the operator selects the
duration of heating (five minutes was used
in this case) and simply presses the start
button. Similar to a household microwave,
the heater runs for the set time then turns
off, and the bucket is ready for use. iHMA
An inductive hot-mix asphalt (iHMA) material turned out to be the solution for a rapid-heating HMA material ERDC researchers set out
to develop in order to create long-lasting patches on airfield pavements.
36 ROADS&BRIDGES / APRIL 2019
buckets heated with this protocol generally
reached around 320°F, demonstrating that
the iHMA mixture successfully scaled up
from the smaller laboratory tests to reason-
able 5-gal batch sizes. iHMA also remained
sufficiently hot for some time (e.g., more
than 15 minutes) which provides flexibility
to the repair crew and also allows multiple
containers to be heated and used for a
single repair if needed.
Two hours after the repairs were com-
pleted, they were trafficked with a full-scale
F-15E load vehicle for 100 passes, and rut
depths were monitored throughout the
process. Results showed that iHMA and
conventional HMA exhibited comparable
rutting resistance with both accumulating
approximately 1 in. of rutting after 100
passes. Both hot mixes significantly outlasted
the proprietary cold mix, which exceeded 1
in. of rutting after only eight passes. This trial
was considered successful at demonstrating
that the iHMA mix could be designed with
unconventional steel aggregates while
maintaining stability comparable to other
conventional HMA mixes.
Overall, the concept of iHMA appears
promising. It demonstrated the ability to
withstand USAF traffic requirements and
has potential for use in other more conven-
tional patching applications such as pothole
patching. Relative to CMA or conventional
HMA, positive attributes of iHMA in this
case include:
• iHMA is pre-packaged and stored in
any location for on-demand use;
• iHMA has nearly unlimited shelf life
unlike most CMAs;
• iHMA does not need to cure like
conventional CMA;
• iHMA can be designed like a con-
ventional HMA (e.g., binder grade,
gradation, etc.); and
• iHMA is not limited by ambient
temperature or season like conven-
tional HMA.
With proof that this methodology is
effective, work is ongoing to continue
investigating different mix design possibili-
ties. Efforts also are underway to further
evaluate iHMA performance,
particularly long-term perfor-
mance over time. While more
sophisticated than the common
“throw-and-roll” approach to
patching potholes with cold mix,
iHMA potentially has application in
pavement maintenance organiza-
tions, enabling the “fix it right the
first time” mentality to be applied
in practice. R&B
Cox, Floyd, and Rushing are research
civil engineers at the U.S. Army Corps
of Engineers Engineer Research and
Development Center in Vicksburg, Miss.
Rutland is a pavements engineer at the
U.S. Air Force Civil Engineer Center at
Tyndall Air Force Base, Fla. Permission
to publish was granted by the Director,
Geotechnical and Structures Labora-
tory, U.S. Army Engineer Research and
Development Center.
For more information about this topic,
check out the Roads Channel at
www.roadsbridges.com.
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BRIDGE CONSTRUCTION

ON THE
DOUBLE
A design-build solution replaces an 82-year-
old bridge in the rugged Cascade Mountains
of Washington—in just 17 days

By Richard Patterson, Contributing Author

38 ROADS&BRIDGES / APRIL 2019

 THE CASCADE MOUNTAIN RANGE RUNS FROM the fabricator’s plant, before construction began. This allowed
NORTHERN CALIFORNIA INTO BRITISH COLUMBIA, demolition of the bridge and installation of the arch structure
CANADA, DIVIDING THE STATE OF WASHINGTON in just 17 days. What’s more, the new design shaved approxi-
mately $4 million off the project’s $12 million budget.
IN TWO.
From the beginning, this project focused on minimizing
Western Washington is home to the lush greenery and impacts to the public and the environment. To make the most
moody skies of Puget Sound, including the surging Seattle of the time savings allowed by the precast culvert solution,
metropolitan area—mocha lattes and Microsoft; shipyards and the team decided to forego WSDOT’s planned temporary
757s. Beyond that lie Washington’s picturesque coastline and bridge in favor of a full road closure, eliminating the time and
barrier islands. expense of detour bridge construction. To determine just how
Eastern Washington’s landscape could not be more differ- long the road would need to be closed, the team built a highly
ent—from high desert hydropower along the Columbia River detailed, hour-by-hour schedule that penciled out to 17 days of
to the rolling hills of the region’s renowned vineyards. Much round-the-clock construction.
drier, the state’s interior enjoys endless days of sunshine. The
climates of these two areas are certainly distinct. But Wash-
ingtonians on both sides of the divide have many key things in
common. Among them, love of the outdoors and appreciation
for the Evergreen State’s diverse natural beauty—and a need
to get from one side of the state to the other. Because there
are only three major routes that cross the Cascades, this can
be a challenge, particularly in winter.
U.S. Highway 12 is the southernmost route across the
mountains via White Pass. The route connects I-5 to Yakima,
the largest city in central Washington. Known also as the
White Pass Scenic Byway, U.S. 12 and its adjacent public lands
provide access to world-class recreation at Mount Rainer
National Park, Mount St. Helens National Volcanic Monument,
and the White Pass Ski Area. And, unlike I-90’s Snoqualmie
Pass, White Pass rarely closes for heavy snow, which makes
the route popular with truckers.
After 80 years in service, Wildcat Creek Bridge, a critical
piece of infrastructure on U.S. 12, had begun to show its age.
Originally constructed in 1936, the bridge services an average
volume of 2,100 vehicles per day. Following repeated repairs,
including patching holes as large as 3 ft by 3 ft that penetrated
the bridge’s 6-in.-thick deck, the Washington State DOT
(WSDOT) prioritized the bridge for replacement by the end
of 2018 with a design and construction budget of $12 million.
WSDOT’s preliminary design entailed four to five months of
construction and required construction of a temporary bridge.

THE RIGHT SOLUTION

WSDOT selected the design-build team of Graham Contracting
and Stantec to deliver this high-priority, fast-tracked project,
challenging the team to devise a solution to accelerate
construction in order to minimize traffic, community, and envi-
ronmental impacts on this critical route. The team developed
an innovative approach to quickly replace the 150-ft span.
The new design centered around a 54-ft precast arch culvert
structure rather than the standard WSDOT girder bridge.
Fabricated off-site and trucked in, this solution eliminated
the need for custom forms and additional cast-in-place
elements, including foundations, retaining walls, and traffic The arch structure eliminates the need for expansion joints and costly associated
maintenance. Arch structures are far more durable than traditional girder bridges,
barriers—all of which require weeks for concrete to cure providing longevity with low life-cycle costs, and off-site fabrication allows for better
on-site. With the precast culvert, the curing time occurred at quality control and tighter adherence to specifications.

ROADSBRIDGES.COM 39
BRIDGE CONSTRUCTION

Although the design required complete closure of U.S. 12, elements than hauling in the materials required to perform cast-in-
WSDOT and stakeholders, including the trucking association, place construction, reducing the carbon footprint of the project.
residents and local businesses, environmental regulatory agen- In addition, with smaller footings than a conventional bridge,
cies, U.S. Forest Service, U.S. Bureau of Reclamation, and Yakima temporary creek bypass time was decreased, reducing settlement,
County, gladly traded months of construction impacts for this brief contamination and impacts to Wildcat Creek, and by eliminating
closure. The new, 17-day construc- the temporary bridge, the team
tion window cut inconvenience to minimized in-water work and spared
the traveling public and residents “THE EFFECTS OF BOTTLENECKS many of the trees and vegetation
by 80% and eliminated the safety ON ONE OF OUR STATE’S MAJOR slated for removal during construc-
concerns and expense associated tion. The large concrete culvert also
with managing live traffic adjacent TRANSIT ROUTES CAN’T BE continues to provide passage for fish
to the project. QUANTIFIED. THAT’S THE VALUE OF and wildlife in this remote location.
FUNCTIONAL TRANSPORTATION While the immediate economic
BENEFITS APLENTY and environmental benefits of
To further ease the burden, the team AND INFRASTRUCTURE.” eliminating the detour bridge and
worked with Yakima County officials  KEVIN MCCARTHY, shortening construction time are
and other stakeholders to develop WHITE PASS SKI AREA obvious, there also are long-term
a detour based on a route that was economic advantages to the precast
successfully used on a WSDOT culvert design. Arch structures are
project during the summer of 2017 and familiar to the public. far more durable than traditional girder bridges, providing longevity
By drastically reducing the construction timeframe and eliminat- with low life-cycle costs, and off-site fabrication allows for better
ing the temporary detour bridge structure, the new design also quality control and tighter adherence to specifications.
reduced impacts to the environment, including an adjacent spotted The arch structure eliminates the need for expansion joints and
owl habitat. Further, off-site fabrication used fewer materials and costly associated maintenance. It also eliminates the maintenance
produced less waste than on-site construction techniques. It also of exposed bridge decks and bridge deck deicing due to the
required far fewer trucks to transport the precast arch and other continuity of pavement over the buried arch structure. The new

40 ROADS&BRIDGES / APRIL 2019


Wildcat Creek Bridge will require
fewer inspections, significantly reduc-
ing operations and maintenance costs
over the life of the structure.
SEQUENCING
While Stantec’s design solution was simple and elegant, the logistics
of installation in a remote location on a tight time frame were quite
complex. Sequencing was perhaps the biggest project risk. It took
careful planning to bring all the parts and pieces together in the
correct progression—any variation in the progression could have
thrown the entire schedule offtrack.
This detailed preparation paid off. U.S. 12 reopened to traffic on
Oct. 8, 2018—four hours ahead of schedule and well before the first
snowfall, restoring a safe, reliable winter route across the Cascades
and meeting WSDOT’s project goals.
“WSDOT is pleased with the results of this bridge replacement
project,” said WSDOT Project Engineer Scott Golbek. “This is the
first design-build administered project for the South-Central Region.
The goals established for this project, including minimizing impacts,
collaboration and environmental compliance, have all been success-
fully met. We look forward to future design-build project partnerships
in Washington.”
The project has received praise from stakeholders and the com-
munity alike, who have publicly commended the team for installing the
new structure quickly and with minimal impacts to traffic and protected
The new design for the Wildcat
Creek Bridge centered around
a 54-ft precast arch culvert
structure rather than the
standard WSDOT girder bridge.
Demolition of the old bridge
and installation of the arch
structure took just 17 days.
The new design shaved off
$4 million from the project’s
$12 million budget. The
new structure adds stability,
maintains natural hydrology,
and complements local and
regional aesthetics.
species, while improving the aesthetics of the crossing. Kevin McCarthy,
general manager of White Pass Ski Area, spoke at the grand opening
ceremony for the new bridge, thanking WSDOT and the design-build
team for their efforts to maintain a reliable route across the pass.
“The effects of bottlenecks on one of our state’s major transit
routes can’t be quantified. That’s the value of functional transporta-
tion and infrastructure,” McCarthy said. “In Washington, cross-state
travel depends on our mountain passes. I used to say my job is
easy—just add snow. But, I’ve come to realize there is one other
critical component—access. All the snow in the world doesn’t do me
a bit of good if people can’t access the resort.”
The new arch structure adds stability, maintains natural hydrology
and fish habitat, and complements local and regional aesthetics. It
also brings value to the engineering profession by adding a new tool
to the toolbox—a design solution that can be replicated for future
projects, including fish barrier replacement projects. R&B
Patterson is a senior associate in Stantec’s Bellevue, Wash., office.
For more information about this topic, check out the Bridges Channel at
www.roadsbridges.com.
ROADSBRIDGES.COM 41
UAVs

SKY’S
THE
LIMIT
Implementing UAV
applications at the
Michigan DOT

42 ROADS&BRIDGES / APRIL 2019

By Colin Brooks, Richard Dobson and David Banach, Contributing Authors

BACK IN THE SEPTEMBER 2015

ISSUE, ROADS & BRIDGES EXAMINED
THE USE OF UNMANNED AERIAL
VEHICLES UAVS, UNMANNED
AERIAL SYSTEMS UAS OR
“DRONES” IN VARIOUS DOTS
ACROSS THE U.S.

One agency of interest was the

Michigan DOT (MDOT). MDOT began to
use UAS for bridge inspections, confined
space inspections and traffic monitoring.
Steve Cook, P.E., engineer of opera-
tions and maintenance at MDOT, had
been working with Colin Brooks of the
Michigan Tech Research Institute (MTRI)
to determine how these tools could
most effectively be used. With the rapid
advancements in UAS rules, technology
and sensors, MDOT and MTRI have
continued to investigate even further how
these platforms and sensors can be imple-
mented into department procedures.
Due to the widespread interest in using
UAS for both commercial and recreational
purposes, the Federal Aviation Administra-
tion (FAA) has been updating regulations. At
the time of the aforementioned September
2015 article, the FAA required all commer-
cial UAS operators to obtain a Section 333
exemption and/or a certificate of autho-
rization (COA). Since then, the FAA has
adopted the Part 107 Remote Pilot License
certification. Now, any individual who
wishes to pilot a UAS is required to take
the Remote Pilot Knowledge Test to gain
a Remote Pilot License, permitting flights
in certain airspaces. The September 2015
coverage also mentioned concern of public
perception of UAS, but since then many
agencies and businesses have incorporated
UAS into their programs. Additionally, to
assist in minimizing traffic disruptions due to
roadside drone use, some DOTs have even
started using notification signs indicating
such operations.
PLANNING THE NEXT FLIGHT
With the success of the initial UAS
project, MDOT was interested in further
The Michigan DOT has been using UAS for bridge inspections, confined space inspections and traffic monitoring. Due to the
widespread interest in using UAS for both commercial and recreational purposes, the FAA has been updating regulations.
investigating how UAS could be imple-
mented within the agency. A request for
proposal for a two-year Phase Two research
project on how UAS could be implemented
into infrastructure assessments was
released, with MTRI’s bid being selected
again. By the end of the second phase,
five bridges, three road corridors, and one
construction site all had been imaged using
UAS with optical and thermal technolo-
gies. Additionally, various-sized platforms,
such as smaller-sized DJI Mavic Pro and
DJI Phantom 3 Advanced, and larger-
sized Bergen Hexacopters and a Bergen
Quad-8 UAS, were used to make multiple
flights over the transportation assets. The
smaller-sized platforms typically flew for a
maximum of 20 minutes and provided quick
overviews—notably in hard-to-access areas.
The larger-sized platforms typically flew for
15 minutes, but were able to carry heavier
payloads up to 10 lb.
As with the first phase, UAS-based
bridge deck assessments proved success-
ful, as both optical and thermal imagery
were able to detect spalls and delamina-
tions, respectively. For spall detection,
the high-resolution optical imagery was
processed into a 3-D digital elevation
model. A custom-made spall detection algo-
rithm was created for MDOT that used the
3-D model and user input to automatically
detect and quantify spalls on the bridge
deck. Likewise, for delamination detection a
custom-made algorithm was created, using
the merged thermal imagery of the bridge
deck to detect and quantify delaminations.
A comparison between traditional manual
(hammer sounding and chain dragging) and
automatic UAS delamination detection also
was conducted. Traditional manual methods
detected delaminations at a coarser scale,
whereas UAS were able to detect the
distresses at a finer scale, often outlining
the exact boundaries of the features.
During Phase One, a traffic monitoring
blimp was flown along a highway corridor
to live-stream video imagery of traffic.
However, further testing indicated that the
blimp was not properly suited for high wind
events. Therefore, for Phase Two the DJI
Mavic Pro with onboard optical camera
was used to monitor traffic. Using the UAS
proved more useful than the blimp due to

ROADSBRIDGES.COM 43
UAVs
The Michigan Tech team recommended that MDOT use data
captured by UAS to ingest into element-level data models
of bridge surface damage elements. The purpose of these
cost-benefit models was to attach data structures that
reflect the age of the bridge surface, the point in time the
element is captured and its progression through the bridge
life cycle. This process can help optimize the cost of bridge
maintenance and rehabilitation.
44 ROADS&BRIDGES / APRIL 2019
its stability and ability to be flown along
the corridor as compared to a stationary
blimp. Michigan Tech developed a custom
program for MDOT that automatically
quantified the traffic count, traffic flow and
speed of the vehicles.
Michigan Tech also used UAS to image
an active construction site, collecting
optical imagery of an aggregate pile. A
different company also imaged the site
using a high-resolution light detection
and ranging (LiDAR) system. The optical
imagery of the pile was reconstructed as
a 3-D model in which volumetric measure-
ments were made and compared to the
LiDAR measurements. Results showed that
the optical imagery quantification was com-
parable to the LiDAR measurements. This
shows that high-resolution optical imagery
could potentially be used by MDOT in the
future to measure the change in volume at
active construction sites.
STORING AND VIEWING DATA
Several different types of data transfer
sites were investigated and tested during
the course of the project to find a solution
to quickly upload, provide access for,
and distribute the UAS-collected data to
multiple MDOT users. A final cloud-storage
software setup was selected to allow
Michigan Tech and MDOT to collaborate
and transfer files easily. The system also
allowed MDOT to directly upload the data
from the cloud into its own databases.
The advantages of this solution included a
unique credential (ID/password) for each
user, a full audit trail and a data backup
mechanism stored within the secure cloud.
System managers also could quickly
identify any changes to the files or the
cloud performed by the users.
To ensure that the cost of using UAS
to assess bridge deck conditions did not
outweigh the benefits, a cost-benefit model
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2019
June 10-12

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UAVs
was developed to compare the overall
economies of the two comparable tradi-
tional manual techniques to UAS. While the
traditional methods are simple to use, eco-
nomical, and hence a widely adopted NDT
WITH THE RAPID ADVANCEMENTS IN UAS RULES,
TECHNOLOGY AND SENSORS, MDOT AND MTRI
HAVE CONTINUED TO INVESTIGATE EVEN FURTHER
HOW THESE PLATFORMS AND SENSORS CAN BE
IMPLEMENTED INTO DEPARTMENT PROCEDURES.
technique for inspection of bridge decks,
distress data from these methods can be
subjective and variable. The Michigan Tech
team recommended that MDOT use data
captured by UAS to ingest into element-
level data models of bridge surface damage
elements. The purpose of these cost-benefit
models was to attach data structures that
reflect the age of the bridge surface, the
point in time the element is captured, and
its progression through the bridge life cycle.
This can be very useful in further improving
bridge deterioration models as a function
of how individual distresses behave over
time, providing a baseline for assessing the
quality of data captured in NDT techniques,
and improving the accuracy and precision
of the assessed bridge condition. In turn,
this can help optimize the cost of bridge
maintenance and rehabilitation.
FUTURE FLIGHTS
This applied research project enabled
the continued testing and demonstration
of multiple UAS platforms and sensors for
infrastructure needs. UAS-based sens-
ing has become more practical with the
release of the updated FAA regulations.
The resulting data products showed the
ability to rapidly and accurately detect
bridge deck surface and subsurface condi-
tion issues using UAV-collected imagery,
how a construction site could be quickly
imaged to include aggregate quantities,
and how small UAVs can be used to
evaluate traffic conditions. Improvements
to the collection, processing and visualiza-
tion of data originally developed under the
first phase of this project were enabled
throughout the secondary phase, including
Write in 770
improved spall detection and delamination U.S. 31 bridge deck time comparison
detection software tools.
UAS-based bridge deck assessments proved successful as both
UAS have the potential to collect critical optical and thermal imagery were able to detect spalls and
data inexpensively and accurately. As delaminations, respectively.
compared to the first phase of this project,
the number, types, and resolutions of
platforms and sensors available for practical
deployment have changed dramatically, as
well has the number of people using UAS
for research and operational purposes.
Future flights are needed to make these
applications and workflows part of day-
to-day usage for MDOT, especially under
developing federal rules that are increasing
the practical deployment of UAS. R&B

Brooks and Dobson are with Michigan Technologi-

cal University. Banach is with the Michigan Tech
Research Institute.

For more information about this topic, visit

www.roadsbridges.com.

Write in 771
ASPHALT MAINTENANCE
TAKING AGE INTO ACCOUNT
Field study watches how asphalt ages in southern U.S. climate
By Isaac L. Howard and Rabeea Bazuhair, Contributing Authors
THIS ARTICLE SUMMARIZES KEY FINDINGS FROM A
LONGERTERM AGING EXPERIMENT IN MISSISSIPPI THAT
IS A PARTNERSHIP OF APACMISSISSIPPI, ERGON
ASPHALT & EMULSIONS, THE MISSISSIPPI DOT AND THE
MISSISSIPPI STATE UNIVERSITY CONSTRUCTION MATERI
ALS RESEARCH CENTER CMRC.
Experiments began in November 2011 and are expected to
continue until at least November 2021. Figure 1 provides several
photographs of the outdoor aging site, which is located in Columbus,
Miss. The overall goal of this partnership is to better understand how
modern asphalt mixtures age in the southeastern U.S. climate and
to develop laboratory conditioning methods and tools to reasonably
replicate a few years of aging in this climate. To date, over 5,000
mixture specimens have been tested alongside hundreds of measure-
ments on recovered asphalt binder; multiple mixtures, binder sources
and binder grades have been included in the study.
EMERGENCY RESPONSE?
Plans for this test section began well before 2011, and the site was
originally used as part of an emergency paving demonstration for
the Department of Homeland Security through Oak Ridge National
48 ROADS&BRIDGES / APRIL 2019
Laboratory’s SERRI program. The purpose of originally building the full-
scale test sections was to prove the concept that asphalt paving could
be more effectively used in response to disasters such as hurricanes
where power and infrastructure are often lost for a period of days to
weeks over a widespread area. The original study utilized warm-mix
technology (WMT) to show that haul distances easily exceeding six
hours could facilitate producing asphalt far from the disaster where
power and infrastructure were not damaged, and effectively using
that material for paving the way into the disaster zone so that all other
essential functions that make use of a functional path into the area can
be less affected than in previous disasters. Once the emergency paving
research and demonstration had successfully completed, the Figure
1 parking lot had been paved with 12 strips of asphalt with different
WMTs, different haul times, and compacted to different air void levels.
Within days of completing the emergency paving demonstration,
some participants began discussing the value of this as a longer-term
aging site, especially since raw materials such as binder had been
individually sampled during paving. These plans materialized quickly,
and specimens began to be extracted from the parking lot (cores and
slabs) for unaged assessments (November 2011). These unaged speci-
mens have been evaluated relative to specimens aged over time at
the test section, with most assessments being on specimens extracted
from the section on a yearly recurring basis so they have received full
PHOTO CREDIT: NAPA
 Roads & Bridges Presents
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Roads & Bridges
ASPHALT MAINTENANCE

Figure 1. Photographs of field aging experiments. yearly weather cycles (e.g., three years, four years; not 3.5 years or 4.6 years).
Beginning in November 2012, gyratory-compacted specimens of a variety of
additional mixtures began to be placed onto the test section in plastic sleeves.

PUTTING ON THE YEARS

One of the major findings to date is the need to use combined effects damage
mechanisms during laboratory conditioning to simulate longer-term aging in Mis-
sissippi. Table 1 shows several attempts to replicate the aging experienced in the
field with laboratory protocols, and that the only manner that could consistently
replicate longer lives was the one where oxidation (oven), moisture (64°C water)
and expansion (freeze-thaw) mechanisms were present. Note that the first row of
Table 1 is AASHTO R30, which is a current national standard method that did not
simulate the duration of time claimed in the method (seven to 10 years).
Another major finding to date is that pressure-aging vessel (PAV) conditioning
of binders via AASHTO R28 has used 20 hours of PAV time for several years
under the premise that this would simulate five to 10 years of binder aging. Five
combinations were evaluated in the field where corresponding raw binders were
PAV-aged in the lab for up to 80 hours. The main finding was that only one of
these five cases showed PAV conditioning for 20 hours actually simulating five
years of field aging (less than five years was simulated in the remaining cases).
When this finding is combined with Table 1, the overall assessment of the Colum-
bus, Miss., experiment to date is that national laboratory conditioning protocols
are not simulating as much field aging as one might expect at this location.

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50 ROADS&BRIDGES / APRIL 2019
EVERYTHING COMBINED Table 1. Simulation of Field Aging With Laboratory Protocols
Future efforts are planned to look more into combined effects labora-
tory conditioning and actual field temperature/moisture conditions. LABORATORY CONDITIONING YEARS OF FIELD AGING SIMULATED
Examples could include other combinations to complement Table 1 Oven 64°C Water Freeze-Thaw WMT Mixes AFB Mixes Cores
(perhaps more expedient combinations) that include oxidative, moisture 5 days at 85°C - - 1 to 2 3 0 to 2
and freezing mechanisms to replicate a few years of service in the
28 days at 60°C - - 0 to 2 2 0 to 2
Mississippi climate. Also, work is ongoing to improve understanding of
- 14 days - 3 to 5 No Data 2 to 3
the combined effects mechanisms actually occurring at the test section.
Figure 1 shows a core drilled absent water (a moisture gradient is easily - 14 days 1 cycle 1 to 3 4 3
visible) and probes measuring temperature as a function of pavement - 14 days 2 cycles 2 to 3 5 2 to 4
depth in the laboratory compacted specimens and test strips. Plans - 28 days - 1 to 3 4 3 to 5
are ongoing to measure temperature and moisture properties over an
5 days at 85°C 14 days 1 cycle 4 to 6 7 4 to 5
approximately one-year period and interpret this data to shed more
light on improved manners to simulate combined effects in the labora-
tory. Data collected to date already has shown moisture contents in the Hansen, Michael Hemsley, Trey Jordan, Alex Middleton, Drew
parking lot test strips varying from 1.1% to 4.8%, and when combined Moore, Brent Payne, Carl Pittman and Braden Smith.
with daily or seasonal temperature changes the impact of these values
on time-dependent property changes is not fully understood. R&B
Howard is Materials and Construction Industries Chair at Mississippi State
Acknowledgements: This study would not be possible without the University. Bazuhair is a Ph.D. candidate at Mississippi State University.
support of the aforementioned partners and direct assistance of the
following individuals: Gaylon Baumgardner, Michael Bogue, Dwayne For more information about this topic, check out the Roads Channel at
Boyd, Ben Cox, Codrin Daranga, Scott Glusenkamp, Bradley www.roadsbridges.com.

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ROADSBRIDGES.COM 51
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THE GROUND
The 950K
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the ground versus a conventional torque-converter pow-
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and going to work. John Deere’s “open-architecture”
design lets customers easily employ their favorite
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the cab. The blade pitch also is adjustable to three
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Case universal machine-control provides a universal
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Komatsu America’s D61PXi-24 intelligent machine-control crawler dozer features a 6.8-liter, 168-hp, SAA6D107E-3,
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system allows automated operation from heavy dozing to fine grading, achieving up to 8% greater efficiency in
moving material, based on start-to-finish grade testing of typical aftermarket machine-control systems. The lack
of blade-mounted sensors and components means there is no need for operators to climb on the blade to install/
remove GNSS antennas, no coiled cables to snag, and no electrical connections to slow the start and end of every
shift. Other noteworthy features of the D61PXi-24 crawler dozer include: A choice between quick-shift, three-speed mode and a variable, 20-speed customizable
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52 ROADS&BRIDGES / APRIL 2019

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ENGINEERING FIRM, CHECK ALL ACTIVITIES THAT APPLY: K Q Bridge deck and rail crossing pads
FAX 1 Q Streets, Highways, Roads, Airport Pavements L Q Bridge and viaduct structural components and materials
2 Q Bridges, Viaducts, Tunnels M Q Computers—hardware (including workstations, printers, plotters,
Complete form
4 Q Roadside Maintenance peripherals) and software (including CAD, GIS and scheduling)
and fax to 877.671.0948 8 Q Earthmoving, Excavating 0 Q Equipment Leasing/Rental
16 Q Lighting, Signing or Safety P Q Financing/Insurance
17 Q Light Rail Q Q Design/Consulting/Engineering Services
MAIL 18 Q Mass Transit R Q ITS Technology/Equipment/Services
Complete form and mail to 19 Q Busing S Q Stormwater/Erosion Control Products
32 None of the above Q N None of the above Q
Roads & Bridges
3030 W Salt Creek Lane
3 BUYING AUTHORITY: 4 JOB TITLE:
Suite 201 In the performance of my job, I have the authority to specify,select 10 Q Government Admin/Officials
Arlington Heights, IL 60005 or approve acquisition of the following: (Please check ALL that apply) 20 Q Corp. Management, Consultant
A Q Earthmoving, excavating, grading and related equipment 30 Q Ops/Prod/Plt-Mech, Elec, Coor
B Q All paving, planing and recycling equipment systems, 40 Q Engineering
including breakers and compactors 60 Q Technical
C Q Lifting and hoisting equipment for shop and/or field 80 Q Marketing and Sales
D Q Road maintenance equipment, mowers, plows, sweepers, 90 Q Other Titled
April 2019 spreaders and accessories No answer Q
 LOOKING BACK

THE WAY WE USED TO DO IT

High-production concrete paving before the advent
of central mix plants and slipform pavers, with two
dry-batch pavers feeding concrete to a form-riding
paving train. For more info, go to www.hcea.net.
(Image courtesy of Edgar Browning)

ADVERTISER INDEX
April 2019 / Vol. 57 / No. 4
READER READER
ADVERTISER PAGE SERVICE ADVERTISER PAGE SERVICE
ADVERTISING SALES
PUBLISHER (MIDWEST/WEST)
All Erection & Crane Rental........................................ 10...........................756 Hill & Smith Inc. .............................................................27...........................765
Brandon Williamson
bwilliamson@sgcmail.com / 512.739.2102 American Highway Products .................................... 50........................... 773 Hyundai Construction Equipment USA.....................8...........................755
Fax: 847.390.0408
Asphalt Pavement Alliance .........................................17...........................759 IBC/International Bridge Conference ......................45...........................769
INTEGRATED MEDIA CONSULTANT (EAST)
ATSSA........................................................................ 12, 13........................... 757 John Deere Construction Equipment..................... C2............................751
John Rogier
jrogier@sgcmail.com / 630.240.1011 *Bobcat Co. .....................................................................31...........................766 MAPEI ..............................................................................47............................ 771

ADVERTISING COORDINATOR ConExpo-Con/Agg ...................................................... C3........................... 775 NACE International.......................................................24...........................762

Lyn Hennessey
lhennessey@sgcmail.com / 847.954.7968
Contech Engineered Solutions .................................23............................761 Navistar ........................................................................ 4, 5...........................753
Fax: 847.298.1233 Crafco Inc. ..................................................................... 26...........................764 QUIKRETE Cos., The.................................................... 19...........................760

CLASSIFIED SALES MANAGER Crafco Inc. ..................................................................... C4........................... 776 Schwarze Industries.....................................................46........................... 770
David Rairigh
drairigh@sgcmail.com / 847.306.3029 *Doosan Infracore Co. Ltd. .........................................35........................... 767 SealMaster Inc. ............................................................ 25...........................763
Fax: 847.390.0408
Gradall ...............................................................................6...........................754 Team Laboratory Chemical Corp. ............................. 51........................... 774
SALES, MARKETING ASSISTANT
Gregory Highway Products.......................................... 3...........................752 Trinity Industries ............................................................ 15...........................758
Adrienne Miller
amiller@sgcmail.com / 847.391.1036 High Steel Structures...................................................37...........................768 * Regional/demographic ad
Fax: 847.390.0408

LIST RENTAL INFORMATION

Claude Marada ROADS & BRIDGES Magazine (ISSN 8750-9229) is published monthly by Scranton Gillette Communications, Inc., 3030 W. Salt Creek Lane, Suite 201,
Arlington Heights, Illinois 60005-5025. Telephone: 847.298.6622; Fax: 847.390.0408. Subscription rates (U.S.) are: 1 year $45.00; 2 years $65.00; 3
402.836.6274 years $95.00; single copies are $6.00. Canada: 1 year $65.00; 2 years $85.00; 3 years $110.00; single copies are $10.00. All other countries: 1 year
claude.marada@infogroup.com $95.00; 2 years $120.00; 3 years $170.00. Foreign subscribers please remit in U.S. funds. Air mail is available for foreign subscriptions; please contact
circulation department for rates. Back issues are available in microform from: University Microfilms International, 300 N. Zeeb Road, Department P.R.,
Ann Arbor, Michigan 48106. Periodical postage paid at Arlington Heights, Illinois and additional mailing offices. Reproduction of contents is forbidden.
Bart Piccirillo © Copyright 2019. Postmaster: Send address changes to: Circulation Department, ROADS&BRIDGES Magazine, 3030 W. Salt Creek Lane, Suite 201, Ar-
402.836.6283 lington Heights, Illinois 60005. Printed in USA.
bart.piccirillo@infogroup.com. Roads & Bridges accepts no responsibility or liability for the validity of information supplied by contributors, vendors, advertisers or advertising agencies.

ROADSBRIDGES.COM 57
ROADS REPORT

THE UNMITIGATED GALL

Nothing ruins a day like thoughtless, rude or pantless motorists
LIGHTNING BOLTS, CAMOUFLAGE AND ANIMAL Dennis Butler kicked off his big day in February by
STRIPES? THOSE CAR GRAPHICS ARE SO 2018. playing chicken with trucks on a country road in central
THE COOL NEW EXTERIOR EMBELLISHMENT FOR Utah. Three different trucks had to swerve off the road to
David Matthews avoid being hit by Butler’s car.
has been chronicling 2019 IS BLOOD SPLATTERS.
Witnesses told police that Butler then stole a sign
the unexpectedly
humorous side of Applied as a vinyl vehicle wrap, these realistic graph- for a nearby pheasant hunting lodge and began moon-
transportation news ics create the impression that a violent collision left blood ing passersby.
since 2000. The
stains all over your car. A deputy reported that while speaking to witnesses,
stories are all true.
If your automotive choices say a lot about you, what Butler began speeding toward his patrol car, forcing
does this gruesome adornment convey? That you enjoy the officer to pull off the road to avoid being hit. The
killing people? That you know a shortcut through a deputy’s report noted that “The driver sped past me
slaughterhouse? That your car is having holding up a middle finger on one hand
a nosebleed? toward me (commonly known as flipping
More importantly, what message are WHILE 46% OF someone off ).”
you sending to police? DRIVERS ARE The deputy then began chasing
A German motorist recently found out Butler, who fled at speeds near 100 mph.
when police pulled him over after report- COMFORTABLE Eventually Butler pulled into a residence
edly mistaking the blood splatters on his USING THEIR and hid in a nearby shed.
car wrap for the real thing. Ultimately the HORN TO Police were eventually able to lure
officers let him go, deciding that “awful Butler out and take him into custody
taste is not a crime.” EXPRESS THEIR by legal authority (commonly known as
DISAPPROVAL, arresting someone).
DON’T HONK YOUR OWN HORN PATIENCE
You know that driver who lays on their BRIDGE TO NOWHERE
horn if you don’t hit the gas within a SEEMS TO COME Hosting the Super Bowl isn’t cheap.
millisecond of a red light turning green? WITH AGE. In addition to the $46 million that the
A new study by the insurance website city of Atlanta spent to meet all of the
Kanetix.ca revealed that driver is prob- NFL’s requirements for February’s Super
ably a man around 30 years old. Bowl 53, they also allocated $13 million for a pedestrian
Researchers found that while 46% of drivers are bridge to help fans safely cross a busy street between
comfortable using their horn to express their disapproval, a transit center and the Mercedes-Benz Stadium where
patience seems to come with age. the game took place.
Millennials (59%) are the most likely to honk at other Unfortunately, no one ran the bridge plans by Homeland
drivers, followed by Generation X (41%), Baby Boomers Security, which declared the Super Bowl a “National
(41%) and the Silent Generation (38%). Special Security Event” and placed the Secret Service in
Gender didn’t make a big difference, with 48% of men charge of security.
admitting to being horn happy vs. 45% of women. The Secret Service decided that the new bridge was
And just what is all this horn honking about? Almost close enough to the stadium to fall within their security
half (46%) of drivers say they’ll lay on the horn when perimeter, so only authorized staff and media were allowed
another driver is doing, or about to do, something to use the bridge before the game. Fans were forced to
dangerous, like cut them off. cross the busy street that the bridge was built to avoid.
Almost one in five (17%) admit to being that driver in This was an especially painful fumble since the Atlanta
the intersection who honks when the light turns green. City Council had approved an additional $14 million in
And rounding out the list are the lowlifes who honk at bridge funding, largely to ensure that the walkway would
cyclists (7%), pedestrians (6%) and children playing (5%). be finished in time for the Super Bowl.
In the end, you could say the $27 million neon-lit
CRASHING THE PARTY serpentine structure was more useless on Game Day
A Utah man deserved a few honks on his 66th birthday. than the Los Angeles Rams offense. R&B

58 ROADS&BRIDGES / APRIL 2019

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