June 2018

Scranton Gillette Communications www.RoadsBridges.com

MAJOR PROJECT UPDATE

Time of
the season
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Write in 753
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 Vol. 56, No. 6 June 2018

20
Cover photo:
Work begins on I-696 outside Detroit.

FEATURES
20 Major Project Update 40 All over the road
Our annual check-in with some New technology puts focus
of the impactful projects in on every part of the
the U.S. pavement—and beyond

24 Smart decisions 46 Everyone’s

Dallas makes upgrades to its a scientist
traffic management system Plow operator feedback
is the right formula
30 The next century
100-year-old bridge in San Diego
undergoes huge overhaul

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
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30 Roads & Bridges accepts no responsibility or liability for the validity of information
supplied by contributors, vendors, advertisers or advertising agencies.

ROADSBRIDGES.com 7
 EDITORIAL

June 2018 Vol. 56/No. 6

847.391.1000 • Fax: 847.390.0408

A lot of fuss over an injury www.ROADSBRIDGES.com

Editorial

Bridge designer FIGG unfairly called out in South Carolina Associate Publisher/Editorial Director
bwilson@sgcmail.com
Bill Wilson
847.391.1029

Managing Editor Brian W. Budzynski

D
o not come up with another word for “Gilloolyed.” bbudzynski@sgcmail.com 847.391.1052
It’s just not fair, and is totally inappropriate. To fill everyone Associate Editor Tim Bruns
in, back in 1994 U.S. women’s figure skater Tonya Harding’s tbruns@sgcmail.com 847.391.1037

then-manager and ex-husband Jeff Gillooly set the world on fire Graphic Designer Jazmin Huerta
jhuerta@sgcmail.com 847.954.7919
when his hit men took a retractable baton to gold medal threat Nancy
Kerrigan after the skater finished a practice session days before the U.S. Storefront Coordinator Mike Meyer
mmeyer@sgcmail.com 847.954.7940
Figure Skating Championships in Detroit. The knee cap thump was
supposed to knock Kerrigan out of the 1994 Winter Olympics. Kerri- Management
gan recovered in time to capture a silver medal, while Harding finished Sr. Vice President/Group Publisher Ryan Hanson
rhanson@sgcmail.com 847.391.1059
a retractable pole’s length away in eighth, but Gillooly became a punch
line in the years to follow. (Can you tell I just got around to watching Creative Services Coordinator Dara Rubin
drubin@sgcmail.com
the movie, I, Tonya?). If somebody did physical harm to you, then you
Director of Audience April Hanrahan
were “Gilloolyed.” I haven’t heard the term since ’94, even though I’m & Data Development
Bill Wilson sure it is still being murmured in some backroad bar somewhere. ahanrahan@sgcmail.com

Editorial Director When a portion of South Carolina’s Wando Bridge was closed Marketing Manager Nancy Lewis
bwilson@sgcmail.com in May after a broken cable was discovered within the span’s sup- nlewis@sgcmail.com

2001, 2003, 2007, 2011, 2012
Construction Writers Association
Robert F. Boger Award for Editorials as Florida pedestrian bridge that collapsed, killed 6,” the online
2002, 2008 (2), 2011
Construction Writers Association
Robert F. Boger Award for
Feature Articles
2011, 2012
Construction Writers Association
Robert F. Boger Award for Videos
2015
Neal Award Finalist
ASBPE Regional Bronze
2016
ASBPE National & Regional Silver
TABPI Silver for Feature Series
TABPI Bronze for Editorial Column
2017
ASBPE National Bronze
& Regional Gold
findings to be made public, which could actually be a good thing. If the SCDOT has followed the
proper protocol, then this action could set it free. The governor also may find himself on thin ice
port system, Channel 4 News out of Charleston tried to tie a name Corporate
behind the unexpected blow. “Wando Bridge designed by same firm Chairman Emeritus (1922-2003) H.S. Gillette
Chairperson K.A. Gillette
headline declared. No, it is not fair to make this a FIGG thing. Yes,
Chief Executive Officer E.S. Gillette
FIGG Bridge Group designed Wando, back in the late 1980s, but that
does not make this bridge, or any other one touched by the Tallahas- President Rick Schwer
see, Fla., firm, vulnerable to disaster. This is the media of today, when Chief Operating Officer David Shreiner
clicks and downloads are just as valuable as Nielsen ratings. Head- Sr. Vice President Ann Fallon O’Neill
lines matter, even when words are minced. The South Carolina DOT
Sr. Vice President, Strategic Product Robert Haas
(SCDOT) has yet to release the cause of the broken cable, which was Development and Marketing
stressed into place over 30 years ago. A number of different variables
Vice President of Custom Media
could be the culprit, so making a trigger-reaction public domain is & Creative Services Diane Vojcanin
wrong on a number of different levels—for the designer of the bridge
Display Advertising
and the traveling public. There is already a bridge-crossing phobia;
Publisher (Midwest/West) Brandon Williamson
let’s not turn it into fast-moving virus. bwilliamson@sgcmail.com 512.739.2102
Fax: 847.390.0408
South Carolina Gov. Henry McMaster also delivered a trigger reac-
tion, one that also comes straight out of the How to be a Politician Integrated Media Consultant (Midwest) Travis Hall
thall@sgcmail.com 512.699.7003
handbook. Shortly after the broken cable was discovered, McMaster Fax: 847.390.0408
asked for an independent review on how all bridge inspections are
Integrated Media Consultant (East) John Rogier
done throughout the state. The response was not 100% standard. jrogier@sgcmail.com 630.240.1011
Most governors order the DOT itself to conduct the reviews. So now
Advertising Orders
SCDOT is taking a punch to the chops. McMaster also wants all
Advertising Coordinator Lyn Hennessey
lhennessey@sgcmail.com 847.954.7968
Fax: 847.298.1233

with the public. This closer look could reveal the funding inadequacies of the state. Perhaps if the Classified Advertising
SCDOT had access to a broader range of tools, maybe the fatigued section would have been flagged. Classified Sales Manager David Rairigh
Bridge monitoring systems and other technological advances are luxury items to many state DOTs, an drairigh@sgcmail.com 847.306.3029
Fax: 847.390.0408
afterthought due to a budget belt that is being pulled beyond the provided buckle-fastening holes.
I hope the SCDOT is welcoming this visitor to make tracks all over its home, because if it is then the Article & Advertising Reprints
final report should reveal that the agency Sales, Marketing Assistant Adrienne Miller
amiller@sgcmail.com 847.391.1036
is doing its job as far as the dollars will Fax: 847.390.0408
stretch. It is not an easy task when funding
For list rental information, contact Claude Marada at
has been kneecapped. R&B 402.836.6274 ; claude.marada@infogroup.com or Bart
Piccirillo at 402.836.6283 ; bart.piccirillo@infogroup.com.
DOWNLOAD IT SCAN IT WATCH IT

10 June 2018 • ROADS&BRIDGES

INDUSTRY VIEW

12 June 2018 • ROADS&BRIDGES

Byrning
through
Work on the Jane Byrne
Interchange in Chicago con-
tinues this spring. Pictured
is eastbound I-290, Loomis
Street to Canal Street. Photo
courtesy of the Illinois Depart-
ment of Transportation.

WE WANT
YOUR PHOTOS
Submit your best jobsite photos
for inclusion in our Industry View.
Send to Bill Wilson at bwilson@
sgcmail.com. All photos must
be current (taken within the
last 1-2 weeks at the time of
submission). ROADS & BRIDGES
magazine wants to show the
industry in its purest form.
Please refrain from contacting us
if you see any safety violations.

FOR THE
LATEST NEWS
go to www.roadsbridges.com

ROADSBRIDGES.com 13
INDUSTRY VIEW

14 June 2018 • ROADS&BRIDGES

South direction
Scarsella Brothers Inc. build
sections of Alaskan Way
South and the new on-ramp
to southbound S.R. 99. This is
at the Alaskan Way Viaduct
tunnel’s south portal, near
Seattle’s stadiums. Photo
courtesy of the Washington
State DOT.

WE WANT
YOUR PHOTOS
Submit your best jobsite photos
for inclusion in our Industry View.
Send to Bill Wilson at bwilson@
sgcmail.com. All photos must
be current (taken within the
last 1-2 weeks at the time of
submission). ROADS & BRIDGES
magazine wants to show the
industry in its purest form.
Please refrain from contacting us
if you see any safety violations.

FOR THE
LATEST NEWS
go to www.roadsbridges.com

ROADSBRIDGES.com 15
 PROJECT PROGRESS

I-69, Section 5
Bloomington to Martinsville, Ind.

“Every contractor is at full capacity to achieve the August date and that effort is obvious to the
driving public. Every week brings us closer to completion. The roadway looks like an interstate where
it’s received surface pavement. We are opening three interchanges around Memorial Day.”
— Sandra Flum, INDOT project manager

PROJECT DESCRIPTION: The $355 million

I-69 project involves upgrading 22 miles of
an existing four-lane limited access highway
(S.R. 37) to interstate standards. The project
includes four new interchanges, four new 50%
overpasses, the rehab of four existing 77%
interchanges and new access roads.

ONCE COMPLETE: When finished, Indiana

will have completed more than 110 miles of
the planned extension of I-69 from India-
napolis to Evansville.

START DATE: Late 2014 100%

0%
COMPLETION DATE: August 2018 START Total Project Completion FINISH

16 June 2018 • ROADS&BRIDGES

Write in 758
 LAW: THE CONTRACTOR’S SIDE
Larry Caudle
Caudle is a principal in Kraftson
Caudle LLC, a law firm in McLean,
Va., specializing in heavy-highway
and transportation construction.
Caudle can be contacted via e-mail
at lcaudle@kraftsoncaudle.com.
18 June 2018 • ROADS&BRIDGES
In an imperfect world
On the subject of contract time extensions
M
ost heavy-highway contracts contain either
a fixed date for contract completion or a
stated number of calendar or work days
within which all work must be completed. They
also contain a mechanism or procedure through
which the contractor may receive an extension to the
allotted time for changes in the work or for events
encountered that are beyond the contractor’s control.
Upon receipt of a justified time-extension request, the
government must either grant additional time or pay
the contractor to accelerate its performance in order
to meet the deadline.
If the government wrongfully refuses to grant a
time extension for an excusable delay or otherwise
ignores the contractor’s request, any claim for delay
damages by the government will be unjustified.
More importantly, in such an event, the government
will be deemed to have “constructively” ordered the
contractor to accelerate the schedule, and thus may be
responsible for reasonable costs the contractor incurs
attempting to complete the project within the original
contract time period.
In a perfect world, a contractor that encounters a
delay outside of its control promptly alerts the govern-
ment to the delay-causing event, and once the extent of
the delay can be quantified, the government responds
to a formal request for time by either granting all or a
portion of the request or denying it altogether.
This is “perfect” because both the government
and contractor are placed in a position where they
can make intelligent decisions on going forward. The
government, presented with a timely request, can
consider both the entitlement and quantum of the
time request and whether it desires the contractor to
accelerate to make up for lost time. The contractor,
having received a prompt response to its request,
is either relieved from the cloud of delay damages
hanging over its head (if the request is granted)
or is empowered to decide whether it makes more
sense to finish late and face the government’s delay
damages, or incur additional costs to accelerate the
schedule. Regardless of whether the contractor or
owner is ultimately responsible for the delay, the
contractor’s decision whether or not to accelerate
must be reasonable.
Constructive Acceleration occurs when the govern-
ment requires the contractor to meet the original
delivery schedule despite the existence of excusable
delays. There are five requirements for Constructive
Acceleration: (1) an excusable delay; (2) knowledge
by the government of the delay; (3) a statement or act
by the government that can be construed as an order
to accelerate; (4) notice to the government by the
contractor that such statement or act is construed as
an acceleration order; and (5) the incurrence by the
contractor of acceleration costs.
In practice, Constructive Acceleration most com-
monly occurs when the government either wrongfully
denies a legitimate time-extension request or fails
to act in a timely manner on such request. To fully
satisfy the five requirements identified above, the
contractor must first turn in a substantiated request
for a time extension. Then, it is not enough that the
government either wrongfully denies the request
or fails to respond within a reasonable time. The
It is always up to the contractor
to submit a formal time-
extension request.
contractor’s next step is to place the government on
notice that its failure to act on the request or its denial
of such request is considered by the contractor as an
order to accelerate the project. The contractor should
also inform the government in writing that it will seek
at a later date all costs incurred in connection with
acceleration efforts.
Until a formal request for a time extension is made,
the government has no duty to extend the contract
time. It is always up to the contractor to submit a
formal time-extension request. More importantly, any
acceleration efforts or re-sequencing of the work by the
contractor to mitigate the impact of an excusable delay
will not be compensable until the government (1)
expressly orders such mitigation; (2) wrongfully denies
a legitimate time request; or (3) fails to act within a
reasonable time on the request.
Contractors, therefore, must instill in their project
management personnel the importance of quantify-
ing the impact of excusable delays as soon as possible
and promptly placing before the government a
formal request for extension of time. Similarly,
government contract administration personnel must
be mindful of the ramifications of their decisions on
time-extension requests and their failure to provide a
timely decision. R&B
Write in 759
2018 Major Project Update
I-74 Mississippi River Bridge, Bettendorf/Davenport, Iowa, and
Moline, Ill.: This $1.2 billion project has now begun, and the project
timeline looks to make major progress before the weather turns icy at
year’s end. Within the river, all 279 drilled shafts will be completed and
the westbound bridge piers and roadway will take shape. In Bettendorf,
steel will be set across the piers, forming the WB roadway and exit
ramp. Fourteenth Street, along with the existing ramp to WB I-74, will
be reconstructed and thus reduced to one lane through summer’s end.
The riverfront embankment on the Moline side will see paving, and
19th Street will be reconstructed in advance of steel coming through for
the bridge itself, as that street will have to serve local traffic to down-
town Bettendorf and Moline in the coming year. Traffic pattern shifts
began this past April, with speed reductions and minor detours.

Work begins Pier construction in river Widening I-74 south of Avenue of the Cities Completion
July 2017 Current Summer/fall 2018 2021

I-4 Ultimate, Orlando, Fla.: Florida’s largest road project continues

to progress since our visit to the work site last year. The $2.3 bil-
lion P3, which stretches 21 miles from Orange County to Seminole
County, is just over two years into a nearly seven-year construction
schedule, and much progress has been made. In the Maitland area,
Big Drive construction crews have moved nearly all the ramps at that
interchange. Construction in Maitland is scheduled to be complete in
2018. In downtown Orlando, the critical path work at the I-4/S.R. 408
interchange continues to take shape, with progress on the foundations
and substructure work for the S.R. 408 bridges and the new flyover
ramps. Hurricane Matthew caused a brief shutdown in late 2016, but
crews were able to bounce back, and the project timeline has been
maintained. Ramp closures will proceed in 2018, as will eastbound I-4
mainline reconstruction.
Work begins Grand National Parkway open to traffic Maitland construction complete Completion
2015 Early 2017 Summer 2018 Est. 2021

Penn Street Bridge, Reading/West Reading, Pa.: This project is

a crucial one for the community of greater Reading. The bridge is a
primary artery connecting the two towns (34,000 VPD), a fact that was
at the forefront of PennDOT’s thinking when planning the project.
Traffic has been kept flowing with only minimal lane reductions. Crews
are presently rehabilitating historic arches and concrete lattice work,
and building outlooks where pedestrians can stand and look at the
Schuylkill River below. Work began in December 2016 to rehabilitate
the 27-span concrete arch bridge. J.D. Eckman Inc. is currently complet-
ing rehabilitation of the north side, then later this summer will shift to
the south side. The $42.5 million project is scheduled to be completed
in December 2019. When completed, the new bridge will have a bicycle
lane and pedestrian sidewalk on both sides.

Work begins 50% milestone reached North side rehab South side rehab Completion
Dec. 2016 Spring 2018 Current Late summer 2018 December 2019

20 June 2018 • ROADS&BRIDGES

Our annual check-in with some of the By Brian W. Budzynski
most impactful projects in the U.S. Managing Editor

I-15 “Technology Corridor,” Silicon Slopes, Utah: The Utah

Department of Transportation (UDOT) is widening I-15 in the heart of
one of the fastest-growing areas of the state—Silicon Slopes. This is the
last remaining section of I-15 between Salt Lake City and Spanish Fork
where the freeway is still only four lanes wide. Crews started construc-
tion of the $430 million project in late April of this year. UDOT will
widen I-15 in Utah County with two new lanes in each direction from
Lehi Main Street to S.R. 92. The design builder is currently busy con-
structing a new frontage road system to alleviate east-west congestion in
this busy area. In addition, UDOT will build a new bridge at Triumph
Boulevard and perform the complete reconstruction of two freeway
interchanges at 2100 North and S.R. 92. The project is scheduled for
completion in late 2020.

Project begins Frontage road build Bridge and interchange work Completion
April 2018 Summer 2018 Estimated 2019 Late 2020

Bayonne Bridge, Staten Island, N.Y., and Bayonne, N.J.: This

iconic East Coast bridge carries 3.5 million VPD and is one of only
four crossings connecting N.J. to Staten Island. There is a no-closure
rule on this project. The arch roadway is being replaced with a wider
roadway along with two new decks with new supporting piers. The
deck is being widened from four 10-ft lanes to four 12-ft lanes with a
concrete median barrier and 5-ft shoulders. The navigational clearance
portion of the work—which raised the roadway to 215 ft above mean
water height—is complete. Additional work will include on-grade
roadway construction including curbs, carriers, asphalt paving, and
furnishing and installation of traffic-control devices. Residential
homes are located within 20 ft of the work site, which presented
contractors with distinct challenges; however, approach piers were
placed within the existing right-of-way to avoid property annexation.
Work begins Cashless tolling SB roadway constructed Full completion
May 2013 February 2017 Current season August 2019

Louisiana I-10 (multiple contracts): I-10 is being widened from four

to six lanes between Highland Road in East Baton Rouge Parish and
S.R. 73 in Ascension Parish. This 6.5-mile segment is a major commer-
cial/commuter route and carries over 95,000 VPD. James Construction
Group LLC is performing the work on the $72 million design-build
project, which began in February 2018 and is expected to be complete
in the spring of 2020. Current work includes moving dirt, laying
drainage pipe, forming footings and pouring concrete for the footings.
Beginning in May 2018 and lasting throughout the summer, the S.R.
928 (Bluff Road) overpass will be closed to repair a damaged girder
and to raise the bridge to meet updated interstate standards. The bridge
is expected to reopen before school begins in the fall. Near the end of
2018 and into 2019, the two I-10 bridges over Highland Road will be
replaced with one larger bridge to hold all traffic lanes.
Work begins Bluff Road overpass work Highland Road bridge work Completion
February 2018 Summer 2018 2018-2019 Spring 2020

ROADSBRIDGES.com 21
I-696 between I-94 and I-75, Macomb County, Mich.: A full closure
is always treacherous ground for a DOT, but in the case of a crucial por-
tion of Michigan’s massive interstate construction project it is the most
efficient means of progressing according to the needed timeline. I-696
in Macomb County is a crucial artery between I-94 and I-75 that carries
150,000 VPD. An investment of $90 million will remove and replace
all the concrete on both eastbound and westbound I-696 between the
interstates. Westbound I-696 will be closed during the work, with traffic
detoured throughout the entire project. Eastbound I-696 traffic will
retain access, although traffic will be shifted throughout the project.
Closing one direction of the freeway, according to the Michigan DOT,
provides a safer work zone for construction crews and drivers. As of this
writing, 4,000 ft of pavement has been removed; storm sewer inspec-
tion has begun; and new pavement will begin before month’s end.
Project opens Full closure of WB traffic New paving begins Traffic to reopen
April 2018 April 27, 2018 May-June 2018 November 2018

U.S. 95 (Phase 2B/5), Las Vegas: This $78 million widening and
upgrade to six miles of U.S. 95 between Ann and Kyle Canyon roads
in northwest Vegas aims to relieve congestion, improve efficiency and
enhance safety for this rapidly growing section of Sin City. At pres-
ent, this stretch suffers under 52,000 VPD, and estimates have traffic
doubling within the next 20 years. The project calls for expanding the
highway from four to six lanes from Durango Drive to Kyle Canyon
Road, constructing Elkhorn Road carpool access ramps and building a
diverging diamond interchange at Kyle Canyon Road that temporarily
shifts traffic to the left side of the road, thereby keeping traffic flowing
through two pairs of unimpeded left turns onto and off the freeway.
ITS, signage, barrier rail and box storm drainage are among the other
enhancements on the docket; all told, this project will move enough
dirt to fill more than 300 Olympic-size swimming pools.
Work begins Widening proceeds Completion
January 2018 June 2018 Fall 2019

I-15/U.S. 93 Garnet Interchange, Clark County, Nev.: This $58

million project calls for building a modified diverging diamond
interchange (the existing interchange was built in 1963), plus widen-
ing U.S. Highway 93 from a two-lane highway to a four-lane divided
highway for five miles, extending from the Garnet Interchange to just
north of Apex Power Parkway. There also will be a two-lane frontage
road parallel to U.S. Highway 93 with a partial interchange at Grand
Valley Parkway; additionally, it will be designed for future traffic signals
at U.S. Highway 93/Apex Great Basin Way. Meanwhile, I-15 will be
prepped for a future widening to six lanes. The project will improve
safety and enhance mobility for both I-15 and U.S. Highway 93. This
corridor served as a vital alternate route during the 2014 Moapa floods
that washed out and briefly closed a section of I-15.

Groundbreaking DDI construction Completion

Spring 2018 Summer 2018 Dec. 2018

22 June 2018 • ROADS&BRIDGES

SM
MART CITIES
Smart decisions
By Tim Bruns
Associate Editor
Dallas makes upgrades to traffic management system
A
safe and efficient transportation
system is an invaluable asset to
any city.
This statement comes directly out of
the Intelligent Transportation Systems
(ITS) plan for the city of Dallas. The city’s
transportation leaders and partners are
attempting to foster the concept of a safe
and efficient transportation network by
enhancing the way their traffic management
system operates.
In partnership with Ericsson, a leading
provider of information and communica-
tions technology, the Dallas Department
of Transportation (DDOT) is upgrading its
traffic system in a way that will improve
emergency response times, signal timing,
24 June 2018 • ROADS&BRIDGES
and signal priority for transit or emergency
vehicles. In addition to this, the upgrades will
push the city in the direction of preparing for
automated and connected vehicles, as well as
giving the Dallas area transportation system
the ability to adopt other future technologies.
“We are trying to become a city that
makes decisions based on data,” Michael
Rogers, director of DDOT, told ROADS &
BRIDGES. “When we initially did this, we
looked at our whole traffic management
system—we weren’t necessarily just looking
at it from a traffic standpoint. We can make
a difference within our traffic patterns and
response times, but then we will also have
the foundation to support public transporta-
tion, public safety, and things that we don’t
even know at this particular point because
we just haven’t thought about it yet.”
 The Connected Urban Transport ITS platform
has become the backbone for Dallas to
manage its traffic systems more effectively.

into the system, the city’s traffic management

centers will be able to identify where traffic
backups are occurring and respond accordingly.

Better signals and responses

One of the ways in which the Ericsson ITS
platform is improving the Dallas traffic sys-
tem is with better signal timing with smarter
traffic signals. “We deployed the ability for
[the city] to centrally see, manage and control
the traffic controllers that are out there in its
1,500 signalized intersections,” Connor said.
These traffic controllers at the intersections
are connected to the Dallas traffic operations
center, which routes securely up to Ericsson’s
cloud, which hosts the ITS traffic manage-
ment platform. These traffic controllers,
combined with the video management system
that Ericsson is in the process of deploying,
put tools in the hands of traffic operations
center staff to adjust signal timing drifts right
from the traffic management center.
Another improved traffic element from
these system upgrades, particularly in regards
to safety, is the ability for traffic controllers
to more quickly respond to traffic crashes or
accidents. “By having information like this
very quickly, we can then get our public safety
vehicles out there as quickly as possible,” Rog-
ers said. “We don’t necessarily have to wait for
phone calls to come in. We’ve got to get out
there and try to get those incidents responded
to as quickly as possible because nine out of
10 times you can have secondary incidents
that occur.”
By implementing personalized insight, a
Build Smarter. Work Safer.
feature from the Ericsson ITS software, traffic Be Proactive with Innovative Software for the Field
control center staff have the ability to see traffic Give your foremen the right safety management and job costing tools to
volume counts in all directions at an intersec- create a world-class safety culture while protecting your bottom line.
tion where the traffic system has been updated.
If the traffic sensors detect that the traffic vol- Use HeavyJob and HCSS Safety to get the job done safely,
ume goes below an expected level, the system on time, and on budget.
generates a trigger to alert traffic management
personnel of the traffic backup. If the traffic
operator determines that an incident may have
occurred near a particular intersection, they can
send a notification to the local 9-1-1 call center
regarding the traffic disruption. With the video
management system, traffic operators also can
send the 9-1-1 centers a link to the camera
footage at that particular intersection. This VISIT HCSS.COM
feature allows traffic control staff to dispatch
Write in 763
ROADSBRIDGES.com 27

In the first phase of the traffic management system upgrades in Dallas,
600 signalized intersections were integrated into the system within the
first 60 days of contract go-ahead.
the necessary emergency services to respond to
any particular traffic incident, without relying
on a bystander reporting the incident.
The traffic upgrades in Dallas also benefit
the Dallas Area Rapid Transit (DART) bus
system schedule. The traffic sensors installed
at the intersections have the capability of
connecting to a device in a transit vehicle
that would trigger the light to provide signal
priority to the bus. This capability, in the long
term, will enable the city’s plans for a bus rapid
transit system to be implemented.
“It’s the backbone for enhancing our
public transit systems, where we don’t neces-
sarily have a full bus rapid transit system, but
can start working on areas where the buses
can start to do queue jumping where we have
that signal priority in those locations,” Rogers
said. “And so what we’re trying to do is create
a network that allows the transit to be able to
have that priority, but then as soon as they get
through the intersection, not necessarily be
backed up once again.”
Future benefits
DDOT is looking at a number of other
ways in which the ITS platform can help to
transform the city’s traffic system in the future.
These include improvements to the traffic
sensor network, which can be implemented
for the purpose of targeting vehicles, pedestri-
ans or cyclists. Another objective for the city
of Dallas is to reduce environmental impacts
from city congestion by reducing traffic back-
ups and vehicle idling times, as the upgraded
system aims to keep motorists moving across
the city and surrounding areas.
Part of the next phase for DDOT is to
integrate the ITS technology into the city’s
major road projects. “What we’re trying to do
is make sure we’re coordinating some of these
smart cities principals in these projects,” Rogers
said. “It’s very important for us to look at ways
in which we can start to leverage those funded
projects to bring in the infrastructure that’s
necessary to benefit our community.” Some of
those smart technology improvements the city
is looking to incorporate into future projects

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Dallas is crucial as the next step for the city to
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nected and autonomous vehicles. As such, the
city of Dallas remains open to adopting and
implementing new technologies across their
transportation network. “I think by having that
backbone in an area that can accept potential
technology puts us in a very good position,”
Rogers said. “So as we grow and as the city
evolves, we want to welcome technology
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with the technology companies to help us
understand what we’ve got and how to manage
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For more information about this topic, check out

our website at www.roadsbridges.com.
Write in 764
28 June 2018 • ROADS&BRIDGES
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BRIDGE REHABILITATION

The next
century
100-year-old bridge in San Diego
undergoes huge overhaul

30 June 2018 • ROADS&BRIDGES

By Ebrahim Amirihormozaki, Ph.D., P.E.,
Kelly Burnell, P.E., Jim Frost, P.E., Frank
Gaines, P.E., and Isac Vallejo, P.E.
Contributing Authors

T
he original Georgia Street Bridge,

constructed in 1914, was a 30-ft-

wide reinforced concrete, three-

hinged, three-rib arch bridge.

The bridge was approximately 71.5 ft long

and generally symmetrical about both the
longitudinal and transverse axes. The deck
was a continuous slab system with discon-
tinuous “floating” slabs at the center and the
two end spans. Arch-rib compression hinges
were located at the apex and at the two
rib footing connections of each arch. The
combination of the three arch hinges and
three floating slabs resulted in a structure
that was vertically statically determinate with
a well-defined load path. In contrast, the
lateral load path was complex, discontinuous
and unreliable.
The original abutments are 30-ft-wide and
approximately 30-ft-tall anchor-block walls
supported on narrow footings. The original
abutment walls are 12 to 15 in. thick and
span between four vertical beams placed 10 ft
on center. The vertical beams extend between
anchor blocks (deadmen) near the top of
the walls and a shallow 2-ft-deep passive
resisting embedment at the base of the walls.
The original superstructure was connected
to the abutments through the floating deck
slabs, which were simply supported on the
top of the abutment walls. The floating slabs
were a compression-only connection and had
unreliable transverse shear keys.
The total length of each of the four retain-
ing walls is approximately 640 ft beyond
the limits of the bridge. Each wall’s height
varies from zero to slightly over 30 ft. Where
the wall height exceeds 5 ft, anchor blocks
installed near the top provide restraint.
The anchor blocks were placed near the
top of buttresses that are spaced at 10-ft
intervals. The original walls extended 2 ft
below the sidewalk to develop a small
passive resistance. There are no additional
wall foundations.

ROADSBRIDGES.com 31

A streetcar passes underneath the original Georgia Street Bridge, which was constructed in 1914.
All that was wrong
Over the past 100 years, the bridge and
walls have undergone a substantial number
of repairs and modifications including exten-
sive patching, multiple layers of shotcrete,
filled barrier openings, removal of lighting,
32 June 2018 • ROADS&BRIDGES
and the addition of a thick asphalt overlay
to the roadways on and below the bridge.
Degradation of the concrete and reinforce-
ment is visually apparent throughout the
structure, despite the placement of many
layers of shotcrete.
Write in 766
The 2009 Bridge Inspection Report (BIR)
identified many locations where spalling or
incipient spalling, severe cracks and exposed
bars had occurred. The AC overlay, almost
1 ft thick, was in poor condition, cracked
and worn out. Several concrete spalls on
the exterior arch rib, soffit, columns, barrier
posts and caps also were documented.
Several previous studies had been
conducted to assess repair, retrofit and
replacement options for the bridge. Extensive
material tests were performed. Core samples
of the concrete revealed many parts of the
retaining walls had substandard concrete
quality at placement, poor consolidation and
voids. Also, both the bridge and walls showed
substantial bar corrosion. All told, the bridge
was inadequate to support modern vehicular
live loads.
It’s about strengthening
Based on a seismic assessment and compo-
nent checks of the structures, the lateral load
path of the as-built bridge was poor and could
not be relied upon to resist seismic forces.
The floating slabs within the span could not
transfer transverse loads or tension forces, and

The total length of each of the four retaining walls is approximately 640 ft
beyond the limits of the bridge.
would be a redundancy rather than a relied-
upon mechanism for design response.
The following is a summary of the retrofit:
1. Superstructure abutment soil
improvement;
2. Superstructure abutment retrofit for
passive resistance;
3. Shear wall replacing spandrel columns
of Bent 1;
4. Shear retrofit of the arch ribs with
concrete cover replacement;
5. Replacement of the spandrel columns;
6. Deck slab and barrier replacement,
removal of excess AC;
7. Construction of a 9-in.-thick structural
facing to replace abutments and
retaining walls;
34 June 2018 • ROADS&BRIDGES
8. Abutment wall stabilization with
ground anchors;
9. Retaining wall stabilization with soil
anchors; and
10. Thrust block stabilization.
In addition, the following rehabilitation
items would be addressed:
• Replacement of substandard barriers on
the bridge and retaining walls;
• Lowering of University Avenue to provide
sufficient vertical clearance;
• Increasing lateral bridge underclearance by
wider sidewalks;
• Decorative lighting replacement on bridge;
• Replacement of lighting under bridge; and
• Replacement of sidewalks.
The proposed retrofit plan had a finding of
“No Adverse Effect” on the historic resource.
It was extremely important to the community
that the structures remain intact to the
maximum extent practical and the historic
nature of the bridge be preserved.
Historic preservation of the bridge and
retaining walls was the dominant factor in
determining the retrofit strategy. The environ-
mental approach was to avoid adverse effect
to the historic resource. Several communities
and organizations in uptown San Diego were
engaged during preliminary engineering,
concept approval, environmental clearance
and final design. Historical architects were
retained by the city to evaluate the potential
effects of the retrofit plan on the historic
value of the structures. The engineering team
worked with the historic architects during
design development to optimize the solution.
Adding up the complexity
Reconstruction and retrofit of existing
structures required complex staging and
sequence to ensure stability during construc-
tion and avoid geometric conflicts. The stag-
ing plan was developed to meet the following
minimum requirements:
• Prevent any damage to the arch ribs and
arch rib foundations (protect in place);
• Stabilize the abutments and walls before
lowering the roadway;
• Maintain two lanes of traffic along
University Avenue except during select
nighttime closures;
• Stabilize the top of abutments prior to
demolition of the bridge; and
• Protect the traffic during construction
using a protective cover.
The following major construction stages
were followed in order to meet these mini-
mum requirements:
Stage 1: Stabilization of retaining walls
and abutments
As an initial phase of construction and to
ensure a safe work environment, the existing
abutment walls and adjacent retaining walls
needed to be stabilized using ground anchors
and soil nails, respectively.
During the evaluation of the original
retaining walls, they were found to be stati-
cally and seismically unstable and without
sufficient structural capacity. Therefore,
additional soil nails were proposed to
secure their stability. Stabilization of the
bottom of walls prior to removing the soil
providing the passive pressure at the bottom
of the walls during roadway lowering also
was critical.
Since the existing wall did not have
adequate structural capacity and coring the
wall to install the soil nails reduced this
capacity even further, two vertically adjacent
soil nails in each soil nail column were not
allowed to be installed simultaneously.
The bottom of the abutment walls was
stabilized using ground anchors at this stage
before the roadway was lowered. At the
request of the contractor, part of the new
abutment facing was constructed in stages
after installation of ground anchors.
Stage 2: Roadway lowering and construction of
retaining wall new facing
The University Avenue roadway was
lowered in two different stages to maintain
the traffic flow.
As previously stated, one of the functional
deficiencies of the bridge was the sub-standard
vertical clearance under the bridge. In order to
accommodate standard clearance, the roadway
was lowered almost 2 ft below the bridge. The
lowering started at stations approximately
250 ft away from each side of the bridge and
proceeded together to meet at the bridge.
The contractor proposed lowering the
roadway in two phases after completion of
soil nail installation on all walls. Existing
tracks buried in the roadway were removed
during the second stage of lowering, provid-
ing the contractor the opportunity to remove
them in one single stage.
After the roadway was lowered, new
reinforced concrete facing with minimum
thickness of 9 in. was cast against the existing
walls (to increase its structural capacity).
Stage 3: Bridge demolition
Components of the bridge were carefully
demolished prior to construction of the abut-
ment and wall and new concrete facing. The
protect-in-place arch ribs were then retrofit
by removing the concrete cover, placing
additional transverse reinforcement and re-
covering the arch ribs with self-consolidating
concrete (SCC).
Following wall stabilization and lower-
ing of the roadway, a cover was installed to
protect the traffic underneath the bridge.
Additionally, falsework and temporary
supports were installed to secure the arch ribs
against excessive movement during the bridge
demolition and future retrofit stages.
In addition, four longitudinal bracing
struts were installed underneath the bridge
Far upper left: Added soil nails were proposed
to secure the stability of the retaining walls.
Far lower left: The lateral load path of the as-
built Georgia Street Bridge was poor and could
not be relied on to resist seismic forces.
Near left: During evaluation, the original
retaining walls were found to be statically and
seismically unstable and without sufficient
structural capacity.
ROADSBRIDGES.com 35
‘‘
Over the past 100 years, the bridge
and walls have seen many repairs and
modifications including the addition
of a thick asphalt overlay to the
roadways on and below the bridge.
and spanning from abutment to abutment reinforcement, and covering the arch ribs
to support the abutment walls when the with an SCC mix. In addition, fibers were
bridge was demolished. Note that no ground added to the concrete mix to minimize
anchors were yet installed at the top of the cracking in the new cover concrete.
abutments due to access constraints. To prevent any unexpected issue related
The bridge superstructure and spandrel to pouring the concrete, the contractor was
columns were then demolished in stages. The required to perform mock-up tests to prove the
major concern addressed in the demo plan concrete could flow well within the formwork,
was to avoid damage to the arch ribs due to through the concrete cover gap, and result in
the demolition operation or uneven loading the proper smooth finish. The use of the mock-
during removal of the superstructure. up tests led to a concrete mix with no macro
fibers and a microfiber content of 1.5 lb per cu
Stage 4: Arch rib retrofit yd to develop the adequate flowability.
The next stage of construction was
the retrofit of the arch ribs. The retrofit Stage 5: Bridge reconstruction
consisted of the removal of the arch rib The full bridge reconstruction will be the
concrete cover using, primarily, scoring lines last stage of construction with the University
and hand tools, the addition of transverse Avenue roadway finish work. The bridge
One of the major wall construction challenges was hole caving while drilling the soil behind the existing retaining wall to install soil nails.
36 June 2018 • ROADS&BRIDGES
spandrel columns, deck and rail will be
placed and poured with the finished bridge,
providing an attractive and safe crossing which
preserves the historic essence of the original.
Sudden challenges
The following challenges were encountered
during construction; the contractor, design
team, and resident engineer team worked
collaboratively to resolve the issues.
Soil nail drill hole caving: One of the major
wall construction challenges was hole caving
while drilling the soil behind the existing
retaining wall to install soil nails. The contractor
proposed using a steel casing method in which
the casing moved into the hole as the hole was
being drilled. After the hole was reached to
the drilled length per plans, the soil nail was
installed. The grouting was the next stage of
construction as the steel casing was simultane-
ously withdrawn from the hole. Using this
method, the hole was protected against caving
during drilling and grout injection.
Existing wall concrete: Another challenge
during stabilization of the wall was the
unsound wall concrete and exposed rebar that
Write in 769
 Top: A bridge inspection report identified many
locations where spalling or incipient spalling,
severe cracks and exposed bars occurred.

Middle: Components of the bridge were

carefully demolished prior to construction of the
abutment, wall and new concrete facing.

Bottom: The full bridge reconstruction will

be the last stage of construction with the
University Avenue roadway finish work.

could not properly transfer the load from the

soil nail bearing plate to the soil. Although this
load path was secondary after construction of
the retaining wall’s new facing, it was the only
load path to ensure the wall was stabilized
prior to the roadway lowering. The design team
proposed additional reinforcement and repair
of the wall using concrete patch to prevent
local structural failure of the existing wall.

Existing wall curved alignment: According to

as-built plans, the existing walls should follow
straight alignments. However, survey data
showed non-straight alignment of the existing
wall due to long-term lateral deformation of
the walls and localized failure of some anchor
blocks at the top of the walls. To provide
straight alignments for the new facing on
the walls, the team revised the new facing
layout lines. It was challenging to revise the
wall alignment such that the thickness of the
new facing was still reasonable, and adequate
sidewalk width remained.

Unknown utilities: Although most of the

utilities below grade were listed in the con-
tract document, the contractor was required to
implement reliable methods, such as pothol-
ing, to identify and relocate or avoid potential
unknown utilities during construction. Several
previously identified utilities were relocated
during roadway lowering. However, some
unknown utility pipelines were found in the
existing wall while coring for the soil nails.
In order to avoid these utilities and also the
existing wall reinforcement, with collaborative
work between the design and construction
teams, the soil nails were shifted according to
revised calculations by the design team. R&B

Amirihormozaki was with Kleinfelder Inc. at the time of this

writing. Burnell and Frost are currently with Kleinfelder.
Gaines and Vallejo are with the city of San Diego.

For more information about this topic, check out

the Bridges Channel at www.roadsbridges.com.

38 June 2018 • ROADS&BRIDGES

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HIGHWAY MAINTENANCE
All over
the road
New technology puts focus on every
part of the pavement—and beyond
W
By David Dennis hen we think of a roadway,
Contributing Author
most of us think of the
asphalt or concrete that we
are riding on.
Little thought is given to the ditches
that line our roads or how water flows off
our roadways. A Texas A&M Transportation
Institute (TTI) researcher has come up with
an automated way of determining if those
ditches are doing their job properly and keep-
ing water flowing where it should.
Most transportation agencies maintain an
extensive data collection catalog documenting
40 June 2018 • ROADS&BRIDGES
the performance of roadways in a state.
Charles Gurganus, associate research engineer
in TTI’s Pavements and Materials Division, is
studying an automated method of providing
highway agencies and roadway managers with
right-of-way line to right-of-way line roadway
surface geometric information.
Guiding light
Utilizing LiDAR (Light Detection and
Ranging) technology, Gurganus is able to col-
lect extensive roadway geometric data, includ-
ing roadway cross slopes, super elevations,
front slope steepness and drainage areas on a
roadway. The technology also can determine
the depth of a roadside ditch and its offset

related to the nearby pavement structure. All
data can be collected at highway speeds.
“It’s almost like we are proving what has
always been intuitive about roadway work.
We think shallow ditches close to the edge of
the pavement may cause pavement problems.
We think deeper ditches farther away from
the pavement edge with a good longitudinal
grade are more desirable. Now we can
measure that at a network level and compare
it to pavement performance,” Gurganus said.
LiDAR is being adopted rapidly. Industry
and highway agencies are trying to determine
the best way to use it. There are three different
types of LiDAR data. There is traditional terres-
trial LiDAR used for static purposes. The laser
Left: A TTI vehicle equipped with LiDAR technology to collect roadway data.
Above: A data collection map charting rutting inside and outside the wheelpath on a roadway.
is placed on a tripod and used for surveying.
It is typically extremely accurate and can help
develop accurate visualization of structures.
Mobile LiDAR is what TTI is using. It is
mounted to a truck, boat or ATV. Mobile
LiDAR provides lots of information that
allows users to make good engineering
decisions. Because it is mobile, it is not survey
grade unless some additional steps, such as
benchmarks, are included. For mobile LiDAR,
one has to decide whether the data is being
used to reach an engineering decision or for
detailed design plans.
Airborne LiDAR mounted on drones or
airplanes is used for broad mapping. It was
seen in action on a recent television show
where an overgrown area was surveyed to see
if the contours of a man-made structure could
be detected, even though the site was buried.
The hardware that is mounted on TTI’s
trucks is mostly off-the-shelf equipment. The
technology is a single boom-mounted laser
device mounted 10 ft in the air. TTI uses a
German-manufactured laser with a software
suite developed by the Finnish company
Roadscanners. It contains a 3-D accelerometer
known as an Inertial Measurement Unit
(IMU). IMUs have been common in the avia-
tion industry for years. A video camera captures
images that can be matched to the GPS data.
An industrial on-board computer is used to
store the initial data. Data is then transferred to
a removable terabyte external drive.
TTI recently purchased an additional
truck and equipment to expand it capa-
bilities. The turnkey cost of the system was
approximately $140,000.
Gurganus hopes to link road distress
problems to the collected data. “We know
this roadway is having performance problems
from a distress standpoint. How does that
relate to ditch depth and offset? If a roadway
is performing poorly, such as alligator crack-
ing or rutting, we can now show that it has a
shallow ditch close to the pavement’s edge. If
repairs are going to be made, we can deepen
the ditch and move it away from the pave-
ment. It’s a more holistic repair approach,” he
said. This gives highway agencies an entirely
new data set to have a better understanding of
the behavior or health from right-of-way line
to right-of-way line.
The challenge is the amount of data LiDAR
produces. In mobile use, it produces 250,000
points per tenth of a mile. The ability to store
the data and access it is still evolving. As
Gurganus noted, “It’s how to go from being
data rich to being information rich. How do
we supply the client with information-rich data
that meets their needs?” Unlike the equipment,
ROADSBRIDGES.com 41
FROM SMALL
TO LARGE AND
EVERYTHING
IN BETWEEN
Utilizing LiDAR technology, researchers are able to collect extensive roadway geometric data,
including roadway cross slopes, super elevations, front slope steepness and drainage areas on a
roadway. A quarter-million data points are derived per one-tenth of a mile.
there is a scarcity of off-the-shelf post-process-
ing applications to digest all that information.
Each manufacturer supplies software with their
equipment. TTI has had to create tailor-made
software to successfully manage data related to
surface drainage and hydroplaning.
A recent project in south Texas highlights
the value of the LiDAR holistic approach.
A section of roadway was being patched
almost weekly. Based on a LiDAR survey, TTI
WE HAVE A
recommended a full-ditch grading plan to fix
the issues. If drainage water is flowing deep
enough, water infiltration to the pavement
DIAMOND BLADE can be stopped. The contractor is actively
working on the drainage plan. “Maintenance
FOR THAT departments want to immediately go in and
do something to the pavement, and assume it
will solve their problems. They’ve been doing
something on a particular stretch of pavement
for 10 or 15 years, but the problems remain.
We want to make sure that drainage works
properly before we fix anything related to the
pavement,” Gurganus said.
Write in 771
Gurganus is excited about the possibility of
using LiDAR data to predict roadway segments
that might be susceptible to hydroplaning.
“Hydroplaning is really a series of very unfor-
tunate events that all take place at the same
time. Only two are under the control of a state
highway agency—the geometry of the surface
and the texture of the pavement. There’s
nothing that can be done when the posted
limit is 65, it’s raining cats and dogs, and the
motorist is travelling 72 and has bald tires.
But with LiDAR data, agencies can identify
geometry that might not provide optimum
drainage conditions. This doesn’t mean that
the agency has done anything wrong. Many of
our roadways are 50, 60 or 70 years old. There
are more cars, and people drive faster, so using
LiDAR technology might help find vulnerable
spots along the network,” he observed.
Gurganus has been gathering surface data
and dividing it into 1-ft by 1-ft grids. This is
a technique used to analyze large watersheds
and drainage basins. Using LiDAR data, we
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WINTER MAINTENANCE
Everyone’s a scientist
C
Plow operator feedback
is the right formula
By Stephen J. Druschel,
Ph.D., P.E., F.ASCE
Contributing Author
46 June 2018 • ROADS&BRIDGES
learing snow from roadways is an
effort as old as roadways them-
selves, at least in cold climates.
Truck-mounted plows came into wide use
in the 1920s. Abrasives such as sand, coal
bottom ash or clinker were used to increase
friction on icy roadways, once plowed. During
the winter of 1941-42, New Hampshire
became the first state to establish a systematic
use of salt for deicing. About 1 million tons
of salt were used per year for deicing in 1950;
by 1970, 10 million tons per year were being
used, an amount that has remained consistent
though adjusted by winter-to-winter variation
according to the U.S. Geological Survey. The
rapid increase of salt usage from 1950-1970
coincides with the rise of driver expectation
for bare pavements during any winter condi-
tions (other than storm events).
Deicer distribution techniques on road-
ways have progressed from basic to quite
advanced over time:
• 1940s: Stationing of a shoveler in the
back of a dump truck;
• 1950s: Installation of a spinner plate
below a gravity-fed chute for full
roadway broadcast;
• 1970s: Distribution through a smaller
spinner plate or line drop onto high
side of travel lane to encourage under-
cutting of ice through brine drainage;
• 1980s: Incorporation of pre-wetting
treatment on granular deicer to improve
roadway adherence and resistance to
bounce or blow-off;
• 1990s: Introduction of pre-storm chemi-
cal treatment of pavements to anti-ice;
• 2000s: Matching deicer spreading
technologies with “smart vehicle” tech-
niques such as maintenance decision
support system (MDSS), automated
vehicle location (AVL) and road weather
information systems (RWIS); and
• 2010s: Introduction of brine-blending
systems and multi-component liquid
chemical systems.
Deicing material selection has been a
consideration constant since the introduction
of deicing as a technique, as cost-benefit
analyses have accompanied the use of rock
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salt (bulk-mined sodium chloride), solar salt (formulate hypothesis, predict outcome, test
(evaporated remains of solution mined or sea outcome and analyze results) is a vibrant
water-originated salt), magnesium chloride, presence in the cab of every plow truck, as
calcium chloride, acetates, alcohols, carbohy- operators study storm events, plan their deicing
drates and any other product available in bulk efforts, plow and spread deicer, then review the
that can reduce the freeze point of water. outcome perhaps 60 minutes later on a follow-
ing pass of a plow truck route. Every driver who
Finding the treasure trove repeats a route is immediately confronted with
Roadway deicing and snow removal has a comparisons, whether between the current pass
rich tradition of observational science, both and the previous one, the current storm and the
during operational aspects and in stand- last one, or the current winter and the coldest/
alone research studies. The scientific method stormiest/biggest winter in past memory.
The AMS PowerCore™ 9400 and 9410 allows you to core a small-
diameter hole through which you can collect clean core samples or
collect intact concrete and asphalt cores for testing and sampling.
Types of investigations performed with the PowerCoreTM
• Geotechnical • Groundwater depth
• Soil investigations • Depth to bedrock
for new roads • Frost heave
• Delineation of • Roadway settlement
soft subgrade • And more!
“Idaho Transportation Department... has purchased 3
custom-built AMS PowerCore Systems over the years... Not
only have we seen an increase in productivity but increased
safety for our drill crews and the traveling public. “
-- Idaho Transportation Department Personnel
800.635.7330 | 208.226.2017 | ams@ams-samplers.com | www.ams-samplers.com
Write in 776
48 June 2018 • ROADS&BRIDGES
While drivers are a treasure trove of results,
the difficulty comes with comparison between
locations or even geographies. If it “plays in
Peoria,” will the same technique play with
a dry ground blizzard in Minnesota, wet
Nor’easter snow in Maine, or deep mountain-
pass snow in Colorado? Sometimes, the
question is simpler: Will a given technique
work as well on the back side of a hill, where
the sun may not shine at quite the same angle
or the wind blows a bit colder?
Even further is the need for comparisons
across exactly similar conditions, a tough call
when weather changes quickly, the sun moves
throughout the day, traffic comes and goes,
and slight variations in wind can cause big
differences in snow character.
Experimental phase
Minnesota State University at Mankato, in
collaboration with the Minnesota Department
of Transportation, has developed a series of
experimental units in three different settings,
broadly grouped as:
• Temperature-controlled (-30°F to 30°F)
laboratory specimens:
° Ice coupons; and
° Pavement patches.
• Natural weather, controlled traffic-
dedicated pavement areas:
° Test lanes, 1,000 ft long for plowing,
deicing and traffic up to 35 mph;
° Test strips, 50 ft long by one lane
width; and
° Test lines (compacted snow
wheel line).
• Actual roadway sections on elevated
highway:
° Roadway lanes: passing lane, travel
lane, ramp merge area, shoulders;
° Northbound and southbound;
° Defined pavement drainage area; and
° Off-road underlying area, plow cast
deposition zone.
These experimental units allow side-by-
side comparisons to determine the effective-
ness of various approaches. Chloride measure-
ments in melt waters or drainage are helpful,
but simple observations by eye provide most
of our results. Time-lapse photography using
“game cameras” or a single-lens reflex digital
camera with a telephoto lens worked well to
document plowing and melting conditions, at
least during daylight hours. Thermal imagery,
expensive but detailed, provided a nuanced
look at melt mechanics by salt deicers in
particular. Ice base creation procedures were Ionic concentration also is a factor for chloride) was selected for use during all
developed but remain somewhat difficult to which higher is better at ice melt concentra- field evaluations. Rock salt has an ice melt
do on actual (non-laboratory) pavements in tion, which is why the magnesium and capacity of 8 when applied at 28°F, 4 at
winter conditions without a ready supply of calcium chloride products (with two chloride 20°F, and zero at 12°F.
cold water. ions per molecule) have higher ice melt
capacities than sodium chloride products Deicer pre-wet and
Complete evaluations with only one chloride ion per molecule. traffic effect testing
Tests are done not by experts in plowing Ionic concentration also is why salts outper- Pavement treatments were evaluated for
or deicing, but by civil engineers working form sugars and carbohydrates such as those deicers with pre-wets, application of traffic,
in a laboratory or field setting. So how are derived from corn or soybean residuals. and traffic-timing effects. Not using a pre-wet
factors identified for testing? By listening to Because of its widespread use and on deicer materials made a substantial and
operators, particularly when probed with relative low cost, rock salt (mined sodium significant difference when attempting to deice
questions about preferred techniques and why
the operators think they work. Discussions
between operators or groups of operators from
different truck stations have yielded significant
benefits about factors of uncertain effect. Civil
engineers then design experiments around
the observations reported by the operator,
in an effort to document benefits and assess
improvement in effectiveness.
Evaluations performed have included:

• Ice melt capacity by deicer, deicer plus

pre-wet and temperature;
• Activation speed of deicers;
• Solar enhancement of deicing by
salt coloration;
• Pre-wet improvement to melt initiation;
• Pre-wet bounce inhibition;
• Anti-icer persistence by precipitation
amount and pavement type;
• Chloride removal by plow cast;
• Deicier performance by application rate;
• Enhancement of deicing by pre-wet
application;
• Enhancement of deicing by traffic
application, type and amount;
• Variation in plow performance by plow
type, material and truck speed;
• Variation in clouding around plows by
plow type and truck speed; and
• Variation in plow performance and
deicing by snow characteristics.

Lab results
A wide variety of chemical treatments are
now available for deicing. In laboratory stud-
ies, over 50 deicer and anti-icer compounds
and compound blends were evaluated for
ice melt capacity in over 1,400 determina-
tions, at temperatures ranging from 30°F
to -30°F. Values of ice melt capacity ranged
from zero (no melting caused) to 12.7 mL Distributed by:
brine created/g of deicer (or mL of deicer Brokk Inc. | Monroe WA | 1-360-794-1277 | info@brokkinc.com | www.brokk.com
brine) applied, and were generally found
to be strongly associated with temperature.
Warmer is almost always better.
Write in 777
ROADSBRIDGES.com 49
 With dry snow, delay-of-traffic application
may slightly increase the improvement to deic-
ing of the traffic, as tread churn and tire spray
occurs when the deicer has become activated
in moisture created by melted snow and ice. It
appears that the dry snow needs some time to
develop moisture for the deicer to work, and
the delayed tread churn and tire spray promotes
distribution of activated (moistened) deicer.
With moist snow, a delay-of-traffic applica-
tion may slightly reduce the traffic improve-
ment to deicing of the traffic, interpreted as
tread churn, and tire spray applied earlier
promotes the distribution of the deicer
while the deicer is fully effective, prior to the
deicer being solubilized into the snow or ice
structure and used up.
Any potential interaction between the use
of pre-wetting and the application of truck
traffic for moist snow conditions appeared
to be dominated by the improvement due to
truck traffic; no specific interaction benefit is
identified. However, it was hypothesized that
the interaction of truck traffic with the use of
a pre-wet for very dry snow conditions would
likely demonstrate substantial benefit.

Getting it to melt
Pavements were studied for dissolved
solids response in runoff during precipitation
events after applications of different deicer
materials. Total dissolved solids concentra-
tions were similar across all evaluated tests,
starting at relatively high levels, rising up
sharply to a peak concentration of around 8%
concentration typically by 0.02 in. precipita-
Top: Civil engineers designed winter maintenance experiments around the observations reported by tion, then declining quickly to a low residual
operators in an effort to document benefits and assess improvement in effectiveness. concentration by perhaps 0.12 in. precipita-
Above: Pavement treatments were evaluated for deicers with pre-wets, application of traffic and tion where the concentration remained steady
traffic-timing effects. Not using a pre-wet on deicer materials made a substantial and significant with increasing precipitation. The decline was
difference when attempting to deice in very dry snow conditions. interpreted as flushing out the chloride and
other dissolved materials, and would likely
in very dry snow conditions, even though the improvement when the snow condition was result in a runoff that would freeze near the
temperatures were considered warm (35°F). moist. The improvement generally took the pure water freeze point of 32°F.
On a colder day (25°F) but with moist snow form of open pavement areas forming sooner Cumulative totals of dissolved solids
conditions, pre-wetting deicer seemed to and becoming wider than without the traffic also were similar across all evaluated tests,
make little difference. Deicing efficiency and condition. As noted during a previous study increasing quickly during the initial precipita-
effectiveness were observed to be greater with from the winter of 2015-16, truck traffic tion, then slowing the increase and reaching
damper conditions (either natural moisture or appears to improve the contact area of the to a deicer-specific maximum level. Tests
pre-wet moisture when the snow is very dry), solid deicer and allow the solid to reach more performed with other anti-icer mixtures and
which is interpreted as moisture improving of the water matrix for the ionic separation variations on organic content and composi-
the activation and migration of the chloride of the solid material, with the concurrent tion suggested that the total dissolved solids
through the snow structure for broader lowering of the melt point. and the cumulative dissolved solids have
distribution of the deicing effects. Car traffic was found to provide similar similar behaviors no matter what the mixture,
Truck traffic applied to a snow/ice surface benefits to truck traffic, but to a lesser extent. only the magnitudes differed.
after a deicer application was found to pro- Delay in traffic application after deicer dis- Moisture condition on the pavement surface
vide a modest improvement when the snow tribution showed conflicting results, most likely may well be a substantial factor in determin-
condition was very dry, and a substantial dependent upon the snow moisture condition. ing anti-icing success, supporting previously

50 June 2018 • ROADS&BRIDGES

Write in 778
‘‘
Roadway deicing and snow removal
has a rich tradition of
observational science, both
during operational aspects and in
stand-alone research studies.
developed ideas. Some persistence benefit was Temperature did not seem to be a factor in
observed to be derived from increasing organic the speed of either the melt initiation or the
content within the anti-icer mixture. melt expansion, other than as caused by the
Deicers also were studied for melt initiation change in ice melt capacity between different
and expansion characteristics. Finer-sized deic- temperatures. Pre-wetting the deicer did not
ers appeared to initiate melt faster than coarser- appear to affect the melt initiation, although
sized deicers of the same material, interpreted the lack of behavioral difference may be
as melt initiating over a broader area related caused by the high moisture content of the
to the increased amount of total grain-to-ice ice sheet used for testing, rather than the
contact area for the finer-sized deicers. Melt lower moisture content associated with some
expansion appeared to have differing mecha- compacted snow material.
nisms for the fine and coarse deicers, as coarse Cast, clouding, cut (scrape quality), and
particles penetrated far into the ice sheet while compaction were evaluated and documented
fine particles acted predominantly on the for individual plows under a given set of con-
surface of the ice sheet. Wind blow and bounce ditions: differing speeds, differing locations
would, of course, affect the deicer differently, with different snow structure, and at differing
depending upon the grain size. snow moisture and temperature conditions.
Similarities and differences were considered
for the range of plow types, but limited pat-
terns were identified suggesting factors not yet
isolated may be playing significant roles.
Strong comparisons
The need for both effectiveness and effi-
ciency in winter roadway maintenance has
every plow operator, maintenance supervisor
and roadway driver making evaluations
about plow and deicer performance. By creat-
ing a framework for side-by-side compari-
sons, best practices can be determined across
temperature, snow, sun, moisture, traffic,
pavement and wind variations. Empower-
ing winter maintenance personnel to be
scientists, benefits can be realized in a triple
bottom line of reduced costs, less labor and
more efficient equipment use, plus improved
environmental protection through lowered
chloride use. R&B
Druschel is with Minnesota State University, Mankato, Minn.
For more information about this topic,
check out the Maintenance Channel at
www.roadsbridges.com.

Arch Bridges
Bridge Approach Embankments
Bridge Abutments
Bridge Widening
Phased and Temporary
Construction
Accelerated Bridge Construction
Heavy Loads
Reinforced Earth® | T-Wall®
Retaining Walls · Arches · Sound Walls · Barrier Dallas Horseshœ Project
Dallas, TX

© 2018, The Reinforced Earth Company. R

and the cruciform panel shape are registered trad

Write in 779
52 June 2018 • ROADS&BRIDGES
Write in 780
 EQUIPMENT FOCUS: ATTACHMENTS & LIGHT EQUIPMENT
Cold starting
The Doosan Portable Power P185WDO air
compressor is powered by an FT4 Doosan D24
engine with a diesel oxidation catalyst aftertreat-
ment system. The engine provides the P185
with reliable power and improved cold starting
capability, while delivering a 7% increase in
fuel efficiency compared to previous models.
The P185 offers lower sound levels at 74 dBA.
The P185WDO delivers 10 hours of runtime at
100% load and 500-hour service intervals. The
P185 is the most widely used model in the air
compressor lineup. With 100 psi at 185 cfm,
it meets the needs of a variety of applications,
from powering handheld air tools to sandblast-
ing, sprinkler and irrigation line blow-out, cable
laying, and pipeline testing. Write in 912
Pump
it up
Three high-
flow pumps
from Atlas
Copco Power
Technique
feature open-
frame pump
systems which
consist of
a highly
efficient diaphragm pump with a semi-open
impeller and a large separator, allowing the
pumps to pass true 3-in. spherical solids.
Air is separated from the liquid and sucked
by the vacuum pump, making automatic
and efficient priming possible. Both wet
prime and dry prime options are offered.
The PAS line includes the PAS 100, a 4-in.
pump accommodating flows up to 1,232
gal per minute; the PAS 150, a 6-in. pump
accommodating flows up to 1,430 gal per
minute; and the PAS 200, an 8-in. pump
accommodating flows up to 3,655 gal per
minute. Hinged doors allow for easy access
to the pump housing. Write in 915
Tunneling tool
The SB 302 and SB 452 Tunnel versions of
the Solid Body hydraulic breakers from Epiroc
are suitable for excavators in the weight class
from 4.5 to 13 tons and standard underground
scalers. Service weights are 690 lb for the SB
302 and 990 lb for the SB 452. Piston lifetime
in the Tunnel versions are extended by a new
piston in stainless steel, while bushing seat wear
is minimized by a press-fit, one-piece bushing
locked by an additional pin. An exchangeable
wear plate protects the hammer body, and
durability is enhanced by heavy-duty retainer
bars and a locking pin. The tunneling tool with
a collar supporting a robust front shield and
dust cover minimizes the dust intake when
working on overhead areas. Write in 913
Impulse force
The PC4, PC7 and PC10 high-performance
vibratory plate compactors are three of the new-
est Worksite Pro attachments from John Deere.
These models are compatible with a variety of
Deere compact excavators and backhoes. The
plate compactor weight’s mass is further away
from the shaft to provide increased impulse
forces up to 8,000 lb and improved compaction
rates when working with compact granular
soils. Delivering 4,000 lb of impulse force, the
PC4 model is available in a 13-in. width. The
PC7 delivers 6,400 lb of impulse force and is
available in an 18 in. width, while the PC10
model delivers 8,000 lb of impulse force in a
24 in. width. All three models boast 2,000-rpm
frequency at regulated flow. Write in 916
Lighting up
The CPLT V4W
light tower from
Chicago Pneu-
matic features
a Kubota 8-kW,
three-cylinder
water-cooled
engine and Red
Rock enclosure
made of polyeth-
ylene. The CPLT
V4W features
four metal halide
floodlights at 1,000 watts. With a 42-gal fuel
tank, the light tower is capable of 90 hours
of operation with all four lamps before
refueling. The CPLT V4W includes indepen-
dent circuit breakers and an hour meter and
key switch for quick starting. This model
includes power outlets of 120 volts and 240
volts to run other tools on the jobsite. A
galvanized vertical five-section mast can be
raised to 25 ft high with block spacers to
reduce mast friction. The light tower is 71
in. long, 54 in. wide, 117 in. tall and weighs
over 1,800 lb. Write in 914
Vibration control
The M-Box vibration control solution from
Minnich Manufacturing is a control speed
power converter that enables high-cycle vibrator
operators to control the speed/vibrations per
minute (VPM) of up to two vibrators. The
M-Box minimizes time and cost associated with
patching structural concrete surface blemishes
caused by excessive vibrator speeds. The faster
the vibrator speed, the more water separation
occurs and collects on the form faces. M-Box
operators can select from speeds of 6,000,
8,000, and 10,800 vpm. The product converts
the 230-volt, single-phase outlet of a 3,500-watt
generator to 230-volt, three-phase output,
allowing operators to choose a constant speed
under different concrete loads. Write in 917
ROADSBRIDGES.com 55
 PRODUCT PORTFOLIO

Patch and service

Modern mid-range gasoline flat saw helps boost efficiency

T
he Husqvarna FS 3500 G is a modern
flat saw with a robust design that is
perfect for small to medium patch
and service jobs, making it an ideal tool
for any sawing contractor. The FS 3500 G
is a 37-hp mid-range gasoline flat saw with
a cutting depth capacity of up to 12 3/8 in.
when using a 30-in. diamond blade. The FS
3500 G can help efficiently perform jobs in
concrete or asphalt with carefully selected
features that allow the user to get the most
out of every cut.
The FS 3500 G features a Poly-V blade-
shaft drive system with automatic tensioner
that helps reduce vibrations and increases
production by transferring more power to
the bladeshaft than typical v-belt systems.
The automatic belt tensioner maintains
constant pressure on the Poly-V belt to
provide stable power levels at the bladeshaft
and eliminates the need to manually tension
the bladeshaft belts.
The saw comes standard with an engine
tachometer, hour meter, quick disconnect
blade flanges and water safety blade protec-
tion. The tachometer enables the operator
to monitor engine RPMs and performance.
The hour meter tracks hours used and
service intervals. The quick disconnect blade
flanges assist when the blade is pinched in
the cut. When activated, the water safety heavy-duty cutting arm with a three-bolt a low profile makes it easy to handle
blade protection automatically shuts off the joint to increase longevity and durability and transport;
engine if water is lost, keeping the blade from in all conditions. The K 770 features the • Automatic belt tensioner—increases
overheating and going out of tension. The saw Husqvarna DEX dust suppression system, blade lift and uptime. Low cost for
also can be equipped with an optional water which extinguishes dust while minimizing the owner;
pump kit and/or light kit. Available blade water consumption and slurry. The FS 3500 • Self-propelled—for easy operation and
guard sizes are 20 in., 26 in. or 30 in. G and K 770 make a perfect pair for concrete comfort. Lowers operator fatigue;
Contractors also can add the brand new and asphalt repairs. • Dependable design—box frame is the
Husqvarna K 770 power cutter to aid the All in all, the sturdy mechanical features most rigid available and adds longevity
FS 3500 G by finishing cuts in tight areas found in the FS 3500 G make it an excellent to the bladeshaft and bearings;
where the flat saw cannot reach. The K 770’s choice for users who need to perform tough • Adjustable handles—provides a more
exclusive spring-loaded, semi-automatic jobs with professionalism. It is the perfect saw comfortable position to the cutting side
SmartTension technology makes it easy to to add to a municipality or contractor’s fleet. for easier alignment and straighter cuts.
ensure that the drive belt is always kept in Benefits include: The handles also can be recessed for
the correct tension, ensuring optimal power transport; and
transmission as well as maximum life of • Light, easy to maneuver and oper- • New 37-hp CH1000 Kohler gasoline
the belt. The power cutter also features a ate—the well-balanced design with engine. R&B

Husqvarna Construction Products • 800.288.5040 • www.husqvarnacp.com

ROADSBRIDGES.com 57
 PRODUCT PORTFOLIO
Stabilizing agent
Base stabilizer produces base layer with enhanced strength and durability
O
ver time asphalt pavement
degrades. This deterioration is
caused by many factors, including
thermal cracking, traffic loading and even
poor construction. In the past, the most
common methods to repair the failed
asphalt were to either apply hot-mix asphalt
(HMA) overlays or to perform a complete
reconstruction of the section. To reconstruct
a pavement section is very expensive and
time-consuming, and although the overlay
method is fast and less expensive, it does
not always provide a long-lasting solution,
and eventually previous cracks reflect up
to the new layer of pavement, requiring
further repair.
Full-depth reclamation (FDR) is a
recycling technique where the existing
asphalt pavement and a portion of the
underlying granular material are blended to
produce an improved base course. FDR is an
environmentally friendly alternative in road
rehabilitation. Additives are often used in
Team Laboratory Chemical Corp. • 800.522.8326 • www.teamlab.net
58 June 2018 • ROADS&BRIDGES
this process which is referred to as stabilized
full-depth reclamation (SFDR).
Team Laboratory Chemical Corp. has
developed a very economical patented base
stabilizer for stabilizing reclaimed base mate-
rial and aggregate base material. The product
is Base One.
Base One base stabilizer is a concentrated
liquid stabilizing agent that is incorporated
with water to produce a homogeneous
base layer with enhanced characteristics for
strength, stability and durability. Improve-
ments to strength and stability translate into
improved performance of the supported
pavement structures. Base One is patented,
safe, easy to use and economical—12 cents
per sq yd per in. stabilized.
Base One stabilizes and enhances the
base material through its detergency,
lubricating and bonding properties. Base
One dries to form a tough, tightly adher-
ing inorganic, insoluble bond that lasts
indefinitely. Base One will react and release
sodium and bond with elements present:
calcium, magnesium, iron, aluminum and
other minerals in the earth’s soils. Base
One then forms an insoluble bond resis-
tance to change.
Base stabilization can improve the
pavement structure in many ways includ-
ing shear strength, modulus (stiffness),
durability, resistance to fatigue and grade-
change restrictions.
Stabilization provides stability to unbound
FDR material as well as aggregate base
material between final base and paving. It
also provides a good platform for placing
pavements and enhances the ability to obtain
more uniform density in asphalt.
Base One also is beneficial when incorpo-
rated into aggregate roadways to help prevent
gravel loss, pot holes and washboarding, and
helps reduce blading frequency.
For more Base One information including
project profiles, test results and videos, visit
www.baseone.net. R&B

Pushback reverse
Vehicle swept path analyis software sees significant enhancements
T
ransoft Solutions Inc., developers of
transportation engineering design
software, has introduced a new version
of AutoTURN, the vehicle swept path analysis
software of choice for engineers, architects
and planners. An industry standard for more
than 25 years, AutoTURN is trusted in over
120 countries, including 95% of U.S. state
departments of transportation.
“We are committed to the continual
improvement and innovation of our AutoTURN
products. We want to ensure our users get the
most accurate results and the best user experi-
ence possible,” said Andres Velez, product man-
ager. “In this release we introduced new features
that were a direct result of user feedback.”
Transoft Solutions • 888.244.8387 • www.transoftsolutions.com
With version 10.2, AutoTURN users have
a new option to perform reverse maneuvers
for tractor-trailer combinations. Requested
by users, “pushback reverse” provides more
control over steering in reverse, resulting in
more realistic results. Also, creating a new
tractor-trailer combination is now even easier
with the ability to quickly combine different
parts of vehicles in our database.
AutoTURN’s already comprehensive vehicle
libraries have been updated, including design
vehicles from Australia, Bahrain, Canada, the
Netherlands, the U.K. and the U.S.
Users of AutoTURN Pro also will see signifi-
cant enhancements to the software. AutoTURN
Pro’s 3-D clearance analysis capability is even
PRODUCT PORTFOLIO
more flexible, now with the ability to create
independent 3-D envelopes for vehicles and
their loads. IntelliPath automation also has
been improved. Users can simulate more
detailed vehicle movements by adding
waypoints. The software also can calculate the
maximum possible speed on a given route.
AutoTURN Pro Maintenance Assurance
Program (MAP) subscribers will receive over
250 vehicle models based on manufacturer
specifications, which can be used for accurate
analysis and for creating attractive presenta-
tions in 2-D and 3-D.
AutoTURN and AutoTURN Pro 10.2 are
available for purchase in English, French,
Spanish, Italian and German. R&B
ROADSBRIDGES.com 59
 PRODUCT PORTFOLIO

Three’s company
A trio of pavement equipment products designed to make quick work

C
rafco has been delivering confidence
through innovation, quality and
value since 1976 as one of the
leading manufacturers—both in quantity and
variety—of packaged-pavement preservation
products for asphalt and concrete. These
products include hot-applied crack sealants,
silicone joint sealants, hot-applied mastics,
and cold mix for pavement-surface patching
and repair.
All Crafco preservation products and
equipment are manufactured with pride right
here in the U.S.
Crafco’s Super Shot Series models are
easy to use and hardworking pavement-
preservation solutions for municipalities
and small contractors. Available in three
sizes (60, 125 and 250 gal), the Super Shot
models offer flexibility, performance and
affordability. All Super Shot models are
constructed of high-quality, durable steel
and feature double-wall construction and
efficient, reliable engines. They also include
Beckett Burners and internally mounted
pumps that require less maintenance and
offer more production time than competing
brands. The models also feature heated
hoses and wands with pump-on-demand
triggers. The integrated operator-control
system assures fast and easy startup and
shutdown. Crafco Super Shot melters are
compact units and well-adapted for many
situations including local roads and parking
lots. They are an ideal, safety-first choice for
contractors and agencies. inside the sealant tank achieves a 95% heat within specifications at all times. The Patcher
Crafco E-Z Series II melters are high- efficiency resulting in faster melting and has angled and staggered agitation blades
performance models designed and built for constant operating temperatures. Automatic that provide superior material agitation and
laying down miles of crack sealant. Available electronic controls and modular design add aggregate suspension for a consistent material
in three sizes (500, 1,000 and 1,500 gal), to the efficiency of these fourth-generation blend. A 6:1 gear box delivers high torque to
these flexible melters can accommodate Crafco melters. They are the models of eliminate agitation stall when using high-
the performance and budget demands of choice for the pavement-restoration industry density material.
the toughest jobs. The E-Z Series II achieves because of their safety features, ease of use The Patcher is equipped with many
high-performance levels that competing and low labor/operating costs. safety features, including an automatic
products struggle to match. Features such as The Crafco Patcher is an oil-jacketed shutoff on the lid to prevent injuries during
heated hoses and electronic controls make melter specifically designed to melt mastic operation. With an array of options—such
the E-Z Series II melters the most produc- sealants. The Patcher features digital controls as the heated swivel chute—placing mastic
tive machines available. The heating tower to assure that mastic temperatures are held is fast and easy. R&B

Crafco • 800.528.8242 • www.crafco.com

60 June 2018 • ROADS&BRIDGES

 PRODUCT PORTFOLIO

Highway development
Firm helps agencies deliver road and bridge projects to their communities

W
SP USA (formerly WSP | Parsons
Brinckerhoff) provides a full range
of services to help transportation
agencies meet the financial, technical and
contextual challenges of delivering roads and
highways that address the economic, social
and environmental needs of the communi-
ties they serve. The firm has expertise in all
aspects of highway development including
transportation planning, traffic analysis,
urban design, environmental impact studies
and statements, funding and feasibility
analysis, preliminary engineering and final
design, construction planning, and public
communications and involvement. The
firm’s bridge experts are well versed in steel
and concrete bridges, including cable-stayed,
arch, truss, segmental, suspension, girder,
movable and floating, as well as multi-level
highway interchanges.
WSP USA is the U.S. operating company
of WSP, one of the world’s leading engineer-
ing and professional services firms. The firm
designs lasting solutions in the transporta-
tion, buildings, energy, water and environ-
ment sectors. With more than 7,000 people in
100 offices across the U.S., WSP partners with
clients to help communities prosper.
Among the firms most recent projects
are the S.R. 520 Evergreen Point floating
bridge in Medina, Wash., a 7,710-ft floating
span that received the 2016 Design-Build
Institute of America’s Project Team Award
and the 2017 Grand Conceptor Award from
the American Council of Engineering Cos. At
the bridge’s grand opening, it was certified
as the longest floating bridge in the world by
representatives from the Guinness Book of
World Records. R&B

WSP USA • 914.449.9003 • www.wsp.com

ROADSBRIDGES.com 61
 PRODUCT PORTFOLIO
Inset placement
Slipform paver ideal for barrier or parapet walls
I
n offset paving, the modular SP 25i
concrete slipform paver from Wirtgen is
ideal for monolithic profiles like barrier
or parapet walls, curbs or drainage channels,
yet converts to inset placement of pavement,
sidewalks or paths with ease.
In offset mode, the SP 25i produces
poured-in-place concrete profiles at standard
heights of up to 6 ft 7 in. or standard widths
of up to 8 ft 2 in. Even larger profiles can be
realized as needed.
With the Wirtgen SP 25i, molds can
be mounted on the left or right side of
the machine. Flexible positioning of the
mold, track units and concrete feeding
system tremendously increases the range
of applications of the SP 25i. The paver’s
flexibility is enhanced even further by its
telescoping mold mount and modular
Wirtgen America Inc. • 615.501.0600 • www.wirtgen-group.com/america
62 June 2018 • ROADS&BRIDGES
design, allowing individual complemen-
tary features to be added.
Tried-and-tested standard offset molds
are ready for shipment immediately from
Wirtgen, yet the paver’s modular design
allows use of legacy molds from a contractor’s
existing inventory.
In addition to paving a wide range of
offset profiles, the SP 25i places pavements,
agricultural and bicycle paths, canals and
gutters of different sizes in inset mode.
The SP 25i paves concrete slabs at
widths ranging from 3.3 ft to 12 ft, and
depths of nearly 16 in. in inset applica-
tion. The ability to pave slabs of up to a
12 ft width is based on the paver’s flexible
track positioning options. Its power plant
generates 154 hp and it meets Final Tier 4
emissions standards.
Its modular design makes modification
of the SP 25i easy work. The spreading auger,
slab paving mold and various complementary
features can be extended in increments.
Special sections and paving widths
also can be supplied in accordance with
customer specs. In addition to flex-
ible positioning of the track units and an
extending spreading auger, the use of up to
10 electric or hydraulic vibrators is pos-
sible. An intelligent electronic steering and
control system eases operation. Due to the
machine’s compact design, transport poses
no problems.
The SP 25i works using either stringline,
the exclusive stringless Wirtgen AutoPilot
system, or common 3-D systems. More infor-
mation can be found at www.wirtgen-group.
com/america/en-us/. R&B
CALL FOR ENTRIES

Write in 782
 PRODUCT PORTFOLIO
Positively flexible
System creates barrier between opposing traffic lanes as well as for work zones
T
he Road Zipper System is designed to
create a flexible, positive traffic barrier
between opposing lanes of traffic, or
between motorists and construction work
zones. The system uses a wall of interlocked
1-meter barriers that can be lifted and
repositioned by a transfer machine to create
additional work-zone space for construction
crews, and to provide more lanes to the peak
traffic direction to mitigate congestion.
There are two common applications of
the Road Zipper System for construction
work zones. During a partial closure, one
side of the road is completely shut down for
construction, and all traffic is diverted to the
other side. The moveable barrier is used as
a “moveable median,” separating opposing
lanes of traffic. Several times per day, the
system changes the road configuration in
real time under traffic to give more lanes
to the peak traffic direction. This results in
a significant decrease in user delay costs,
and safety is greatly increased as opposing
Lindsay Transportation Solutions • 402.428.2131 • www.lindsaytransportation.com
64 June 2018 • ROADS&BRIDGES
directions of traffic are always separated by a
positive concrete barrier.
For shoulder or median work, the barrier
is stored at the edge of the road during
peak traffic hours. During non-peak traffic
periods, the barrier is moved out to take one
or more lanes to expand the work zone. This
allows larger, more efficient equipment and
can result in faster, better quality repairs.
The construction process is accelerated as
stages are combined or eliminated. Moveable
barrier also can be used to create dedicated
haul lanes for safer, more efficient deliveries
and material staging. Safety is increased as
all work is performed behind barrier and
vehicle encroachments into the work zone
are eliminated.
The Road Zipper is a two-part system. The
first part consists of 1-meter sections of highly
reinforced concrete that are pinned together
at each end to form a continuous barrier wall.
The barriers have a “T” top, which acts as a
lifting surface for the transfer machine. The
second part of the system is a Barrier Transfer
Machine (BTM), which lifts the barrier and
passes it through an inverted conveyor system,
transferring the barrier from 9 to 18 ft in one
pass based on the application. When neces-
sary, the ends of the barrier are protected with
an unanchored water-filled crash cushion that
also is pinned together with a “T” top so that
it can articulate through the transfer machine
for seamless operation of the entire system.
In England, the Road Zipper was
combined with other ITS programs where
real-time traffic data was used to determine
the optimal time for roadway reconfiguration.
The Road Zipper System also has been used
successfully in urban applications, where
additional benefits include limiting turns into
the work zone, reduced accidents and lower
impacts to local businesses.
Options for agencies and contractors
include both NCHRP 350 and MASH barriers,
with a MASH-tested, 42-in. high-glare screen
now available. R&B
 PRODUCT PORTFOLIO

Pavement preservation
An economical, effective approach to protecting, preserving and beautifying roads

I
mplementing “the right treatment for
the right roads at the right time,” is
the mantra in pavement preservation
circles—and for good reason. Road, street and
highway departments take many approaches
to pavement maintenance, but choosing the
best approach means all the difference. It is
realistic for public agencies to save hundreds
of thousands, and in many cases millions, of
dollars over time by keeping good pavement
in good condition.
SealMaster’s Liquid Road, a polymer-
modified, fiber-reinforced bituminous surface
treatment, has become an integral part of
many municipalities’ pavement maintenance
and preservation programs. It is formulated
to last about three times longer than typical
sealcoat, providing extremely durable protec-
tion to roads, streets, airport taxiways, parking
lots and other paved assets.
Liquid Road’s specifically graded aggregate
ensures an adequate anti-skid surface texture
to help ensure motorist safety. And unlike
conventional sand seals, the sand in Liquid
Road is fully encapsulated, resulting in a
much cleaner, safer, more cost-effective and
longer-lasting surface treatment. In wet track
abrasion tests, Liquid Road significantly
outperforms sand seal; DOT-approved Locked
Wheel Skid Tests consistently rate Liquid Road paved assets are being well maintained, Many municipalities apply Liquid Road
between 34 and 36. it provides a safety advantage in that it themselves. The clean, dust- and fume-free
Liquid Road also is formulated to replen- melts snow and ice significantly faster than application process has to be done correctly,
ish the binder lost through weathering and untreated paved surfaces. Liquid Road’s but it’s easy to learn. SealMaster rents equip-
aging, and provides a barrier to moisture deep, rich color also contributes to driver ment and provides training to road crews. The
intrusion. Likewise, it prevents deterioration safety with enhanced traffic-marking vis- product is conveniently shipped to the jobsite
from ultraviolet rays, chemicals and salt. The ibility, and it doesn’t “gray out” like a slurry in agitated tankers.
product also seals minor cracks (less than seal. Other attributes include a smooth, Municipalities appreciate that Liquid Road
1
/8 in. wide), fills small voids, bonds loose attractive finish and a quiet ride for automo- typically dries in two to four hours, leaving
aggregate particles, helps prevent raveling biles and bicycles. minimal downtime for pavement. Additionally,
and is less expensive than slurry or chip Implementing a cost-effective Liquid line striping and traffic markings can be applied
seal. The consistency of Liquid Road also Road pavement-preservation program immediately after the material dries.
allows for full coverage of crack filler and requires application when pavement is in To view Liquid Road Municipal video case
transforms pavement such that it appears good condition and structurally sound to studies, visit the RoadsBridges.com SealMaster
brand new. protect, reinforce and beautify its present Storefront and click on the following head-
This bituminous surface treatment’s state, while greatly extending its serviceable lines: Liquid Road pavement preservation
rich, black appearance not only indicates to life. The product is not meant for deterio- for roads; and Liquid Road pavement sealer
clients and taxpayers their roads and other rated pavements. application guide for roads. R&B

SealMaster • 800.395.7325 • www.sealmaster.com

ROADSBRIDGES.com 65
 PRODUCT PORTFOLIO

Travel safe, work protected

Temporary barrier system provides life-saving performance and money-saving benefits

Z
oneguard, a temporary steel barrier
system manufactured by Hill & Smith
Inc., is the fastest-growing temporary
barrier in the country and its many benefits
explain why:
• 750 linear ft of temporary barrier on
one truckload;
• Install up to 1,500 linear ft of temporary
barrier in one hour;
• MASH certified;
• 20+ year life expectancy; and
• Only 62 lb per ft.
Designed to protect highway travelers,
as well as road and construction crews,
Zoneguard is one of the most extensively
crash-tested temporary barriers on the market
today and has been accepted by the FHWA as
meeting the newest set of standards, MASH
(Manual for Assessing Safety Hardware) Test
Level 3. Zoneguard’s patented speed-joint con-
nection, rigid cross-section and low center of
gravity enable industry-leading performance.
A cost-effective alternative to traditional
barrier systems, Zoneguard’s lightweight
configuration and 50-ft standard length allow
for 750 linear ft to be hauled on one truck and
up to 1,500 linear ft to be installed in an hour.
At 62 lb per linear ft, Zoneguard offers
designers a lightweight temporary barrier
option for bridge projects and reduces dead
load by up to 90%. Additionally, for limited
deflection applications, Zoneguard’s Minimum
Deflection System (MDS) only requires two
anchors every 33 ft 4 in. Similar performing
concrete systems can require up to 10 times
the amount of anchors, leading to an increase
in materials and installation time, and more
holes in the road or bridge deck. R&B

Hill & Smith • 614.340.6294 • www.hillandsmith.com

66 June 2018 • ROADS&BRIDGES

 PRODUCT PORTFOLIO

Redirecting vehicles
Roller barrier stops crashes by converting impact energy into rotational energy

G
regory Highway is the exclusive North
American distributor of the Safety
Roller Barrier (SRB). The SRB can be
used as a roadside or median barrier and is
ideal for frequent accident locations. This
MASH TL-4 longitudinal barrier system uses
a sequence of double-stacked rotating drums
to both absorb shock energy and redirect
impacting vehicles. All of the SRB compo-
nents are 100% recyclable.
The SRB uses horizontal steel rail ele-
ments and tubular steel posts that sandwich
the system’s safety rollers. The rollers are
comprised of a flame-retardant eco-friendly
ethaline vinyl acetate (EVA) with a poly-
vinyl chloride (PVC) core. The PVC core
allows the rollers to rotate around the posts.
EVA is highly resilient and has an energy-
absorbing capacity that allows the SRB
to sustain impacts with little or minimal
damage. Safety roller rotation slows as the
stopper boards are activated. Working in
tandem with the steel elements, the safety
rollers effectively guide the vehicle back
toward the roadway.
The bright yellow safety rollers are striped
with reflective, high-intensity sheeting to
increase their visibility. The vivid color alone
has been proven to alert drivers and deter
the frequency of accidents. Evaluations at
locations where the SRB has replaced other
types of barriers show no reportable impacts
or injuries after the safety roller barrier system
was implemented.
Installation of the SRB is very similar to
that of conventional guardrail with respect locations where barriers have a history of In addition, the SRB has the only MASH
to post, rails, etc. The system is easy to install multiple impacts. The SRB is designed for TL3 transition for roller barriers on the
and maintain using standard guardrail “black spot” high-impact locations, managed/ market. This allows the SRB barrier to be
equipment and common tools, and therefore express lanes, narrow road applications, transitioned to any MASH crash cushion or
is cost effective. The barrier height can be curves, ramps, medians and on any roadways end treatment.
easily adjusted by adding or removing rollers. where barrier impacts are anticipated. KSI Ltd. of Korea is the sole manufacturer
The posts are designed to be directly driven Both Occupant Impact Velocity (OIV) of the SRB-patented technology that converts
into AASHTO strong soils. The maximum and Vehicle Ridedown Acceleration (VRA) impact or “shock” energy into redirected
radius that the SRB system is capable of being limits are within MASH TL-4 preferred rotational energy. Gregory Highway is proud
installed is 20.5 ft. limits. The SRB has MASH OIV of 1.64 ft/ to offer this unique and highly effective
The SRB has an international record of sec or less, which is less than all other product to customers designed to prevent
reducing crashes when it is implemented at MASH barriers to date. fatal accidents and ultimately save lives. R&B

Gregory Highway Products • 866.994.4929 • www.gregorycorpmobile.com

ROADSBRIDGES.com 67
 PRODUCT PORTFOLIO

Terminal training
Online course instructs contractors and inspectors on MSKT use

R
oad Systems Inc. (RSI) has set the
standard for MASH TL-3-compliant
terminals with its MSKT—and now
contractors and inspectors can take advantage
of the most advanced training ever offered for
any roadside product by simply clicking a link
on RSI’s website. RSI’s MSKT Online Training
Course gives all the tools needed to install
and/or inspect the MSKT.
The online course comprises these six mod-
ules, allowing contractors and inspectors to:

• Get an introduction to the MSKT;

• Understand the importance of a
crashworthy terminal;
• See the similarities and differences
between the MSKT and its predecessor,
the NCHRP 350 SKT;
• Learn how the MSKT achieves its
design goals through a rigorous crash-
testing program;
• Gain a full understanding of the MSKT
installation and inspection process; and
• Complete the course and take a test.

RSI’s MSKT Online Training Course offers

an interactive experience that features:

• 3-D views of the MSKT that can be

rotated to any angle, zoomed in or
“exploded” into individual compo-
nent parts;
• Videos showing MSKT crash testing,
explaining how the unit functions under
various impact conditions;
• A virtual Bill of Materials showing 3-D
views of each individual component;
• A “pop-up” glossary that instantly defines
industry terms with a simple click; and
• A virtual installation module in which
the trainee must choose each individual
component of the MSKT and correctly
“install” it on-screen.

Once successfully completing all five option to print a certificate indicating that Go to the MSKT Online Training link at
modules of the course and achieving a he or she passed the course and is ready to the bottom of RSI’s website (www.roadsys-
passing score on the test, the user has the install or inspect RSI’s MSKT. tems.com) to get started. R&B

Road Systems Inc. • 330.799.9291 • www.roadsystems.com

68 June 2018 • ROADS&BRIDGES


Fighting winter
Brine maker helps combat snow and ice on roadways
T
he mission of Cargill is to protect lives
and enhance commerce by providing
sustainable road safety solutions.
The company provides products that help
snowfighters to keep all surfaces safe during
winter conditions. We strive to be a winter
road maintenance solution supplier that our
customers depend on to deliver cost-effective,
environmentally conscious, high-performing
deicing and anti-icing products. We under-
stand the importance of keeping winter roads
safe and how it cannot come at the expense of
the environment.
Proven an effective and economical solu-
tion to fight snow and ice, brine is growing in
popularity as are the systems designed to make
Cargill • 866.900.7258 • www.cargilldeicing.com
WE KNOW
BRIDGE
UTILITIES.
r;ub;m1;l-;uvķ
PRODUCT PORTFOLIO
it. Whether used to wet salt or as an
anti-icer, brine is a highly effective and
economical solution for combating snow
and ice on roads and bridges. Cargill’s
AccuBrine brine maker offers a more
efficient and cost-effective automated brine
solution. Offering accuracy, efficiency, cus-
tomizable programing, remote access and saf afee
cleanout, the cutting-edge AccuBrine NXT-G Gen
is equipped with everything snowfighters neeed.
The best investments are those that pay for
themselves. The AccuBrine automated brine fiberglass construction is both reliable and
maker NXT-Gen does exactly that. Munici- durable. This is a system that is made to meet
palities and DOTs have found that costs are all winter maintenance needs, with the choice
quickly recouped through reduced operational of features needed to perform winter fighting
cost. Built to endure, its low-maintenance most efficiently. R&B
r|vbv|_;m-ঞomĽvѴ;-7;u
bm0ub7];--1_;7ঞѴbঞ;v 
With experience on over 2,500 bridges in
43 states, our turnkey approach includes
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ruo1u;l;m|ķ-m71omv|u1ঞomv;ub1;v
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GoAptus.com | (704) 598-5684

Write in 783
 PRODUCT PORTFOLIO

After the storm

Warm-mix asphalt technology helps after Hurricane Matthew

W
hen Hurricane Matthew damaged
over a mile of Florida’s A1A in
Flagler County, time was of the
essence, according to Fred Iannoti, purchas-
ing manager at Halifax Paving in Daytona
Beach, Fla. “Gov. Scott wanted A1A opened
in 15 days,” Iannoti said. “Normally, it
takes 45 to 60 days just to get work started.
But in this case, bids were submitted on a
Friday, evaluated on Saturday and awarded
on Sunday. Halifax started work Monday
and the road was fully completed just 29
days later.”
It was hard to miss the scare that hit the
southeastern and northeastern U.S. coast in
the form of Hurricane Matthew during the
fall of 2016. This tropical cyclone became the
first Category 5 Atlantic hurricane since Felix
in 2007. When large portions of state road
A1A in Flagler County were destroyed, Halifax
Paving looked to Evotherm to rebuild the
1.3-mile stretch from Ninth Street North to
22nd Street North.
Total construction included 3,800 tons
of liquid asphalt, consisting of an asphalt
base, structural asphalt and a friction course
on top. Halifax used a Superpave 12.5-mm
asphalt on all lifts.
“Our jobs before Evotherm were challeng-
ing,” Iannoti reported. “The mixes were gooey,
difficult to compact, and we were struggling
with other mix issues as well. We needed
reliability, mix consistency, workability, a
compaction aid and a liquid anti-strip.”
Halifax began incorporating Evotherm into
various projects in 2014 after considering how
it could help them address mix challenges
while also meeting FDOT’s specifications.
“Evotherm was it,” shared Iannoti. “Mix-
tures became more workable and achieved
more consistent density. When time was of
the essence on A1A, Evotherm allowed us to
quickly work the mix and achieve consistent
density quicker than conventional paving.” As
an added bonus, Halifax received an almost
$1 million bonus for opening up A1A to
traffic in just 14 days. R&B

Ingevity • 843.740.2300 • www.ingevity.com

70 June 2018 • ROADS&BRIDGES


Simple geometry
Digital modeling aids engineers in heavy civil and bridge design projects
A
llplan Engineering is the ultimate
BIM solution for civil and structural
engineers designing bridges and
heavy civil projects. Engineers can model
concrete structures with simple geometry and
create digital models completely detailed
with all relevant data—digital terrains,
alignments, reinforcement, attribute data
and deliverables. The data are generated
and workable without the need of switching
between various systems.
Allplan’s strength lies in the 3-D plan-
ning tools. The starting point is a digital
model from which general arrangement and
reinforcement drawings are generated with
sections, elevations, visualizations, quantity
determinations and bending schedules.
The Queensferry Crossing bridge project,
one of the largest infrastructure projects in
northern Europe, used digital 3-D modeling
available in Allplan Engineering to achieve
accurate and collision-free reinforcement
planning at the building site.
Allplan Inc. • 610.429.9800 • www.allplan.com/us_en/
The reinforcement planning function
can generate a 3-D model of the rein-
forcement of double-curved supporting
structures with varying cross-sections,
such as for bridge structures, quickly and
fully BIM-compliant. The reinforcement
is defined in different cross sections, and
the transitions between the cross sections
are described with different paths. Vari-
ous rules can be stored, such as how the
reinforcement is to be aligned, and using
this information, the software generates the
reinforcement model automatically.
The Allplan Bridge functionality
has a unique 3-D parametric model
which considers the alignment and the
profile of a road. The cross-section of
the bridge, its variation along the align-
ment, and required cross-sections are
described parametrically, making model
configuration quick and efficient. Once
the engineer defines typical cross-sections,
Allplan Bridge will accurately calculate all
PRODUCT PORTFOLIO
cross-section variants in accordance with
the defined tables or formulas.
The associative views in Allplan
Engineering allow you to make changes
to the general arrangement drawings at
any appropriate position—whether in
the model, a certain section or a view. All
associated plans and models are updated
immediately without the files being
blocked for other users in the process. This
increases the productivity in creating the
general arrangement drawings through a
simplified work process and consistent
documentation. BIM model data, including
freeform geometry and reinforcement, can
be shared with design partners without
losing any information.
The digital model also serves as the basis
for structural calculations. Since construction
planning is done in advance, detailed and
reliable dimensions can be calculated, and
errors and conflicts can be identified and
corrected in the early planning phases. R&B
ROADSBRIDGES.com 71
PRODUCT PORTFOLIO
Keeping safety in focus
Proprietary camera system enhances jobsite safety in tight spaces
H
yundai’s proprietary All Around
View Monitoring (AAVM) system
continues to enhance jobsite
safety, especially in tight spaces, since
its 2015 introduction to the market on
Hyundai medium to large excavators. As
of January 2018, Hyundai added this as an
option on the entire HL900 wheel loader
series (HL940, HL955, HL960, HL965,
HL975, and HL980 including TM, XT, and
HD models).
Equipped with four cameras, one on the
front, back and each side, the monitoring
system provides a 360° surround operating
Hyundai Construction Equipment Americas Inc. • 678.823.7777 • www.hceamericas.com
72 June 2018 • ROADS&BRIDGES
view of the jobsite. Included in the AAVM
system is the Intelligent Moving Object
Detection (IMOD) system that senses and
warns the operator with on-screen flashing
blue or red arrows and alarms when objects
come within a 23-ft range of operation.
On the HL900 series loaders, the 360°
view is integrated into the Hyundai 7-in.
color touchscreen monitor, including a 3-D
bird’s-eye view and a 2-D/four-channel
view. Along with the AAVM system, Hyun-
dai loaders also offer an accurate on-board
weigh system, safety rails and steps, and
air-ride equipped seats.
AAVM is still offered as an option on
medium to large Hyundai excavators (13
to 52 metric ton including the HX130LCR,
HX140L, HX145LCR, HX160L, HX180L,
HX220L, HX235L, HX260L, HX300L,
HX330L, HX380L, HX480L, and HX520L)
with an 8-in. touch screen and an IMOD
range of 16.5 ft. Here within the monitor, you
can choose from several different viewpoints
aside from the full 360°, such as 3-D bird’s-
eye, 3-D rear view, 2-D bird’s-eye, 3-D left
view and 3-D right view. The IMOD will show
green if an object is outside the range and red
if inside. R&B
 PRODUCT PORTFOLIO

No more empty boxes

Fast-melt packaging saves extra time and labor

P
LEXI-melt by Crafco Inc. is an innovative high-strength, low-density,
protective packaging used to contain Crafco hot-applied sealants and
mastics. The PLEXI-melt packaging quickly and thoroughly melts into the
material at normal operating temperatures without affecting product installation
characteristics or specification performance.
PLEXI-melt patented packaging allows users to drop the whole package into
the melter, moving directly from the pallet to the melter, eliminating the time
and labor needed to open boxes and remove the sealant/mastic. The PLEXI-melt
packaging melts completely, preventing messy clogs and potential downtime.
The packaging is easy to use and saves money by eliminating the need for an
extra crew member. It melts 58% faster than traditional boxed mastic/sealant
material, and there is no cardboard contamination. It uses the smallest amount
of packaging at less than 0.50% of the total package weight.
Whether you are transporting a pallet or individual blocks, PLEXI-melt’s
low-profile package makes it easier and safer for you to transport material to
your jobsite. R&B

Crafco Inc. • 800.528.8242 • www.crafco.com

POINT. BLIP. WOW!

Augmented reality brings Roads & Bridges to life
Look for the Blippar logo throughout this issue to activate augmented reality
content from our editorial team and our solution providers — directly through your
cell phone camera.

Download the Once downloaded, Watch the printed

Blippar app from open the app, point page come to
the App Store your camera at any life. View a
for iPhone users page containing the video, watch a
and from Google Blippar logo and demonstration,
Play Store for start “blipping.” get product details.
Android phones.

WWW.ROADSBRIDGES.COM
 PRODUCT PORTFOLIO
Core samples
System allows collection of concrete and asphalt cores
T
he AMS PowerCore 9400 and 9410
allows users to core a small-diameter
hole through which to collect clean
core samples or collect intact concrete and
asphalt cores for testing and sampling. Many
types of investigations are performed with the
AMS PowerCore, including:
• Geotechnical;
• Soil investigations for new roads;
• Delineation of soft subgrade;
• Groundwater depth;
• Depth to bedrock;
• Frost heave; and
• Roadway settlement.
Personnel from the Idaho DOT are
long-standing PowerCore operators. They
said, “[We] have purchased three custom-built
AMS Samplers • 800.635.7330 • www.ams-samplers.com
Compact size
World’s smallest hydrodemolition robot offers extended reach
A
quajet Systems AB offers the world’s
smallest hydrodemolition robot,
the Aqua Cutter 410V. The model
combines the compact size of the Aqua
Cutter 410A and the innovative mast system
of the Aqua Cutter 710V, giving it versatility
to work in tight spaces with extended reach
in horizontal, vertical and overhead applica-
tions. The 410V’s design makes it suitable for
a wide variety of concrete removal tasks, such
as renovation and bridge and road repair.
The 2,756-lb Aqua Cutter 410V uses
15,000- to 40,000-psi water jets to efficiently
remove as much as 9 cu ft per hour of
concrete. Contractors adjust the robot’s stroke
to control the depth of cuts and vary the
water pressure depending on whether they are
removing loose, deteriorated concrete from
the sound concrete below, or sound concrete
Brokk Inc. • 800.621.7856 • www.brokk.com/us
74 June 2018 • ROADS&BRIDGES
AMS PowerCore Systems
over the years. AMS custom
designed the trailer with a
soil auger, pavement core,
hammer probe and direct
push soil sampling. We
have found the trailer very
versatile by allowing us to
complete shallow geotech-
nical investigations and
pavement condition surveys
with one piece of equipment. The AMS drill needed on-site. This asphalt and concrete coring
trailer reduced three to four pieces of support system provides a convenient, cost-effective
equipment and trucks to one pickup and the method for retrieving a sample of concrete
AMS trailer. Not only have we seen an increase or asphalt for materials tests, or to collect soil
in productivity but increased safety for our drill samples from below the pavement. Instead of
crews and the traveling public.” having to remove large sections of the concrete
The PowerCore 9400 and 9410 allow or asphalt, users can simply core a small-diame-
customers to limit the number of employees ter hole to provide access to the subsurface. R&B
to a pre-determined depth. The process
has the added benefit of cleaning and
descaling the rebar without damaging
the rebar or producing microfractures
in the remaining concrete.
Operators can control the 410V
from a safe distance using the unit’s
radio remote control, either wirelessly
or with a hard wire. The remote com-
municates with the robot’s wheeled
power control module. Contractors
can remove the module from the tracked In addition, the 410V easily removes
portion to reduce the crawler to a third of its concrete in corners that would be difficult to
original size and create an even more compact access with hand tools.
robot. This provides the ability to drive the Its small size and light footprint allow opera-
crawler into tight and inhospitable environ- tors to use the unit in confined areas—including
ments, such as small tunnels and flooded passing through narrow passages, such as
sewer pipes, while the module remains doorframes or operating from scaffoldings—
connected via a cord. while retaining full mobility. R&B

Here comes the sun
Canopy protects flaggers from elements, traffic incidents
A
s the summer construction season
approaches and with the increased
amount of flagging accidents, consider
the FlaggerJoe Safety Sign System. The volume
of traffic has increased over time and awareness
of the flagging station becomes more critical.
While the canopy helps protect your flagger
from the sun and elements, the real benefit of
FlaggerJoe is the visibility to oncoming traffic.
The bright orange canopy and the double
warning flags create an awareness that just may
keep your flaggers alive. FlaggerJoe also makes a
statement about how your company values the
safety of your crew, not only to motorists, but
to prospective employees. Flaggers appreciate
the sense of security provided by FlaggerJoe, not
to mention protecting them from heat fatigue.
Approved by the Federal Highway
Administration, FlaggerJoe has met MASH
Safety Umbrellas • 888.329.3436 • www.flaggerjoe.com
Vacuum lifting
Material handling solution is adaptable to many applications
T
he first vacuum lifting solution of
its kind, the CM 3 brings heavy-duty
material handling capabilities to
larger-capacity compact equipment such as
skid steers and track loaders. With a unique
modular design and lift capacity of up to
6,600 lb, depending on the pad or pads used,
the CM 3 is adaptable to a wide range of
applications including concrete slab removal
and road or trench plate placement. The
CM 3 with standard mounting plate weighs
the same as a standard skid-steer bucket,
so it does not affect the lift capacity of the
host machine. The rugged all-steel unit is
designed to accommodate single or double
pad configurations interchangeably to be able
to lift a variety of material weights and sizes.
The adjustable spreader bar for double pads
extends from 61 in. to 85 in. (measured from
Vacuworx • 918.259.3050 • www.vacuworx.com
PRODUCT PORTFOLIO
crash-test criteria. Mindful of state require-
ments, the Safety Sign System is available
in various unique configurations while
offering a quick release swivel mount that
incorporates an 18-in. or 24-in. sign. Also,
as required by a majority of states, the
bottom of the sign sits 6 ft off the ground
and swivels independently of the actual
umbrella pole. The function of FlaggerJoe is
best demonstrated by the ability of remov-
ing the canopy with the push of a button.
This converts the Safety Sign System into FlaggerJoe provides a multitude of
a standard flagging device in the event of safety features which include the following:
strong winds or for those sites that do not increased visibility to the work zone; UV
require or desire a canopy. The Rolling Base sun protection; reduced heat stress; 100%
Structure weighs 21 lb and is designed to waterproof canopy; quick-release swivel sign
assist in holding the Safety Sign System mount; accommodates 18-in. or 24-in. signs;
upright, however FlaggerJoe is not designed rolling base; positive impact on E-MOD score;
to be left unattended. and drop-down sun shield. R&B
outside to outside of the seal channels).
The CM 3 is operated by a hydraulically
driven vacuum pump using the auxiliary
hydraulics from the host machine (minimum
10 GPM required with maximum 3,000 psi).
With quick-connect hydraulic hoses and a
universal mounting plate assembly, the CM 3
can be attached to a variety of host machines
in a matter of minutes. In addition, the unit
is equipped with a factory preset flow control
valve to ensure optimal performance with any
equipment. Designed for both jobsite durabil-
ity and practicality, the CM 3 comes with steel
legs for storage, which can either be removed
or rotated up when the system is in use. alternative to traditional lifting methods such
With the help of the new CM 3, contractors as anchors, hooks, slings and chains. And
have the ability to use less equipment and less because the system can be attached to differ-
personnel to complete jobs in record time. ent host machines quickly and easily, it can go
Vacuum lifting is a safer and more efficient where it is needed most. R&B
ROADSBRIDGES.com 75
 PRODUCT PORTFOLIO

Continuously galvanized
The next generation of durable, corrosion-resistant rebar

F
abricating long-lasting concrete
elements such as bridge decks with
corrosion-resistant rebar has long been
a logistical challenge for fabricators as well as
project teams and owners working on tight
schedules. Fabricators are often reliant on out-
side processors to prepare rebar for jobs and,
once the task is completed, have little control
if something goes wrong at the jobsite.
For this reason, AZZ introduced the hot-dip
continuously galvanized GalvaBar, a durable,
economical galvanized rebar produced through
an innovative high-speed process. Unlike
most traditional galvanized rebar, GalvaBar is
processed prior to fabrication and can be bent
using standard equipment without cracking,
peeling or flaking. The GalvaBar process does
not affect the reinforcing bar’s ductility and any
grade rebar produced in the process.
GalvaBar is ASTM-compliant
(A-1094), and the hot-dip continuously
galvanized process utilizes the proven
protection of hot-dip galvanizing
combined with AZZ’s innovative coating
method. Additionally, ASTM-compliant
(A-1055) dual-coated GalvaBar is avail-
able through epoxy-coating fabricators.
AZZ can toll process rebar or provide
rebar as needed. Through a national
distribution agreement, GalvaBar also is
readily stocked in mill lengths and pro-
cessed prior to fabrication with legacy
equipment (no new equipment necessary). GalvaBar has a 50- to 75-year lifespan, and
Unlike conventional practices, the fabricator dual-coated epoxy powered by GalvaBar has
and thus the project team/owner has a consis- a 100-plus-year lifespan. The product utilizes
tent flow of product, allowing for field changes readily available black bar and can be stored
to be addressed. Now any rebar fabricator can outside in the weather without deterioration
provide corrosion-resistant rebar on the fly. of the protection. R&B

AZZ Galvanizing • 918.584.0303 • www.azz.com/galvanizing

New standard
E-course addresses corrosion prevention and control

R
educe the impact of corrosion at every stage of your equipment,
systems, infrastructure or facility’s lifecycle by enrolling in NACE Inter-
national’s newest online training, Corrosion Prevention and Control
(CPC) Management.
This two-hour e-course walks through the SP21412-2016/SSPC-CPC 1 Standard
recently developed by NACE, the U.S. Department of Defense and SSPC. Learn the
attributes of the supplied product, system or facility
that require CPC planning; considerations for material
selection and design to minimize corrosion; and items
that should be addressed in CPC planning which affect
CPC in design, fabrication and construction, operation
and use, and maintenance and sustainability.
Ideal for private and public facility owners, project
managers, contractors and technicians, and suppliers,
this e-course features audio narration with transcripts
and on-demand viewing and bookmarking capabili-
ties, ensuring completion of the course on your own
schedule. To register, visit www.nace.org/corrosion-
prevention-control-ecourse. R&B

NACE International • 800.797.6223 • www.nace.org

76 June 2018 • ROADS&BRIDGES

 PRODUCT PORTFOLIO

Corrosion resistance
Stainless steel conduit increases life span of raceway sy
ystemss

C
albrite is the nation’s leading manufacturer of stainless steel conduit and conduit
fittings. All products are manufactured in accordance with the applicable UL, cUL,
ANSI, ASTM and NEMA standards.
The benefits of stainless steel in electrical raceway systems are numerous; most noted
is stainless steel’s resistance to corrosion. Stainless steel has similar physical strength
to other steel raceway systems, but the addition of chromium in stainless steel creates a
chromium oxide layer that resists corrosion and increases the life span of the electrical
raceway system. The use of stainless steel minimizes the risk of corrosion to structures
exposed to marine or coastal environments, road deicing salts, chlorides and other
harsh elements.
Ideal for road and bridge applications, stainless provides
the lowest annualized cost to maintain. It reduces the need
for costly shutdowns associated with repairs and mainte-
nance, lessening the impact to traffic and safety.
Stainless also is known for its durability, strength,
and resistance to fire and water damage, making the best
choice for public and industrial structures. It is easy to
fabricate, light enough for simple transport and is avail-
able in a wide range of product forms. R&B

Calbrite • 800.536.2248 • www.calbrite.com

Redefining durability
High-impact resistance posts improve safety, reduce costs

P
exco announced the release of its • Model GD—the
new comprehensive City Post catalog, newest model
featuring all three models of this for glue-down
high-performance product. installation.
Pexco’s City Post may be its most remark-
able innovation yet, delivering reduced The City Post
maintenance, improved safety and significant was created using
cost savings. In real-world applications, City advanced engineer-
Posts have delivered a 91% reduction in main- ing resins and
tenance and a 43% reduction in accidents. anchoring methods
The new catalog details this rigorous test to provide maxi-
history, includes examples of key installa- mum strength and
tions and features manufacturing options for superior durability.
all models: The one-piece
polyurethane
• Model EAC—the original, spin-in model construction absorbs impacts and rebounds position, even after more than 100 impacts
with an embedded anchor cup; instantly. City Posts remain flexible, even at 70 mph.
• Model SM—the model designed for bolt- at extreme temperatures (-20°F to 160°F). For a free copy of the new catalog, call or
down anchoring; and After impact they return to an upright write Pexco today. R&B

Pexco/Davidson Traffic Control Products • 253.284.8000 • www.pexco.com/traffic

ROADSBRIDGES.com 77
PRODUCTS & SERVICES
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THE PROVEN
STEEL BRIDGE
DESIGN SOLUTION

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TRUCKABLE TUGS & BARGES

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1-800-437-5573

• Underbridge Unit Rentals

• Bucket Trucks
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78 June 2018 • ROADS&BRIDGES

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ROADSBRIDGES.com 79
 PRODUCTS & SERVICES

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6LPSOH%HDPDQG%UHDNDZD\6LJQ3RVWV,Q+RXVH Prefabricated Steel Truss Bridges
promote your business
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Sign Security Hardware
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80 June 2018 • ROADS&BRIDGES

 LOOKING BACK

A BUCYRUS-ERIE SHOVEL LOADS OUT A INTERNATIONAL HARVESTER 100

Payhauler as another waits. Hempt Brothers is the contractor on this project, a relocation of
U.S. Highway 15 near Harrisburg, Pa. Photo courtesy of the HCEA.

ADVERTISER INDEX
Reader Reader Reader
Advertiser Page Service Advertiser Page Service Advertiser Page Service

3M Transportation Division SC4 861 Gregory Highway Products 3 752 Safety Umbrellas S19 858
All Erection & Crane Rental C3 784 Gregory Highway Products S23 859 SealMaster Inc. 44 773
AllPlan 25 761 HCSS 27 763 Signcad Systems Inc. S15 856
AMS - Samplers 48 776 High Steel Structures 47 775 Team Laboratory Chemical Corp. 53 780
Aptus Group 69 783 Hill & Smith Inc. S9 853 The Reinforced Earth Co. 52 779
Asphalt Pavement Alliance C2 751 Husqvarna Construction Products 42 771 Topcon Positioning Systems Inc. 11 757
ATSSA 4-5 753 Husqvarna Construction Products 43 772 Trinity Industries SC2 851
AZZ Galvanizing 28 764 Hyundai Construction Equip USA 39 770 Trinity Industries 19 759
Brokk Inc. 49 777 Ingevity 29 765 Unique Paving Materials 17 758
Calpipe Industries Inc. 56 781 InterDrone 51 778 United Rentals C4 785
Cargill Deicing 32 766 Lindsay Transportation Solutions S5 852 Vacuworx International S14 855
ClearSpan Fabric Structures 33 768 NACE International 26 762 Vacuworx International 33 767
Contech Engineered Solutions 9 756 Pexco/Davidson Traffic Control Prods S18 857 Vögele 37 769
Crafco Inc. 8 755 Portland Cement Association 63 782 WSP USA 45 774
Crafco Inc. 23 760 PSS SC3 860
Gradall 6 754 Road Systems Inc. S11 854

ROADSBRIDGES.com 81
 ROADS REPORT
David Matthews
Matthews has been chronicling
the unexpectedly humorous side
of transportation news since 2000.
The stories are all true.
82 June 2018 • ROADS&BRIDGES
Future shock
Technology is changing our lives in unexpected ways
Drive-thru snafus
For generations, getting food from a restaurant meant
ordering from a menu and being served at a table.
Then in 1947, the fast-food drive-thru changed
everything. People could deal with their hunger without
even getting out of their car. It was a glorious convenience.
Fast forward 70 years and we can now have food
delivered from anywhere to anywhere with a couple taps
on a cell phone.
But for all the convenience that technology has
brought us, it has also taken away some of our basic
skill sets. Yes, if recent incidents across America are any
indication, we have forgotten how to use a drive-thru.
Take the city of Okeechobee, Fla., where fast food isn’t
fast enough, resulting in police being dispatched three
times in recent months to deal with customers who have
fallen asleep in the McDonald’s drive-thru lane.
While those drivers may have been impatient, at least
they were in the correct drive-thru.
When the manager of a Spring Hill, Fla., bank
had to rouse a sleeping driver in his bank’s drive-
thru line, the driver woke up and ordered a burrito.
It seems the driver had somehow mistaken the bank
for a Taco Bell.
However, the ultimate in-drive-thru ineptitude was
demonstrated by Lizabeth Ildefonso, who attempted
to order a bacon, egg and cheese breakfast sandwich
not from a bank drive-thru, or any drive-thru at all, but
rather the security booth at a New York county jail.
Key to success
Technology is not only ruining our ability to use a
drive-thru; it also has caused a serious decline in our
shopping skills.
Power shopping was practically a sport in the 1980s
when malls were the center of American life. But with
the surge of online retailers in recent years, power
shopping has given way to finger shopping.
A key instigator of this trend, Amazon.com, is
ready to take laziness to the next level. With their
new Amazon Key in-car delivery service, Amazon
orders can now be delivered directly into the trunk
of your car.
The service is available to Amazon Prime members
with 2015 or newer GM or Volvo vehicles equipped
with cloud-connected technologies like OnStar or
Volvo On Call.
Amazon uses an “encrypted authentication pro-
cess” to ensure that the right courier is delivering the
right package to the right vehicle. After authorization,
the car is unlocked remotely so that the courier can
insert the package.
The courier can’t move on to their next delivery
until they have scanned the package and confirmed
delivery, which automatically locks the vehicle back up.
Of course, Amazon customers have some
concerns about this new service, like how they’re
supposed to get packages from their trunk into their
home all by themselves.
If self-preservation isn’t enough
motivation for a teen to put
down their phone while
driving, what is? Money.
Paid attention
Back in the day, driving a car was the ultimate form
of freedom for teenagers. The wind in your hair on the
open road with the sweet sounds of REO Speedwagon
blasting from the tape deck was enthralling.
Thanks to technology, today’s teens drive with one
hand on the wheel and both eyes on their phone. Our
obsession with tech has gone so far that teens actually
choose technology over personal safety.
Teens don’t deny it. A recent survey published in the
journal Traffic Injury Prevention found that more than
half of U.S. teens admit to texting while driving.
They’re also well aware of the dangers. A recent
AAA poll revealed that 94% of teens acknowledge that
texting while driving is dangerous.
If self-preservation isn’t enough motivation for a
teen to put down their phone while driving, what is?
Money.
That’s what researchers at the University of Pennsyl-
vania and Children’s Hospital of Philadelphia found
when they surveyed 16- and 17-year-old drivers who
admitted to texting behind the wheel.
The teens were asked to consider factors that would
discourage them from texting while driving, and the
most popular answer was financial incentives.
For example, the teens said they would be willing
to consider the safety of themselves and others if there
was a weekly cash reward involved, or even discounts
on their auto insurance.
After all, that’s more money for finger shopping and
bank burritos. R&B
 WIN-WIN.

When our people, our equipment, and our

organization work together with you, we all win.
Every day, every job.

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Everything you need.
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From safety/operator training and equipment management technologies, to custom solutions
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