At the Intersection of Innovation and Technology

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1 Innovative Project Profiles Eyes in the Sky UAVs in Construction 26 PHIA Breakfast Series In Motion 39 SPRING 2015 VOLUME 94 ISSUE 1 At the Intersection of Innovation and Technology Golden Triangle Construction Co. Inc. s Interstate 70/79 South Junction Project A model for innovation and cooperation.

2 THINK GREEN BE GREEN MAKE MORE GREEN Asphalt Shingle Grinding Service, LLC Right Product, Right Price, First Time, First Pass Be Part of the RASolution! Recycled Asphalt Shingle Sales and Production Nationwide Mobile Grinding and Crushing Service We Sell Manufacturers Waste RAS Think Green, Be Green, Make More Green Trumbull Lindy Paving Gulisek Trumbull Road and Highway Construction Heavy Civil Construction Sitework Industrial, Natural Gas and Oil Construction Inspection & Management Services Design-Build Services Lindy Paving Asphalt Production Asphalt Paving and Milling Seal Coating Quality Control and Testing Gulisek Concrete Paving Sidewalk, Curb and Gutter Excavation and Drainage Bridge and Culvert Construction Structural Rehabilitation To learn more, visit

3 SPRING 2015 VOLUME 94 ISSUE 1 Point Cloud Connects the Dots (see page 22) Columns 6 Executive Vice President Column Pennsylvania Got It Right by Robert E. Latham, CAE, APC Executive Vice President 40 Did You Know? The Expansion of Pennsylvania s Whistleblower Law What Government Contractors Must Know About This New Liability Threat by Christopher D. Carusone, Partner, Cohen Seglias Pallas Greenhall & Furman PC 43 Industry Briefs Features 8 PennDOT Innovations Improving Service & Efficiency by Rachel D. Duda, P.E., Assistant District Executive-Design, PennDOT District What s STIC ing Out? The Pennsylvania State Innovation Council (STIC) = Rapid Technology Transfer & Accelerated Deployment of Innovation by Karyn Vandervoort, Every Day Counts Coordinator & STIC Management Team, FHWA-PA 18 Innovation on the I-70/79 South Junction Project in Washington County by Charles J. Niederriter, Chief Operating Officer, Golden Triangle Construction Co. Inc. 20 Emergency Jacking of the I-495 Bridge Superstructure by Gregory D. Burkhart, P.E., & Joseph Rovnan, P.E., J.D. Eckman Inc. 22 Point Cloud Survey & 3-D Bridge Erection Plan Connect the Dots by Joseph Rovnan, P.E., J.D. Eckman Inc. 24 Bridging Communities by Robert Leonard, Principal Associate, Erdman Anthony 26 Drones in Construction by Paul DiGirolamo, P.E., Chief Engineer, RIG Consulting Inc. Highway Builder is published for the Associated Pennsylvania Constructors. Circulation covers highway and heavy constructors in Pennsylvania and surrounding states. Miscellaneous coverage throughout United States. Circulation also includes engineers, public officials, suppliers, equipment dealers, and others allied with the highway industry. 800 North Third Street Harrisburg, PA phone: fax: ECA Pile Drivers Shore up New Jersey s Superstorm Defense Brian M. Fraley, Fraley AEC Solutions LLC 32 RCC: A Durable, Economical Choice for Tough Pavement Applications by Ken Crank, Director of Concrete Promotion, Pennsylvania Aggregates and Concrete Association 34 Innovations with Concrete Paving & T2 Tools by Bill Davenport, American Concrete Pavement Association & John M. Becker, P.E., ACPA Pennsylvania Chapter 36 ABC Using Innovative Planning, Design, Materials & Construction Methods by Jenna R. Earley, Director of Marketing, ACEC/PA 37 Thin is In A New Generation of Pavement Preservation by Gary L. Hoffman, P.E., Executive Director, Pennsylvania Asphalt Pavement Association & Mansour Solaimanian, Ph.D, P.E., Director, Northeast Center of Excellence for Pavement Technology, The Pennsylvania State University 39 Meet the Chairmen Launches PHIA Breakfast Series 42 In Memory of Tom Kirchhoff 3

4 OFFICIAL PUBLICATION OF THE ASSOCIATED PENNSYLVANIA CONSTRUCTORS EDITOR Cynthia K. Sells PUBLICATION PREPARATION TriAd Marketing & Media 371 County Line Rd. W. Westerville, Ohio Janine Robinson, Vice President of Creative Services LAYOUT & DESIGN TriAd Marketing & Media ADVERTISING SALES Mark Wolf or PRINTER Haman Midwest ASSOCIATED PENNSYLVANIA CONSTRUCTORS 2015 Officers and Directors President Geoffrey W. Clarke Vice President Craig A. Hoogstraten Treasurer Max J. Hempt Executive Vice President Robert E. Latham, CAE DISTRICT VICE PRESIDENTS Owen J. McCormick Michael Hawbaker James R. Parsons Wayne M. Schug Dominic P. Girondo Robert R. Buckley Mark S. Eckman Michael A. Palo Charles J. Niederriter Clayton Stahl BOARD OF DIRECTORS James J. Anderson Greg Andricos Steven M. Bussanmas Matthew Cummings Michael J. Driscoll, Jr. Mark S. Eckman Barry A. Epley Michael B. Glezer Michael Hawbaker Max J. Hempt Albert Hoffman Craig A. Hoogstraten Bruce G. Hottle Kevin L. Johnson John R. Kibblehouse, Jr. Patrick A. Kinsley John R. Kulka Jeffrey C. Lamb Robert E. Latham Thomas E. Lawson Kevin Loftus Daniel J. Lucas Dennis A. Luzier Joseph M. Martosella, Jr. Owen J. McCormick George E. Mezey John M. Mills Stephen M. Muck Seth Myers Charles J. Niederriter William J. O Connor James R. Parsons David Patterson Frank Piedimonte Robert B. Priest Bruce B. Rambo Mark W. Schug Kevin R. Schultz Matthew R. Shorb Mark Snyder Clayton Stahl Robert N. Striewig, Jr. Andrew Swank Fred Thompson James W. Van Buren Thomas Westrom Kent Wible R. Wayne Willey Kenneth L. Wolf LIFE DIRECTORS Carol H. Brady Robert R. Buckley Geoffrey W. Clarke Timothy J. Crotty William J. Cummings David L. Dillon Cyril C. Dunmire, Jr. George K. Dunn James F. Eckman Dominic P. Girondo Daniel R. Hawbaker John R. Kibblehouse, Sr. John F. McCaskie John J. McCormick, Jr. James D. Morrissey, Jr. Michael A. Palo Wayne M. Schug Basil A. Shorb, III Russell C. Swank, III Richard E. Wagman formulating clients + people + projects Transportation Facilities and Buildings Design Build Construction Services Constructability/VE Environmental Services McTish, Kunkel & Associates Civil Engineering & Environmental Services Pennsylvania Locations: Philadelphia Mechanicsburg Warrendale Erie State College Highways Bridges Traffic & ITS Airports Environmental Surveying Construction Inspection urbanengineers.com Founded 1960 ISO Certified Employee Owned Allentown Pittsburgh Montoursville HIGHWAY BUILDER Spring 2015

5 SR 0006 Culvert Rehab Uses Aluminum Tunnel Liner Plate An STV project team used an unusual technology to solve a common civil engineering challenge: determining the best solution to address a large-diameter pipe culvert that has served its useful life, but would be costly and inconvenient to replace. Aluminum tunnel liner plate was used to provide a permanent solution to failing 14-foot diameter, triple culverts under a four-lane divided arterial highway in Clarks Summit, PA. The culvert rehabilitation is a component of PennDOT District 4-0 safety and structural improvements to the Lackawanna Trail (SR0006, Section 214), eight miles of roadway constructed in the early 1950s in Wyoming and Lackawanna counties. STV s engineers observed during a field visit that the pipes suffered accelerated corrosion to the point that the pipes structural integrity was compromised. Following a study of a range of alternatives and hydraulic analysis, the pipe lining approach was chosen over a replacement option that would have been much more expensive, taken much more time and caused greater impact to traffic. The job was designed and bid through PennDOT procedures, and Fabcor Inc. of Jessup, PA, was the low bidder. Construction involved redirection of flows, placement of temporary bracing to protect the shape and structural capability of two of the pipes, placement of the durable aluminum tunnel liner plate system, back-grouting the void space between new and old pipes, and appurtenant items related to the finished structures. The aluminum pipe lining provides more than 100 years of service life using PennDOT s linear metal loss rate for aluminum pipe. A zinc-rich primer was applied to the exterior of the liner plates at the point of manufacture, Contech Engineered Solutions plant in Winchester, KY. The liner was fabricated in manageably sized sections and assembled on-site. TRANSPORTATION & INFRASTRUCTURE BUILDINGS & FACILITIES CONSTRUCTION MANAGEMENT Jim Schafer Location Photography ENERGY SERVICES Enduring. Driven. Visionary. STV provides value- and quality-driven bridge and roadway designs throughout Pennsylvania and the nation. Whether your project is design-build or traditional delivery, we are committed to successful infrastructure design. We are 100 percent employee-owned and, with a stake in the business, we focus on what matters most: personal attention, quality, and innovative thinking. Our steady growth is proof-positive that we do it right, one successful project after another; above: SR 0949, Sec. R01, over Buffalo & Pittsburgh Railroad in Elk County. Offices in Philadelphia, Douglassville, Harrisburg, Pittsburgh, and Williamsport Contact: Leonard Smith, Jr., PE (717) An employee-owned firm

6 EVP Column Pennsylvania Got it Right by Robert E. Latham, CAE, APC Executive Vice President Robert Latham President Obama and Congress are looking for a panacea to fix our transportation infrastructure. There is none. Some are getting behind President Obama s initiative to tax offshore profits of American corporations. Others say privatizing financing is the answer to pay for highway, bridge and transit improvements. The overall problem with creative transportation funding schemes is that their focus is usually short term and are narrow bore, rather than comprehensive with reliable annual growth. This lack of a strategic approach usually ends up pitting one mode of transportation against another in a zero-sum game. Former Pennsylvania Governor Rendell, to his credit, did try to secure additional funding for transportation by tolling I-80 and by leasing/selling the Pennsylvania Turnpike. Projections ran as high as $30 billion for the turnpike sale, but in the end the number was a little more than one-third this amount. Tolling of I-80 was overturned by USDOT. In the end, funding for the highway and bridge program decreased by more than 35 percent in subsequent years. The transportation funding-needs gap in Pennsylvania stood at $3.5 billion a year as reported by the Transportation Funding Advisory Committee in August This gap was projected to grow to more than $7 billion annually within a decade. There was no amount of waste that could be cut at PennDOT or investment by private institutions that could close this gap in funding over the long term. In Pennsylvania, we devised a strategy with two main components. Funding would be comprehensive and cover everything that moves from pedestrian walkways to freight rail. It would also be long-term and dependable. Our approach was big-bore. We built a coalition of more than 140 organizations that included AARP and the American Heart Association. The former had an interest in the shared ride program for seniors, while the latter supported building sidewalks to address childhood obesity by providing children the opportunity to walk to school safely. In 2013, the Commonwealth passed Act 89, a conventional funding package that increases multi-modal transportation investment by $2.3 billion per year forever. Meanwhile, Indiana, which earlier sold its toll road, is back to the drawing board seeking ways to fund its transportation program having exhausted the proceeds from the deal. States like New Jersey are finding their options are limited as a result of a long-term borrowing strategy to pay for transportation infrastructure maintenance and improvements. Nationally, Congress is considering a tax on repatriated corporate profits as a solution. Pennsylvania has now been able to take advantage of private financing in the form of a design-build-finance project that will fast-track rehabilitation of nearly 600 bridges over a four-year timeframe. Former PennDOT Secretary Barry Schoch was quick to point out that without Act 89 funding, the Commonwealth would not have been able to close on the private bridge project because the state would not have had the money to fund its share of the private deal. The Keystone Transportation Funding Coalition is suggesting that our national leaders look to Pennsylvania for the solution. Eliminating the cents-per-gallon gas tax at the pump and moving the collection point upstream to the refinery level would streamline the system, solve the problem of tax revenue disappearing in the process, and allow for growth of the revenue program. It is the same as the concept of our highly successful Oil Company Franchise Tax. Private infrastructure financing can be a viable way to advance some projects forward. However, short-term fixes such as repatriation are simply long-term losers. It s time for Congress and the president to look the public in the eye and say, There is no free ride. Our experience in Pennsylvania is that Americans will look back at them and say, What took you so long? The Keystone Transportation Funding Coalition is suggesting that our national leaders look to Pennsylvania for the solution. 6 HIGHWAY BUILDER Spring 2015

7 HISTORY CAN T BE WRITTEN WITHOUT A STORY, THANK YOU FOR LETTING US BE PART OF YOURS. #GannettFleming Years of Excellence Delivered as Promised 2015_HighwayBuilder_4C_7.25x5_FINAL_B.indd 1 3/24/2015 5:46:49 PM When Farley Gannett partnered with Theodore Seelye to form Farley Gannett, Consulting Engineer in Harrisburg, Pennsylvania, on Aug. 1, 1915, they likely never imagined their company would be shaping infrastructure and improving communities around the globe 100 years later as Gannett Fleming. The company s history closely parallels the history of infrastructure systems in both Pennsylvania and the U.S. during the 20th and 21st centuries. The development of the national interstate highway system in the 1950s and 1960s was a major catalyst for the firm s further growth in the transportation market. Gannett Fleming not only kept pace, but became a pioneer of excellence in this area, with some projects hailed among the finest roadways and bridges in the U.S. In Pennsylvania, as the state s highway system developed from a few miles of narrow, twisting roads to a vast network of roadways, so grew the firm s highway and bridge capabilities. Gannett Fleming designed major portions of the Pennsylvania Turnpike, a road which set the standard for the tolling industry and became the model for many toll roads that followed. From designing portions of the Turnpike s Eastern Extension from Carlisle to Philadelphia to interchanges along Interstate 376 near Pittsburgh, Gannett Fleming has been instrumental in the development of Pennsylvania s transportation networks for the past century. Since its modest beginning, Gannett Fleming has evolved into a true multi-disciplined, global infrastructure and environmental solutions company. With a culture of innovation and a team of more than 2,000 highly-qualified professionals, the firm is positioned to support growth and improvements to state and national infrastructure. Gannett Fleming is ready to deliver excellence, as promised, to help clients meet project challenges and pioneer contributions to improve infrastructure. Copyright Gannett Fleming, Inc., All rights reserved. 2015_HighwayBuilder_Advertorial_4C_7.25x5.indd 1 3/23/2015 5:23:45 PM

8 Feature PENNDOT INNOVATIONS IMPROVING SERVICE, EFFICIENCY by Rachel D. Duda, P.E., Assistant District Executive-Design, PennDOT District 12 With added responsibilities created by additional resources, PennDOT is aggressively pursuing innovations to stretch taxpayers dollars even further. In conjunction with the Federal Highway Administration (FHWA), PennDOT has fueled its drive for innovations through the State Transportation Innovation Council (STIC). Since its inception, the STIC has been recognized nationally and in 2014 approved more than 15 new innovation initiatives. In March 2014, PennDOT s District 12 in Southwestern Pennsylvania hosted the first Innovation Day Technology Exchange and Workshop with FHWA at St. Vincent College in Latrobe. The purpose of the workshop was to share new innovations from STIC and also to integrate well-researched ideas that could be incorporated into future projects in the areas of design, construction, project delivery, and maintenance. The inaugural Regional Innovations Forum was held this March. PennDOT staff from Districts 10, 11, and 12 combined ideas, experiences, and innovations in order to enhance safety and mobility while trying to reduce costs and accelerate project delivery. Innovations are making a big impact in PennDOT Engineering Districts across Pennsylvania. District 12 was recently featured in the STIC s 2014 Accomplishments annual publication. Joseph Szczur, P.E., was asked to share his motivations behind pushing for innovation in District 12. Much of the success in the district can be attributed to Szczur s leadership and the work of his dedicated staff. Assistant District Executive of Design Rachel Duda highlights some of the innovations from District 12: 8 HIGHWAY BUILDER Spring 2015

9 SR 1006 Venetia Road Bridge TAPERTUBE TM The Ideal Piles for Land or Marine Projects Currently a single-lane bridge with yield signs on both sides, located in Union, Peters, and Nottingham townships, Washington County, causes excessive queues, especially during the peak hours. A forthcoming project will: Replace the single-lane bridge with a two-lane bridge Remove a reverse curve with a new alignment Upgrade a railroad crossing Replace a narrow box culvert at a nearby intersection Relocate utilities The initial scope of work was to maintain one-way traffic on the bridge so it would not require a detour, but would take two construction seasons. However, PennDOT realized that it could prefabricate some of the bridge elements. This involves fabricating elements of a bridge away from the construction site, allowing the bridge to be built and placed faster than conventional methods. For this project, the construction of the bridge will take only two weeks, the entire project will be completed in just six weeks. PennDOT advised the public of the change in the work zone traffic control as well as the construction duration. This innovation will improve the quality, safety, and duration of the project by reducing traffic disruption and minimizing environmental impacts. PA 31/Turnpike Intersection at Donegal Tough, Trouble-Free, Patented Tapertube Piles Save Time, Reduce Costs, Outperform Others Project-proven Tapertubes are a dramatic leap forward in on-the-job pile performance. Superior design and robust construction means this remarkable product delivers big advantages over conventional piles or other tapered piles. Tapertube piles are the only tapered piles available with heavier wall thicknesses ranging up to 0.500" produced from mill-certified 50 ksi steel. Tapertube piles are available in an array of shapes and sizes to meet your soil and capacity requirements. State Route 0031, Section X10 is a rural community arterial located in Donegal Borough and Donegal Township, Westmoreland County. The limits of the project are just west of the Pennsylvania Turnpike Exit 91 Interchange to east of the intersection of S.R and S.R. 0381, and South/S.R to South/S.R The project scope is to reconstruct this section of S.R to meet current design criteria and provide safety and operational improvements throughout the corridor. This project was a Mapping the Future Project with the Pennsylvania Turnpike. PennDOT eliminated one of its stockpiles and partnered with TAPERTUBE ADVANTAGES Made from 50 ksi steel, higher grades available upon request High capacities for shorter driven lengths Conventional equipment and installation methods Reduces concrete volume requirements Factory attached cast steel points Tapertube diameters are made to match standard pipe sizes or even non-standard pipe sizes For more information about our products, please visit our website: PO Box 688 Franklin Lakes, NJ fax:

10 the turnpike to store PennDOT equipment at the turnpike stockpile. This also allowed PennDOT to push the intersection farther away from the turnpike toll booths, allowing for more queuing length and making it easier for drivers to weave into the proper turn lanes. Both of these were safety concerns for this area. Another innovation being used at this intersection is the Florida continuous T-intersection. This intersection is situated in the middle of a sag vertical curve. The eastbound through-traffic coming down the hill will be separated when approaching the intersection and will continue uninterrupted without being controlled by the traffic signal. Traffic turning out of the turnpike will use the signal then merge with this through traffic. S.R. 519/S.R Project This project is the result of safety concerns involving a skewed intersection at Route 519 and 1055 Brownlee Road located in North Strabane Township, Washington County. The intersection is in the shape of an X controlled by stop signs on S.R and one leg of S.R. 519, which has a Stop Except Right Turn. It has historically been used as a short cut, but unfamiliar drivers get confused when they approach this intersection. It has a higher than expected crash rate. The project is designed to improve the safety and operation through the intersection as well as increasing the capacity. While the project was being designed, PennDOT conducted a Road Safety Audit, which led to some improvements to signing and pavement markings. It also resulted in PennDOT realizing that two signalized intersections, even with dual turning lanes, would not provide the capacity that was needed throughout this area. An alternative analysis produced four concepts: 1. The two signalized intersections design 2. An oval two-lane roundabout 3. Two dual-lane roundabouts 4. A combination of one signalized intersection along with a two-lane roundabout The alternatives showed that the two dual-lane roundabouts provided the capacity, acceptable level of service, would reduce congestion, and would enhance the safety and route continuity by encouraging lower operating speed and having fewer conflict points. S.R H South Junction This was an innovation developed by the contractor, Golden Triangle Construction Co. Inc., during construction. The contractor asked to change the type of structure that was proposed on I-70, eastbound and westbound, below a fly-over. The original plans called for two, dual structures utilizing crossovers for work zone traffic control. Golden Triangle proposed building one box culvert under the I HIGHWAY BUILDER Spring 2015

11 spans and not utilizing the crossovers at all to complete the work. The district, central office, and FHWA reviewed the plans and eventually approved this innovative idea. The proposal saved money on future planned projects for maintenance and protection of traffic, and eliminated safety concerns for using the crossovers, which were near the interstate ramps. Diverging Diamond Interchange PennDOT District 12 stepped outside the box when it was upgrading a substandard cloverleaf interchange in Washington County at I-70 and S.R. 19 (Murtland Avenue). Built in the early 1960s, the interchange had become both a safety and operational concern because of increased traffic volumes and substandard ramps. The district needed to come up with a solution that could be built within the existing footprint and not impact the many adjacent commercial developments. The district kept the right-of-way to an absolute minimum and was also able to utilize the existing structure on I-70 spanning S.R. 19. That saved significant construction dollars while providing a better interchange. The solution was a Diverging Diamond Interchange (DDI). This is the first to be designed and built in Pennsylvania. Although new here, the DDI has been successfully implemented elsewhere. The nation s first DDI opened to traffic June 21, 2009, in Springfield, Mo., where the Kansas Expressway passes over I-44. Based on the success of that first DDI, at least 10 other DDIs have been constructed with four more in Missouri and the others in Tennessee, Kentucky, and Utah. At least 40 more are known to be in the concept and design stage in 19 other states and Canada. A DDI is an innovative design utilizing unique traffic movements to help facilitate more efficient and safer movements by reducing conflict points. Although the ramp layout is similar to the standard diamond interchange, traffic on the cross route moves to the left side of the roadway between the signalized ramp intersections. With this, the left turning vehicles entering and exiting from the ramps do not cross opposing traffic, eliminating the need for left turn signal phase, and thereby simplifying the signal operations. It also eliminates the possibility of angle crashes since all of the movements will be merging instead of turning left. Although having traffic drive on the opposite side of the road even for a short distance sounds bewildering, studies have shown there is virtually no driver confusion. Other benefits include a better level of service, reduced congestion and delay, less conflicts, and a smaller bridge footprint. A Missouri study showed more than 95 percent of drivers believed the first DDI was safer and resulted in less congestion compared to previous diamond interchanges. Even at PennDOT s public meeting, drivers seemed very agreeable. The district created a video simulation, that educated the public on the benefits of a DDI and how to navigate through the interchange. Go to www. hwybldr.com to access the link that was created to help explain the benefits of a Diverging Diamond Interchange as well as allow motorists to visualize the District 12 DDI project Mumma Road, Suite 101, Wormleysburg, PA (717)

12 Feature WHAT S STIC ING OUT? The Pennsylvania State Innovation Council (STIC) = Rapid Technology Transfer & Accelerated Deployment of Innovation by Karyn Vandervoort, Every Day Counts Coordinator & STIC Management Team, FHWA-PA The Pennsylvania State Innovation Council (STIC) has had a banner year for putting innovations into practice and funneling funding into onthe-ground research that has direct application to today s transportation projects. In total, the Federal Highway Administration (FHWA), through PennDOT, has solicited for and received $840,000 in funding that directly and expeditiously went into research, but most importantly was applied to projects that saves lives, preserves pavements, relieves congestion, and expedites construction. And it doesn t stop here. These were opportunities gained in 2014; there are even more opportunities to secure another $1.1 million in 2015 to put innovation into practice. In Pennsylvania, multiple efforts are currently underway that exhibit innovation being put into practice: McKnight Road (recipient $720,000 of Accelerated Innovation Deployment funding, FHWA) PennDOT will invest its Accelerated Innovation Deployment (AID) demo grant in adaptive traffic signal control technology linked to the traffic management center for the McKnight Road Corridor from Interstate 279 to Perrymount Road/ Babcock Boulevard near Pittsburgh. The use of the technology will provide significant improvement by modernizing traffic operations. Additionally, this project will expand the test bed for autonomous vehicle search in conjunction with Carnegie Mellon University and pilot signal management through the District 11 Traffic Management Center. High-Friction Surface Treatment Research Project (recipient of $60,000 from STIC Incentive program, FHWA) Penn State University (PSU) was awarded the monitoring of the High-Friction Surface Treatment (HFST) Research Project. The PennDOT Materials Lab and PSU have monitored the placement on sites in PennDOT District 2 (State Route 322 at different sections) and District 5 (S.R. 512 and S.R. 2019). Currently, only one binder material (Cornerstone CE330) and one application method (fully mechanized) have been monitored. Plans are in place for this coming construction season to monitor additional sites using the PPC binder manufactured by Kwikbond, different materials, as well as different application methods. The research, completed through an experimental work plan, will be used to develop a standard specification. Research conducted in 2014 regarding The FHWA s Accelerated Innovation Deployment (AID) Demonstration provides funding as an incentive for eligible entities to accelerate the implementation and adoption of innovation in highway transportation. FHWA encourages the use of AID Demonstration to promote the deployment of the Every Day Counts (EDC) initiatives, which provides ways of improving the work of highway planning, design, construction, and operation. The FHWA announced $2.47 million for projects that will speed deployment of innovative road and bridge work in Maine, Pennsylvania and Washington. The funds, awarded under the FHWA s AID Demonstration program, will be used to offset the cost of more-efficient highway project delivery. The AID Demonstration program will ultimately invest $30 million in incentive funding for federal, state, local, and tribal government agencies to speed up their use of these innovative methods. The AID program builds on the success of the agency s ongoing EDC initiative, a partnership between the FHWA, state, and local transportation agencies to accelerate the deployment of innovative methods and cut project delivery times. 12 HIGHWAY BUILDER Spring 2015

13 the placement process (application method) identified the following criteria: depending on the slope of the pavement, the mechanized application is a must since binder runs down the slope if aggregate (bauxite) is not placed almost immediately. Rumble Strips and Thin Pavement Overlays Research Project (recipient of $40,000 from STIC Incentive program, FHWA) The objective of this 2014 research project was to prepare a synthesis of best practices from various state transportation agencies and other transportation stakeholders regarding the installation and re-installation of rumble strips on pavement treated with a thin pavement overlay. These include three rumble strip types (centerline, edge line, and shoulder); two standard rumble strip depths (3/8 inch and ½ inch), and three, thin-overlay types (hot mix asphalt, micro-surfacing, and sealcoat). These best practices provided a standardized, cost-effective process for PennDOT to effectively utilize rumble strips in conjunction with thin pavement overlays while considering existing rumble strips. The research project concluded: What is High-Friction Surface Treatment? Each year, 25 percent of all highway fatalities occur at or near horizontal curves. HFST is an effective safety countermeasure that should be used in areas with a high-crash occurrence or where other lower-cost countermeasures have failed. HFST provides a durable and long-lasting pavement solution to spot locations where insufficient friction is a contributing factor in crashes. HFST is a thin layer of thermosetting polymer-resin binder applied to asphalt or concrete and topped with a durable, high-friction aggregate. The treatment provides exceptional skid-resistance, which is proven to reduce crashes and save lives. HFST is a lasting solution with an anticipated service life of 6 to 8 years. Application of HFST ranges from $25 per square yard (SY) to $35 SY. To control costs, HFST application should be limited to specific pavement sections where a higher propensity of wet pavement crashes is demonstrated. In 2007, PennDOT District 5 installed the first HFST in Pennsylvania at an intersection in Northampton County with a history of crashes. The impact of the treatment was exceptional, reducing wet pavement-related crashes by 100 percent. The return on investment is demonstrated through the reduction to property damage, decreased incident delays and demand on first responders, and most importantly, lives saved. We Make a Difference A 75-year legacy of statewide transportation engineering excellence... Pennsylvania is our home. Engineering & Design Construction Management Design-Build Roadway Design Structural Engineering Transportation Planning Intelligent Transportation Systems See what s new at MBAKERINTL.COM 13

14 For micro-surfacing overlay projects, milling is the most cost-effective alternative Fill existing grooves with scratch layer before applying micro-surface overlay, provided that material is not flexible and will fill the existing rumble strip groove pattern In cases where rumble strips are temporarily removed, reinstall them as soon as possible as part of on-going project, per existing PennDOT Publication 72M Final guidance (specification) is included in the synthesis "Installing New Rumble Strips on Thin Pavement Overlays Of the PennDOT Engineering Districts surveyed, four districts overlay rumble strips without milling, but apply a ¾-inch scratch/ leveling course used to fill existing grooves; one district leaves rumble strip grooves as is after sealcoat overlay; two districts leave rumble strip grooves as is after all thin pavement overlays It was found that sealcoats are most effective in allowing rumble strip grooves to maintain shape All districts responding indicate that hot-mix asphalt most effectively enables re-installation of groove pattern. Auditory and tactile vibration from rumble strips alert drowsy or fatigued drivers of roadway departure. Based on the research and need to consolidate best practices, PennDOT has issued final guidance for: Highways with Edgeline or Shoulder Rumble Strips Only Undivided Highways with Centerline Rumble Strips Only Undivided Highways with Centerline and Edgeline or Shoulder Rumble Strips New Rumble Strips on Thin Pavement Overlays Undivided Highways with Centerline and Edgeline or Shoulder Rumble Strips Thin Overlay Type Overlay Depth Existing Rumble Strip Treatment Process Mill Mill Dimensions Post-milling Materials Re-milled Rumble Strip Depth Hot-mix Asphalt 7/8- to 1 inch > 1 inch Yes Full roadway (travel lanes and shoulders) Tack coat on milled surface 3/8 inch 3/8 or 1/2 inch 1st seal coat No, if material does not fill rumble strip groove Maintain > 3/8 inch existing groove depth* Seal Coat 2nd seal coat Yes Full roadway (travel lanes and shoulders) Tack coat on milled surface 3/8 or 1/2 inch No, if material is flexible and will not fill rumble strip groove Maintain > 3/8 inch existing groove depth* Microsurfacing Varies No, if material is not flexible and will fill existing rumble strip groove Fill existing grooves with scratch layer and then tack coat surface 3/8 or 1/2 inch Yes* Full roadway (travel lanes and shoulders) Tack coat on milled surface 3/8 or 1/2 inch *Groove depth of existing rumble strip pattern should be checked along a 100-foot test section within the limit of the seal coat or microsurfacing overlay project. If a rumble strip groove depth > 3/8-inch is maintained, no milling is recommended. If the average groove depth, measured at least five locations within the test section, is less than 3/8-inch the existing rumble strip pattern should be milled in accordance with the seal coat or microsurfacing rumble strip treatment process. 14 HIGHWAY BUILDER Spring 2015

15 New Rumble Strips on Thin Pavement Overlays Thin Overlay Type Overlay Depth Pre-Rumble Strip Milling Milled Rumble Surface Preparation Strip Depth Hot-mix Asphalt 1 to 1.25 inches Crack Seal 3/8 inch > 1.25 inches Crack Seal 3/8 or 1/2 inch Do not apply milled rumble Seal Coat Microsurfacing 1 Seal Coat strip on single seal coat N/A 2 Seal Coats None 3/8 or 1/2 inch 7/8 to 1 inch None 3/8 inch > 1 inch None 3/8 to 1/2 inch What s coming down the road? How it Works Through the Every Day Counts (EDC) model, FHWA works with state and local transportation agencies and industry stakeholders to identify a new collection of innovations to champion every two years. Innovations are selected collaboratively by stakeholders, taking into consideration market readiness, impacts, benefits, and ease of adoption of the innovation. After selecting the EDC technologies for deployment, transportation leaders from across the country gather at regional summits to discuss the innovations and share best practices. These summits begin the process for states, local public agencies, and Federal Lands Highway Divisions to focus on the innovations that make the most sense for their unique program needs, establish performance goals, and commit to finding opportunities to get those innovations into practice over the next two years. Throughout the two-year deployment cycle, specifications, best practices, lessons learned, and relevant data are shared among stakeholders through case studies, webinars, and demonstration projects. The result is rapid technology transfer and accelerated deployment of innovation across the nation. Below are some of the EDC Round 3, or EDC3, initiatives that have found a home within the STIC for deployment action: Improving DOT and Railroad Coordination Each year, public transportation agencies construct hundreds of roadway projects that cross over, under, or parallel to railroad rights-of-way requiring extensive coordination between the organizations responsible for these facilities. Although most projects go smoothly, delays in development and construction do occur. Railroads must carefully evaluate public transportation agency projects in terms of safety, engineering, and operational impacts both during construction and for decades afterward. For the public transportation agencies, delays incurred while waiting for railroad reviews and agreements can increase project costs and extend renewal needs for users. This initiative promotes the enhanced use of a virtual document library, a document builder, and online training made available through the SHRP2 R16 (see sidebar) project, allowing public transportation agencies and railroads to identify and mitigate sources of conflict and develop a mutual Memoranda of Understanding (MOUs) for project How is SHRP2 different than FHWA s Every Day Counts program? SHRP2 is a large-scale cooperative research program funded by Congress and administered by FHWA in coordination with the Transportation Research Board and the American Association of State Highway and Transportation Officials. More than 100 research projects were launched to address the most challenging problems identified by transportation professionals, including aging infrastructure, congestion, and safety. Products emerging from the research program are prioritized and scheduled for implementation based on industry needs, available funding, product readiness, and anticipated benefits. SHRP2 products may include applications, technologies, guidebooks, training sessions, or databases. FHWA s Every Day Counts (EDC) initiative is designed to identify and deploy existing technologies with proven benefits that will shorten project delivery, enhance safety, and protect the environment so that the benefits can be more widely realized. FHWA adopts a limited number of products into the EDC initiative every two years. In some cases, EDC may elect to adopt a SHRP2 Solution. In fact, SHRP2 s National Traffic Incident Management Responder Training solution was selected as part of the EDC2 suite of initiatives and Railroad-DOT Mitigation Strategies (R16) was selected to be part of the EDC3 offering scheduled for

16 TOTAL PRECAST STRUCTURE: SHERMAN VALLEY RUN BRIDGE PADOT District 9-0 Accelerated Bridge Construction Project New Enterprise Stone and Lime Co., Inc. erected the Sherman Valley Run Bridge, located in Bedford County on State Route 1020, in July 2012 as their first total precast concrete accelerated bridge system. The EADS Group of Altoona designed the bridge under the direction of the District 9-0 Bridge Engineer, Ralph DeStefano. Newcrete Products, a division of New Enterprise Stone and Lime Co., Inc. detailed, fabricated and delivered the precast substructure units and the prestressed adjacent slab beams for the project. and program needs. The collection of model agreements, sample contracts, training materials, and standardized best practices will reflect both railroad and public transportation agency perspectives, processes, budgets, and funding, and acknowledged good practices. Smart Work Zones Effective traffic management during construction can minimize travel delays, ensure motorist and worker safety, maintain access to local businesses and residences, and complete road work on time. This initiative focuses on two strategies out of the many options available to ensure efficient work zones: smarter planning and smart traffic control. prepare to slow down safely. Speed management solutions, especially variable speed limits (VSL), dynamically manage work zone traffic based on real-time conditions (e.g., congestion, weather). Combining VSL with automated enforcement can increase driver compliance with the displayed speed limits. Data-Driven Safety Analysis Recent advances in roadway safety analysis can provide more reliable information for effective investment decisions on the nation s road system. The objective is broader implementation of two of these advances predictive approaches and systemic approaches into safety management processes and project development decision making. Smarter planning involves road project construction coordination to Predictive approaches combine data on crashes, roadway inventory, minimize work zone impacts in a manner that produces time and cost and traffic volume to provide more reliable estimates of an existing or savings. Benefits are gained through synchronizing projects at various TEKLA Structures STRUCTURE proposed roadway sfinished safety performance. The results inform roadway levels, including combining multiple projects3d inmodel a corridor or network, safety and project development decision as well correlating and utility work, andwing coordinating The precastright-of-way componentsacquisition included footings, abutments, walls, scour cut off management walls and moment approach slabs. The bridgemaking was successfully completed anddifferent open to traffic within the required three (3) week PADOT schedule starting at detour implementation. Newcrete utilized the building as safety countermeasure selection and evaluation. work between transportation agencies. information modeling (BIM) application TEKLA Structures, a Trimble Company, to model the bridge in 3D and create the framing plan and shop drawings for the project. During the detailing phase, Newcrete several of the substructure units reducing thefeatures total number of precast approaches target high-risk roadway associated with Smart traffic control involves technology applications such as combined Systemic elements to eighteen (18) from thirty eight (38). The substructure elements were match casted and partially assembled at the plant to ensure all the particular severe crash types. A comprehensive safety management queue management and speed management applied in the work zone pieces fit together well. program incorporates a systemic approach to complement traditional environment. Queue management, coupled with traffic information The goals can and alert benefits of accelerated bridge construction were and New Enterprise (i.e., Stone & Lime Inc. extends a sincere high-crash, location-oriented hot spot )Co., approaches. strategies, drivers coming up to a work zone so they cancompletely achieved, thank you to District 9-0, the EADS Group and all others who contributed to the success of this unique project. Cross Hole Sonic Logging A division of New Enterprise Stone & Lime Co., Inc. by the Foundation Testing Experts New Enterprise Stone & Lime Co., Inc. Blacktop Crushed Stone GRL Engineers employ the best CSL technology to assess the integrity of drilled shafts. Ready-Mix Concrete Lime Free Estimates No Job Too Big or Too Small Quick response... results you can trust Pennsylvania Central Office Reliability Resources Results Other offi ces nationwide OFFICE: HIGHWAY BUILDER Spring 2015 Serving Commercial & Residential Customers Since 1924 Corporate Office: (814) PA H.I. Contractors Lic. #PA

17 Road Diets (Roadway Reconfiguration) Four-lane, undivided roadways have a history of relatively high-crash rates due to traffic volume increases and inside lanes being shared by higher-speed through traffic as well as left-turning vehicles. As communities desire complete streets and more livable spaces, they look for ways to improve pedestrian and bicycle facilities and transit options. One solution to address safety concerns and benefit all modes is a road diet. A road diet typically converts an existing four-lane undivided roadway segment to a threelane segment consisting of two through lanes and a center, two-way, left-turn lane. The results include a crash reduction of 19 to 47 percent, reduced vehicle speeds, improved mobility and access, and improved quality of life. The additional space freed up by removing a vehicular travel lane can be used for bike lanes, pedestrian refuge islands, transit stops, and/or parking. Ultra-High Performance Concrete Connections for Prefabricated Bridge Elements Robust connection systems are a key part of the successful construction of bridges using prefabricated bridge elements and systems (PBES). Ultra-high performance concrete (UHPC) can provide a strong, effective connection system for use of PBES. UHPC is a steel fiber-reinforced cementitious composite possessing exceptionally high strength and durability. The properties of UHPC allow for redesign of common connection details in ways that promote ease and speed of construction and improved long-term performance. For all EDC3 initiatives and more information, see CELEBRATING 100 YEARS. WRA, a multi-disciplinary consulting firm, offers a full range of engineering, planning, environmental, and construction management services. Recognized as a Top 120 ENR firm, WRA designs innovative and cost effective solutions for its public and private sector clients. 75 Years ago 15,000 Workers Built the Nation s First Modern Turnpike in Less than 2 Years And did you know the turnpike helped shorten wwii? BIG NEWS the next issue of summer Highway Builder will be featuring the 75th Anniversary of the Pennsylvania Turnpike. APC published a special edition for the 50th anniversary in 1990 and it has become a Keepsake Issue. The history, present and future of the turnpike will be the majority of the Summer Highway Builder's content along with some great historical photos. Many businesses are running a second ad, or making their current ad bigger, to celebrate this landmark event with a congratulatory message. For rates and deadlines contact: Mark Wolf Direct Line: Fax:

18 Feature Innovation on the I-70/79 South Junction Project in Washington County by Charles J. Niederriter, Chief Operating Officer, Golden Triangle Construction Co. Inc. Golden Triangle Construction Co. was the low bidder on a $35-million project in the fall of 2011 to modernize and reconstruct the south junction of Interstate 70/79 in Washington County. The primary purpose of the threeyear-long project was to construct a large fly-over bridge and new ramp system. The project would eliminate the severely curved ramp connecting I-79 northbound to I-70 westbound, which over the past 50 years had resulted in a tremendous amount of accidents. While this new design is definitely an innovative approach to solving an unsafe condition, the purpose of this article is to focus on an innovative idea and a beneficial change that occurred during construction on another aspect of the project. The final phase of the project included rebuilding the superstructures of both the eastbound and westbound I-70 overpass structures. With the recent emphasis on innovation and making the best possible use of transportation dollars, the idea of reconstructing two, four-span bridges that ultimately only need to span a single ramp from I-70 westbound to I-79 southbound seemed like a good opportunity for an innovative solution. This became even more apparent upon considering the methodology required to reconstruct the overpass structures. Since I-70 is such a highly 18 HIGHWAY BUILDER Spring 2015

19 traveled highway, the project required maintaining two lanes of traffic in each direction. Since the overpass bridge decks were not wide enough to accommodate this requirement during construction, mainline crossovers were required to allow one of the traffic lanes to cross to the opposite side of the interstate. The other lane would remain on the existing alignment, which required half-width deck construction and multiple phases to complete the work. The greatest concern was for the safety of motorists forced to quickly decide whether to use the crossover or not in this splitlane configuration occurring in a curve on this high-speed interstate. This safety aspect, in conjunction with the cost of installing and removing the crossovers at $1 million, ultimately led to a solution that would eliminate the crossovers and provide a long-term solution that would provide a cost savings. The idea was to construct a tunnel under the existing overpasses that would carry the ramp traffic without disrupting I-70 traffic. Since the tunnel is continuous and much wider than the old bridge decks, there would be enough room to shift I-70 traffic lanes from side to side in order to completely remove the old superstructures and rebuild the interstate without the use of crossovers. This also resulted in another safety benefit and cost savings by eliminating the need to install the crossover system a second time for the future I-70 mainline reconstruction scheduled for In March 2014, Golden Triangle Construction contacted Mackin Engineering to provide initial design work to determine the feasibility of constructing a tunnel in the constraints of the existing overpass structures. Mackin was chosen by Golden Triangle Construction due to its experience and ability to quickly move through the design/build process. Once it was determined that it would be feasible to construct the project, PennDOT District Executive Joe Szczur was approached with the proposal resulting in a positive response and a sense of urgency that disseminated throughout the Department. In his words, When Golden Triangle first presented this concept to PennDOT, the most important aspect of the potential benefits which caught our attention was safety. Eliminating the as-designed rehabilitation to the two mainline bridges carrying Interstate 70 over the ramp to Interstate 79 south allowed several safety improvements that this tunnel afforded. These included a much safer way to construct the tunnel versus rehabilitating the structure; a safer way to set the work zone up to navigate traffic through the interchange area; but most importantly, a much safer way for workers to construct the tunnel. It also will allow a much more constructible and safe way for work zone traffic control on the future mainline reconstruction project set to be bid in the spring of It s simply one of the best examples of innovation and partnering between the Department, the Federal Highway Administration, the contractor, and their consultant that I ve seen Everyone involved needs commended for one heck of a job well done! The design/approval process began in April, allowing construction of the tunnel to begin in July with a December completion. The replacement of the I-70 roadway and superstructure removal will occur in the spring of Of particular challenges, squeezing the tunnel under the overpasses with as little as 3 inches to spare was probably the most difficult. For the most part, everything went extremely well thanks to all of the various consultants, District 12, the Bureau of Project Delivery, and the FHWA. All in all, it was a job well done and a model for innovation and cooperation in Pennsylvania. Create. Enhance. Sustain. Ranked #1 in Transportation by Engineering News-Record, AECOM delivers sustainable, reliable and visionary projects. 19

20 Feature Emergency Jacking of the I-495 Bridge Superstructure by Gregory D. Burkhart, P.E. & Joseph Rovnan, P.E., J.D. Eckman Inc. A team of DelDOT, FHWA, AECOM and J.D. Eckman personnel was assembled within 48 hours to develop a strategy to restore the bridge to service as soon as possible. This dictated the retention of the existing superstructure by restoring it to its original geometry. The restoration was achieved by jacking the superstructure onto temporary towers followed by permanent construction on new foundations. Initial engineering by AECOM involved line girder analysis to confirm stability of the structure in its distorted shape and verify workplace safety. Ensuing work utilized 3-D finite-element modeling to size jacking supports and equipment, and predict superstructure, and substructure responses during jacking. The Interstate 495 Bridge over the Christina River in Wilmington, Del., was closed to traffic on June 2, 2014, due to serious substructure settlement and lateral deformation of the existing pile foundations. The affected portion of the bridge consisted of a four-span, continuous unit from Pier 11 to 14 on the south side of the river. The superstructure consists of welded plate girders on hammerhead pier caps. The foundations are supported by H piles to a depth of approximately 140 feet through soft organic clay to bedrock. A 1-inch longitudinal joint separates the northbound and southbound structures. A contractor had dumped approximately 50,000 tons of dirt next to the bridge. This surcharge created a lateral displacement of the steel H piles and pile caps. The pile deformation produced a horizontal shift of the pile caps 1 inch to 23 inches to the west; a rotation of up to 1.82 degrees to the east; a net lateral misalignment of up to 3 5/8 inches at the roadway level; and a net vertical displacement of the longitudinal centerline barriers of up to 18 inches (see photo). Piers 11 through 14 were affected, with Piers 12 and 13 experiencing the most severe displacement. Consequently, pier caps 11 and 14 were underpinned while piers 12 and 13 were determined to be structurally deficient. New foundations were designed by AECOM consisting of 32, 4-footdiameter caissons supporting 6-inch-by-8-inch, concrete-grade beams on both sides of the existing pile caps. Sixteen of the 32 caissons were under the superstructure, which presented unique challenges to the drillers A.H. Beck and R.E. Pierson. Rebar cages up to 160 feet long were lowered into the caissons through temporary holes in the bridge deck. Eight-foot-deep, reinforced-concrete slabs supported by the grade beams spanned over the existing pile cap. Once the temporary support of the bridge was completed, the existing hammerhead piers were carefully removed by wire sawing and removal with a trolley system. Three, 8-foot-diameter columns were installed on the existing pier centerline to support a new 6-footby-8-foot-wide, deep-pier cap. 20 HIGHWAY BUILDER Spring 2015

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