CONSTRUCTION PROFILES A PUBLICATION OF GUNTERT & ZIMMERMAN
FALL 2012
EquipmentPAVING AIRPORT Update
NEW G&Z PAVER MEETS TOUGH SPECIFICATIONS
2
G&Z CONSTRUCTION PROFILES: FALL 2012
WWW.GUNTERT.COM
When a contractor faces a tough concrete paving spec – and a very tight schedule to boot – it makes for a difficult project in every respect. Yet those were the challenges confronted and overcome by Sherwood Construction Co. in the construction of Runway 18L-36R at the Tulsa (OK) International Airport. Last March, Sherwood began work on the removal and replacement of 1,500 ft (457m) of the old runway, which consisted of 18 in (457mm) of dowel-jointed concrete pavement. The contractor first removed the old concrete and the 6-inch layer of cement treated base under it. That left 1 ft (0.30m) of aggregate base, which stayed in place. “We had 70 days to do all the construction – removal of the old runway, replacement with 18 in (457mm) of new concrete pavement, and getting it ready for aircraft,” said Scott Middleton, project manager. “We didn’t make the schedule; we came in late. But we had anticipated taking about 15 days more than they gave us. We knew that going in, and that was figured into our bid. We worked 12 to 14-hour days, six days a week. The penalty for not meeting the deadline was $10,000 per day.” With this in mind, Sherwood knew they needed a slipform paver that would maximize available paving time and minimize width change time.
G&Z SELECTED FOR VERSATILITY & QUICK WIDTH CHANGE CAPABILITY For the Tulsa runway and other projects to follow, Sherwood bought a new S850QB concrete paver from Guntert & Zimmerman. The contractor wanted a versatile paver, one that could change paving widths relatively quickly, said Ron Whisenand, Sherwood’s paving superintendent. “Instead of taking days to change widths on our paver, now we do it in hours on the S850,” he said. “We’re able to stay on our schedule and the paver is more versatile too.” Sherwood set up the Tulsa runway to pave eight lanes of 18 feet, 9 inches each for a total of 150 ft (45.7m) wide. Using stringline with a 6-foot offset, the contractor paved four pilot lanes first. It took three or four days for the first of the pilot lanes to gain enough strength to pave filler lanes.
TACKLING TOUGH SPECIFICATIONS The tough part was the specification set forth by the Federal Aviation Administration. Here’s how it reads: “Surface smoothness deviations (on hardened concrete) shall not exceed one-quarter inch from a 16 ft (4.9m) straightedge placed in any direction, including placement along and spanning any pavement joint edge.” Another portion of the spec addresses edge slump: “When slipform paving equipment is used, not more than 15 percent of the total
WWW.GUNTERT.COM
G&Z CONSTRUCTION PROFILES: FALL 2012
3
4
G&Z CONSTRUCTION PROFILES: FALL 2012
WWW.GUNTERT.COM
free edge of each 500 ft (152m) segment of pavement, or fraction thereof, shall have an edge slump exceeding one-quarter inch, and none of the free edge of the pavement shall have an edge slump exceeding 3/8 in (9.5mm).” Keep in mind, that’s 1/4 in (6.4mm) of edge slump on fresh concrete standing 18 in (457mm) tall. “The Guntert & Zimmerman paver met every challenge we had – and it satisfied the owner,” Whisenand said.
S850 PUSHES HIGH QUANTITY OF CONCRETE Still, meeting the edge slump spec was not easy, Middleton said. Sherwood was using an eight-sack mixture, for high early strength,
WWW.GUNTERT.COM
and the concrete was relatively dry – it had just a three-quarter inch slump with the slump cone test. “It slows you down because you have to stack so much concrete in front of those corners to make sure you get plenty of concrete up in there to form those corners right,” Middleton said. “Of course you’re paving 18 in (457mm) thick, so you have a lot of concrete head in front of the paver. It makes you walk slower with that paver to make sure you don’t start slipping the tracks because that’s a lot of head in front of the machine.” The S850 was up to the task. “When you had plenty of concrete in front of the paver, and had your build-up in the corner set properly, and if your plant is maintaining a uniform slump, the paver will do it quite easily,” Middleton said. “And that’s with very little finish work behind it. It took a bit of trial and error to get to that point because
G&Z CONSTRUCTION PROFILES: FALL 2012
5
with a brand new paver we had to dial it in, get the overbuild right, and make sure we were producing consistent concrete. “Once we got it dialed in, and once we knew what slump the plant was producing and would stay at, the process worked fine,” said Middleton. “We ended up dialing in for a 3/4 in (19mm) slump. If we got much more than that, we couldn’t hold the corners very well. “Our older paver would not have been able to meet that edge slump spec,” said Middleton. “So yes, we’re happy with the new paver.” Sherwood sawed transverse joints at 20 ft (6.1m) intervals down the pavement. Dowel bar baskets were placed on 18 in (457mm) centers across the pavement in the transverse direction. And the contractor drilled and inserted tie bars between lanes at 30 in (762mm) intervals in the longitudinal direction. The Tulsa Airport Authority provided full payment for producing a smooth ride on the runway, and exacted a penalty for a ride that exceeded deviations from a blanking band on a profilograph. To reach full pay, Whisenand said total deviations from a 0.2 in (5mm) blanking band could not exceed 7 in (177mm) per mile. Sherwood’s totals ranged between 1 in (25mm) and 5 inches of deviation. The pavement required minimal grinding – just at the headers. Production averaged between 180 to 250 cubic yards (164 to 228m3) per hour, and ranged up to 300 cubic yards (274m3) per hour. The batch plant was located one mile off the project, and Sherwood hauled concrete with 16 dump trucks. For the filler lanes, Sherwood used a placer-spreader. “The paver performed perfectly,” Whisenand said. “Everyone was ecstatic with the performance of the paver. Our company owners, our client, and the FAA, and also the engineering consultant, were all very happy with the product that was laid down.”
E2 MATERIAL PLACER Sherwood Construction took delivery of an E2 Systems patented Portable Modular Conveyor-Material Placer (PMC) in the fall of 2011. Since that time, Sherwood has discovered how beneficial such a versatile piece of equipment can be to its operation. Sherwood has used the simple loader attachment on several projects to place aggregate base material and concrete including the Air National Guard Base in Tulsa, OK. Sherwood’s paving superintendent, Ron Whisenand, has commented that the E2 Systems PMC is an “awesome” tool. The PMC was conceived to minimize mobilization expense, increase portability, and enhance productivity. The PMC is a quick, easy, dependable and cost effective way to place material within the limits of a confined work area – namely in front of a concrete slipform paver. It is capable of placing asphalt, aggregate, sand, topsoil, or any flowable material. The PMC is designed to attach to any +3 cubic yards (2.75m3) front-end wheel loader that is equipped to accept attachments and has a third valve control. The conveyor is operated from inside the loader cab using the hydraulic controls and power of the wheel loader to propel the hydraulic motor. The unit is compact and lightweight at just 10,500 lbs (4762kg). It has a proven record of placing over 300 cubic yards (275m3) of concrete per hour. The PMC is dynamic and portable. When loaded on a standard lowboy trailer for transportation, it is less than 8.5 ft (2.6m) wide and 21’ (6.4m) long, making it a non-permit load for moving. When attached to the loader, the belt can be folded to a 10 ft (3m) length to travel in a given lane of traffic while attached to the loader. The conveyor frame can also be shifted two feet left or right from center to adapt to dumping needs or conditions. The PMC is capable of receiving from most types of trucks including conventional dumps, end dumps, semis, agitors, or ready-mix trucks.
6
G&Z CONSTRUCTION PROFILES: FALL 2012
WWW.GUNTERT.COM
HIGHWAY PAVING
RECONSTRUCTION OF MOTORWAY E43/N49 BETWEEN ANTWERP & NORTH SEA
When the Ministry of Public Works in the Belgian State of Flanders decided to reconstruct and resurface 19km (11.8 mi) of the E43/ N49 Antwerp-Knokke Expressway, continuously reinforced concrete paving (CRCP) with an exposed aggregate surface was the natural choice. Indeed exposed aggregate, with its high grip and low noise benefits, has been the first option for all motorway surfacing work in Belgium since the1980s. However, the €15.65 (20.31 USD) million contract is not a like-forlike reconstruction project. Main contractor, Belgian firm Aswebo, has had to mill off 23cm (9 in) of asphalt paving before commencing reconstruction. A 5cm (2 in) layer of asphalt ABT-B course was then laid, above the previous foundation course and beneath the new CRCP, to prevent water ingress into the foundation layers. The CRCP is being laid in a 23cm (9 in) thick layer in three widths along the two-lane highway. Aswebo has called upon sub-contractor Roos Group to install the initial 6 m (19.68 ft) wide pavement, which includes the outside faster lane of the road, with tie bars inserted into the side of the concrete to connect to a 4.75m (15.58 ft) wide lane and hard shoulder with a drainage gully that will be laid later. A 1m (3.28 ft) connecting strip of concrete will also be laid between the 6m (19.68 ft) wide lane and the existing concrete step barrier in the centre of the highway.
The first phase includes 7.3km (4.5 mi) of continuous roadway on the eastbound carriageway, while the second phase is for just 2km (1.25 mi) of pavement. However there is a distance of 25km (15.5 mi) between these two phases. Phase three includes the construction of 4km (2.5 mi) of concrete step barrier, with the fourth phase providing the westbound carriageway of the 7.3km (4.5 mi) phase one section. The final phase includes the remaining 2km (1.25 mi) of westbound road. In the beginning, there were some concerns about the workability of the concrete delivered to the paver due to high ambient temperatures and the distance between the jobsite and the plant. However, after adjusting the specification of the concrete by adding a retarding admix, Aswebo moved rapidly ahead with the work. Following the adjustment of the concrete specification, Roos increased the average production up to 2km (1.25 mi) per day, over two 11-hour shifts. Which is good news for all concerned, as the Antwerp-Knokke Expressway is a particularly busy stretch of highway. Linking the city of Antwerp with the Belgian coast, the E43/N49 carries a heavy traffic load of commercial vehicles heading to the port of Zeebrugge throughout the week, but also provides a direct route for those in the city to reach the beaches on the weekend and in the summer holiday period.
Roos Group is using a Guntert & Zimmerman (G&Z) S600 paver to lay the 6m (19.68 ft) wide pavement, while Aswebo will employ its own paving machinery for the 4.75m (15.58 ft) and 1m (3.28 ft) width sections. The job is being carried out in five separate contract phases, with a total of 230,000m2 (251,531 yd2) of new concrete paving to be laid.
WWW.GUNTERT.COM
G&Z CONSTRUCTION PROFILES: FALL 2012
9
The G&Z S600 has been in the Roos Group fleet for two years now, and was in fact the manufacturer’s second model of this type to be produced.
the following day and a powered sweeping brush is employed to sweep away the top layer of fines, revealing the exposed aggregate set in the finished concrete surface.
A multi-purpose slipform paver, the S600 has a modular tractor frame that allows it to work on city streets, secondary roads and highways, as well as paving contracts at airports. The machine can also handle barrier walls, off-set paving and zero or minimum distance paving, making it a versatile addition to the Roos fleet.
Belgian road specifications stipulate that the maximum width of a single stretch of concrete road should be no more than 5m (16.4 ft) wide. Due to this fact, Aswebo is running a longitudinal cut, to a depth of one third of the concrete roadway, in the center of the 6m (19.68 ft) wide lane.
The company runs seven slipform pavers in total, but the Expressway project is a major contract for the firm.
In addition, the company is trying a new technique to prevent further damage of the pavement while in use. Aswebo is using a process called induced tracking, which involves cutting 40cm (15.75 in) slots in the outer edge of the pavement, to a depth of 6cm (2.3 in), every 1.2m (3.9 ft) along the route. It is hoped that this will prevent additional cracking of the main concrete carriageway under heavy traffic as the roadway ages.
“We have a lot of curb and gutter work at the moment but this is certainly a substantial contract for us,” said managing director Peter Roos. The double telescopic frame of the S600 permits a nominal working range of 2.44m to 6.71m (8 ft to 22 ft) with a dowel bar inserter fitted. However with bolt-on extensions, the machine can handle paving widths of up to 9m (29.5 ft) without the dowel bar inserter. The Roos machine is equipped with an optional Final Finisher device, which uses a magnesium surface finishing ski that floats on the concrete surface. The longitudinal ski oscillates fore and aft while travelling transversely back and forth across the slab. Roos then manually floats the concrete surface to achieve a smooth finish. As soon as the CRCP roadway is formed, a chemical sugar-based compound is spread on the concrete surface and covered with plastic sheeting allowing the concrete to cure. This plastic sheet is removed
10
G&Z CONSTRUCTION PROFILES: FALL 2012
Belgium has a number of heavily loaded highways, though not always with its own traffic, as the country provides a major through route for trucks in particular travelling from other parts of continental Europe to the ports on the coast. In the State of Flanders alone there is expected to be more than 140km (87 mi) of highway repair and replacement work this year, which is keeping local contractors busy. “We have three projects like this one to complete,” said Aswebo’s site manager and recycling director Steven Last. “Two have to be completed this year and then we will start another one in the new year.”
WWW.GUNTERT.COM
SUCCESS LEADS TO ADDITIONAL PAVING OPPORTUNITIES ASWEBO was also paving on the E313 motorway LiegeAntwerp in Herentals. Due to the excellent performance of the Roos’ G&Z S600, ASWEBO contracted Roos to transport the S600 the 103km (64 mi) to the Herentals jobsite to provide the finish layer on a 1.2km (0.75 mi) remaining stretch of the project. This vote of confidence not only in the S600 but also in the Roos crew is quite encouraging. The S600 performed the work with precision creating a smooth pavement surface as expected. Knowing the S600’s proven track record, Roos looks to continue to mobilize its versatile S600 throughout the upcoming years.
WWW.GUNTERT.COM
G&Z CONSTRUCTION PROFILES: FALL 2012
11
MARKET UPDATE
G&Z RUSSIA
RUSSIAN MARKET COMING ONLINE IN A BIG WAY
With the exception of the southern regions, the winter season dominates the Russian calendar offering a dramatically shorter paving season in comparison to other markets. Adding to the complexity, the season change from cold spring to summer comes quickly without time to waste. For construction companies, it is extremely important to maximize the available time during the working season. Rapidly mobilizing and highly productive equipment is a much needed asset in these market conditions. A few years ago, Guntert & Zimmerman (G&Z) set its focus on the Russian paving market and began to sell machines into the country. Based on over 50 years of concrete paving experience, it was clear that the reliable G&Z equipment would be a perfect fit for the market and job site conditions the Russian paving contractors must face. G&Z’s focus on engineering concrete paving equipment that can be easily transported and highly productive on site gives G&Z an edge on a burgeoning market. The reasoning has borne out. As of the 2012 paving season, there are already five pieces of G&Z concrete paving equipment on three different airports in Russia.
WWW.GUNTERT.COM
CURRENT PROJECTS Location
Project
Description
Samara
Rehabilitating Taxiway and Runway
The total runway dimensions are 45m wide by 3000m.
Saratov
New Taxiways and Runway
The slabs are being constructed at 42 – 47cm thick. Production was estimate at 20,000m3 in one month of paving.
Kazan
New & Rehabilitating Taxiways and Runways
The new runway dimensions will be 44m wide by 3,724m long. The rehabilitated runway will be 45m wide and be extended from 2,498m to 3,750m long.
G&Z CONSTRUCTION PROFILES: FALL 2012
13
KAZAN, TATARSTAN, RUSSIA
AIRPORT GETS STARTED WITH SERVICE MANAGER MARCO CANTU For Marco Cantu, G&Z Service Manager, it was not obvious why it was necessary to start setting up a concrete paver surrounded by 5 foot high snow banks at the Kazan Airport. The reasoning became clear three weeks later when Marco had finished his work and prepared to leave. Marco was suntanned and the paver was no longer surrounded by snow. He left behind a G&Z S850 Concrete Slipform Paver with Compact Dowel Bar Inserter (CDBI) and TC1500 Texture Cure Machine that were modified from the originally ordered working width of 9.75m (40 ft) to the revised working width of 7.5m (24.6 ft) and fully operational having completed the required test pour smoothly. Kazan, Tatarstan, Russia is a city with 1.2 Million inhabitants and a lot of history. About 800km (500 mi) east of Moscow on the Volga River, Kazan has always played a big role as a connection for trade between Europe and Asia. During the Mongolian occupation of Russia in the 13th and 14th century (1206-1368), it was a main stronghold of the Mongolian empire. Today this beautiful city is again one of the largest economic, scientific and cultural centers in the country. The Kazan Airport is under a complete reconstruction preparing to host the 27th University Summer Games in 2013 (July 6 – July 17), the FINA World Championship in 2015, and matches for the FIFA World Cup in 2018. Kazan is eagerly working to increase the capacity of its airport by building and reconstructing runways and taxiways for the international terminal. The new Runway #2 is being constructed at 44m (144 ft) wide and 3,724m (12,217 ft) long. The reconstruction of Runway #1 will maintain its 45m (147 ft) width but extend the length from 2,498m to 3,750m (8,195 to 12303 ft). The schedule for this project is extremely tight. The deadline for the whole project is May 31, 2013. The total project includes 140,000m³ (153,105 yd3)of concrete. Under these tough time constraints and high productivity needs, G&Z’s S850 proved its reliability. The project started without enough concrete supply to the paver and in difficult weather conditions. Even with these added challenges, the customer was able to work 2,500 working hours with the machine in five months and pour 110,000m³ (12,0297 yd3) of concrete by the end of September. This amount of productivity against the known challenges of the Russian market and the unforeseen challenges of this project illustrates the reliability and strength of the G&Z machines.
14
G&Z CONSTRUCTION PROFILES: FALL 2012
WWW.GUNTERT.COM
A LOOK TO THE FUTURE OF G&Z RUSSIA The Russian concrete slipform paving market has traditionally been isolated to airport paving. As illustrated in the details above, G&Z is well on its way to capture a healthy segment of that market. There are signs that the concrete highway market will be coming online. Certain road authorities will be preparing concrete projects with a few already underway. G&Z Russia is quite sure that the groundwork paved on the Russian airports will lead to further market penetration. G&Z’s productivity and reliability will be helpful in improving Russian roads and airports.
WWW.GUNTERT.COM
G&Z CONSTRUCTION PROFILES: FALL 2012
15
Guntert & Zimmerman Const. Div., Inc. 222 E. Fourth St. Ripon, CA 95366 U.S.A. Phone +1 209-599-0066 Fax +1 209-599-2021 Toll Free 800-733-2912 (USA / Canada) Email: gz@guntert.com Web: www.guntert.com
Construction ProďŹ les is published by Guntert & Zimmerman to inform readers of applied construction technology utilizing Guntert & Zimmerman equipment. All rights reserved. The contents of this publication may not be reproduced either in whole or in part without the consent of Guntert & Zimmerman. Printed in U.S.A. Manufactured under one or more of the following U.S. or Foreign Patents: 4,433,936; 4,483,584; 0051885; 6,390,727; 6,390,726; 6,176,643B1; 5,135.333 and 117323 and Patents Pending. Some items shown may be optional. G&Z reserves the right to make improvements in design, material, and/or changes in speciďŹ cations at any time without notice and without incurring any obligation related to such changes. Brochure No. 400P119