Tidewater Contractors resurfaced and widened 10.5 miles of the Century Drive Highway in Oregon using 3D milling technology. This allowed them to mill the existing pavement to variable depths according to the design profile, saving time and increasing productivity compared to traditional fixed-depth milling. Challenges included a short construction season and issues with the crushed rock source. However, using 3D milling helped Tidewater complete the project on time and receive a $127,397 bonus for road smoothness.
Contractor installs laser-GPS automated grade control system on milling and paving equipment to ensure adherence to tight cross-slope and variable-elevation tolerances on fast-track South Carolina paving project, Asphalt Contractor magazine, by Don Talend, brand storytelling, content management, and content strategy expert. Construction and geospatial technology industries
Contractor installs laser-GPS automated grade control system on milling and paving equipment to ensure adherence to tight cross-slope and variable-elevation tolerances on fast-track South Carolina paving project, Asphalt Contractor magazine, by Don Talend, brand storytelling, content management, and content strategy expert. Construction and geospatial technology industries
Richard Steger, Platform Manger-Rehab, Ingevity, delivers a technical presentation on blanaced mix design and cracking test, addressing high-recycle content asphalt mixtures at the CalAPA Spring Asphalt Pavement Conference & Equipment Expo, April 12-13, 2017 in Ontario, Calif.
Presentation by Edgard Hitti with Alon Asphalt Company titled "Terminal Blend Rubber Bitumen" at the California Asphalt Pavement Association San Diego Technical Committee Meeting Jan. 28, 2015 in the City of Carlsbad.
Richard Steger with Ingevity gives a technical presentation on balanced mix design and the development of a pavement cracking test at the CalAPA Spring Conference & Equipment Expo April 12-13, 2017 in Ontario, Calif.
Accurate Measurement of Runway Pavement GeometriesJohan Granlund
Paper presented at the Airfield Ad-hoc Working Group Meeting, arranged as a satellite conference during the 23rd PIARC World Road Congress held in Paris, France, 2007.
Richard Steger, Platform Manger-Rehab, Ingevity, delivers a technical presentation on blanaced mix design and cracking test, addressing high-recycle content asphalt mixtures at the CalAPA Spring Asphalt Pavement Conference & Equipment Expo, April 12-13, 2017 in Ontario, Calif.
Presentation by Edgard Hitti with Alon Asphalt Company titled "Terminal Blend Rubber Bitumen" at the California Asphalt Pavement Association San Diego Technical Committee Meeting Jan. 28, 2015 in the City of Carlsbad.
Richard Steger with Ingevity gives a technical presentation on balanced mix design and the development of a pavement cracking test at the CalAPA Spring Conference & Equipment Expo April 12-13, 2017 in Ontario, Calif.
Accurate Measurement of Runway Pavement GeometriesJohan Granlund
Paper presented at the Airfield Ad-hoc Working Group Meeting, arranged as a satellite conference during the 23rd PIARC World Road Congress held in Paris, France, 2007.
ROAD CONSTRUCTION (FLEXIBLE & RIGID) - SLIDES.pdfDanielWisman1
Main segments of road pavement
– Flexible pavement :Advantages & Disadvantages
– Rigid pavement: Advantages & Disadvantages
• Selected flexible road project
• Selected rigid road project
Flexible pavements are composed of a bituminous material surface course, underlying base and sub base course.
Rigid pavement is laid in slabs with steel reinforcement.
•The rigid characteristic of the pavement are associated with rigidity or flexural strength
DOWEL BAR RETROFIT (DBR) is a Concrete Pavement Preservation (CPP) tool that restores load transfer across joints and cracks by installing dowel bars linking the adjoining slabs. By linking slabs, the traffic load is shared, preventing differential vertical movement of the slabs at the joints and cracks, thereby eliminating the formation of faults or stepoffs. It is these faults that cause the rough ride and wheel slap that is sensed when traveling on a concrete roadway that has lost its ability to transfer load from one panel to the next.
1. 46 March 2011 • ROADS&BRIDGES
A Century in
the remaking
Famous route in Oregon benefits from 3-D milling
I
n Oregon, Century Drive Highway is
a big deal. How big? It is important
enough to merit a Wikipedia entry.
The route winds its way through a dark-
green pine forest and leads to the Cascade
High Lakes recreational area. In the warmer
months, traffic can get quite heavy, including
a fair number of bicycle riders enjoying the
scenery along the way. Until recently, bicyclists
were precariously relegated to the edge of the
road while four-wheel traffic dangerously
whizzed past on their way to a number of
lakes, campgrounds and small resorts at the
foot of the Cascade Mountains.
In 2007, the Western Federal Lands
Highway Division of the Federal Highway
Administration (FHWA) put out a bid to have
10.5 miles of the forest highway resurfaced, as
well as widened and realigned in some areas.
Because 5-ft-wide paved shoulders were added
to accommodate bicycles, the project was
jokingly referred to as the $7 million bike path.
However, the FHWA would soundly argue that
the increased traffic combined with the age
of the two-lane road called for the work to be
completed, regardless of the enhanced safety
for bicyclists. The finished paved width of
the highway is 32 ft, including the paved 5-ft
shoulders to accommodate cyclists.
Burning the stakes
Tidewater Contractors, based in Brook-
ings, Ore., won the project bid. As the general
contractor, Tidewater was responsible for
this two-season project, which started in May
2008. The company has been in business
since 1978 and has a focus on highway con-
struction with adjunct ready-mix and asphalt
paving operations.
Tidewater Contractors’ first step was to
check the existing survey control network on
the national forest road project. These are the
ASPHALT MILLING
By Jeff Winke
Contributing Author
2. ROADSBRIDGES.com 47
ground surface points that were used for
survey staking and grade control.
“We used a Trimble SPS930 Universal
Total Station to verify the points and con-
firm the quantities,” stated Mark Mann,
project engineer with Tidewater Contrac-
tors. “This is all necessary prep work for
creating an accurate 3-D road model.”
The original ground model and
staking note data in digital format was
provided by the FHWA. The original data
and Mann’s data collected at the site
were used for creating the 3-D design
model for the project.
“I began by building a 3-D road
model for the project that we use
for both survey stakeout and grade
checking—which is something I do with
all road projects,” Mann said. “I’ve been
working with Trimble survey equipment
since 1999 and have been taking the
digital design to the field for use directly
with the survey equipment and grade
checking to construct a project, which
provides us with a pretty substantial
payoff by itself.”
Additionally, Tidewater examined
the scope of the work to be performed
and saw beneficial opportunities
for machine control. The company
developed a “value-engineering
proposal” for the project to include
the use of 3-D machine control. The
proposal, which was accepted by the
FHWA, specified that Tidewater and
the government would share in cost
savings due to the reduced survey stak-
ing reaped by the technology.
“We didn’t tear up any pavement
in 2008 because it required that we
replace it with temporary asphalt, so we
spent the first season installing culverts,
building walls . . . most of the work
outside the existing pavement,” said
Mann. “All the major roadwork needed
to be completed by Sept. 15, 2009,
so that gave us a very short season to
complete all the work through the
finished paving.”
In addition to facing a short
construction season, the work also
was being completed during the high
recreational period when the road use is
at its heaviest.
“We needed to be extremely produc-
tive,” said Mann. “To do this, we decided
to implement machine-control technol-
ogy to eliminate a good deal of the
survey staking and ensure the highest
finished-paving quality—this was the
first project where we implemented
machine control.”
Precise set of teeth
Mann had been researching 3-D
machine control for several years,
attending user conferences and studying
the trade magazines.
“I attended a session on 3-D milling
[in 2009],” stated Mann. “This was right
before we were to begin tackling the
substantial amount of milling on the
South Century Drive project.”
In the session, Mann learned that a
grade-control system can be installed
on milling machines (cold planers) for
highly accurate milling at variable depth
and slope without stringlines.
Mann continued, “I spoke with the
3-D milling expert at the conference and
described the project we were about to
embark on. They felt it would be a good
match for the 3-D milling system.”
Local experts agreed that the South
Century Drive Highway project was
well-suited for “intelligent 3-D mill-
ing” technology due to the advantages
of variable-depth milling. With a
traditional 2-D control system, the
machine mills to a constant depth and
essentially copies the old surface. With a
grade-control system on the cold planer,
the 3-D control system varies its mill
depth according to the 3-D design. It
is designed to match the design profile
with ±5-mm accuracy.
Throughout the entire length of the
road, the design called for the existing
pavement and base to be milled at 5-in.
and 8-in. depths.
“We saved a considerable amount of
time and additional work by using [a
grade-control system] and milling to the
design profile at variable depths from
3 to 12 in.,” Mann stated. “It increased
our production, since we milled only
what was needed. And we used less
asphalt during paving, since there
were no low spots or unevenness that
required filling in.”
Mann added, “With fixed-depth mill-
ing, the machine does not cut to design,
so further grading work is required and
you don’t know where the design line
is; you often cut more or less than is
required to achieve grade. This calls for
another cut/fill process with a grader.
On the other hand, with 3-D milling,
you’re milling to a design profile and
eliminating the cut/fill process by the
grader as is required in fixed-depth mill-
ing. This is the critical point that without
3-D milling technology would not be
practical: We were milling to the design
profile, not a fixed depth.”
With the accuracy of the milling,
the grading of the subgrade was more
efficient, and Tidewater Contractors
Tidewater Contractors received a smoothness bonus of $127,397, and the Western
Federal Lands Highway Division reported that the roadbuilder achieved the smoothest
ride since they started using the International Roughness Index.
3. 48 March 2011 • ROADS&BRIDGES
was able to mill and finish grade up to
12,000 sq yd of road surface at a 3 to 12
in. depth in one day.
The time-saving advantage with the
machine-control system helped over-
come considerable delays caused by a
subsequent problem with a rock source
for the project.
“In our testing we discovered that
Throughout the entire length of the road, the design called for the existing pavement and base to be milled at 5- and 8-in. depths. “We
saved considerable amount of time and additional work by using [a grade-control system] and milling to the design profile at variable
depths from 3 to 12 in.,” said Mark Mann, project engineer with Tidewater Contractors.
Circle 775