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Vol. 36, No. 3
Vol. 36, No. 3
GOMACO World is published by GOMACO Corporation to inform readers of applied constructiontechnology utilizing GOMACO equipment as well as innovations and concerns in the constructionindustry throughout the world. All rights reserved. The contents of this publication may not bereproduced either in whole or in part without the consent of copyright owner. Printed in U.S.A. © 2008 GOMACO Corporation (12 CFX). All stories written by the editor unless otherwise noted.
Address all communications to GOMACO World Editor. If you do not receive GOMACO World,and would like a complimentary subscription, please contact GOMACO Corporation, PO Box 151, Ida Grove, IA, 51445, USA, 712-364-3347 or e-mail [email protected].
Vol. 36, No. 3
GOMACO
President and CEO Gary L. Godbersen
Vice PresidentsWorldwide Sales and Marketing
Kent GodbersenAccounting Sharon K. GodbersenManufacturing Grant Godbersen
Administration & Finance Richard E. SmithEngineering/Research & Development
Kevin L. Klein
General Manager of ManufacturingDan Soellner
Sales United States and CanadaSales Manager Bob Leonard
Sales Coordinator Brad ZobelAssistant Sales Coordinator Mike Leinbaugh
United States and CanadaDistrict Managers
Brad Barkema – N. CentralJim Hayward – Western
Kendall Kelly – S.W.Vinnie Miller – S.E.
Len Rettinger – N.E./Central
International SalesDirector Bryan Schwartzkopf
Coordinator Randy Bean
International Regional ManagerTim Nash – Asia Pacific
Steve Bowman – Latin America
GOMACO International Ltd.Managing Director Rory Keogh
Sales Managers John Bowden & Andy Linham
Service DepartmentManager Dennis Ernst
Service Desk DeWayne Krayenhagen & Doug Comstock
Parts Manager John KallinParts Desk Dan Ellerbusch,
Jeff Stevenson & Dean O’Tool
GOMACO University Training CenterDirector Dennis Clausen
Assistant Director Rod Schneider
GOMACO World is produced by theGOMACO Advertising Department.
Manager Randy BachMarketing Coordinator Micki RettingerGOMACO World Editor Kelly Krueger
Communications Specialist Thomas R. GrellCommunications Specialist Bobbi L. WonderAdvertising Coordinator Carrie J. Odgaard
Photo Lab Don Poggensee
Please visit our Web site at http://www.gomaco.com GOMACO World magazine at http://www.gomaco.com/gomacoworldGOMACO World Editor Kelly Krueger at [email protected]
6 13 18 20
3 BAR INSERTION ACCURACY ON A CALIFORNIA HIGHWAY– Security Paving Company (Cover photo by Travis Brockman HW-080709 D16)
6 GOMACO PAVERS TURN A KANSAS FORT WHITE6 – Loch Sand & Construction Company9 – Smoky Hill L.L.C.11 – Permanent Paving Inc.
13 THE GOMACO 9500 TRIMMER12 – LeeMar Building & Construction15 – Weaver-Bailey Contractors Inc.16 – T.J. Lambrecht Construction17 – Millstone-Bangert
18 SUPERB PRODUCTION ON INDIANA’S SUPER 70 PROJECT– E & B Paving
20 PAVING 1,000,000 METERS (3,280,540 FT) IN THE UK– Peter Davidson Limited
22 2009 GOMACO UNIVERSITY CLASS SCHEDULE
23 AROUND THE WORLD
Quality Policy: We Shall Meet Or Exceed Our Customers’ Expectations.
GOMACO Corporation's Quality Management System Is ISO 9001:2000 Certified By The American Systems Registrar.
3
Security Paving Company slipformed 18 miles (29 km) of new concrete roadway on the Highway 23 project. They used their newGOMACO GP-4000 four-track paver with In-The-Pan Dowel Bar Inserter (IDBI) to pave the new roadway.
The traffic on California’s Highway 23, a major roadway inVentura County, has grown from anaverage of 87,000 vehicles daily in1995 to about 99,000 vehicles per day.A steady population growth and anincrease in jobs in the county has ledto the increase, which is expected torise even more.
The answer to the traffic problemis a $65 million highway improvementproject. The project widens thehighway from four lanes to six withone lane and shoulder added in eachdirection from Los Angeles Avenue inMoorpark to Highway 101 inThousand Oaks. CaliforniaDepartment of Transportation(Caltrans) officials say the expansionwill help handle a projected 35 percent increase in traffic over thenext 25 years.
Security Paving Company, in Sun
Valley, California, was in charge ofslipforming the new lanes. SecurityPaving needed a new machine for theproject. They ultimately decided on aGOMACO four-track GP-4000slipform paver with an In-The-Pan
Dowel Bar Inserter (IDBI).“We are responsible for paving
18 miles (29 km), nine miles (14.5 km)in each direction, on Highway 23,”Mike Mattivi, Vice President ofSecurity Paving, said. “We used ourGOMACO 9500 to trim the grade.Then we brought in our GOMACOGT-6300 for our base. We had sixinches (152 mm) of lean concrete baseunderneath our Portland CementConcrete (PCC). Then we followedthat with our GP-4000 with the IDBI.”
Project restraints created sometight working conditions for the GP-4000. A barrier wall was placedalong the edge of the existingroadway to separate workers fromlive traffic. Sometimes, there was onlya 22 inch (559 mm) wide ledge,between the edge of the existingroadway and the barrier wall, for thepaver’s tracks to run.
Bar Insertion Accuracy and Paving Production on a California Highway
The IDBI inserted 18 inch (460 mm)long, 1.5 inch (38 mm) diameter bars,spaced 12 inches (305 mm) apart.
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“Before starting the project, I wasvery concerned,” Mattivi said. “We hadnever worked with this paver before oran IDBI, and we were working in sucha small area with very little room forthe tracks. After the first or second dayof paving though, it was just full speedahead. There were no problems.”
GOMACO engineered six foot
(1.8 m) leg extensions for the right andleft rear legs and the right front leg tohelp with the clearance issue. Each legon the four-track GP-4000 has manualpivoting mount arms which allow thelegs to pivot 19.5 inches (495 mm) tothe inside or outside of the straightahead position. The pivoting featureallowed Security to place the legs in
the optimum locations for their tight-clearance requirements.
The new lane had to match theprofile of the existing highway.Security operated their GP-4000 lockedto grade on the right side of the paver.Stringline on the left side of the pavercontrolled steering and grade.
A standard California PCC mixdesign, with an average slump of 1.5 inches (38 mm), was used on theproject. It was produced by Security’son-site batch plant. Up to 15 trucks,each carrying a 10 cubic yard (7.6 m3)load, dumped directly on grade andkept the paver supplied with concrete.
The new lanes are 23.6 feet (7.2 m)
“It couldn’t have gone any better for us. It’s been a real eye openerfor us, and as far as we’re concerned, it’s the only way to get thejob done. The IDBI has saved us a lot of money, as far as insertingdowels versus men working the dowel baskets. We are just thrilledwith it,” Mike Mattivi, Vice President of Security Paving, said.
Security Paving’s GP-4000 four-track paver with IDBIslipforms underneath a bridge overpass on Highway 23.
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Pivoting leg extensions allowed Security to place the GP-4000’stracks in their optimum position for the project’s tight conditions.
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Production averaged approximately 2000 cubic yards (1529 m3)per eight hour shift under live traffic.
The right front track and two rear tracks on the GP-4000 paverhad six foot (1.8 m) leg extensions.
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wide and 11 inches (279 mm) thick. A front-mounted bar inserter on theGP-4000 was inserting a #6 deformedtie bar, 29.5 inches (750 mm) long,every 28 inches (710 mm) for thelongitudinal joint. The IDBI’scomputer manages the timing and thespacing of these bars for accurateplacement, including skipping theinsertion point where the transversejoint is located.
The IDBI on the GP-4000 inserted18 inch (460 mm) long, 1.5 inch (38 mm) diameter bars, spaced 12 inches (305 mm) apart, every 23.6 feet (7.2 m) for the transversejoint. The first bar was offset
five inches (127 mm) from the edge of the slab.
The IDBI’s computer controlmanages all of the systems andpresents the information on an easy tounderstand display. The computercontrols the timing and operations ofthe IDBI functions, including sendingthe bar-loading trolley, positioning theIDBI in standby, and activating theIDBI system for bar insertion.
Production averagedapproximately 2000 cubic yards (1529 m3) per eight hour shift.
The IDBI produced a qualitypavement with bar insertion accuracy.After the first day’s pour, Caltrans
wanted to test bar placement. Theydrilled 26 test cores to checkplacement and all the bars werewithin tolerance. None were found tobe deficient in either depth orposition.
“I was worried about using theIDBI, because we had heard theycould be temperamental,” Mattiviexplained. “It couldn’t have gone anybetter for us. It’s been a real eyeopener for us, and as far as we’reconcerned, it’s the only way to get thejob done. The IDBI has saved us a lotof money, as far as inserting dowelsversus men working the dowelbaskets. We are just thrilled with it.”
The GP-4000’s right tracks had to run on the existing edge of highway and some areas were only 22 inches (559 mm) wide.
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Three different contractors used their GOMACO paving equipment to slipform an ocean of concrete on different projects at Fort Riley.
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GOMACO Pavers Turn A Kansas Fort
Fort Riley, located in centralKansas, has been an integral part ofthe United States’ military history. Thefort goes back to 1852 when its initialpurpose was to protect the pioneersand traders traveling along theOregon to California and Santa FeTrails. Throughout the years, itsmission has changed with thedeveloping country. Its vast historyincludes episodes with LieutenantGeorge Armstrong Custer, Wild BillHickock, the 10th Cavalry Regiment ofBuffalo Soldiers, and most recently,the home of the 1st Infantry Division,nicknamed the Big Red One. FortRiley has also become a pivotal basefor the war on terror.
Recent expansions at the basehave created a building boom at theFort to accommodate the arrival ofmore troops and equipment. Theexpansion means more barracks,offices, maintenance facilities, hangarsfor helicopters, other supportfacilities, and an enormous amount ofconcrete paving.
Three contractors, using theirGOMACO equipment, had asubstantial amount of work at the Fortin 2008. Loch Sand and ConstructionCompany, from Maryville, Missouri,had 330,000 square yards (275,913 m2)
of paving, which included rebuildingthe Fort’s runway and taxiways,aprons, and other structures. SmokyHill L.L.C., based out of Salina,Kansas, rebuilt almost two miles (3.2 km) of roadway through a busysection of the base. The thirdcontractor, Permanent PavingCompany, from Overland Park,Kansas, slipformed 175,000 squareyards (146,318 m2) of concrete for anew beddown facility and vehiclemaintenance area.
Loch Sand and ConstructionCompany –
Pieces of Fort Riley’s existingrunway date back to World War II,with extensions added on at differentintervals. In general, though, therunway was very deteriorated andpractically non-usable. A substantialportion of the project at Fort Rileyincluded rebuilding the runway,surrounding taxiways and aprons.
One of the Corps of Engineers’requirements for the paving contractorfor the project was they had to havepaved an airfield project within thelast three years of $15 million or more.Burns & McDonnell, the design/buildsponsor on the project, turned to LochSand and Construction Company.
Loch Sand has accomplished severalextensive airport paving projects,including work at the Charles B.Wheeler Downtown Airport andKansas City International Airport,both located by Kansas City, Missouri.
The long-time GOMACO ownersmoved their fleet of equipment andpaving crews onto the project in late2007. Harsh winter weather haltedwork until spring of 2008, whenpaving began full speed.
“Very seldom do you get a job likewe had at Fort Riley where you’reable to pave day after day after day,because you have such a large areaand different areas to be working in,”Rob Loch, Treasurer and EquipmentManager for Loch Sand, said. “We had330,000 square yards (275,913 m2) ofconcrete pavement. That’s a lot of areathat has been turned white out there.”
The list of GOMACO equipmenton the project is an extensive one...two 9500 trimmers; a PS-2600 and PS-60 placer/spreader; a GP-3000,GHP-2800 and GP-2500 paver; twoT/C-600 texture/cure machines; and aSpanit® Work Bridge.
The project for Loch Sand beganwith the removal of the Fort’s existingrunway. The old concrete was hauledaway, crushed and recycled for other
77
Loch Sand’s 90 degree edgeimpressed everyone on the project.
Edge specifications required no more than a 0.125 inch (3 mm) edge slump on the edgeand only 0.25 inch (6 mm) out of vertical on the vertical side.
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building projects on the base. The nextproject was completing 160,000 cubicyards (122,329 m3) of grading. Afterthat, 10 inches (254 mm) of base rockwas laid for the new runway,taxiways, helicopter aprons and otherfacilities on their portion of theproject.
The two 9500s were used to trimboth the subbase material during thegrading process, and the final rockbase. One 9500 was set to trim 18 feet(5.5 m) wide while the other wastrimming 16 feet (4.9 m) wide. Whentrimming the subbase material, thedepth of the cut varied between threeto four inches (76 to 102 mm). On thebase rock, they trimmed a 0.5 toone inch (13 to 25 mm) depth with theexcess trimmed rock being placed inthe adjoining lane.
The runway was paved with theirPS-2600, GP-3000, and T/C-600
GOMACO paving train. The new lightaircraft and helicopter runway is 4500 feet (1372 m) long and 150 feet(45.7 m) wide. Paving passes were 25 feet (7.6 m) wide and 8.5 inches(216 mm) thick.
Loch Sand’s second paving train, aPS-60, GHP-2800 and T/C-600, wasused to pave the aprons and otherprojects at Fort Riley. The scope oftheir project is very impressive.
“After the runway, we startedpaving the taxiways,” Jerry Wilson,Vice President of Field Operations forLoch Sand, said. “There were sixtaxiways that join the new runway tothe new aprons. The helicopter fuelingapron was paved next. Then we had acompass pad where the helicoptersline up and align their compass totrue north. Next on the list was a RedCross emergency helicopter pad. Also,there were five new helicopter
maintenance buildings being builtthere and we poured the aprons forthose. Our last section of work was a40,000 square yard (33,444 m2) parkinglot for a maintenance building. Alltotal, we’ve poured 90,000 cubic yards(68,810 m3) of concrete.”
Concrete was supplied by LochSand’s on-site batch plant. Theirconcrete mix design was one they haddeveloped in-house and used on otherairport projects.
“It’s a LaFarge slag cement blendwith 620 pounds (281 kg) ofcementing material, which includesfly ash,” Wilson said. “We use locallimestone with a 1.5 inch (38 mm) topsize and local Kansas River sand. It’s amix design that our guys developed.It finishes very well and stands up onthe edges.”
Slump averaged 1.75 inches (44 mm). Concrete was delivered tothe paving site by dump trucks, eachcarrying 10 cubic yard (7.6 m3) loads.
A concern during the pavingprocess was slipforming overhelicopter tie downs. The apronsrequired 270 tie down locations, eachwith four inserts or spots for tyingdown the helicopter.
“We built a rebar mesh withthreaded pipes at each tie-bar locationso we could preset them at the correctelevation,” Wilson explained. “Eachtie-bar mechanism was 0.5 inch (13 mm) lower than the surface of theapron so the snow plows don’t hitthem during the winter time. We’dcover those mechanisms, which aretwo inches (51 mm) by four inches(102 mm), with a piece of duct tape so
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The project required slipforming over 270 tie down locations, each with four inserts for tying down helicopters, on the apron.
they didn’t fill with concrete as wepaved over them. A finisher on theWork Bridge would follow behind thepaver, clean out the tie downmechanism, and finish around it.”
The Army Corps of Engineers,who oversaw the project, hadguidelines and specifications the newpavement had to meet. Therequirements included both asmoothness and an edge slumpspecification.
“We can only have 0.125 inch (3 mm) edge slump on the edge andonly 0.25 inch (6 mm) out of verticalon the vertical side,” Wilson said.“Those are strict specifications and wehad zero trouble meeting them. TheGOMACO equipment built that edgeeven better than those specs.
“Airports have a different criteria
for smoothness than highway projects.The airport criteria was seven inchesper mile (110 mm/km) for smoothnesson a 2/10ths blanking band. That’spretty easy to make. Our average was0.49 inch per mile (8 mm/km), whichis 14 times smoother than thespecification required.”
Loch Sand gives credit for theirquality pavement to both their crewand their paving equipment. Theirslipform paving crew, which wasalmost 50 workers at the peak point ofthe project, has worked together forseveral years and are experienced atpaving concrete. They also havepersonnel on site who know how toset up their GOMACO pavers toproduce their razor sharp edges.
“We let the machine make ouredge,” Wilson said. “We have a very
strict regimen of adjusting ourmachines, the edge slump and thetroweling finish of the pavers, so it’smaking the sharp, square edgethrough the machine. No matter howgood our people are working behindthe paver, the concrete has to comeout smooth, because that’s the onething the finishers can’t fix.”
Loch Sand has produced a qualityproject for Fort Riley. All of the330,000 square yards (275,913 m2) ofpaved concrete exceeded specificationsand no grinding had to be done.
“Loch Sand’s company motto is:There is no substitute for quality,”Mike O’Riley, Loch Sand’s ProjectManager at Fort Riley, said. “That’swhat you see out here on this projectand every project we do.”
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A 9500 prepares grade ahead of the GOMACO paving train. A T/C-600 followed the paver applying a white spray cure.
9
Smoky Hill L.L.C.The project requirements called
for the removal and replacement ofalmost two miles (3.2 km) of existingasphalt roadway. The section ofroadway is one of the busiestthoroughfares through Fort Riley andconnects the town of Ogden, Kansas,with the main barracks housing 20,000soldiers and part of the base’scompany headquarters. The oldroadway was quickly deteriorating.The road’s bad condition, combinedwith steep grade and a hairpin curve,was the source of several accidents.Winter’s snow and ice often causedthe road to be closed down for safetypurposes, but that caused congestionon other roads around the base.
Smoky Hill L.L.C. was awardedthe contract to remove the dangerousroad and replace it with concrete. Theproject involved straighteningportions in the new roadway whiletrying to decrease the steep slope. Thenew road had to be built as far awayas 100 feet (30.5 m) from the existingone in some places. Smoky Hill alsohired a subcontractor to blast andremove 25 feet (7.6 m) through a rock cut, then used that material in a 20 feet (6.1 m) fill area. Even with that measure, they are still having toslipform a portion on a six percentgrade. Superelevations and crowns inthe new grade and pavement createdadditional challenges for them. Aroundabout and tank crossings wereother unique aspects of the project.
This year the family-ownedcompany decided to add a thirdpaving crew. In the past, they havealways paved with GOMACOequipment. And once again, theychose GOMACO when theypurchased a new GP-2600 two-trackpaver for their new paving crew.
“We do a lot of urban pavement,”Garett Cloyd, Project Superintendentfor Smoky Hill, explained. “Wespecialize in chopped up projects andwe do a lot of conveyor paving,because we have no room for aplacer/spreader in a lot of areaswhere we work. We need a paver thatis diverse and able to be changedpretty readily.”
Their GP-2600 is equipped with afront-mounted conveyor system tohelp deal with their different projects’tight conditions. The conveyor system
on the paver has a belt that can beextended for concrete trucks to unloadon. Once the truck is empty, the belt isretracted and the truck can drive onthrough. The belt places the concreteonto the grade in front of the paver.The auger/strike-off moves theconcrete across the width of the open-front mold on the paver. The systemgives Smoky Hill a placer/spreaderoption without having to find thespace for an extra piece of equipmenton the project.
Before any concrete paving cantake place, the grade has to be
properly prepared. Smoky Hill hadsome demanding specifications fromthe Army Corps of Engineers that hadto be met on the two different layersof base material. They used theirGOMACO 9500 to trim each layer ofbase to the exacting specification.
“The Corps of Engineers wouldinspect after every time we trimmed,”Cloyd said. “They would dig downand check the depth of the lime. If wewere deficient more than 0.25 inch (6 mm), there was a penalty. The samewas true for the second layer of rock.Each 12 foot (3.7 m) wide trimming
Smoky Hill slipformed a new roadway complete with a roundabout, six percent grade,and a tank crossing through Fort Riley with their new GP-2600 paver.
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pass for both layers of base materialwas inspected for depth accuracy.”
The Corps never found their gradeto be deficient.
Stringline set on the projectcontrolled the trimmer’s steering.Carefully setting the stringlineallowed Smoky Hill to trim the gradewith the same superelevations thepaver would put into the concreteroadway. Topcon sonic sensors helpedcontrol the grade, which ensured anaccurately trimmed base.
“This road had eight supers in itand some of them were prettylengthy,” Cloyd said. “We also hadmultiple places where we went from acrown, transitioned into a super, andthen went back to a crown again. Wewatched the stringline very closelyand were pretty detailed with it tomake sure the lime and the rock werewhere they need to be.
“We had a tank crossing thatneeded to be 0.5 inch (13 mm) thickerpavement than the rest of the road.We just marked that out ahead of
time. The trimmer operator just dialedthe sonics down 0.5 inch (13 mm)when he trimmed the lime so it was alittle bit deeper. We laid our rock ontop of that and did the trimming inone pass. We didn’t have to go back tocut the tank crossing out. We alsotrimmed our aggregate shoulder aswe went, so it was all one pass off thesame stringline.”
When it was time to start pavingon the project, Smoky Hill took on thebiggest challenge first... theroundabout. They had slipformed onebefore with their GOMACO GP-2500
paver, but this would be their firstroundabout, on the first pour of theproject, with the new GP-2600.
“It was the first pour on the joband we had a lot of people watchingus, from Corps of Engineer personnelto civilians,” Cloyd said. “It went verywell. The roundabout had a 100 foot(30.5 m) radius and we started andstopped paving in the exact samespot. They’re big enough around thatby the end of the day we just had toput burlap out and wash the paver.We left the paver there for three orfour days until we got our neededcure time on the concrete. Once wegot cure time, we made a ramp,tracked the paver out of there andmoved it to the site of the next pour.”
With the roundabout complete,paving on the rest of the roadwaystarted. All of the concrete pavementon the project was 24 feet (7.3 m) wideand nine inches thick. Productionaveraged between 110 to 120 cubicyards (84 to 92 m3) per hour. Aportable batch plant was set up on-
Smoky Hill’s first project with their new GP-2600 paver was slipforming a roundabout with a 100 foot (30.5 m) radius.
The GP-2600 has a front-mounted conveyor system to help withthe project’s tight conditions.
The conveyor system features a belt that can be extended for concreteplacement and then retracted to allow room for the trucks to pass.
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The tank crossing has extra steelreinforcing and thicker concrete.
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site to supply the concrete. The mixwas a Corps of Engineers approveddesign with slump averaging 1.5 to1.75 inches (38 to 44 mm).
Another interesting aspect of theproject, and something not found onan ordinary road project, was the tankcrossing.
“There’s a tank crossing throughthe roadway, an intersection for thetanks to travel across while movingfrom their battalion headquarters onthe base out onto the firing range,”Cloyd said. “The Corps wanted theintersection to have a little bit thickerconcrete, 0.5 inch (13 mm), and it hasa little bit different steel in it for extrareinforcing.”
The paver is equipped with aframe-mounted bar inserter on thefront. It placed a transverse bar every24 inches (610 mm) for thelongitudinal joint. A timing wheel onone of the paver’s tracks measuredout the spacing of the barsautomatically.
A second wheel on the track is
part of Smoky Hill’s vibratormonitoring system. They are using aMinnich Auto Vibe II system, whichhelps them control vibrator vpm, aswell as monitors and stores theirvibrator data.
“It wasn’t a specification on thisCorps of Engineers’ project, but theKansas Department of Transportationstarted requiring it a few years ago,”Cloyd explained. “They wanted to beable to have a readout of our vibratorfrequencies and other measurements.
With this Auto Vibe II, we just takethe card out, take it into the office,and we can print them out a chartshowing all of our information.”
The GP-2600 is putting down a lotof concrete for us and is giving us thesmoothness that we’re wanting,”Cloyd said. “We’re having noproblems with our edges. They’restanding up beautifully. It’s puttingout good concrete and we’re prettypleased with it.”
One of Permanent Paving’s projects is a 15 acre (6.1 ha) vehicle maintenance parking area that will eventually hold approximately700 of the bases’ HMMWVs, or High Mobility Multipurpose Wheeled Vehicles.
Permanent Paving’s GP-2600 paved the newparking area in 24 feet (7.3 m) wide passes.Their T/C-600 applied a white spray cure.
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Permanent Paving Inc. –The Custer Hill Beddown Facility
at Fort Riley is a design-build projectincluding Brigade and BattalionHeadquarters, Company Operations,and Tactical Vehicle Maintenancefacilities totaling over 175,000 squareyards (146,318 m2). The new complexwill provide operational facilities for aSustainment Brigade attached to the1st Infantry Division.
Mortenson Construction, basedout of Minneapolis, Minnesota, is theprime contractor on the project. Theypartnered with Permanent Paving Inc.to complete the concrete pavingportion of the huge project. They arealso responsible for paving a new 15 acre (6.1 ha) Vehicle Maintenanceparking area at Fort Riley.
“The Custer Hill project, for us, isa series of roads, hardstand paving forparking, tank haul roads, curb andgutter and just an array of differentprojects,” Steve Bird, President ofPermanent Paving, said. “Our secondjob, the Vehicle Maintenance area, isjust one large lot with a little bit ofcurb and gutter.”
The Custer Hill BeddownFacility’s 85,000 square yards (71,069 m2) of concrete paving wasbroken down into five differentsegments.
“The beddown project was prettychallenging and required us movingour paver around to different areaswithin the project,” Bird said. “Webrought in our Commander III four-track and paved 24 feet (7.3 m) wide,8.5 inches (216 mm) thick with it. TheCommander was nice on the project,because it’s so easy to move andtransport.”
The project has 14,000 lineal feet(4267 m) of 24 inch (610 mm) wideType B curb and gutter with a 12 inch(305 mm) back and a six inch (152 mm) face. Permanent Paving
used their GOMACO GT-3600 curb and guttermachine to slipform theprofile.
The VehicleMaintenance parking areahad 90,500 square yards(75,667 m2) of concretepavement. The companybrought in their new two-track GOMACO GP-2600paver to slipform the 360 feet (110 m) wide by650 feet (198 m) long lot.They paved the lot in 15 paving passes, each one 24 feet (7.3 m) wide and8.5 inches (216 mm) thick.Number five epoxy-coatedtie bars were inserted intothe side of slab on 30 inch(762 mm) centers.
The concrete on theproject was supplied by aportable wet batch plantlocated close to theprojects. The concrete wasa 650 flex mix with anaverage slump of one inch(25 mm). The concrete wasdelivered to the pavers inspecially-modified ready-mix trucks that dumpeddirectly on grade.
“We rigged the trucks with pavingmixers so each one was capable ofunloading their 10 cubic yard (7.6 m3)load in approximately 60 seconds,”Bird said.
Project specifications did not havea smoothness requirement forPermanent Paving’s work at FortRiley. They did, however, have astraight-edge requirement, allowingonly a 0.25 inch (6 mm) deviation in16 feet (4.9 m). The specification waseasily met by both the Commander IIIand GP-2600.
“We didn’t do any grinding or
have to take any kind of correctivemeasures on our concrete pavement,”Bird said. “Our GOMACO pavershave worked out great for us andwe’re really pleased with them. Theydo everything we ask and ouroperators really like running them.
“GOMACO has always been therefor us and their service is top notch.Any company can sell a machine, butwhat’s important to me, even moreimportant than pricing, is the servicethey provide. GOMACO always findsa way to help us out.”
The 650 flex concrete mix was dumped directly on thegrade in front of the new GP-2600 two-track paver.
Permanent Paving is slipforming 90,500 square yards (75,667 m2) of concrete pavement on just the Vehicle Maintenance parking area.
Straight edge requirements allowed only a 0.25 inch (6 mm) deviation in 16 feet (4.9 m).
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GOMACO 9500 Trimmer The Work Horse of the Paving Operation
The iROX Road Expansion Projectis making history in southwestFlorida. It’s the state’s firstdesign/build/finance (DBF) projectcreating new northbound andsouthbound lanes on the inside of theexisting lanes on 30 miles (48.3 km) ofInterstate 75. The work will all becompleted in just over three years.
According to the iROX Web site,the project is extraordinary on manylevels. First, its size... expanding 30 miles (48.3 km) of I-75 to six lanes.Second, the timing... it cuts five yearsoff the timetable for a job this size.Third, its flexibility... work was begunon the project while engineers werestill designing other segments.
LeeMar Building andConstruction, with headquarters inFort Myers, Florida, is part of a joint-venture team working on the first 17 miles (27.4 km) of the project. Theyare a subcontractor to AndersonColumbia Company Inc. Part of
LeeMar’s responsibilities on theproject is building the subgrade andbase for the new lanes of interstate.They bid the project using scrapersand motor graders. It wasn’t untilafter they won the bid that theirGOMACO distributor, FlaglerConstruction Equipment, LLC, withoffices in southern Florida, introducedthem to the 9500 trimmer.
LeeMar knew they would want amachine that was capable of trimminga full 12 foot (3.7 m) lane in a singlepass. The trimmer would need to bepowerful and rugged enough to cutthrough two to three inches (51 to 76 mm) of hard material. The finishedgrade would also have to be able topass a strict inspection process aftertrimming was complete. And theywanted a distributor who could offerthem local support on their newmachine.
“Dean Bengford with Flagler andVinnie Miller with GOMACO came
down and met with us and were anintegral part of getting us involvedwith the 9500,” Butch Felts, VicePresident of LeeMar, said. “They gaveus the comfort level to move aheadwith this even though we had neverused one of these machines before. Wehave a level of trust with Flagler. Theyconfirmed this was the machine wehad to have, so here we are.”
LeeMar’s 9500 is equipped with a12 foot (3.7 m) mining head. They areusing it to trim the stabilizedsubgrade surface and then the finallime rock base.
“Our subgrade material is a 40 LBR (load-bearing ratio) plus that’sa dirt and rock mix,” Felts explained.“It’s just a really sandy, rocky materialthat we’re trimming. Then, the limerock that we use for our finished basecourse is a true limestone that we putdown, compact, and then trim. We’retaking from three inches (76 mm)down to 0.25 inch (6 mm) when we
LeeMar is averaging 13,000 square yards (10,869 m2) of trimming production in a six to seven hour shift on southern Florida’s iRox Project.
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Trimming 136 Miles (219 m) on the iROX Project
14LeeMar used their 9500’s built-in sensor arm boom to reference steering off the existing slab. Elevation was controlled with arolling grade ski running on the trimmed grade.
Two trimming passes, each 12 feet (3.7 m) wide, form two newlanes of traffic making Interstate 75 six lanes wide.
The 9500’s long-reaching placing belt, over 34 feet (10.6 m)long, conveys the trimmed material into an awaiting dump truck.
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trim. We’re not spending a lot of timeprepping the surface. We’re justgetting in, compacting it, and lettingthe 9500 leave the finish. We’re pavingright behind it.”
They’re building the new roadway24 feet (7.3 m) wide, which requirestwo trimming passes. When they trim,LeeMar tries to average one mile (1.6 km) a day production, includingboth lanes. That’s an average of 13,000 square yards (10,869 m2) in asix to seven hour time frame. Theremaining two to three hours in theday allows the inspectors time toperform their testing and give the
go-ahead for paving on the grade thenext day.
The grade’s inspection process is arigorous one.
“We have density testing andverification from the state,” Felts said.“Then they use a straightedge andstringline to check the tolerances ofour finish. They do cores to make sureour thickness is correct. Coring is kindof a double-check, because they’vealready stringlined the subgrade andthe lime rock. Once that is done, thegrade is sprayed with a prime coatand then the pavers can have it.”
LeeMar has their system worked
out so they can get their day’strimming accomplished and theinspection process completed in oneday. The weather in southern Floridacan be unpredictable, to say the least,with rainfall averaging over 20 inches(508 mm) per month during thesummer.
Working only six feet (1.8 m) awayfrom live traffic going 70 miles (113 km) per hour also keeps Felts’crew alert and aware of theirsurroundings at all times.
“Traffic is extremely busy and weactually have no barriers between usand the vehicles,” Felts said. “It’s the
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way they sold this project to the state,adding on the lanes the way they are.We’re trimming against the edge ofthe existing road and we have a sixfoot (1.8 m) wide area between us andthe actual cars going by us. They havebarrels every 100 feet (30.5 m) that justlets the cars know where they’re at.”
Building onto the existinginterstate also created challenges. Theline and level of the new lanes has tomatch with the existing lane. LeeMarequipped their 9500 with a rollinggrade ski. On the first trimming pass,grade is taken off the existing lane.Then for the second pass, the first
trimmed pass is used as their control.The steering sensor for the 9500 runsoff the edge of the existing lane forboth trimming passes.
“We’re using the standard steeringsensor for steering and the rolling skifor elevation control,” Felts explained.“Our control is whatever is existing,which does change because it’s anexisting highway. The rolling ski isworking great for us.
“That first pass, too, we’retrimming right up to the edge of theexisting roadway. We have a 15.5 inch(394 mm) drop-off from the roadwaydown to our subgrade so GOMACO
custom-built a knife for us. The knifeshaves that vertical edge perfectly andwe don’t have to go back and clean it up.”
LeeMar’s 9500 is equipped withthe GOMACO G21 digital controlsystem. They also have the optionalslope transition system and SuperSlope software. The features helpthem with automatic and smoothcorrections for grade elevation.
“We had the software added tohandle our superelevation turns,”Felts said. “We have quite a fewvertical curves and superelevationsthat are constantly switching so we’re
The town of Grady, Arkansas, hadto be bypassed this summer when itdidn’t have enough room through itsdowntown area to accommodate theHighway 65 rebuilding project. TheArkansas Highway Departmentpurchased new right-away land forthe project and work on the newbypass began.
The new four-lane roadway, twolanes each, going northbound andsouthbound, was created for theproject. Weaver Bailey ContractorsInc., based out of El Paso, Arkansas,was responsible for trimming thesubgrade. They brought in their twoGOMACO 9500 trimmers for thework.
One 9500 ran off stringline, whilethe other trimmed with the company’snew Topcon Millimeter GPS™ 3-Dmachine control system.
“We thought it was time to take astep forward with the stringless
technology and see what advantagesthe GPS system on one of ourtrimmers would have for us,” JimJolly, General Superintendent forWeaver Bailey, said. “We were veryparanoid starting out with it, becausewe’ve been on string for so manyyears.”
The 9500s are equipped with 16 foot (4.9 m) trimming heads and arecutting through a silty sand material.Five different passes were needed toaccomplish the trimming for the 60 foot (18.3 m) wide subgrade.
Stringline was set on some of thetrimming passes for one of the 9500s.The stringline also served as a checkfor the stringless system to make sureit was cutting an accurate subgrade. Itwas a measure taken to combat someof the company’s stringless paranoia.
“We had the stringline to comeback to and check grade at any givenspot,” Jolly said. “Plus, we had a
Topcon rover for otherspot checks so we knew,without a doubt betweenthe two methods, that wewere hitting grade.”
With any doubts aboutthe system’s accuracyerased, Weaver Baileystarted focusing onproduction. The 9500with stringless wasaveraging 5000 squareyards (4181 m2) oftrimmed material per day. The 9500 onstring averaged around 3000 squareyards (2508 m2).
“There’s the tendency with thestringline system that the faster yougo, the more vibration you pick up inyour stringline and sensor wands,”Jolly said. “You don’t have to worryabout that when you’re stringless, andyou can trim at a higher speed. We canprobably trim one-third faster thanwith stringline and not have anytrouble with the grade, if our subgradeout front is prepared fairly closely.”
Time savings also have to be takeninto consideration with the stringlesssystem. Crews aren’t needed to set upall of the stringline on the project.Jolly also mentioned time savings withthe 9500 itself, getting off and onstringline for each trimming pass.
“The trimmer has to be set up andready to run for every pass on thestringline... extend the arms out, resetthe trimmer, get back on line, that sortof thing,” Jolly explained. “A reallyexperienced crew will probably spendabout 30 minutes getting the trimmerready to go again for another pass.With the stringless, you just pull offthe trimmed pass, set down on thenew one and go again. That’s a bigtime savings for us.”
Weaver Bailey has claimed successon their first stringless trimmingproject and are already lookingforward to another to put their 9500trimmers to work on.
“Our 9500s are really goodmachines,” Jolly said. “One of them isalmost 15 years with 15,000 hours on itand it’s still running good. We’re notafraid to work them hard and theynever fail to deliver a good product.”
Weaver Bailey’s 9500 trims stringless with the TopconMillimeter GPS™ 3-D machine control system.
Stringless Trimming Production on a Bypass Project in Arkansas
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... an excerpt from an article written by Daniel Brown, Contributing Editor forBetter Roads magazine. The article originally appeared in the August 2008 edition.
Contractors nationwide are finding that Global Positioning Systems(GPS) pay for themselves in improved grading productivity. Put simply, GPSspeeds up grading. No more stakes are needed, and the accuracy is on themoney, so no material is wasted. Rework is a thing of the past because it’sdone right the first time.
Trimming in Texas –To build a 6.5 mile (10.5 km) section of State Highway 45 near Austin,
Texas, contractor T.J. Lambrecht Construction bought a trimmer andequipped it with a Topcon Millimeter GPS system. The GOMACO 9500trimmer cutter is 16 feet, 8 inches (5.1 m) wide, and was being used to cutgrade to within 0.25 inch (6 mm).
Was the GPS worth the money? “The trimmer with GPS can produce the same amount of finished grade
as two GPS motor graders working together,” says Mike Wehling,Lambrecht’s regional survey/GPS machine control manager. “The trimmermakes one pass and the grade is perfect, but with motor graders you have tomake multiple passes.”
Wehling says the company’s first two trimmers were equipped withTopcon Millimeter GPS. The GPS is used to control steering, and the laser isused to control grade.
“At about 600 foot (183 m) intervals down the road, we set up the fan-beam laser on control points,” Wehling explains. “The trimmer uses two ofthem, and we leapfrog them one after the other down the road. The lasertransmits a fan-shaped beam to the two receivers on the trimmer, one oneach side of the machine.”
The Millimeter GPS system works much like a regular Topcon GPSsystem. Lambrecht loads three elements – a 3-D model of the design, alocalization file, and a linework file – into the control box on the trimmer.The localization file fits the design to control points on the site, and thelinework file controls horizontal positioning.
The GPS system cost Lambrecht about $100,000, Wehling said. However,he points out, consider that very little surveying and no stringline arenecessary. If you compare the cost of a three-man survey crew and a four-man stringline crew, you would go through $100,000 in pretty quick order,he points out.
Machine Controls That Pay Their Way–Contractors enthusiastically
accept GPS systems.
The 9500 with GPS system produced the same amount of finished grade as twomotor graders working together did. And the 9500 produced a perfect grade in onepass, compared to the several needed for the motor graders.
using that feature a lot. It’s reallysimple to do. You just enter everythinginto the G21, your start and stoppoint, the length of it, if you have togo from a plus two percent to a minustwo percent, and the computer countsit all. A timing wheel measures out thedistance and the controllerautomatically adjusts the cutterhead asthe machine walks through and floatsthat superelevation in there. It’s reallya great feature.
“When we first got this machine,we were scared to death and thoughtit was going to be like learning rocketscience to be able to operate the thing.It truly did not turn out that way.Within three hours of getting ourtraining on it, we were hot and readyto go.”
The company has two years tocomplete their portion of the work onthe iROX expansion project. Theyestimate their work will be done injust over a year. They’ll have trimmed136 miles (219 km) of base material bythe time the project is completed.
“This project is getting inspectedto death and our tolerances have beenright on. The inspectors are verypleased,” Felts said. “For the guyspaving the project, the grade is waybeyond anything they’re used toreceiving and their yields are noproblem for them.
“The 9500 is amazing. We bid thejob not even knowing about theGOMACO, and I would say we’recutting our grade time in half becauseof it.”
The entire project was trimmed workingonly six feet (1.8 m) away from live traffic.
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Two total stations are used on the project, one controls the 9500 trimmer while the other one is used for grade accuracy checks. 17
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The Interstate 64 project in St.Louis, Missouri, is unique in severalaspects. It’s the first design/buildproject in the St. Louis area andinvolved completely shutting down four miles (6.4 km) of interstate whileit’s being rebuilt. In total, eight miles (12.9 km) will be reconstructed, withthe next half of the project completedin 2009.
The project is being built by aconsortium called GatewayContractors, and involves GraniteConstruction, Fred Weber andMillstone-Bangert. Millstone-Bangert is responsible for all of the mainlinepaving on the project and are usingtheir GOMACO paving train with afour-track GHP-2800 paver.
Project smoothness specificationsrequire a reading of under 30 on thezero-blanking band. Millstone-Bangertis consistently running between 10 and12. Smoothness, according to RonDibler, Millstone-Bangert’s PavingSuperintendent, begins with the base.
“Good ride is a process that beginsfrom the ground up,” Dibler said. “Youhave to have good string, consistent
mix and try to keep the paver movingwith minimum stops. Most importantthough, is a good solid trimmed baseto pave on and run the paver’s tracks.”
The grade for the I-64 projectconsists of 10 inches (254 mm) of six inch (152 mm) minus rock, cappedwith two inches (51 mm) of Type 5rock. The top layer is trimmed to final,accurate grade with a GOMACO 9500with an 18 foot (5.5 m) trimming head.
On the first phase of the project,they have trimmed five miles (8 km) of
100 feet (30.5 m) wide mainline plusextra room for the track line. Each laneof highway is 25 feet (7.6 m) wide, sotwo passes created a 36 feet (11 m)wide trimmed area for pavement andtrackline.
Millstone-Bangert uses the Leicasystem on their 9500 to eliminate theneed for stringline.
“We have in-house surveyors whomake our Leica project models and setour paving hubs,” “Dibler said. “We’vebeen running the system for four yearsnow and we love it. We run two totalstations on our trimming work and wekeep them within 500 feet (152 m) ofthe trimmer. We’ll set them up in themiddle of a 1000 foot (305 m) trimmingpass and use that total station formultiple passes.”
Production averages 15 to 16 feet(4.6 to 4.9 m) per minute whentrimming through two inches (51 mm)of material.
“Our Leica equipment is veryaccurate, user-friendly and great tooperate,” Dibler said. “It helps us builda base that’s our first step in achievingsmooth ride numbers.”
Good Rideability Starts with Accurate Trimming
Millstone-Bangert uses their 9500 withthe Leica system to trim grade on I-64.
Indiana’s Interstate 70, from the eastside of Indianapolis to the north splitwith Interstate 65 (downtownIndianapolis) and the east leg ofInterstate 465, is one of the state’s mostheavily traveled roads. It carries nearly180,000 vehicles daily through the six mile (9.7 km) stretch.
The interstate was originally built inthe early 1970s and has never beenrebuilt. The heavy traffic volumes weretaking their toll on it. The pavement andbridges were deteriorating. Its olddesign also had inside shoulders thatwere only seven feet (2.1 m) wide andtoo narrow, curves that were difficult formotorists to see around, and lowvertical clearance on several of thebridges.
The Indiana Department ofTransportation’s (INDOT) solution for
I-70 became the Super 70 project. The$175 million project would create 75 lane miles (121 km) of newpavement, including the travel lanesand new inside and outside shoulders.Twenty-eight bridge structures wouldalso be rebuilt along the route. In total,262,000 cubic yards (200,314 m3) ofconcrete, 665,000 tons of stone and10,090,760 pounds (4,577,169 kg) of steelwould be used on the project. AndINDOT wanted the project basicallycompleted in one paving season. Thepenalty for missing the deadline wouldcost $120,000 per day.
The project had to be completedwithout shutting down any more lanesof interstate than was absolutelynecessary to help traffic flow in and outof Indianapolis. Three lanes of traffichad to be open into downtown and two
going out during morning rush hour. Itwas reversed during the evening rushhour. A moveable barrier system helpedopen and close the lanes.
E&B Paving, based out of Anderson,Indiana, was in charge of paving theapproximately 564,000 square yards(471,560 m2) of mainline paving on theproject. They used not one, but twoGOMACO paving trains on the project...two PS-2600 placer/spreaders, twoGHP-2800 two-track pavers, and twoT/C-600 texture/cure machines. They also had three GOMACOCommander IIIs on site paving theshoulders and ramps with a GOMACORTP-500 rubber-track placer feeding theconcrete. A GOMACO 9500 trimmed thefinal grade.
“We knew going into this projectthat we had to be able to pave every day
GOMACO pavers slipformed 564,000 square yards (471,560 m2) of mainline paving onIndiana’s Super 70 project by Indianapolis.
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Superb Production on Indiana’s SUPER 70 Project
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A GOMACO T/C-600 texture/cure machine applied atransverse tine and white spray cure.
Two different paving trains were at work on the interstateto help ensure E&B met the project’s tight deadline.
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All of the concrete pavement on theproject was 16 inches (406 mm) thick.
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if we were going to beat the deadline,”Mike Korba, Concrete PavingSuperintendent and Project Manager forE&B Paving, said. “We took the project’stwo jobs, combined them, and thendivided that up into six segments. Weplaced one GOMACO paving train onthe east end of the project and putanother paving train on the west end. If we were waiting on a bridge or someother reason why we couldn’t pour onone end, we’d just jump down to theother end. We always had to have a Plan B.
“We also spent a lot of time with theGOMACO 9500 trimming the grade. Itensured that our grade was correct andthe track line for our paver was smooth.We’re adamant about double-checkingour trimmed grade, especially with thatmany bridges on the project. We’re veryproud of the fact that we only had a 5.6 percent average concrete overrun onthe project.”
E&B had their new portable batchplant with horizontal drum on site. Ithad the production capabilities offeeding both paving trains, if needed.Seventeen to 19 trucks, each hauling 10 cubic yard (7.6 m3) loads of concrete,were needed to keep the paving trainsupplied on the farthest ends of theproject. They would often times getcaught up in I-70’s heavy traffic.Because of that reason, they tried tomaintain their concrete slump around2.25 to 2.5 inches (57 to 64 mm).
All of the pavement on the projectwas slipformed 16 inches (406 mm)thick. The two-track GHP-2800s pavedthree passes, 24 feet (7.3 m) wide, tocomplete the new six lanes of interstate.Baskets with 1.5 inch (38 mm) dowelbars were placed on grade every 18 feet(5.5 m). A #7 bar was manually insertedevery 36 inches (914 mm) on both sides
of the new roadway.T/C-600 texture/cure machines
followed behind the pavers and applieda burlap drag finish, transverse tine andwhite spray cure.
The three Commander III four-tracks on the project were busy pavingshoulders, zero-clearance shoulderswith a side-mounted paving package,and outside shoulders and variable-width ramps with a V2 mold.
The 14 foot (4.3 m) wide zero-clearance shoulder was slipformed upagainst a new retaining wall separatingthe job site from live traffic whilescabbing onto the new roadway. Projectphasing dictated the wall placementfirst and then the shoulder, so E&B’sequipment had to be able toaccommodate the requirement.
The most effective way for them topave the shoulder was to side-mounttheir 14 foot (4.3 m) mold. The 12 foot(3.7 m) paving mold was kept mountedunderneath the Commander III so theydidn’t have to switch out molds for thetwo different applications.
An RTP-500 placed concrete fromthe dump trucks on the grade in front ofthe Commander III. Baskets on thegrade were placed at 18 foot (5.5 m)intervals.
“The extra reach from the RTP-500’s35 foot (10.7 m) placing conveyor savedus a lot of headaches and overall, theplacer gave us the production weneeded,” Korba said.
The RTP-500 also worked in front ofthe Commander III equipped with a V2hydraulically-adjustable dual moldsystem.
“We had several visitors on our jobsite at different times and they were allimpressed with our V2 and the way wemade our width changes on-the-go,”Korba said. “We slipformed 12 feet
(3.7 m) and then widened out to 18 feet(5.5 m) on-the-go. Then we would gofrom the 18 feet (5.5 m) back in to 12 feet (3.7 m). It’s pretty impressive tobe able to make those kind of widthchanges on-the-go.”
E&B completed their portion of theSuper 70 project in just 130 paving days.Seventeen of those days had bothpaving trains at work on both ends ofthe project. Sixty-five days were spentpaving the west portion of the projectwith approximately 250,000 squareyards (209,025 m2) of concrete. Another65 days was spent on the east project’s314,000 square yards (262,535 m2) ofpavement. That’s an average of 4338 square yards (3627 m2) of concretepavement slipformed on a daily basis.
“I can’t say enough good thingsabout the GOMACO equipment andhow happy I am with it,” Korba said.“We have a great crew, too. A lot ofthem are seasoned employees who havebeen with us for several years and thathelps a great deal.
“It’s all about teamwork. The peopleat GOMACO work with us and weknow we can count on them to standbehind us. The personalities of everyoneon this job meshed, too. Everybody wason board and respected each other’sneeds. That is very important. You’rejust better off having everybody on your team.”
Editor’s Note: E&B Paving’s work on theSuper 70 project has earned the companynational recognition and the highest awardin the industry. They were named the 2008Gold Winner for the Divided Highway-Urban category of the American ConcretePavement Association’s 19th AnnualNational Awards in Concrete Pavement.Congratulations to everyone at E&B forsuch a great accomplishment!
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The company kept their 12 foot (3.7 m) paving packagemounted underneath the Commander III while they pavedwith their side-mounted 14 foot (4.3 m) zero-clearance mold.
An RTP-500 placed concrete on the grade over baskets in frontof the Commander III’s side-mounted mold.
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Paving 1,000,000 Meters (3,280,840 ft)with Commander III’s in the UK –
Peter Davidson has accomplishedsomething unheard of for slipformpaving in the United Kingdom. Thisyear he hit the 1,000,000 linear meter(3,280,840 ft) mark for concreteslipforming. And he paved it all withGOMACO equipment, specifically, theCommander III.
“It’s just a very versatilemachine,” Davidson said. “We’ve gota great relationship with GOMACOand we’re all on board together. I’venever had an application thatGOMACO hasn’t already done beforeand they offer us help and supportevery time.”
Davidson started out in theconcrete business in 1981. Hepurchased his first Commander III in1994, and has owned nothing elsesince.
The paving milestone was reachedon the M1 Motorway near London,between Junctions 6A and 10.Davidson has the contract to slipform 32 kilometers (20 mi) of 900 millimeter (35.4 in) tall Europeanstep barrier, 28 kilometers (17.4 mi) ofv-channel, and 3000 meters (9843 ft)of slot drain. Kent Godbersen,GOMACO’s Vice President ofWorldwide Sales and Marketing, RoryKeogh, GOMACO International Ltd.’sManaging Director, and Randy Bean,GOMACO’s International SalesCoordinator, joined Davidson on theproject as the million mark was hit.Modifications to Davidson’s four-track Commander III has given his company the
versatility of a right-side or left-side slipforming machine.
Vibrators are mounted through the front of Davidson’s barrier mold.He feels the vibrators’ location gives him a smoother end product.
The mold can be hydraulically telescoped up to 300 millimeters (11.8 in) for easy positioning and setup.
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“Peter is not only a long-timecustomer of ours, but also a truefriend of GOMACO,” Godbersensaid. “It’s been fun watching himtake on all of the challenging projectsthat he has, and it was an honor to bea witness to his paving milestone. Itis always interesting to see whatunique projects Peter will come upwith next.”
Davidson’s Commander III on theproject is as unique as theaccomplishment. It has severalfeatures on it to fit the company’sdemand for accomplishingchallenging projects.
It’s a four-track machine with thecapability of either right-side or left-side slipforming. GOMACOengineers basically took the standardCommander III framework androtated it 180 degrees underneath theprime mover. The hydraulicsnormally used for telescoping thefour-track frame are now used toposition the conveyor. The conveyorcan be positioned by the operator forright-hand or left-hand pours bysimply pushing a button from theoperator’s platform.
His Commander III features ahydraulically folding conveyor. It’s astandard 610 millimeter (24 in) wide,six meter (20 ft) long conveyor, with a1.7 meter (5.5 ft) folding section.Again, the operator can accomplishthe task simply by pushing a buttonfrom the operator’s platform. Thefolding conveyor cuts down on theoverall length of the machine andmakes loading and transporting themachine easier.
Davidson’s machine also has
300 millimeters (11.8 in) of offset builtinto the mold’s mounting beams. Hecan position the Commander III’stracks on the roadway andhydraulically offset the mold in orout for correct placement.
“It’s a great feature,” Davidsonsaid. “Sometimes the people who arepreparing our grade and saw cuttingthe existing roadway get it grosslywrong. Before, we’d either have tocome in and back fill or run ourtracks down in the hole. Now, we justposition the machine on the roadway,hydraulically move the mold out, andset the machine up.”
Davidson’s Commander III hasGOMACO’s G22 control system. The
G22’s new graphical display providesthe operator with an easy tounderstand interface to the machine’scontrols. Newly designed icons andscreens with pictograms reduce theoperator’s learning curve to aminimum. The brightly coloredgraphics and full text explanationsprovide a user-friendly operatorexperience. The G22 has a dual-language feature with the ability tooperate in English or a secondlanguage.
“The clarity of the G22 is reallynice,” Davidson said. “It makes movingthe machine easier and the setup timequicker.”
There are currently threeCommander IIIs in Davidson’sinventory and he keeps all of thembusy on projects throughout Europe.On this barrier project, his crewsslipformed 17 kilometers (10.6 mi) ofwall in 25 working days. Crews worked24 hours a day, six days a week on theproject, barely letting the engine oil onthe Commander III cool down.
“Usually on an ordinary day shiftwe can average 300 lineal meters (984 ft) of wall,” Davidson said. “If wego 24 hours nonstop, we’ll averagearound 700 lineal meters (2297 ft). Iwanted to hit one kilometer (0.6 mi) ofproduction in a day’s time, but wehaven’t done that... yet.”
The Commander III’s hydraulically folding conveyor ispositioned for slipforming right-side slot drain on the M1.
The slot drain’s profile features a square-shaped design whichis unique from the standard round profile found in the UK.
Kent Godbersen (left), from GOMACO,was on-site when Peter Davidson (right) hitthe 1,000,000 linear meter (3,280,840 ft)mark with his four-track Commander III.
“Peter is not only a long-time customer of ours, but also a true friendof GOMACO,” Godbersen said. “It’s been fun watching him take on allof the challenging projects that he has, and it was an honor to be awitness to his paving milestone. It is always interesting to see whatunique projects Peter will come up with next.”
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GOMACO University’s 2009 Class ScheduleGT-3200: January 6-8 at the Paving Center. (Class begins on Tuesday) Three-day course covering Network controls, setup and operation, maintenance and advanced diagnostics.
GT-3400: March 17-19 at the Paving Center. (Class begins on Tuesday) Three-day course covering G21 controls, setup and operation, maintenance and advanced diagnostics.
GT-3600: January 5-8, January 12-15, January 19-22, March 9-12, March 16-19, March 23-26, March 30-April 2 at the University. A four-day course covering G21 and Network controls, setup and operation, maintenance and advanced diagnostics.
Three-Track GT-6300: March 23-26, March 30-April 2 at the Paving Center. A four-day course covering controls, setup and operation, maintenance and advanced diagnostics.
Three-Track Commander III: February 16-19, February 23-26, March 2-5 at the University. A four-day
course covering G21 controls, setup and operation, maintenance and advanced diagnostics of the three-track machine.
Four-Track Commander III & GT-6300: January 26-29, February 2-5, February 9-12 at the University. A four-day course covering G21 and Network controls, setup and operation, maintenance and advanced diagnostics.
Trimmers: January 13-15, January 20-22 at the Paving Center. (Class begins on Tuesday) Three-day course covering the setup and operation of the 9000 and the 9500 for trimming and concrete placing operations. Sessions on machine maintenance and diagnostics will also be covered.
Two-Track and Four-Track Pavers: February 9-12, February 16-19, February 23-26, March 2-5 at the Paving Center. A four-day course covering G21 and Network
Primary emphasis will be placed on the GP-2600, GHP-2800 and GP-4000.
For further information, please contact: GOMACO Training Department, GOMACO Corporation, PO Box 151, Ida Grove, IA, 51445-0151 or Phone: 800-831-2320 or 712-364-3347, or e-mail: [email protected]. Students can also register for classes online or printout forms at http://www.gomaco.com/university.
February 3-6, 2009, in Las Vegas, Nevada
A Passion for Innovation and Dedication toYour Paving Needs...
The Commander III now goes to the next level inconcrete paving... Introducing the four-track Commander III with attachable IDBI for paving up to 16 feet wide. Come visit with us today about the optionsavailable for roller-compacted concrete and perviousconcrete. We’ll show you why more contractors arechoosing the GOMACO bridge deck finisher for thelatest technology and customer support.
We understand that you are looking foropportunities in today’s construction market that may benew to you, and we are here to help you find solutionsto accomplish your paving challenges at a profit. Comesee us in the Central Hall, Booth #C5168, to discuss theworld’s choice in concrete paving technology.
GOMACO will be in our same World of Concrete location, Booth#C5168 in the Central Hall of the Las Vegas Convention Center.
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Ashtrom International Limited used a Russian Antonov to flytheir GP-4000 to a paving project in the country of Georgia.
Heijmans Infras slipforms curb and gutter with their new GT-3600 on a project in Sint-Niklaas, Belgium.
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Coco Paving is slipforming a new section of Highway 401 withtheir four-track GHP-2800 paver equipped with an In-The-Pan-Dowel Bar Inserter (IDBI) near Windsor, Ontario, Canada.
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Nuove Strade Srl use their GT-3600 to slipform a uniqueprofile for electric cables and pipes along what will be a newrailway connecting Bologna to Verona, Italy.
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Lambert & Grenier finish a bridge deck 225 feet (68.6 m) long,44.5 feet (13.6 m) wide with their new GOMACO C-450 inVictoriaville, Quebec, Canada.
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TSBV use their four-track Commander III with V2 mold ona parking lot in Soumagne, Belgium. Paving passes werefive meters (16.4 ft) wide, 250 millimeters (9.8 in) thick.
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PRSRT STDU.S. POSTAGE PAID
SIOUX FALLS, SD
PERMIT NO. 1209
ADDRESS SERVICE REQUESTED
PRINTED IN USA
GOMACO CORPORATIONPOST OFFICE BOX 151IDA GROVE IA USA 51445
www.gomaco.com
The Ayabe-Yokotani Tunnel Project
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Kajima Road Company Ltd., in cooperation with K-Con Company Ltd.,slipformed the roadway through two tunnels on a project in Japan. The KyotoTraverse Tanba-Ayabe Road Yokotani Tunnel Paving Project is part of the new 100 kilometer (62 mi) High Standard Highway connecting Kyoto City with FuttsuCity in Japan.
Kajima and K-Con brought in their GOMACO paving equipment to slipform thenew roadway through the tunnels. Requirements called for wire mesh forreinforcement, which was accomplished in the two-lift paving process. Kajima’s four-track GHP-2800 paver placed the first lift of concrete, while K-Con’s four-trackCommander III placed the second lift.
Concrete was placed directly on grade in front of the GHP-2800. Workers thenplaced 2.1 meter (7 ft) by 4.2 meter (13.8 ft) pieces of wire mesh on top of the first lift.The four-track Commander III, with placing conveyor, followed behind. The totalthickness of the new roadway was 280 millimeters (11 in), with the first lift 187 millimeters (7.4 in) thick, or two-thirds of the total depth of the slab.
The width of the paving lanes varied between 4.4 and 4.6 meters (14.4 and 15.1 ft), depending on project specifications.
A GHP-2800 and Commander III four-track slipform inside one of two tunnel projectson the High Standard Highway in the country of Japan.
Kajima’s GHP-2800 placed the first liftof concrete, which was approximately 187 millimeters (7.4 in) thick.
After workers placed wire mesh on top ofthe first lift, K-Con’s Commander IIIslipformed the second lift, which was thefinal surface of the new roadway.
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