Issue 2 2013 News Paving A Caterpillar publication serving the global paving industry

Seismic Change Bay Bridge Project a Paving Marvel

Revamped Runway Intelligent Compaction, 3D Paving Key to Project VIEWPOINT Computer Savvy and Street-Smart

eing computer savvy and crews do the work, but especially street-smart sounds like in this case, the paving estimator Bthe description of a person had to figure out how to efficiently who grew up in the Bronx and now schedule the resources for dozens works in Silicon Valley. In reality, it of street projects. describes a lot of the people working Each project had its own unique in the asphalt paving industry. requirements and there was tremen- That fact was brought home to me dous pressure to track production when I read the job stories in this issue details and meet local restrictions of Paving News. Talk about a range of on traffic control, truck routes, skill sets. noise permits and starting times. The story, “Revamped Runway,” Managing the constantly changing (pages 4-7), illustrates just how far conditions and communicating with paving technology has advanced numerous governmental agencies in recent years. Granite Construc- takes a special set of skills—what I Jim McReynolds tion completed resurfacing of the call street smarts. President, middle runway at Salt Lake City Finally, read about the com- Caterpillar Paving Products International Airport using three- plexities faced by O.C. Jones & dimension milling and paving, plus Sons while paving the Oakland intelligent compaction. Bay Bridge. That story, “A Seismic As the project manager points Change,” (pages 12-17), shows that out, all the information regard- paving contractors sometimes face ing profiles and elevations is the combined challenges of new programmed into a digital model. technology and stressful logistics. No stringlines or elevation grid Any bridge project takes extra references marked on the runway. planning and management. Throw The equipment is controlled by in the requirement to use a new information sent from robotic total material, Epoxy Asphalt Concrete, stations. that is extremely sensitive to time It took some training, but the and temperature and you’ve got to crews responded to the challenge be both a chemical engineer and a of learning new technology and traffic cop. met the tough FAA specifications. I am constantly impressed by Follow that by reading “One the people in the paving industry. Piece at a Time” (pages 8-10), They invest heavily in technology. the story of how TC Construction They invest in training and educa- handled the logistical complexi- tion. The asphalt paving industry ties of a massive street overlay truly has integrated brainpower program in San Diego. The paving with manpower. ■

Paving News is published in a cooperative effort between the Global Paving Marketing Communications Group at Caterpillar Inc. and High Velocity Communications Inc. It is distributed free of charge to those in the paving and road building industries. If you are not currently receiving Paving News and would like to, or have a change of address, please send your name, company name and address to: Paving News Subscription Dept., 1720 Dolphin Drive, Waukesha, WI 53186-1489. CAT, CATERPILLAR, their respective logos, “Caterpillar Yellow,” and the POWER EDGE trade dress, as well as corporate and product identity used herein, are trademarks of Caterpillar and may not be used without permission. All contents of this publication are protected under U.S. and international copyright laws, and may not be reproduced without permission. Featured machines may include additional equipment for special applications or customer modifications not offered by Caterpillar. Because specifications are subject to change without notice, check with your Cat Dealer for the latest equipment information. Printed in the U.S.A. Volume 4, Number 2. © 2013 Caterpillar All Rights Reserved

2 PAVING NEWS | ISSUE 2 2013 CONTENTS

Feature Articles Paving News: 2013 - Issue 2

Revamped Runway 4 3D Paving, Intelligent Compaction Key to Project

One Piece at a Time 8 Many Small Overl ay Projects Create Challenges

Tune Up Your Team 11 Off-Season Training Pays Benefits During Season

A Seismic Change 12 Bay Bridge Project a Paving Marvel, Too

News and Notes 18 Paving an Island Paradise; Books on Soil Compaction,

Asphalt Compaction Now Available

tion ® PAVING PRODUCTS C CAT CAT Guide to Soil Compa Ction

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PAVING PRODUCTS Guide to Soil Compa COMPACTION ASPHALT TO GUIDE Guide to Soil Compa CAT

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PAVING NEWS | ISSUE 2 2013 3 Revamped Runway 3D Paving, Intelligent Compaction Key to Project

t was 10 years ago that Granite Construction milled Preparation and resurfaced the middle runway at Salt Lake City The 3D paving process required surveying technology IInternational Airport. The work is mandated to occur that Granite had utilized on previous projects. The elevation about every decade, so earlier this spring Granite crews was created digitally and referenced during both milling and were back at the airport. It was the same city, same airport, paving. “We had been using it on motor graders for finish same runway—and a very, very different plan. grading for years,” Smith said. “The technology itself is not “A lot has changed in 10 years,” said Kyle Smith, project new to our surveyors.” manager at Granite. “Ten years ago, we completed this job It was new to paving crews, and changed their roles. The with one crew and wireline. This time we used two crews, pavers—a Cat® AP1055D and AP1055B—received informa- a wireless system and 3D paving in echelon—and we are tion from up to 12 robotic total stations as they moved down using intelligent compaction.” the runway. That information directed the screed to be raised or lowered to meet the elevation requirements. All screed The Project adjustments were automatic. The project called for profile milling and resurfacing Smith acknowledged starting the process was stressful, of a runway and all the taxiways. Crews removed 102 mm particularly given the strict FAA standards. Granite arranged (4 in.) of asphalt during milling and replaced it in two 51 training through the local Cat dealer, which spent more than mm (2 in.) lifts. During the job, 72,600 metric tons (80,000 a week on the jobsite ensuring all crew members were up to tons) were placed. Time, of course, was a factor as well. The speed. The training included paving with sand to provide the entire project had to be completed within 60 days. crew with hands-on experience. Specifications required paving to an elevation, and echelon paving was used to minimize the number of cold Paving joints. The echelon requirement meant wireline could not be The preparation for 3D paving takes a great deal of work, utilized for elevation control. Smith said, but when work starts it moves along quickly. This led Granite to launch the use of a Trimble 3D pav- “The prep work is all basically done by building the model,” ing system. “We use 3D grading all the time,” Smith said. “As we looked at the need for echelon paving, and the tight tolerances of the FAA, we concluded that 3D paving was our best option.”

The pavers worked at a pace of 6.1-7.6 m (20-25 ft.) per minute.

4 PAVING NEWS | ISSUE 2 2013 Customer Story

Smith said. “We don’t need surveyors setting elevations and “Ten years ago, we completed this job installing wireline. That prep work is done prior to the start of the project, so we can just get out there and pave.” with one crew and wireline. This time we FAA specs required the utilization of material transfer vehicles. Belly dump trucks, with capacities of 34 metric used two crews, a wireless system and tons (38 U.S. tons), delivered mix to the jobsite. The trucks were 30 minutes from the plant. The paving 3D paving in echelon—and we are using began in April—“There was still snow in the mountains,” Smith said—so quickly cooling mix was a concern. intelligent compaction.” The paver worked at a pace of 6.1-7.6 m (20-25 ft.) per – Kyle Smith minute during the early, cooler days. “That pace is driven Granite Construction by surface temperatures,” Smith said. “With the 2-inch mat, we can’t let the paver outrun the rollers. The pace is strictly a function of compaction and has nothing to do with the technology.” The paver operator steers the machine and sets the pace. Screed personnel are responsible for switching the signal reception from one station to the next as the paver moves down the runway. They also monitor an on-board display to ensure the screed is responding properly.

PAVING NEWS | ISSUE 2 2013 5 Customer Story

Fundamentals, such as proper head of material, are crucial Data was available to operators, and stored for no matter what technologies are utilized. later analysis.

The pace was slowest at the start lift and 5.8 m (19 ft.) on the second lift. “The intelligent compactors have of the project while crews adjusted to “We started with a narrow approach GPS,” Smith said. “We utilized pass the echelon paving process, and the so the crew could become comfortable counts and mapped temperatures. volume of machines and personnel. with the 3D system while working with Operators had screens on their rollers. “Trying to get two pavers to work side- a more traditional width,” Smith said. They could easily see where they had by-side, it’s a challenge,” Smith said. been and they knew the mat tem- The pavers worked within 30 m Compaction peratures and whether they should be (100 ft.) of each other. Mix was 160˚ C Compaction was a concern early in working faster or slower to avoid the (320˚ F) when it left the plant, between the project because of the cool tem- tender zone.” 149˚-154˚ C (300˚-310˚ F) when it peratures and relatively thin lifts. The quality control supervisor arrived, and between 138˚-143˚ C Compaction also marked the crew’s also had access to the data. “He could (280˚-290˚ F) behind the screed. introduction to another technological make adjustments to improve consist- Specified tolerances were 2/100 of change: intelligent compaction. ency,” Smith said. The machines were a foot, and the crews consistently hit or The system utilized was Cat Com- equipped with a Trimble® wireless exceeded that goal. A quality control paction Control. Six compactors were modem that relays pass-count and tem- surveyor worked behind the screed, used—three behind each paver. Four perature information in real time. double-checking tolerances. of the rollers—the two breakdown Each compactor was also equipped The pavers worked at a width of and two intermediate rollers—utilized with Product Link™, a fleet manage- 4.6 m (15 ft.) on the first 51 mm (2 in.) intelligent compaction. ment solution that allows contractors to

6 PAVING NEWS | ISSUE 2 2013 Customer Story

A quality control supervisor ensured standards for paving and Granite Construction crews will utilize Intelligent Compaction on other compaction were met. projects, particularly those with quality control incentives. remotely monitor their machines. CB64s, the fifth a CB564D. All rollers the joints per project specifications,” The IC and Product Link data is made three passes, with a movement Smith said. “He completes his pattern, then accessed through VisionLink® forward and back counting as a single then drops back and cuts the edge.” software, which enables it to be ana- pass. Breakdown and intermediate roll- lyzed by crew leaders on the jobsite ing was done with full vibration, as was Conclusion and others back at the office. Both the first pass or two of finish rolling. Much has changed in 10 years. long- and short-term adjustments are The temperature was between 99˚- Still, in some ways Smith feels like made from that data. 110˚ C (210˚-230˚ F) after completion the technology is helping Granite keep The project specified the use of two of breakdown rolling; between 82˚- pace more than break new ground. “As IC rollers, but Granite chose to use 93˚ C (180˚-200˚ F) after intermediate technology is introduced, I think the four. “We saw this as a testing ground,” compaction; and between 71˚-82˚ C specs are getting tighter and tighter Smith said. “Intelligent compaction is (160˚-180˚ F) after finish rolling. too,” he said. something we can utilize across our “Customers are requiring more fleet. It can have an impact on high- Cutting Wheel Debut from us in terms of tolerances, and way and other paving projects. Quality The FAA specs mandated cutting they’re asking us to work faster. The control incentives on DOT jobs can be off a 76 mm (3 in.) edge on all longi- new technologies help us meet their substantial, and intelligent compaction tudinal joints. This was accomplished expectations and—somewhere along should help us reach those targets.” through the cutting wheel option on the the way—become necessities.” ■ Four of the compactors were Cat CB54B. “The last roller operator cut all

PAVING NEWS | ISSUE 2 2013 7 Customer Story

One Piece at a Time

Many Small Projects Create Challenges

he City of San Diego breaks individual projects,” said Art Hernan- Project Description its overlay paving projects dez, paving estimator at TC Construc- The city overlay is actually two Tinto many pieces, both large tion Inc. of Santee, Calif.—just outside separate projects: One for about 58,000 and small. Turning a profit essentially San Diego. metric tons (64,000 U.S. tons), the means putting the pieces together Regardless of size, nearly every other about 18,140 metric tons (20,000 in an orderly fashion so the crew is project had its own logistical challenge, U.S. tons). The individual streets are uninterrupted and productive. including approvals from various gov- not grouped in any particular order, but Yet organizing the jobs can be a ernmental agencies and a last-minute— instead spread out across the city. They challenge, in part because the size var- and time-consuming—adjustment to included not only overlay, but full-width ies greatly from one to the next. Work the milling process. mill-and-fills, countless dig-outs and on thoroughfares can require as much Additional challenges fell well hundreds of pedestrian ramp upgrades. as 13,600 metric tons (15,000 U.S. outside the scope of everyday pav- After winning both bids, TC made tons), while smaller streets might use as ing. “At one point we had to notify plans to combine the jobs. Hernandez little as 109 metric tons (120 U.S. tons). 500 people that we wanted to pave posted a map and marked each and “The total tonnage was 84,000 at night, and ask them if it was OK,” every overlay. He then developed a (U.S. tons) on the overlay bids we won, Hernandez said. “We’ve never done plan on how to efficiently handle each but it was spread out over dozens of that before.” street repair.

8 PAVING NEWS | ISSUE 2 2013 Customer Story

This made sense in terms of effi- its own drawbacks. “Having two mill- cient usage of the crew and equipment, ing crews there, along with our paving but created other challenges. The more crew, made for a crowded jobsite,” efficient the field operations became, Hernandez said. the more details there were to track Paving so close to the mill had from an administrative standpoint. For other repercussions. “You’re adding example, each street and its associated an entirely new layer of machines and mix had to be billed against a specific labor, all of which can impede or halt project. production at any time,” Hernandez “We came up with a coding system said. “Sometimes on these streets, you for the tickets,” Hernandez said. “It have no idea what’s underneath. One wasn’t anything special, but the point time the milling crew hit an old set of is that while we were combining these railroad tracks that nobody knew were projects, we also had to keep them there.” separate, too. Sometimes it became The breakdowns were rare, but still confusing.” caused significant problems that needed to be handled efficiently when they Milling Challenges occurred. Specifications required milling In addition, achieving a continu- 51 mm (2 in.) of existing asphalt and ous pavement mat meant trucking the then placing 76 mm (3 in.) of new asphalt through the Southern California material. The milling, and later asphalt, traffic. “We utilized about 15-20 trucks were tapered so existing curb and gut- per day,” Hernandez said. ter matched. Paving crews had to be sure they TC partnered with a subcontractor could use the mix that was in transit, The projects inolved more night paving than to handle the milling. TC planned to even if the mill had problems. “We originally planned. let those crews do their work and then typically ground far enough ahead so come back a day later and complete the that if there was a breakdown, we could Paving widths were usually 5.5 m overlay. use the asphalt that was in transit,” (18 ft.), though the contractor occasion- The city, however, wanted the paver Hernandez said. ally utilized the screed’s wing extensions to work immediately behind the mill to The milled surface also had to be to achieve a width of 6 m (20 ft.). “Some- minimize the length of the street clo- swept before tack could be applied. times the city would require a certain sures. That meant adjusting the process “Cleanup was a big issue during the width because they wanted the joint line so the paving crew worked 122-152 m milling process,” Hernandez said. “At under the striping,” Hernandez said. (400-500 ft.) behind the mill. first we utilized only one sweeper. We Sourced from two plants, the mix “We preferred to work separately, convinced the subcontractor to add a utilized 13 mm (½ in.) aggregate. but the city had traffic concerns,” second.” “The fact it came from two plants was Hernandez said. “It wasn’t stipulated At the early stages of the project, another consideration,” Hernandez in the specs, but understanding the sweeping left the surface too wet for said. “Fortunately we rarely received importance of relationships, we wanted tack. That was remedied easily enough mix from both plants on the same day, to keep the city happy. We adjusted.” by adding the second sweeper, but it but we did alternate plants day-to-day. The change wasn’t without its chal- quickly became clear that more atten- It meant adjusting to the haul lengths lenges. First, the subcontractor only tion to the milling and cleanup opera- and the traffic flow at different times of had a single mill allocated to the job. tion was vital. the day. The only real difference was He planned to take two passes with the the impact on trucking.” one machine. Paving The mix was 160˚ C (320º F) at the With the new direction, there wasn’t Asphalt was delivered utilizing boost- plant and about 138˚ C (280º F) in the enough time for that process. “There had er trucks with strong arms, with hauling hopper. It was typically 132˚ C (270º F) to be two mills,” Hernandez said. “We capacities of 30,000 kg (66,000 lbs.). The behind the screed. needed that productivity because we had maneuverability and efficiency of those A Cat® AP1055D placed the mix at to finish the paving quickly, too.” trucks were a perfect match for San a depth of 76 mm (3 in.). Only one lift Adding a second milling crew had Diego’s traffic. was required.

PAVING NEWS | ISSUE 2 2013 9 Customer Story

an encroachment permit from Cal- trans,” Hernandez said. “That process took six months.” Yet another challenge was work- ing around the hustle and bustle of San Diego. “There was a 10k race, and numerous city moratoriums, such as working near the beach at certain times, or for paving downtown,” Hernandez said. “Events would come up, and we had our plans that were made to flow. The projects required working close to curbs Now where do we go?” and gutters. Yet TC understood the need for adjustments. “You’re working in a busy area, with lots of people, and many “There was no profilographing,” some adjustments. events,” Hernandez said. “There are Hernandez said. “We basically mirrored “It is a changed condition. Our many considerations. We understand what’s there. The challenges on this job material supplier had to open the asphalt that. The people we worked with at the weren’t the placement of the mix as plant at night, which costs more. We had city were more than reasonable. They much as some other things.” to bring out light towers.” handled every request we made and were Hernandez credited the city for part- extremely cooperative. We have nothing Compaction nering with TC whenever it could. For but good things to say about them.” Handling breakdown compaction example, the city was extremely flexible was a Cat CB54. It typically made eight and often allowed TC to occasionally Perception vs. Reality passes, with each movement in forward work an hour longer if a street had been As the estimator, Hernandez finds it or reverse counting as a pass. Four of changed from day to night paving. interesting to reflect on what the thoughts the passes were vibratory. “At night we didn’t have to deal are when the bid is made, compared with Next a pneumatic compactor made with traffic, so sometimes we actually the realities that result on the jobsite. four passes, working at a temperature of preferred that time,” Hernandez said. “When you work on a bid, you’re in about 93˚ C (200º F). Handling finish When traffic would be a signifi- an isolated office environment,” Her- work was a CD54B, with four passes cant issue, TC requested a change to a nandez said. For example, he anticipated at about 77˚ C (170º F). “That machine night shift. That, too, created logistical traffic on certain streets, but was still hardly uses any water,” Hernandez said. challenges. surprised by some volumes. “It was quiet, with good visibility. But “We had to get a noise permit,” Her- “It’s not just the number of vehicles the operator really noticed the water nandez said. “We had to knock on doors on a street, it’s where they’re going,” he usage. He said he could go all night on and ask permission. On one street there said. “There were a few businesses that seven gallons of water.” were 500 people we had to talk to.” were really busy, and we didn’t anticipate Reaching them required more than a that much traffic trying to get into that Challenges knock and then moving to the next door; particular entrance.” Hernandez earlier stated the actual followups were required if the door Yet he and the crews made the placement of the paving was not the wasn’t answered. jobs work, no matter what challenges main challenge. Still, plenty of other Not every resident granted permis- emerged. “As we all know, successful obstacles emerged. sion, but enough said yes that TC was paving is about adjusting to changing One involved night paving. The able to get the permit and work at night. conditions and learning from each and specifications mentioned little or no (Such efforts were not required if the every project completed,” he said. “You night paving. Those requests didn’t city directed TC to pave at night.) can’t look at worst-case scenarios every come until after the bidding, when a Another challenge resulted when a time you prepare a bid. You would never city division reviewed each traffic plan. governmental agency (in addition to the get a bid. You have to do the best you “That’s when they would make a deter- City of San Diego) became involved. can, and consider all known factors, obvi- mination of day or night,” Hernandez Securing permission just to post a sign ously. But at some point you just have to said. “When they came back to us and created a whole other series of permits get out there and get the job done. said it had to be night, we had to make and, frequently, delays. “We had to get “That’s paving.” ■

10 PAVING NEWS | ISSUE 2 2013 Paving Operations Training

Help Your Crew Succeed

aving Operations Training Hands-on Training used in the paving course. Each P.O.T. (P.O.T.) helps your crew • Transverse and longitudinal joint graduate is awarded a certificate of Psucceed on the jobsite in terms construction completion. The sponsoring organiza- of both quality and productivity. Key • Feeder system set-up and tion will receive a student progress to the program is its combination adjustments report. of classroom lessons and hands-on • Variable width paving training. Who Should Attend? • Grade/slope set-up and Specifically, the daily curriculum • Paving Supervisors troubleshooting includes two hours of classroom train- • Training Instructors ing and six hours of hands-on training • ECM calibration • Training Supervisors at the paving demo site. The lessons • Critical screed adjustments • Paver Operators and Other Crew include: Students work in teams of four and Members ® Classroom Interactive Sessions practice with various Cat pavers and Additional Information screeds. The paving course concludes • Fundamentals of paving • Attendees must have a minimum of with a written and a hands-on final • Control of segregation one year experience with the examination. placement of hot mix asphalt. • Understanding grade and slope The program also prepares attend- controls ees to conduct similar training within • Course Length: 4.5 days • Introduction to electronic control his of her organization. Each partici- • Student/Instructor Ratio: 4:1 modules pating company receives a training kit Contact your local Cat dealer for • Understanding mat defects that contains all the training material, more information.■ • Compaction basics outlines, tests and evaluation forms

PAVING NEWS | ISSUE 2 2013 11 he Golden Gate Bridge might be on the postcards, but the Oakland Bay Bridge is a visual and A Seismic Tengineering marvel in its own right. That was the case when it opened as the world’s longest bridge in 1936, and the marvels continue with the recent “seismic retrofit” and construction of a Self-Anchored Suspension span Change (SAS). While the engineering received much of the attention, there Bay Bridge Project a Paving Marvel, Too also were significant changes to the asphalt on the bridge.

West Approach West Span

12 PAVING NEWS | ISSUE 2 2013 Application Techniques

Challenging Project O.C. Jones essentially took on two approach. The California Department O.C. Jones & Sons Inc., of Berke- different projects as part of the bridge of Transportation (Caltrans) wanted a ley, Calif., paved large portions of the work. First was placement of the spe- new surface on the approach, and also bridge. Jones has a long history of suc- cialized epoxy on the SAS portion of corrections to grade and slope. cessfully completing difficult projects— the new bridge. on time and on budget. Past projects The second project was the new Placing Epoxy include paving a portion of the bridge in transitional paving on the Oakland Two 25 mm (1 in.) lifts of Epoxy 1976, and toll plaza demolition, recon- touchdown side of the new bridge. That Asphalt Concrete (EAC) were placed struction and paving work during the area stretched 1,289 m (4,229 ft.) from on the eastbound and westbound lanes last Bay Bridge shutdown in 2011. beyond the toll plaza to the new bridge of the Bay Bridge’s new SAS span.

YBI Oakland West Span SAS SKYWAY Transition Touchdown

PAVING NEWS | ISSUE 2 2013 13 Application Techniques

The epoxy offered significant benefits, including durability and traction, but was very difficult to work with.

Compaction and rolling patterns were closely monitored given the challenging material.

14 PAVING NEWS | ISSUE 2 2013 Application Techniques

The Weiler E1250A Remixing Transfer Vehicle features a conveyor swing, which enables offset paving, and weighs less than an RTV with storage—a key feature when working on bridges.

the site with the help of the Californian is the only time this material will be Highway Patrol and Caltrans. Those placed in the U.S. this year.” organizations worked to minimize traf- The EAC is essentially a 9 mm fic disruptions. (3/8 in.) mix that uses a two-part epoxy. Once the material arrived, it was One part is blended with AR 4000 pav- again tested before it could be placed ing oil. It is combined with a specialized through the paver. The window for mix dry aggregate and a separate epoxy placement was extremely tight and resin, and mixed in a pug mill. closely monitored by testing personnel The resultant EAC is then placed to ensure project specifications were atop a two-part epoxy bond coat. That met. The material then was approved bond coat was applied to both the steel for placement on the bridge deck. bridge deck and the first lift of EAC. The bond coat needed to be applied at a high application rate, using both a RTV a Perfect Fit robotic device and spray wands. The The process had another complica- epoxy products, as well as the techni- tion: Trucks and other machines were cal support, were provided by Chemco not allowed to travel on the paving lane Systems of Redwood City, Calif. after the bond coat had been applied. “The EAC is significantly different That meant the material had to be from conventional AC in that once the loaded from the side. material is produced from the batch This was one of the reasons that plant, a chemical reaction begins as it O.C. Jones utilized a Weiler E1250A is hauled to the project site,” Project Remixing Transfer Vehicle on the job. The epoxy was chosen because of its Manager Bill Jensen stated. “Due to The E1250A’s conveyor accommodates extreme durability, tractive benefits and this chemical reaction and extremely offset paving, enabling trucks and the lighter weight. tight time and temperature require- RTV to stay off the paving base and the “The material used was quite unique, ments, consistency in travel time for bond coat. and presented some interesting challeng- the haul trucks and in the production of In addition, the E1250A does not es not normally seen with conventional the material at the plant were crucial.” have storage capacity, helping the asphalt concrete,” said Kelly Kolander, So crucial was timing that O.C. machine weigh 23,000 kg (51,000 lbs.) president and CEO of O.C. Jones. “This Jones was able to secure a haul route to less than an RTV with storage—an

PAVING NEWS | ISSUE 2 2013 15 Application Techniques

important factor when working on a with movement up and back counting The Second Project bridge, where every pound counts. as a single pass. The bridge was shut down over “Since storage or surge capacity Another unique aspect of the project Labor Day weekend as O.C. Jones was not required, the Weiler E1250A was the need to thoroughly clean out crews reconstructed the approach area proved to be the right choice and per- the RTV and paver after every pass, on the Oakland touchdown side. formed well,” Kolander said. typically 670 m (2,200 ft.) in length. That portion of the project did not The material was discharged into a Unlike conventional AC, EAC is not require the placement of EAC. Instead, ® Cat AP1055E Asphalt Paver, which thermoplastic, and therefore cannot be crews worked with traditional AC utilized non-contact averaging skis for re-heated. mix, as well as an open-graded asphalt enhanced ride quality. Once the chemical reaction occurs, cement. About 17,200 metric tons Compaction and rolling patterns the mix remains hard. “This required (19,000 U.S. tons) were placed over an were again closely monitored and removing any built-up material in the area of 93 million m2 (1.1 million ft2.). achieved with Cat CB54 Vibratory paver’s auger chamber as well as inside Yet that project had its own challeng- Asphalt Compactors and Cat PS150C the RTV to avoid cured EAC from fall- es. Cold planers had to remove mix over rubber-tired rollers. The compactors ing onto the finished mat,” said O. C. much of the area before repaving could typically made three complete passes, Jones Area Manager Kevin Goddard. begin. So large was the required mill-

The Weiler E1250A RTV helped the paving train move continuously and consistently.

16 PAVING NEWS | ISSUE 2 2013 Application Techniques ing volume that up to seven machines Bay Bridge Facts worked continuously for 36 hours. The leveling was particularly extensive in some areas. The eastbound direction required a large profile cor- Connects San Francisco with the rection and required removing asphalt East Bay at depths up to 0.9 m (3 ft.). “Complicated cross-slope correc- Opened November 12, 1936 tions, leveling and new construction to tie into the new bridge structure Comprised of two separate bridges, from the existing toll plaza area proved a tunnel, and a mile-long elevated challenging, given the tight time roadway constraints,” said Area Manager Jim Gallagher. Project length 13.5 km (8.4 miles) Paving work began at 10 p.m. Wednesday night and continued non- Includes state-of-the-art seismic stop until Sunday morning, utilizing one night crew and two daytime crews. innovations not previously used “There was an incredible amount of coordination between the AC plants, Daily average number of vehicles grinders, trucking, traffic control and that use the Bay Bridge: 280,000 access points,” Jensen said. “Over half of the material placed was required Daily average number of vehicles to correct cross slope to aid drainage, that use the Golden Gate Bridge: establish a new roadway profile, and 100,000 level uneven pavement, which is all very time-consuming.” East Span damaged in 1989 Loma Additionally, the westbound portion goes from five lanes to 20 lanes at the Prieta earthquake toll plaza, then back down to five lanes. “It made the joints and lane lines an For more information: increased challenge,” Kolander said. baybridgeinfo.org “The Cat pavers handle the variable widths very well; our crews really appreciate their versatility.” Equipment used included Cat AP1055E and 655D asphalt pavers, Cat CB64, CB54 and PS 150C rollers, as well as the Weiler E1250A RTV. A Success Kolander said the demands on the job left no margin for error, yet O.C. Jones was able to deliver. He credited the Caterpillar and Weiler products for their roles in helping reach a successful conclusion. “Being such a complicated and spe- daily basis with our paving needs. We ly not used very often, but has some cialized paving project, not to mention were pleased with the Weiler product great benefits,” Kolander said. “While such a high-profile one, we required as well. It is a well-built machine that not as high profile as some of the other high-production, quality equipment performed as advertised.” portions of the bridge, the paving pro- and 100 percent uptime,” Kolander All factors had to perform together cess represented a significant change said. “Our Cat dealer supports us on a on this project. “The epoxy is certain- as well.” ■

PAVING NEWS | ISSUE 1 2013 17 News & Notes

The island of Thimarafushi is now ready for visitors. PAVING IN PARADISE

Caterpillar Paving products helped (1,312 yd.) by 30 m (33 yd.) runway build a runway at the remote island and taxiway, which is on land that is of Thimarafushi, which is part of the surrounded by sea and was reclaimed country of Maldives and the Thaa Atoll. two years before paving began. Reaching the island, in the Indian A 200 mm (8 in.) aggregate sub-base Ocean, had been no small challenge. It was placed first, and a Cat CS533E Soil required flying to one of the country’s Compactor compacted it to 150 mm two international airports, then a flight (6 in.). The same process was followed to a domestic airport, and then travel for the second layer. The third layer by boat. consisted of binding material that was Thimarafushi became the seventh placed at 130 mm (5 in.) and compacted domestic airport, which will make it to 100 mm (4 in.). The fourth layer was a hub for some nearby islands (there asphalt with aggregates of 12.5 mm are 1,192 islands in Maldives, with (1/2 in.), 9 mm (1/3 in.) and 6 mm (1/4 in.). only 200 inhabited). The government of It was placed at 60 mm (2.4 in.) and Maldives believes tourism will grow at compacted to 50 mm (2 in.). Thimarafushi and other nearby islands Operators, too, were hard to find, if they are more accessible. though the local Cat dealer helped Equipment had to be delivered provide training. And while all involved by landing craft and barge. That found the island hard to reach, the included the hot mix plant, which was scenery that awaited them certainly transported component-by-component. seemed worth the effort. The Cat® AP655D Asphalt Paver with Now, with the new airport, the trip is an AS4251 Screed placed the 1200 m much easier.

18 PAVING NEWS | ISSUE 2 2013 News & Notes

NEWMAN BEHIND THE WHEEL Ryan Newman will drive the No. 31 Caterpillar Chevrolet SS in the NASCAR Sprint Cup Series starting in 2014. Newman, 35, is a 17-time NSCS race winner with 50 pole awards to his credit. He is the 2008 Daytona 500 and 2013 Brickyard 400 champion. “This is a great opportunity for our team,” said Richard Childress, president and CEO of Richard Childress Racing. “I am very proud to have Ryan in the No. 31 Caterpillar Chevrolet starting next year. 31We have high expectations for this No. 31 team. Ryan has proven himself to be a great driver, and I’m looking forward to winning

races with him.”

Guide to Soil Compa Soil to Guide CAT

CAT ® PAVING PRODUCTS

® PAVING PRODUCTS PAVING

Guide to Soil Compa C

SOIL COMPACTION BOOK PUBLISHED Ction

GUIDE TO ASPHALT COMPACTION ASPHALT TO GUIDE CAT

CAT ® PAVING PRODUCTS

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The Cat Paving Products Guide to Soil Compaction has been printed and is GUIDE TO ASPHALT COMPACTION C

available for purchase through local Cat dealers and on amazon.com. tion The Guide to Soil Compaction features more than 100 illustrations and as many photos. The written material addresses everything from the basics to the latest Intelligent Compaction technology, and its role on the jobsite. The book is the second in a series of publications that offers technical expertise and advice on how to tackle specific applications. The first book, theGuide to Asphalt Compaction, was published in 2012. That book, which earned the prestigious American Graphic Design Award, has been printed in English and many other languages. For more information, contact your local Cat dealer or visit amazon.com.

FIND US ONLINE Don’t forget to check out paving.cat.com for information on Cat paving products. The site is designed specifically for customers seeking product and/or industry information. New products in particular are highlighted on paving.cat.com, with literature, videos and virtual 360° walkarounds. Follow Cat Paving Products at work around the world on facebook. The page features highlights of application stories and links to interesting articles in trade press publications. The facebook page also alerts visitors to upcoming events, such as trade shows. Videos also are located in a convenient, easy-to-access location.

PAVING NEWS | ISSUE 2 2013 19 Paving News 1720 DOLPHIN DRIVE Suite D Waukesha, WI 53186-1489

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caterpillar pavinG operations traininG Contact your Cat® dealer or visit www.cat.com for course schedules, detailed course descriptions and online registration. Classes are starting soon. Register today!

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