DOCSLIB.ORG

Project File From: Robert Cody, PE Stantec Consulting Services Inc File: 4531.07 Date: November 19, 2013 (Update March 11, 2014)

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Project File From: Robert Cody, PE Stantec Consulting Services Inc File: 4531.07 Date: November 19, 2013 (Update March 11, 2014) Memo To: Project File From: Robert Cody, PE Stantec Consulting Services Inc File: 4531.07 Date: November 19, 2013 (Update March 11, 2014) Reference: NYS Route 531 Terminus Improvement Project Pavement Evaluation Treatment Selection Report (PETSR) Introduction The purpose of this memorandum is to summarize the PETSR associated with the proposed Route 31 pavement rehabilitation, as well as the design and pavement type (flexible vs. rigid) selection process associated with Route 31 and 531 roadway segments that will require full depth reconstruction. Background The project involves the proposed reconfiguration of the roadways and ramps within or near the existing Route 531/36/31 interchange in order to improve safety and capacity. The New York State roadways that will be involved and the corresponding length of the proposed work are summarized below (Note: lengths are based on future route number designations): Route 531: 900 linear feet Route 31: 10,075 linear feet Route 36: 1,700 linear feet The attached plan illustrates the current/future ownership jurisdiction for the various roadway segments involved. The feasible alternatives currently under consideration include: • Alternative 2 – Route 531/Route 36 At-grade conventional signalized intersection with traffic calming and safety improvements to Route 31 • Alternative 3 – Route 531/Route 36 At-grade signalized superstreet median crossover with traffic calming and safety improvements to Route 31 • Alternative 5 – Route 531/Route 36 Full diamond interchange with traffic calming and safety improvements to Route 31 dtc u:\192500227\correspondence\doc\mem004_531 pavt selection report_20140311.docx November 19, 2013 (Updated March 11, 2014) Project File Page 2 of 5 NYS Route 531 Terminus Improvement Project Pavement Evaluation Treatment Selection Report (PETSR) A common component to each of the alternatives is the proposed work on Route 31. With the objective of improving safety by way of introducing traffic calming techniques, the Route 31 segment will be altered significantly from a potential pavement preservation standpoint. The horizontal and vertical alignments, as well as cross- slope/superelevation rates will be adjusted throughout the corridor, thereby precluding the possibility of applying a consistent pavement rehabilitation treatment on long full- width segments of Route 31. The primary segments where full-width Route 31 pavement may be rehabilitated will be at the far western end of the corridor and the segment from Route 36 to the eastern project limit. Due to roadway realignment, most of the remaining segments will most likely require reconstruction. Route 531 and Route 36 are similar in that due to proposed connecting roadway reconfigurations that include horizontal/vertical alignment adjustments, new roads and roadway removals, relatively little of the existing pavements will be suitable for rehabilitation. Roadway History and Condition Route 531 terminus and its connecting ramps to Route 31 and Route 36 were originally constructed in 1994 under Contract D253893. The primary affected Route 36 segment was reconstructed as part of the 1994 Route 531 terminus project, and included significant widening and an overlay across the entire riding surface. Both Route 531 and Route 36 consist of flexible pavement sections that include multiple hot mix asphalt courses over granular subbase. Considering its age, the pavement appears to be in relatively good condition. Route 31 was originally constructed in 1915 under Contract SH5539, then reconstructed and updated in 1926 to Portland cement slabs under Contract RC1567. Since then, the pavement has been maintained, widened with flexible pavement and overlaid with an asphalt riding surface. Based on a pavement evaluation (see attached) that was performed by NYSDOT for the Route 31 segment between Salmon Creek Road and Route 36 (MM 1076 to 1096), the pavement is considered to be in fair to poor condition. NYSDOT therefore recommends that consideration be given to two (2) potential levels of pavement rehabilitation. The first option consists of pavement milling with a single 2” overlay, while the second option consists of pavement milling w/ a 3” (or more) multiple course overlay (assumed herein to be 1.5 inches of top and 2” of binder for a total of 3.5”). dtc u:\192500227\correspondence\doc\mem004_531 pavt selection report_20140311.docx November 19, 2013 (Updated March 11, 2014) Project File Page 3 of 5 NYS Route 531 Terminus Improvement Project Pavement Evaluation Treatment Selection Report (PETSR) Full Depth Pavement Design (Flexible and Rigid) In accordance with the NYS Comprehensive Pavement Design Manual (CPDM), an appropriate pavement section was developed for both flexible and rigid pavements, for use in estimating and performing a Life Cycle Cost Analysis so that a direct comparison can be made. The process included the application of an 80-kN ESAL calculation, and for the flexible pavement design, coupled with the subgrade soil modulus (Mr) value. The ESAL calculations, in large part was based on vehicular traffic volumes, is attached. For the flexible pavement, the pavement section will experience a 32.3 million 80-kN ESAL count, while for the rigid pavement section, the 80-kN ESAL count is 44.3 million. The Regional Geotechnical Engineer has indicated that the Mr for this project is 34 MPa, which is applicable for flexible pavement designs. Based on the ESAL calculations and Mr, the flexible pavement section will be comprised of 10 inches of asphalt concrete over a 12 inch course of subbase material, while the rigid pavement will consist of a 9 inch thick concrete slab over 12 inches of subbase. A 4-inch permeable base course is included with the flexible section, however based on current Department Guidelines; the permeable base course is not included with the rigid pavement section. Life Cycle Cost Analysis (LCCA) Based on the aforementioned pavement thicknesses, an estimate of the cost to construct 11,300 linear feet of new pavement was developed. Using “Transport Estimator” as the basis throughout this entire analysis, the estimated cost to construct full depth flexible pavement is approximately $9.3 million, while the estimated cost to construct rigid pavement is approximately $10.2 million. The estimated cost of rehabilitating a nominal 845 linear feet of Route 31 pavement using either of NYSDOT’s recommended treatment is as follows: Option 1: Mill, Patch with 2 inch overlay Estimated Cost = $56,800 Option 2: Mill w/ 1.5 inch top and 2 inch binder Estimated Cost = $88,300 Given the recommended periodic maintenance activity that is based in large part on the NYSDOT CPDM Chapter 5: Appendix 5A “Pavement Rehabilitation Manual”, but coupled also with input from the Regional Materials Engineer, a LCCA was performed for each pavement treatment option. It is assumed that the recommended maintenance activities will be performed over the estimated 50-year life span of the pavement. The LCCA allows for the direct comparison of each pavement option by computing the dtc u:\192500227\correspondence\doc\mem004_531 pavt selection report_20140311.docx November 19, 2013 (Updated March 11, 2014) Project File Page 4 of 5 NYS Route 531 Terminus Improvement Project Pavement Evaluation Treatment Selection Report (PETSR) Present Worth of all current and future costs to construct and maintain the pavement during the design life of the facility over the same 50-year period. NYSDOT provided the recommended periodic maintenance activities for the two (2) rehabilitation options, and is summarized in the attached Route 31 Pavement Evaluation. The following summarizes the Present Worth Life Cycle Cost (LCC) associated with full depth flexible pavement and full depth rigid pavement, as well as the LCC associated with the two (2) recommended pavement rehabilitation treatment options: Flexible Pavement: $12.8 million LCC Rigid Pavement: $12.1 million LCC Rehab Option #1: $210,000 LCC Rehab Option #2: $198,000 LCC Recommendation Based solely on the above Present Worth LCC comparison, it is recommended that a rigid pavement section for all full depth/full width constructed or reconstructed roads within the project limits be progressed. However from a sensitivity analysis perspective, it should be noted that the LCC of the flexible pavement section, as listed, includes a major mill and fill rehabilitation treatment every 12 years, as recommended by the Regional Materials Engineer. Should this interval be increased to 15 years (as suggested in the CPDM), the LCC for the flexible pavement would be approximately $11.9 million, thus making its LCC lower and therefore more desirable than the rigid pavement section. Regardless though, for major high volume signalized intersections that will require total reconstruction, it is recommended that a rigid pavement be considered for the following reasons: • Rigid pavement is more resistant to rutting caused by slow moving and repeated channelized traffic • Rigid pavement is more resistant to shoving, raveling, corrugations and slippage caused by vehicular starting/stopping and turning maneuvers • Construction operations associated with the construction of rigid pavement may simplify work zone traffic control requirements, as it involves only a single placement of PCC pavement as opposed to the multiple courses required for flexible pavement. dtc u:\192500227\correspondence\doc\mem004_531 pavt selection report_20140311.docx November 19, 2013 (Updated March 11, 2014) Project File Page 5 of 5 NYS Route 531
Load more

Recommended publications
  • WSDOT Design Manual July 2017 Revision
    Publications Transmittal Transmittal Number Date PT 17-039 July 2017 Publication Distribution To: Design Manual Holders Publication Title Publication Number Design Manual – July 2017 M 22-01.14 Originating Organization WSDOT Development Division, Design Office – Design Policy, Standards, and Safety Research Section Remarks and Instructions What’s changed in the Design Manual for July 2017? See the summary of revisions beginning on Page 3. How do you stay connected to current design policy? It’s the designer’s responsibility to apply current design policy when developing transportation projects at WSDOT. The best way to know what’s current is to reference the manual online. Access the current electronic WSDOT Design Manual, the latest revision package, and individual chapters at: www.wsdot.wa.gov/publications/manuals/m22-01.htm We’re ready to help. If you have comments or questions about the Design Manual, please don’t hesitate to contact us. Area of Practice Your Contacts Geometric Design, Roadside Safety Jeff Petterson 360-705-7246 [email protected] and Traffic Barriers Kurt Sielbach 360/705-7937 [email protected] Chris Schroedel 360-705-7299 [email protected] General Guidance and Support John Donahue 360-705-7952 [email protected] To get the latest information on individual WSDOT publications: Sign up for email updates at: www.wsdot.wa.gov/publications/manuals/ HQ Design Office Signature Phone Number /s/ Jeff Carpenter 360-705-7821 Page 1 of 8 Remove/Insert instructions for those who maintain a printed manual NOTE: Also
    [Show full text]
  • D) Pavement Milling Machine
    COUNCIL WORKSHOP ITEM ITEM: Recommendation to Purchase a Pavement Milling Machine DATE: 6/5/01 PREPARED BY: Jack J. Bajor, Jr., Director of Public Works Rick Ebel, Pavement Division Manager PURPOSE: Street Pavement Maintenance BID AMOUNT: $ 184,700.00 BUDGET AMOUNT: $ 190,000.00 DISCUSSION: Beginning in the mid-nineties the Public Works Department began discussions on methods of improving the effectiveness and efficiency of our in-house patching and pavement work. Discussions quickly turned to milling or grinding pavement patch areas to a depth of two (2) inches, rather than doing full depth patches of the pavement surface. Pavement thicknesses in Downers Grove are quite variable commonly ranging in depth from six (6) to ten (10) inches. So for a pavement patch of a 10’ X 20’ area, we are removing and replacing approximately 100 to 167 cu.ft. of material with each full depth patch, while the grinder would remove only 33.3 cu.ft. of material for the same 10’ X 20’ patch. Table 1 compares the material volume differences of three patch sizes for full depth patching verses milling. Obviously, if we are taking a greater volume of material out, there is a greater need for the re-installation of new asphalt. On average a three to one reduction can be realized by moving from full depth patching to milling. Additionally, the process to remove a full depth patch is much more labor intensive as the area is first saw cut, then broken out and finally loaded on to a truck with a backhoe. A grinder can complete all three of these steps as it works, again in about a third of the time.
    [Show full text]
  • Pavement Milling Notice
    T O W N o f B R O O K L I N E Massachusetts Department of Public Works Engineering & Transportation Division July 15, 2015 Andrew M. Pappastergion Commissioner Peter M. Ditto, PE Director PAVEMENT MILLING NOTICE Dear Abutting Residents Starting on THURS, JULY 16, and continuing through FRI, JULY 17, weather permitting, the Contractor, Newport Construction Corp, will be milling (grinding) and removing the top several inches of roadway surface on FISHER AVENUE BETWEEN CLINTON ROAD AND BOYLSTON STREET. Roadway grinding operations commence at 7:00 A.M. and will run through 5:00 P.M. daily. This work will be done in four phases as follows: (1) Phase I – Clinton Road to Buckminster Road (Thursday July 16, 2015) (2) Phase II – Buckminster Road to Holland Road (Thursday July 16, 2015) (3) Phase III – Holland Road to Leicester Street (Friday July 17, 2015) (4) Phase IV – Leicester Street to Boylston Street (Friday July 17, 2015) In order to facilitate this activity, there will be roadway closures along Fishers Avenue, and traffic will have to be detoured around the construction activity. A detour plan can be found on the Town’s website at http://www.brooklinema.gov/Fisher-Avenue-Reconstruction/ Residents and Institutions with driveway or private way access on Fisher Avenue should plan to remove their vehicles prior to 7:00 A.M. on work days, as access will be restricted until approximately 5:00 P.M. Please park on an adjacent side street should you anticipate using your vehicle during the work day. Curbside parking will be prohibited within active work zones along Fisher Avenue, but re- open end of work day.
    [Show full text]
  • Construction Notice
    CURRENT RESIDENT RE: 2021 Street Resurfacing Program-Construction The City of Batavia is pleased to inform you that the street adjacent to your home has been included for resurfacing this year. See the attached exhibit for the limits of the proposed work. The work will generally include curb repairs, sidewalk repairs, utility repairs/adjustments and a new asphalt overlay. Below are some important details regarding this project. CONTRACTOR: The contract has been awarded to Builders Paving Company of Hillside, IL. START DATE: The construction work is tentatively scheduled to begin during the week of August 14. Please visit the Sidewalk and Street Improvements page on the City’s website at http://www.cityofbatavia.net/625/Sidewalk-and-Street-Improvements for updates on the start dates and construction updates for each street. Look under the Street Resurfacing Program. COMPLETION DATE: The completion date for this project is October 1, 2020. The completion date schedule may be adjusted as weather and unforeseen conditions warrant. IMPROVEMENTS & PROCESS: 1. Signage and Saw Cutting: - The first phase of the roadway work will involve the installation of traffic control signs and saw cutting of the concrete curb and sidewalk to be replaced. 2. Curb & Sidewalk Replacement: The next step will involve the removal and replacement of the concrete curb and sidewalk areas that need repairs. Once new materials are replaced, there will be several days of cure time before the next stage of work will begin. 3. Pavement Milling and resurfacing: This operation consists of milling off the top asphalt surface to remove the deteriorating layer.
    [Show full text]
  • Pavement Design Manual
    PAVEMENT DESIGN MANUAL November 2018 PREFACE The Montana Department of Transportation (MDT) Pavement Design Manual has been developed to provide discussion and fundamental principles on pavement design, detailed material information, procedures for designing pavement sections on the range of MDT roadways, and specification information. The Pavement Design Manual was developed by the MDT Surfacing Design Unit. Additional formatting and editorial updates were provided by the transportation engineering consulting firm of Kittelson & Associates, Inc. The Pavement Design Manual Review Committee consisted of: Jim Davies, P.E. MDT Pavement Analysis Engineer Darin Reynolds, P.E. VA Engineer Miles Yerger, P.E. Surfacing Design Unit Supervisor Mark Studt, P.E. MDT – Consultant Design Andy Daleiden, P.E. Kittelson & Associates, Inc. Julia Knudsen, P.E. Kittelson & Associates, Inc. Katie Ayer Kittelson & Associates, Inc. Erma Halili Kittelson & Associates, Inc. Table of Contents CHAPTER 1: Introduction CHAPTER 2: Pavement Design Process CHAPTER 3: Pavement Typical Sections CHAPTER 4: Flexible Pavement Design Overview CHAPTER 5: Flexible Pavement Design Method CHAPTER 6: Flexible Pavement Rehabilitation CHAPTER 7: Engineered Overlays CHAPTER 8: Gravel Road Design CHAPTER 9: New and Reconstructed Rigid Pavement Design CHAPTER 10: Rigid Pavement Rehabilitation CHAPTER 11: Pavement Preservation & Scheduled Treatments CHAPTER 12: Bridge End Pavement CHAPTER 13: Traffic Estimation – Special Cases CHAPTER 14: Tools for Pavement Analysis CHAPTER 15: Pavement
    [Show full text]
  • Best Practices for RAP and RAS Management
    Quality Improvement Series 129 Best Practices for RAP and RAS Management This publication is provided by the Members of the National Asphalt Pavement Association (NAPA), who are the nation’s leading asphalt producer/contractor firms and those furnishing equipment and services for the construction of quality asphalt pavements. NAPA Members are dedicated to providing the highest quality asphalt paving materials and pavements, and to increasing the knowledge of quality asphalt pavement design, construction, maintenance and rehabilitation. NAPA also strongly supports the development and dissemination of research, engineering and educational information that meets America’s needs in transportation, recreational, and environmental pavements. NAPA Building 5100 Forbes Blvd. Lanham, MD 20706-4407 Tel: 301-731-4748 Fax: 301-731-4621 Toll free 1-888-468-6499 www.AsphaltPavement.org [email protected] Mike Acott President T. Carter Ross Vice President for Communications This publication is designed to provide information of interest to NAPA Members and is not to be considered a publication of standards or regulations. The views of the authors expressed herein do not necessarily reflect the decision making process of NAPA with regard to advice or opinions on the merits of certain processes, procedures, or equipment. COPYRIGHT NOTICE Publications produced and published by the National Asphalt Pavement Association (NAPA) are copy- righted by the Association and may not be republished or copied (including mechanical reproductions) without written consent. To obtain this consent contact the Association at the address given above. © 2015 National Asphalt Pavement Association Quality Improvement Series 129 Printed 12/15 Quality Improvement Series 129 Best Practices for RAP and RAS Management By Randy C.
    [Show full text]
  • Performance of Reclaimed Asphalt Pavement on Unpaved Roads (MPC-13-251)
    Performance of Reclaimed Asphalt Pavement on Unpaved Roads Scott Koch George Huntington, P.E. Khaled Ksaibati, PhD., P.E. Wyoming Technology Transfer Center University of Wyoming Laramie, Wyoming May 2013 Acknowledgments The authors would like to thank all the employees of Laramie, Johnson and Sweetwater counties who assisted with this project. Without their expertise, assistance, and cooperation, this study could not have been conducted. Thanks to the Desert Mountain Corporation for their expertise and assistance on the Sweetwater County sections. We would also like to thank the Wyoming Department of Transportation for their support of this project. Finally, we would like to thank Mary Harman, Bart Evans, Josh Jones, Burt Andreen, Jonathan Zumwalt, and Harry Rocheville for their work on this project. Disclaimer The contents of this report reflect the work of the authors, who are responsible for the facts and the accuracy of the information presented. Mention of specific products is for informational purposes only and does not constitute any endorsement. This document does not constitute any policy of or endorsement by the Mountain-Plains Consortium or the University of Wyoming.This document is disseminated under the sponsorship of the Mountain-Plains Consortium in the interest of information exchange. The U.S. Government assumes no liability for the contents or use thereof. North Dakota State University does not discriminate on the basis of age, color, disability, gender expression/identity, genetic information, marital status, national origin, public assistance status, sex, sexual orientation, status as a U.S. veteran., race or religion. Direct inquiries to the Vice President for Equity, Diversity and Global Outreach, 205 Old Main, (701) 231-7708.
    [Show full text]
  • Proposed Capital Improvement Program
    PROPOSED CAPITAL IMPROVEMENT PROGRAM SOUTH JERSEY TRANSPORTATION AUTHORITY APRIL 2020 SOUTH JERSEY TRANSPORTATION AUTHORITY PROPOSED CAPITAL IMROVEMENT PROGRAM 11 8 1 7 2 12 10 9 3 4 5 1. AC Expressway Resurfacing 2. Interchange Lighting Improvements 3. Pleasantville Maintenance Garage Replacement 4. AC Expressway Connector, Rt 30, Rt 87, Rt 187, AC Corridor Resurfacing 5. AC Expressway Connector & Tunnel LED Lighting Upgrades 6. AC Expressway Fleet Replacement 7. All Electronic Tolling & ITS Upgrades 8. AC Expressway Third Lane Widening 9. AC Expressway Interchange 7 Improvements 10. AC Expressway / ACY Direct Connector 11. Glassboro-Camden Light Rail Line 12. Upgrades to Atlantic City Rail Line Note: Project schedules detailed herein do not begin concurrently APRIL 2020 with the adoption of this Capital Plan PAGE 1 OF 13 ATLANTIC CITY EXPRESSWAY RESURFACING SYSTEM-WIDE ATLANTIC CITY EXPRESSWAY RESURFACING PROJECT DESCRIPTION LOCATION System-wide This project involves supplemental pavement milling and resurfacing to maintain state of good repair for the Atlantic City Expressway mainline TOTAL PROJECT COST in 2020. It is also intended that beginning in 2021 the Authority’s annual $10 Million resurfacing program will receive a bump over current funding which has averaged $1.5M to $2.5M a year over the last five years. SCHEDULE Planning & Design: POTENTIAL ENVIRONMENTAL / AGENCY COORDINATION 3 months None Anticipated Construction: 3 months POTENTIAL RIGHT-OF-WAY IMPACTS None Anticipated BENEFITS Safety State of Good Repair UTILITIES Customer Satisfaction None Anticipated STATUS To be programmed APRIL 2020 PAGE 2 OF 13 INTERCHANGE LIGHTING IMPROVEMENTS SYSTEM-WIDE INTERCHANGE LIGHTING IMPROVEMENTS PROJECT DESCRIPTION LOCATION Atlantic County This project involves modernization of interchange ramp lighting at Interchanges 5, 7, 12, 14, 28, and 31 on the Expressway.
    [Show full text]
  • Bid Documents; Paving Project; Bid 13-690T
    SPECIFICATIONS AND SPECIMEN CONTRACT DOCUMENTS FOR: 2012 PAVEMENT PRESERVATION AND REPAIRS TOWN OF WESTPORT PROJECT #2012-03 BID NO. 13-690T DEPARTMENT OF PUBLIC WORKS GORDON JOSELOFF FIRST SELECTMAN STEPHEN J. EDWARDS DIRECTOR OF PUBLIC WORKS PETER A. RATKIEWICH TOWN ENGINEER DATE ISSUED CONTRACTOR June 2012 Engineering Division THIS DOCUMENT IS TO REMAIN 110 Myrtle Avenue, Room #210 INTACT NO ADDITIONS OR DELETIONS Tel: (203)-341-1120 ARE TO BE MADE. IRS ID #06-6002128 TOWN OF WESTPORT TOWN OF WESTPORT, CONNECTICUT DEPARTMENT OF PUBLIC WORKS 2012 PAVEMENT PRESERVATION AND REPAIRS WESTPORT PROJECT #2012-03 TABLE OF CONTENTS SECTION 1 - TOWN OF WESTPORT BIDDING AND CONTRACT REQUIREMENTS 00100 - INVITATION TO BID 00200 - INFORMATION FOR BIDDERS 00300 - PROPOSAL 00401 - BID BOND 00402 - QUALIFICATIONS OF BIDDER 00403 - NON-COLLUSIVE BID STATEMENT 00404 - AGREEMENT 00405 - PAYMENT BOND 00406 - PERFORMANCE BOND 00500 - GENERAL CONDITIONS 00700 - SPECIAL CONDITIONS 01010 - INTRODUCTION TO TECHNICAL SPECIFICATIONS 01530 – DUST CONTROL 01600 - RESTORATION 01800 – PAVEMENT PRESERVATION LIST SECTION 2 – ConnDOT-BASED NOTICES, SPECIFICATIONS, AND SPECIAL PROVISIONS A1-NOTICE TO CONTRACTOR - UTILITY CONTACT LIST A2-NOTICE TO CONTRACTOR - MIX DESIGNATION EQUIVALENCY A3-NOTICE TO CONTRACTOR - SUPERPAVE DESIGN LEVEL INFORMATION A4-NOTICE TO CONTRACTOR - NCHRP 350 REQ. FOR WORK ZONE TRAFFIC CONTROL DEVICES B1-SECTION 1.08T - PROSECUTION AND PROGRESS C1-SECTION 9.75T – MOBILIZATION D1-ITEM #0980001A-T – CONSTRUCTION STAKING E1-SECTION 9.71T – MAINTENANCE
    [Show full text]
  • Economies, Efficiencies & Innovations Report
    Economies, Efficiencies & Innovations Reported Savings: 2010 to 2017 Michigan Department of Transportation Estimated Annual Savings for Estimated Annual Savings to Year State Others Cumulative 2010 to Present $675,342,570 $27,217,088 2010 $87,057,957 Not counted 2011 $71,357,957 Not counted 2012 $86,726,290 Not counted 2013 $80,520,920 $13,294,988 2014 $166,974,066 $10,698,988 2015 $108,433,877 $1,865,702 2016 $53,984,392 $1,328,710 2017 $20,287,111 $28,700 2018 $18,285,288 $28,700 2019 $18,259,788 $24,000 2020 $18,259,788 $24,000 Data last updated February, 2018 The Economies, Efficiencies & Innovations Report is produced from data managed through MDOT’s Innovation Central application. Innovation Central is an MDOT tool developed to enable employees to self-report their innovation ideas in a shared database, to be implemented with approval by management, eliminating unnecessary bureaucracy, saving time and money, and improving customer service. This allows MDOT management to promote a culture of innovation and engage employees in the organization’s success. The new process shifts the focus of the report from simply calculating cost saving innovations to also include innovations that improve quality or service without calculable cost savings. This report reflects implemented actions since CY2010. To prevent overstating budgetary savings, actions for which good estimates of dollar savings can be generated will reflect those savings. Other actions, which generate improvement, but where accurate dollar savings either cannot be calculated or where the savings result in a redirection of the resources, will not show a dollar value.
    [Show full text]
  • Innovative Materials and Equipment for Pavement Surface Repairs
    SHRP-M/UFR-91-505 Innovative Materials and Equipments for Pavement Surface Repairs Volume Ih Synthesis of Operational Deficiencies of Equipment Used for Pavement Surface Repairs Jim A. Crovetti Michael I. Darter Kurt D. Johnson Kelly L. Smith Mike C. Belangie ERES Consultants, Inc. Savoy, Illinois Strategic Highway Research Program National Research Council Washington, D.C. 1991 SHRP-M/UFR-91-505 Contract H-105 Product No.: 3003 Program Manager: Don M. Harriott Project Manager: Shashikant Shah Production Editor: Marsha Barrett Program Area Secretary: Carina Hreib February 1991 Reprint March 1994 key words: asphalt pavement concrete pavement crack sealing data base joint sealing maintenance materials pavement maintenance pavement restoration pavement rehabilitation performance pothole repair spall repair Strategic Highway Research Program National Academy of Sciences 2101 Constitution Avenue N.W. Washington, DC 20418 (202) 334-3774 The publication of this report does not necessarily indicate approval or endorsement of the findings, opinions, conclusions, or recommendations either inferred or specifically expressed herein by the National Academy of Sciences, the United States Government, or the American Association of State Highway and Transportation Officials or its member states. © 1994 National Academy of Sciences 50/NAP/394 Acknowledgments The research described herein was supported by the Strategic Highway Research Program (SHRP). SHRP is a unit of the National Research Council that was authorized by section 128 of the Surface Transportation and Uniform Relocation Assistance Act of 1987. Many transportation agencies have given their support to this project. SHRP State Coordinators, as well as man), other engineers, have contributed by completing and returning lengthy questionnaires; the same assistance has been provided by the Canadian Provinces, several foreign countries, and numerous other transportation agencies.
    [Show full text]
  • 2019 Standard Spec with Supplemental Spec July 2019
    STANDARD SPECIFICATIONS FOR ROAD AND BRIDGE CONSTRUCTION EDITION OF 2019 Approved for June 1, 2019 Andy Barber, P.E. State Highway Engineer KYTC Mission Statement: To provide a safe, efficient, environmentally sound and fiscally responsible transportation system that delivers economic opportunity and enhances the quality of life in Kentucky. Copies of this publication may be obtained from: Transportation Cabinet Office of Human Resource Management Organizational Management Branch 200 Mero Street, 6th Floor West Frankfort, KY 40622 (502) 564-4610 i TABLE OF CONTENTS DIVISION 100 - GENERAL PROVISIONS 101 Definitions and Terms 102 Bidding Requirements and Conditions 103 Award and Execution of Contract 104 Scope of Work 105 Control of Work 106 Control of Materials 107 Legal Relations and Responsibility to Public 108 Prosecution and Progress 109 Measurement and Payment 110 Mobilization and Demobilization 111 Value Engineering Change Proposal 112 Maintenance and Control of Traffic During Construction 113 Quality Assurance Program DIVISION 200 - EARTHWORK 201 Staking 202 Clearing and Grubbing 203 Removal of Structures and Obstructions 204 Roadway and Drainage Excavation 205 Borrow and Excess Excavation Sites 206 Embankment 207 Subgrade 208 Chemically Stabilized Roadbed 209 Ditching and Shouldering 210 Embankment Drainage Blankets 211 Final Dressing 212 Erosion Control 213 Water Pollution Control 214 Geotextile Construction 215 Treatment of Open Sinkholes 216 Settlement Platforms DIVISION 300 - AGGREGATE BASE COURSES 301 Traffic-Bound Base 302
    [Show full text]