RoadSafe Traffic Systems crews are beginning work on roadway marking projects on more than 3,600 lane miles of Tennessee highways to improve visibility for motorists.

“We’re very pleased to be part of Tennessee’s pavement marking program to keep roads safe,” said Kathleen Holst, senior vice president of RoadSafe Traffic Systems, “RoadSafe started operations in Tennessee less than three years ago, and expansion into this market has been very positive for us.”

Under contracts awarded in March by the Tennessee Department of Transportation (TDOT), more than 2,300 lane miles in TDOT’s Region 1 in Eastern Tennessee will be restriped with a combination of 4”, 6” and 8” wide thermoplastic markings.

In Region 2 in East Central Tennessee, more than 1,300 lane miles of 6-inch-wide thermoplastic markings will be applied. These are performance-based contracts, meaning that RoadSafe crews will need to ensure that the application process, which utilizes state-of-the-art technology, meets State requirements for brightness and thickness in order to sustain reflectivity of the markings. The jobs are scheduled to start up this month and be completed by September.

RoadSafe will also be working with the State on maintenance contracts for pavement markings in all four regions of the state. These contracts are in place for emergency or “call-out” purposes to repair markings that are deemed insufficient by TDOT or are in areas of high motorist risk where markings need to be refreshed or upgraded. RoadSafe must be prepared to respond within 48 hours with the proper marking and equipment to service TDOT’s directive. These projects run through June 2013.

This is the first smart transportation system to be implemented in Saudi Arabia. Based on Telvent´s SmartMobility technology, this solution manages interurban expressway traffic through a centralized platform. It controls and manages the four tunnels and the entire range of field devices in place along the expressway’s length of 6 kilometers, increasing user safety and security and improving infrastructure maintenance.

The solution also provides real-time information on traffic conditions, which enables local authorities to respond rapidly in a coordinated manner to any incidents that may occur on the expressway, in accordance with action plans that are predetermined by the application. Citizens, in turn, can also make use of this information in real time, gaining the capability to select the route that best suits their interests at any time.

The project, which began in September 2010, has achieved a variety of additional benefits for users, including a reduction in both the number of accidents and in travel times within city limits, as well as a drop in fuel consumption. All of this results in a reduction in the release of pollutants, thereby improving air quality, in addition to helping to create a safer and more pleasant environment for citizens.

The project executed is part of the strategic plan which the Arriyadh Development Authority has drawn up for the city. This plan is contributing to rapid and sustainable city development in economic, social, architectural and environmental terms. Telvent, in turn, continues to work with local authorities towards fulfilling their objective of creating a smarter and more sustainable city. The company is developing a new project that will enable implementation of SmartMobility advanced mobility management technology in extending the road network in the Arriyadh Old Airport area.

This article was contributed by Telvent.

Under an agreement that duplicates last year’s  successful inter-agency cooperative effort, the Department of Corrections will provide 100 inmates to pick up litter along highways throughout New Jersey.  Each detail of ten inmates will be supervised by a corrections officer.  DOC inmates began picking up litter today and will continue for at least ten weeks.

“The Christie Administration is working hard to attract and retain businesses and jobs, and our  Clean Up NJ initiative advances that effort and benefits the environment by creating attractive and well-maintained travel routes for residents and visitors alike,” said Simpson in a press release.

NJDOC Commissioner Gary M. Lanigan adds that this initiative is a chance to “play a part in an effort that cleans up the environment and promotes economic growth while creating an opportunity for DOC inmates to benefit New Jersey communities and businesses.”

Last year, 100 DOC inmates working for 20 weeks picked up about 370,000 pounds of litter and debris along highways.

A total of 7.5 million pounds of litter and debris was collected from NJDOT-maintained roadways in FY 2011, including the amounts collected by nearly 500 NJDOT workers.

In the first nine months of FY 12, through March, 2012, nearly 5.9 million of litter has been removed from state highways. During this same nine months, the nearly 500 NJDOT employees filled nearly 81,000 potholes and carried out other duties such as painting over graffiti, cleaning storm-water inlets and repairing guiderails.

Clean Up NJ is a multi-faceted Christie Administration effort announced in August, 2010.  It includes periodic concentrations of NJDOT maintenance forces to attend to all maintenance needs along targeted commuter corridors.  This approach helps make a visual impact in which no maintenance needs are left for another crew at another time.

NJDOT officials added the DOC inmate element to the campaign last year and are adding an Urban Youth Corps component this summer.  The Department presently is working to further expand the campaign.

The project will help improve safety and reduce road congestion. When complete, 30 ARES precast panel retaining walls will be built, totaling more than 200,000 square feet, and making it one of the largest projects in Tensar’s Uniaxial Geogrid product line history. Also included in the project scope is 14,000 square feet of Sierra Slopes with 30’ max heights, and about 15,000 square feet of Tensar Temporary Walls.

The full scope of the Ohio highway project is to construct 22 new bridges, improve safety, reduce road congestion and connect neighborhoods. A new travel lane will also be added on I-670 to help reduce weaving across traffic lanes to exits.

“The contractor chose the ARES System in part due to the ability to use locally available backfill in the reinforced zone, saving both time and money,” said Aaron Smith, Tensar International’s regional sales manager for Grade Separation Solutions. The inert properties of Tensar Geogrids permit the use of a wide range of backfills, including recycled materials and those found unsuitable for use in steel reinforced wall systems.

The first phase of the Columbus Crossroads project is slated for completion in 2014.

With IU Northwest’s support for safety measures, now INDOT is taking the next step towards a safer crossing, with the installation of a traffic signal.

In 2010, the crosswalk was restriped by INDOT and equipped with a flashing strobe that is activated by pedestrians. IU Northwest also installed a fence adjacent to Broadway to help direct pedestrians to the crosswalks.

After installation and use of prior pedestrian safety measures, IU Northwest approached INDOT with their concerns about the students and staff members who cross the busy state road every day. Late last year, INDOT listened to the campus community and agreed to a detailed study, tracking peak campus activity at the crossing during IU Northwest’s Spring 2012 semester. The result of the effort is a new signal, which INDOT is putting on the fast track, to make operational by the end of the year.

“This signal is a perfect example of great teamwork. IU Northwest and INDOT worked to make this crossing safer two years ago. But, our latest traffic study indicated additional measures are now warranted, so we will further enhance safety measures,” said Bob Alderman, deputy commissioner for the LaPorte District of INDOT.

IU Northwest Chancellor William J. Lowe welcomed the new signal, but reminded the community to continue to use great care at all street crossings.

“While we are gratified that a full traffic signal will be installed, it is important that students, faculty and staff continue to exercise due care when crossing Broadway or any other campus road,” Chancellor Lowe said. “Especially until the traffic signal is operational, pedestrians and drivers must remain cognizant of their safety at the crosswalk on Broadway.”

INDOT reminds drivers to obey the posted speed limit of 30 MPH and to watch for pedestrians crossing Broadway near the campus. Pedestrians are also reminded to use the marked crosswalks and never assume all traffic will stop at the yellow flashing LED lights. Pedestrians should look both ways, make eye contact with drivers and avoid using handheld devices that may distract them.

The Indiana DOT has installed two new salt storage facilities what are made of fabric

The Indiana Department of Transportation (INDOT) has opened two new facilities for salt storage and winter de-icing operations near Markle and Westfield, Ind. Custom designed, engineered and erected by Legacy Building Solutions, the new tension fabric structures provide each location with a salt storage capacity of 3,300 tons — enough to cover several months of winter road maintenance.

“We were storing salt in older salt domes that do not have enough capacity for our average annual use,” said Steve McAvoy, state facilities manager for INDOT. “The new Legacy buildings address that issue. They were also designed so trucks could enter the building single file to load and off-load under roof in a safe and controlled manner. The configuration is much more efficient and has already saved us time and money.”

the new fabric buildings use a rigid frame engineering concept, which allows for a high level of design flexibility

In contrast to traditional web truss structures, the new fabric buildings use a rigid frame engineering concept, which allows for a high level of design flexibility. These new INDOT buildings measure 104 by 120 feet and feature an 8-foot-high concrete wall. In addition to housing a large salt supply, the structures were specially built to accommodate a fully contained brine-making area, de-icing chemical storage, and a pre-wash pit for cleaning salt trucks prior to entering the maintenance building’s wash bay.

The new tension fabric structures provide each location with a salt storage capacity of 3,300 tons

The structural steel building design meets INDOT’s current and future needs for salt storage, McAvoy says. “Our crew members are excited to be operating out of these buildings for years to come,” he says.

INDOT is looking ahead to more innovative design initiatives aimed at additional cost savings, in addition to growing its list of unit maintenance facilities that have received the Salt Institute’s Excellence in Storage Award for environmentally sensitive salt storage.

“INDOT has several older salt domes, and we’re committed to replacing them in the future with fabric structures of this high quality and engineering,”McAvoy adds.

Park Avenue schematic

The widening of a one-mile stretch of Park Avenue roadway near Altoona, Pa., was far from routine. The nine-year project impacted more than 80 properties – businesses and residences – resulted in more than 35 right-of-way acquisitions and bordered active sports, amusement, and recreational facilities. Despite these challenges, the project, completed in late 2010, garnered strong public and property-owner support, the result of extensive public outreach.

Park Avenue primarily serves the Lakemont section of Logan Township on the outskirts of Altoona between State Route 36 and Interstate 99. It is the primary access road to several popular regional attractions, including Blair County Ballpark, home of the Double-A Altoona Curve baseball team, Lakemont Park, with the world’s oldest roller coaster and amusement rides, an office park and conference center, and a skating rink.

Existing situation. Several factors led the Pennsylvania Department of Transportation (PennDOT) District 9-0 to initiate improvements along the route. Plans had been announced for a new shopping center, and additional commercial development sites were proposed at the northern end of the roadway, which would create greater traffic demands on the local roadway network in Logan Township.

Lakemont Park’s historic structures include the oldest operating wooden roller coaster in the country

In addition, the township had recently rezoned the residential neighborhood abutting Park Avenue to commercial, and it was anticipated that a 60% change in use would occur over the next 20 years. This was at a time when traffic from Interstate 99 heading to regional attractions on Park Avenue was often stopped on the thru lanes of the Interstate while waiting to exit at the Frankstown Road interchange. A Project Needs Study showed that, when combined with anticipated traffic growth based on historical data from the region, the planned commercial growth in the area would increase Park Avenue traffic from 6,000 to 7,000 daily trips at the time of design to nearly 13,000 daily trips by the year 2030.

The central challenge to improving Park Avenue traffic conditions was control of vehicular access to the roadway and protection of pedestrians in a manner that at the same time would accommodate higher running speeds. The original corridor had nearly 30 access points, was lined with residences along the eastern side, and had a speed limit of 25 mph. In addition, at the southern end of the corridor, traffic wove through residential areas to reach State Route 36. Recreational events prompted some local landowners to offer private parking, contributing further to traffic congestion and safety concerns.

Community advisory committee at work during a meeting. Its role involved recommending change in the best interest of the community

Gaining public support. It was evident that the widening of Park Avenue would have a sizeable impact on the surrounding community. Keeping the public involved and informed was critical to maintaining a positive image for the project, the engineering profession, and the transportation industry as well as to moving the project forward. Much of the initial public outreach occurred between 2002 and 2006, before the advent of Facebook and Twitter. Therefore, traditional outreach methods were used.

Two groups with distinct concerns were the owners of the businesses and recreational venues along Park Avenue and those living in the residential area that would be directly or indirectly impacted by construction. PennDOT formed a Community Advisory Committee (CAC) at the outset of the project comprised of representatives from key community groups, including planners, local government officials, the residential community, businesses, emergency services, and public transportation.

The linear park pictured here was an improvement initiative that came along with the widening of Park Avenue in Altoona, Pa.

Through careful facilitation of the CAC, the project team was able to convey to Lakemont residents that growth and development in the study area was imminent and that accepting change was in the best interest of the community as a whole. The group met with PennDOT and design team members regularly throughout the project development phase using a workshop format that allowed each representative to voice concerns and provide feedback. Design initiatives such as a linear park, biking/hiking trail, and bus pull-offs took shape with feedback from the CAC. Concerns such as driveway access and the temporary construction impacts on businesses were also successfully addressed.

The advisory committee was involved with the project team at every major milestone during the project development phase. Meetings at major decision-making points promoted a sense of trust with the committee and with residents. While accepting that the project was needed for the area’s economic stability and growth was not easy, a facilitated advisory group helped this project overcome public resistance, which under normal circumstances would have slowed the project considerably.

Context-sensitive solutions helped fit the Park Avenue project into the surrounding area, which consisted of the Blair County Ballpark, Lakemont Park and the residential community

Context-sensitive solutions helped fit the Park Avenue project into the surrounding area, which consisted of the Blair County Ballpark, Lakemont Park, and the residential community. Presentation of before-and-after photographs/renderings of these solutions included a landscaped median treatment, pedestrian facilities, ornamental lighting, and bus-stop shelters. This project also included the installation of a multi-use recreational and pedestrian access trail.

Acquiring land. Because the proposed highway improvements impacted more than 80 properties, with 36 residential and one business displacement ultimately required, particular attention was given by PennDOT to the right-of-way acquisition process. A special right-of-way meeting was held with property owners who were directly affected by the project. A combination of public meetings and project newsletters kept everyone informed of the right-of-way acquisition process.

A project website posted newsletters and other project-related materials for easy public access. Despite the large number of properties affected, 86 percent of residents supported the project. This was a testimony to the successful efforts of PennDOT and the design team to effectively address concerns and put forth a project that reflected positively on the development process, the engineering profession, and associated efforts to integrate land planning with transportation improvements through a positive public involvement experience.

a controlled-access system was introduced that reduced the number of intersections within the project limits from 12 to seven and realigned driveways to Lakemont attractions so that traffic could be channeled for better flow

Creating a safer arterial. To improve safety and flow, a controlled-access system was introduced that reduced the number of intersections within the project limits from 12 to seven and realigned driveways to Lakemont attractions so that traffic could be channeled for better flow. Turnarounds were provided on roadways that are now closed to the new highway, and the seven designated intersections provide easy access to Park Avenue for local residents. A widened median provided left-turn lanes at intersections as well as refuge at certain locations for pedestrians crossing from the residential area to attend events. This reconfiguration of the corridor, along with the widening of the highway itself, allowed the speed limit to be increased to 40 mph, better accommodating through traffic during baseball games and the annual well-attended events at Lakemont Park.

With the higher speed limit, protection of pedestrians was also a concern, so a linear park was included in the design that serves as a buffer along the residential neighborhood east of Park Avenue. A hiking and biking trail runs through the park parallel to the roadway, but more removed from it than a typical sidewalk would be. Although none of these features represents design innovations, they were effectively combined to address the unique situation presented by a roadway running between a residential area and a heavily used commercial district.

Providing convenient access to Lakemont attractions while maintaining traffic flow was another challenge that the design team addressed using established techniques customized to the needs of the surroundings. Bus pull-offs, conveniently located for pedestrians attending events, were provided on both the northbound and southbound sides of the street. Curb ramps were provided at the pull-offs and at intersections for the benefit of those with disabilities. In addition, a widened sidewalk in front of Blair County Ballpark accommodated pedestrians waiting to enter the stadium or for trams that shuttle fans back and forth from a nearby parking garage.

Other improvements. The Park Avenue redesign required construction of a new bridge that

The Park Avenue redesign required construction of a new bridge that spans Brush Run near its southern terminus. An innovative design helped to expedite installation and minimize future bridge maintenance

spans Brush Run near its southern terminus. An innovative design helped to expedite installation and minimize future bridge maintenance. Prior to construction of the new Park Avenue, traffic wove through a residential development at that end of the corridor, using a two-lane bridge farther east to cross the creek. The new bridge is a 90-ft, single-span structure that carries four lanes of traffic along a straight roadway across the stream. Its design was completed efficiently using a ‘hybrid’ approach: PennDOT-approved bridge design software, known as BRADD, was used to design the superstructure, and manual calculations were used to design the substructure, which consisted of integral abutments. These abutments eliminate the deck joints at the ends of the bridge that typically require maintenance and contribute to bridge deterioration.

With Brush Run and several tributaries in the project area, coordination with FEMA was an important element of this project. The new four-lane bridge over Brush Run was just 150 ft downstream of the dam that creates Lakemont Lake. The new bridge crossing created the need for a Conditional Letter of Map Revision submission to FEMA that documented floodplain impacts associated with proposed bridge construction and removal of the two-lane bridge. This important process was completed in a timely manner, and FEMA approval was obtained without negatively impacting the design schedule.

Ornamental lighting along the biking/hiking trail in the linear park was specified to match earlier lighting that had been installed along the sidewalk at the ballpark

In addition, new federal requirements were issued during construction that affected design standards for compliance with the Americans with Disabilities Act (ADA). Additional ADA access locations and redesign of original features were likewise incorporated in a timely manner and did not impact the project construction schedule.

Benefiting from cooperation. Today, as one drives along the improved Park Avenue, a number of features that provide enduring value to the community are evident – the linear park, bus pull-offs in front of the ballpark, and ADA amenities at major intersections.

However, many additional features and details that may be less apparent were also included in the design. For example, the ornamental lighting along the biking/hiking trail in the linear park was specified to match earlier lighting that had been installed along the sidewalk at the ballpark. In addition, benches have been provided along the trail for pedestrians. A man-made ditch along the linear park diverts storm runoff into detention basins at opposite ends of the project, and the basins have been planted with vegetation to preserve the area’s wetlands resources and attract native wildlife. Amenities such as these will stay with the community for years to come, beautifying an area that attracts so many for recreation, shopping, and other leisure activities.

Aerial view of the completed Park Avenue project, which integrated land planning with transportation improvements to address unique site characteristics

Other benefits provided by the project have to do with the well-being of businesses located among the Lakemont attractions. One visible result of the project team’s work with the local stakeholders was the redesign and construction of a driveway and additional parking area outside the offices of Delta Health. Because a daycare center was opened during project construction at this location, the scope was expanded to include these amenities, providing safe and convenient access for the children.  Other business concerns that were successfully addressed included reconfiguration of parking for the Lakemont Business Park, the VIP parking lot for the Altoona Curve, a new bus entrance at Lakemont Park, and maintenance access and security facilities at the park.

The redesign of Park Avenue was completed on schedule despite intense public involvement and complexities inherent in the project. PennDOT District 9-0 gave the project an overall “Exceeds Expectations” rating in its final performance evaluation. In addition, the final project construction cost of $10.7 million was more than $1 million below the original design estimate.

This article was contributed on behalf of Erdman Anthony.

The Texas Department of Transportation and contractor D.L. Lennon representatives, GeoSolutions, recommended using the Spectra Roadway Improvement System incorporating TriAx Geogrid to solve a stabilization issue

Texans work hard to ensure everything is bigger and better in the Lone Star State, and their road projects are no exception.

The Texas Department of Transportation (TxDOT) was in the process of widening State Highway 154 in Sulphur Springs, Texas, when it called on Tensar International Corp., a manufacturer of geogrid, to assist the agency with developing a strategy for stabilizing an area of extremely soft soils.

A Spring in the Road

Highway contractor D.L. Lennon ran into trouble with a section of the road, which was constantly receiving water from what was assumed to be an underground spring. A rain event had not been experienced in the area for multiple weeks, yet the section continually suffered from the effects of the highly saturated, silty soil with very low shear strength.  The contractor, while trying to bridge the section, had encountered problems with sinking equipment in the extremely soft and saturated soils.

A mechanically stabilized layer (MSL) using Tensar’s TriAx Geogrid was used to produce a stable and unyielding platform for the contractor to build upon. After the first layer of geogrid and rock, the operators were able to drive their equipment completely across the affected areas.

One solution discussed included further excavation of the affected section.  However, this course of action presented problems of its own.  “The deeper we excavated, the more sloughing would occur, gradually eroding the subgrade under the existing road,” said Jeff Rook of D.L. Lennon. “We would also have required the transport of additional equipment to excavate the area due to the inability of even tracked equipment to traverse the region without sinking, thus increasing costs.”

With further excavation not a viable solution due to cost and a possible compromise of the existing roadway, the project team began looking for another solution.

The team turned to GeoSolutions Inc., one of the project’s material suppliers for a viable, cost effective solution. After visiting the site with both TxDOT and D.L. Lennon representatives, GeoSolutions recommended using the Spectra Roadway Improvement System incorporating TriAx Geogrid.

This geogrid had not been previously used by TxDOT.  However, it had been extensively used by the private market to solve similar problems, so TxDOT was confident that it could provide them an expedient, cost-effective solution and get the project back on track post-haste.

Stabilizing a Texas Road

The team – along with the District TxDOT Pavement Design Engineer Wade Blackmon,  TXDOT Assistant Area Engineer Chris Mountain, and TXDOT Director of Construction Kevin Harris – developed a plan to use a layer of Tensar TriAx TX140 at the subgrade level with 12 inches of aggregate and a layer of TriAx TX5 within the overlying pavement. This system solution allowed the contractor to bridge the saturated soils by placing the geogrid along with a layer of filter fabric directly on the in-situ subgrade.

“The Spectra System is a fast, affordable solution for bridging over problem areas,” said Marcus Long, technical sales representative for GeoSolutions.  “A mechanically stabilized layer (MSL) using Tensar’s TriAx Geogrid was used to produce a stable and unyielding platform for the contractor to build upon. After the first layer of geogrid and rock, the operators were able to drive their equipment completely across the affected areas.”

The project design included adding a 12-inch layer of crushed stone (3/8- to 1-inch) to lock into the geogrid to produce the MSL to build upon, thus addressing the unstable ground.  A layer of filter fabric and a six-inch perforated drain pipe were also included to aid in the removal of moisture that may continue to infiltrate the section from below.  The contractor was able to fill and compact the embankment and cement treat the top six inches without any further delays. Finally, a layer of TX5 was used under the original pavement section, which consisted of 10 inches of flexbase and two inches of hot mix asphalt concrete (HMAC).

Reducing Construction Costs

D.L. Lennon was able to avoid further excavation of the site and additional transport of equipment to and from the affected area, thus reducing labor and equipment costs.  “TriAx Geogrids bring a number of benefits that include simplifying construction by reducing labor time and the amount of necessary equipment,” said Gretchen Davidson, P.E. at Tensar Corp. “The utilization of the product over soft soils can, in many instances, save customers up to 50 percent in construction costs by requiring less aggregate, as well as increasing the lifespan of the surfaces and enhancing the reliability of trafficked surfaces.”

Ultimately, the geogrid solution provided a foundation to the SH 154 project that allowed the contractor to immediately bridge over the soft section efficiently and effectively. The system was easily installed over the weak soils without employing extra equipment, over-excavating or losing time, all while keeping costs at a minimum.

The City of Asheville, N.C., has initiated the state's first large-scale deployment of LED street lights. There are 3,643 LEDway street lights from Durham-based manufacturer Cree Inc. being installed, with projected savings of $260,000 annually.

In the initial phase of the project, completed in June 2011, 730 street lights in Asheville’s River District and Kenilworth neighborhoods were replaced with 67-watt to 195-watt LEDway luminaires, estimated to save the City $45,000 in annual energy costs. An additional 2,913 LEDway street lights are currently being installed, and the City anticipates saving 50 percent of current energy use and maintenance costs due to the LED upgrade.

“Upgrading to LED street lights allows us to decrease energy consumption, increase energy efficiency and contribute to the sustainability of our community,” said Maggie Ullman, energy coordinator for the Asheville Office of Sustainability. “This exciting initiative helps affirm Asheville’s role as a leader in carbon footprint reduction.”

Asheville’s city-wide street light upgrade project complies with the City Council’s 2008 lighting ordinance, designed to reduce glare and light pollution. In 2009, Asheville City Council unanimously approved using Energy Efficiency and Conservation Block Grants, part of the American Recovery and Reinvestment Act (ARRA), to fund efficiency initiatives, including the first phase of the street light replacement. The revolving fund rolls energy savings back into the city’s green and efficiency initiatives.

Progress Energy, which serves the City of Asheville,

street lights in Asheville’s River District and Kenilworth neighborhoods were replaced with 67-watt to 195-watt LEDway luminaires. An additional 2,913 LEDway street lights are currently being installed.

provides N.C. Utilities Commission-approved rate tables to its customers that choose LED street lights. In addition to helping its customers understand the energy cost savings of LED technology, Progress Energy provides the option of renting or owning LED lighting fixtures.

“As more municipalities commit to replacing outdated, inefficient lighting with the support of their local utilities, LED adoption and consumer awareness continue to increase,” said Christopher Ruud, president of Ruud Lighting, a Cree Company. “We applaud the City of Asheville and Progress Energy for working together for the benefit of its citizens demonstrating the growing trend of cities and municipalities working together to join the LED lighting revolution.”

This article was contributed by CreeLED Lighting and is not the editorial work of Better Roads editors.

To help get that work completed, Lafarge North America is counting on the performance of its fleet of trucks including PacLease’s 1,000th truck equipped with a PACCAR MX engine, leased through PACCAR Leasing (PacLease). This particular PacLease unit is a 2012 Kenworth T800 tractor operated in the New Orleans, La. area.

“PacLease is pleased to help Lafarge accomplish important projects that will protect New Orleans and its residents from future storms,” Olen Hunter, director of sales for PacLease said in a press release. “And it’s particularly gratifying that Lafarge will be doing some of that work using a Kenworth T800 tractor equipped with a PACCAR MX engine leased from our local PacLease franchise, Kenworth of South Louisiana-PacLease.

“Just 14 months after presenting the keys to a Kenworth T660 with the first PACCAR MX engine to Costco Wholesale, PacLease has leased its 1,000th PACCAR MX powered truck to Lafarge North America,” Hunter said. “The fact that it took a little over a year to lease 1,000 Kenworth and Peterbilt trucks with PACCAR MX engines is a clear demonstration of the popularity of the engine. The fact that so many customers have chosen this engine speaks highly to its reputation for performance and reliability.”

David Marchand, mobile equipment manager for Lafarge North America’s Louisiana operation, agrees. Lafarge leases 12 trucks at this location, including five Kenworth T800 mixers, delivered in November 2011, and three Kenworth T800 tractors, delivered earlier in 2011. The T800 Extended Day Cab mixers are equipped with 10-yard mixers for increased load capacities and enhanced efficiency. The three T800 tractors are spec’d with the Kenworth Extended Day Cab and the 485-hp PACCAR MX engine providing 1,650 ft-lbs of torque powered through an Eaton Ultrashift automatic transmission.

“Our drivers really like the quality of Kenworth trucks,” he said. “The cross members are heavier duty, and Kenworth uses huck bolts, not rivets in the assembling of the cabs. That means our trucks don’t rattle after years of bouncing around in construction zones.”

Drivers also value the comfort that a Kenworth truck offers, particularly with the new trucks that are equipped with the Kenworth Extended Day Cab, Marchand said.

“The Extended Day Cab has become a standard specification for all of our new Kenworth trucks and it has really made a huge difference,” he said. “The additional length and height allows our drivers to stretch their legs. Plus, the additional storage space for weather gear and other supplies helps provide a more productive work environment.

“The PACCAR MX engine is performing very well,” Marchand said. “It’s quiet, works in tandem with the automatic transmission and provides our drivers the power and torque they need. We really like the fact that the PACCAR MX engine is 400 pounds lighter than other available engines, which allows us to carry more payload.”

“It’s really the whole equipment package,” he added.

Since 2006, Lafarge North America’s Louisiana operation has been turning to Kenworth trucks and Kenworth of South Louisiana to help complete construction projects in and around New Orleans. Reston, Va.-based Lafarge North America is the largest diversified supplier of construction materials in the United States and Canada with six gypsum production sites, 24 cement production sites, 302 aggregates quarries and 234 ready-mix plants.  It produces and sells cement, ready-mixed concrete, gypsum wallboard, aggregates, asphalt, paving and construction, precast solutions and pipe products used in residential, commercial and public works construction projects across North America. Its Louisiana operation includes 22 plants in the New Orleans area and extends north of New Orleans to the north shore of Lake Pontchartrain in Covington and west to Gramercy.

Marchand said the performance, durability, reliability and comfort that Kenworth trucks have provided his operation has been critical to the success of many of the company’s projects, particularly the most challenging ones.

In addition to the T800 attributes Marchand also appreciates how full-service leasing through PacLease makes it easier for his operation to acquire quality Kenworth equipment.

“The full-service leasing option makes good operational sense. I deal with Kenworth of South Louisiana’s local PacLease operation, so I have a local contact that can help me get any maintenance issues resolved. Dave Russo and the folks at Kenworth of South Louisiana-PacLease take care of us.”

The move to full-service leasing was made easy by Marchand’s experience with Kenworth of South Louisiana-PacLease, which provides contract maintenance for many of the trucks in Lafarge’s Louisiana operation. The operation’s fleet of 120 trucks includes heavy-duty trucks with dump bodies, concrete ready-mix trucks with 10-yard drums and tractors to pull a variety of support trailers.

Marchand particularly likes the ability and willingness of Kenworth of South Louisiana-PacLease to provide mobile maintenance service when the company is running trucks around the clock.

In 2010, as part of the work on the Inner Harbor Navigation Canal Lock Replacement Project, Lafarge took part in a 58-hour monolithic placement of 10,242 cubic yards of Agilia™ concrete. This placement of Agilia concrete still holds the world’s record for the largest monolithic (or continuously placed) underwater concrete pour.

Agilia, which is Lafarge’s proprietary high-performance, self-consolidating, self-leveling concrete mix, gave Lafarge North America an edge when bidding this special product, according to Lafarge product specialist Gerard Vitrano. The Agilia product, which requires superior mixing efficiencies, benefited from the power delivered by the Kenworth trucks, he added.

“With the complexity of our Agilia mix, we must have trucks that can handle the strict mixing demands,” Vitrano said.

Brad Trueting, area manager for Lafarge North America who served as project manager for the underwater pour, believes that the project’s success was enhanced by the reliability of the Kenworth Trucks and the support of full-service leasing from PacLease.

“When faced with the reality of having to place concrete for 58 hours straight, you must have your truck fleet as dependable as your hard-working labor force,” Treuting said. “And by leasing the Kenworth trucks from PacLease, we’re getting maximum return on the asset. Kenworth of South Louisiana-PacLease provides us remote servicing when the trucks need to be serviced. PacLease takes on the risk of residual value at the end of the lease. So, we’re not having to deal with any unforeseen costs through the life of the lease. And with even monthly payments, it’s easier to budget the use of the trucks on these different projects.”

Lafarge’s Louisiana operation recently delivered the remaining yardage of high-performance concrete to pour the final bridge pilings and the eastbound approach ramps for the new U.S. Interstate 10 Twin Span Bridge. This 5.4-mile long bridge over Lake Pontchartrain has 55,000 daily commuters. Hurricane Katrina severely damaged the original twin span in 2005. Temporary fixes immediately following the disaster restored traffic on the old twin span. Meanwhile construction of the new six-lane twin span bridge, which started in 2006, took five years to complete and cost more than $800 million. Lafarge poured all of the concrete used in its construction.

“When we’re involved in those kind of placements, we have a lot of equipment out there plus dedicated concrete batch plants operating and mixers pouring concrete continuously,” Marchand said. “In order to complete them, we have to have trucks that we can depend on to perform. But just as importantly, we need a local dealer that we can rely on to help us choose the right specs for those trucks and keep them rolling. We get all that with Kenworth trucks, Kenworth of South Louisiana and PacLease through their contract maintenance and full-service lease products.”