The future of innovative transportation solutions on the Battleship New Jersey
It almost seems symbolic that a seminar on innovative solutions that are shaping the future of transportation engineering is taking place on a historic battleship since moving our nation’s infrastructure forward with a lacking of funding has been a real battle.
Next week, on Sept. 10, Leica Geosystems, in conjunction with the Surveyors Association of West Jersey, will host a special half-day educational event for transportation surveying and engineering professionals on the nation’s largest battleship, the Battleship New Jersey, anchored in Camden, N.J. (The comparison and parallels I’m making between where the seminar is being held and the subject matter are all mine. Leica Geosystems didn’t suggest them, but I just couldn’t pass up the opportunity to make the comparison!)
The seminar will highlight technology advances “that are revolutionizing the way transportation projects move from conception to completion,” according to Leica Geosystems.
Attendees will learn the following:
- How forward-thinking construction teams are applying state-of-the-art vertical alignment systems and monitoring solutions to keep bridge support structures plumb.
- How the latest generation of mobile LiDAR helps teams engineer more intelligent highways.
- How an increasing number of projects are moving from 2D to 3D design through the empowering capabilities of leading-edge dedicated and integrated laser scanning solutions.
- Professionals will also get an overview of the current state of UAVs and how this innovative technology will aid transportation engineering projects in the future.
Attendees can receive a course completion certificate, but they must pre-register for the event.
For more information or to register, click here.
Here is a little bit about the Battleship New Jersey:
Built at the Philadelphia Naval Shipyard and launched December 7, 1942, a year after the Pearl Harbor attack, the Battleship New Jersey (BB62) was a flagship during World War II and also served in the Korean War. The ship was decommissioned on February 8, 1991, and has since been restored and established as an educational museum and memorial.
In a real-world application of some of the solutions that will be highlighted during the upcoming seminar, the Battleship New Jersey is being digitally documented through a combination of HDS 3D laser scanning, high-dynamic range photography and standard survey techniques in a volunteer collaborative effort between Haag 3D Solutions and Leica Geosystems. The results of the digital documentation project will be used by the museum as a historical record and for ongoing maintenance and educational purposes. There is also the potential to create a virtual tour for veterans and other individuals who might be unable to tour the physical battleship.
The date this seminar is being held – Sept. 10 – is significant because the event marks the 150th anniversary of the founding of the Surveyors Association of West Jersey, a chapter of the New Jersey Society of Professional Land Surveyors (NJSPLS).
Old mines could cause roads to collapse
Andy Moreland, a geotechnical engineer with the Ohio Department of Transportation, was driving on Rt. 33 toward Nelsonville when he noticed a strange dip in the road. When he got back to work, he did some research and discovered old mines were underneath the roadway.
Engineers believe the road sag is related to voids left over from Ohio’s mining heritage. In the early 20th century miners dug out coal, creating empty spaces, and left in place coal pillars and oak beams to support the mine roof.
Over time, the supports could collapse and leave voids. If these voids are left unfilled, they could cause the road to collapse into a sinkhole.
Due to the findings, the DOT has launched a $225,000 project to locate abandoned mine voids that lurk below the stretch of road in Athens County.
Experts agree that as of right now, the roadway is safe for now and should be repaired before ever coming close to collapsing into a sinkhole.
In 1995 a sinkhole caused from old mines swallowed four cars and seriously injured a woman. It took five months and close to $3.8 million to repair.
GOP senators predict Highway Trust Fund solution
Senators John Boozman (R-Ark.) and James Inhofe (R-Okla.) have predicted a long-term solution to the Highway Trust Fund (HTF). They predict lawmakers will come up with an idea to fund U.S. transportation projects beyond the gas tax.
“Coming up between now and May, you’ll see a new funding mechanism that is going to change how we are funding our roads and highways,” Inhofe said.
The federal gas tax, which is currently priced at 18.4 cents per gallon, is failing to fund the country’s transportation infrastructure, and more fuel efficient cars are not helping. Congress has not yet been able to agree on a new, long-term, way to fund the HTF, but it did agree on a short-term, $10.8 billion dollar patch, that should keep things running through May 2015.
“We’re going to have to figure out how we can get a revenue stream to support that, and there’ll be a lot of controversy about that,” Boozman said.
The senators did not give any exact insight on what their proposed solution will be to fund U.S. transportation projects. One idea could be to let private investors fund projects and build tolls. Democrat Jason Carter has even flirted with the idea of a transportation sales tax.
DOT only taken half of bridge safety measures required by MAP-21 law
Only 12 of the 24 bridge safety actions required by the current MAP-21 highway funding law have been implemented by the Federal Highway Administration, according to a report released Aug. 26 by the DOT’s Office of the Inspector General.
The agency also hasn’t fully addressed the 16 recommendations made by the OIG in recent years, according to the report.
The MAP-21 required actions include, broadly, producing guidance on safety and funding provisions for bridges, as well as issuing rules on funding and safety and reporting back to Congress.
Of the 16 OIG recommendations, FHWA has only worked on four, the report says.
And though the agency is making progress on the other 12 MAP-21 actions, “critical performance and accountability requirements are behind schedule,” the OIG says.
The OIG report was requested by a ranking member of the House’s Transportation and Infrastructure Committee, the OIG notes.
According to the FHWA’s own schedule, however, the remaining 12 MAP-21 actions will all see action or completion by the end of 2016.
This article was written by the staff of Overdrive Online.
Homeless forced to relocate due to bridge construction
Several homeless men who live beneath the 9th Street overpass in Jeffersonville, Indiana, have been forced to move. That’s because Walsh Construction has begun demolition as part of a new phase of Ohio River Bridges Project.
This is not the first time the homeless have been forced to move. Last year around a dozen homeless living under the 7th Street overpass were relocated when it closed.
Last year officials were forced to apologize to the Jeffersonville-Clarksville Homelessness Task Force after a subcontractor cleared a homeless encampment just east of Interstate 65 in Jeffersonville. Following the incident, the city adopted a policy that requires the task force to give 48 hours notice before removing items belonging to homeless people.
Project officials have said homeless people living in a construction area is a matter of safety. “If we see someone in an obvious unsafe position, we have to do something,” said Max Rowland, a Walsh project manager.
Rowland says the construction company has had incidents involving the homeless in the past. One incident involved an intoxicated homeless man who refused to leave the area. Another time a homeless man stole a worker’s lunch box.
Barbara Anderson, executive director of Haven House, estimates Southern Indiana needs 200 units of affordable housing, and more intensive case management, in order to keep the homeless out from underneath state bridges.
Have some time to kill? Check out this video of a half-mile, 30 million-pound bridge sliding into place over the Ohio River.
Recent toll road poll proves nothing; private financing of public roads is still a bad idea
The Reason Foundation and the Alliance for Toll-Free Interstates recently traded jabs over a poll that purports to show Americans prefer toll roads as a solution to our declining transportation infrastructure.
Not unexpectedly, the Reason-Rupe Poll found favor with Reason’s longstanding position advocating toll roads. The Alliance shot back with a press release citing a Rasmussen Report that said two-thirds of Americans oppose a White House plan to toll existing interstates.
I have news for the both of them. Polls may help marketers sell toothpaste and tell politicians which side to part their hair on, but they’re a lousy way to shape policy.
Fact number one is the average American is blithely ignorant of even the basic facts of almost every public policy issue extant. If FDR had followed the polls he would have let Europe fall to the Nazis and Asia to Imperial Japan. If Truman or Eisenhower had governed by polls we likely would have dropped nuclear bombs on China and Russia.
Fact number two: transportation infrastructure and its funding mechanisms are complex issues. Given that most Americans know almost nothing about history, science, finance or current events, one would certainly not expect them to enlighten us with their wisdom when it comes to something only the policy wonks understand.
Last year I watched, dumbfounded, an amazing half-hour of television wherein Fox news put together a panel of talking heads to examine the infrastructure funding crisis. Not a single person on the panel knew the first thing about gas taxes or the relationship between state and federal funding mechanism. But that didn’t stop them from filling a half-hour pretending they did. So if the number one cable news channel in the country can’t bother to do it’s research or learn the facts, are we really to expect that the average man on the street is going to know any better?
As I have written before in this space, the private funding of public infrastructure is a bad idea, a giant money grab by the big banks and politically connected mega-construction companies. Many of these companies are in fact international consortiums, accountable to nobody but their bondholders. And as the defeat by voters of the Trans-Texas Corridor proved, most citizens of the Lone Star State don’t want to pay money to Spain for the right to use their own roads.
The Reason Foundation purports to be a libertarian think tank, and I have a lot of sympathy for the libertarian point of view. But when it comes to highway funding they’re clearly on the side of the big banks, the crony capitalists and the government entities that would enable the financial world to build our roads for X number of dollars and charge us 3X dollars, or more, to use them.
The current gas tax system of financing most highway construction is a pay-as-you-go system, fiscally sound and sober. P3s are like a zero-down home loan that you never pay off, just continually refinance into the indefinite future until the bill comes due to your children. Is this what libertarians stand for?
No doubt the poll wars will continue. Polls give readers simplistic, easy to understand nuggets of information and in the age of Facebook and Twitter appeal to people’s narcissism. But policy or governance by polls is posturing, not leadership.
Our 32nd, 33rd and 34th presidents made tough decisions that sometimes ran counter to public opinion—and America and the world are the better for it. They broke the back of fascism, kept the peace and built the interstate highway system. Would only we had that kind of courage and intellectual fortitude in Washington today.
This article was written by Tom Jackson, Executive Editor of Equipment World.
VIDEO: Country music star Kip Moore's ballad for the construction industry
Kip Moore has penned his share of hits, most notably the platinum-selling “Somethin’ ‘Bout a Truck’ which reached number 1 on the U.S. country charts. And now the country star has dedicated a song to the men and women of the construction industry as well as Case Construction Equipment.
The song is called “On the Case” and you can see the music video below. “These folks come out to my shows after working long shifts, 50-60 hour weeks, and I never forget that,” Moore said in a prepared statement. “They take extreme pride in the work they do. It inspires me to put on the best show I can every night, and I wanted to thank them and honor their work and commitment with something they can relate to. The lyrics for ‘On the Case’ were written to do that.”
Case and Moore are also partnering for a contest where through November 20 fans can submit photos of themselves, their crew or their equipment at work for a chance to appear in a second “fan cut” version of the “On the Case” music video. Fans who submit photos will also be entered to win concert tickets for the upcoming CMT On Tour 2014 event, “Up in Smoke”. You can enter the contest at CaseCE.com/OntheCase.
This article was written by Wayne Grayson, Online Managing Editor of Equipment World.
Firefighters plea for better roads and bridges
The Missouri State Council of Fire Fighters are pleading with state officials to focus on the safety of state’s transportation system. The organization, which represents over 6,000 professional firefighters across the state, has released an open letter to the state.
“There are 20,000 miles of bridges and highway crossings in Missouri without shoulders,” Eric Latimer, 4th District vice president of the Missouri State Council of Fire Fighters, writes. “Missouri ranks third in the nation in structurally deficient bridges, and 65 percent of our roads and bridges are rated in “fair” or “poor” condition.”
The organization has studied the benefit of good roads and bridges. It is a proven fact that less people die when good transportation conditions are maintained.
“Between 2005 and 2012, as bridge and highway conditions improved, roadway fatalities decreased by more than 34 percent,” Latimer says.
“If we do not find a long-term funding solution, our roads will deteriorate, putting the safety of the public and our first responders is at risk,” Latimer writes.
A road without fibers is a road soon to be in need of repair
New research is reaffirming the benefits of steel or synthetic engineered fibers in asphalt pavements and concrete, where they enhance performance, replace fine matter, and in the case of concrete, control shrinkage cracking and keep deicing salts away from reinforcing steel.
For decades, fibers of all origins have been hawked as cure-alls for pavement problems. Engineered materials have competed with reclaimed waste products like carpet scraps for their place in pavements, and when a performance problem developed, fibers in general – not the use of questionable materials – took the blame.
But now, fibers as an engineered material have taken their place in the toolbox of products with utility in road construction.
Synthetic fibers for asphalt
Cold climates, but also heat and rain in warmer climates cause cracks and deterioration in asphalt, says Scott Nazar, technical manager, FORTA Corp., a supplier of synthetic fibers. “DOTs and owners of other paved surfaces (e.g. airport runways and parking lots) can enjoy longer pavement life and increased structural stability if the asphalt mix is reinforced with synthetic fibers,” he says.
For instance, asphalt at 3.5 inches of depth, reinforced with synthetic fibers, is as strong as asphalt at 5.5 inches of depth not reinforced with fibers, Nazar says. “These owners can save in the short term and in the long term,” he adds, “because roads reinforced with synthetic fibers last longer and crack less in the first place, no matter whether the environment is hot or cold.”
However, the majority of asphalt pavement work is of the mill-and-fill variety, he says. In these situations, the synthetic fibers can be used to extend the life of the thin overlay, because decreasing thickness is usually not an option.
“Not all fibers are created equal, and the difference matters for our roads,” Nazar adds. “Before contractors make the decision to use fiber technology to reinforce roads, they need to know the differences between types of available fibers that could dramatically impact the life cycle of a project.”
Engineered fibers for asphalt may include asphalt stabilization additive fibers, asphalt reinforcement fibers and fiberglass reinforcement. “Historically, discussions about using fibers for asphalt mixes have centered on cellulose fibers to prevent drain down that occurs when using stone matrix asphalt mixes (SMA) or other high asphalt-content mixes,” Nazar says. “The use of cellulose allows designers to put more asphalt cement in the mix without having a soupy mess.”
Another such mix is the polymer-modified, open-graded friction course (OGFC), which minimizes fines that could inhibit movement of surface water through the lift. Today’s OGFCs utilize cellulose fibers to forestall drain-down of liquid asphalt, although warm mix asphalt used for OGFCs can eliminate cellulose fibers in those mixes.
One of the first technologies using fibers was stress-absorbing membrane interlayer (SAMI). “Constructing SAMIs involves applying emulsion and spraying on a layer of fiberglass fibers, then adding on another coat of emulsion and aggregate chips,” Nazar says. “The SAMI provides a two-dimensional mat for preventing cracks from migrating through the pavement structure.” However, he adds, while the SAMI layer itself may not crack, cracking can occur in layers above and below the SAMI.
Until now, most fibers were derived from plastic and often melted in the mixing process. A portion of the melted fiber did help to modify the asphalt, increasing rut resistance and also cold weather cracking resistance, he says.
We’re in a different age of blended fiber use today.“We’re in a different age of blended fiber use today,” Nazar told Better Roads. “High tensile strength fibers can be added to the asphalt mix during production at the plant, providing crack resistance throughout the entire depth of the pavement layer in which it is placed. High tensile strength fibers include aramid fibers able to withstand temperatures from -320 deg F to 800 deg F.”
A blend of fibers works well for the road agency, he says. “I’ve found a blend of aramid and polyolefin fibers is the way to go,” Nazar says. “It’s best of both worlds; the blend reduces both high temperature rutting potential and thermal cracking. I have even noticed improved densities of fiber mixes because the fibers keep the material from spreading out under the rollers during breakdown compaction. These high tensile fibers have also shown to provide the best benefit when tested at high-strain values equal to or greater than 250 micro strains.”
Fibers enhance thin overlays
Thin asphalt overlays are a sustainable, low-cost alternative to conventional hot mix asphalt overlays, but their performance can be enhanced with the optimal design, including additives like fibers, say Songsu Son, Ph.D. candidate, and Imad L. Al-Qadi, professor of engineering, and director, Illinois Center for Transportation, University of Illinois at Urbana-Champaign, in their 2014 Transportation Research Board paper, “Engineering Cost-Benefit Analysis of Thin Durable Asphalt Overlays.”
“Significant improvement of pavement performances has been achieved with regard to material selection and modification, mix design, and construction technology,” they say. “However, most of these improvements require high-quality aggregate and expensive modified asphalt binder or special equipment for construction.”
New-design asphalt mixes have come to the fore.In response, new-design asphalt mixes have come to the fore as stakeholders seek better-performing mixes at lower cost, say Son and Al-Qadi. These new asphalt mixes offer significant cost savings while improving structure and function characteristics, including durability, friction, quietness, rutting, cracking and moisture susceptibility resistance.
To evaluate field performance of these new mixes under actual traffic loading and environmental conditions, including the control mixes, pavement sections with six asphalt mixtures and various wearing surface thicknesses were constructed.
Two typical Illinois surface mixtures were selected as control mixes: a 9.5-mm NMAS coarse dense-graded mixture (F-mix) and a 12.5-mm SMA. The SMA mixture generally requires more durable aggregates, modified asphalt binder, and cellulose fibers, which makes it more expensive than typical dense-graded mixtures.
Three fine dense-graded asphalt mixes with a 9.5-mm NMAS and one SMA with a 4.75-mm NMAS were developed for a relatively thinner wearing course. Locally available aggregates were employed, among them being a steel slag/fiber mix designed to provide good friction and high resistance to stripping and permanent deformation due to the use of steel slag.
A blend of polypropylene and aramid fibers was added into the slag mix to improve its tensile strength, allowing placement at a relatively thinner layer thickness. A PG 70-22, SBS-modified asphalt cement was utilized, and the aggregate mix was 62.2 percent dolomite, 17.5 percent natural sand, and 20.3 percent slag.
Field testing was performed immediately after construction and every four months up to two years.In-place field testing was performed immediately after construction and every four months up to two years. Testing at these intervals provided results for initial field performance and short-term performance for each section. The in-place field testing included onboard sound intensity measurement, laser longitudinal texture profiling, locked-wheel friction, and walking foot inclinometer (dipstick) rut measurement.
Then the pavements were evaluated and scored, and using a formula, the authors converted the ranks to numbers to calculate the overall performance numerically from 0 to 10 (worst to best). The steel slag/fiber mix scored second highest in their performance rankings.
“In general, the control mixes resulted in lower performance scores compared to the new mixtures,” Son and Al-Qadi. “The 4.75-mm SMA section with a 1-in wearing surface provided the highest overall performance score.”
Stay tuned to BetterRoads.com for the rest of this three part series! –>
Our 2015 Contractor of the Year contest is open for entries
Our 2014 Contractor of the Year, Jeremy Hiltz, accepts his award in Las Vegas.
Equipment World’s Contractor of the Year program—which honors the forward thinkers, high achievers and just plain good people in construction—is now open for entries.
Each year, the editors of Equipment World select 12 finalists for this prestigious program, now in its 15th year. Each finalist and their guest receive a free weekend at the Wynn resort in Las Vegas, capped by VIP attendance to the 2015 NASCAR Sprint Cup race on March 8th. For a taste of what this event involves, check out the video below, which includes a personal invite from Mike Rowe.
In addition, each finalist is featured in the pages of Equipment World magazine, with the 2015 Contractor of the Year winner appearing on our May cover. This year’s winner, Jeremy Hiltz of Jeremy Hiltz Excavating, Ashland, New Hampshire, calls being named Contractor of the Year “the pinnacle of my career.”
To be a candidate, you must:
- Have between $3 million and $15 million in annual revenues (this can be your current revenues, or an average for the past 3 years).
- Have at least 10 years of construction company ownership experience.
- Have a proven, excellent safety record
- Represent the construction industry in a positive way.
Interested? The first 50 contractors to completely fill out an application will receive a Cat hat, courtesy of Caterpillar, sponsor of the Contractor of the Year program for more than 14 years.
This article was written by Marcia Gruver Doyle, Editorial Director of Equipment World.
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