By Peter Hildebrandt CEG CORRESPONDENT The hot weather North Carolina endured for much of the summer of 2010 was actually a plus for the work proceeding on the repaving of Interstate 40 through Duplin and Sampson County, according to Ken Batchelor, NCDOT res- ident engineer. For putting down open-graded asphalt fric- tion course, as is being done now on this stretch of highway, the hotter the better. The asphalt mix contains PG 76-22 binder that makes hand work difficult. When the air temper- ature is hot, the job goes even smoother and quicker. “It’s about the equivalent of working with bubblegum,” explained Batchelor. “If it’s too cool you are unable to do lit- tle if any hand work with it.” Sampson and Duplin Counties are about 50 mi. south of Raleigh. Batchelor works out of Clinton, N.C., just east of the location of the Fayetteville office of the highway con- tractor on the project, Barnhill Contracting Company. The project itself is 15 mi. east of Batchelor’s office. He is the res- ident engineer for highway contract projects in NCDOT Division 3, which consists of six counties. His work is con- centrated in Duplin and Sampson counties. Re-Establishing an Effective Road Top System “What is currently on this stretch of highway has been out there for 12 to 14 years. And I don’t know how long this asphalt mix has been around before that,” said Batchelor. “There’s nothing here with this technology that’s really new. I don’t think it’s being utilized a whole lot, but more and more they are going to this type of paving simply because of the safety factors involved with it.” The time had come to do something. The existing friction course was raveling, actually coming up in some sections and there were minor failures in the roadway. “I think the division was having some problems with recurring accidents during rain so they put down the friction see REPAVEMENT page 6 Approximately 6 mi. (9.7 km) of milling can be complet- ed each day. That’s for one lane. When they come back and put down the S12.5C about 1.5 mi. (2.4 km ) per day in one lane can be resurfaced. Repavement of I-40 in North Carolina’s Duplin, Sampson Counties Nearly Done THE CAROLINA STATES EDITION A Supplement to: Your Carolina States Connection • Richard McKeon, Charlotte, NC 1-800-288-4234 October 6 2010 Vol. XXII • No. 20 “The Nation’s Best Read Construction Newspaper… Founded in 1957.” 25 25 501 17 17 321 301 321 301 52 78 76 1 26 385 26 26 85 85 77 20 20 95 95 74 23 23 PKY 74 74 52 220 29 220 64 421 1 74 17 64 13 17 264 17 70 40 40 40 85 95 77 85 85 The median lane is completed first because the crown on the road goes from the median to the outside lane, allowing the water to drain off. They pave the median lane so that they won’t be trapping water against the joint.
Carolina_20_2010
Mar 10, 2016
PKY 301 321 385 301 220 421 76 17 26 85 85 23 74 85 13 25 17 52 78 26 26 77 20 20 95 74 52 64 74 17 40 40 40 64 95 1 1
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By Peter HildebrandtCEG CORRESPONDENT
The hot weather North Carolina endured for much of thesummer of 2010 was actually a plus for the work proceedingon the repaving of Interstate 40 through Duplin andSampson County, according to Ken Batchelor, NCDOT res-ident engineer. For putting down open-graded asphalt fric-tion course, as is being done now on this stretch of highway,the hotter the better. The asphalt mix contains PG 76-22binder that makes hand work difficult. When the air temper-ature is hot, the job goes even smoother and quicker.
“It’s about the equivalent of working with bubblegum,”explained Batchelor. “If it’s too cool you are unable to do lit-tle if any hand work with it.”
Sampson and Duplin Counties are about 50 mi. south ofRaleigh. Batchelor works out of Clinton, N.C., just east ofthe location of the Fayetteville office of the highway con-tractor on the project, Barnhill Contracting Company. The
project itself is 15 mi. east of Batchelor’s office. He is the res-ident engineer for highway contract projects in NCDOTDivision 3, which consists of six counties. His work is con-centrated in Duplin and Sampson counties.
Re-Establishing an Effective Road Top System “What is currently on this stretch of highway has been out
there for 12 to 14 years. And I don’t know how long thisasphalt mix has been around before that,” said Batchelor.“There’s nothing here with this technology that’s really new.I don’t think it’s being utilized a whole lot, but more andmore they are going to this type of paving simply because ofthe safety factors involved with it.”
The time had come to do something. The existing frictioncourse was raveling, actually coming up in some sectionsand there were minor failures in the roadway.
“I think the division was having some problems withrecurring accidents during rain so they put down the friction
see REPAVEMENT page 6
Approximately 6 mi. (9.7 km) of milling can be complet-ed each day. That’s for one lane. When they come back
and put down the S12.5C about 1.5 mi. (2.4 km ) perday in one lane can be resurfaced.
Repavement of I-40 in North Carolina’sDuplin, Sampson Counties Nearly Done
THE CAROLINA STATES EDITION A Supplement to:
Your Carolina States Connection • Richard McKeon, Charlotte, NC 1-800-288-4234
October 62010
Vol. XXII • No. 20“The Nation’s Best Read Construction Newspaper… Founded in 1957.”
25
25 501
17
17321
301
321
301
52
78
76
1
26
385
26
26
85
85
77
20
20
95
95
74 23
23
PKY
74
74
52220
29
220
64
421
1
74
17
64
13
17
26417
70
40
40
40
85 95
77 85
85
The median lane is completed first because the crownon the road goes from the median to the outside lane,allowing the water to drain off. They pave the medianlane so that they won’t be trapping water against thejoint.
Page 2 • October 6, 2010 • www.constructionequipmentguide.com • North & South Carolina State Supplement • Construction Equipment Guide
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Page 4 • October 6, 2010 • www.constructionequipmentguide.com • North & South Carolina State Supplement • Construction Equipment Guide Construction Equipment Guide • North & South Carolina State Supplement • www.constructionequipmentguide.com • October 6, 2010 • Page 5
Page 4 • October 6, 2010 • www.constructionequipmentguide.com • North & South Carolina State Supplement • Construction Equipment Guide Construction Equipment Guide • North & South Carolina State Supplement • www.constructionequipmentguide.com • October 6, 2010 • Page 5
Page 6 • October 6, 2010 • www.constructionequipmentguide.com • North & South Carolina State Supplement • Construction Equipment Guide
course,” said Batchelor. “When they putthat friction course down they mighthave done some minor patching to theexisting asphalt, but they did not resur-face it.
“What we’re really doing right now isgoing back and maintaining this high-way. We’re milling off the existing fric-tion course there, down three-quarters ofan inch to an inch deep, and puttingdown two inches of S12.5C just to helpre-establish the pavement structure of theasphalt,” he explained.
The open grades asphalt frictioncourse is predominantly aggregate.When it rains it allows the water to godown below the aggregate and run outunderneath the tires, rather than beingthrown up in someone’s windshield bythe tires; therefore increasing visibility.This characteristic also helps with skidresistance and reduces hydroplaning byvehicles.
Highway Work Details HelpKeep Things Rolling
This stretch of highway is just under21 mi. (33.8 km). Work started inSeptember 2009. The existing frictioncourse was milled off and the S12.5Cwas put down. A portion of the east-bound lanes and nearly all the westboundlanes were completed. When work start-ed up again in 2010, they finished outwhat needed to be done in the westboundlanes and came back and started placingfiction course on what they’d done pre-viously.
At present, 15 mi. (2.4 km) of east-bound lanes have yet to have the frictioncourse milled off, have the S12.5C putdown and then the friction course placedon top of that. This entire I-40 highwaywork project could, conceivably, finishup by the first of December, according toBatchelor. But the NCDOT specs statethat friction courses cannot be put downafter Oct. 15.
“If we get close enough to where wecould finish we’d do what we have to doto finish,” said Batchelor. “That wouldbe a call to be made at a later time.”
On the DOT side of the operationsthere is an assistant resident engineer andthree or four inspectors on the project atany time. On the contractor side, count-ing roadway and plant employees, thereare at least 25 workers on this project.This is a rough estimate and does notinclude any of the truck drivers involved.
Approximately 6 mi. (9.7 km) ofmilling can be completed each day.That’s for one lane. When they come
back and put down the S12.5C about 1.5mi. (2.4 km) per day in one lane can beresurfaced. For example, the medianlane was done on Sept. 22 and the out-side lane done on the following day in aneffort to match the center line joint.
Those Tons of Concrete andAsphalt Start to Add Up
For the S12.5C asphalt being putdown 2 in. (5 cm) in thickness across thetwo travel lanes and the paved shoulder,126,000 tons (114,305 t) are being used.The open-graded friction course consistsof 38,000 tons (34,473 t).
The milling contractor had two Terexmilling machines on-site during the proj-ect work. On the paving part of the con-tract work the contractor is using aRoadtec material transfer vehicle (MTV)for the asphalt and a Caterpillar paver.
Two Cat rollers also are being utilized.A rubber tire backhoe and front endloader are being used on-site to pick upany asphalt that’s been dropped and tohelp clean out trucks as well. The frontend loader isn’t used for construction perse, merely for maintenance during theprocess of the work.
Underlying Challenge of Safety
The median lane is completed firstbecause the crown on the road goes fromthe median to the outside lane, allowingthe water to drain off. They pave themedian lane so that they won’t be trap-ping water against the joint. Safety forworkers on the job is one of the project’sbiggest challenges, according toBatchelor. An ordinance was passedallowing the speed limit to be reduced to55 mph on the construction site.
“This is an enforceable speed limit,”adds Batchelor. “We have a $250 speed-ing penalty on this project and if some-one’s caught speeding it’s an automatic$250 fine. We have signs up remindingmotorists of this and the North CarolinaHighway Patrol helping us out prettywell throughout the area too.
“All the cell phones and the textinggoing on do concern us. The fact is, allthat is between us and the traffic are the‘skinny drums.’ They’re not going tostop anyone; all they really do is delin-eate where the traffic should be, fromwhere the work is being done and helppeople to keep moving on by — hope-fully.”
(This story also can be found onConstruction Equipment Guide’s Website at www.constructionequipment-guide.com.) CEG
This stretch of highway is just under 21 mi. (33.8 km) Work started in September 2009.
Barnhill Contracting Eyes December Finish Along I-40REPAVEMENT from page 1
All that is between the crew and the traffic are the skinny drums, which aren’t going tostop anyone; all they really do is delineate where the traffic should be, from where thework is being done.
This entire I-40 highway work project could, conceivably, finish up by the first ofDecember. But the NCDOT specs state that friction courses cannot be put down after Oct.15.
Construction Equipment Guide • North & South Carolina State Supplement • www.constructionequipmentguide.com • October 6, 2010 • Page 7
Page 8 • October 6, 2010 • www.constructionequipmentguide.com • North & South Carolina State Supplement • Construction Equipment Guide
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