Quality Control for Concrete Paving Workshops

The Chapter partnered with the Concrete Pavement Technology Center at Iowa State University and NYSDOT to host two separate Quality Control for Concrete Paving Workshops on April 2nd in New York City, and April 4th, in Syracuse. 

Over 70 people participated in the combined workshops, based on the CP Tech Center guide Quality Control for Concrete Paving: A Tool for Agency and Industry.  

Thanks very much to course instructors include Tara Cavalline, PhD, PE, and Matt Fonte, consultants for the CP Tech Center. 

 

2024 Concrete Pavement Conference

Thank you to all who participated in our 2024 Concrete Pavement Conference at the Embassy Suites in Saratoga. The speakers did an amazing job. Links to the conference presentations are as follows: 

Designing and Specifying Dowel Load Transfer Systems, M. Snyder

Real-Time Monitoring of Concrete Strength to Determine Optimal Traffic Opening Time, L. Lu

Developing a Robust Life Cycle Cost Analysis & Methods to Reduce Pavement Costs, J. Mack

Concrete Overlays, P. Taylor

NYSDOT PEM Requirements, C. Olmoz

Blended Cements for Sustainable Concrete Mixtures, Part 1, C. Nowasell

Blended Cements for Sustainable Concrete Mixtures, Part 2, R. Blackburn

Please save the date for our next conference, Wednesday & Thursday, Feburary 12th & 13th, 2025. 

Thank you to our conference sponsors and exhibitors for the 2024 Conference!

 

 

 

 

   

 

 

 

 

 

 

 

NYSDOT Releases 5 Year Capital Plan, Draft STIP

Governor Kathy Hochul and Legislative leaders recently adopted the largest multi-year State Transportation Plan ever approved in New York. The Plan invests $32.8 billion in transportation improvements for the Department of Transportation to improve highway, bridge, rail, port, airport and downstate suburban and upstate transit infrastructure. View the full list of capital projects The preceding document link requires Adobe Reader to be undertaken by NYSDOT and local governments to improve infrastructure conditions, increase economic competitiveness and mitigate flooding risks associated with extreme weather events.

Also recently published was the Draft STIP, developed by NYSDOT in consultation with local officials in non-metropolitan areas and in cooperation with Metropolitan Planning Organizations (MPOs) in urbanized areas.  The STIP includes highway, transit and non-motorized projects as well as urban and rural projects.  The STIP must be updated at least every four years and include a minimum four-year listing of Federal-aid projects.  The proposed four-year program assumes the availability of approximately $16.2 billion in Federal funds.

Pavement Rehabilitation with Unbonded Concrete Overlays

Article originally published in the Spring-Summer 2016 edition of the Colorado Public Works Journal

As noted in the May 2014 “Guide to Concrete Overlays” published by the National Concrete Pavement Technology Center (CP Tech Center), shrinking budgets and ever-increasing traffic volumes have necessitated the immediate need for engineering strategies to preserve and maintain the nation’s roadways. One such approach is an unbonded concrete overlay.

Unbonded concrete overlays are used to restore structural capacity to existing pavements ranging from moderately to significantly deteriorated. The term “unbonded” simply means that bonding between the overlay and the underlying pavement is not needed to achieve desired performance. Thus, the overlay performs as new pavement and the existing pavement provides a stable base.

Source: “Guide to Concrete Overlays: Sustainable Solutions for Resurfacing and Rehabilitating Existing Pavements” (www.cptechcenter.org)

Source: “Guide to Concrete Overlays: Sustainable Solutions for Resurfacing and Rehabilitating Existing Pavements” (www.cptechcenter.org)

There are several benefits of using unbonded concrete overlays, including the solution’s cost-effectiveness. According to the CP Tech Center, “dollar for dollar, they are one of the most effective long-term pavement preservation and major rehabilitation options for existing pavements.” Other benefits of unbonded concrete overlays include their quick construction, ease of maintenance, and sustainability assets.

In general, unbonded resurfacing is highly reliable, offering longer design life than road rehabilitation with asphalt. It has been used successfully by several states, providing on average more than 30 years of good-to-excellent performance, according to the CP Tech Center.

Innovative methods of construction are continuously being explored, and Route D south of Kansas City, MO was the first in the nation to use a fabric bond breaker in 2008. The 3.7 mile long unbonded overlay was constructed in 50 days with a 5” minimum concrete thickness and 6’ x 6’ jointing on a 24’ wide road carrying 9,300 ADT (5% trucks). The new surface has now been serving the traveling public for 8 years, and a 2015 visual distress survey demonstrated that it is performing extremely well.Route-D-photos

The New York State Chapter of ACPA can provide further education on material considerations for long-lasting concrete overlays, and will gladly review potential projects to identify which option(s) are best for your situation. For more information, please contact us.