Volume 11, Issue 3 May | June 2015
TRANSPORTATION FUNDING 2015: HB 170 Signed by Governor Deal
GEORGIA
CONTRACTOR
w w w. t h e g e o r g i a c o n t r a c t o r . c o m Editor-in-Chief: Roland Petersen-Frey Managing Editor: Daniel Simmons | (770) 521-8877 Art Director: Pamela Petersen-Frey | (770) 521-8877
The Georgia Contractor is published bi-monthly on a calendar year basis. It is a magazine designed around the construction industry associations and their members. It is supported by associations and their members. Executive, editorial, circulation, and advertising offices: 1154 Lower Birmingham Road, Canton, Georgia 30115 • Phone: (770) 521-8877 • Fax: (770) 521-0406 E-mail: rfrey@a4inc.com. Send address changes to your association and/or to A4 Inc. Opinions expressed by the authors are not necessarily those of any of the associations or publisher nor do they accept responsibility for errors of content or omissions and, as a matter of policy, neither do they endorse products or advertisements appearing herein. Parts of this magazine may be reproduced with the written consent of the publisher.
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On The Cover ~ On May 4, at Liberty Plaza, Gov. Nathan Deal signed into law HB 170, legislation that addresses Georgia’s critical transportation infrastructure needs. The legislation is based on recommendations from the Joint Study Committee on Critical Infrastructure Funding, which was tasked with identifying funding solutions for Georgia's transportation needs. The new law will generate almost $1 billion in new transportation funding annually.
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CONTENTS 6 8
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Deal: Georgians rise to transportation challenges Transportation Funding Act of 2015 (HB 170)an interview with David Moellering, executive director, Georgia Highway Contractors Association
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A Conversation with Russell McMurry
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A plan to break the highway transit funding gridlock
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The Use of Asphalt to Extend Pavement Life and Stretch Budgets
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P3 funding success for GDOT’s Northwest Corridor Project Georgia’s Port of Savannah chooses roller-compacted concrete for its Ocean Terminal expansion
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Interstate 75 in Dooly County, Georgiaa shining example of long-lasting concrete pavements
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The Connection Zone
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Breaking News
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Lessons Learned Selecting the Correct Foundation System
May | June 2015
ADVERTISEMENTS Atlanta Technical College .........................................................................................14 Capital City Machine Shop .......................................................................................31 Chattahoochee Technical College ............................................................................3 CLP..................................................................................................................................18 Georgia 811...................................................................................................Back Cover Georgia Power Company ............................................................Inside Front Cover Georgia Trade School...................................................................................................6 Go Build Georgia Foundation...................................................................................27 IEC.....................................................................................................................................7 Metro Power .................................................................................................................13 New South Construction..........................................................................................20 RHD Utility Services ...................................................................................................14 5
Deal: Georgians rise to transportation challenges “EACH DAY, GEORGIANS set out in the pursuit of a brighter future, and it is our roads and bridges that bear the weight of our success,” said Deal. “We’ve reached the point where we can no longer keep up with the growing infrastructure demand that encourages job creation, maintains our businesses’ bottom lines, and takes us home to our families. This investment reflects our modern-day population and current infrastructure usage. Today, we are ensuring that Georgia’s economic engine will remain running for generations to come. I commend the courage of the General Assembly for tackling this issue head-on and prioritizing public safety and future growth over politics.” “Georgia’s economic future depends on our ability to move people and goods quickly and safely throughout our state,” said Sen. Steve Gooch, study committee co-chairman. “Strengthening our transportation network affects each and every one of us by creating an environment that encourages private sector job growth and allowing us to make it home in time for family dinner and Little League games." “I appreciate Governor Deal's steadfast leadership on this important issue,” said Rep. Jay Roberts, study committee cochairman. “My colleagues in the General Assembly took courageous action to move transportation forward in Georgia. We now have a sustainable and reliable revenue source that will allow our state to prioritize the necessary maintenance, improvements, and growth of our transportation infrastructure." “Without this bold action taken by Georgia’s legislators, our state was at risk of falling behind,” said Deal. “The leadership demonstrated by these men and women showed a vision oriented in the future, not in the past. The steps taken were tough, but necessary, and I appreciate the hard work on all sides of the aisle in order to boost our ability to do business, and keep Georgians safe.” The law’s provisions will take effect on July 1.
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An Interview with David Moellering, Executive Director, Georgia Highway Contractors Association
Transportation Funding Act of 2015
By Daniel Simmons | Staff Writer
(HB 170)
hese aging methods of transportation funding combined with rapid advances in technology have created an increased need for innovative, modern, and up-to-date methods of paying for our infrastructure. Fortunately, Georgia has now done just that. On May 5, 2015, Governor Nathan Deal (R) signed the Transportation Funding Act of 2015 (HB 170) into law. The new law completely overhauls Georgia’s motor fuel tax structure by imposing a new excise tax of 26 cents (29 cents for diesel) which is subject to adjustment every year based on increases in vehicle fuel efficiency and the Consumer Price Index. The law also eliminates the $5,000 tax credit that was once given to purchasers of electric vehicles and replaces it with an annual fee of $200 for the use of Georgia’s roads. The Georgia Contractor Magazine sat down with David Moellering, Executive Director of the Georgia Highway Contractors Association, to get his insights into the details of the bill and how it was passed. Moellering was intimately involved with HB 170, beginning with the Joint Legislative Study Committee on Critical Transportation Infrastructure Funding through the passage of the conference committee report on HB 170. Obviously, Mr. Moellering explained, the process wasn’t easy, nor was it simple. While the legislation changed almost a dozen times during the process, the key metric was the target amount of funding ($1 billion) set in the findings of the joint legislative study committee. This metric helped keep the discussion focused on the need, despite opposition from
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With Georgia’s old, convoluted motor fuel tax structure, the average Georgian ended up investing only about $85 annually towards our state’s roads and bridges; that’s less than the average person spends per month on their cell phone bill. As cars have become more fuel efficient and electric and hybrid cars have exploded in popularity, Georgian’s investments per mile of highways have hit a record low.
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multiple directions. The study committee concluded that the state of Georgia would need an additional $1 billion per year just to maintain current infrastructure. Clearly, this money would not come simply from budget cuts alone: additional revenue was needed. The concept of raising additional revenue for roads drew opposition from both sides of the political spectrum. The legislation also drew stiff opposition from those lobbying for the electric vehicle community. “For each person that wants to see strong leadership in the area of transportation funding,” Moellering explained, “there’s another person who denies the need or simply doesn’t care. That’s just what happens in hotly contested legislative processes. There was a steady stream of communications into the offices of legislators advocating both for, and against, the legislation.” HB 170 ultimately passed due to the efforts of a strong coalition led by the Georgia Transportation Alliance (whose principal members include GHCA, ACEC, UPS, Georgia Power, Norfolk Southern, CSX, Council for Quality Growth, Perimeter CID, and others) and the bill’s sponsors: House Transportation Chairman Jay Roberts (R – Ocilla) and Senate Majority Whip Steve Gooch (R – Dahlonega). Thanks to their combined efforts, the state of Georgia will finally get a much needed boost in transportation funding, which Moellering called “one of the biggest boosts for economic development in the construction industry in decades.” Just as it took some time to prepare and pass a funding bill, it will take time to see the dollars begin to
flow into the system. While Georgia boasts one of the top Departments of Transportation in the country, Moellering explains, “This money has to be collected before it can be used, so we won’t see the full implementation until FY 17, which is July of 2016.” Georgia’s fiscal year begins in July, and, as a result, we’ll have to wait until July of 2016 to see the new funding in full effect. As the money begins flowing, there is no doubt that Georgia’s construction industry, along with the Georgia Department of Transportation, stand ready to deliver the projects needed. GDOT consistently ranks in the top five DOTs in the country in delivering projects on time and on budget, thanks largely to strong partnerships with the construction industry. Georgia’s engineering firms and construction companies have won dozens of national awards for performance and quality. When GDOT’s budget doubles, Mollering is confident that “Georgia has proven time and time again to be a very competitive state, and our guys are very good at what they do. We welcome the opportunity to continue our decades-long partnership with GDOT to deliver this work. We worked together to deliver the TIA (Transportation Investment Act) program the last three years, and we will do the same with this new funding.’” So times are changing and now we’re ready to change with them. The future of Georgia’s highways is secure, and our state’s construction industry will be standing by, ready to deliver projects critical to Georgia’s economic competitiveness. v 9
Russell McMurry
was appointed Commissioner of the Georgia Department of Transportation by a unanimous vote of the State Transportation Board on January 20, 2015. Prior to being named Commissioner, he was appointed by Governor Nathan Deal as Planning Director. He had served as Chief Engineer since January 1, 2013, where he was responsible for the Divisions of Engineering, Construction, Operations, Intermodal, P3/Innovative and Program Delivery, as well as the Offices of Organizational Performance Management and Engineering Services. He previously served as the Division Director of Engineering. Commissioner McMurry began his career with the Georgia Department of Transportation in 1990 as an engineering trainee and has served in a variety of roles throughout his career. His experience ranges from serving as Construction Project Manager to District Engineer for five years. At the state level, he served as State Roadway Design Engineer while also serving in a joint role as the Assistant Division Director of Engineering.
A CONVERSATION withRUSSELL MCMURRY By Thomas C. Leslie
Russell McMurry became Commissioner of the Georgia Department of Transportation on January 20, 2015. The 25-year DOT veteran is not an unknown person nor is his appointment entirely a surprise. He is a young man with an understanding of DOT. He seems to have a broad view of DOT purposes and is willing to try innovative ideas. But first, a bit about McMurry. He is a native Georgian, graduate of Georgia Southern University, and licensed Professional Engineer. While in college in 1990, he took a summer job with DOT at a bridge construction site and began his career. He worked in construction in the Athens and Gainesville District offices. He recalled marking up construction plans as part of a quality assurance review to reduce construction change orders, and when he became the Gainesville District’s Pre-Construction Engineer, he had to re-design to accommodate his own comments. The District offices provided an opportunity to gain deep experience in day-to-day aspects of design and construction. Some years ago,
GDOT Commissioner Russell McMurry, P.E. Commissioner McMurry is a Cum Laude graduate of Georgia Southern University and is a registered Professional Engineer in the state of Georgia.
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he began his day in Union County on an issue related to installation of a precast culvert in the pristine Chattahoochee National Forest and ended the day with an issue at the Jimmy Carter Blvd. interchange with I-85 in Gwinnet County. He served as District Engineer and then moved to DOT Headquarters, where he eventually served as Director of Engineering and Chief Engineer. When asked about the biggest adjustment in moving from Chief Engineer to Commissioner, he suggested an easy transition since he had worked closely with senior leadership and knew what to expect. The hardest part of the new job, however, has been to ensure that the DOT enterprise is always heading in the right direction. He said this is a simple, straightforward concept but is hard at the tactical level—the day-to-day decisions have to be right and “execution matters.” McMurry wants DOT to be “open and transparent” and be perceived as “using tax dollars wisely.” He thinks Georgia DOT is in the “top five to ten state DOTs” around the country and
wants to “gain ground” on the top position. While some skeptics may find this glib, McMurry quickly followed up with “we have to demonstrate this with our performance. I just cannot say it’s true.” He then repeated, “execution matters!” The new Commissioner has seen DOT move from being primarily an “engineering and operations” enterprise to include efforts to “maximize all options” for mobility because DOT has “limited dollars”. This will require DOT to take calculated risks with innovative ideas. He likened the culture he hopes to cultivate at DOT to a flywheel; once “you start, it keeps on spinning.” In this regard, we spoke of such things as “round abouts,” “complete streets,” converting the Ga. 400 shoulder to a road lane, “road diet,” bike lanes, DOT’s multimodal group, and so forth. McMurry acknowledged that DOT is an easy target for critics because it touches so many people on a daily basis. Many in the general public merge city, county, and state roads into a single notion and associate it with
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DOT. Traffic accidents, general congestion, and weather emergencies can all drive people to an unfavorable impression of DOT. While there have been no recent public opinion surveys by DOT, McMurry observed that in past surveys top concerns were, surprisingly, litter, right-of-way grass mowing, and pot holes (in that order)! Without any defensiveness, he returned to the dictum, “We must demonstrate openness and transparency, use tax dollars wisely, and execute competently.” A bright spot for DOT is in the three regions where the TSPLOST (the regional one percent sales tax for transportation projects) was adopted by referendum in 2012. McMurry said that the people in these regions are seeing projects being planned and constructed and seem pleased with the result—which accrues to DOT’s favorable image. At the time of the interview, the Transportation Funding Act of 2015 (HB 170) had passed the Georgia House and was being considered in the Senate. This bill largely reflected the work of the Joint Study Committee on Critical Transportation Infrastructure Funding, which determined that ‘a minimum’ of $1.0 to 1.5 billion per year in additional revenue is necessary just for “maintenance of roads and bridges at acceptable levels.” The initial estimate of new revenue resulting from the legislation ranged from $703 million in 2016 to a high of $1.043 billion in 2020, according to the bill’s fiscal note. McMurry was very appreciative of the Study Committee’s work and felt that the “members worked hard and did valuable service to the state.” The report represents an “affirmation” of DOT’s assessment of needs. Would the magnitude of new revenue from HB 170 exceed DOT’s capacity to meet expectations? Without hesitation, McMurry said “no”; DOT would “use contracts to handle new tasks”. The current employee count at 12
DOT is about 4,100, and he expects no significant change in that number. This head count is less than in recent years (and dramatically so from a few decades ago), and has been accompanied with 11 office closings and redeployment of staff to “put the right people in the right job.” DOT is continuing to lose experienced staff, and “50 percent of senior staff is eligible to retire in the next two years.” In accord with its succession plan, DOT is able to replace retirees with qualified people. Federal funding for DOT programs/projects expires on May 31, 2015. According to the Study Committee report, federal money amounted to about $1.2 billion last year, which represented 54 percent of DOT’s 2014 budget. Congressional observers of all stripes are very concerned that the U.S. Congress will not reauthorize the transportation bill in a timely fashion. The Georgia Joint Study Committee wrote, “ . . . over the last decade, Congress has demonstrated an increased reluctance to deal with significant infrastructure funding issues in a responsible, forward looking manner.” The fiscal battles in Congress have resulted in “short spurts of three, six, or 12-18 months” of authorized funding. This is a significant problem since federal funding is on a reimbursable basis; DOT must invoice the federal government for work that has been done before any money is released to DOT. McMurry describes the situation as “dire.” It is very difficult to manage a program where it may take years to secure environmental clearances, design, acquire R/W, and construct a project when funding only comes in “short spurts.” Funding uncertainty makes management more difficult and imposes unnecessary inefficiencies. The collapse of worldwide oil and gas prices in recent months has been stunning. It is surely good for Georgia consumers, but McMurry says it has hit DOT revenue to the tune of $7 million
A plan to break the highway & transit funding gridlock By Pete Ruane | Executive officer of the American Road & Transportation Builders Association omedian John Oliver recently spent more than 20 humorous minutes on his HBO show skewering elected officials from both parties for the chronic neglect of the nation’s aging transportation infrastructure and their failure to act over many years on a permanent fix for the federal Highway Trust Fund (HTF). He ended the piece with a clever trailer parodying an imaginary movie, ‘Infrastructure,’ featuring actors Edward Norton and Steve Buscemi. The trailer’s ponderable tagline was, ‘If anything exciting happens… we’ve done it wrong.’ Oliver’s observations on Washington’s dysfunction on transportation investment were surprisingly comprehensive—and spot on. They hit a nerve. And then, not surprisingly, the piece was trending on social media. Getting congressional action on transportation investment—like filling the $15 billion annual hole in the bottom of the HTF that has been created over the past dozen years—isn’t a problem caused by lack of information or understanding. Movement on doing the right thing has been stymied because it’s perceived as a political problem by our elected officials. That’s why the American Road & Transportation Builders Association (ARTBA) recently announced to the news media and sent to Capitol Hill and the White House a plan we believe would address the political problem. The main thrust of ‘Getting Beyond Gridlock’ (GBG) is very simple. ARTBA proposes marrying a 15 centsper-gallon increase in the federal gas and diesel motor fuels tax rate with an
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in the FY16 budget revenue estimate. The state sales tax on gas that accrues to DOT declines as the price of gas declines. In HB 170, however, this sales tax is eliminated and replaced with an excise tax, which is pennies/gallon and far less sensitive to gas price. In closing the interview, McMurry expressed how excited he was to be serving in his new position. He was magnanimous in speaking of the strength of his ‘team’—their hard work and dedication. One of the things that he most enjoys about the job is seeing DOT being successful at all levels. An aide reminded him of remarks he made at an early staff meeting. He asked them to all be “pro-active” and “problem solvers” and drive transportation mobility forward in Georgia. v
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annual $90 federal tax rebate for middle and lower income Americans. The resulting revenue would help fund a $401 billion, six-year highway and public transit capital investment program and provide sustainable, userbased funds to support it for at least the next ten years. So far, the politics of a user fee increase has been a stumbling block to moving any long-term transportation measure on Capitol Hill. ARTBA’s plan addresses that. Under the proposal, a single tax filer with an Adjusted Gross Income (AGI) of $100K or less would receive a $90 per year tax rebate—the average annual cost to them of a 15 cent gas tax increase. Joint filers with an AGI of $200K or
less would receive a $180 rebate. ARTBA’s analysis shows the rebate would completely offset the gas tax increase for 94 percent of American tax filers. There is precedent for such a move. During the Bush Administration, Congress provided tax rebate checks of up to $600 for individual filers in both 2001 and 2008. The Obama Administration, former House Ways & Means Committee Chairman Dave Camp (R-Mich.), and other members of Congress in both parties have all, in recent months, suggested using a federal repatriation transition tax on the revenues American firms have earned and kept overseas as the way to fund
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the federal highway and transit investment program over the next six to eight years. While there are a number of issues with that, the biggest is that it does nothing to resolve the underlying revenue stream problem facing investments through the HTF. It’s a oneshot deal. Once the repatriation dollars are gone, the cash crunch would hit the HTF immediately—and with a vengeance. The ‘funding gap’ would be much deeper than it is today. Once again, federal investments in state road, bridge, and transit capital improvement programs would have been set-up for a crash. If our elected leaders really believe they need to use repatriation, ‘pension smoothing,’ or other varieties of ‘mystery meat’ to pass a multi-year highway and transit program authorization—which, by the way, is due May 31, with the trust fund cash crash on course for later this summer—we suggest they use them to solve their political problem. Give the
people a tax rebate. Stop using them to kick the can again for the sixth time in eight years on the highway and transit program the states depend on. We believe the gas and diesel tax should be used to do what it was created for—raising revenue from users to meet a core function of government, which is providing good transportation infrastructure to facilitate personal mobility and economic activity. The gas tax is not dead. It works. It is a funding mechanism that is proven. Projections on motor fuel use from the Energy Information Administration clearly show that it can provide a reliable revenue stream for at least the next ten years. The only thing that is
stymying it as a revenue stream is that it is a flat rate tax that hasn’t been adjusted for 22 years. Remember ‘Beanie Babies,’ 29 cent first-class stamps, and buck sixteen gallons of gas? Adjust the rate upward and the revenue results are significant and predictable. In sum, ‘Getting Beyond Gridlock’ is a plan that will help the states and private sector to deliver real results— like facilitating freight movement on the interstates, and helping improve overall infrastructure conditions and safety. The clock is ticking. We’re strangling our economy and wasting our time in traffic congestion. And that’s no laughing matter. v
The Use of Asphalt to Extend Pavement Life and Stretch Budgets
This photo shows the final polymer-modified 4.75mm surface of GDOT’s SR 60 Business near Dahlonega, Georgia. Note the fine texture of the 4.75mm surface
By Will Rogers, Ph.D. | Technical Director | Georgia Asphalt Pavement Association ransportation budgets across the nation have been stretched in recent years, leaving Departments of Transportation (DOTs) tightening their belts as they determine how to best steward our infrastructure. Uncertainty at the federal level has left many DOTs unable to predict future funding levels, which means that they have had a hard time planning large or longterm projects. Local DOTs have felt the pressure as federal and state funding sources have begun to dry up. Consequently, DOTs have been searching for two things: reliable funding, and affordable solutions to real-world pavement problems.
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Pete Ruane Pete Ruane is the president and chief executive officer of the American Road & Transportation Builders Association based in Washington, D.C. Learn more: www.artba.org/ GettingBeyondGridlock 14
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The recent decline in crude oil prices has resulted in a subsequent decline in liquid asphalt cement prices, with prices of asphalt cement in April 2015 nearly 14 percent lower than they were in April 2014. This has let Georgia, at both the state and local levels, stretch their dollars a little farther.
The passage of House Bill 170: The Transportation Funding Act of 2015, has gone a long way toward ensuring a level of reliable funding to ensure that there are more dollars to stretch. The new revenue will allow GDOT to perform much-needed maintenance on the interstates and state highway system and ensure that there
This photo shows a section of PerkinsGreenfork Rd. in Jenkins County from 2008. This section was overlaid with an OGI and an unmodified 4.75mm surface course. 16
is a little more to do the stretching. But even before the addition of new, dedicated revenue, GDOT was working on increasing quality and saving money in its asphalt pavements through research and modifying historical mixes with strong performance. Research The GDOT has utilized the National Center for Asphalt Technology (NCAT) to perform two timely research projects. The first was to determine if 4.75mm NMAS mixtures, a group of fine-graded mixes that can be laid as thin as 3/4”, should be allowed on roads with higher traffic than current rules allowed. Referred to as old ‘G-Mixes’ by some, the new generation of engineered 4.75mm NMAS mixtures performed very well, and NCAT recommended doubling the allowable traffic for unmodified 4.75mm mixes and a six-fold increase for 4.75mm mixes modified with polymer or crumb rubber (polymer and/or crumb rubber modification makes the mixture more resistant to rutting and cracking). The 4.75mm mixes are attractive for a number of reasons. They present a smooth, tight, impermeable riding surface that protects the underlying pavement; they add structural capacity; and they can be laid thinner than more conventional asphalt surface mixtures. When a typical surface is placed between 1.25” and 2”, the cost savings per square yard of a mixture that can be laid at 3/4” can be significant. These mixes have been used in Georgia for generations, but the additional testing provided by NCAT means that their use can be expanded, providing a cheaper alternative under the right traffic conditions. The second research project looked into mitigating reflective cracking in asphalt overlays. Cracks in underlying pavements, asphalt or concrete, begin to reflect back to the surface after a few years, so GDOT was interested in testing a mixture called an ‘Open-Graded Interlayer,’ or Georgia Contractor
OGI. An OGI is a high air-void asphalt mix with very little fine material, similar to an Open-Graded Friction Course used on Georgia interstates. It is placed beneath the surface layer and is designed to fulfill two functions: first, it acts as a crack mitigation layer, since cracks typically propagate through the finer material, and transmit through stone and air-voids only with difficulty; second, it serves as a leveling mix to correct any irregularities in the pavement’s cross section before a final surface mix is placed atop it. Most resurfacing projects in Georgia include a leveling mix to correct cross-slope and improve final ride smoothness of the surface mix. GDOT placed its first OGI in 2010 in Millen, Georgia, on US route that was originally concrete; they developed a special provision specification in 2011, and based on the original project’s performance, have placed other
OGIs around the state. However, GDOT really wanted to test the effectiveness of OGI in a controlled environment before promoting its use further. To this end, GDOT placed a 1” thick OGI on NCAT’s 1.7 mile Test Track in Opelika, Alabama. The underlying asphalt pavement was saw cut to ensure cracks were present to reflect upward, paved with the OGI, and then topped with a surface layer. After two years of heavy loading, the surface of the OGI section is showing so few cracks that GDOT has decided to continue traffic for another two years. Implementation At this point, both GDOT and numerous local entities have utilized both OGIs and 4.75mm mixtures. Last year, though, two interesting projects combined both pavements for the first time.
In April 2014, GDOT repaved a mountainous 4.7-mile section of State Route 60 Business in Dahlonega, Georgia, with a cross section that included both an OGI and a polymermodified 4.75mm surface mix. This section of SR 60 Business sees approximately 8,000 vehicles per day. Without milling, GDOT placed the OGI at 1” and placed the 4.75mm surface mix at 7/8”. The combined OGI and 4.75mm section cost approximately $7.35 per square yard, compared to a typical 1.25” mill and inlay performed on another part of the project: $7.57 per square yard. The OGI and 4.75mm option gave GDOT a crack mitigation strategy, a higherquality polymer-modified surface layer, increased structural capacity, and cost less than the more conventional option. Also in 2014, Jenkins County decided to resurface one of its roads
This photo shows the original and OGI-paved surface of GDOT’s State Route 60 Business near Dahlonega, Georgia, in Lumpkin County. The OGI was placed directly on the surface of the pavement, which was crack-sealed. May | June 2015
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with an OGI and an unmodified 4.75mm surface mix. This road was a fairly typical south Georgia county road: a sand-clay base covered by surface treatment and less than two inches of hot-mix asphalt on the surface. It had potholes, cracking, and sections with poor drainage, but fairly low traffic. The combination of OGI and 4.75mm surface mix provided additional structural capacity to the pavement; a smooth, high-quality riding surface with a properly draining cross-slope; and a crack mitigation strategy that will serve the road well in the years to come. After a little over a year, neither roadway is showing reflective cracking coming from underlying layers. Along with GDOT and Jenkins County, nu-
This shows PerkinsGreenfork Rd. in Jenkins County after one lane of OGI has been covered with the 4.75mm surface course.
merous other counties have used OGI with more typical overlays, including: Tift, Columbia, Bulloch, and Cook counties.
As public agencies across the nation continue to struggle with effective, cost-efficient means of stewarding our public transportation infrastructure, the difficulties in passing a long-term federal highway bill will continue to be felt at all levels. Here in Georgia, our state government has risen to the need and shown admirable leadership through its passage of the Transporation Funding Act of 2015. Our Department of Transportation is working to expand and improve on its asphalt pavements through implementatable research. And as a result, Georgia’s roads will continue to be rated among the best in the nation. v
CLP: Closing the Skills Gap One Job at a Time Closing the Skills Gap – what does that mean? To CLP it means providing workforce solutions to our customers and creating opportunities to put people to work every day. We change lives of our customers and workers by doing one thing and doing it well: skilled trades staffing! We provide qualified workers to customers throughout Georgia and the entire United States. We partner with some of the largest and best construction companies to provide safe, reliable employment opportunities to thousands of workers each day. CLP is proud to align with CEFGA as its placement program leader. We take certified students and work with our customers and CEFGA members to place these students as temporary workers or as temporary to permanent employees, affording you the cost benefit of testing a workers skills set and match for values prior to signing that person on permanently. This model creates win-win for both the employer and the employee. We invest in the students training and meeting our customer’s priorities and objectives remains our clear directive. The CEFGA System, a construction Workforce Development Plan for Georgia, is shown below:
P3 funding success for GDOT’s Northwest Corridor Project By John Hancock | Northwest Corridor Project Manager | GDOT s more responsibility for financing transportation infrastructure passes from the federal government to the state level, a growing number of states are beginning to explore innovative funding strategies that go beyond the traditional methods and industry standards of procuring and financing transportation projects. Georgia is among the states which have embraced this alternative delivery method of contracting and financing its transportation projects; namely through Public-Private Partnerships or P3. Although the General Assembly had authorized public/private ventures in 2003, the first successful implementation and procurement of a P3 Design-Build-Finance (DBF) for Georgia Department of Transportation (GDOT) is the Northwest Corridor Project which recently broke ground for construction in fall 2014. The project—a nearly 30 mile long, reversible,
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barrier-separated managed lane project, traverses the northwest sector of one of the most heavily travelled sections of Atlanta’s highway network in Cobb and Cherokee counties. Once completed, the price tag connected to making this project a reality is an estimated $834 million and is by far one of the most expensive projects undertaken by GDOT. Innovative Financing In July of 2013, GDOT selected NWER, the consortium of Archer Western Contractors and Hubbard Construction, as the builders for the Northwest Corridor Project. NWER had submitted the winning bid of $599 million which had significantly reduced the project’s initial design and construction cost estimation of approximately $744 million. Under the terms for the Northwest Corridor Project, the private sector partner designs, constructs, and provides partial funding for a term of just under five years
while GDOT and State Road and Tollway Authority (SRTA) will assume the responsibility of operating and maintaining the roadway once the project’s express lanes are open to traffic. Additional sources of funding for this project include $300 million allocated from the GDOT Motor Fuel tax, $236 million from State Transportation Improvement Program (STIP), and a successful Transportation Infrastructure Finance and Innovation Act (TIFIA) loan from the federal government in the amount of $275 million. This powerful combination of funding from various investors enables the state to obtain new sources of capital, leverage existing financial resources, expedite project implementation, and accelerate project delivery. Most importantly, P3 funding prudently shifts certain risks from the state to its private sector partner by the nature of a design-build-finance delivery.
AWARE NE SS WEBSITES, OUTREACH, MEDIA TRAINING/EDUCATION HIGH SCHOOL AND COLLEGE LEVEL SKILLED TRADES PROGRAMS PLACEMENT/EMPLOYMENT EMPLOYMENT THROUGH CLP, LABOR UNIONS, AND PRIVATE INDUSTRY TERRY DAUGHERTY | CLP RESOURCES 8975 Roswell Road Suite 207 Atlanta, GA 30350 678-710-0826 678-710-0829 fax 404-987-9325 cell tdaugherty@clp.com www.clp.com 18
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als. In 2005, the state law allowed for both solicited and unsolicited proposals, and finally changed in 2009 to require only solicited proposals. Fast track to 2012, the Northwest Corridor Project was redeployed as a P3 Design-Build-Finance (DBF), and the DBF Agreement was executed on November 14, 2013. Northwest Corridor’s GDOT Project Manager John Hancock, involved with the project since its inception, finds it very satisfying to finally see dirt moving. The Northwest Corridor Project embodies a Design-BuildFinance project (53 months design build phase) which the state would maintain and operate after the project opens to traffic. “The current climate of P3 procurement is a much more attractive investment for the private sector, and an accelerated design and construction time is very appealing to the travelling public who wants congestion relief right now.” says HanP3 Project Innovations Innovations and project savings were realized not only in the approach to financing but also quite successfully through the Alternative Technical Concept (ATC) process. The ATC process allowed private sector innovation to create a substantial cost savings from initial estimates. The department saved approximately $60 million in design and construction costs while still leaving design integrity, user safety, and project efficiency securely intact. ATCs from the non-successful proposers were also included for further reduction of the design and construction costs. Some of the most significant innovations included in the ATCs were: • Alternate alignments at the I75/I-285 juncture which reduced bridge structures and paving, and eliminated redundant ramps while maintaining approved access points.
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Alternative alignments at Windy Hill such as building under, not over, the existing Windy Hill onramp.
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Redesign of the I-75/I-575 interchange to continue outside alignment of express lanes instead of shifting existing general purpose lanes to provide a median for the express lanes. •
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Eliminated some phased pavement reconstruction and widening, reduced wall structures, and eliminated shoulder design exceptions.
Additional innovations for the project development included: • Accelerated right-of-way acquisition began six months prior to bid award and facilitated an earlier than usual construction start date.
FHWA Quality Assurance principles that shift the ultimate dayto-day quality and material inspection unto the P3 design build team with oversight by the Georgia DOT through use of Project Management Consultant (PMC) and Owner Construction, Engineering, and Inspection (OCEI) consultant. GDOT also implemented a 24/7 access project management control system which enabled improved workflow and transparency of all project information, thereby heightening accountability of project participants to ensure overall successful project management.
It has been a long road to bring GDOT’s first P3 project from concept to contract. The evolution of the law began in 2003 with Senate Bill 200 which allowed unsolicited PPI proposGeorgia Contractor
cock. Although this project is slated for completion in summer 2018, motorists travelling on I-75 can witness the daily progress of bridge, wall, and ramp work. This summer, construction activity will be evident throughout the entire 30 mile length of the corridor with project progress being made on schedule and on budget. Overseeing a project of this magnitude, Hancock is faced with a multitude of daily challenges. As part of the P3 project delivery method, the NWC project team is co-located within the project corridor to enhance onsite coordination and allow for quick resolution to any unforeseen events during the lifespan of the project. Hancock concurs that without a dedicated and committed project management team coordinating and communicating on a timely and regular basis, oversight would be difficult to manage.
The NWC P3 Experience— a Template for Future Growth In the face of an ever-changing economic and political landscape, P3 funding is a sensible alternative to the traditional transportation project funding methods that Georgia and most state governments have routinely used. The experience of the Northwest Corridor project’s procurement will undoubtedly serve as a template for future projects the state will build – most notably the recently advertised approximately $1 billion I285/I-400 interchange project in the north Atlanta metro area. After years of shelving technically challenging but much-needed projects due to the lack of consistently reliable funding sources, P3 will breathe new life into Georgia’s transportation sector and increase mobility options for the entire Atlanta Region. v
Georgia’s Port of Savannah chooses roller-compacted concrete for its Ocean Terminal expansion By Bob Nickelson | Pavement Applications Director | Georgia Portland Cement Association, SE Region n the fourth quarter of 2012, the Georgia Port Authority (GPA) held a bid to expand the capabilities of its Ocean Terminal, located off the banks of the Savannah River in Savannah, Georgia, to provide more storage for the loading and offloading of medium duty cargo at their primary terminal. Moffat and Nichols, the Port’s engineering firm, approved bidders the option of using roller-compacted concrete (RCC) for the paving material. GPA had been using a hot mix asphalt
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Completed Ocean Terminal
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(HMA) design, consisting of five inches of HMA over a ten-inch base of granular compacted material, for all of its pavements. The engineering caveat was that RCC had to be structurally equivalent to their typical 5/10 HMA design without adding additional cost. The project consisted of grading, base, and paving as well as electrical work to provide lighting for the facility. Phase I provided 48,600 square yards
of paving with the provision of adding an additional 30,000 square yards of paving if the budget allowed for it. The successful low bidder on the project was Morgan Corp., which has a 70-year history of commercial and industrial development. Morgan Corp. started using RCC in projects in 2008 and has successfully completed projects totaling more than one million square yards of RCC in the Southeastern U.S. Some of their projects include
the Nuclear Power Generation Plant in Georgia, BMW Automotive, South Carolina Inland Port, and Bridgestone Tire in South Carolina, and Prichard Intermodal in West Virginia. Morgan Corp. provided value engineered options to GPA engineers that compared GPA’s typical hot mix design to RCC designs based on industry-accepted design methods. Morgan Corp. showed Port engineers that a seveninch layer of RCC over a nine-inch layer of cement-treated base (CTB) would provide a 33 percent higher strength at an initial cost savings of 19 percent when compared to their typical HMA design. The Port was pleased with the proposal and approved the design for the project. In fact, the budget was approved to proceed with the additional 30,000 square yards as Phase II for the project. RCC has been widely used in heavy duty paving applications in ports and intermodal facilities across the nation, particularly in the Southeast. RCC’s meteoric growth in those applications has been nothing short of incredible. Industry leaders continue to seek additional GPA projects where RCC can be utilized to extend service life and reduce maintenance cost at a very competitive initial cost. v
RCC placement
Interstate 75 in Dooly County, Georgia: a shining example of long-lasting concrete pavements By Steve Davis | Executive Director | Georgia Concrete Paving Association
nterstate 75 in Dooley County, Georgia was originally constructed in 1961 as a four-lane concrete roadway. Two additional lanes were added in the 1990s. After 53 years of service with high traffic volume, improvements were needed to replace the original four lanes and widen the outside shoulders. “This is an exciting project for our industry both from a contractor and supplier perspective. Replacing 50-plus years old concrete highlights the value of concrete and should be a shining example why longer lasting pavements are both economical and feasibly superior,” said Steve Davis, executive director of Georgia Concrete Paving Association. This project, awarded to McCarthy Improvement Company (MCI), was designed to replace an 11.6 mile section of the original four lanes of roadway (ten-inch concrete on a 12inch base) with new lanes (12-inch concrete on 12-inch base), as well as widening the ten-foot inside and outside shoulders. A single batch plant was used for the 200,000 cubic yards of concrete; cement (55,000 tons) was
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Rebuilding the 11.6 mile roadway section under high speed traffic
Smoothing the concrete pavement provided by Argos USA. The mainline full-width paving (25 feet) was performed while using an eight-inch narrow track for the southbound lanes, which was only separated from the barrier wall by 12 inches. The construction was performed under excessive traffic conditions with more than 53,000 vehicles a day. Thirty percent of that was truck traffic. The National Highway System (NHS) estimates that by 2030, traffic on this section of I-75 will increase to more than 80,000 vehicles a day. Therefore, these improvements will enhance the na-
tional traffic ratings from ‘D’ level service to a ‘B’ level. Maureen Bush, project manager for McCarthy Improvement Company, stated, “This project certainly had its challenges dealing with the close proximity of traffic at high rates of speed, but I think it is a testament of our employees’ professionalism and determination. In addition to the traffic, we faced very wet conditions, and our crews did an excellent job keeping the project moving forward. This project will certainly serve the area well for another 50 years.” v 23
but for these folks, it’s all brand new. It’s always fun to see the energy that the students bring.” Indeed, the entire building buzzed with energy, with everything from blowtorches to scissor lifts to power saws adding to the excitement. Attendees began their journey with a safety briefing, then moved through the different Worlds on the show floor’s perimeter. Those who attended on day two also got to see the SkillsUSA State Championships on the “center stage” area of the floor.
The Connection Zone 2015 CEFGA CareerExpo and SkillsUSA State Championships draw record attendance, link students and industry professionals By Allen Allnoch
s Bryan Tapia walked toward the rear entrance of the Georgia International Convention Center, he tried to get his mind around what he had just experienced. Behind him was a dizzying array of earth-moving equipment, and he and two Coosa High classmates, Eric Vargas and Israel Domingo, had sat in the driver’s seat and operated each one. “I’m speechless,” said a wideeyed Tapia, an 11th-grader who was attending his first CEFGA CareerExpo and SkillsUSA State Championships. “I thought it would be something where you could look at a lot of things, but there are a lot of opportunities where you can actually work the equipment and really have a hands-on experience. It’s mind-blowing.” With a record 7,307 attendees – including 5,179 students from 236 schools and 1,208 industry representatives from 326 organizations – and a floor space the size of six football fields, the March 26-27 event certainly fit Tapia’s description. It’s Georgia’s largest event of its kind, designed specifically for young adults to explore more than 30 career paths in construction, transportation, public safety, energy, and more. To that end, the CareerExpo was divided into 14 ‘Worlds,’ each designed to be educational and, as Tapia discovered, fun and interactive as well. Students mingled with industry professionals from various companies, apprenticeship programs, and educational institutions, learning how academic disciplines such as math and
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science are used on the job, and what kinds of careers are available. ‘I Want To See It All’ The event moved in 2008 from the Gwinnett County Fairgrounds to the GICC, located just west of HartsfieldJackson International Airport. Ryan Byars, CEFGA Board Chair and a senior project manager for Holder Construction Company, noted the steady growth and impact since its humble
beginnings at the former venue. “The Gwinnett County Fairgrounds allowed us a lot of flexibility,” Byars said. “They had the dirt out there that we needed for some of the competitions, but moving [to the GICC] was a chance for us to bring all the energy together related to the different competitions, and really start to raise awareness about the construction industry for high school students. “Seeing it grow into the major Georgia Contractor
event that it is today has been a lot of fun,” Byars continued. “We feel like this event takes the foundation that the instructors have built for their students and broadens that horizon a little bit, to give them a little snapshot and some perspective about the working world and construction as a whole. I think the biggest joy for me is when we can get new people and companies to come out and see the event. As soon as they walk in and see the kids and the instructors and the level of professionalism associated with the career expo, they’re instantly drawn in.” Kayla Lowe and Nyasia Glover, both freshmen from Macon’s Westside High, were two such newcomers. Kayla plans to switch from an engineering-oriented curriculum to one emphasizing construction next year. Her initial impressive of the CareerExpo: “Where do I go first? There’s so May | June 2015
much, and I want to see it all.” Students weren’t the only ones impressed by the scope of the event. Will Etheredge, a new CEFGA board member and a regional director for JE Dunn Construction, was another firsttime attender. “I was very impressed with the size and the participation of so many different sectors of the industry,” Etheredge said. “The event clearly exposes students to a multitude of skilled trades in a way that is very exciting.” Byars has long been involved in the event, but he continues to recognize the excitement and energy that surrounds it. “When you get a group of young people together like this,” he said, “there is a sense of the unknown, a sense of discovery. For us who have been out in the workforce for a while, some things start to seem repetitive,
A Competitive Cream of the Crop Those SkillsUSA competitions amp the energy level even higher. The state’s most talented high school and technical college students were judged by professionals on project completion, accuracy, safety and other industry-based criteria. Winners will advance to the National Championships in Louisville, Kentucky, from June 22-26. Craig Barrs, Executive Vice President of Georgia Power, was the keynote speaker at the CEFGA VIP and SkillsUSA Champions’ Breakfast on March 27. He lauded the competitors as ‘the cream of the crop’ and exhorted them to “make sure you’re motivated every day to be the best you can be.” To the educators who mentor them, he said, “You’re creating a better Georgia through the work you’re doing every day.” Barrs, along with other speakers from the morning’s breakfast, then opened the competition with a ceremonial ‘board cutting.’ Thus began a new flurry of activity, with more than 400 students participating in 26 competitions such as carpentry, masonry, plumbing, electrical, and welding. In the sheet metal competition, Chad Carhart, an estimator with A&B Sheet Metal in Forest Park, was serving as a judge for the 11th year in a row. He’s enjoyed seeing the event grow and foster young talent. 25
“I’ve always been the type who likes to work with my hands and see a finished project,” Carhart said. “It’s hard to find skilled sheet metal laborers anymore, especially at this young age, so hopefully we can instill that in some of the kids who come here to be part of this event. Seeing these young kids here is really encouraging. We actually hired one who came here about six or seven years ago. He worked with us three or four years and did really well.” Turning Connections into Careers Success stories like Carhart’s former employee are not uncommon. Ramiro Mojica is another student who parlayed Expo connections into a career. Mojica first came to the event while he was a junior at West Hall High in Gainesville. His instructor, Mike Madson, was friends with Donnie Woodham, Vice President of Field Operations for McKenney’s Inc. Mojica graduated in May 2013. Less than a month later he began a paid apprenticeship with McKenney’s and ultimately had a hand in building the Northeast Georgia Medical Center in Braselton. This year, Mojica represented McKenney’s at the Expo and participated in a Champions Panel discussion during the SkillsUSA breakfast. He spent both days helping students with a word game at the World of Heating & Air Conditioning while extolling the virtues of a construction career. “Kids think, ‘Oh, it’s just construction, that’s not for me,’” said Mojica. “But I was in the same place and I wish there had been someone like me when I came through, so I could have gotten a feel for it sooner.” Woodham praised Mojica, now a second-year apprentice. “He’s not a helper or gopher-type worker anymore,” he said. “We hand him the prints and hook him up with a helper, and he can do the job now. Ramiro has been a great success story.” Students like Mojica, Woodham 26
added, illustrate the potential of a construction-oriented career, even for those who may not be interested in attending college. “Kids may hear about what companies do, but it’s hard to get them out to construction sites,” Woodham said. “They can come through here and see every phase and every trade that construction has to offer. We want to let them know there are good, well-paying careers outside of college.” Tyler English, a senior at Jones County High School, was attending his third CEFGA CareerExpo. He aspires to be an electrician and has been diligent about fostering those relationships that may one day benefit him. “A lot of people [at the CareerExpo] have told me about apprenticeship programs that I didn’t know about before,” English said. “It’s so helpful to hear about different opportunities like that.” As English is learning, and Mojica and Woodham have demonstrated, students and industry professionals alike benefit from the networking opportunities afforded by CEFGA’s annual gathering at the GICC. It doesn’t produce instant results, but for those willing to establish and nurture relationships, it’s an organic process that can pay off in the long run. “It’s a challenge because we work in an industry where you literally see concrete results every day, whereas this is a process where you don’t always see results right away,” Byars said. “But the company I work for, Holder, was founded on the idea that we were going to grow organically and develop for the long haul. We were always going to do the type of job that gets us invited back the next time, and that’s what we want to do in our involvement with CEFGA, and that’s what a lot of the other participants are doing too, helping to focus on the long term. “We talk about the five-year outlook, and I truly believe this is one of
the greatest times to come out in the technical industry, from trucking to manufacturing to the actual bricks and sticks on site. It all ties in with the supply chain in an industry that is changing rapidly, and there is a huge need for skilled labor to be part of that.” Etheredge too is encouraged by the potential of today’s student population. “Finding skilled, quality, young workers to enter the U.S. workforce is one of the greatest challenges we face,” he said. “I cannot think of a better way to support that mission than to promote the industry through events like this, in concert with ample opportunities through the education system for students to be exposed to the trades.” “The education and skills they learn through that process will most definitely aid them in their future pursuits and improve their lives through having career options. Our country depends on the strength of the people entering our construction, utility, defense, public, and service sectors. This is an investment in everyone’s future.” v
AT A GLANCE
2015 CEFGA CareerExpo and SkillsUSA State Championships 7,307 Total Attendees 5,179 Students 920 Influencers (Teachers, Parents, Counselors, and School Administrators)
1,208 Industry Volunteers, Exhibitors, and Other Guests 236 Schools 326 Companies The annual CEFGA CareerExpo and SkillsUSA State Championships is organized and managed by CEFGA, the Construction Education Foundation of Georgia. To see pictures, videos, and learn more about this event, please visit www.cefga.org Georgia Contractor
Build your stadium
G EORGIA C ONTRACTOR
BREAKING
NEWS
New IEC Atlanta contractor member, iS3 Tech Services, brings a fresh perspective iS3 Tech Services joins IEC Atlanta as a rapidly growing contractor member. iS3 Tech Services specializes in Access Control, IP Video, Intrusion, and Integration. They offer a fresh perspective by focusing on the integrator and becoming the ‘subcontractor they could never find.’ By working closely with industry leading integrators, from business development, to engineering and customer service, iS3 Tech Services successfully guides its customers to success. As a new member of IEC, iS3 Tech Services will take advantage of IEC’s top apprenticeship program, as they prepare to double its workforce in the next six months. In addition to the investment to grow their staff, iS3 Tech Services is lookMike Harrison ing to be an active contributing member to the IEC, so expect to see them at upcoming events and meetings. Take a moment to connect with iS3 Tech Services. IEC is pleased to have them as a part of its organization. For more information on iS3 Tech Services, contact Mike Harrison at mharrison@iS3tech.com or call 678-790-3869.v United Consulting Group, Ltd., a multidiscipline engineering consulting firm based in Norcross, Georgia, announced the appointment of Mr. Santanu Sinharoy, P.E. to the position of Chief Geotechnical Engineer. In his new role, Mr. Sinharoy will bring his wealth of experience in Geotechnical Engineering, specializing in the areas of foundation design, subsurface investigations, soil survey, pavement evaluation, bridge foundation investigations, investigation of dams, tunnels, mid-rise to high-rise structures, and value engineering in both public and private sectors. Mr. Sinharoy earned a Bachelor of Science in Civil Engineering from Jadavpur University in Kolkata, India and a Master’s Degree in Civil Engineering from Clemson University, South Carolina. Mr. Sinharoy also completed a Master’s Degree in Computer Science from Southern Polytechnic State University in Georgia, while working full time. In Mr. Sinharoy’s words, this experience enhanced his ability to think outside the box with creative and innovative solutions. In addition to becoming computer proficient, this experience allowed him to successfully multitask, parallel process, and develop efficient project and people management skills. He has been with United Consulting for over 20 years where he has supervised the completion of numerous Geotechnical Subsurface Investigations, related design and conSantanu Sinharoy struction of shallow and deep foundation systems, post-construction evaluation and analysis, soil densification, failure investigation, construction materials inspection and construction management, as well as Environmental Site Assessment and feasibility studies. In the transportation sector, his role as a lead geotechnical engineer has earned a lot of respect in creating innovative foundation solutions to particularly challenging subsurface conditions. His early career of working as a structural engineer allowed him to develop an ability to easily and effectively communicate with other project design engineers. Mr. Sinharoy is also certified as a Georgia Safe Dams Program (GSDP) Engineer of Record.v
United Consulting announces new chief geotechnical engineer
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I, Gabe Earnest, along with my good friends Kramer Bolton and Marcus Jordak are currently working under a congregation of three companies, to be known as Atlanta Stadium Partners or more commonly referred to as ASP. We are one of the many contractors helping build the new Falcons Stadium in Atlanta, Georgia. Being with Atlanta Stadium Partners, we are in charge of all the plumbing and HVAC lines that are running through the stadium. Kramer, Marcus, and I were all three hired into ASP as pipe welders. We are currently in Gabe Earnest | Alumni of Georgia Trade School charge of every pipe sleeve that is to be cut, welded, and installed before the concrete is poured. These pipes sleeves range anywhere from four inches in diameter up to 24 inches in diameter, and anywhere between schedule ten to schedule 80 pipe. All of the fabrication work going into these pipe sleeves is completed in our shop off of Nelson Road. After the concrete is poured, there will be pipe running though all the vertical and horizontal sleeves we set throughout the stadium walls and floors. As a nineteen (19) year old welder, being able to say I was a part of the great accomplishment is purely a blessing. I have been fortunate enough to work with all the Maxim Crane Operators, McClean Steel Guys, and Gunby Concrete Workers throughout this project; and to say the least I have acquired so much experience I can't even begin to put in words. The completion date of the New Falcons Stadium is set to be on March 1, 2017. We are all pushing forward to achieve that goal as safely and effectively as possible, all while making history at the same time. v
omas Concrete Group strengthens its unique market position 2015 is a crucial year for the Swedish, family-owned Thomas Concrete Group AB. Through its size, independence, and high technical competence, the Group occupies a unique position in international concrete markets. After a few financially weak years, the Group is now taking further steps to strengthen its position while celebrating its 60th Jubilee year. The business was founded in Karlstad, central Sweden, by Mr Martin Thomas in 1955. The Group, still owned by the Thomas family, has grown substantially over the past 60 years. Today, it is the largest independent supplier of ready-mixed concrete in Sweden, Poland, and Germany, as well as in the US states of Georgia, South Carolina, and North Carolina. In the last five years, Thomas Concrete Group has grown by more than 30 percent. Last year it produced 3.3 million cubic meters of concrete from 120 plants, a volume growth of more than 15 percent. During this year, Thomas has the ambition to acquire further concrete plants in Germany and the United States, which will bring the Group even closer to its customers and markets. In addition to a clear growth strategy and a continued focus on improving the Group’s Hans Karlander profitability during its Jubilee year 2015, Thomas will create a stronger group structure, with all employees working together as one, united team, irrespective of plant locations or national boundaries. The goal is to ensure Thomas Concrete Group as the best operator in its industry. The subsidiaries will work in a more integrated way, particularly in the field of Research and Development, with enhanced liaison between the Group’s various experts and specialists in different countries. Co-operation in marketing activities will also be intensified. For suppliers and customers alike, Thomas Concrete Group will be perceived as a cohesive and integrated company with strong local presence. “Economic development has gained momentum in the United States, although growth in Europe continues to be weak,” says Hans Karlander, Thomas Group’s President and CEO. “The situation is stable in Germany, while Poland is showing signs of improvement. In Sweden, there are plans for major infrastructure investments, although these have not yet started, while house building and industrial investment remain at low levels. However, we are hopeful about the future. Thomas Concrete Group is ready to meet increased demand. We produce high quality, ready-mixed concrete tailored for specific applications, we operate reliable delivery schedules, provide a high level of service and, not least, we are in a position to meet our customers' growing need for in-depth knowledge about the many opportunities provided by the use of concrete. v May | June 2015
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Lessons Learned
ECS Corporate Services LLC
Observations and Lessons from the School of Experience:
SELECTING THE CORRECT FOUNDATION SYSTEM
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veryone has surely heard of the ‘Leaning Tower of Pisa’! Was the foundation system used to construct the tower correct for the soil conditions at the site? It doesn’t take a geotechnical engineer to answer that question, but what about your project? Our philosophy as geotechnical engineers is to provide our clients a foundation system that provides adequate performance with the lowest overall cost. First, let’s look at foundation systems and define what we mean by the ‘correct’ foundation system. The foundation system supports a structure constructed over soil or rock. A ‘good’ foundation system adequately supports the structure without damage to the structure from underlying movements of the soil or rock. While you may have constructed a ‘good’ foundation system, was it the ‘correct’ foundation system? Most people consider the correct foundation system to be the least expensive in dollars that provides adequate support. However, that is not always true. In this fast-paced world, time is money and the faster the building is built, the quicker the income stream begins to pay off the debt load. Therefore, time for installation of the foundation system can be a factor. Constructability is something to consider as well. If the local contracting firms are unfamiliar with a technically feasible foundation system, then there may be a premium added to the project after the project starts. Sometimes a ‘cheap’ part makes 30
footings appear cheaper. Similarly, does the ‘cheapest’ foundation have off site impacts that result in higher project costs? Sometimes the more ‘expensive’ foundation eliminates underpinning, site stabilization, or expensive backfilling. Successful engineers, architects, owners, and contractors must look at the whole building ‘system’ and not merely the cost of the ‘part’ in ultimately selecting the correct foundation. What types of foundation systems are available? Certainly the two that come to mind quickly are the most common, spread footing foundations and deep foundations (piles or drilled piers). The distinction between these two systems is that the spread footings are generally termed ‘shallow’ foundations, because the bearing surface is generally within several feet of the building subgrade, while piles or drilled piers are generally termed ‘deep’ foundations, because the support of the foundation system is usually deep within the subsurface strata below the structure. Not-withstanding some of the ‘system’ considerations discussed above, deep foundations are usually required when there is a soft layer directly below the building that will cause excessive settlement.
Experienced geotechnical engineers are well versed in a variety of support methods and apply that knowledge to the many ground situations that are faced by developers and owners today. While it is desirable that every project be supported by spread footings, the reality of the situation is that many of the ‘good’ sites suitable for spread footings have already been developed, leaving marginal to poor sites. Does the presence of soft soil layers, or even existing uncontrolled fill at the spread footing subgrade automatically result in the need to resort to the (usually) more costly deep foundations? Not necessarily. In the last two decades, there have been significant advances in ‘ground modification’ techniques, whereby the existing subsurface conditions are improved to a level where conventional spread footings can be used for support of the structure. While the ground modification techniques certainly add cost to a project, the cost increase can be less than the total cost for a deep foundation system. Some common ground modification techniques include; dynamic compaction, vibrated or rammed stone columns, compaction grouting, geosynthetically
-reinforced earth mattresses, wick drains with preloading, and chemical modification. Generally, these ground modification techniques require a specialty contractor. Once completed, they result in a site condition that allows conventional footings. The selection of the correct foundation system can have a significant impact on a project. Cost impacts, both planned and unplanned, can significantly affect the overall outcome of a project. Generally, the largest risk for cost overruns on a project lies within the subsurface conditions beneath the site. With a proper understanding of the options available, appropriate levels of subsurface exploration, and an appreciation of the factors that are a function of your site, expenses can be reduced and the ‘correct’ foundation system can be designed and constructed in a cost effective and timely manner. We hope this ‘Lessons Learned’ will help you arrive at a practical and cost-effective decision regarding the foundation system for your next project. Respectfully, ECS Corporate Services LLC.v
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Available 24/7 Lathes - Drill Presses - Milling Machines - Keyseaters, Horizontal and Vertical Boring Mills - Wheel Press, CNC Milling and Turning Centers - Tig, Mig, and Submerged Arc Welding - Fully Equipped Service and Welding Trucks
Metso Inc. - Authorized Repair Facility Specializing in Crusher Repairs, Mining, and Construction Equipment (ALL BRANDS) Cone - Omnicone - HP - Jaw - Gyratory - Gyradisc - Bowl Mills - Impact - Roll Mills - Screens Field Work: Teardowns - Welding - Line Boring - Assembly - UTI Stress Relieve System other components more expensive. Is the foundation one that results in the cheapest building ‘system’? Spread footings for buildings below ground,
into the water table, require continuous dewatering. This increases operational costs for the building ‘system,’ even though the spread Georgia Contractor
6100 Ross Road, Doraville, Georgia 30340 (770) 447-9545, (770) 441-8566 (fax), www.capitalcitymachine.com Emergency numbers: Charlotte Brown (770) 712-3128 | Michael McClure )678) 725-8377 May | June 2015
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