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Page 2 • November 25, 2020 • www.constructionequipmentguide.com • New England States Supplement • Construction Equipment Guide

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Page 4 • November 25, 2020 • www.constructionequipmentguide.com • New England States Supplement • Construction Equipment Guide

Conn. Awarded $65M to Replace 113-Year-Old Bridge Connecticut has been awarded $65 million in federal funding to begin the replacement of the 113-year-old Connecticut River Bridge that carries trains over the water between the towns of Old Lyme and Old Saybrook.

The estimated $400 million project, proposed by Amtrak, would replace the existing railroad lift bridge with a new, 1,600-ft.-long bascule bridge 52 ft. south of the old structure.

The original bridge, which dates to 1907, is an essential link on the Northeast Rail Corridor between Boston and Washington, D.C., and would remain operational during construction. It currently carries at least 56 trains every day, bringing not only Amtrak passengers, but also shuttling commuters on the Shore Line East service and giving passage to freight trains headed to Worcester and Providence.

The existing structure will be largely removed once the new bridge is completed.

The funding will kick-start the replacement, which is meant to streamline travel and reduce delays for rail and maritime traffic, said U.S. Sen. Richard Blumenthal and Rep. Joe Courtney, of the 2nd District. Both were on hand for the official announcement Oct. 27 at the DEEP Marine headquarters in

“As much as we love it, and we do love it, 113 years is a long time for a bridge to exist.”

Richard Blumenthal U.S. Senator (Conn.)

Old Lyme.

Blumenthal and Courtney said the bridge, though historic, is subject to breakdowns that slow both rail and boat traffic. When there are rail delays on the bridge, Blumenthal said, “traffic is paralyzed up and down the East Coast.” The senator also noted that Amtrak’s Northeast Corridor is the busiest in the nation and the trains that run along the century-old bridge are a pivotal mode of transportation to southeastern Connecticut.

“There is tremendous potential for increasing the flow of rail traffic here if we have reliable speedy crossing of this river, which right now is simply not happening,”

he explained.

“It’s time to move on to a new structure,” added Courtney. He called the project a “really exciting development for the state of Connecticut and also for the crusade and cause of really improving and upgrading ground transportation.”

The new bridge, which will be located just south of the current bridge, will be higher — 24 ft. instead of 18 — allowing for larger boats to pass underneath. Current designs call it to have the same two-track configuration and allow trains to pass over at 60 mph, rather than the current 45 mph speed limit.

The $65 million award will cover funding on the first phase of the bridge replacement.

The monies are part of a $144 million grant from the Federal Transportation Administration’s (FTA) State of Good Repair Grant (SGR) program, which also will allow for the replacement of the Walk Bridge down the coast in Norwalk.

Blumenthal said the funding is “great news but it’s only a down payment.”

According to the grant proposal, the entire project is estimated to cost $432,470,000.

The proposal included a $40.45 million contribution and $14.46 million commitment from the Connecticut Department of Transportation (CTDOT).

Keith Brothers, business manager of the CT Laborers’ District Council, commented that projects like the new rail bridges create hundreds of jobs. Courtney called the project a “job multiplier” and Blumenthal said there would be a huge return on investment, not only with more jobs but with more economic growth and support for small businesses.

The bridge is the oldest of its kind between New Haven and Boston. At the time it was built, Courtney said, it was “a wonder of the world.” Before it was erected, he said, trains had to stop on the Old Saybrook side and move passengers and freight to barges to get across the river.

“It’s really done great service over the years,” he said of the bridge, “but as you can see it’s definitely showing its age and the need to repair and fix [it] has reached a point where it really is time for the Amtrak system and the federal government to step in.

“As much as we love it, and we do love it, 113 years is a long time for a bridge to exist,” Blumenthal said.

The environmental assessment for the new bridge has been completed and the design for the replacement is almost finished, he confirmed.

Construction is expected to begin in 2024 and be completed by 2030. 

Design Ideas Propose New Life for Old New England Spans Ideas presented recently for what to do with the two old bridges connecting the towns of Brattleboro, Vt., and Hinsdale, N.H., all started with acknowledging the Connecticut River, the wildlife and the historical uses of the island between the two.

In mid-October, the public got its first glimpse of various design ideas, presented by a professor from Landscape Architecture and Regional Planning at the University of Massachusetts, Amherst.

Features of the designs, which were created during a special studio with students of Prof. Robert Ryan, included beaches, a kayak landing, boardwalks, an event area and small amphitheater, parking for food trucks, green space, walkways lined with flowers and a spot to fish.

The Southwest Region Planning Commission hosted the webinar on behalf of the Hinsdale-Brattleboro Bridge Project Advisory Committee, which includes select board members from both communities, plus representatives from the New Hampshire Department of Transportation (NHDOT), the Vermont Agency of Transportation (VTrans), the Windham Regional Commission, and Southwest Region Planning Commission.

Reporting to the advisory committee is the existing bridges subcommittee, which was tasked with developing “a vision for the Charles Dana and Anna Hunt Marsh Bridges and Hinsdale Island.” The two bridges are slated to be decommissioned and rehabilitated when the new bridge connecting the two towns is open to traffic in October 2024.

The subcommittee’s tasks include “envisioning activities and uses of the bridges and island, physical changes that might happen, management and maintenance considerations and expected impacts on economic development, tourism and recreational opportunities.”

Ryan brought 14 students to the bridges right before the pandemic state of emergency was declared last spring. He said the students did a lot of research and talked to people before settling down to draw up their own visions.

Most important, said Ryan, was creating a place that is in harmony with the river and the island while offering a place where people could connect with themselves, the community and nature.

In her design, Makenna Palzkill suggested building earthen jetties along the east side of

the island to restore it to the size it was before Vernon Dam impounded the river.

“This is a proposal to grow the island using the natural accretion of sediment coming down the river,” said Ryan, who presented four of the designs during a virtual meeting of the Hinsdale-Brattleboro Existing Bridges Subcommittee.

Another proposal envisioned a boardwalk up from the river along the Whetstone Brook, past the waterfall and on to trails in Brattleboro.

On the Brattleboro side, with the Brattleboro Museum and Arts Center proposing to build a new gallery on the north side of the brook and a world-class brewery on the river, Ryan said Bridge Street could, with the right touches, become a gateway to Brattleboro.

Rachel Newman proposed a woodland promenade where the road is now, with terraced gardens and a fishing dock.

In the designs, the bridges were cleaned up after an $8 million rehabilitation, with overhead artwork, a bike path and a walking path with raised planting beds and seating areas to watch the river and traffic on the new bridge.

According to the NHDOT, the rehab of

the existing bridges for pedestrian use is expected to cost Vermont $1.4 million and New Hampshire $6.6 million. Construction costs for the new bridge are $33.5 million for New Hampshire and $8.5 million for Vermont.

Trent Zanes, of NHDOT, said because people transporting boats with a car or truck won’t have access to a boat launch on the island anymore, the state is proposing a new boat launch 5 mi. south at an existing launch on Prospect Street in Hinsdale. The proposal includes paved parking, access to gravel parking and the ability to launch directly into the Connecticut River. Currently, boaters must launch into a channel first and navigate their way through a rail trail underpass.

The boat launch would belong to the town of Hinsdale when complete. Zanes said the town will be responsible for maintaining the boat launch, but he didn’t see much more than occasional mowing needing to be done.

And once the bridges are cleaned up, said Don Lyford, project manager of NHDOT, the bridges and island belong to Hinsdale.

“Right now, the plan is to fix them up for a 50-year life and turn the bridges over to the towns,” Lyford said. 

Construction Equipment Guide • New England States Supplement • www.constructionequipmentguide.com • November 25, 2020 • Page 5

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Page 8 • November 25, 2020 • www.constructionequipmentguide.com • New England States Supplement • Construction Equipment Guide

Mohawk Northeast Leads $46M Arrigoni Bridge Project

The bridge’s two center spans were replaced in 2012, as Phase I of the bridge rehabilitation; a Phase II effort was required to complete remaining rehab work, which included the replacement of the approach deck spans.

ARRIGONI from page 1

Phase II work is under way on the Connecticut Department of Transportation (CTDOT) Arrigoni Bridge project.

Replacement of the Arrigoni approach spans will be completed in three stages.

Stage 1 demolition of the existing deck and parapets has been project in Middletown. carried out. Stage 2 and 3 demo “Both project limits abut each remains to be completed. Class S other,” said James Vincenzo, concrete substructure repairs also CTDOT transportation supervishave been ongoing, which ing engineer. “Due to the possibilrequires the sounding of substrucity of conflicting traffic patterns ture elements to determine areas and the need for constant project of deterioration that require repair. coordination, it was decided to The earth excavation quantity combine both projects into one was estimated at 3,077 cu. yds. contract, in order to have one There are additional items on the prime contractor coordinating project that include excavation. work on both projects. This Excavation is required for roadreduced the probability of contracway reconstruction, traffic fountual and construction conflicts dation installation, sidewalk during construction.”

The bridge’s two center spans The contractor must complete the three stages within 540 days from the time traffic is first impacted. installation, curbing installation, drainage structure installation, were replaced in 2012, as Phase I temporary access road construction, etc. A of the bridge rehabilitation; a Phase II effort majority of the project is bridge rehabilitawas required to complete remaining rehab tion work, so earthwork tasks are limited. work, which included the replacement of the Temporary precast concrete barrier curbs approach deck spans. are anchored to the existing bridge deck in “The site required minimal clearing to staged construction. Debris shields are start construction,” said Vincenzo. “Prep installed prior to demolition, along with all work involved clearing and grubbing, setting safety appurtenances in accordance with up of staging areas and access roads and OSHA regulations. coordination with P&W railroad.”

During construction, existing pedestrian Replacement of the Arrigoni approach rail and light standards are removed, folspans will be completed in three stages. lowed by barrier curb, sidewalk and sideTraffic is reduced from two lanes in each walk struts and brackets. The bridge deck direction to one lane in each direction during can then be sawcut, removed in sections and all stages. Work zones will be protected with hauled off. After deck demolition, structural temporary precast concrete barrier curb. The steel repairs are completed, along with deck contractor must complete the three stages within 540 days from the time traffic is first Construction is taking place simultaneously with the Saint John’s Square/Main forming, shear connector installation, rebar installation and low permeability concrete impacted.

Street intersection operational improvement project in Middletown. placement.

Vincenzo noted that cold weather paving After proper curing time, cold applied and concrete plans are necessary to meet the Main materials include structural steel luminaires, protective fencing, elastomeric elastomeric concrete membrane is installed project specification requirements and (steel plates, sidewalk struts/brackets, span cold applied membrane, various pavements followed by pavement courses. Deck aggressive project schedule. Heating may be poles, mast arms, etc.), galvanized deformed (HMA / PMA), traffic signals and equiprequired to provide a proper concrete curing steel bars, various concrete classes, low per- ment, bearings, precast concrete barrier curb, replacement must be coordinated with the environment. meability concrete, precast sidewalk panels, drainage structures and shear connectors. see ARRIGONI page 12

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Page 10 • November 25, 2020 • www.constructionequipmentguide.com • New England States Supplement • Construction Equipment Guide

Biz Gets Innovative in Expanding Downtown Skowhegan One business owner’s unique, outsidethe-box, thinking is driving a new business venture in downtown Skowhegan, Maine, that, in collaboration with other businesses, promises positive outcomes for the town and surrounding areas in the coming years.

Maine Grains, housed at the former Somerset County Jail at 42 Court St., announced earlier in October that Amber Lambke, CEO and co-owner, is leading a new real estate company, Land & Furrow LLC, and has purchased the former Kennebec Valley Inn property in downtown Skowhegan from the Somerset Economic Development Corp.

The plan is to develop and build a property that will supply housing, a space for the farmers market in the winter and to invite entrepreneurs to try out their businesses in a new building next to the gristmill.

Land & Furrow — whose name refers to the grooves and high points on a mill stone — was created after Lambke recognized that the business ownership and operational models of the enterprise were still coming together.

“It just seemed fitting while we work to identify the structure that gets the building built, but also the structure that could be put in place to serve the community in perpetuity,” Lambke said.

“Amber took a chance on the grist mill and invested in Skowhegan several years ago, and now she’s doing it again — which is amazing,” said Kristina Cannon, executive director of Main Street Skowhegan.

“It’s so exciting to think about what that vacant lot will be and what it will mean for the community in the coming years. We truly have a lot to be proud of here in Skowhegan.”

The parking lot outside of the grist mill also has been home to the Skowhegan Farmers Market, which has been around for approximately 25 years. The quandary has always been where the market can operate during the winter months. For the last few seasons, it has been housed at Boynton’s Greenhouse, just up the road on Route 201. “[Boynton’s Greenhouse] has served them okay, but we have a symbiotic relationship with a lot of the businesses here,” Lambke said. “For years we’ve brainstormed with the town and others how we can solve this winter’s farmers market location issue.”

A few years ago, she said, they explored the idea of placing a roof over the parking lot to protect the vendors during the winter months.

“In the end, I’m glad we waited, and I think we can blend the desire for a large, open space for them in a new building next

“The pandemic will end, and life will go on, and it’s not a time to stop thinking about where we need to be heading,” Amber Lambke Land & Furrow LLC

door.”

The gristmill started in 2007, where the idea of a Maine Grain Alliance first evolved.

Maine Grains Grist Mill also houses a radio station, yarn shop, a full sit-down restaurant and a creamery. The company has grown continuously since the formation of the Maine Grain Alliance in 2012 and has continued to thrive during the pandemic.

preneurs’ growth and making space for future entrepreneurs,” Lambke said. “All the while considering the need for more housing in Skowhegan to house the workers that we’re attracting to town with our new businesses.”

The new facility also will create new jobs within Maine Grains. Currently, Lambke has approximately 20 employees at the gristmill and 15 employees at the cafe.

“As they grow and put on new employees, the spinoff of them attracting that many more people in the area is going to help all of the businesses,” said Jeff Hewett, director of Skowhegan Economic and Community Development and part of Skowhegan Economic Development Corp. (SEDC).

“That’s part of what SEDC was looking at.”

Lambke is hopeful that with other Kristina Cannon big projects in surrounding areas, Main Street Skowhegan this key plot of land in the heart of Skowhegan’s downtown can serve and tie together different attractions.

In mid-March, when the pandemic first “With Main Street being focused on the hit and panic sent shoppers rushing to the Run of River project and with the mill being grocery store to buy flour, employees at here, the farmers market, there is a chance to Maine Grains buckled down and worked to make this a beautiful corridor of economic keep their products stocked and available to and social activity between here and the distributors. Their way of doing business, a Kennebec River,” Lambke said. “We view collaborative model for rural areas, was this parking lot area, if framed by a new praised as standing for a “radical vision: the building next door, will really form a plaza return of true agricultural localism.” that is a lovely place to gather and be outSales at Maine Grains have skyrocketed side.” during the pandemic and the business earned The Kennebec Valley Inn praise from The New York Times, which In 2018, the Kennebec Valley Inn (KVI), pointed out the company’s way of doing which had stood for 117 years on Court business.

Street, was demolished after being purchased for $73,000 by the Skowhegan Lifting Project Off the Ground Economic Development Corp. At the time Lambke said that in the last year, their of the purchase, Hewett said that the group organization was the recipient of a grant hoped to create a new, multi-use building on from the Cummings Fund, which allowed the site. them to explore the feasibility of a future “The KVI was a big, old structure that building in the adjacent lot with all the nec- was moved by oxen from where the municessary partners and to also hear an updated ipal building is to this location,” Hewett said. perspective on the growth plans of some of “Back in the early 1900s, in its heyday, the the food businesses in Skowhegan and what building was beautiful.” their space needs are.

Over the years, however, the building “It’s Maine Grain’s growth, it is the farm- deteriorated. The three-story structure had ers market’s growth, it’s the individual entre- small rooms that were hard to renovate

“It’s so exciting to think about what that vacant lot will be and what it will mean for the community in the coming years.”

because of the varying levels of asbestos throughout the building. With the problems that existed, and risks associated with buying the property, many private buyers turned away, Hewett said.

After a lot of discussion within SEDC, the decision was made to buy the building, abate it, and then tear it down. At that time, Hewett said, discussions with Lambke had taken place, ideas had been shared, but there was no plan in place.

“We were able to put together a proposal with her that worked for us and her, and we believe that it’s going to have a major impact on the town of Skowhegan,” Hewett said.

“It’s going to impact every business in Skowhegan one way or another.”

New Construction Lambke said that the goal is to begin construction within the next four to five years.

“The solution that SEDC came up with us was to allow us to enter into a purchase and sale agreement for the land with the stipulation that we have a year to achieve and approve of a construction plan with the town,” she said. “Then we have up to four years after that to get a final building built, so while we hope to execute that project sooner, we recognize that it may take time to find the right partners and to build a model that is going to be successful in Skowhegan.”

What is unique about this project is the hybrid model that is being explored. This will allow occupants to come into the building having an equity stake in the project with an upfront cost to get into the building and potentially a monthly due to the building.

When they choose to leave, they can sell their equity space. This model, Lambke said, makes construction in rural areas possible.

“I think Amber’s drive really comes from her thinking outside of the box,” Hewett said. “She doesn’t use the normal practice on new projects, and I think that’s worked extremely well for her.”

Housing and childcare have both been considered essential elements to include in the new construction. To attract new workers to town, housing needs to be available to them.

“Childcare is an issue for many of our employees, and we envision the possibility of childcare services that can happen in the building next door,” Lambke said. “At any given time, I have a handful of employees that are looking for houses to buy or rent and the housing stock is just short.”

Despite the pandemic, Lambke is hopeful that this project will only bring positive outcomes to the town.

“The pandemic will end, and life will go on, and it’s not a time to stop thinking about where we need to be heading,” Lambke said. 

Construction Equipment Guide • New England States Supplement • www.constructionequipmentguide.com • November 25, 2020 • Page 11

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HD 17’ Sectional ional

LD 15.5’ Sectional

HD 19.5’ Sectional ctional

Page 12 • November 25, 2020 • www.constructionequipmentguide.com • New England States Supplement • Construction Equipment Guide

Mohawk Northeast Employs Bevy of Iron On Two Projects ARRIGONI from page 8

replacement of the barrier curb, sidewalk and railing installation.

The substructure must be sounded to determine areas of concrete deterioration.

Deteriorated areas are removed to sound concrete, and class S concrete repairs are completed. There also are numerous substructure steel repairs being performed in deteriorated sections of substructure components.

Temporary precast concrete barrier curb allows for staged construction to occur in a safe manner. The TPCBC is anchored to the existing bridge deck and separates traffic from the work zone during deck reconstruction.

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According to CTDOT, the bridge exemplifies the long-span bridge engineering of the first half of the 20th century. Because of the growing need to provide uninterrupted highway passage over large bodies of water, engineers were called upon to design large cantilevered trusses, suspension bridges and steel arches.

Innovative erection methods, the availability of very large structural components and special metals all contributed to the development of long-span bridge technology.

Almost a third of the bridge used high-strength silicon steel, and the structure was almost entirely erected by building the arches outward from the center pier, letting them balance each other as they were extended over the water.

Another interesting feature is the use of chains of huge eyebars under the roadway that tie together the ends of each arch. The tied-arch technique resisted the outward horizontal thrust of the arches and allowed the piers to be much smaller and more economical.

As for the St. John’s Square and Main Street construction, it involves carrying out the geometric realignment of the intersection to improve safety and operational efficiency.

“The proposed work included the addition of two turn lanes on St. John’s square westbound,” said Vincenzo.

“Widening occurred on the southbound side, in order to incorporate the two new lanes, as well as a proposed median island. In addition, geometric improvements were made to the intersection by way of median islands on Main Street that will serve to normalize the alignment.”

Work on the project, which is funded with a combination of federal and state funds, began in February 2020. The anticipated completion date is early 2022. Construction is currently on schedule and within budget.

Mohawk Northeast Inc. serves as the prime contractor on the project.

Equipment owned and used on site by Mohawk includes an Aspen A-62 snooper; Cat 330 and Cat M322D excavators; a Cat 938M loader; a Cat 305E mini-excavator; a Schwing S20 concrete pumper truck; Wirtgen W120 CFi and Wirtgen W35 DC millers; and a National Crane Series NBT 30H truck crane.

According to Mohawk Project Manager Tim O’Connell, the project is an ideal fit for his company.

“With over 50 years of bridge construction experience, Mohawk Northeast is ideally suited to complete the Arrigoni Bridge reconstruction project. Having completed numerous projects with similar features, such as a tight schedule, heavy traffic congestion and limited/restricted site conditions, Mohawk has proven itself to be a leader in the industry.”

O’Connell added, “We have a strong working relationship with the DOT, and understand what it takes to complete a project of this nature. Many of our workers live in the area and/or travel across this bridge daily. When working on such an iconic bridge so close to home, there is a sense of pride taken in our workmanship. We have the equipment needed to complete the project, along with the experience to give Connecticut a bridge that will last for years to come.”  CEG

Construction Equipment Guide • New England States Supplement • www.constructionequipmentguide.com • November 25, 2020 • Page 13

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Page 14 • November 25, 2020 • www.constructionequipmentguide.com • New England States Supplement • Construction Equipment Guide

Lexington Preservation Success Wins National Honors The town of Lexington, Mass., has been honored with FP2’s James B. Sorenson Award for Excellence in Pavement Preservation for 2020.

The award was presented in October 2020 at the Lexington Battle Green to John Livsey, town engineer, by FP2 President Scott Bergkamp. Lexington Green was site of the first armed confrontation of the American War for Independence, where the “Shot heard around the world” was fired.

Lexington was nominated for the award by indus, formerly Sealcoating Inc., of Braintree, Mass., in partnership with Lexington.

The Sorenson Award is presented by FP2 to recognize superior pavement preservation practice, usually to a city, township, county or state agency. The deadline for entries for the year 2021 is July 1, 2021.

“The application submitted was judged to be exceptional and indicated the commitment that the town and its staff have made in keeping good roads good, and engaging the traveling public in Lexington with the benefits of their program,” said FP2 executive director Jim Moulthrop. “Their activities to make constituents aware of the benefits to be accrued using preservation are to be commended.”

“If you have less money, if your budget is being cut, or even just not being increased, it’s the best time to perform preservation,” said Livsey. “The less you have, the more critical it is to really stretch your dollars and make sure that the better condition roads just do not slip.”

engineering department’s goal of attaining an average PCI in the mid-80s. Since then the town’s Capital Expenditures Committee has support the program and its proposed budget every year.

With the number of resident complaints going down, and the number of “thank you” e-mails going up, Lexington leaders are pleased with the growing public support and appreciation for their pavement management efforts. Internally, town employees also have embraced pavement preservation as the new and right way to responsibly manage the community’s most valuable physical asset.

• Demonstration of the preservation principles by using the Right Treatment, on the Right Road, at the Right Time (20 percent weighting). Ten years ago, prior to implementing its robust pavement preservation initiative, the Lexington annual work program was like many others in New England, and utilized just three primary treatments.

Joe Brown photo Most funding was spent doing hot mix asphalt (HMA) mill-and-fill, and full depth Lexington, Mass., Town Engineer John Livsey (L) and FP2 President Scott reclamation (FDR), and any remaining Bergkamp, with the 2020 James B. Sorenson Award for Excellence in Pavement funds were used for crack sealing. Today, Preservation. with the adoption of a more optimized pavement preservation approach, the Town of Lexington have wholeheartedly accepted Lexington utilizes as many as eight different Four Criteria The town of Lexington met all four of town engineer Livsey’s pavement preserva- treatments, each appropriate at different four criteria for an award-winning program, tion program as the best long-term strategy points in time as an asphalt pavement deterifor cost-effectively providing residents with orates. the award committee decided.

These treatments include crack seal, fog • Acceptance of the pavement preserva- good roads, the nominators say.

Starting with a network pavement condi- seals and rejuvenators, micro surfacing, cape tion concept by elected officials, general public, employees and industry (40 percent tion index (PCI) of only 68 ten years ago, the seals, 1.5- to 2-in. HMA “Thinlays,” HMA award weighting). Elected officials in town’s board of selectmen accepted the see PRESERVATION page 16

In 2018, in the town of Lexington, Mass., Sealcoating Inc. places slurry surfacing atop chip seal on town of Lexington street.

Construction Equipment Guide • New England States Supplement • www.constructionequipmentguide.com • November 25, 2020 • Page 15

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Page 16 • November 25, 2020 • www.constructionequipmentguide.com • New England States Supplement • Construction Equipment Guide

Pavement Preservation Earns Town National Recognition PRESERVATION from page 14

preservation have been: • Adding net gains of new service life to mill-and-fill, cold in-place recycling (CIR) Lexington’s network in each of the last four and FDR, with a heavy emphasis on top-ofyears. the-curve preventive maintenance.

• Decreasing the network backlog of all To utilize each of these repair and mainterequired repairs from a high of $20.35 milnance tools effectively, Lexington is comlion in 2012 to $7.25 million in 2020. mitted to keeping the data in its pavement • Increasing the average network condimanagement system live and up-to-date. tion rating from a PCI of 68 in 2010 to an The current condition rating of every road RSR of 85 in 2020 (Lexington’s original segment is estimated annually, including the pavement management consultant used a severity and extent of pavement distresses.

PCI rating system and their current consultThe pavement management program ant uses a Road Surface Rating [RSR] sysmatches the most suitable treatment strategy tem, which generally is comparable to PCI. to each road segment based on these condi• Reducing the percentage of poorer contion ratings, and the engineering staff then dition roads requiring major rehabilitation or works with local trusted contractors to conreconstruction from 39 percent of the netfirm and fine-tune the software’s recomwork in 2010 to only 15 percent in 2020. mended treatment solution for each road.

Having accomplished its goal of 10 years • Use of communication techniques to ago of reaching an average network PCI in keep the public notified about upcoming the mid-80s, Lexington has determined it preservation road work in the area (10 percould cut its annual pavement management cent weighting). budget by about $1.2 million and still retain Of the more than 200 road owner agenthis high average PCI by simply practicing cies indus works for each year, Lexington’s pavement preservation and staying focused public notification process is by far the most on keeping good roads in good condition. comprehensive, and is a big part of why their But with residents overwhelmingly suppavement preservation program has been so Joe Brown photo portive of the road program, and excited successful and accepted by the community.

Lexington’s outreach program answers At the Sorenson awards luncheon Oct. 14 (L-R) are Trish Malatesta, town of about the progress made, town leaders have not only the “where” and “when” questions Lexington engineering aide; Wayne Medlin, engineering inspector; Scott Bergkamp, opted to keep the current budget steady and residents want to know to minimize the con- president, FP2 Inc.; Matt Weisman, senior civil engineer; John Livsey, town engineer; continue to improve their average condition rating. struction inconvenience, but also answers Mike Sprague, senior civil engineer; and Chris Lanigan, highway crew chief. the “what” and “why” questions peoAbout FP2 Inc. ple often have when they see differFP2 Inc. is a non-profit trade assoent, non-traditional paving methods ciation organized under the Internal being used.

Revenue Code Section 501(c)6, and At the start of each construction is supported by the pavement preserseason, residents with property abutvation industry, contractors, material ting every road being improved suppliers and equipment manufacreceive a letter and a map detailing turers. all the treatments the town has Formerly known as the planned for that year.

Foundation for Pavement • Uniqueness of the program, Preservation, FP2 supports the adopincluding documenting tangible bention of pavement preservation at all efits such as increased useable life of levels of government and works to the pavement, new concepts or appliensure that pavement preservation cations employed, reduced user becomes a part of road programs delays during treatment applications, from coast-to-coast. It also supports and decreased frequency of reconvaluable research in pavement struction and major rehabilitation or preservation. reconstruction (30 percent weightSignificantly, FP2 works in close ing). cooperation with the Federal Reducing user delays is paraHighway Administration, the NCPP mount to public acceptance of paveand regional pavement preservation ment preservation treatments, and partnerships and state-based paveLexington is unique in that it goes to ment preservation centers. extraordinary measures to achieve FP2 also sponsors key promotionthis goal. al activity events, such as internaAside from some of the communication techniques described above, Lexington Town Engineer John Livsey stands at threshold of fog seal to rear, and double micro tional and national pavement preservation conferences. It supports distriother measures include performing surfacing (“cape” seal) in the foreground. bution of promotional information to treatments in school zones at night motorists. it’s achieved in a relatively short amount of support pavement preservation, such as whenever schools are in session and using its The real uniqueness of the Lexington pro- time. Some of the documented tangible ben- brochures and the quarterly magazine Twitter feed to provide updated construction schedules and detour maps to affected gram, according to the judges, is the success efits of their commitment to pavement Pavement Preservation Journal. 

Construction Equipment Guide • New England States Supplement • www.constructionequipmentguide.com • November 25, 2020 • Page 17

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Page 18 • November 25, 2020 • www.constructionequipmentguide.com • New England States Supplement • Construction Equipment Guide

NEW ENGLAND SUPPLEMENT ADVERTISER INDEX A QUICK PICK CRANE SERVICE INC ..........................12 ARGUS INDUSTRIAL COMPANY ....................................1 BULLETIN BOARD..........................................................12 EQUIP-SALE AND LEASING CORP ..............................17 EQUIPMENT EAST ........................................................1,7 FOLEY INC - WORCESTER ............................................1 GORILLA HAMMERS........................................................1 H O PENN MACHINERY CO INC ....................................5 HYUNDAI CONSTRUCTION EQUIPMENT....................13 J R VINAGRO CORPORATION........................................1 M G EQUIPMENT ............................................................1 MILTON CAT....................................................................17 MONROE TRACTOR & IMPLEMENT CO........................9 NEW ENGLAND MOBILE CRUSHING ..........................20 NORTHLAND JCB/ALTA EQUIPMENT ..........................11 POWERSCREEN NEW ENGLAND................................15 ROGERS BROTHERS CORPORATION ........................19 SHAWMUT EQUIPMENT CO INC ..................................12 T-QUIP SALES & RENTAL INC ........................................6 THE N.I.C.E. COMPANY ..................................................6 THE W. I. CLARK COMPANY ..........................................2 TIBBITS EQUIPMENT SERVICES INC ............................1 TYLER EQUIPMENT CORPORATION ............................3 The Advertisers Index is printed as a free editorial service to our advertisers and readership. Construction Equipment Guide is not responsible for errors or omissions.

Genalco Agrees to Promote, Distribute Gorilla Breaker Line STORY from page 1

Robert Tedesco, vice president of Gorilla Hammers, and Tom Rielly, sales manager of Genalco, have announced that Genalco Inc. will be promoting and distributing Gorilla Hydraulic Breaker’s line of new hydraulic hammers, as well as multi make demolition tools and wear parts for breakers in Massachusetts, Rhode Island and the surrounding areas.

“This agreement with Gorilla Hammers is an ideal situation for both companies,” Rielly said. “New England is a very significant hammer market. Any land that is left to be built on is hard rock and involves either hammering or blasting before the project can get started. Our customers have been able to purchase breaker steel from us over the years, but we have not had a complete hammer to offer them.”

Gorilla focuses its resources on supplying its hammers and parts to its distribution network across the country and has traditionally not had sales representatives on the road in New England representing its product.

Rielly and Genalco are excited to be bringing the Gorilla product to their customers.

“It is a high-end breaker at a very competitive price,” Rielly said. “[Gorilla Hammers] have long had a reputation of offering great product support and parts availability, which

gives us the confidence that we need to offer this product to our customers.”

Genalco offers a very wide variety of products from its four strategically-located facilities across New England. These products include ground-engaging tools, fleet parts, lifting and transport chains, crusher parts and hydraulic hoses, as well as attachments including thumbs, grapples, forks, excavator and loader buckets.

Genalco has specialized in supplying New England contractors with heavy equipment and contractor supplies since 1947. It has stores in Needham and Springfield, Mass., Warwick, R.I., and West Haven, Conn., with sales coverage that reaches New Hampshire and Vermont, as well as 10 representatives on the road who personally call on construction firms. Each one of its facilities has a large inventory of parts and wear items, as well as a hydraulic shop. For more information, visit www.genalco.com.

Gorilla Hammers’ nearly 90-year-old family owned core business began repairing and supplying hydraulic breakers nearly 30 years ago for contractors, aggregate producers and related industries. Gorilla’s line of hydraulic breakers ranges in size from 200 ft. lbs. to 16,000 ft. lbs. of impact force. For more information, visit www.gorillahammers.com. 

Construction Equipment Guide • New England States Supplement • www.constructionequipmentguide.com • November 25, 2020 • Page 19

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Page 20 • November 25, 2020 • www.constructionequipmentguide.com • New England States Supplement • Construction Equipment Guide

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