Ohio 11 June 1, 2019

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Large ODOT Contracts Focus on Mill Creek Expressway ODOT photo

ODOT photo

Work on the Mill Creek Expressway, parceled out into 11 separate phases, started in 2010 and is scheduled for completion in 2025.

By Irwin Rapoport CEG CORRESPONDENT

Following completion of the Phase 5A of its Mill Creek Expressway project, the Ohio Department of Transportation will award two more major contracts to general contractors to complete the 11-phase project in greater Cincinnati that started in 2010 and is scheduled for completion in 2025.

The remaining phases of the $550 million to $650 million overall project are Phase 5B, currently

valued at $91 million, and Phase 8, currently valued at $121.6 million.

Phase 5B is scheduled to start in the summer of 2022 and be completed in the fall of 2024. Phase 8 is scheduled to start in May 2022 and be delivered in September 2025.

Walsh Construction was awarded the contract for Phase 5A, an $86.9 million project that is adding lanes and resurfacing I-75 between the Mitchell Avenue interchange and the Western Hills Viaduct, and also includes improvements to the interchanges at Hopple Street, I-74

The multiphase project will add lanes to I-75 and provide full-depth pavement reconstruction from the Paddock Road Interchange to the Western Hills Viaduct. It also will include improvements to the interchanges at Hopple Street, I-74, Mitchell Avenue, Norwood Lateral, and Paddock Road — a length of approximately 8 mi.

and Mitchell Avenue.

ODOT is looking to let the Phase 5B project in July 2021 and Phase 8 in January 2022.

“The preliminary development of both phases continues to be on schedule and moving to construction in a couple of years,” said

ODOT District 8 Communications Manager Brian Cunningham.

Phases 5A and 5B are widening see ODOT page 6

Ohio’s Shale Energy Industry Attracts $74B in Investment Total investment in Ohio’s resource-rich shale energy sector has reached $74 billion since tracking began in 2011, according to a Cleveland State University study.

Prepared for JobsOhio, the report represents the most recent data available and covers shale investment through the first half of 2018. It comes just weeks after IHS Markit released estimates that by 2040, the Utica and Marcellus

shale region, of which Ohio is a significant part, will supply nearly half of all U.S. natural gas production.

The study from CSU’s Energy Policy Center at the Maxine Goodman Levin College of Urban Affairs, showed that drilling activity slowed, but remained significant in Ohio from January to June 2018. During the first half of the year, investment in Ohio’s upstream, midstream, and downstream

energy ecosystem totaled $4.6 billion, the study showed.

Upstream activities, such as drilling or royalties, accounted for more than $3.4 billion of this total. According to the Ohio Department of Natural Resources, 157 wells were listed as “drilled, drilling or producing” in Ohio, with Belmont, Monroe, and Jefferson counties representing the most active areas. see SHALE page 4

Page 2 • June 1, 2019 • www.constructionequipmentguide.com • Ohio State Supplement • Construction Equipment Guide

K-Tec, Volvo Combo Saves Costs for Dollar Tree Project

By Shane Kroeker SPECIAL TO CEG

Dollar Tree Inc., North America’s leading operator of discount variety stores, has construction under way on a new 1.2 millionsq.-ft distribution facility in Ohio's Bennington Township, Morrow County. The company is investing more than $125 million in the project, which will provide service directly to Ohio’s 735 existing Dollar Tree and Family Dollar stores.

Construction began in the summer of 2018 and has an aggressive timeline that calls for the facility to be operational by summer 2019.

Clancy & Theys Construction Company, headquartered in Raleigh, N.C., is the general contractor on the project, which, to meet the tight time frame, put the earthworks responsibility out to tender. Three Ohiobased contractors expressed interest in tackling the challenge with their earthmoving expertise.

Trucco Construction Co. of Delaware, Ohio, put in a bid on the project, basing its earthmoving production numbers on the use of seven K-Tec scrapers, Volvo full-suspension articulated dump trucks (ADTs) and more than a dozen other pieces of various earthmoving support equipment. Rudd Equipment Company, a dealership for both the Volvo ADTs and K-Tec scrapers, provided product solutions and support, allowing Trucco to make a strong proposal for its project pitch.

“What the customer looks at is the cost per yard that they are moving material, so when we look at the overall cost with the KTec scraper married up to the Volvo A45 artic truck, your costs are so much lower,” said Rudd Columbus Branch Vice President Martin McCutcheon. “When you put everything together from the K-Tec quality product to the Volvo quality product, it is hands down, as far as cost per yard, the best product that is out there, with a quality dealership in Rudd standing behind it.”

Due to its advantage in cost and production performance, Trucco successfully outbid the two other contractors and was appointed the earthworks subcontractor for the project.

Trucco had two months to complete the earthworks on the Dollar Tree distribution center project, which required more than 500,000 cu. yds. of clay and topsoil to be moved.

“We are trying to move over 20,000 cubic yards a day,” noted Dave Overholt, superintendent of Trucco Construction. “We selfload when stripping the topsoil, and we typically push load the K-Tec’s in the highmoisture, clay-cut material.”

Rain is always a concern in Ohio, and

K-Tec Earthmovers photo

Trucco Construction Co. used K-Tec scrapers and Volvo full-suspension articulated dump trucks to move earth for a 1.2 million-sq.-ft Dollar Tree distribution facility.

K-Tec Earthmovers photo

Trucco’s fleet of K-Tec scrapers and Volvo ADTs moved an average of 20,000 cu. yds. of material per day and sometimes exceeded expectations by moving upwards of 23,000 cu. yds.

Trucco’s use of K-Tec equipment has been strategic. The fleet is able to get into wetter underfoot conditions with the K-Tec scrapers, compared with traditional twin-engine scrapers, as the K-Tec machines do not pump out the soft haul road.

A well-maintained, 750-ft. haul road has been critical for the 5- to 6-minute production cycle at the job site. The smooth ride of the Volvo full-suspension articulated dump

trucks, combined with the automatic cushion ride system of the K-Tec scraper, makes for an enjoyable ride for operators, who complete their jobs comfortably and productively.

This combination “is basically the only way to go,” Overholt said. “They are very easy to adapt to the operators. The operator isn’t getting beat around and can run at high speeds on the haul road. The ride is tremendous.”

Even with the tight timeline, Trucco Construction utilized its earthmoving assets to advantage. Crews experienced 39 weather days during the project, with 56 in. of rain — a seasonal record high for the area — yet the company still came in on time for the building pad earthwork and did not hold the project up for any other subcontractors.

True to the original project estimations, the Volvo ADT and K-Tec scraper fleet performance averaged 20,000 cu. yds. per day and sometimes even exceeded expectations by moving upwards of 23,000 cu. yds. in a day.

Trucco has an additional 50,000 cu. yds. of supplementary earthwork to move on the Dollar Tree property to wrap up in spring of 2019.

Considering future scraper investments for Trucco’s fleet, Overholt said, “I can see us in the near future, buying a couple more.

They’re just the way to go.”

From being able to quote the job at a lower cost per cubic yard than competitors, to handling wet conditions, as well as making a profit, the production efficiency and savings derived from the Volvo ADT and KTec scraper earthmoving fleet seem to be making money grow on trees on this earthmoving project.

To watch Trucco in action on the Dollar Tree Project, view the jobsite video at https://youtu.be/rPSzfr3Y4T4. 

Construction Equipment Guide • Ohio State Supplement • www.constructionequipmentguide.com • June 1, 2019 • Page 3

Page 4 • June 1, 2019 • www.constructionequipmentguide.com • Ohio State Supplement • Construction Equipment Guide

Southeastern Equipment Co. Names New Branch Manager

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Southeastern Equipment Company announced that Clint Appleman is the new branch manager of its Heath, Ohio, location. Appleman’s responsibilities include overseeing Heath’s sales, service and parts teams while ensuring that customers receive excellent service.

“We are lucky to have Clint leading our Heath branch,” said Southeastern Equipment’s President, Mickey Gourley. “His extensive knowledge of the industry and our customers will ensure positive growth for the branch.”

Before he was promoted to branch manager, Appleman was a product support sales representative for six years and worked in the road building division. He began his Southeastern career in 1996 as a parts associate.

For more information, visit www.southeasternequip.com.

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Investment continued in Ohio’s midstream assets, which include assets such as pipelines, processing plants, and storage, in the first six months of 2018. The investment included nearly $400 million worth of construction starts for processing plants, which represent the compression, dehydration and fractionation necessary in the processing of natural gas resources.

However, the period saw more limited investment in transmission lines, largely due to the recognition of the Nexus pipeline investment being attributed completely to the second half of 2017.

Progress was under way in the development of several downstream energy assets during the first half of 2018, including natural gas-fired electrical generation facilities, a Cleveland Cliffs hot briquetted iron plant, and a compressed natural gas fueling station in Columbus.

However, the natural gas generation facilities were not included in the investment numbers; permitting was under way for several natural gas power plants at the start of 2018, but none had yet started construction.

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Indirect investments, such as development of new manufacturing in the area as a result of lower energy costs, were not included in the study.

“The landscape for American energy looks vastly different now than it did just five or 10 years ago, and that is largely due to the resources being unlocked in the Ohio Valley,” said Matt Cybulski, director of energy and chemicals at JobsOhio. “Whether you are directly involved in the oil and gas value chain, a petrochemical company, or an energy-intensive manufacturer looking for a new home, it is impossible to ignore what these abundant, low-cost feedstocks can do for your business.”

Much of this growth can be attributed to Ohio’s proximity to the Utica and Marcellus shale formations in eastern Ohio, which offer a large supply of low-cost natural gas, natural gas liquids (NGLs) and oils and account for more than 85 percent of U.S. shale gas production growth since 2011.

This study was the fifth in a series CSU has prepared on investment in the Utica Shale. 

Construction Equipment Guide • Ohio State Supplement • www.constructionequipmentguide.com • June 1, 2019 • Page 5

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ODOT Announces Leadership Changes in Columbus, Lima A change in leadership is occurring at the Ohio Department of Transportation (ODOT).

Kirk Slusher of Lima has accepted the position as assistant director of field operations for ODOT in Columbus. As an assistant director, Slusher will oversee the district deputy directors in each of the state’s 12 transportation districts, and will oversee the central office divisions of operations, information technology, facilities and equipment management.

Slusher served as deputy director for ODOT District 1 since 2011. His new appointment became effective April 15.

He will serve under ODOT Director Jack Marchbanks and alongside Assistant Directors Lloyd Macadam and Pamela Vest-Boratyn.

“I’ve been honored over the past eight years to lead a group of employees that is so dedicated to serving the citizens of our eight-county region,” said Slusher. “I’m ready to take what I’ve learned over my 33 years and lead at the statewide level.”

Replacing Slusher as deputy director at the Lima office is Chris Hughes of Van Wert, who officially assumed the role on April 15.

As deputy director, Hughes will direct all aspects of the district, which is responsible for the maintenance of 3,300 lane mi. of state and federal highways and more than 800 bridges. The district encompasses an eight-county region in northwest Ohio with 320 full-time employees, a $39 million annual operating budget and a $40 million capital program budget.

ODOT District 1 serves the northwest Ohio counties of Allen, Defiance, Hancock, Hardin, Paulding, Putnam, Van

Kirk Slusher

Chris Hughes

Wert and Wyandot.

“This is an exciting and challenging time for ODOT, and I look forward to facing those challenges and being part of the solution,” Hughes said. “I will give my best to the position, our employees and to the public we serve.”

Slusher graduated from Ohio Northern University with a Bachelor of Science degree in civil engineering. He then began working for ODOT in District 1 as a design engineer.

He worked in design, planning and construction and served as planning administrator before becoming deputy director.

As deputy director, Slusher created and executed a plan that consolidated several district work units at the Lima district headquarters into one campus setting. The result was greater efficiency, improved facilities and increased convenience for employees and equipment access.

He also expanded a job shadowing program that allows employees to experience other careers within ODOT. The program provides a good basis for opportunity and succession planning as employees leave the agency.

The workforce’s diversity increased in the district during Slusher’s tenure. He established an apprenticeship program designed to reach an audience that otherwise might not have considered highway work as a career. Since 2014, more than 60 individuals have been hired into the program, and of those, more than 20 became full-time employees.

Slusher currently serves as co-chair of the funding council, a statewide body that guides major funding decisions for the agency. He also was a founding member of the technology council, a statewide body that receives and prioritizes technology projects.

Hughes graduated from The Ohio State University in 2006 with a bachelor’s degree in civil engineering and began working for ODOT the same year as an engineer in training.

He then worked as a field engineer in construction overseeing a portion of the Fort to Port projects, which realigned and expanded U.S. 24 between Fort Wayne, Ind., and Toledo, Ohio. More recently, he served as project engineer during the first year of the current $114 million widening and reconstruction project on Interstate 75 through Hancock County and the city of Findlay.

Prior to being appointed deputy director, Hughes served as the district’s capital programs administrator, overseeing a program of approximately $40 million and a staff of 64 employees in the construction, and planning and engineering areas. 

Page 6 • June 1, 2019 • www.constructionequipmentguide.com • Ohio State Supplement • Construction Equipment Guide

Project Includes Interchange Reconstruction, Sewer Work ODOT from page 1 ODOT photo

and resurfacing 2 mi. of I-75, reconstructing 0.75 mi. of I-74, and rebuilding the I-75 interchange. Phase 5B will reconfigure the connection from southbound I-75 to westbound I-74 and provide additional improvements on westbound I-75.

Phase 8 will entail a complete asphalt pavement reconstruction and widening of 2.25 mi. of I-75 with additional northbound and southbound lanes and 0.25 mi. of reconstruction and widening of SR 562 in Hamilton County. Additional work will include reconstruction of 11 ramps, four roadway bridges, one pedestrian bridge, three railroad bridges, and 0.75 mi. of railroad reconstruction, as well as noise walls, retaining walls, ITS, lighting, water work, storm sewer systems, culvert rehabilitation, and BMP structures.

It also will involve reconstructing the SR 562/Norwood Lateral interchange, removing the Towne Avenue interchange, making minor improvements to the Paddock Road interchange and tying into the existing SR 126/Ronald Reagan Cross County Highway interchange southern ramps. The work zone extends from SR 562/Norwood Lateral to the area of SR 126/Ronald Reagan Cross County Highway/Galbraith Road.

The multiphase project will add lanes to I-75 and provide full-depth pavement reconstruction from the Paddock Road

Phase 8 of the Mill Creek Expressway renovation will entail pavement reconstruction and widening of 2.25 mi. of I-75, in addition to noise walls, retaining walls, ITS, lighting, water work, storm sewer systems, culvert rehabilitation and BMP structures.

Interchange to the Western Hills Viaduct. It also will include improvements to the interchanges at Hopple Street, I-74, Mitchell Avenue, Norwood Lateral, and Paddock Road — a length of approximately 8 mi.

The purpose of the project is to improve traffic flow and enhance safety along I-75 from the Western Hills Viaduct interchange on the south to the Paddock Road interchange on the north. Detailed studies have identified poor existing physical conditions, substandard design features, high crash rates, and pervasive congestion within the project limits.

Phase 8 also will include some separation of storm sewers for the local metropolitan sewer district.

“The rebuilt sections of I-75 have been developed for a 20-year design life,” said Cunningham.

Multiple public meetings were ODOT photo The purpose of the project is to improve traffic flow and enhance safety along I-75 from held to coordinate with adjacent the Western Hills Viaduct interchange on the south to the Paddock Road interchange on the communities.

The I-75 MCE project began in north.

late 2004 with the intent of building upon the recommendations in the North South Transportation Initiative (NSTI) within this portion of the I-75 corridor.

The NTSI began in 2000 as a collaborative effort between the Ohio-KentuckyIndiana Regional Council of Governments and the Miami Valley Regional Planning Commission. It was a comprehensive evaluation of the transportation needs within the major north/south I-75 transportation artery, which spans nearly 100 mi. from northern Kentucky through Cincinnati and Dayton to the Miami County line.

Several documents were produced within the ODOT Project Development Process (PDP) to support the development of alternatives for the project.

Step 1, the Public Involvement Plan (April 2005), described the ways the project team would solicit public input to identify problems and establish project objectives; provide the public with information on the progress of the study and potential impacts and benefits of the alternatives under consideration; and solicit input for eventual preferred alternatives. see ODOT page 7

Construction Equipment Guide • Ohio State Supplement • www.constructionequipmentguide.com • June 1, 2019 • Page 7

ODOT Work to Span 11 Phases, 15 Years Before Completion ODOT from page 6

Step 2, Purpose and Need (April 2005), created a document that provided tangible, quantifiable data to support the needs for the project.

Step 3, the Existing and Future Conditions Report (May 2005), documented a broad range of transportation and environmental conditions within the study area.

Step 4, the Planning Study Report (June 2005), detailed the development of several concepts to address the identified needs of the project.

Step 5, the Conceptual Alternatives Study of March 2006, included the refined and analyzed transportation improvements selected for further study in Step 4.

Step 6, Assessment of Feasible Alternatives (May 2007), combined environmental data with the design information to evaluate each alternative for potential environmental consequences and design issues.

The final step, the Preferred Alternative Verification Review (April 2008), created a design submission that refined the project’s impact limits.

Public participation was secured throughout the project development process, which used such methods as newsletters, a project website, neighborhood meetings, regular meetings of a stakeholder committee and open-house public meetings.

Alternatives for the project were developed for the I-75 mainline and each interchange, including Hopple, I-74/I-75, Colerain/Beekman, Mitchell, SR 562 (Norwood Lateral), Towne and Paddock.

Transystems served as the consultant for the comprehensive planning studies. The right-of-way acquisition, which cost $10.9 million, was completed in July 2008.

In 2017, prior to the start of the work, the project area on I-75 had an average of 158,800 cars and trucks per day.

When all is done, the route will be able to carry 203,000 vehicles per day.

“The phases of the Mill Creek grouping of projects continues ODOT’s focus to strategically improve safety and reduce congestion,” said Cunningham. “I-75 is integral to the movement of goods and people in the eastern part of the United States. The pavement and interchange engineering on the route was significantly outdated and needed to be rebuilt.”

Phase 1, at $53.7 million, was awarded to John R. Jurgensen Company and dealt with the reconstruction of the Mitchell Avenue interchange with I-75. The work began in June 2011 and was completed in December 2017. Phase 2, at $7.2 million, replaced the Monmouth Street overpass and converted Monmouth to a through street between Colerain Avenue and Central Parkway, in addition to removing the Bates Avenue overpass and the pedestrian bridge over I-75.

The Great Lakes Construction Company was awarded the contract for this phase.

John R. Jurgensen Company secured the contract for Phase 3, a $13.3 million project that realigned the intersection of Colerain/Beekman avenues, added a new ramp from Beekman Avenue to westbound I-74, thus creating a full interchange, and eliminated the existing ramps from I-74 to Spring Grove Avenue The work was done between December 2013 and January 2015.

Phase 4, at $90.6 million, with the contract awarded to Kokosing Construction Company Inc., widened and resurfaced I-75 from the Western Hills Viaduct to the Monmouth overpass. The work included the reconstruction of the I-75 and Hopple Street interchange and removal of the pedestrian

overpass over Central Parkway — an extent of approximately 1.6 mi..

Phase 6, which cost $22 million and was awarded to Kokosing, was completed between September 2013 and May 2017. This aspect of the MCE saw the replacement of the Indiana Ohio Railway Bridge over I-75 just south of SR 562/Norwood Lateral.

Phase 7 — a $29 million contract awarded to John R. Jurgensen — was completed between July 2014 and October 2017. It widened and resurfaced I-75 between Mitchell Avenue and the SR 562/Norwood Lateral, and included the reconstruction of the bridge over Vine St.

(approximately one mi.).

Phases 8A and 9 are smaller in scope and scale. Great Lakes was awarded the contract for Phase 8A, a $7.6 million project that began in July 2017 and will be completed this summer. This work is replacing the Seymour Avenue bridge and reconstructing portions of the Paddock Road bridge over I-75. The bridge work is being done in preparation for I-75 mainline improvements. At $1.8 million, a project awarded to O’Rourke Wrecking Company and completed in March 2013, demolished several buildings near the Hopple Street interchange in preparation for I-75 mainline construction.  CEG

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Page 8 • June 1, 2019 • www.constructionequipmentguide.com • Ohio State Supplement • Construction Equipment Guide

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