Ohio 15, July 25, 2020

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Kokosing Construction Company Inc. photo

“Although the site is within a closed traffic zone, the room is so narrow that we regularly work at night to close adjacent lanes to provide us with space for our equipment,” said Steve Marincic, Kokosing’s Columbus area manager.

By Irwin Rapoport

The Ohio Department of Transportation’s (ODOT) $1.3 billion I-70/I-71 Downtown Ramp Up project in the city of Columbus (Franklin County) is helping to replace, upgrade and rehabilitate aging highway infrastructure in the downtown core and improve traffic flow and safety for motorists.

The initiative — financed with federal, state and local funds, which began in 2011 — is expected to be completed in 2037 or sooner. Kokosing Construction Company Inc. currently is engaged in work for Phases 2E ($81 million) and 3B (Broad Street, $41 million), and has completed Phase 1 (2011-14, more than $200 million) and 2G (2017-2019, $44 million).

“The Downtown Ramp Up is a series of projects to reconstruct Interstates 70/71 in downtown Columbus and alleviate the biggest safety and congestion problems along the corridor,” said Breanna Badanes, ODOT’s public information officer of central Ohio. “We have already invested $270 million into the interchange improvements, and another four projects worth more than $300 million will be constructed in the next five years to rehabilitate the road network.

CEG CORRESPONDENT

Kokosing Construction Company Inc. photo

Materials removed from demolition and excavation include 56,500 cu. yds. of broken concrete and 400,000 cu. yds. of dirt.

see KOKOSING page 4

Page 2 • July 25, 2020 • www.constructionequipmentguide.com • Ohio State Supplement • Construction Equipment Guide

A 900-ft. section of the hillside above SR 376 began to move in February 2019, forcing the Ohio Department of Transportation to close the roadway and begin emergency repairs.

Crews Complete Landslide Repair in Morgan County More than a year after a massive landslide forced the closure of State Route 376, the road has been reopened. A 900ft. section of the hillside above SR 376 began to move in February 2019, forcing the Ohio Department of Transportation to close the roadway and begin emergency repairs.

“This is the main route to Morgan County middle and high school, a nursing home and several county offices, so we knew we had to work as quickly as we could to safely reopen the roadway,” said Darla Miller, ODOT District 10 deputy director. “We appreciate everyone’s patience during the project. We know this was a major inconvenience.”

While slips are unfortunately common in the hilly terrain of southeastern Ohio, this slide was one of the largest ODOT

has had to deal with. Some of the project highlights include: • 350,000 cu. yds. of excavation • More than 9,000 ft. of 48-in. diameter drilled shafts, including around 4,200 cu. yds. of concrete, to stabilize the deep slip • Nearly 10,000 ft. of 36-in. steel H-piles weighing 1.5 million lbs.

• 5,800 ft. of steel casing for the drilled shafts to allow the shafts to be constructed in poor soils • After earthwork was completed a new slip developed and was repaired by excavating and grading the unstable area Due to the scope and impact of the project, ODOT immediately sought federal assistance to pay for the $8 million

project. The Federal Highway Administration quickly awarded $4.5 million in emergency funding for the project.

Overall, federal emergency funding will make up about 80 percent of the total project cost.

“Not only do these projects take a lot of time to fix, they’re very costly. We really appreciate Governor Mike DeWine, Congressman Steve Stivers, State Rep. Ron Hood and the Morgan County Commissioners for their work to help secure the emergency funding that made it possible to get this roadway reopened as soon as possible,” Miller said. “I also want to thank the Meigsville and Morgan Township trustees for working with us on setting up a detour during the project.”

State Route 376 carries more than 1,500 vehicles a day. 

Alcorta Forging Group Investing $15M in Ohio Expansion Alcorta Forging Group will establish its first United States manufacturing operations and regional headquarters in Marysville, Ohio. The 100-year-old Spanish automotive supplier will invest $15 million and create 50 new jobs in the Columbus region, with a potential expansion to double in five years, pending state and local approvals.

Alcorta plans to build its new 150,000sq.-ft. forging and manufacturing facility on 12 acres of land in the Marysville 33 Innovation Park, selecting Dublin Building Systems as its design-build partner. The project will be completed in three phases, with the company investing a total of $15 million toward the new building, as well as modern machinery and equipment. Under the current uncertain circumstances, Alcorta will move forward with its pre-construction activities, while remaining on hold for the

construction launch.

“Establishing our manufacturing plant in Ohio offers us a great opportunity to locally produce parts that are currently exported from Europe, while expanding our supply to Canadian, American and Mexican customers,” said Alcorta CEO Lorenzo Mendieta. “Following a thorough site selection process, we strongly believe the Columbus region provides better capabilities for our company and helps us provide additional services for our client base.”

After reviewing more than 20 locations, Alcorta selected Marysville due to its economic and industrial environment, the availability of adequate human resources, state and city incentives and the involvement by representatives from the city, county and state.

Based in Elgoibar, Spain, Alcorta has

sales and engineering offices in the United States, Germany, France, Czech Republic, China and South Africa. This expansion will represent the company’s first production facility in North America.

The 100-year-old company develops and manufactures automotive components for the car body, engine, powertrain and exhaust systems through a highly advanced and automated manufacturing process.

“We are thrilled to welcome Alcorta to Marysville’s diverse automotive supply chain, a legacy industry in our community,” said Marysville City manager, Terry Emery.

“This major international investment is a great opportunity for the Innovation Park and a perfect fit for the region’s substantial automotive supply chain.”

The Columbus region is at the forefront of

automotive technology and represents the future of new manufacturing. The region produces nearly 650,000 cars a year, while the regional economic output for the automotive industry exceeds $2.7 billion annually. Overall, more than 1,700 manufacturers employ nearly 87,000 people in the Columbus region. The city of Marysville is located in Union County, which is home to an estimated 57,835 residents.

“Alcorta’s choice of the Columbus region for its U.S. headquarters and operations demonstrates how Ohio is open for investment from automotive suppliers throughout the world,” said JobsOhio President and CEO J.P. Nauseef. “We and our partners welcome Alcorta to Marysville, where it will create 100 new jobs in its first North American production facility.” 

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Page 4 • July 25, 2020 • www.constructionequipmentguide.com • Ohio State Supplement • Construction Equipment Guide

ODOT’s I-70/71 Reconstruction Will Alleviate Congestion

Ohio Department of Transportation photo

Kokosing Construction Company Inc. photo

One unique aspect of this project is the concept of building “urban avenues” to collect and distribute freeway traffic, sorting traffic while traveling at lower speeds rather than interstate speeds.

“The biggest challenge for both design and construction is the scale of the project and the limited amount of space to work in,” said Breanna Badanes, ODOT’s public information officer of Central Ohio.

KOKOSING from page 1

“These projects were undertaken due to high crash rates and heavy congestion into and out of downtown Columbus,” she added. “When complete, they will result in new urban avenues with complete streets, enhanced freeway crossings with safe pedestrian and bicyclist accommodations and the removal of unsafe ramps.”

The work is widening I-70/71 between SR 315 and I-71 to provide two through lanes for each route in each direction; constructing an additional lane on I-71 south at Broad Street; replacing numerous bridges, including Broad Street, Front Street, bridges over the Scioto River, and bridges over the railroad tracks; reconfiguring ramps to and from the downtown area; and building Lester Drive and Elijah Pierce Avenue between Spring Street and Broad Street.

Mooberry Street and Parsons Avenue are being reconstructed, which is impacting several ramps. The I-70 east to 18th Street ramp is being replaced by a new ramp from I-70 east to Parsons Avenue; the Third Street ramp to I-70 east is being replaced with a ramp from Fulton Street to I-70 east; the I-70 east ramp to Front Street is being replaced with a ramp from I-70 east to Fulton Street; and the ramps from I71 south to Broad Street and Broad Street to I-71 north closed permanently and will be replaced with new connections via Lester Drive and Elijah Pierce Avenue. The ramp from I-70 east to SR 315 north, following the work, will be closed permanently.

“ODOT has been planning this project since the early 2000s,” said Badanes. “This corridor is only 6 percent of Columbus freeway miles but represents 27 percent of freeway crashes, so safety was the primary driver.”

MS Consultants designed the roads and bridges for Phase 2E and Burgess and Niple designed road and bridges for Phase 3B. “The biggest challenge for both design and construction is the scale of the project and the limited amount of space to work in,” said Badanes. “To overcome that, the design includes several retaining walls so we could widen the freeway, but still maintain the same footprint. The existing infrastructure from the 1960s has reached the end of its life.

Today’s population in the metro area has more than doubled, so it’s important to deliver a modern, upgraded transportation system that meets the needs of our growing city for

years to come.”

One unique aspect of this project is the concept of building “urban avenues” to collect and distribute freeway traffic, sorting traffic while traveling at lower speeds rather than interstate speeds. Another [noteworthy] component is the construction of “cap-capable” bridges over the interstate, which create the look and feel of a city street and block out the freeway backdrop.

“Constructing bridges that can offer greenspace or support buildings helps to enhance pedestrian crossings and reconnect the neighborhoods that were separated by the initial construction of the highway,” said Badanes.

The construction has impacted traffic via permanent and temporary ramp closures and detours. ODOT has created alternative routes to enter and exit the downtown core and provides construction and traffic updates via several social media sites.

“To help crews safely access the job site, ODOT requires a ‘deceleration lane’ near the construction entrances to give workers adequate space to slow down or speed up when coming to or from the work zone,” said Badanes. “Because

Kokosing Construction Company Inc. photo

The overall project has been divided into six larger phases with several smaller projects.

it’s such a tight space, it’s that much more important for drivers to slow down and stay alert.”

Shifting I-70 eastbound traffic to the north and closing the exit ramp to 18th Street allowed crews to rebuild I-70 east over Parsons Avenue.

The overall project has been divided into six larger phases with several smaller projects: Phase 1 — I-71/I-670 Interchange; Phase 2 — East Interchange, that deals with 2B (storm sewer), 2C (Mound Street connector ), 2D (an interchange), 2G (Grant Avenue bridge) and the current 2E; Phase 3 — East Innerbelt, that includes the current 3B (Broad Street); Phase 4 — South Innerbelt, divided into 4A (I-70 eastbound), 4B (South Innerbelt) and 4R (inbound downtown ramps); Phase 5 — East Freeway; and Phase 6 — West interchange that is split into 6A (I-70 Westbound), 6B, 6C, 6D and 6R (outbound downtown ramps).

General contractors are currently engaged in Phases 2E and 3B, and have completed phases 1, 2B, 2C and 2E. “We began 3B in April and are currently working on a major sanitary siphon relocation that, once relocated, will let us get to the major bridge and retaining wall work on the job,” said Steve Marincic, Kokosing’s Columbus area manager. “We also have completed a portion of the Broad Street I-71 NB ramp and bridge demolition.”

The main elements of 3B, to be completed in June 2022, are the new widened Broad Street bridge, along with all of the architectural additions (lighted screen walls, street and walk path lighting and planter boxes), I-71 retaining walls on the NB and SB sides, added lanes on the NB and SB I-71, and the sanitary syphon relocation.

Phase 2E began in April 2019 and should be delivered in November 2021.

“We spent all of 2019 on roadway work creating new ramps along the perimeter of the project which moved all of the existing traffic to the outskirts of the I-70/I-71 interchange,” said Marincic. “This involved six traffic phases and gave us access to the meat of the project in the middle. As of this past winter, we’re building three eastbound bridges, one I-70 flyover bridge and six major retaining walls.”

Portions 2E and 3B are approximately 0.5 mi. apart from each other and share similar challenges, such as limited work space. see KOKOSING page 6

Construction Equipment Guide • Ohio State Supplement • www.constructionequipmentguide.com • July 25, 2020 • Page 5

Page 6 • July 25, 2020 • www.constructionequipmentguide.com • Ohio State Supplement • Construction Equipment Guide

Current Phase of Downtown Ramp Up to Complete in 2022 KOKOSING from page 4

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“We have to maintain traffic through both of the projects while they are being built and they are located in a very narrow urban rightof-way,” said Marincic. “Although the site is within a closed traffic zone, the room is so narrow that we regularly work at night to close adjacent lanes to provide us with space for our equipment. Material storage is a major factor and the amount of planning required to make it all work is extraordinary.

We have all of our different trades working in the same area and it takes a lot of collaboration and coordination, sometimes on an hourly basis, to make it all work.”

Portion 2E contains the ramps from the highway to the Nationwide Children’s Hospital. The project will greatly improve access to the hospital. Via sequencing, access to the hospital changes frequently.

“This requires a great deal of coordination with Nationwide Children’s Hospital, which is an extremely good partnership,” said Marincic. “It has been a pleasure working with them.”

Excavation crews are encountering very dense silt, which has posed a problem for shoring to get sheeting down the toe.

“Then there are pockets of sand and gravel where we have water to manage,” said Marincic. “The silt is difficult to work with.

We need to use it for embankment, but it has a very narrow window of optimum moisture.

There also is a lot of previously disturbed soil that causes some challenges for the excavation during underground utility installation.”

Some elements have crews working 24/7, and some operations were conducted throughout the winter.

“We structured our CPM so that we could do a lot of our structure foundation work throughout the winter months,” said Marincic, who noted that overseeing multiple work sites helps to manage manpower and equipment resources for both phases.

“This maximizes efficiency and production.

We are able to easily move crews and equipment back and forth as needed to maintain our schedules, but every once in a while you run into conflicts and have to do your best to prioritize. Our relationship with ODOT and the city are longstanding and continue to be positive productive partnerships. Our company has been family owned and operated for more than 69 years and Columbus is essentially our home town.”

Road construction is progressing, and with no rock in the area, excavation presses forward. However, a major issue involves the logistics of removing excavated materials and bringing in new materials.

“There are many instances where the trucking is one-way in and one-way out,” said Marincic. “It’s a challenge to optimize your production with the limited working room. In many instances we utilize night shifts, which helps us move material more efficiently. Having multiple projects so close together helps as we can leverage the borrow and waste needs between them.”

Kokosing has excavation, road and bridge crews operating simultaneously and having several asphalt plants in Ohio, including one in Columbus, coordinates operations and maximizes shifts.

The bridge work is meeting benchmarks.

“The aesthetics for the bridges are the same throughout the entire Columbus area and that allows you to share form work between projects,” said Marincic.

“Undoubtedly the biggest challenge regarding the bridge and wall work is the limited amount of work space. The storage of rebar, forms, and the room for your cranes poses great challenges for making excavations and placing backfill. For these bridges, you start at the bottom with the substructure and work up to the superstructure.”

The substructures are concrete and most of the superstructures use prestressed concrete beams, while two longer span bridges are steel girder bridges.

“These are unique in that they will not have traffic running directly on the decks — they have embankment built on top of them, which makes them more like tunnels,” said Marincic. “We’ve sequenced our substructure and superstructure work for those two bridges to be constructed concurrently and have one set of crews dedicated to those tunnel bridges. Another set of crews are working on the standard type bridges.”

Completion time for a typical bridge is between six months and one year.

The underground infrastructure is being installed as the roads are being built, but this work is affected by the high presence of existing underground utilities in the urban setting. These existing utilities are often mismarked on maps and sometimes not recorded at all.

“In many cases the utility owners — telephone, electric, internet and cable — don’t have precise locations for their underground facilities and there are a lot of them in the ground here,” said Marincic. “Through Ohio’s One-Call system we get a general idea of the utility locations and we use our truck mounted Hi-Vac Aquatech combination jet vac system often to expose the utilities using non-destructive methods to install the new storm and sanitary sewers and water see KOKOSING page 7

Construction Equipment Guide • Ohio State Supplement • www.constructionequipmentguide.com • July 25, 2020 • Page 7

Replacing Aging Infrastructure Makes Highway Safer KOKOSING from page 6

lines. This helps us to work safely and avoid service interruptions. Learning the hard way has taught us that it’s much better to fully expose all the existing utilities before sticking a bucket into the ground.”

At times, the locations of the existing underground utilities conflict with the plan design location of new underground utilities. This issue has caused some delays. To ensure that new sewer and water lines can be installed and work as designed, “we partner with ODOT to come up with engineering solutions,” said Marincic. “That involves design changes and sometimes schedule impacts, and we work together to mitigate the delays and solve problems.”

The use of the use of Hi-Vac Aquatech combination jet vac system is crucial, as well as Kokosing’s fleet of articulated-end dump trucks for excavation work.

“For more typical operations we tend to use the 45-ton Cat 745s,” said Marincic, “but in the downtown area we can be more productive with the smaller 30-ton Cat 730 articulated trucks that help us get in and out of tight quarters a lot easier.

We have found slight production increases in using the smaller units that cost us a little bit less to run.”

Marincic credits his entire team with the project’s success.

“It’s a big team and we work as a team,” said Marincic. “I couldn’t be prouder of them and the crews that we have. The amount of cooperation, collaboration and professional expertise is head and shoulder above what I consider average.”

On Phase 2e, Marincic credited: • Scott Beveridge, • Jeff Geisbuhler, • Scott Overmier, • Cory Brubaker, • Jeremy Overholt, • Gary Hall, • Matt Craig, • Jacob Calendine, and • Billy Porterfield On Phase 3B, he thanked: • Kevin VanDyke, • Kyle Stalder, • Nick Enich, • Matt Craig, • Jacob Calendine, and • Billy Porterfield Peak days have 140 plus Kokosing and subcontractor employees on site. The major subcontractors for 2E are Miller Cable Company for electrical and J&B Steel for rebar, and for 3B — Complete General Construction for electrical and Armstrong Steel Erectors for rebar.

Materials removed from demolition and excavation should total 56,500 cu. yds. of broken concrete and 400,000 cu. yds. of dirt. Some of the other major items being brought in are 45,000 cu. yds. of structural concrete; 170,000 tons of asphalt; 45,000 sq. yds. of concrete pavement; 3.9 million lbs. of structural steel; 145 prestressed concrete beams; 5.3 million lbs. of rebar; and more than 45,000 ft. of underground pipe.

“ODOT specifications do not really give us much allowance to use recycled materials within the projects,” said Marincic, “but concrete and asphalt removals do get recycled at local facilities, as does the steel.”

Kokosing is using: Cat and Komatsu excavators; Cat dozers; John Deere loaders; Cat articulated trucks; Manitowoc crawler cranes; Grove rough-terrain hydraulic cranes; Cat

soil compactors; Cat rubber-tire backhoes; Roadtec and Vogele asphalt pavers; Sakai asphalt rollers; Wirtgen asphalt milling machines; and JLG aerial lifts.

“We keep high expectations when it comes to how our equipment is treated in the field by our crews,” said Marincic. “We own just about every tool and piece of equipment imaginable and everything has its special functions.

Our crews are expected to use the equipment only for what it is designed for in a safe and proper manner. Equipment abuse is not tolerated. Between our high expectations and accountability regarding the use of our equipment, coupled with our award-winning equipment management group, we

leverage our outstanding fleet for success.

“We have full-time on-site mechanics,” said Marincic, “and they have an infrastructure of support at our main shop — equipment managers and parts planners. We keep up on routine maintenance and when something breaks down, they fix it right. I cannot say enough about how much our equipment maintenance group helps us build projects.”

Kokosing’s equipment management group has won the National AEMP Fleetmasters Award.

The firm purchases equipment from Columbus Equipment, Ohio CAT, Cleveland Crane and Shovel, The McClean Company, Murphy Tractor and Skyworks LLC.  CEG

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