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ODOT Reconstructs, Widens Portion of I-76 in Akron By Irwin Rapoport CEG CORRESPONDENT

The Ohio Department of Transportation (ODOT), over the years, has been addressing its infrastructure deficit to replace aging roads and bridges and to upgrade crucial hubs in many of the state’s major cities, and Akron is part of this action. ODOT is investing $25,500,000 to reconstruct and widen close to 1 mi. of I-76 between Central Avenue and the Kenmore Leg in the cities of Akron and Barberton (Summit County). The project, which was awarded to The Ruhlin Company, also includes: the reconstruction and reconfiguration of the East Avenue/Wooster Road/State Street interchange; removing the bridge over Central Avenue; replacing of I-76 bridge over Wooster Road; resurfacing State Route 619 from I-76 to E. Hiram Street, and from Harding Avenue to E. Park Avenue; and minor bridge repairs on I-76/Kenmore Leg. This portion of I-76, built several decades ago, is currently two lanes in each direction separated by a concrete barrier. Ruhlin is adding a through lane in each direction. The interchange and bridges also were constructed in the same time frame The work is funded by the ODOT Major Rehabilitation Program, as well as District Preservation and local funds. This project started in the summer of 2019 and should be completed in July 2022. “This portion of I-76 will be able to accommodate the future traffic counts with the addition of one more lane in each direction,” said Ray Marsch, public information officer, ODOT District 4. “By having this new full interchange, it helps increase the safety of this area. Traffic will now be able to get on and off at State Street from I-76.” Prior to construction, this hub handled 66,000 car and trucks daily and the new hub will be able to accommodate future traffic volumes with the addition of the lanes. “The life expectancy of the base pavement is anywhere from 50 to 80 years,” said Marsch. see ODOT page 4

The Ruhlin Company photo

The Phase 1 road work was based on shifting traffic; removing the old pavement and excavating the area for the new lane; and constructing the new lanes.

Page 2 • October 17, 2020 • www.constructionequipmentguide.com • Ohio State Supplement • Construction Equipment Guide

USACE Begins Cleveland Harbor W. Breakwater Repairs By Susan Blair U.S. ARMY CORPS OF ENGINEERS, BUFFALO DISTRICT

The U.S. Army Corps of Engineers, Buffalo District, began construction to repair a damaged portion of the Cleveland Harbor West Breakwater in Cleveland, Ohio. “The repairs to the Cleveland Harbor West Breakwater are crucial for the coast and shoreline infrastructure for Lake Erie, and the announcement by the U.S. Army Corps of Engineers is terrific news for Cleveland and northeast Ohio,” said Sen. Rob Portman. “It’s vital that we repair the integrity of the infrastructure in order to grow the economy in the greater Cleveland area.” Kokosing Construction of Cheboygan, Mich., will complete the $5.9 million repairs that includes using parallel steel sheet pile walls capped with concrete to encase the existing structure. “I am pleased the U.S. Army Corps of Engineers is taking the necessary steps to guarantee safe and reliable passage for maritime transportation,” said Rep. Marcy Kaptur, Ohio 9th district. “Restoring the breakwater also will help prevent flooding associated with continuing increases in water levels. I applaud the Corps for its work moving this important project forward for the Cleveland community.” This construction effort will help protect a piece of infrastructure vital to commercial navigation and commerce within the greater Cleveland area. The harbor features more than 5.5 mi. of breakwater structures; 5.8 mi. of Federal channel on the Cuyahoga River; and 1 mi. of Federal channel on the Old River. “Buffalo District is proud to be able to contribute to the safety of the Cleveland Harbor through this repair of the west breakwater,” said Lt. Col. Eli Adams, U.S. Army Corps of Engineers Buffalo District commander. “I’m especially proud of teammates like Christine Cardus, Nathan Martin and Tom Mullenhour, who carefully coordinated with contractors and stakeholders to ensure we are able to deliver quality work despite the numerous challenges of the site. These types of repairs con-

U.S. Army Corps of Engineers photo

The U.S. Army Corps of Engineers Buffalo District’s floating plant and Derrickboat “McCauley” places stone and make repairs to the Cleveland Harbor’s west breakwater, Cleveland, Ohio, July 24, 2020.

U.S. Army Corps of Engineers photo

The U.S. Army Corps of Engineers Buffalo District’s floating plant crane operator, Michael Lehmann, smiles as he places stone and makes repairs to the Cleveland Harbor’s west breakwater, Cleveland, Ohio, July 24, 2020.

tribute to the coastal resiliency of property and shoreline infrastructure behind the breakwater. With Lake Erie water levels at a record high and storms being stronger and more frequent, it is especially timely that this vital piece of infrastructure is repaired.” The Buffalo District delivers world-class engineering solutions to the Great Lakes Region, the Army and the Nation in order to ensure national security, environmental sustainability, water resource management and emergency assistance during peace and war. “The Cleveland Harbor plays a critical role in our local and state economy,” said Sen. Sherrod Brown. “This investment will ensure ships can continue moving cargo through our port while also protecting the Lake Erie shoreline for businesses and residents alike.” 

Construction of Ultium Battery Plant in Lordstown Progresses July 29 marked the beginning of steel construction at the allnew Ultium Cells LLC battery cell manufacturing facility in Lordstown, Ohio. Ultium Cells LLC is a joint venture that will mass-produce Ultium battery cells for electric vehicles and cre-

ate more than 1,100 new jobs in northeast Ohio. Since May 2020, ground has been broken and concrete footings have been poured at the facility. Steel construction at Ultium Cells LLC will continue into fall 2020. “We are excited about the

progress that our team has made, and we look forward to the finished product — a nearly 3 million-square-foot plant,” said Ken Morris, vice president of Autonomous and Electric Vehicle Programs. “Our joint venture with LG Chem will

allow us to produce advanced battery cells in Lordstown, with the goal of reducing battery costs to accelerate EV adoption and ultimately benefit customers.” Despite the pandemic, product development work on GM’s future EV and AV portfolios con-

tinues to progress at a rapid pace. Production timing remains on track for the LYRIQ and GMC HUMMER EV, both of which will be powered by the Ultium battery system. For more information, visit gm.com. 

Construction Equipment Guide â€˘ Ohio State Supplement â€˘ www.constructionequipmentguide.com â€˘ October 17, 2020 â€˘ Page 3

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Page 4 • October 17, 2020 • www.constructionequipmentguide.com • Ohio State Supplement • Construction Equipment Guide

Ruhlin Co. Meeting Deadlines for I-76 Widening in Akron

The Ruhlin Company photo

The new lanes are based on a 6-in. 304 subbase; 10-in. asphalt concrete base; and a 3.25-in. asphalt top.

The Ruhlin Company photo

ODOT is investing $25,500,000 to reconstruct and widen close to 1 mi. of I-76 between Akron and Barberton in Summit County.

The Ruhlin Company photo

A new portion of the bridge is being constructed in each phase, with traffic switches to match the work.

The Ruhlin Company photo

The work is funded by the ODOT Major Rehabilitation Program, as well as District Preservation and local funds. This project started in the summer of 2019 and should be completed in July 2022. ODOT from page 1

and widening of the westbound lanes, the installation of the concrete center median barrier, and for the second portion of the bridge, pile driving, MSE walls and the removal and reconstruction of two lanes.” The asphalt highway section is less than 1 mi. in length and is being widened from two to three lanes in each direction. The on and off ramps are concrete. Winter work, part of Phase 3, will focus on bridge and pavement demolition and pile driving. Most of the operations are conducted during the day, limiting late shifts to temporary preparations to switch traffic. Concrete barriers separate the crews from traffic. “The overall challenge for the first phase was a box culvert extension over an existing large ditch, referred to by ODOT as a Mud Run, in a low-lying area,” said Ruhlin. “We had to come up with some unique coffer dams and some culverts to control the water. We did a lot of pumping to be able to extend the box culvert for the footers for the bridge. For The Ruhlin Company photo Phase 2, the challenges are primarily access. When you’re The bridge reconstruction started with Phase 1 pile working in the middle of the highway, sandwiched by traffic driving — 48 piles were driven to depths between 65 on either side, you have to plan your work from a logistics

“We hope to get 50 to 80 years out of the new ramps as well. We hope to get anywhere from eight to 10 years out of the surface course pavement.” The traffic management plan is based on temporary lane closures and detours. “Traffic has been adjusting well to the construction,” said Marsch. “We always remind motorists to slow down while in our construction zones.” The project is divided into three construction phases: Phase 1 covered mid-summer 2019 to mid-July 2020; Phase 2 – mid-July to late November 2020; and Phase 3, which includes winter work, should be completed in 2022. “The main elements of Phase 1 were the reconstruction and widening of the entire eastbound side of the highway; realignment of the on and off ramps from State Street and Wooster Road; and the demolition and reconstruction of two lanes of the Wooster bridge,” said Jim Ruhlin Jr., Ruhlin’s project manager. “Phase 2 covers the removal, replacement and 90 ft., followed by the installation of MSE walls.

see ODOT page 7

Construction Equipment Guide • Ohio State Supplement • www.constructionequipmentguide.com • October 17, 2020 • Page 5

PIRTEK Reading Road Aims to Grow Under New Ownership

Todd Cleveland

The Cincinnati metropolitan area is the fastest growing economic hub in the Midwest. Its commercial output is rapidly increasing, supported by equally fast population growth. As Ohio’s largest city and the nation’s 29th-largest metropolitan area, Cincinnati is home to a robust assortment of manufacturing companies. The region also is home to prominent construction, marine, recycling and scrap businesses. Taking notice of the many potential customers in the area, and its growing industries, Todd and Wendy Cleveland recognized the importance of their local PIRTEK Service and Supply Center — PIRTEK Reading Road. When looking for a new business venture, Todd and Wendy were drawn to the PIRTEK USA brand by what Todd describes as the “very specific service” that they offer. He explained that since PIRTEK provides maintenance, support and products to its customers, he believes it would be difficult for competitors to match them. “I really like that PIRTEK is the ‘expert’ in hydraulic and industrial hose repair,” said Todd. PIRTEK USA specializes in hydraulic and industrial hose services at its locations throughout the country. PIRTEK USA team members are available 24/7 to provide onsite repairs to hydraulic and industrial hoses, due to the company’s specially-equipped Mobile Service Vehicles. PIRTEK has more than 400 franchise locations in 23 countries around the world, including more than 92 in the United States. Over the last couple of years, Todd has been in contact with the previous owner of PIRTEK Reading Road and has been planning his eventual purchase of the business. During that time, he has gathered information about the PIRTEK national accounts

that are nearby — and will need his services. He also has set his sights on new customers. Located at 3478 Hauck Rd. Suite E, in Cincinnati, Ohio, PIRTEK Reading Road is a Tier 1 business under PIRTEK’s franchise structure. This requires a franchisee to have a full service and supply center staffed with six team members and at least two mobile service vehicles. PIRTEK’s Tier 2 mobile option enables entrepreneurs to start a franchise at a lower point of entry. Under Tier 2, a franchisee can keep the inventory in a small warehouse or storage facility and lease two vehicles. While Tier 2 owners are expected to advance to a Tier 1 location in three years, they also have the option of bypassing this step to open as a Tier 1 model from the beginning. Since taking over PIRTEK Reading Road in early July, Todd and Wendy have spent the last couple of months getting acquainted with their employees and tailoring the business to fit their vision. Todd said that they have received "great support" from the PIRTEK USA management team. He is enjoying being a part of the PIRTEK USA family, and also likes the business-to-business aspect of the franchise. Todd said that his goal is to exceed his customers’ expectations. “[I am] now in the business of selling the value of time and money, because the more a customer’s equipment is down, the more earnings that they will lose,” Todd said. He said he understands that fixing a piece of equipment also is restoring cash flow related to that machine. Todd and Wendy have a plan to grow the business and increase revenue by 50 percent in the first year. For more information, visit pirtekusa.com. 

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Page 6 • October 17, 2020 • www.constructionequipmentguide.com • Ohio State Supplement • Construction Equipment Guide

ODOT Seeks Additional Lanes on I-77 in Summit County The Ohio Department of Transportation (ODOT) is pursuing funds to design and construct additional travel lanes on I-77 in northern Summit County. Widening of a 9.2-mi.long corridor on I-77 is proposed between the Ghent Road and Ohio Turnpike interchanges in the city of Fairlawn, Bath and Richfield Townships and the Village of Richfield. In 1956, the United States government implemented the Interstate Highway Aid Act, which provided billions of dollars to build the interstate highways. Construction of I-77, then U.S. 21, began in 1961. I-77 was originally constructed as a four-lane divided highway, as it is today in the corridor. ODOT studied current and future projected traffic vol-

umes on I-77 in the corridor and concluded that a third travel lane in each direction is needed to improve and maintain traffic flow. Next, ODOT examined various construction methods to add the third lane while meeting modern highway standards for design and safety and being financially efficient. It was determined the additional pavement for the third lane should be built within the center grass/wooded median. Additional improvements proposed along I-77 with this project include bridge and pavement repairs, drainage improvements, lighting upgrades, sign replacements and pavement markings. ODOT also examined potential improvements to the

interchanges in the corridor. Proposed modifications to the Ghent Road interchange include increasing the length of the right turn lane on the I-77 southbound exit ramp to Ghent Road; a left turn lane on the I-77 northbound exit ramp to Ghent Road; and lane reassignments along Ghent Road within the interchange area. At the Wheatley Road interchange, a right turn lane is proposed on the I-77 southbound exit ramp to Wheatley Road. The I-77 corridor from Ghent Road to the Ohio Turnpike was divided into two parts for plan development and funding purposes. Each part is expected to be constructed separately. The two parts of I-77 project corridor are from Ghent Road

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to Everett Road and from Everett Road to the Ohio Turnpike. One reason the corridor was split for design and construction is the bridges on I-77 from Ghent Road to Everett Road were widened years ago to accommodate a future third travel lane in each direction. The bridges on I-77 from Everett Road to the Ohio Turnpike will need to be widened to include the third travel lane in each direction. A traffic noise analysis was completed for the project and recommended construction of one noise wall at the Ghent Road interchange if supported by nearby residents and property owners who will be contacted at a later date. Noise walls are not recommended at other locations along the I-77 corridor because they do not meet ODOT cost reasonable criteria, meaning they are too expensive and do not provide a benefit to enough residents. ODOT will investigate the possible construction of earthen berms within the I-77 project construction limits to provide some level of noise abatement to the residential areas that do not meet the ODOT noise wall cost reasonable criteria. ODOT has two engineering firms working on the two separate parts of the corridor. Each firm is currently working on preliminary construction plans for the project. However, additional funding is needed for the detailed design phase of the construction plans and project construction. ODOT will seek this funding in 2021. The estimated construction cost of the Ghent Road to Everett Road part is $50 million, while the estimated construction cost of the Everett Road to the Ohio Turnpike part is $75 million. When the projects will be constructed is based on various factors, including funding availability. The first part of the project to be constructed, from Ghent Road to Everett Road, may begin as early as 2024. Each part is expected to take two years for construction. Minor impacts to ecological resources are expected to construct the project. Project construction will not impact any other environmentally sensitive resources. More details on this project will be provided if and when additional funding is secured and more detailed plans are developed. For more information, visit odot.gov. 

Construction Equipment Guide • Ohio State Supplement • www.constructionequipmentguide.com • October 17, 2020 • Page 7

ODOT’s $25.5M I-76 Project Includes Demolition, Widening ODOT from page 4

standpoint so that you’re able to get materials, equipment and crews to the work area and not causing yourself problems.” Each phase creates a large work zone. Crews also are engaged in some minor bridge repairs on I-76/Kenmore Leg. “Our relationship with ODOT is very good,” said Ruhlin. “It’s a very tenured group that we’re working with and they like to handle issues quickly and on the job.” The Phase 1 road work was The Ruhlin Company photo based on shifting traffic; The majority of the demoremoving the old pavement lition work is being conducted between Friday and excavating the area for the night and Saturday mornnew lane; and constructing the ing to minimize traffic new lanes. impacts. “There was fill that needed Assisting Ruhlin are John to be built for the new ramp Sarkissian, project superinalignment,” said Ruhlin. tendent; Cody Heislman, assis“Once the pavement was tant superintendent; Eric removed, we built the fill in Sofranko and Zach conjunction with the demoliHolowecky, project engineers; tion of the old bridge and Dustin Shifferly, general labor extending of the box culverts. foreman; and Kendall Kubus, Then we were able to finish the University of Akron intern. construction of the bridge. The “It’s a very dynamic team road excavation went as and we have a good group of planned. We haven’t done any guys that communicates well,” crushing on-site, however we The Ruhlin Company photo said Ruhlin, “so they always have used a lot of the demolknow what is going on at any ished concrete debris as fill, so The center median wall is a 57-in. single slop concrete barrier. given moment. We have good that remained on-site and the crews that have meshed well over rebar and the full steel beams from the years and they have put forth a the bridge were sent to a scrap yard great effort to complete a solid for recycling.” quantity of work in a short period of The old I-76 bridge over Wooster time.” Road bridge is roughly 140 ft. long Don Rife, Ruhlin’s vice presiand has two lanes in each direction. dent, business development, also It carries traffic between Barberton praised the efforts and skills of the and Akron. company’s operators and laborers. As noted, a new portion of the “A large part of our success bridge is being constructed in each comes from how well they all work phase, with traffic switches to The Ruhlin Company photo match the work. ODOT has been addressing its infrastructure deficit to together,” he said. “They are very The bridge demolition follows replace aging roads and bridges and to upgrade crucial skilled and we are lucky to have hubs in many of the state’s major cities. great crews. Having good equipstandard practices. ment to complete a job is important, “We hammered the deck while the road below was closed, and then taneously so that when both were ready, we but the staff is what makes it a success.” Peak days have had 35 Ruhlin and subremoved the debris from the road,” said could set the bridge steel and pour the deck,” Ruhlin. “We then cut the beams out. We had said Ruhlin. “The pilings overdrove a little contractor employees on-site. The main subCat 336 excavators with MTK hammers and bit, which usually means you have soft soils. contractors are Shelly and Sands for paving; However, pile overdriving is not out of the Cardinal Electric for electric; KLE for rebar; we had Volvo 120 loaders below.” A & A Safety for maintenance of traffic; and The majority of the demolition work is ordinary.” The center median wall is a 57-in. single MP Dorey for highway signage. being conducted between Friday night and Excavation and demolition should yield Saturday morning to minimize traffic slop concrete barrier. A GOMACO Commander 3 paver will be used to slip the 4,224 tons of concrete; 22,672 tons of impacts. “The major demolition was completed on concrete for the barrier. The new lanes are asphalt; and 53,655 tons of dirt. New matea Friday night and was completed rapidly based on a 6-in. 304 subbase; 10-in. asphalt rials will likely total 34,600 tons of concrete, concrete base; and a 3.25-in. asphalt top. 34,877 tons of asphalt; 1,104,700 lbs. of and efficiently,” said Ruhlin. Ruhlin is satisfied with the progress thus steel; and 184,744 tons of earth and rock. The bridge reconstruction started with Ruhlin is using a Link-Belt LS138 80-ton Phase 1 pile driving — 48 piles were driven far. “So far, so good,” he said. “We’re on crawler crane; Cat 349 excavators; Komatsu to depths between 65 and 90 ft., followed by schedule and on-track to finish Phase 2 by PC228 and PC138 excavators; a Cat D60 the installation of MSE walls. dozer; and a Komatsu D61 dozer. “Work on the abutments occurred simul- mid- to late November.”

The Ruhlin Company photo

The project is divided into three construction phases: Phase 1 covered midsummer 2019 to mid-July 2020; Phase 2 – mid-July to late November 2020; and Phase 3, which includes winter work, should be completed in 2022.

“Wear and tear issues are pretty typical/routine stuff — undercarriages are going to wear out, cutting edges on blades and teeth on buckets,” said Ruhlin. “This job is very close in proximity to our main office and shop — roughly 15 minutes — so any breakdowns or maintenance items can be handled very quickly. The keys to minimizing breakdowns are just staying on top the routine maintenance. Don’t push things off to the side and let a minor problem become a major problem, which could cause you major down time in the future.” Ruhlin primarily purchases and rents equipment from Ohio Cat and Columbus Equipment, as well as using the services of Rudd Equipment Company and Murphy Tractor & Equipment Co. “We do our own in-house maintenance and we have a heavy equipment shop, several mechanics, a shop foreman and equipment manager,” said Ruhlin. “We communicate with the various vendors on parts and support that we may need and then our guys execute the repairs. Ohio Cat and Columbus Equipment are tops when it comes to parts inventory.” Ruhlin’s equipment manager is Bruce Scally; Brenton Kimble is the shop foreman. “Brenton heads our maintenance program,” said Ruhlin.” He is in charge of monitoring the maintenance and they communicate with the people on the job, who also have a responsibility to communicate with them when a piece of equipment is malfunctioning or needs repairs.”  CEG

Page 8 • October 17, 2020 • www.constructionequipmentguide.com • Ohio State Supplement • Construction Equipment Guide

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