Concrete Contractor May/June 2023

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May/June 2023 20 ➜ Internally Cured Concrete Pavement Production

Minnich Flex Shaft Vibrators: The Experts Choice for Solid Results

Minnich Flex Shaft Vibrators

Built to exceed your expectations and outperform the competition. With results in mind, our vibrators are engineered for control and durability, ensuring a smooth and flawless pour every time. With more control over your results and a longer lifespan than other options on the market, our flex shaft concrete vibrators are the perfect choice for the professional looking to take their work to the next level. MAY/JUNE 2023 CONCRETE CONTRACTOR 3 FEATURES 14 The Information Super-Highway The pros and cons of smart pavements. 32 GRS-IBS Saves the Day For Concrete Bridge Replacement The critical systems used to cut installation to 6 months. 34 Bridge Contractor Shaves Labor & Days Off Timeline Lessons learned from using the TyBOT in Florida. 36 Training Engineers On Concrete Bridge Design Caltrans turned to the PCI to continue offering eLearning. 38 Make Fast Work Of Flatwork How innovative concrete equipment can help contractors expand their capabilities. DEPARTMENTS 4 Editor’s Letter 6 New Products 16 Product Focus Concrete Batch Plants & Line Pumps 37 Product Focus Buggies, Conveyors & Placing Equipment 41 Specification Guide Concrete Pavers & Slipformers 42 The Last Placement 40 The Long-term Monitoring of Buildings & Infrastructure Consider long-term technology to extend the life of assets. FORM YOUR BUSINESS 8 Construction Tech Tools To Help Fight Inflation HOW TO 18 Internally Cured Concrete Pavement Production WHAT’S INSIDE May/June 2023 | Issue 3, Volume 24
SPOTLIGHT: EQUIPMENT MAINTENANCE 20 Concrete’s Best Friend: A Clean Screed INSIDE THE ACI 22 Advancing Productivity in Structural Construction SPECIAL REPORT 24 The Concrete Contractor 2023 Top Products Awards COVER STORY WHAT’S ONLINE Togal.AI Takes ChatGPT Beyond the Construction Technology Hype Cycle When Will the IIJA Infrastructure Act Really Start to Impact the Market? The Design, Prep &Placement of Modern Pervious Concrete Mixes 10 Modern pervious concrete mixes have dramatically improved in terms of placeability and speed of placement.
Cover photo courtesy of David Liguori, Bay Area Pervious Concrete.

Safety Is A Concrete Idea

One of the issues I like (try) to stay on top of is safety. May was Building Safety Month and Construction Safety Week was observed May 1-5. Regardless, I wanted to take the opportunity in this issue’s letter to bring forward a handful of safety stories.

• Concrete Strategies reached out and I learned more about their safety program. You might remember this profile through a profile piece published in the January/February issue.

• I worked with Rob Edwards, the person to talk with if you’re learning about concrete boom pump safety. We spoke for about an hour and a half about hose-whipping and published an article together on the subject.

• Addressing ground-pressures and tipovers, Kris Koberg of DICA wrote on how dunnage or outrigger pads are a critical piece of the solution.

• Further on concrete pumping, the American Concrete Pumping Association launched their safety campaign to heighten awareness on ASME B30.27, the Safety Standard for Material Placement Systems. Their microsite received a Gold Hermes Creative Award.

• I also spoke with AWP Safety about work zone safety about relying on a partner help support your team on the road. They suggested that an extra minute or two to step back and reevaluate may allow you to consider something you might have missed. Sounds a worthwhile idea to me


From a polished concrete slab, a new concrete foundation, to rebuilding our concrete infrastructure, new equipment and tools are developed all the time to help construction professionals be more productive and as efficient as possible.

In recognition of the products, tools, and equipment from within the construction, decorative, and finishing concrete industries, the products recognized in the Concrete Contractor Top Products award program (page 24) were designed to not only help overcome the daily challenges contractors face but do so with innovative ideas and ingenuity.

While each project has its unique challenges, there’s a product or some sort of equipment that helped. And that’s why we enjoy putting out the annual Top Products award program. Many of these products provide an energy-efficiency or a sustainability benefit for the jobsite while so many others were made to make the contractor’s day that much easier.

As always, thanks for reading. (And stay safe out there.)


Kim Basham KB Engineering Cheyenne, Wyo.

James Baty II Concrete Foundations Association Mt. Vernon, Iowa

Dennis Purinton Purinton Builders, Inc. East Granby, Conn.

Jim Cuviello Cuviello Concrete Polished | Stained | Crafted Stevensville, Md.

Chris Klemaske T.B. Penick & Sons, Inc. San Diego, Calif.

EDITORIAL Editor Jonathan Kozlowski

Managing Editor Gigi Wood

Technology Editor Charles Rathmann


Audience Development Manager Angela Franks


Senior Production Manger Cindy Rusch

Art Director Marcy Murphy


Sales Representative Mike Worley

Sales Representative Nikki Lawson

Sales Representative Tadashi Soma

Sales Representative ......................................... Kristin Pride


Chief Executive Officer Ron Spink

Chief Financial Officer JoAnn Breuchel

Chief Revenue Officer .................................. Amy Schwandt

Brand Director, Supply Chain & Green Industry Jason Desarle

Brand Director, Construction Sean Dunphy

VP, Audience Development Ronda Hughes

VP, Operations & IT Nick Raether

Content Director Marina Mayer

GM, Online & Marketing Services Bethany Chambers

Content Director, Marketing Services Jess Lombardo

Director, Demand Generation & Education Jim Bagan


P.O. Box 3605, Northbrook, IL 60065-3605 (877) 201-3915 | Fax: (847)-291-4816


Sr. Account Manager Bart Piccirillo | Data Axle (518) 339 4511 |


Tadashi Soma (800) 538-5544 ext. 1267 |

Published and copyrighted 2023 by AC Business Media. All rights reserved. No part of this publication may be reproduced or transmitted in any form or by any means, electronic or mechanical, including photocopy, recording, or any information storage or retrieval system, without written permission from the publisher.

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JONATHAN KOZLOWSKI, EDITOR JKOZLOWSKI@ ACBUSINESSMEDIA.COM Concrete Contractor is the Official Media Sponsor of the CFA Foundation Company Certification Program
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National Flooring Equipment’s Viking Ride-On Scraper

National Flooring Equipment offers the Viking ride-on scraper for roadways, bridge decks, airport runways, parking structures, sport flooring and more. This product is powered by a 49.5 hp turbo diesel Kubota engine and features an 18-gallon fuel tank. Safety features include a rear-view camera, emergency shut-off button, emergency brake control and four LED lights (two front and two rear). The noise-dampening cab has a 2-speed fan for airflow. Operators can adjust heat settings and air conditioning via a climate control knobs.


Giatec’s Thermal Modeling Giatec 360 Platform Feature

Giatec’s Thermal Modeling feature on the Giatec 360 platform was developed to help predict the maximum concrete temperature and temperature differential of mass concrete. Thermal Modeling is a comprehensive solution for engineers, general contractors, and ready-mix producers. The feature allows users with mass concrete elements to experiment with different inputs and produce forecast scenarios outlining the anticipated behavior of the concrete temperature at various depths. User-friendly and intuitive, it was built with customers in mind and intended to work independently of SmartRock sensors. This userfriendly feature can be leveraged by multiple stakeholders to optimize planning, save time, validate important decisions, and more. By specifying concrete pour settings, mix design, and element design, Giatec 360 now offers:

Optimized planning of mass concrete pours

Validated cooling needed for pouring temperature requirements

Building thermal control plans

On-the-fly mix design changes or alternative options to meet temperature requirements

Unlimited mix design iteration without physical

No need for expensive modeling or complex DYI

ACI 207.2R compliant calculation guidelines Payroll and Workers Comp App

W. R. MEADOWS got its start helping to "Build America" in the 1920s. And now – just as then – W. R. MEADOWS is a source you can trust for quality building materials for all your airport, bridge, highway and water treatment plant projects. Our product line includes:

• Concrete curing and sealing compounds for highways

• Epoxies and repair mortars for restoring and strengthening existing concrete

• Expansion joint materials for easing the expansion and contraction of concrete slabs

• Waterproofing for bridge decks and foundations

• Joint sealants for asphalt and concrete surfaces

W. R. MEADOWS: Founded and Flourishing in America for 96 years. Visit or call 1-800-342-5976 for more information. is a full-service payroll and workers’ comp insurance service for small and medium businesses with hourly workers. Powered by real-time data, Hourly’s platform facilitates running payroll and handles workers’ comp premiums. The app is geared toward contractors and small and medium businesses with hourly workers, such as carpenters, woodworkers and other construction-related professionals and industries. With Hourly Time Tracking, payroll errors are minimized by collecting time data automatically without needing to make manual calculations and importing time card data for hourly workers. Customers can organize hours by client, project or location. The platform is built for blue-collar and includes time and attendance, locations, tasks, GPS tracking, geofencing, offline mode, real-time alerts, overtime and double time, compliance logs, notes and photos, supervisor app, kiosk mode and job costing reports.

© W. R. MEADOWS, INC. 2023 follow us: @wrmeadows wrmeadowsinc #wrmeadows w-r-meadows-inc wrmeadowsinc 6 CONCRETE CONTRACTOR MAY/JUNE 2023 NEW PRODUCTS

Construction Tech Tools to Help Fight Inflation

There’s no doubt that the global COVID-19 pandemic wreaked havoc on supply chains across the world. These disruptions were then compounded by the housing boom that swallowed up steel, lumber, concrete, and other essential materials as quickly as they were acquired. The newest challenge, rising interest rates, has further impacted budgets and cash flow.

How can general contractors, subcontractors and suppliers bid on their next project while the prices of materials remain volatile?

At the beginning of the COVID-19 outbreak, global demand for concrete slowed as planned projects were delayed creating significant overcapacity. Over the last year, however, demand has skyrocketed as backlogged projects moved forward. Even as inflation and higher interest rates have slowed residential construction, the commercial industry continues to boom and will likely continue as more projects funded by the infrastructure bill are greenlit. Unfortunately, this growth has helped create a dire concrete shortage that now threatens the completion of not only planned projects but those already in the pipeline. Simply put, developers are now building faster than suppliers can make the building materials.

Though the pandemic’s impact on the supply chain played a key role, it’s hard to pinpoint a singular cause for the current concrete shortage. Even as major commercial and infrastructure demand rises, there is some good news on concrete supply. Residential projects accounted for over 75% of cement demand growth in 2021, and the combination of higher home prices and rising mortgage rates coupled with double-digit gains is cooling that market, which should help stabilize the price for the entire industry.


Amid these significant economic headwinds, contractors, subcontractors and suppliers need help to find projects, produce better bids and win more jobs. The first step is to focus on the things they can control.

Innovative, simple-to-use preconstruction technology can help increase project control and productivity. These platforms improve planning, increase operational efficiency and processes, and help general contractors, subcontractors, and suppliers collaborate more easily to establish long-lasting connections that enhance stability and success.

Technology is rapidly becoming the difference between victory and defeat in the construction industry. Truly effective digital tools can bring together contractors, subcontractors, and suppliers into one space to improve collaboration and efficiency. The right construction planning and management solutions digitize the important information construction professionals use most. They can forget about sifting through random notes, old documents, and spreadsheets. Instead, they can use software solutions that provide fast and easy document replication, streamlining bidding and other crucial processes. This will save not only businesses money but also a ton of time.

Proposals and repetitive paperwork can be time-consuming, but when the estimation and material takeoff tasks are digitized, it reduces the amount of time needed to complete them. With increased accuracy, the risk of cost overages is reduced, making cash flow highly accurate and simple.

Additionally, this type of cloudbased technology with automation helps construction professionals find

new projects more easily and quickly. These tools can also notify construction professionals about new projects in their service ahead of other competitors. Using this complete suite of tools, construction professionals can curate winning bids before the competition does. These bids are more detailed and accurate, with easy access to documents and data. Cloud-based technology with the added level of automation can significantly improve takeoffs and estimates, allows for the creation and saving of data that illustrates their success, and facilitates more profitable relationships.


By implementing digital solutions, concrete contractors, general contractors, and subcontractors can all increase profitability, reduce the impact of inflation, and boost overall efficiencies. From streamlining project posting, bid submission, project forecasting, and networking, these tools help all construction professionals to better engage and gain back their time for the work that needs their attention most. These solutions will help establish long-lasting connections that will enhance success and stability while addressing the challenges that lie ahead. Innovative construction planning and management technology will ensure strong collaboration and preparedness for what’s to come.

For more on construction technology visit

©Unkas Photo –

The Design, Prep & Placement of Modern Pervious Concrete Mixes

Modern pervious concrete mixes have dramatically improved in terms of placeability and speed of placement.

Pervious concrete has come a long way in the last 20 years, with several significant developments along the way. Pervious concrete now has its’ own ACI Committee (522). The first ACI specification for pervious concrete was issued in 2008, with the latest version of the specification coming in 2020. There is also an ACI Report on Pervious Concrete - PRC-522-10, and this report should have an important official update in early 2023, including a much-improved section on how to design pervious concrete mixtures and the most recent information on quality installation practices. Along with the specification, pervious has several specific ASTM standards with the two most common being C-1701 for hardened infiltration rate and C-1688 for fresh unit weight. (Additional specs from ACI: Spec-522.1-20: Specification for Construction of Pervious Concrete Pavement, Spec-522.1-13 Specification for Pervious Concrete Pavement.)

Also, there is a well-established certification program for contractors who install pervious concrete pavements developed and administered by the National Ready Mixed

Concrete Association (NRMCA). Contractors placing pervious pavements are required to have a minimum number of their placing crew certified through this program to meet the requirements of ACI 522. In addition to the certification program, NRMCA has published an excellent document on the maintenance and cleaning of pervious concrete pavements to provide owners of pervious pavements good information about maintaining the infiltration rate of their pervious concrete over the service life of the pavement.

Another important change in the last 20 years is the demand for permeable pavements of all types, especially in urban areas. Increasingly stringent regulation around stormwater is the primary driver of this demand, along with a much-heightened awareness of treating stormwater as a resource rather than nuisance. A significant percentage of urban pavements will be permeable as we move further into this decade—pervious concrete is well-positioned as a material to serve this market.

Adobe Stock Image | By Freedy
All photos courtesy of David Liguori, Bay Area Pervious Concrete.


Long-lasting pervious concrete pavement systems start at the design phase of the project. Early pervious pavements often had a very unrealistic pervious-to-impervious ratio, with small areas of pervious receiving large volumes of runoff from adjacent impervious pavements. This, combined with a near total disregard for even basic maintenance practices related to the pervious, led to pavements whose infiltration rates rapidly declined due to clogging from sediment in the runoff from those adjacent pavements. While each pavement system is unique in terms of this ratio experience has shown that a ratio of 1 to 3 works well in many circumstances and provides the owner with reasonable maintenance intervals for the life of the pavement system.

Designers also must pay attention to managing the flow of water from adjacent non-paved areas onto pervious concrete surfaces, and they need to think differently about potential clogging sources from adjacent landscaping and trees. In areas subject to freezing, designers also need to ensure that pervious pavements will not hold liquid water in large rain events. This is a primary factor in determining the amount of base stone to put under pervious concrete, and there should be positive drainage at the top of the base stone storage area to insure that water will not rise back into the pervious pavement where it would be subject to freezing.


list. Fibers provide benefits in both the hardened and plastic pervious concrete and they extend the contractor’s window of success in terms of consistency during placement of individual truck loads. There are many other additives and admixtures that can be used to dial in the strength and performance of pervious concrete. These include water-reducers, super-absorbent polymers (SAP’s), viscosity modifiers (VMA’s), silica fume, nano-silica products and many others depending on the particular application.



Successful pervious concrete installations revolve around good mix designs. Early pervious mix designs were extremely unfriendly to placement and resulted in many project failures, with the most common problem being pavements that shed the gravel from the top layer of the pavement. This is called raveling and the primary cause is placing a mix that is too dry, often combined with insufficient curing. Modern pervious mixes are dramatically more workable, and they allow contractors to achieve much higher production rates without undue risk of raveling surfaces. Mix designs are primarily the responsibility of the ready mix producer but the best mix design is the one that producers and contractors work on collaboratively. Unless you are placing pervious using slip-form pavement equipment, a modern pervious mix is what you want—this mix will come down the truck chute without any assistance from you, and the paste in this mix will have a yogurt-like consistency that produces durable pervious concrete pavements, without closing the voids in the mix as you place and compact the mix.

Most experienced pervious contractors agree that the use of hydration stabilizers is essential for all pervious mixes and I am certainly in that camp. Fibers are also common components in pervious concrete mixtures and they are on my personal “must use”

Pervious needs a stable, free-draining layer of base directly underneath the pavement. In most areas this will be crushed stone and it is important that this material be washed—no dense grade! The depth of the gravel layer is primarily dependent upon the amount of water that the designer needs to store in the base but will often range from 6-24 in. or more. For thicker gravel layers, use a large stone (1 1/2 in. or larger) for most of the depth and compact this stone as it placed. The last 3-4 inches should be a 1-in. stone (like a #57) and this should also be compacted. This will minimize rutting of the base as loaded trucks deliver the concrete, and it will prevent potential settlement especially in deeper base courses.

Compaction of the dirt underneath the gravel base should be limited to maximize infiltration of the water into the soil. If the project calls for a geotextile fabric it MUST be a non-woven fabric.


Forming for pervious is essentially the same as for conventional concrete. With modern pervious placement methods (now called the MAY/JUNE 2023 CONCRETE CONTRACTOR 11
Ask your producer when they created their pervious mix design. If it’s more than five years old it is likely not modern.

1-step method in the NRMCA certification course) it is not necessary to install thin strips on top of your forms so forms are placed to the desired finish elevation of the slab. One key difference is that all stakes must be driven below the top of the form so the roller screed can ride on the forms without being interrupted.

• Placement is generally done with a roller screed, although it is possible to use slipform equipment or laser screeds.

• Roller screed placement is best done in strips, often from 10-24 ft. widths.

• Typical thickness for pervious concrete is 6 in.

• The preferred placement method is tail-gating from the truck. Pervious cannot be pumped so if truck access is not possible, the use of a buggy or a placement conveyor is typical. Placement procedures are different than for conventional concrete. Modern pervious mixes have made placement easier, faster, and more reliable but it is different, especially in the amount of time the fresh pervious concrete is exposed to ambient weather conditions. The certification class instructs installers that all pervious must be raked, screeded, compacted, and covered within 10 minutes of hitting the ground. This is absolutely possible, even for inexperienced crews, with the right approach. Placement crews need to work in close proximity to the discharge chute and not get more concrete on the ground than can be handled within that 10-minute window. The best crews get into a continuous placement rhythm with one or two people spreading and raking, two people operating the roller screed, two people edging and pulling the plastic, and one or two people cross-rolling or pan-floating. Cross-rolling can be done directly on the pervious surface or on top of the plastic while pan floating must be done directly on the pervious surface, prior to covering with the 6-mil clear plastic. Cross rolling or pan floating is the essential final step of compaction, and covering with plastic immediately protects the pervious from evaporation and loss of moisture.


As noted in the previous section, 6-mil clear plastic is specified for the initial curing of pervious concrete and that curing should begin within 10 minutes of the pervious hitting the ground. Curing should continue uninterrupted for a minimum of seven days, sometimes longer in cool weather, before the pervious concrete is opened to traffic. Some areas of the country use materials such as soybean oil or some type of spray cure on the surface of the pervious, and some mix designs include internal curing agents (like SAP’s). All of these materials have benefits but none of these materials can substitute for that minimum seven day curing period with 6-mil clear plastic.

Most contractors today have shifted to using saw-cut joints instead of tooled joints, especially for pavements that will have vehicle traffic. I am firmly in this camp for several reasons. However, this does complicate maintaining the 7-day curing period. The best practice for pervious seems to be saw cutting the day after placement to guard against raveling of the saw-cut joint while removing the smallest amount of plastic possible to allow for the saw-cutting process. Some contractors will cut the plastic and peel back each edge just far enough for the saw to operate and keep the pervious wet during the sawing process. After sawing is complete, the plastic covering is immediately restored using a thin strip of additional plastic to cover the seam. Contractors definitely need a plan for keeping the plastic in place for the full seven days. (Throwing a few rocks on the edges does not constitute a plan.)

In summary, modern pervious concrete mixes have dramatically improved in terms of placeability and speed of placement. These same improvements offer significant benefits to the hardened pavement (and their owners) for longer service life. Installation practices have also been refined and are critical for achieving high-quality pervious concrete pavements.

For more information visit

Alan Sparkman, CAE, LEED AP, CCPf, is the Executive Director of the Tennessee Concrete Association. NRMCA Pervious Concrete Craftsman certification #003721.
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The Information Super-Highway

Smart pavements have the potential to transform roadways into support platforms for EVs, autonomous vehicles, and data services. How can road builders utilize this emerging technology? What greater implications could there be?

The Infrastructure Investment and Jobs Act (IIJA) was a landmark piece of legislation, the impacts of which will continue to unfold and be felt for many years to come. One of the various programs and funding initiatives it put in place was the Biden Administration’s plan for a national electric vehicle (EV) charging station network. At first glance, this plan doesn’t appear to have a large effect on the contractors and business owner’s direct on-the-job, day-to-day activities. However, as the country slowly shifts to a greater reliance on EVs, the charging station network alone may not be able to sustain the eventual number of EVs on the road. Other innovations and solutions will need to be developed and implemented if an electrified future is to come out from the realm of science fiction and into the real world.

It is precisely within this eventual and expected “gap” that Integrated Roadways and their Smart Pavement System wants to step into the conversation. They are building one example of what are known as “connected” pavements.


It’s clear to see a line that can be drawn from the earliest conceptions of technologically advanced roads to today’s smart, internet connected pavements. “Smart pavement is a modular, prefabricated paving system that contains sensors, communication elements, wireless charging, navigation, and support for autonomy,” says Tim Sylvester from Integrated Roadways. “It’s all operated by a micro data center that lives at the

edge of the unit and provides a host of telecom capabilities for current communications like Wi-Fi, 4G, and 5G.” But, according to him, that’s just the beginning of what these systems can do.

“It also provides vehicle specific things like tire pressure monitoring systems, Bluetooth low energy systems, as well as, being an integration point for IGS (Integrated Geotechnical Solutions) equipment, signals, digital signage and all of the other technology that means to live in the roadway. Really, it’s converting the road into a managed service platform for next generation mobility.”

According to their website IGS is “a leading provider of monitoring systems, consultation services and risk management solutions...used in the construction, aggregate, subway, civil engineering, historic structures, mining and oil and gas exploration industries.” They provide services like compliance monitoring with turnkey solutions in the realms of surface cracking, dust, noise,

soil movements, vibration, water, and even weather. This made me wonder if the smart pavements were now smart enough, not only to communicate with the cars on the road, but whether or not this technology could benefit the road building industry in other ways.


The plan for these prefabricated sections is to offer a broad range of applications, including the roads telling contractors a lot more about their condition, erosion, performance, and environment. Collecting precise data on traffic, weight, weather, and more, the implications are pretty exciting. That’s a lot of prospective technology going into the ground, but the Integrated Roadway system is designed to mitigate some of that complexity in the way it’s designed and produced.

“I realized a long time ago that if we converted roadways into a modular prefabricated kit that could be delivered

Brighton Blvd Installation | All images provided by Integrated Roadways.

to the job site--Installed as opposed to constructed in place,” Sylvester says. “It gives us the opportunity to incorporate advanced technologies that are not feasible with site based construction, due to the amount of time it takes, specialized labor, along with traffic and environmental concerns and risks.”

The end result is a series of sensitive instruments that can take all these measurements, all these various data points mentioned, and turn them into useful probability models and, even more importantly, pavement condition index models. At one end of the spectrum, it can be used to create predictive maintenance models that apply not only to the section of the road where the prefab nodes are installed under the road, but, also, it can be applied to the surrounding roads connected to it.

At another point on the spectrum, the data can be utilized in the dynamic flow of traffic when connected to an automated traffic signal systems. It is a large leap over the traditional methods of traffic monitoring. Sylvester explains: “What we can do is take the entire local or regional network and feed that into a real time traffic flow map that constantly adjusts the signal phases for the connected signals in order to provide those green light corridors and keep clumps of traffic flowing together as a group. It can make adjustments for leaders and stragglers, and prevent conflicts with cross traffic.”

Both of these two possibilities combined together underlay a powerful tool for road builders and road construction contractors. When the traffic data about regular day-to-day patterns is taken into account and used alongside the maintenance modeling, it becomes a lot easier to plan detours, re-routes, lane closures, and other adjustments for maximum efficiency. Contractors can have a better understanding of what drivers are doing on what days of the week, and know more precisely when the work will likely need to be done.

“By showing the actual breakdown of traffic over time and by location, the contractor can make decision based on what’s going to minimize the traffic impact,” says Sylvester. “You can optimize your construction phasing and the sequencing of when you do different lanes just by having a better understanding of what traffic is where and when.”

While not necessarily a one-to-one realization of GM’s fantastical “City of Tomorrow” they showed off in the 1960s, it definitely seems to have plenty of varied uses.


Every new device that tech companies bring to market comes with two price tags. One is the upfront cost you charge to your bank account, and the second, and much more lucrative, is the vast sea of data the new convenience will collect about you. The most notorious of these, and the ones we are most dependent upon, are our cell phones. They are the closest analogue to the potential for data gathering, and its value to third parties, when it comes to what smart pavements could

potentially know about you. This isn’t to say that smart pavements are a bad idea at all.

Everyone with an iPhone or a Samsung in their pocket makes a decision everyday that the exchange of this data for the device is acceptable, if not unavoidable. It is conceivable that between our smarter cars and smarter roads, a new data gold mine could be available for companies like Starbucks or McDonalds, or even law enforcement, to access and exploit the same data that is a helpful tool to contractors and city managers. The data and its collection isn’t inherently bad, of course, but who is going to use it and to what end?

“When we do a contract with a public agency, we include in that contract a requirement that we cannot collect personally identifiable information,” says Sylvester. “We designed our system so that it does not know who you are. It makes inferences that are not attached to an individual person.”

He continues to explain just how compelling the data can be, even without the inclusion of your identity. “The level of data that we can provide has an immense amount of value, even without knowing you as a person. We can get everything that’s relevant without digging in beyond that,” Sylvester says. “We can tell you what kind of vehicle it is, what the make and model. We can even provide a demographic and socio-economic profile. That’s a probabilistic model of who it might be, based on the population, ownership, and census details. We don’t need to know an individual in order for the information to be useful. We really only need to know general characteristics so that we can build marketing audiences.”

According to a report by ClimateNexus the current U.S. fleet of approximately 2.5 million EVs uses less than .5% of the total energy output in 2021. Even if the number of EVs jumped to 80% of the total automobiles on the road, it would only lead to an increased demand of 10%-15% on the grid. Global electricity supply is projected to increase by at least 60% by 2026.

If we are going to realize a future where EVs are the dominant form of personal transportation, we will need smart pavements or something similar to them. This is even more true when it comes to the type of support that fully autonomous vehicles will no doubt require. But these questions and issue should be in front of contractors as they figure out how to utilize, implement, or offer smart pavements to their clientele.

For more information visit MAY/JUNE 2023 CONCRETE CONTRACTOR 15
Brandon Noel is the editor for Asphalt Contractor and Pavement Maintenance & Reconstruction.


Blastcrete’s MX-10 Mixer/Pump

Blastcrete’s MX-10 Mixer/Pump can mix dense refractory materials in less than two minutes with its closed-loop hydraulic circuit.

• Handles up to 2,500 lbs. of material

• High-speed hydraulic agitator

• 3-in. swing tube piston pump operates with up to 2,200 psi for consistent installation of as much as 12 tons of material per hour

• High-pressure pump achieves up to 450 vertical pumping distances

• 22-sq.-ft. platform

• Swing-out receiving hopper

• Lifting eyes on platform allow operators to use a crane to lift the machine and place it on a flatbed

• Can be equipped with John Deere 4045T

99-hp or Deutz BF4M

2012 102-hp watercooled diesel engine

• Also offered with electric motors

• Optional 2,000-psi hydraulic pressure washer for easier cleanup and automatic lubrication system

The Super Sack Systems V3 Dry Material Hopper by Strong Mfg.

The Super Sack Systems V3 attachment by Strong Manufacturing, was designed to reduce the labor cost of moving dry material to your concrete mixer quickly and easily. Built as an independent unit, the Super Sack V3 can work on new or old machines with a hydraulically assisted twopiece pivoting auger. With a 15,000 lb. capacity, it can do the equivalent of dropping four bags of mix all in 30 seconds - saving time, enhancing productivity, and sparing a lot of back-breaking manual labor. The Super Sack V3 includes enhancements from previous versions like a larger capacity hopper, diesel-powered engine, and the two-piece pivoting 9 ft. long auger that folds for convenient storage and transport.

The KMA 240(i) Mobile Cold Recycling Mixing Plant from Wirtgen

The mobile KMA 240(i) mobile cold recycling mixing plant from Wirtgen enables continuous and resource-efficient production of high-quality mixes. The double trough technology made it possible to double the speed of the production of mix from various different construction materials. The system enables precise, reliable, and automatic addition of large amounts of hydraulic binding agents. In addition to cold mixes for bituminous bound base layers, the plant can also produce mixes for cement-stabilized base layers and roller compacted concrete at rates of up to 240 t/h.


Internally Cured Concrete Pavement Production

Internally cured concrete can help improve customer satisfaction and open new business possibilities. But first, let’s find the definition and discuss how to get started.

Internally cured concrete helps concrete realize its maximum potential in a simple, economical, and sustainable way. Due to increased hydration, it reduces early cracking, chloride ingress, curling, warping and improves the material’s durability. All of this lengthens the concrete’s service life. Further, because it can widen the acceptable parameters of field curing, internally cured concrete can mitigate risks of delay caused by unfavorable weather conditions. As such, it has become integral to many aspects of the building industry, including prefabricated and prestressed forms, structural concrete, concrete pavement, dams, water tanks, and more.

For concrete producers and contractors, being able to utilize this type of concrete can not only help improve customer satisfaction but also open new business possibilities in concrete pavement production. That said, starting internally cured concrete production can be an intimidating task. Here’s a brief overview of internally cured concrete and a how-to guide to starting production.


The American Concrete Institute has defined internal curing as “a process by which the hydration of cement occurs because of the availability of additional internal water that is not part of the mixing water.”

In more general terms, internal curing happens when concrete is cured from the inside out. This process works in conjunction with conventional surface curing to produce more robust

concrete by reducing the strain on different sections of the material as it cures.

The additional water required for internal curing comes from presoaked lightweight aggregate. Fine lightweight aggregates made from expanded shale, clay, or slate (ESCS) provide palpable value to the internal curing process. While conventional concrete sands have low absorption rates (1% in some cases) and quick desorption rates, ESCS provides both a high degree of water absorption and optimal desorption rates.

This is due to its internal network of capillary voids. Allowing the material to absorb a much higher percentage of moisture than its conventional counterparts. This absorbed water is returned to the paste matrix after the concrete sets, on demand for when the concrete needs water for curing. As such, ESCS can supply the cementitious mix with an adequate amount of moisture to ensure proper curing, making it an ideal aggregate for internally cured concrete production.

It should be noted that internal curing does require a couple more steps than conventional curing. However, these steps are easily incorporated into normal preparation and batching. The substantial enhancement to the quality of concrete as well as improvements to on-site curing far outweigh the additional steps the process requires.

Placing internally cured concrete is similar to traditional concrete. This shows the Lone Tree Tank No. 2 water storage facility in Lone Tree, Colorado. Approximately 1,300 cubic yards of ICC mixture was placed for the posttension floor slab, in October 2011. All images courtesy of the Expanded, Shale, Clay and Slate Institute


For almost all applications, evidence indicates that 7 lbs. of internal curing water per 100 lbs. of cementitious materials provide the appropriate amount of moisture needed for improved hydration. The amount of prewetted lightweight fines can be easily calculated based on the material’s absorption and desorption characteristics. It is encouraged to contact your local ESCS supplier to obtain these values and assist in the calculations.



When producing internally cured concrete, too little moisture will not provide enough hydration for internal curing, but too much will cause handling issues during batching. Proper soaking and draining protocol help maintain ideal saturation levels, so it is important to set up standards and monitor moisture levels throughout the soaking and batching process.

Constructing ESCS lightweight aggregate stockpiles at the concrete batching facility is the first step in maintaining uniform moisture throughout the pile. After this, concrete producers are advised to continuously and uniformly water the stockpiles with an approved sprinkler system for a minimum of 48 hours and until the absorbed moisture content of the aggregate, as determined by ASTM C 1761 and the ESCS producer’s recommendation, is achieved. Turning or mixing the aggregate pile will help to reduce moisture variation.

At the end of the wetting period, the stockpiles should drain for at least 12-15 hours immediately prior to use. Once the stockpiles have sufficiently drained to a typical free moisture range, the fine lightweight aggregate will handle and flow like sand. Even after the recommended drain time, there still may be a high degree of free water on the aggregate at the base of the pile. For this reason, it is recommended that the loader operator keep the bucket elevated approximately 6-9 in. to help drain any excess surface moisture.

The frequency of wetting the stockpiles will depend on the size of the piles and the weather conditions. Covering stockpiles with a non-permeable cover after watering will help reduce evaporation and help improve moisture consistency in the stockpile. Under steady operations, two stockpiles may need to be maintained: one pile of new aggregate to be prewetted and prepared and another ready for

batching. It is necessary to periodically conduct moisture checks and possibly rewet stockpiles. Moisture checks should always be conducted prior to batching.


After soaking, draining, and proper moisture checks, ESCS aggregates will be ready to be batched. Producers and contractors can use mix designs based on end-use and replace a small portion of the fine aggregate or concrete sand with a predetermined amount of saturated ESCS material. Concrete professionals can find internal curing calculators online that can show them how to deviate from standard mixes to achieve the level of hydration needed. These calculators use preset mix designs and adjust to accommodate internal curing.

However the mix design is ascertained, it is important that contractors and producers consult with the ESCS supplier to ensure they have the correct percentage of saturated lightweight fines.

Once batching ratios have been determined, the rest of the process of using internally cured concrete will proceed similarly to normalweight concrete. The volume of lightweight fines used to produce internally cured concrete is not sufficient enough to classify the concrete as lightweight concrete.


Starting internally cured concrete production largely involves modifying batching protocols. However, concrete producers and contractors do not need to reinvent the wheel when it comes to the mix design. There are various calculator tools and manuals that can help these professionals modify a standard mix to include saturated fine lightweight aggregates. In addition, lightweight aggregate suppliers can be consulted for best practices for deviating from established mix designs.

By incorporating these batching protocols, concrete producers and contractors can not only provide their current customers with higher-quality concrete but also potentially qualify for new business opportunities since many Departments of Transportation require internal curing for concrete bridge decks.

With over 20 years of experience in the concrete industry, Clint Chapman is the Western Region Marketing & Technical Manager for Arcosa Lightweight and is an NRMCA Certified Concrete Technologist – Level 3.

For more information visit

Presoaked lightweight aggregate ready for batching. MAY/JUNE 2023 CONCRETE CONTRACTOR 19
Testing water ratios before batching to ensure proper levels. Draining lightweight aggregates before batching.

Concrete’s Best Friend: A Clean Screed

Regular maintenance will help keep your concrete screed working as it should. The first step: keep and read your equipment owner’s manual and follow the manufacturer’s recommendations.

In search of some universal advice, Concrete Contractor connected with industry experts for insight into the key maintenance steps for a concrete screed. According to what we’re told, no matter the type, the number one most important thing a concrete contractor can do for their screed: keep it clean. However, time isn’t on your side and being diligent about routine work will make a major difference in the long run.

While this step is straightforward, any build-up of concrete can create excessive weight forcing a bow or flex, rough areas on the screed, or imperfections on the surface that can promote damage affecting the quality of the finish. It’s recommended to do some spot cleaning during any job scheduled to be over an hour or two to avoid excessive build-up. This regular cleaning can avoid stronger remediation efforts later that could threaten the blade’s flatness.

Caught early enough, any concrete

should be able to be sprayed off with water. There are also several cleaning products available on the market—many non-toxic—to help; read the instructions carefully and use the correct concrete remover to meet your needs. “Muriatic acid is an old-school cleaning device where the acid will ‘eat’ the concrete and literally break it down chemically but it’s also pretty tough on materials like aluminum or other things that screeds can be made of,” notes Seth Ulmer sales manager at Curb Roller Manufacturing. Diesel fuel has been a popular choice, but it’s not the most environmentally friendly option and many commercial, federal, or DOT projects can specify the type of form release you can use. Treating 90% (or more) of the working surface should help speed cleaning procedures.

When a brush is needed, look for a fairly aggressive bristle. Contractors should use a stiff-bristled, plastic or natural fiber brush but steel won’t generally not required until you’re combating dry concrete and scraping the surface.

One often overlooked step is addressing any moving parts and bearings that require grease. Ready-mix is very abrasive and can get into moving parts and bearings, and sand can even become flushed in during washing. Kyle Hohmann, vice president of sales and marketing at Ligchine suggests that contractors should grease the necessary parts at the end of the day—daily. “[This] forces that water and anything that has any debris that has gotten into that bearing surface out,” he explains. “It really is the best time to do that maintenance. You need to be greasing all of those bearings that carry the shafts, vibrating

components, and then the auger.” Take care to not over grease or use a poweredgrease gun on bearings.

It’s good practice to schedule time for maintenance like changing air filters, fuel filters, changing the oil, and others. Ligchine recommends to schedule service intervals based on hours of use and to follow recommendations from the engine manufacturer in your machine.

Another good practice is to confirm your grade with a string line or laser level. “You want to double check the flatness,” advises Rick Gramoll director of sales and marketing at MBW Inc. Bring a string line taught against the screed to help identify bows or dips.


Having one team member assigned to the maintenance on your screed(s) can go a long way. This person would be responsible to periodically check the screed during the placement, inspect hardware, make sure it’s clean afterward, and more. Having an assigned storage place would help keep the screed safe from damage, theft, and the weather.

This person would also be able to share some basic education on the equipment to the new hires on the team. Allow some time to walk everyone through how to use it safely, how to care for it, how to clean it, how to move it around the site, and so on.

After all, “one ounce of prevention can save you a lot of heartache,” reminds Hohmann.

For more information visit

LIGCHINE.COM 812-903-4500 FIRST PLACE The E-Z PLACER™ is a self-propelled, remote-operated concrete placer and line dragger in a single, easy-to-transport unit.
SCREED The SCREEDSAVER™ ULTRA PLUS offers a heavy-duty boom reaching 20 ft with an all-new Ultra Performance 14’ 6” screed head. The new SCREEDSAVER™ MAX PLUS E is an industry first! Ideal for indoor environments, it runs on an 100% lithium-ion electric power system.

Advancing Productivity in Structural Construction

The ACI wants to talk about what needs to happen to make an impactful change.

While solutions and technology have been a major focus of the cost of the structure, few have aimed at the collaboration of the designer and contractor. For ACI’s new Center of Excellence, productivity stands at its foundation and has footings to hold up a unique structure going forward. The American Concrete Institute launched PRO: An ACI Center of Excellence for Advancing Productivity.

As a catalyst for solving the barriers of constructability to advance concrete construction productivity, PRO will collaborate with designers, materials

suppliers, and contractors to identify and resolve issues that negatively impact productivity in concrete construction. PRO will be single-focused to quickly create industry change.

Aside from the support by ACI technical experts, the Center’s only current official employee is the executive director, Phil Diekemper. “The industry is not advancing the way it needs to,” he says. PRO is being set up to create the right conversations with the right people. The Center aims to optimize labor and time against materials by improving structural design and construction


processes collaboratively with designers, material suppliers, builders, and industry stakeholders.

“The concrete contractor’s input on design details, specifications, and material criteria that embraces the construction process is long overdue,” says Diekemper. “Improving construction productivity through concrete design is the key to unlocking project value. I’m very excited to participate as the industry collaborates with a single focus to improve concrete construction productivity.”

What will PRO start with first? Great question. Eager to get to work, it’s one they asked themselves right away. PRO has begun a strategic planning effort to decide where it needs to focus initial efforts, how sponsors shall meet, and when. At current, Diekemper’s vision is to create a face-to-face meeting for this strategic planning and build relationships amongst the innovative minds of the sponsors involved.

Pecora-Deck 800 & HB1000 traffic coating systems prevent surface degradation caused by traffic abrasion & the destructive forces of the elements by delivering durable protection to wearing surfaces like concrete & plywood. Whether for restoration or new construction, protect your investment with the Pecora-Deck system that fits your project.

To build to that, they need to expand with sponsors and create a steering committee for strategic planning. “How PRO grows over a period of time will largely take the shape of the sponsors and the motivation of the leadership,” says Diekemper. “We’re seeking companies that share PRO’s vision, the innovative companies that drive change. We’re seeking contractors both general and subcontractors that self-performed concrete, material suppliers, reinforcing fabricators, reinforcing installers, design engineers, or even project architects or owners.”

More on ACI’s PRO can be found at

For more information visit


The ConcreteContractor 2023 Top Products Awards

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Wirtgen’s SP 20(i) Offset Concrete Paver

The production of concrete safety barriers with a height of up to 2 m and the paving of flat surfaces with widths of up to 2.5 m are typical applications for the SP 20(i) offset paver. With the machine, Wirtgen offers its customers the ideal combination of productivity and mobility. Despite the large paving widths and heights it offers, the machine has a low transport weight and compact dimensions.

Multiquip’s Mayco LS300GK Small Concrete Pump

The Multiquip Mayco LS300GK compact, trailer-mounted concrete pump combines levels of performance with the build quality you would expect on larger pumps. Multiquip designed the LS300GK to be unique and distinct from other pumps with a 30-yard/hour output, handling up to 1 1/2-in. aggregate.

• Oversized 6-in. material cylinders

• 800 psi piston face pressure (max)

• 85.0 HP liquid-cooled

Kubota WG3800 gasoline engine

The versatile LS300GK pumps a variety of concrete mix designs and is ideal for slab work, block fill, shotcrete and more. The pump features a 10 cubic foot capacity hopper that is easily removed for maintenance and accessibility to wear components. Operators will appreciate the easy to read, solid-state digital control panel and optional wireless remote control.

For more about Multiquip equipment, contact your MQ dealer or go to

Owens Corning FOAMGLAS Perinsul

SIB Thermal Bridging Solution

Owens Corning’s FOAMGLAS Perinsul SIB

(Structural Insulating Block) is a thermal bridging solution for high-performance buildings. By achieving a continuous thermal barrier in various types of wall assemblies, FOAMGLAS Perinsul SIB protects against thermal energy loss at critical junctions.

HONORABLE MENTION Caterpillar’s Smart Creep

Caterpillar’s Smart Creep feature for the full range of Cat D3 Skid Steer Loaders (SSL) and Compact Track Loaders (CTL) for operating Cat cold planer and wheel saw attachments senses the load on the attachment and automatically adjusts the drive command to keep the cold planer or wheel saw running at the most productive speed. By continually sensing the load on the attachment, smart creep increases machine speed when encountering less resistance and automatically slows the machine when encountering higher loads. Engine load remains constant, while the operator can monitor hydraulic pressure on the in-cab display panel.

Recognizing the innovative ideas and ingenuity helping contractors be successful for years to come.

Liebherr THP 80-LP Concrete City Pump

The THP 80-LP truck-mounted concrete city pump is designed for jobs in urban environments, residential jobs and compact jobsites where space is limited. The flexible boomless pump truck for line pumping application has a total length of around 28.4 ft. It is quick to set up and easy to control with an HBC option for the remote control. The truck features storage with wide spaces for the concrete tubes and accessories on the deck and plastic water tanks for saving weight. The unit is mounted on a two-axle flatbed truck chassis and weighs around 22,684 lbs. The pumping kit features an open loop hydraulic circuit that is the simple, reliable and powerful. A pumping kit option allows highpressure application for extreme tasks.

SikaCem-190 Concrete Control by Sika

Ideal for all concrete, colored concrete, and dry shake hardener applications, Sika’s SikaCem-190 Concrete Control is a non-filming, low VOC, amorphous colloidal silica topical additive applied to freshly placed concrete that maintains adequate moisture while reducing the risk of concrete setting prematurely. Applications of SikaCem-190 Concrete Control include decorative concrete, concrete slabs, polished concrete, driveways and sidewalks, interior or exterior concrete, parking garages, industrial floor slabs, and bridges and roads.

• Extended concrete workability

• Lubricates concrete surface

• Promotes proper hydration

• Reduces surface crazing

• Reduces efflorescence

• Improves abrasion resistance

• Chemically reacts with entire mix design

• Promotes flatter, thicker, denser cream cap SikaCem-190 Concrete Control is applied during the floating and troweling of freshly placed concrete to control moisture loss, allow proper cement hydration, extend workability, and make finishing concrete flatwork easier and faster under adverse conditions of wind, sun, high temperatures, or low humidity.

Brickform Ultra-M1x Pre-measured Concrete Coloring

Brickform Ultra-M1x is a blend of pure iron oxide pigment and Ultra Fiber 500, packaged in a premeasured repulpable bag. Ultra-M1x offers a premium color system combined with the added benefit of UltraFiber 500 in the mix. Ultra-M1x can be added at the ready-mix plant or at the jobsite. Brickform Ultra-M1x requires no measuring and disperses evenly throughout the concrete mix. Ultra-M1x is the perfect choice for architectural concrete on residential, commercial and municipal applications.

• One bag per cubic yard

• Repulpable bags

• Fiber reinforced

• Reduces plastic shrinkage cracking

• 20 premium colors

• 1lb of fiber per bag

Runyon Data Services Concrete Meter Cart

As an international wholesaler uniquely focused on polished concrete, Runyon Surface Prep (RSP) has taken on the challenge to improve and perfect the measurement experience. Although the journey was never easy, after years of R&D, diligent testing, and constant improvements, RSP’s Runyon Data Services addresses the issue of convenience, they developed a self-contained mobile cart to house the meters and charger. That means no more kneeling and bending. In order to radically increase utility, a small computer “brain” was incorporated into the cart, where it wirelessly transmits meter readings directly into the Runyon App. Verify specs have been met without aching backs, disjointed equipment, or misplaced papers.

Simpson Strong-Tie’s RCA-C Rigid Connector Angle

Simpson Strong-Tie’s RCA-C rigid connector angle is an ideal solution for attaching cold-formed steel (CFS) stud framing to concrete supports.

• 2 by 2 in. legs for plenty of room to make attachments to structure and stud framing

• Multiple screw pattern options for different load rating options on stud framing

• Prepunched holes for attachment of screws to stud framing and concrete

• A range of load applications—the connector can be used either to form a heavy-duty shear and tension connector or to form a light-duty moment connection

Designed to save installers time and reduce the cost of drilling connector holes at the jobsite, the RCA-C provides the most anchor options available, including holes for a 1/2-in. diameter anchor screw or bolt, or for two 1/4-in. diameter concrete screws positioned to allow a variety of fastening options. The Simpson Strong-Tie family of rigid connector angles include general-purpose clip angles designed for a wide range of cold-formed steel construction applications. With prepunched holes for fastener attachment, these L-shaped clips save time and labor on the job and can be used for miscellaneous header/sill connections to jamb studs, jamb stud reinforcement at track, u-channel bridging, stud blocking, bypass curtainwall framing, joist connections and other applications.


Pecora-Deck HB1000 Series

The Pecora-Deck HB1000 High Build Traffic Coating System was developed to provide contractors with an industrial-grade alternative to traditional polyurethane coatings. This system was designed to be used in heavy-duty vehicular and pedestrian applications. Pecora-Deck HB1000 can withstand high-impact conditions and exhibits exceptional abrasion resistance. HB1000 is a low-VOC and lowodor coating making it an ideal choice for interior applications with adjacent occupied space.

• Fast cure

• High-mil, single, and multi-component application options

• No off-gassing, bubbling, or swelling upon cure

• Field tintable

• Compliments existing Pecora-Deck line of products

Aquajet Aqua Cutter 750V Hydrodemolition Robot

Aquajet’s Aqua Cutter 750V was developed to revolutionize Hydrodemolition. It launched Aquajet’s patented infinity oscillation that moves the water jet in a Figure 8 pattern, removing more concrete in a single pass while reducing shadowing, eliminating the risk of pipe holes and providing an ideal bonding surface. The 750V also features the next generation Evolution 3.0 Control System with the ability to automatically calculate optimal settings for lance motion for greater precision and efficiency. Like all Aqua Cutter Robots, the 750V cleans and descales rebar without causing microfracturing. It also offers exceptional horizontal, vertical and overhead reach, making it suitable for many concrete removal tasks, such as renovation and bridge and road repair.

Diamond Segmented 2-in-1 Turbo Masonry Cut-Off Blades by Diablo Tools

Diablo Tools’ diamond segmented turbo masonry cut-off blades provide extreme durability, longer life and faster cuts in concrete and brick. Designed to fit standard arbor sizes and X-Lock interface, these diamond blades deliver up to 30% faster cuts and up to 4X longer cutting life. The 2-in-1 design delivers a quick and clean cut in all masonry materials. Diablo’s diamond segmented turbo blades are designed with minimal gullet space between their proprietary segments to provide the perfect balance between speed and cleanliness of cut. With a hardened blade body design, the blades provide the perfect ratio of debris removal and superior quality cuts while delivering longer life than standard blades.

MBW’s BullVibe Vibratory Bull Float

The E-Z Placer From Ligchine

Ligchine’s E-Z Placer is a self-propelled, remote-operated concrete placer and line dragger in a single, easy-to-transport unit. Featuring a 27-ft. material placement reach through a 4-in. delivery line, this machine allows placement of material where needed, while keeping the operator and machine out of the finishing area. The system is powered by a 13 HP Honda GX390 gas engine. The E-Z Placer offers portability, ease of use, and an agile approach to efficiently and quickly placing concrete in line pump applications.

• 36 ft. 8 in. long

• 4,000 lbs.

• 27 ft. boom reach

• 16 ft. main boom with a 360-degree left/right swivel

• 11 ft. tip broom with a 360 degree continuous swivel

• 4 ft. placement pipe diameter

• 100% wireless remote control, with backup controls on-machine

• Transportable with pickup truck and trailer

Find more information at

Generally, a contractor will need a vibratory bull float in emergency situations (concrete setting up too quickly, cold joints, a second ready mix truck not showing up on time). Vibratory energy will be required to blend in the concrete, and to bring the cream back up to the top of the slab. These are great application examples in which a contractor can use the BullVibe. Any Milwaukee M18 REDLITHIUM battery can be used and using a smaller battery will not affect the performance.

• Unit is a sealed system so no maintenance/ greasing is required and it’s protected from concrete buildupin crucial areas

• LED lights provide visibility

• Poles and floats are sold separately


The best adhesive performs in the worst conditions.

Choose SET-3G™ high-strength epoxy from Simpson Strong-Tie for your next anchoring installation job. Code listed for extreme temperatures (40° to 100°F), SET-3G is also code approved in concrete holes that are dry, water-filled, water-saturated or submerged. SET-3G is manufactured in the US and immediately available through our distributors, so you can always stay on schedule.

Get a full supply of SET-3G epoxy for your next project. Visit our website at or call us at (800) 999-5099.

Anchoring Solutions | Products, Software and Service for Smarter Building
© 2023 Simpson Strong-Tie Company Inc. SET3G17R-C Code Listed: ICC-ES ESR-4057


The Digga HALO Alignment System

Digga offers the HALO alignment system for drilling applications on construction sites. Located in the hood ring of the auger, HALO provides an operator with a simultaneous clear line of sight to itself, as well as the hole being dug. HALO utilizes a band of LED lights, which when fully illuminated green, indicate the auger is plumb. If the auger moves from its plumb position, a sequence of red and green lights will be lit to guide the operator back to plumb. This product does not need a spotter and spirit level to guide the operator. It also ensures holes are drilled plumb and reduces the number of in-hole angle adjustments, resulting in no oversized holes (minimizes the amount of concrete when filling). The system eliminates sideload on augers and auger bits, avoiding potential damage and repairs.

• LED ring is recessed into hood for protection

• Visible to operator even in bright daylight

• Accurate to +/- .25 degrees

• Various cable lengths and power options available

• Numerous wiring options available

• Optional rechargeable battery

• No need for an in-cab display

The Rogue Walkbehind Scraper by National Flooring Equipment

Allen Engineering’s Riding Concrete Trowel HDX615

Allen Engineering’s riding concrete trowel HDX615 is powered by Power Solutions International (PSI)’s 2.4-liter dual-fuel gasoline and propane engine. Backed by data and support from the Propane Education & Research Council, the dualpowered engine offers a path to a clean energy solution without compromising on performance or range, the company said. The PSI 2.4-liter engine provides up to 67.1 hp and 125.2 ft.-lbs. of torque.

Milwaukee Tool MX FUEL 36 in. WalkBehind Trowel

Hilti NCV 4-22 Pencil Concrete Vibrator

The handheld, Nuron battery-powered NCV 4-22 is designed for jobsites with tightly spaced rebar. When rebar is denser or in lower volume pours, utilize the NCV 4-22’s internal vibrator for ultimate mobility on your jobsite. Designed for settling concrete, this heavy-duty finishing tool is cordless and powered by the Nuron battery platform. A portable design allows the concrete vibrator to reach various sections of busy worksites, as well as tight spaces, curbs and gutters.

National Flooring Equipment’s The Rogue provides floor preparation contractors with the power and productivity of a ride-on scraper in the compact size of a walkbehind. The Rogue is an all-electric scraper with precision steering and a fully adjustable blade angle at the touch of a button. When developing the Rogue, National Flooring Equipment explored how it could redesign a walk-behind scraper to have all the features of a larger, ride-on in a compact machine. Legacy walk-behind machines are typically difficult to maneuver, using hydraulics to control the scraper. Instead, the Rogue is a fully electric machine with increased maneuverability and speed—where a traditional walk-behind scraper could work up to 30 ft./min., the Rogue can do up to 150 ft. in the same time. To improve ease of use, the Rogue incorporates simple controls that require less operator input than traditional models. For example, contractors can use toggles on the handle to direct the machine left, right, forward or reverse. In addition, the Rogue includes a button to control blade pitch and angle. In addition, National Flooring Equipment adapted the vibration of the machine to impact floor removal efficiency. The Rogue features a dial to adjust oscillation to help contractors choose how the tooling moves to achieve the best result. For more information, visit

Milwaukee Tool’s MX FUEL 36-in.

Walk-Behind Trowel provides smoothed, balanced finishing with 5HP performance, no gas headaches, and 25 min of runtime per charge. The POWERSTATE Brushless Motor delivers 5HP performance and unmatched control with a max blade speed of 130 RPM and an ergonomic throttle design. The trowel provides instant power with no gas headaches and requires no regular maintenance, producing less noise and zero emissions for a safer workspace indoors or outdoors.

The Orange Thunder Walking Float with Ultra Twist Bracket by Kraft Tool Co.

Kraft Tool expanded its KO-20 blade material to include the Orange Thunder Walking

Float with Ultra Twist Bracket. The 36-in. by 3-1/2in. blade has rounded ends and broken-in edges for floating without gouging. The walking float features an aluminum bar down the middle of the blade to provide reinforced strength. Topped with the unique Ultra Twist Bracket provides a full 360 degrees of rotation to work from any angle. Its large range of motion is great for hard-to-reach places and working around obstructions. The bracket fits 1 3/8 in. or 1 3/4 in. button bull float handles. The KO-20 blade material increases the tools’ ability to work on rough surfaces faster, bringing up bleed water quicker and leaving concrete surfaces open longer.

Automated Bull Floating. Consistent Broom Coverage. ACI Compliant Curing. EVERY TIME. Connect with the Somero® Team Today to Request a Demo! | (239) 210-6519 | ® The Somero® Team is Proud to Receive the Concrete Contractor “Top Products Award” The Broom + Cure Machine takes the problem of manual-application in the Bull Floating, Brooming, and Curing process and solves it with a machine-application. BROOM+CURE ™

HONORABLE MENTION Rooster Asset Tracking System

The Rooster Asset Tracking System is an equipment management tool that captures powered, unpowered and heavy equipment activity and automates reporting. The Rooster Asset Tracking System consists of Rooster Hubs and Rooster Activity Trackers. Rooster Hubs are data portals that connect to the cloud through an LTE-M cellular connection to deliver GPS location and activity data. Rooster activity trackers are small, rugged devices that, once installed to a piece of equipment, capture activity on a minute-by-minute basis, for up to 5 years, and relay that data to the nearest Rooster Hub.

Minnich A-1CL Dowel Pin Drill

The A-1CL dowel pin drill is an on-slab drill that offers horizontal, vertical and 35-degree stitch and skewed drilling positions. The drill is maneuverable but does not include a formal steering system. The A-1CL nomenclature refers to its lightweight design, weighing in at 350-lbs. The A-1CL reaches a maximum drill depth of 18-in. with an under-collar drill steel length of 24-in.

Coval Polished Concrete Sealer

Polished concrete is in great demand in retail, office, warehouse, and exhibit space now, and it needs a protective coating. It should be easy to apply, maintain, and clean, and not change the appearance of the concrete. Coval Polished Concrete Sealer (PCS) meets all these demands, protecting it from oil, coffee, wine, and other acid marks that would require a new grind and polish if stained. Coval PCS has a naturallooking sheen, needs no burnishing or consistent reinstallation, protects the floor for a long time, and adheres to itself on reapplication.

• Will not distract from natural-looking polished concrete.

• Better protection than traditional guards without constant maintenance.

• Penetrates the pores of polished concrete to create a new, long-lasting, chemical and liquid barrier.

HONORABLE MENTION Three Vibratory Plate Compactor Attachments from Kubota

Kubota by Land Pride

Plate Compactors for 3- to 8-ton excavators are ideal for trench, slope, and excavation compaction. They are well-suited for driving beams, pilings, pipe, guardrail posts, and seawalls. These hydraulically operated Kubota vibratory compactors feature 2,000 cycles and use an eccentric, rotating weight that creates the impulse energy. Excavator QA and pin grabber mounts are available to match Kubota excavators.

These versatile tools effectively compact soil and aggregate in open trenching, leveling, and embankment construction applications. These compactors are durable and ready for everyday use by construction crews in concrete applications and municipality work. Available through authorized Kubota Dealers.

3D-Admix by SpaceCrete

Somero’s Broom + Cure Machine

Somero’s Broom + Cure Machine takes the problem of manual-application in the bull floating, brooming, and curing process and solves it with a machine-application. Built on a hybrid of an S-15R (upper) and S-22EZ (lower) frame - the Broom + Cure Machine has the performance and power to tackle all your paving jobs. Automated Bull Floating.

• 14-ft. proprietary broom, spray-bar head, and bull float – precision-engineering to follow ACI curing guidelines

• Designed space for 55-gallon drums – integrated materials-handling to keep spraying consistent and refills easy

• Dual Sonic Tracer – technology from the laser screed world to ensure accurate head height during the broom and cure process

• Somero’s® proprietary soft landing and self-leveling system

• 16-gallon freshwater tank and hose – capacity to guarantee easy clean-up and maintenance

• Comes with a 1 year factory warranty

For more information, visit

3D-Admix is an engineered blend of active solids suspended inertly in a concentrated liquid Shrinkage Reducing Agent. This composition allows for maximum rheology modification to concrete or mortar with a very low dose of admix. The solids are of a blend developed to impart optimal properties to the modified concrete to enable rapid vertical stacking while minimizing plastic shrinkage. The rheology-modifying effect is a combination of absorption of excess mix water, rheological structurization of the mix paste, and an initial gelling of the cement, followed by an early initial set. These thickening actions are very sensitive to shear thinning, so that the initial gelling action can be vibrated out, re-liquifying the mix, before it immediately re-gels in a more consolidated state. The vibrational consolidation, or high shear action to reenable workability can be repeated indefinitely. For expected results, the aggregate gradation must be of a spectrum for a well-designed mix.

3D-Admix will settle, so needs to be thoroughly mixed before each use.


GRS-IBS Saves the Day For Concrete Bridge Replacement

In 2017, during a routine assessment of the TH 41 Bridge 37D in Hartland, which traverses Route I- 91, bridge inspectors with the State of Vermont Agency of Transportation (VTrans) observed areas of heavy saturation, cracking, and efflorescence in the deck and pier caps. This classified the deck and joints as being in “poor” condition. However, the superstructure and substructure were in “good” and “fair” condition, respectively. Rather than replace just the worn portions, VTrans ultimately found it was more economical to replace the entire bridge using the innovative Geosynthetic Reinforced Soil-Integrated Bridge System (GRSIBS). For the reinforced abutments, engineers specified pinned segmental retaining wall units, for their durability, ease of installation, and centering system that would help keep the courses running straight.

Constructed in 1965, TH41 Bridge D37 was a six-span, cast-in-place deck on rolled beams, approximately 359-ft. long and 24-ft. wide. The inspection warned of the potential for full-depth pop-outs, as well as risks of concrete falling onto the interstate. The report also pointed out areas that could be improved upon, such as the bridge not being an optimal width for the state plow trucks.

VTrans evaluated several alternatives to preserve and extend the service life of the bridge. The results were outlined in an initial engineering study in June 2017 which assessed the proposed design criteria for lane and shoulder widths, safety criteria, and maintenance of traffic. After considering several alternatives including taking no action, concrete deck patching, deck replacement, superstructure replacement, and a new structure, the study ultimately recommended superstructure replacement.

This meant everything above the piers need to be replaced, including the steel girders and the decks. VTrans brought in Gill Engineering Associates, Inc., to design the bridge project. “During internal discussions, we reconsidered a full bridge replacement option for construction staging purposes, and questioned whether this project would be suitable for a [GRS-IBS],” says Amy Spera, an engineer with Gill Engineering.

Preliminary cost estimates indicated that the GRS-IBS technology would reduce the project cost from the originally considered superstructure replacement while improving the life of the bridge. GRS consists of alternating layers of compacted fill and closely spaced geosynthetic reinforcement. The IBS consists of three main components: the Reinforced Soil Foundation, the GRS Abutment, and the Integrated Approach. This robust system blends the roadway into the superstructure for a jointless interface.

The entire bridge structure was replaced with two single-span bridges using the GRS-IBS structures in the median and for abutments. Each bridge spans one barrel of the interstate and is supported on GRS-IBS abutments with an earthen embankment in the median between abutments. With this approach, VTrans eliminated 190 linear feet of structure that would require future maintenance.

“If we were to only replace the superstructure, we would have added only another 40 years of life to this bridge,” explains Mahendra Thilliyar, structure’s project manager with VTrans.

“By replacing the entire bridge with the GRS-IBS system, we have extended its life to 100 years.”

While Gill had designed bridges using GRS-IBS, this marked the first time it would be used in Vermont.

“There was some reluctance at first because it was new. We went through the usual ‘can we,’ ‘should we’ discussions and decided this was an ideal project for this technology,” says Thilliyar.

Vermont also benefited from additional funding by choosing GRS-IBS. The U.S. Department of Transportation, Federal Highway Administration (FHWA), supports this technology and provided an additional 5% funding to VTrans for utilizing it.

This was also a first for installer Cold River Bridges LLC. “This was a totally different process from what we were used to,” explains Billy Labadie,

All photos courtesy of Vermont Agency of Transportation, Cold River Bridges LLC, and Belgard, Oldcastle APG.

superintendent with Cold River Bridges. “Representatives from Anchor came out to the jobsite to help get us started, which really sped us through the learning curve. It was then a very fun project and easy for the laborers because every course followed the same straightforward process.”

Typically, Labadie says his team would do a cast-in-place concrete footer. For the Hartland Bridge, however, they created a footing of compacted 3/4-in. concrete aggregate then placed the first layer of Anchor Diamond Pro 8 x 18 x 12-in. blocks in Granite Gray. The Diamond Pro system utilizes pins as a location device in installation. The pins are inserted in holes in the blocks before placing the backfill. When attaching the next block course, the cores are placed above the centering pins. This limits the movement of that upper course. After each course of block is laid, it is followed by stone then geosynthetic fabric, and then the block, stone, and fabric pattern repeats itself. In total, over 10,000 blocks were placed.

Though a new process for Cold River Bridges, the GRS-IBS was installed without specialized equipment; standard construction equipment like excavators, loaders, plate compactors, and rollers were used.

“Because the blocks slide onto a pin, there’s very little movement allowed and, even though the pins aren’t meant to provide structural support, it feels like they do hold things in place. This keeps blocks from slipping out of line while we’re building the next course,” says Labadie. “The finished bridge looks fabulous; it’s really satisfying to drive by and know we built that.”

Casting a new abutment could take two years. Using the GRS-IBS system, everything was replaced within one year and one project instead of over two phases. Despite COVID delays, the work was completed in six months, from May to November.

The use of GRS-IBS technology offered many benefits. “The new bridge has extended the service life of the whole bridge structure and reduced maintenance needs. The rapid construction caused the least amount of disruption to travelers, and the new bridge is wider to better accommodate snowplows,” Spera adds.

“We knew that going with the GRS-IBS solution would save them significant dollars versus maintaining the existing bridge—on the order of $3 million—which helped to get the project pushed through,” says Chip George, Commercial Business Development, Belgard Commercial.

“We now have more confidence in the technology and will consider it on any other project where it is suitable and the conditions are right,” says Thilliyar.

For more information visit infrastructure

Every job comes with a unique set of circumstances. But the two things all jobs have in common are concrete and deadlines. Which is why we’ve designed our drills to be the fastest, most accurate, operator-friendly machines on the market, keeping your crew safe and on pace for more jobs. No matter the deadline. MAY/JUNE 2023 CONCRETE CONTRACTOR 33
Don Armstrong, PE, is a National Engineer for Oldcastle Architectural Products Group.
MORE MILES. MORE DEADLINES MET. MORE JOBS. Designed to Beat Deadlines. ©2022 E-Z Drill, Inc.

Bridge Contractor Shaves Labor & Days Off Timeline

Shelby Erectors is a bridge rebar contractor, competing and winning in Florida’s market for government highway and transportation projects. Over the last two years, they have leveraged new technology to automate the tying of rebar, freeing up crews for other tasks. This has delivered a measurable return in terms of cost and timeline savings, and has helped Shelby Erectors win business, including rebar work on the Wekiva Parkway project on Florida’s beltway.

Bridge ironwork, constructing the rebar framework that reinforces a concrete bridge, is not easy. Even before rodbusters can put iron rebar in place according to the structural plan, it must be hauled over to the deployment site manually. This requires a crew of several rodbusters to grab up lengths of rebar, sharing the load. Then comes the arduous process of tying the rebar together for rigidity, which means hours spent bent over the steel framework, inviting back problems.

The early days of adoption presented some challenges, but the speed and productivity of TyBOT from Advanced Construction Robotics have paid dividends. “What would take four to five people to do can now be done with one robot supervisor and the robot,” explains COO Jack Nix. “It has given us 25% to 30% savings on schedule, so we can turn projects faster which is attractive to project owners.” At any one time, Shelby Erectors has had one and sometimes two TyBOTs deployed at a given time.

“Now, we can go from needing a fiveor six-man crew to a two- or three-man crew,” Nix says. “It will change the way contractors can work together on these projects. We can go faster than the prime can get ready for.”


Advanced Construction Robotics had to solve a few problems to make TyBOT work well in Florida. According to Nix, the cameras on the robot uses to sense rebar intersections tended to fog up given the high humidity.

“One challenge is getting the general willing to use this,” Nix says, adding that TyBOT requires certain steps in the project to be re-ordered. “Tie bot runs on the screed rail. The general has to have that up prior to doing rebar installation—and this changes the schedule and how the work flows. It does not change the project cost, just the sequencing.”

The robot will still tie rebar that is not straight—just so long as it sees the joint. It was important to ensure correct spacing and that rebar is level and plumb. “We have to make sure we are setting up and framing the work correctly, and make sure it is all straight before we start tying,” Nix adds.

Projects must also meet certain criteria for scale before the robots drive a return. “We have tried using TyBOT on just about anything, including smaller projects,” Nix says. “But when you account for the cost and hassle of mobilizing the robot to the site, you find that on single span bridges, it is not a good fit. It takes a minimum of two or three spans or more and a 40-ft. width or wider—there is not enough production otherwise to justify it.”


Advanced Construction Robotics is among the emerging construction technology companies operating on what amounts to a robots-as-a-service business model. Robotic capacity is sold on an annualized subscription basis or in the case of TyBOT, through piecework.

According to Advanced Construction Robotics CEO Danielle Proctor, pricing ranges anywhere from 20 to 25 cents per tie, including the tie wire.

Contractors do get help adopting the technology, including training and support. With training, an employee should be competent with the technology after three to four days of use. During that initial phase, Advanced Construction Robotics has a technician on site with the customer.

“Iron work, rodbusting, is one of the hardest trades in construction,” Nix says. “It is very physically demanding. The use of this technology and the placement of the decks on the hardest portion of building a bridge—that does not just reduce labor demand, but it eliminates back-breaking, carrying,-bent-over time. This will allow people to have better, longer careers where they are not getting physically beat up. We need to keep our infrastructure going, build and rehabilitate what we have. Robots take some of the physicality out of this, which can help us entice some of the next generation into this industry even as we improve construction schedules and lower cost.”

For more information visit

An aerial view of TyBot in action. Image courtesy of Advanced Construction Robotics.
Earth-moving prices Save big on wheel loaders.

Training Engineers On Concrete Bridge Design

The California Department of Transportation (Caltrans) is one of the largest state departments of transportation in the nation, managing more than 50,000 miles of California’s highways, or about double the entire circumference of Earth.

Caltrans takes the development of its engineers very seriously through a rigorous training program. Engineers are expected to successfully complete the Bridge Design Academy, which has been offered since the 1960s when Caltrans was known as the Department of Public Works, Division of Highways.

Caltrans’s engineering training went through several iterations throughout the years, and with the advent of the COVID-19 pandemic in 2020, another format change became necessary. Like almost all in-person events, the academy’s seven-week course became virtual. Now as we move forward, Caltrans is offering its courses in the classroom once again and has turned to Precast/Prestressed Concrete Institute (PCI) eLearning courses.


Caltrans requires its engineers to complete 10 courses in its academy. All are based on PCI publications and the American Association of State Highway and Transportation Officials (AASHTO) Load and Resistance Factor Design (LRFD) Specification—all available at the PCI eLearning Center. There are a variety of topics in the 28 free transportation-related modules for precast, prestressed concrete bridge solutions.

“These courses, some sponsored by the U.S. Department of Transportation

(DOT) and balloted by PCI, were selected because they offer excellent learning materials related to bridge design,” says Razia da Cruz Ferreira, a transportation engineer at Caltrans.

“Workforce development is a major concern for many state highway agencies,” says William Nickas, PCI’s managing director, transportation systems. “It’s nice to see state highway official taking note of the workforce development resources available in the PCI eLearning Center and sending their staff to complete these courses. I expect PCI will see an increase in the number of participants using this free professional development hours (PDH) learning management system.”

According to the Federal Highway Administration, California is one of eight states with more than 30% of its state roads classified as poor. The state has the second-highest number of bridges in the nation.

“As a former student myself, I can also say that the Bridge Design Academy was the best investment of my engineering career,” says da Cruz Ferreira. “The hands-on training, I received and the network I formed set me up for a successful career and I am very grateful to have had that opportunity.”

In addition to its close relationship with Caltrans, PCI has been an important player in precast concrete bridge construction for many years. PCI has been a member of the National Concrete Bridge Council (NCBC), a council of allied industry organizations dedicated to quality concrete bridge construction in the U.S., since it formed 25 years ago. Its goals include promoting quality in concrete

bridge construction and preservation, and gathering and disseminating information on the design, construction, and condition of concrete bridges.


Ultra-High-Performance Concrete (UHPC) has the potential to be a game-changer and replace conventional concrete in many largescale transportation and building applications. UHPC has the ability to be cost-competitive on a first-cost basis while being far more valuable than conventional concrete on a lifecycle basis. By taking advantage of the key properties of UHPC, bridge members will use materials more efficiently while also being able to span farther, improving space utilization and enhancing the safety of people and vehicles. Lower consumption of construction materials will benefit the environment because of its potential to reduce carbon dioxide emissions. UHPC differentiates itself from conventional concrete in many ways: its high-compressive strength, its high pre- and post-cracking tensile strength, and its enhanced durability due to high density and discontinuous pore structure.

PCI has been a longtime supporter of the AASHTO. AASHTO is working on design and specification guidance for UHPC bridge structures. An update is expected in late 2023.

For more from PCI visit

Tom Bagsarian is the editorial content manager for the Precast/Prestressed Concrete Institute. Adobe Stock Images | By Lev


BOMAG BM 2200/65

Half Lane Milling Machine

With its lighter, more compact and highly maneuverable design, the BOMAG 60,296-lb. BM 2200/65 half-lane mill offers performance, operating ease and comfort for mills in its class.

• 58-in. milling radius improves machine productivity in the field, increasing efficiency in tight-radius applications like small roundabouts and cul-de-sacs

Overland Carts 1400 Series All-Electric Drivetrain Cart

The 1400 series carts operate on an all-electric drivetrain powered by a rechargeable 75-amp-hour battery pack that provides 14 to 16 hours of use or an estimated 18 to 19 miles on a single charge.

• 36V 1,400W transaxle

• Capable of hauling 1,200 lbs. on hard, flat surfaces and 1,100 lbs. on grassy inclines up to 15°

• 10-cu.-ft. wheelbarrow-style hopper made from a rust-proof, heavy gauge HDPE

• Standard power dump feature uses an electric lifter to assist in dumping the contents of the hopper

• Achieves speeds up to 3.5 mph

• 16-ft. conveyor discharge height plus larger, 130˚ conveyor slewing angle allowing material to be discharged into trucks on both sides of the mill

• BMS15L quick-change cutting tooth holder system reduces resistance and delivers up to 20% fuel savings, the design also extends holder service life to lower costs

• Offering a range of milling drum designs and the choice of three different rotor speeds to tailor rotor speed to the job, the BM 2200/65 planer can be used on a wide range of asphalt and concrete milling applications

Toro’s e2500 Electric Ultra Buggy

Toro’s 2500 Electric Ultra Buggy features a compact design, zero emissions, zero-turn-radius steering, full recharge in eight hours with a 120-v wall outlet and hauling capabilities of up to 2,500 lbs. of material. Featuring a narrow width of 31.5 in., the electric Ultra Buggy can fit through a 3-ft. door with a crash bar. Built to be versatile and agile, it’s equipped with a fold-up platform so operators can choose to stand on or walk behind the unit. The fold-up platform serves a second purpose, as well, allowing the unit to fit inside elevators or on trailers for easy transport. The polyethylene tub has an increased thickness of 3/8 in., allowing operators to haul more than just concrete, and a steel tub is also available for applications that require it.

A flexible repair solution for concrete. MAY/JUNE 2023 CONCRETE CONTRACTOR 37
TechCrete is a flexible and extremely strong repair mastic with proven performance of 10+ years. Its exceptional ability to bond to concrete and remain flexible with thermal movement and extreme weather conditions makes TechCrete an ideal repair solution for wide cracks, joint deficiencies, surface defects, and many other distresses.
To learn more, visit


How innovative concrete equipment can help contractors expand their capabilities.

Labor shortages. High demand. Tight budgets. Contractors are facing more challenges every day. To overcome these obstacles while improving profits, contractors need equipment that can help expand their capabilities for increased flexibility and efficiency. Thankfully, concrete equipment has evolved to provide portable, operator-friendly solutions to help broaden contractors’ in-house capabilities.

Concrete work that once required a lengthy, back-breaking process or waiting on a subcontractor can now be done quickly and efficiently with a contractor’s own crew if they invest in a few pieces of equipment.

Traditionally, curb and gutter work has been performed through a slow, physically demanding manual process or by slipform pavers run by highlyskilled operators. Walk-behind curbing machines, however, have emerged as an innovative solution for crews to self-perform curb and gutter projects, minimizing outside costs while reducing labor needs.

With a single-operator curbing machine, crews can complete curb and gutter work up to twice as fast as with manual methods, pouring and finishing up to 2,000 ft. in a single day. Ergonomic designs allow operators remain in an upright position, increasing safety for the crew and reducing physical strain and fatigue. The equipment is intuitive to use, making it easy to learn and produce consistent results, even for users who are less experienced in concrete work. Look for equipment that has controls on the handles for variable speed and direction to give the operator ultimate control and safety.

This same technology that brings portability, safety, and efficiency to curb and gutter work can also be found in screeds to provide a smooth, level finish for concrete flatwork including sidewalks, streets or parking lots.

Known for portability, the design of today’s roller screeds can create quality results with less dependence on the operator’s skill level. The equipment consists of a detachable pipe that is connected to a drive head with an extended handle. Roller screeds move concrete with a spinning motion, contrasting other methods that use only vibration or require sheer force by the operator. This rolling action improves the integration of aggregate throughout the pour, ensuring a flatter finished product that avoids too much cream being pulled to the surface, which can compromise the finished results.

While multiple power source options are available, many contractors take advantage of battery-powered roller screeds that give crews more mobility when moving between projects. Some battery-powered roller screeds can screed off up to 1,800-2,500 sq.ft. with one fully charged battery, depending on the slump and pipe length. Combined with a modular pipe system, crews can accommodate pours ranging from 3-22ft. wide with one set of connectable pipes instead of purchasing dedicated pipe lengths for different pours.


Investing in innovative concrete equipment can quickly pay for itself by helping to increase quality while boosting workforce efficiency and reducing injuries and operator fatigue. Look to work with a manufacturer that provides training, expertise and ongoing customer support so they can maximize their investment. With minimal training time, some manufacturers can help crews quickly learn to operate the equipment and produce consistent, quality results with minimal supervision. Many also provide valuable insight by sharing their experience and expertise.

New advancements in concrete equipment have created convenient solutions for the many challenges contractors face. With an investment in equipment that is simple to learn and convenient to use, crews can produce their own high-quality results safely and efficiently in-house.

Seth Ulmer is the sales manager at Curb Roller Manufacturing and has over a decade in the concrete and construction industries.

Battery-powered curbing machines are often used for monolithic pours but can also be used for patch and repair work and can complement slipform pavers for corners and tight radii involved with larger jobs.
Image provided by Curb Roller Manufacturing.
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The Long-term Monitoring of Buildings & Infrastructure

Construction contractors and owners are committed to ensuring their structures meet rigorous safety standards and all zoning requirements, but few consider implementing long-term technology to extend the lifetime of their assets.

Internet of Things (IoT) sensors that are designed for industrial applications provide visibility into the structure’s lifecycle, from concrete temperature and maturity to concrete strength and long-term structural integrity. With capabilities to withstand and monitor severe temperatures, pressure, strain, vibrations, and extreme weather conditions, these sensors are ruggedized and robust, providing useful data that can benefit structures far beyond the present.

By utilizing IoT sensors, contractors and asset owners are able to monitor their concrete structures, both during and after curing, in real time over the entire lifecycle of the asset. This allows them to gain valuable insights into conditions for a variety of infrastructure and asset types, from bridges and highways to buildings and stadiums. IoT sensors are easily installed and can be surface mounted on structures, depending on the type of the infrastructure. As an added bonus, they can be embedded inside concrete during the curing process.

While deploying sensors upfront can be considered a not-significant investment, they provide long-term benefits that can help avoid compromised infrastructure safety, durability, and high maintenance costs. In particular, sensors can detect an array of issues, such as cracks or damages caused by a host of conditions, over the useful lifetime of assets. As a result, prevention and early detection will lead to cost savings later, since proper preventive maintenance can be performed before problems worsen.

Because of this, sensors allow for early repair management, as contractors and asset owners use data to glean precise information from the structure itself. Let’s take a look at some key considerations when installing this technology.


Contractors and asset owners need ruggedized sensor devices, but also ones that have robust connectivity and easy-to-use software and application workflows. As an example, conventional concrete sensors that utilize Bluetooth-based instruments collects and transmits data to a personal device, like a smartphone or tablet. However, each sensor is designed for single-point sensing, meaning that you may need several different sensors to detect various conditions at a jobsite. Contractors must also be nearby, as these sensors must be physically placed in proximity to the technology to receive data. However, remote capabilities allow contractors to monitor site conditions from any location without visiting the jobsite or requiring data synchronization through personal devices. Low-cost options are available, but they often don’t offer many of the long-term benefits designed to last an extended lifespan. By allocating funds to support the longterm investment, contractors will ensure the safety and profitability of assets for years to come.


Because construction projects are often in remote areas, sensors need to be

self-powered and/or able to connect to constant power. It’s crucial that sensors have 24/7 remote connectivity, so contractors and owners can track the conditions of the assets during and post-construction without needing to physically be on location. Since sensor data is sent directly from the job site to any device that is connected to the internet, from which you can access it anywhere and at any point, contractors and asset inspectors can save on trips to remote locations—optimizing time, efficiency, and cost.


When selecting an IoT sensor, you should consider the project requirements and your end goal(s). On any site, it’s important to ensure you’re meeting all construction and safety requirements; this is where it is crucial to select the type of sensor that will be most beneficial for the kind of information you’re seeking. For example, if you are developing a structure in a dense urban environment, then sensors that are capable of detecting vibrations may be worth considering, in order to track how your structure may be impacted by those surrounding it and vice versa.

For more information visit

Hamid Alemohammad is the Chief Operating Officer at Brickeye. Adobe Stock Images | By neiezhmakov



Company Model Name Equipment Weight Dimensions (Height x Width x Length) Paving Width) Engine / Power Source Operating Track Speed 1. GOMACO GP3 Slipform Paver 52,000 lbs. (Two-Track w/o mold, Transport) 77,000 lbs. (Two Track with 24-ft. 5000 series open-front mold, Operational) 57,000 lbs. (Four-Track w/o mold, Transport ) 80,000 lbs. (Four-Track with 24-ft. 5000 series open-front mold, Operational) 10.3 ft. x 8.5 ft. x 33.3 ft. (Transport) 12.1 ft. x 32.2 x 21.7 ft. (Operational) 12 to 26 ft. Optional to 30 ft. with Additional Frame Inserts Options available Variable up to 27 fpm Paving and 85 fm Auxiliary (Two-Track) Variable up to 42 fpm Paving and 110 fpm Auxiliary (Four-Track) 2. GOMACO GP460 Placer/ Spreader, Slipform Paver 66,000 lbs. (w/o strike-off mold and conveyor) 84,000 lbs. (with 24 ft. strike-off mold and conveyor) 14.6 ft. x 40.7 ft. x 23.4 ft. (Operational) Up to 40 ft. as Slipform Paver Up to 50 ft. Wide as Placer/Spreader Caterpillar C7.1 turbocharged, Diesel Variable up to 28 fpm (Paving) and 85 pf (Auxiliary) 3. Miller Formless Co. M-6040 Variable Width Slipform Paver 55,000 lbs. 10 ft. x 8.6 ft x 24 ft. 8 ft. 3 in. to 20 ft. CAT C 4.4 176 hp Stage V TurboCharged, Diesel 0 to 22 ft./min. (Operating) 0 to 90 ft./min (Travel) 4. Miller Formless Co. M-8800 Slipforming System 40,000 lbs. 9.11 ft. x 8.6 ft. x 29.6 ft. 102 in. Barrier Wall 12 ft. Offset Paving 20 ft. Inset/Straddle Paving Tier IV Diesel, Rated at 173 hp at 2,400 rpm 4 to 8 ft./min. (Barrier) 4 to 10 ft./min (Paving) 5. Miller Formless Co. M-8100 Slipforming System 30,000 lbs. 9.10 ft. x 8.6 ft. 18 ft. 16 ft. Inset/Straddle Paving 12-ft. wide Offset Paving Tier IV Diesel, Rated at 173 hp at 2,400 rpm 8 to 20 ft./min (Curb & Gutter) 2 to 8 ft./min (Barrer & Paving) 6. Wirtgen Group SP 124(i) Inset Slipform Paver 123,459 to 224,872 lbs. 10 ft. 6 in. x 11 ft. 6 in. x 37 ft. 5 in. (Transport, with 16 ft Paving Width) 10 ft. 6 in. x 11 ft. 6 in. x 61 ft. 12 in. (Transport, with 40 ft. Paving Width) 16 to 40 ft. Cummins L9 C430, 321 kW / 430 hp / 436 PS at 2,100 rpm 0 to 39 ft./min (Paving) 0 to 82 ft./min. (Driving) 7. Wirtgen Group SP 20(i) Offset Paver 11,000 to 18,900 kg 2,900 mm x 2,500 mm x 5,200 mm (Base machine w/o feeding system) 2,500 mm (max) Deutz TCD 4.1 L4, 115 kW / 154 hp / 156 PS at 2,100 rpm 0 to 15 m/min (Working) 0 to 35 m/min. (Travel) 8. Wirtgen Group SP 154(i) Inset Slipform Paver 38,000 to 80,000 kg 3,100 mm x 3,800 mm x 22,250 mm (Transport, bottom layer with 16,000 mm working width) 3,100 mm x 3,600 mm x 22,250 mm (Transport, top layer with 16,000 mm working width) 5 to 16 m Cummins L9 C430, 321 kW / 430 hp / 436 PS at 2,100 rpm 0 to 5 m/min (Operating) 0 to 20 m/min. (Travel) 9. Allen Engineering Corporation TRTP275 (Triple Roller Tube Paver) 10,000 lbs. The TRTP will need at least 2 ft. wider than paving width 16-20 ft. (width) Liquid-Cooled Hatz 4H50TIC (T4F), 74 hp (55.2 kW) 10. Allen Engineering
BDF4836B (Bridge Deck Finisher) 84 ft. (width) Air-Cooled KOHLER CH730 (725cc), 23.5 hp (17.5 kW) 11. Allen Engineering
2. 8. APCP800 (Polyester Concrete Paver) 14,000 lbs. 12 ft. 4H50TIC, 74 hp, Diesel

Overcoming Time Wasters At The Job Site

Consider these techniques that you can integrate into your own approach to maximizing the amount of time spent by workers working.

Afew years ago, the Center for Construction Engineering and Management at the University of Michigan conducted a time study to determine the amount of time construction workers are waiting to work. The average time lost waiting for equipment, materials, tools and information varied among the construction disciplines.

Consider how much time each day your crews are simply waiting? Let’s examine a few causes and calculate a possible cost for the waiting period.

First, let’s consider possible reasons that would cause anyone in our organization, directly involved with completing work, to be found waiting.

• Equipment breakdown

• Employees late to work

• Gassing up vehicles/Refilling water tanks

• Late delivery of pre-arranged materials

• Jobsite not accessible or prepared

• Employee forgot important tool or equipment

The reasons for any work delay are numerous. “Down-time” in construction, for any reason, normally costs you, money and is not recoverable from the customer.

Consider a contractor who suddenly finds the five-person crew without material to lay. There was a mix-up in the directions given to the driver and the crew is standing around for one hour before the material shows up.


5 Workers X 1 Hour Waiting =

5 Total Man-Hours Spent Waiting

Average Hourly Rate = $30.00 Per Hour (Fully Burdened Rate)

5 Hours X $30.00 Per Hour = $150.00

Are there other costs? That depends on the step in the process. For example, if the crew needed this missing material to finish out a section, then the hour wait might cause there to be a visible seam between the previous pad and the soon to be laid pad.

You might think that one mistake costing $100 and $150 is no big deal. Unfortunately, problems like this can shift for one reason or another, leaving employees waiting around for 5 minutes here and 15 minutes there.

Consider a few techniques that you can integrate into your own approach to maximizing the amount of time spent by workers working.


This weekly planner should be completed by the Friday before the next week. This tool should identify what jobs will be performed, what resources will be needed, what day the work will be performed and who will be completing the work.


Each day should begin with a short but informational meeting. This meeting is to remind and clarify for everyone who is doing what, when and how. Huddles should be 5 to 15 minutes. This also acts as a verbal daily planner.


Both efforts not only help you to improve performance but also work to keep more workers educated about what they are doing, what they will need to do it, and how they will go about doing it. This drive greater accountability and enhance

the focus of your employees. Much of the reason behind time waste lies in the lack of attention to detail that some employees exercise.


This should represent a document that can be completed for every job. The document should itemize every tool and material needed to complete the intended job.


Equipment that runs without breaking down will mean more profits and happier employees. Put all your equipment and vehicles on a maintenance schedule and watch how much more work will be completed.

Many of the techniques presented here are common sense. Still, I find so many contractors who allow their crews to become lazy when it comes time to holding their employees accountable to be prompt, organized, and clean. Integrate the techniques shared here into your own leadership.

Brad Humphrey has been involved in the construction industry for more than 30 years. He moderates “The Contractor’s Best Friend” podcast and written more than 150 how-to articles.


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