Guntert & Zimmerman
New Doha International Airport, Qatar
Highway Paving Market Two-Lift Concrete Paving in Kansas...1
Airport Paving Market New Doha Intl. Airport, Qatar...2
Highway Paving Market Flynn Paves with New S850...4
Featured Equipment Versatile S850 with CDBI Paves in Belgium...8
Koss’s Innovative I-70 Project
G&Z’s S850 Slipform Paver is one of the most innovative products on the market. The S850 has been used on projects with thick slabs, extremely stringent smoothness specifications, and high production. The S850 has been chosen on projects with these needs as well as other special applications due to the machine’s flexibility and advanced design. When Koss Construction began preparing to pave one of the first large two-lift projects in North America since the building of the Interstate Highway System in the late 50’s and 60’s, they decided to use their S850 Slipform Paver. When speaking about this particular two-lift project, the project manager for Koss Construction, Robert Kennedy, said, “Guntert has a lot of technology that helps the contractor do a better job.”
Two-lift Paving History The idea of two-lift paving has been around for more than a century, almost as long as concrete paving itself. Between 1950 and 1970, two-lift paving was implemented extensively in many states, including Iowa, Wisconsin, Michigan, Pennsylvania, and Minnesota, to facilitate the placement of mesh in concrete interstate highway construction. Between 1970 and 2000, the U.S. concrete paving industry moved away from a mesh pavement design (conventionally reinforced concrete pavement) and significantly shortened the design joint spacing, effectively eliminating the need for two-lift paving. However, a number of different experimental two-lift projects have been constructed in the United States since 1970, with varying degrees of success. Two-lift paving is currently used most prevalently in Austria and Germany.
Two-Lift Concrete Paving
Two-lift construction involves the placement of two wet-on-wet layers of concrete instead of the homogenous single layer commonly placed in concrete paving. As quality aggregate becomes scarce in some regions, two-lift paving may become a more viable economic option. It may help some agencies around the country consume growing recycled asphalt stockpiles, which could reduce the overall cost of pavement while benefiting the environment.
What is Two-lift Paving? Two-lift construction involves the placement of two wet-on-wet layers instead of the homogenous single layer commonly placed in concrete paving. The top layer is typically thin and consists of high-quality, non-polishing, aggregate (max. size 6 to 8mm [.24 to .31 in.]) designed to provide better resistance to freeze-thaw damage, and also increase friction and reduce noise. The bottom layer is thick and consists of lesser quality (lower durability or strength), locally available aggregate or recycled aggregate (such as recycled asphalt or re-crushed concrete). “The possible use of recycled pavement in the bottom layer creates a more economic layer while also being more environmentally friendly,” says Kennedy As quality aggregate becomes scarce in some regions, two-lift paving may become a more viable economic option. It may help some agencies around the country consume growing recycled asphalt stockpiles, which could reduce overall costs while benefiting the environment. Changes in the availability of aggregates, advances in materials knowledge and construction Continued on pg. 5 1
New Doha Intl. Airport, Qatar
Airport Paving Market
SGW JV chose to use the G&Z S850 Slipform Paver with Compact Dowel Bar Inserter (CDBI). Construction needed to take place at night due to high temperatures during the day.
Qatar, located on the Persian Gulf only 233 mi (374km) from its better known neighbor Dubai, is rich in cultural and historical heritage. Qatar has a wealth of oil and gas reserves, and has made many technological, environmental and economic achievements. When it opens in 2011, the New Doha International Airport (NDIA) will be one of the most advanced airports in the world. As the home base for one of the world’s leading airlines Qatar Airways, NDIA will be one of the first airports to take delivery of the biggest passenger plane ever built – the Airbus A380. NDIA is being constructed on a 22km² (8.5 mi²) area east of the existing Doha airport where 60 million m³ (78 million yd³) of fill was reclaimed from the sea and used to create the site. The Qatar Civil Aviation Authority (QCAA) and the NDIA Steering Committee are the bodies in Qatar responsible for the airport construction. Overseas Bechtel International (OBI) is providing engineering, project management, and construction management services; consequently, the NDIA is being constructed under strict, world class engineering standards. The project was sub-divided into sixty (60) Construction Packages. The Sinohydro-Gamuda-WCT Joint Venture (SGW JV) was awarded Package No. 10 - design and build contracts that cover design detailing, procurement, construction, start up and 2
Project Contact: Mr. Stuart Matthews Project Manager Sinohydro-Gamuda-WCT JV email@example.com International 974-490-6219 Fax. No.:974-490-8303
commissioning of airfield facilities capable of accommodating the latest large body aircrafts. This includes two parallel runways (asphalt), three parallel taxiways (asphalt), aircraft parking aprons (concrete), remote parking bay, drainage works, airfield ground lighting facilities complete with four sub-stations, and other related facilities. SINOHYDRO Corporation is a Chinese dominant leader and largest company in water conservancy and hydropower industry. In 2007, SINOHYDRO Corporation, with both operating revenue and total assets exceeding USD 7 billion, enters the ranks of super-large state-owned enterprises whose revenue and total assets are between USD 7 billion and 14 billion. Gamuda Berhad, being the leading Malaysian Company with an annual turnover of nearly USD 500 million, specializes in turnkey and BOT civil engineering infrastructure and township development, with projects in the Far East, Indo-China, South Asia and Middle East. As of to-date, Gamuda has delivered more than USD 3 billion of civil infrastructure projects, operate and maintain 230km (143 mi) of highways that serve more than two million road users daily, provide water supply to more than 2 million consumers as well as built more than 14,000 homes in our lifestyle townships. WCT Berhad is a well diversified group of companies with businesses in civil engineering, building & infrastructure construction, property development, property investment and toll highway concession, with an annual turnover of USD 820 million in 2007. Over a period of 27 years, WCT has completed more than 300 construction projects valued at USD 1.7 billion
Iran Persian Gulf Saudi Arabia
Qatar United Arab Emerites
with global presence in the Middle East, India, Vietnam and Malaysia amounting to gross development value of USD730 million. John Dayvault, PCC Manager for SGW JV on the NDIA project, said that the JV wanted to make sure that the paving equipment used on Package No. 10 would yield the best result. Dayvault was also looking for world class equipment and support from the paver manufacturer to compliment his extensive paving experience. After looking at many different solutions from G&Z’s competitors, SGW JV chose the G&Z S850 Slipform Paver with Compact Dowel Bar Inserter (CDBI) to pave the crucial and difficult apron section of the project package. NDIA contains a total of 12 aprons located throughout the site. Specifications by OBI require the aprons to be paved to Pavement Quality Concrete (PQC) specifications which are approximately 226,525m³ (296,280 yd³) with a typical thickness of 400mm to 445mm (15.75 in. to 17.5 in.). The paving of the passenger aircraft parking apron is one of the major and critical parts of the project. It requires extensive coordination and interface with other contract packages. Dayvault states, “The apron paving project involves a great number of obstacles, there are hundreds of in-slab embedments of all sizes, shapes, and positions. Working around these requires maximum maneuverability and flexibility with the paver being used. In addition the paver must move from apron to apron several times to accommodate construction sequences and programs; the twelve 12 aprons are spread out across the entire project involving complicated routes to bypass other projects in progress.” The project required many short runs within the aprons. Varying depths within the aprons meant that depth changes needed to be fast. The project engineers (OBI) were extremely tough and applied the specification to the letter. “This made it imperative to choose a top-class paver to give the contractor the best chance of producing a high-quality slab. This is why G&Z equipment was chosen. G&Z’s S850 Slipform Paver was chosen over the competition for its maneuverability, 90° steering, ability to change depth quickly, and its sturdy frame with anti-torsion feature allowing free movement in a compact and safe mode without disassembly. Additionally, maneuvering around the tight project space with G&Z’s S850 is a huge asset,” states Dayvault. Dayvault also wanted to find a paver that had sufficient weight and exceptional steering ability to insure superior edges without edge slump.
Paving Specifications and Challenges: • 6m (19.6 ft.) wide with a 6m (19.6 ft.) standard grid • The majority of the aprons are both transverse and longitudinal doweled. G&Z’s Compact Dowel Bar Inserter (CDBI) was used to insert the transverse bars on 380mm (15 in.) centers and 443mm (17 in.) centers • 375,000 dowel bars on the project • Eight aprons are 400mm (15.75 in.) thick some having a 25% thickened edge • Four aprons are 445mm (17.5 in.) thick some having a 25% thickened edge • Longest Apron is 900m (2,953 ft.) in length • Approximately 190 km (118 mi) of joint sealing for PQC aprons. Speaking about the S850 paver Dayvault added, “Another reason G&Z’s S850 was chosen was it has an adjustable trailing pan allowing for precise width adjustment which is extremely important in multiple pass airfield paving. The S850 has an adjustment for everything so that ultimate fine tuning can be achieved.” The gull wing edgers on the trailing pan which open and close and the Final Finisher with raise and lower options make for less work coming off the header in the morning and closing the job site at night. In addition, these features have the added benefit of making cleaning easier when washing down after extended paving runs. The best paving run to date (August 2008) is 504m (1,654 ft.) long / 1,215m³ (1,589 cyd) in eight (8) hours. “With such a large number of dowel bars and such close tolerances (specified by OBI), we chose the G&Z DBI for its performance record as well as its sturdy and reliable reputation. Our (CDBI) machine was especially arranged to trigger manually from each joint position as set out by our surveyors, this guarantees 100% accuracy in (matching) joint spacing over long runs,” states Dayvault. The G&Z S850 Slipform Paver has been producing quality slabs all around the world. When the specifications are stringent and you need a quality slab each and every time, turn to the G&Z slipform paver with dowel bar inserter, placer/spreader, and texture cure machine, they will not let you down. G&Z stands behind their machines 100%. Quality and Performance from our Factory to your Project. 3
Flynn Corporation Chooses S850
New Paver Delivered
The G&Z S850 is designed to pave to stringent smoothness specifications without the need to grind. This makes it an invaluable asset to anyone paving in states which have extremely tight smoothness specs.
Due to increased truck traffic and poor sub-base along the I57 corridor in Southeast Missouri, the Missouri Department of Transportation (MODOT) decided to improve an 13 mile stretch of highway by constructing an 8 in. (20.3cm) unbonded concrete overlay. In early 2007, The Flynn Company, Dubuque, Iowa, was the concrete contractor awarded this project which required 200,000 yd2 (167,225m2) of concrete. Once in the planning and mobilization phase, one of the first items addressed by Flynn was aggregate sources. Flynn has believed for some time that the mix design is of critical importance to the success of a paving project. Their philosophy of good mix design is embraced by their entire paving crew, lead by their Plant Manager and Mix Design Consultant Mark Gorton. After several months of testing and analysis, the approved mix design that Flynn submitted consisted of an optimized gradation of three aggregates using Shilestone’s theory of uniform aggregate gradations.
The concrete pavement was slipformed in one pass at a paving width of 28 ft. (8.5m) with crown at a depth of 8 in. (20.3cm). Transverse joints at 15 ft. (4.6m) centers were specified, with baskets having 1 in. (2.5cm) diameter x 18 in. (45.7cm) long dowels every 12 in. (30.5cm) centers, across the transverse joints. A longitudinal joint was saw cut in the center of the slab with 30 in. (76.2cm) tie bars spaced on 30 in. (76.2cm) centers to tie the two pavement sections together. In the spring of 2007, work on approximately six miles of the overlay began. MODOT’s smoothness specifications are some of the most stringent in the country. MODOT uses a PRI pavement smoothness under a zero blanking band. With most MODOT paving projects, contractors usually plan on grinding everything into specification to avoid financial penalties for being out of specification. On this first stage of this project, the overlay was installed using a G&Z competitor’s machine. With PRI results averaging around 25, Flynn ended up grinding all six miles of pavement to meet smoothness specification. With seven miles to pave in 2008 and the possibility of grinding another seven miles of pavement if nothing changed from what they had been doing, Jeff and Mike Flynn contacted Guntert & Zimmerman for a solution. They knew of the smoothness results Continued on pg. 7
Two-Lift Concrete Paving Cont.
ACPA Yearly National Awards Commercial Service & Military Airports Gold Winner: Pasco Airport - Terminal Apron Reconstruction Location: Pasco, Washington Contractor: ACME Concrete Paving, Inc. Owner: Tri-Cities Airport, Port of Pasco Engineer: J-U-B Engineers Equipment: S850 Concrete Pavement Restoration (CPR) Gold Winner: 2006-2007 Airfield Concrete Rehabilitation Location: Denver International Airport, Denver, Colorado Contractor: Interstate Highway Construction, Inc. Owner/Engineer: City and County of Denver, Department of Aviation Equipment: S1500 County Roads Gold Winner: Palo Alto County Road B-14 Location: Palo Alto, Iowa Contractor: Cedar Valley Corp. Owner/Engineer: Palo Alto County Equipment: S850
Statue of Eisenhower in Abilene, KS. Eisenhower was our nations 34th president and known to have championed the Interstate Highway System.
equipment, and increasing demands for pavement surfaces that meet specific noise, durability, and safety objectives, are prompting the need to reconsider two-lift paving as a construction technique for building concrete pavements. Currently, the greatest resistance to this technique is economics. Certain cost, mix design, and construction concerns are inhibiting the use of two-lift paving. Two-lift paving often requires the use of two plants, two slipform paving machines, two placer spreaders requiring a special haul road, all of which add to the cost of the paving project. If current trends continue and two-lift paving is not further researched and demonstrated, the concrete paving industry won’t have enough experience to adequately take advantage of two-lift construction when it becomes cost-effective or otherwise beneficial to do so.
Two-Lift Paving Project in Kansas Koss Construction won the bid for the I-70 project between Salina and Abilene, Kansas. With the rising cost of construction and the dwindling funding allotted for highway paving projects, the concrete industry as a whole is trying new and innovative techniques to grow their market. Robert Kennedy pointed out, “It’s exciting to be on the ground floor of new technology and innovation in the products we produce.” It is interesting to note that this reintroduction of two-lift paving is taking place near Abilene, Kansas which is known for being the city where Dwight D. Eisenhower grew up and graduated high school. Eisenhower, the 34th president of the United States, is credited with the achievement of championing and signing the bill that
Divided Highways – Rural Gold Winner: US 60/IA 75 LeMars Bypass Location: Plymouth County, Iowa Contractor: Cedar Valley Corp. Owner/Engineer: Iowa Department of Transportation Equipment: S850 Silver Winner: Interstate 35 – Ardmore Location: Carter County, Oklahoma Contractor: Koss Construction Company Owner/Engineer: Oklahoma Department of Transportation Equipment: S850 Municipal Streets & Intersections (<30,000 SY) Silver Winner: I-90 Sullivan Rd Interchange PCCP I/S Rehabilitation Location: Spokane Valley, Washington Contractor: ACME Concrete Paving, Inc. Owner/Engineer: Washington Department of Transportation Equipment: S850 Municipal Streets & Intersections (>30,000 SY) Silver Winner: Alamosa One Way Pairs Location: Alamosa, Colorado Contractor: Castle Rock Construction of Colorado Owner: Colorado Department of Transportation Engineer: URS Equipment: S1500 State Roads Gold Winner: US 287, SH 116 North Location: Baca & Prowers Counties, Colorado Contractor: Interstate Highway Construction, Inc. Owner/Engineer: Colorado Department of Transportation Equipment: S850 with CDBI Silver Co-Winner: Location: Contractor: Owner/Engineer: Equipment:
Redwood Road, 12600 South to 10600 South Salt Lake, Utah Concrete Placing Company Inc. Utah Department of Transportation S850 & TC1500
authorized the Interstate Highway System in 1956. He justified the project through the Federal Aid Highway Act of 1956 as essential to American security and defense during the Cold War. It was believed that large cities would be targets in a possible future war, and the highways were designed to evacuate them and allow the military to move in. The Interstate 70 project between Abilene and Salina, KS was constructed under the leadership and expertise of Koss Construction out of Topeka, KS. The approximately seven mile (11km) project was unique because of the two-lift construction, as well as the numerous textures that were being applied to the surface. In conjunction with the efforts of Koss Construction, Kansas Department of Transportation (KDOT), and the Missouri/Kansas Chapter of the American Concrete Paving Association (MO/KAN ACPA), the primary research objectives of this project were to 1) study the constructability and long term performance of two lift construction versus traditional full depth replacement, and 2) study the long term friction, skid resistance, and smoothness characteristics of a highway project with numerous different textures constructed under similar conditions (e.g. time of year, concrete supplied from one batch plant, etc.). The textures installed include; longitudinal tine, burlap drag, turf drag with groove grind, astroturf drag, traditional grind, Next Generation Concrete Surface (NGCS) grind, and exposed aggregate.
specifications in the mainline section, the 24 ft. (7.32m) two lift paving was constructed first, with subsequent concrete pours to pave the 10 ft. (3.05m) outside shoulder and 6 ft. (1.83m) inside shoulder Load transfer at joints spaced at 5m (16.4 ft.) was accomplished with the use of 1-3/4 in. x 18 in. (44mm x 457mm) dowels at 12 in. (305mm) centers dowel bar assemblies. Mainline pavement was tied to the shoulders using #5 x 24 in. (16mm x 610mm) long bent deformed steel tie bars, while the longitudinal joint was tied using #5 x 30 in. (16mm x 762mm) straight tie bars. G&Z’s S850 was used to pave the top layer of the project. “G&Z was used for the top layer because it is the paver that we have had the most success with achieving ride,” states Clint Myers, Paving Superintendent on the I-70 project. Myers pointed out some other important features of the S850 as well, “Steering performance is outstanding, builds a super edge even with tie bars, and the spreader plow is much simpler than the auger especially in this application when the top layer is only 2 in. (50.8mm) thick. The S850 is designed to be the paver that is flexible enough to conform to whatever project you are paving while still giving you top of the line ride.” G&Z is proud to see its machine being trusted on one of the nation’s most innovative projects and hopes to be used in the future. As Kennedy stated, “There is a lot of opportunity in two layer construction.”
The project started March 2007 and was completed October 2008. The average concrete production was 350 cubic yards per hour using a Johnson Ross Millennium 1500 dual Drum Plant, which translated to the construction of approximately 2,300 lineal feet of concrete pavement per day. The two mix designs used for the top and bottom lifts were delivered using a sequencing of trucks, such that each truck was tagged with a color designating which mix the hauler was delivering. Because the thickness of the bottom layer was 300mm (11 in.) and the top layer was 40mm (1.57 in.), the trucks were sequenced to ensure that approximately every seventh truck was carrying a load of concrete for the top layer. Each layer’s mix design contained 325 kg/m3 (547 lbs/cyd) of cement with the exception of the exposed aggregate mix which contained 390 kg/m3 (657 lbs/cyd) of cement. The difference between the two mixes included: 1) the ratio of coarse to fine aggregates (60/40 for the bottom layer, 50/50 on the typical top layer mix, and 70/30 for the exposed aggregate top layer), and 2) intermediate and fine aggregates used on each layer varied dependent on whether it was a typical top layer or exposed aggregate top layer mix. The G&Z S850 slipform paver was configured for a paving width of 24 ft. (7.32m) to accommodate two 12 ft. (3.66m) drive lanes with a centerline crown. KSDOT smoothness specifications are some of the strictest in the country, which require interstate highways to be constructed under a “zero blanking band” tolerance. For this project, because of the tight smoothness 6
S850’s spreader plow is easy to operate and moves more concrete faster than an auger. It is ideal for two-lift paving as was proven by Koss on this project.
Sources: 1. CP Tech Center. Reassessing Two-Lift Paving (http://www.ctre.iastate.edu/PUBS/t2summaries/two-lift.pdf ) 2. American Concrete Pavement Association. Concrete Pavement Progress, Volume 43, Number 8. August 31, 2007 (http://www.pavement.com/CPP/2007/CPP-8-07.html)
Flynn S850 Story Cont. that the G&Z S850 slipform paver had achieved in Iowa, a state in which Flynn is very active in paving highways. Flynn purchased the G&Z S850 in the winter of 2008 and began working as soon as the weather broke in the spring. After seven miles of paving and with the job completed, the results had been exceptional. The PRI smoothness results averaged 10.5 to 11 in. /mi. With the exception of a few construction joints, the Flynn Company didn’t have to grind any of the pavement they had constructed with the G&Z S850. The MODOT engineers were very pleased with the smooth results obtained using the G&Z S850. According to Mark Gorton, of Flynn, “Not only did the G&Z S850 perform exceptionally, the G&Z service personnel were very valuable because of their knowledge of the equipment and their overall expertise in concrete paving. They stayed with our crews on the jobsite for a couple of days after we began, and continued to be accessible by phone 24/7 – Great assets to have on a paving project.” After the Missouri project, Flynn took their S850 paver to a 320,000 yd2 (267,560 m2) project in Fairfield, Iowa. There, the project was paved at 26 ft. (7.9m) wide (2-12 ft. driving lanes plus 2’ shoulder) at a depth of 260mm (10.2 in.) with joint spacings at 20 ft. (6m) centers. Like the Missouri project, there were dowel baskets installed in the transverse joints along with tie bars at the longitudinal joint location. This project was also had a zero blanking band ride specification requiring grinding on any section with a greater than 710mm (28 in.) per mile deviation. Flynn used a three aggregate optimize concrete mix to help maximize smoothness. The average smoothness across the entire project was a superb 210 mm/km (8.3 in. / mi).
The Iowa DOT offered within the contract terms, an incentive if the highway was opened prior to November 26th. After one of the wettest years in Iowa, Flynn is scheduled to hand over the completion to the Iowa DOT on November 13th. According to Jeff Flynn, “For many years we had success using our 10 year old machine paving under the 2/10th’s blanking band specification. However, the world we are living in now requires us to pave under the zero blanking band specification. As a company we are always looking at achieving bonus on a project, and with the zero blanking band specification, we felt the time was right to invest in a G&Z paver to help us achieve these results.” Flynn adds, “We are extremely satisfied with the performance of the G&Z S850 and the job it has done on Southeast Missouri and Iowa projects. In combination with the optimized Shilstone mixes and the use of the S850, we really notice the exceptional ride results achieved. We bought the machine for its reputation in achieving smooth ride, and it has done its job.”
G&Z Annual Paving School January 20, 21, & 22, 2009 An Investment in Your Company
Give your paving crews the tools they need to improve paving performance in 2009. Trained personnel save time and money. G&Z’s Concrete Paving School offers a comprehensive program allowing participants to choose subjects most beneficial to them. This format creates small groups and is designed for flexibility. The instructors give individual attention to the participants and cover specific topics as they are brought up during the day. Registration is now open. Course work includes: • Dowel Bar Insertion • Paver Hydraulics & Electrical • Equipment Orientation and Open Contractor Forum • Concrete Mix Design • Operator Control System • Advanced Troubleshooting Registration forms and further information can be found at www.guntert.com/pavingSchool.asp or by contacting G&Z directly at (209) 599-0066.
The Versatile S850
Continuing to Perform Around the World
In the February 2008 issue of G&Z Construction Profiles, we reported on the challenging paving projects that our Belgian customer, Louis Mols, was planning to perform in 2008 with their G&Z S850 with CDBI acquired in 2007. On a private project for one of the largest wood importing companies in Europe and in the world, Vandecasteele Houtimport N.V., Mols recently paved an 8m (26 ft.) wide / 20cm (7.9 in.) thick access road to their wood covered storage halls. Because of the heavy load traffic using the road, the concrete slab design included dowelled transverse joints with a 25mm (1 in.) diameter x 500mm (19.7 in.) long dowels at 25cm (9.8”) on center spacing as well as 12mm (.5 in.) diameter x 750 mm (30 in.) long tie-bars on the longitudinal joint. The road was approximately 540m (1,772 ft.) long and nearly 850m3 (30,017 ft3) of ready mix concrete was supplied. The project included one curve with an internal radius of 40m (131 ft.) followed by a second curve with 50m (164 ft.) inside radius. In addition
to the challenging curves the final stretch was approximately 100m (328 ft.) with a longitudinal slope of 8.78% which lead to the wood storage halls located on top of a hill. Paving 8m (26 ft.) wide through curves with such short radii with a paver equipped with a DBI constituted a major challenge. The short compact G&Z S850 paver fitted with its CDBI and hydraulically operated transverse moving trailing side header mastered the curves with very limited finishing handwork on the slab edges. Additionally, paving uphill with an 8.78% slab incline while inserting dowels was possibly the first application of its kind. The S850 proved it was the paver for the job thanks to the powerful traction and the optimal performance of the CDBI. This project illustrates once more how G&Z adapts to their customers’ needs while constantly improving their product to meet new challenges and remain on the leading edge of paving equipment development
John Eisenhour G&Z would like to welcome Mr. John Eisenhour as Sales Manager of Concrete Paving Equipment. Ron Meskis is now G&Z’s National Sales Manager. Eisenhour brings his knowledge, reputation, and passion for the concrete paving industry to G&Z’s Sales Team. John has over 50 years experience in the concrete paving industry. Eisenhour’s involvement in the paving industry began when he started working with a family owned concrete paving company in Michigan after obtaining his BA degree from Western Michigan University and an MBA in finance from University of Michigan. Eisenhour Construction eventually moved to Denver where it was sold to Ralph C. Wilson Industries. The paving division operates today as Interstate Highway Construction. During his career, Eisenhour also worked in the concrete paving industry as Chief Operating Officer for McCarthy Improvement Company, Vice President of C.J. Langenfelder, and has spent 17 years with CMI (Terex-Roadbuilding).
Eisenhour has been involved in industry organizations including co-founding the Michigan Chapter of American Concrete Pavement Association (ACPA), serving as Chairman of ACPA, chairman of the National Concrete Industry Council, and vice chairman of American Road and Transportation Builders. John is also on the Board of Directions of The Road Information Program (TRIP) and serves on the board of the National Concrete Pavement Technology Center at Iowa State. John resides in Norman, OK with his wife Kas. G&Z is excited to add Eisenhour to their team insuring that G&Z will maintain their high level of service and support to their customers as business grows.
The G&Z S850 was designed with versatility in mind. Here you see the S850 being used with a CDBI rounding very tight radius curves while still placing a smooth slab. The CDBI is designed to mount off the rear of the S850 Paver equipped with QUADRA Bolsters (patented) without the aid of a crane with little or no modification required to the S850. The CDBI is designed to be quickly added and removed from the paver. With the aid of four optional hydraulic lifting legs, the CDBI is designed to be self loading on a trailer.
The S850 with CDBI has no problem paving up a steep grade and placing a smooth slab. The grade on this project was 8.78%. During the climb, the CDBI is continuing to fulfill its function of accurately inserting the dowel bars. The S850 with the CDBI made it up the hill without any complications or particular effort. Another example of G&Z’s innovative design proven through field application.
The S850 paver complete with paving kit can be quickly loaded on a trailer in a single load at a width under 12’ (3.5M). The rear trailing finishing pan and rear walkway can be hinged up and transported within this width. Because of the patented QUADRA bolster design and 90 degree steering feature, the transport length of the S850 Paver is the paving width plus approximately 12’ (3.66m). The S850 Paver can either straddle an 8’ (2.50m) wide trailer and self load or if a 10’ (3M) wide trailer with removable gooseneck is available, the S850 Paver with paving kit can walk and steer on to the trailer bed.
Guntert & Zimmerman Const. Div., Inc.
222 E. Fourth St. Ripon, CA 95366 U.S.A. Phone 209-599-0066 Fax 209-599-2021 Toll Free 800-733-2912 Email firstname.lastname@example.org Web www.guntert.com
Construction Profiles is published by Guntert & Zimmerman to inform readers of applied construction technology utilizing Guntert & Zimmerman equipment. All rights reserved. The contents of this publication may not be reproduced either in whole or in part without the consent of Guntert & Zimmerman. Printed in U.S.A.
Manufactured under one or more of the following U.S. or Foreign Patents: 4,433,936; 4,483,584; 0051885; 6,390,727; 6,390,726; 6,176,643B1; 5,135.333 and 117323 and Patents Pending. Some items shown may be optional. Guntert & Zimmerman Const. Div., Inc. will custom build any machine or accessory to suit your particular job requirement. G&Z reserves the right to make improvements in design, material, and/or changes in specifications at any time without notice and without incurring any obligation related to such changes. Brochure No. 400P098