Better Roads

October 2013

Better Roads Digital Magazine

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The same success strategy employed on the I-710 projects – a collaborative effort between Caltrans, academia and private industry – was put in place in the North State to get the projects through the design phase, out to bid and then to construction. They also built on studies, some conducted by the University of California Pavement Research Center (UCPRC), that shed new light on how the stress of traffic loads affect different depths of pavement and impact longevity. During a tour of the two I-5 projects in 2012, Caltrans regional officials praised the cooperation between industry, academia and the department in moving the two North State projects through the construction phase while overcoming potential obstacles in developing the optimum mix designs, getting timely test results and other logistical challenges. The first project, valued at $17.5 million, spanned a 6-mile stretch of Interstate 5 in Siskiyou County near the community of Weed. The contractor awarded the project was J.F. Shea Inc. of Redding, California. To the south, a $31-million project was later awarded for 14.5 miles of I-5 near Red Bluff, California. The contractor on that job is Tullis Inc. of Redding, California. Both projects were awarded in 2011, but construction didn't begin in earnest until 2012. Chris Cummings, the Caltrans District 2 North Area Construction Manager, says while the long-life design strategy was new for the district, there was ample cooperation and information sharing between the district and headquarters designers, the UCPRC and industry to ensure everyone responded to the new standards for design and construction. "We need to credit the team," says Cummings, a worldweary construction veteran. The designs for each of the North State long-life projects were custom made, where each layer is optimized for its intended function. The long-life pavement design is based on the concept that if stresses and strains in the bottom of the bound layer are kept below the "endurance limit," then fatigue of the bound material in tension will not occur, and the main part of the pavement structure should last "in perpetuity." Depending on the existing conditions (reconstruction or overlay of existing layers), a different option can be selected. For new full-depth structures, a rich bottom is often the Keep your crews out of harm's way Make the SAFE choice for work zone traffic control. We are North America's leader in automated flagger assistance devices (AFADs) and portable traffic lights. • High-intensity signals more visible than human flaggers • MUTCD compliant • Control traffic from a safe location • Solar powered • Fast delivery; 24/7 support • Buy or rent direct Call or visit us online TM SINCE 1994 1.877.352.4626 www.northamericatraffic.com Text INFO to 205-289-3789 or visit www.betterroads.com/info Better Roads October 2013 23 NorthAmerica_BR0413pg27.indd 1 Job 145-015 Filename Client North America Traffic Bleed None tup HighwayContractor_BR1013.indd 23 Trim 7" x 4.5" 3/28/13 1:00 PM 145-015 Better Roads 7x4.5 4C.indd Last Modified 9-11-2012 11:25 AM Fonts & Placed Graphics Family Style AvantGardeMdITCTT (Bold), AvantGarde Bk BT (Demi, Book, Demi Oblique) Prev. Users Adam Savage/MSS1 Inks Cyan Magenta 9/30/13 2:10 PM

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