Stringless!

Vol. 37, No. 2

GOMACO World is published by GOMACO Corporation to inform readers of applied constructiontechnology utilizing GOMACO equipment as well as innovations and concerns in the constructionindustry throughout the world. All rights reserved. The contents of this publication may not bereproduced either in whole or in part without the consent of copyright owner. Printed in U.S.A. © 2009 GOMACO Corporation (10 CFX). All stories written by the editor unless otherwise noted.

Address all communications to GOMACO World Editor. If you do not receive GOMACO World,and would like a complimentary subscription, please contact GOMACO Corporation, PO Box 151, Ida Grove, IA, 51445, USA, 712-364-3347 or e-mail bwonder@gomaco.com.

Vol. 37, No. 2

GOMACO

President and CEO Gary L. Godbersen

Vice PresidentsAccounting Sharon K. Godbersen

Administration & Finance Richard E. SmithEngineering/Research & Development

Kevin L. KleinManufacturing Grant GodbersenWorldwide Sales and Marketing

Kent Godbersen

General Manager of ManufacturingDan Soellner

Sales United States and CanadaSales Manager Bob Leonard

Sales Coordinator Brad ZobelAssistant Sales Coordinator Mike Leinbaugh

United States and CanadaDistrict Managers

Brad Barkema – N. CentralJim Hayward – Western

Kendall Kelly – S.W.Vinnie Miller – S.E.

Len Rettinger – N.E./Central

International SalesDirector Bryan Schwartzkopf

Coordinator Randy Bean

International Managing DirectorsTim Nash – Asia Pacific

Steve Bowman – Latin America

GOMACO International Ltd.Slough, England

Managing Director Rory KeoghSales Managers John Bowden

& Andy Linham

Service DepartmentManager Dennis Ernst

Service Desk DeWayne Krayenhagen & Doug Comstock

Parts Manager John KallinParts Desk Dan Ellerbusch,

Jeff Stevenson & Dean O’Tool

GOMACO University Training CenterDirector Dennis Clausen

Assistant Director Rod Schneider

GOMACO World is produced by theGOMACO Advertising Department.

Manager Randy BachMarketing Coordinator Micki RettingerGOMACO World Editor Kelly Krueger

Communications Specialist Thomas R. GrellCommunications Specialist Bobbi L. WonderAdvertising Coordinator Carrie J. Odgaard

Photo Lab Don Poggensee

Please visit our Web site at http://www.gomaco.com GOMACO World magazine at http://www.gomaco.com/gomacoworldGOMACO World Editor Kelly Krueger at kkrueger@gomaco.com

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3 STRINGLESS CURB AND GUTTER IS HERE!– Fred Weber, Inc. (Cover Photo by Tom Grell CG-070913 D12)

5 A BIG PROJECT ON A SMALL ISLAND– Goodfellow Bros., Inc.

8 RUNWAY WORK ON BOTSWANA’S INTERNATIONAL AIRPORT– Wilson Bayly Holmes-Ovcon Ltd. (WBHO)

10 A GOMACO PAVING TRAIN GETS THE JOB DONE– John Carlo Inc.

14 SLIPFORMING FOR THE ATHELETES OF THE WORLD– Nico Projects Inc.

16 THE C-450 TACKLES A PROJECT NOBODY ELSE WOULD– Kriger Construction Inc.

18 SLIPFORMING EASES A COMPLICATED PROJECT– Extrudakerb

21 7728 CUBIC YARDS (5908 M3) IN A SINGLE DAY– Walsh Construction Company

23 AROUND THE WORLD

Quality Policy: We Shall Meet Or Exceed Our Customers’ Expectations.

GOMACO Corporation's Quality Management System Is ISO 9001:2000 Certified By The American Systems Registrar.

3Fred Weber slipforms parking lot radii with a stringless system on their GOMACO GT-3600 on a project in St. Louis, Missouri.

Stringless Curb and Gutter is Here!P

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Imagine... a GOMACO GT-3600slipforming curb and gutter on aparking lot project. The parking lothas several islands built into itsdesign with radii from 4.5 foot (1.4 m) down to 18 inches (457 mm).All of the radii on the islands arebeing slipformed with the GT-3600and all of it is being done withoutsetting any stringline.

The possibility is not left to theimagination anymore. Stringless curband gutter is here!

The project is a parking lot for anew casino in the city of St. Louis,Missouri. Fred Weber, Inc., isslipforming approximately 14,000 feet(4267 m) of curb and gutter on the 50 acre (20.2 ha) lot. The curb andgutter’s profile is 30 inches wide (762 mm), seven inches (178 mm)thick, with a six inch (152 mm) curb.

The GT-3600 is equipped with theLeica PaveSmart 3D for curb andgutter slipform pavers, an optionalplug and play software programavailable on GOMACO equipment.For this project, the GT-3600 isequipped with a prism on the rear

mast, which a Total Station uses forheight control, and also a GPS receiveron the front mast, which is used formachine orientation. The GPS unit canbe switched over for a second TotalStation if the area doesn’t allow GPSreception.

Here’s how stringless curb andgutter works: Data provided by theproject engineer is converted into asurface model. The surface model isthen uploaded into the Leicacomputer. The data can be importedfrom almost any CAD system. TheLeica computer is then interfaced withthe GOMACO G21 or optional G22

controller on the GT-3600. When it’stime to start slipforming, the operatorsimply opens up a map of the projecton the Leica computer and chooseswhere he wants to go. The computerhas a toggle switch or touch-screeninterface, so it’s just a matter ofpressing a button to chose where topave. The GT-3600 is then moved intoposition.

The Total Station takesmeasurements off predeterminedreference points to orientate itsposition. Then, it’s aimed at the prismon the machine and along with theGPS, begins the tracking process. Theoperator only has to look at the Leicacomputer to know that the GT-3600 ispositioned correctly to begin the curband gutter pour.

When it comes to slipforming thetight radii on the project, the Leicasystem and the GT-3600 worktogether.

“The Leica system is connected tothe GT-3600’s G21 or G22 controlsystem via the CAN (ControlledAccess Network) cables, which are anintegral part of each machine that

“We would figure on finishingonly two islands a day withhandforming,” Billy Graves,Project Foreman for Fred Weber,said. “With GOMACO and Leica,we’re doing eight a day. It’s a bigadvantage for us and giving ussome excellent production...”

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GOMACO produces,” Kevin Klein, GOMACO’s VicePresident of Engineering/Research andDevelopment, said. “The Leica system contains thedesign file for the project which the contractor isbuilding. As the Leica instruments track the machine,the exact position of the machine is sent to the Leicacomputer and that exact position is then compared tothe project design file. From there, the Leica systemplaces any relevant steering and grade controlinformation onto the CAN line for the G21/G22control system to capture and use in steering themachine, as well as maintaining the proper elevation.

“The operator can focus on control of the travelspeed of the machine, controlling the vibration, andconcrete delivery. The machine controller will takecare of steering and grade, by monitoring the inputsfrom the 3D control system.”

Once an island is finished, the operator simplygoes back to the map in the Leica computer, andchooses where he wants to go next. Or, for example,if an area isn’t ready for paving yet, because thegrade isn’t prepared or some other factor, they cango anywhere else on the job site.

They are no longer dependent on stringline todictate when and where they work. Workers on theproject don’t have to worry about the stringline...setting it correctly, bumping into it and creatingerrors, or the time and expense of placing andremoving it.

Fred Weber’s island production has drasticallyincreased as well. Before, due to the expense ofsetting all of the pins required for tight island radii,they would have just handformed all of the islands.

“We would figure on finishing only two islands aday with handforming,” Billy Graves, ProjectForeman for Fred Weber, said. “With GOMACO andLeica, we’re doing eight a day. It’s a big advantagefor us and giving us some excellent production.We’re slipping the radii and the straight-aways andthe Leica is doing a great job. We’re averagingaround 18 feet (5.5 m) per minute with no string.”

The operator sideshifts the trimmerhead out of the way so the mold canslipform up to the point where the island’s curb and gutter was started.

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The operator chooses the island he wants to slipform next on a map in thestringless computer. Stringline no longer dictates the project phasing.

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The G21 controller on the GT-3600 works with the Leica computer andits tracking system to slipform the project’s tight radii.

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The GT-3600 holds line and level on the curb andgutter in the straight sections of the project.

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A new two mile (3.2 km) long,four lane road is being built in the cityof Honolulu on Hawaii’s Oahu island.New roadway construction of this sizefor the island state is very uncommon.Most road projects are replacement orwidenings, simply because there is noroom to build new.

Goodfellow Bros., Inc., based outof Wenatchee, Washington, with anoffice in Kihei, Hawaii, won the bid tobuild the project. They had noprevious slipform experience and noslipforming equipment. When theystarted the process of looking for aconcrete paver, they knew theywanted a machine that was versatile,large enough to pave roadway, butalso small enough to work in Hawaii’sconfined job-site areas. Ultimately,they chose the GOMACO four-trackCommander III.

“We went with the Commander IIIbecause it will be more versatile onfuture projects,” Matt Heahlke, ProjectManager for Goodfellow, said. “Wecan use it for highway slipforming,barrier walls, curb and gutter... Wewon’t have a large quantity job likethis again. The projects will besmaller, more chopped up, and theCommander III is much more versatilefor that.”

Their new Commander III iscurrently slipforming on the new

North/South Road, phase 1B, whichincludes approximately 2300 cubicyards (1758 m3) of 10 inch (254 mm)thick concrete pavement. Work on theproject began in January 2008 and it isscheduled for completion in January2010.

When Goodfellow was purchasingequipment for their new concrete

paving venture, they also added anRTP-500 rubber-tracked placer and aT/C-600 texture/cure machine. TheRTP-500 was purchased as a concreteplacer, but the company has also beenutilizing its long reaching capabilitiesto back-fill their Keystone® retainingand structural walls projects. It placedconcrete for the first time on the brand

An RTP-500 rubber-tracked placer works from the haul road placing concrete on the grade and over preset dowel baskets.

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A BIG Project on a SMALL Island

Goodfellow Bros. chose the Commander III to slipform a new two mile (3.2 km) long,four-lane road in the city of Honolulu on the Oahu island of Hawaii.

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The GOMACO four-track Commander III is the perfect-sized paver for Hawaii’s limited project area. It also offers the extra versatility that

new road.“This is virgin construction

through old sugar cane fields,”Heahlke explained. “The road is thenew corridor servicing the futureUniversity of Hawaii West Campusand also the Department of HawaiianHomelands Housing Development. It’sextremely rare to have brand new roadconstruction, because it’s such alimited area to begin with.”

Goodfellow is using the RTP-500to place concrete onto the untreatedpermeable base. Dowel baskets areplaced every 12.5 feet (3.8 m) for thetransverse joint. The concrete is a 650 flex mix design and provided bylocal producer, Island Ready-Mix.Dump trucks carry 10 cubic yard (7.6 m3) loads of concrete and dumpinto the RTP’s hopper. Concrete slumpaverages two inches (51 mm).

The Commander III is set up toslipform each lane at 12 feet (3.7 m)wide, 10 inches (254 mm) thick.Production on the longer stretches ofpavement averages around 120 cubicyards (91.7 m3) per hour during aneight-hour paving shift.

All of their paving is being done atnight. It allows Goodfellow completecontrol of the batch plant to ensurethey get the volume of concrete

Production averages 120 cubic yards (91.7 m3) per hour during the longer paving runs.6

“Overall, our rideability is very smooth,” Heahlke said. “This isGoodfellow’s first concrete slipform paving job and we’re veryimpressed with the GOMACO equipment. We’re definitely inthe concrete paving business for good. We can’t wait to getmore projects.”

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Goodfellow Bros. was looking for in a slipform paver.

necessary to feed the pavingoperation. It also creates coolerworking conditions for the crew, whileeliminating the worry of the concretecuring too fast and cracking becauseof extreme temperatures.

The Commander III is also beingused to slipform the 8.5 feet (2.6 m)wide concrete shoulders.

A T/C-600 texture/cure machine,set at 16 feet (4.9 m) wide between itstwo tracks, follows behind theCommander III. It applies the state ofHawaii required AstroTurf drag,transverse tining, and SINAK® lithiumspray cure.

The state also has smoothnessrequirements. Hawaii utilizes theCalifornia profilograph and two-tenths blanking band to measure theirproject’s smoothness. A reading of a10 or less ensures 100 percent pay onthe project. Goodfellow has had noproblems achieving good rideability.

“Overall, our rideability is verysmooth,” Heahlke said. “This isGoodfellow’s first concrete slipformpaving job and we’re very impressedwith the GOMACO equipment. We’redefinitely in the concrete pavingbusiness for good. We can’t wait to getmore projects.”

A T/C-600 texture/cure machine, set at 16 feet (4.9 m) wide between the tracks, followsthe paver pulling an AstroTurf drag, and applies a spray cure and a transverse tine.

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The Commander III paves each of the four lanes of the newroadway 12 feet (3.7 m) wide and 10 inches (254 mm) thick.

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The country of Botswana insouthern Africa is trying to diversifyits economy. They hope to do that byincreasing tourism. But to do that,first they need an airport capable ofhandling the larger passenger jets.Last year, the country beganexpansion work on their Sir SeretseKhama International Airport inGaberone.

The project, when finished, willinclude a new state-of-the-artterminal building, new taxiway, and a one kilometer (0.6 mi)extension to the existing runway tobring it into compliance withinternational requirements. The new airport expansion will increasethe airport’s current average of 120 passengers per hour at peak, upto 870 passengers per hour.

Wilson Bayly Holmes-OvconLtd. (WBHO) was awarded thecontract that included paving the

runway extension. It would be theirfirst concrete slipform paving project,and careful consideration was given towhich pieces of equipment theywould purchase. Ultimately, theychose the GOMACO brand andworked closely with representatives

from GOMACO International Ltd. andMeckow, GOMACO’s distributor forSouth Africa. WBHO’s choice for theairport, and future slipform projects,was the GOMACO four-trackCommander III and T/C-600 texture/cure machine.

“The Commander III was theone universal paver that we saw,”Terry Beckermann, Director ofRoads and Airport Divisions inBotswana for WBHO, said. “Itallows us to pave the various widthsof the airport project and do barrierand other applications on futurework.”

Part of the purchase agreementincluded on-site training with thepaving equipment. Servicerepresentatives from GOMACOtaught hands-on classes, and testpours were conducted on anauxiliary apron at the airport. Whenit was time to start paving the actual

A Commander III four-track slipforms a new one kilometer (0.6 mi) long runway extension on the international airport in Botswana.

Runway Work on Botswana’sInternational Airport

Paving passes were 4.5 meters (14.8 ft) wide and320 millimeters (12.6 in) thick.

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runway, WBHO was confident intheir slipforming abilities.

“The GOMACO training wasvery helpful and we learned a lotfrom them,” Beckermann said.“They taught us how to do thingsright and how to avoid makingcostly mistakes.”

The Commander III paved the runway’s passes at 4.5 meters(14.8 ft) wide and 320 millimeters(12.6 in) thick. Concrete wassupplied by two on-site batch plantsand hauled to the paving site bydump trucks carrying eight cubicmeter (10.5 yd3) loads.

The concrete mix included largeaggregate, up to 37 millimeters (1.5 in) in size, and slump averaged30 millimeters (1.2 in). The trucksdumped the low-slump concretedirectly on grade and an excavatorwas used to spread the concrete infront of the Commander III.

Dowel baskets were placed ongrade at five meter (16.4 ft) intervals.Paving production during an eighthour work day averaged between 300-400 cubic meters (392-523 yd3) ofconcrete.

An Auto-Float® on the back of theCommander III finished the slab andwas followed by a burlap drag. The

T/C-600 texture/cure machineapplied a broom finish and whitespray cure to the new runway.

Paving during the summertime inBotswana presented challenges to theproject with extreme heat and severethunderstorms. When work began at 5 a.m., it was already 31 degrees C(88ºF). WBHO painted the subgradewhite to help reduce the absorption ofthe sun’s heat by the dark subbasesurface. By mid-afternoon, theaggregate at the batch plants was justtoo hot to maintain a quality mix.

Paving was finished by 1 p.m.because of the heat, and also thetendency for afternoonthunderstorms to hit the area andpotentially damage any pavement.

A series of tent structuresapproximately 140 meters (459 ft)long were used to protect the newconcrete from the sun and rain.Sixty meters (197 ft) of the tentscould be pulled along using thetexture/cure machine, while the restwere moved forward by workers.Despite the extreme heat, noconcrete was lost on the project.

The occasional python alsocreated a need for caution aroundthe work site. Workers weredistracted one day when a 3.7 meter

(12 ft) long baby python was found atthe end of the runway. Army andairport security services had to becalled in to deal with the protectedspecies of snake. The python wasremoved and released into a remotepart of the bush so everyone would be safe.

“We are pleased with the resultsof the GOMACO paver,” Beckermannsaid. “Airport officials did all thetesting of the concrete and all theproject specifications were easilymet.”

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The new runway had to be protected from Botswana’s extreme heat. A GOMACO T/C-600 applied a white spray cure directly behindthe paver and tenting structures were used to shade the concrete to keep it from curing too fast.

Paving so close to the African Bush attracted anunwanted spectator. A 3.7 meter (12 ft) long babypython had to be removed from the job site at onepoint during the project.

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John Carlo Inc., based out ofClinton Township, Michigan, justcompleted rebuilding a 6.2 mile (10 km) stretch of Interstate 94. They purchased a new GOMACOfour-track GHP-2800 paver for theproject and achieved some excellentproduction results. Carlo’s ride is also being measured by one of themost challenging indexes in theindustry, the International RoughnessIndex (IRI). The Michigan Departmentof Transportation (MDOT) utilizes the IRI for their smoothnessrequirement.

Carlo completed the first phase ofthe project, the eastbound lanes, lastyear paving over baskets. This yearthey added an In-the-Pan Dowel BarInserter (IDBI) to the GHP-2800 forthe westbound portion of the project.

“The MDOT specification for ride quality requires an IRI of lessthan 75, which is a very tight spec inthe IRI format,” Chris Mondon,Concrete Quality Control for John

Carlo, said. “On the eastlanes of pavement, weobtained an IRI of 64.2.”

IRI readings on thewestbound lanes, usingthe IDBI, were also wellunder the requirement of75. They averaged 69.8 for smoothnesswhile inserting the bars to form thetransverse joint on-the-go. Carlo’s keyto good concrete pavement is simple...keep the paver moving and eliminateany unnecessary stops.

“Our main goal is just to keep the paver moving at a constantspeed,” Jason Beem, AssistantManager of the John Carlo PavingDivision, said. “If the paver doesn’tstop all day, we know we can reachour desired production. It also givesus our best chance at getting qualityride. When the paver has to stop,that’s when we end up havingproblems. We try to keep a nice five tosix foot (1.5 to 1.8 m) per minute pace,which keeps things simple for the

operator and gives us the ride qualitywe’re looking for.”

They accomplished an excellentIRI result and superior dailyproduction while inserting barsaccurately with the IDBI. MDOT hadofficials on site and Carlo also hadtheir own quality control technicianconducting tests to ensure accuracy.

“We had a quality controltechnician on site doing depth checksevery 100 feet (30 m) behind thepaver,” Beem said. “He’s checking thedepth of the bars and making sure wedon’t have any issues from that side.

“MDOT also required that wecomplete test headers at the end of theday. We would pave past our headerpoint, inserting one transverse joint

The GOMACO GHP-2800 slipformed the eastbound lanes over baskets. The paver is equipped with a detachable auger/strike-off.

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“The computer on the IDBI makes settingup the bar spacing easy for the crew,”Beem said. “We just program the spacingfor the front-bar inserter, program thespacing for the dowel bars and where thejoints are going to be, and the machinedoes everything itself.”

A GOMACO Paving Train Gets the Job DoneWith or Without an IDBI

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The westbound lanes of I-94 were slipformed with the GHP-2800 with IDBI placing the transverse joint, 24 bars every 14 feet (4.3 m).

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with the IDBI. The next morning wecame back, saw cut through that jointon either end of the bars andmeasured the vertical and horizontaltolerances. MDOT is very strict andwe had to do this test for them fivedifferent times.”

According to Beem, the DOTapproved their work and didn’t haveany issues with the accuracy of thebar placement.

The new interstate is being builtusing 11 inch (279 mm) thick concreteon a 16 inch (406 mm) open-gradeddrainage course. Carlo’s newGOMACO GHP-2800 paver isequipped with some special features.It has the new G22 digital controller,with the second language in Spanish.The paver is equipped with adetachable auger/strike-off, so Carlocan use the mold as either an open

front or an auger/strike-off for extraversatility. The GHP-2800 is alsoequipped with a Minnich Auto VibeControl System for vibratormonitoring. It’s a required feature forCarlo’s airport paving projects.

Paving on I-94 began last yearwhen Carlo paved the first phase ofthe project, the two eastbound lanes of I-94. Their paving train consisted oftwo placer/spreaders, the GHP-2800

A DOT test shows the bar in the properhorizontal placement with concretecompaction all around the bar.

Test headers with the IDBI system inserting a transverse joint were saw cut throughthe joint and horizontal and vertical tolerances were measured for bar placement. JohnCarlo had no problems achieving bar placement accuracy.

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paver and a new T/C-600 texture/cure machine. “When we pave concrete, we like to dump off the haul

road,” Beem explained. “We don’t like running trucks onthe aggregate base because it can contaminate the stone. Italso helps us to control our overrun, because we’re notrutting or disturbing the aggregate base.

“We use two spreaders out in front, because it helpswith production. On this first phase, we averaged around250 cubic yards (191 m3) per hour. We really try to push for250 to 300 cubic yards (191 to 229 m3) per hour.”

An on-site batch plant, located on the south-end of the project, is capable of producing the 300 cubic yards (229 m3) of concrete per hour to feed that kind ofproduction. Tri-axle dump trucks carry 10 cubic yard (7.6 m3) loads of concrete to the placer/spreaders in front ofthe paver. The concrete is an MDOT high-performance mixwith three aggregates, and ground-granulated blast furnaceslag that is used as a cement supplement in the concrete.Slump averages 1.5 inches (38 mm).

The GHP-2800 paver slipformed the first paving pass 24 feet (7.3 m) wide, which included a 12 foot (3.7 m)driving lane and 12 foot (3.7 m) outside shoulder. Thesecond paving pass included the other 12 foot (3.7 m) lanewith a five foot (1.5 m) wide inside shoulder for a 17 foot(5.2 m) wide pass.

A front-mounted bar inserter on the GHP-2800 inserteda #5, 30 inch (762 mm) long straight bar every 23 inches(584 mm). Side-mounted bar inserters on the back of thepaver inserted #5, 30 inch (762 mm) long bent bars every 18 inches (457 mm). Dowel baskets were placed on grade at14 foot (4.3 m) intervals to form the transverse joint.

A GOMACO Auto-Float®, followed by a wet burlapdrag mounted to the back of the paver, provided the finalfinish to the concrete slab. A T/C-600 texture/cure machineapplied a white spray cure and longitudinal tine.

Paving on the eastbound lanes of Carlos’ I-94 projectwas completed late last year. Work on the westbound lanes

A T/C-600 texture/cure machine applies a white spray cure and longit

The GHP-2800, according to Carlo, is the perfect sized paver andhelps make the company competitive in the highway-paving market.

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Two placer/spreaders work in front of the paver. Carlo never wants th

tudinal tine to the new eastbound section of Interstate 94.

was started in the spring of this year. This second phase ofpaving included the IDBI on the GHP-2800 paver.

“On mainline highway jobs using the IDBI, we can savea significant amount of labor and materials by not havingto buy and set baskets,” Beem said. “Even with the initialcosts of the IDBI, after a few large highway projects, it paysfor itself.”

The GHP-2800 paved the westbound lanes of I-94 in a24 foot (7.3 m) wide pass, which included both 12 foot (3.7 m) driving lanes. The five foot (1.5 m) and 12 foot (3.7 m) wide shoulders and various other ramps on theproject were slipformed with a GOMACO four-trackCommander III.

Carlo’s new IDBI inserted 24 bars at 12 inch (305 mm)spacings across the width of the pavement. Each bar was1.25 inches (32 mm) in diameter, 18 inches (457 mm) longand epoxy coated. The bars were inserted 5.5 inches (140 mm) into the depth of the new road at 14 feet (4.3 m)intervals to form the transverse joint.

“The computer on the IDBI makes setting up the barspacing easy for the crew,” Beem said. “We just programthe spacing for the front-bar inserter, program the spacingfor the dowel bars and where the joints are going to be, andthe machine does everything itself.

“The GHP-2800 is the perfect sized piece of equipmentto be competitive in the highway-paving market,” Beemsaid. “Add the IDBI to the paver, and it’s all we’ll use onmulti-lane, multi-mile highway projects.”

Carlo is the prime contractor for rebuilding I-94,connecting St. Clair County to Macomb County, Michigan.I-94 goes on to cross St. Mary’s River, which is theinternational dividing point between Canada and theUnited States. The international crossing at Port Huron, inSt. Clair County, is one of the busiest in North America.

The IDBI inserts 24 bars at 12 inch (305 mm) spacings acrossthe pavement. Each bar is 18 inches (457 mm) long.

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he paver to stop, a key to help them achieve good rideability results.

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Niko Projects Inc. has been afamily-owned company since 1980,specializing in slipformed concretecurb and gutter and sidewalk projectsin the Nanoose Bay area of BritishColumbia, Canada. The three brothers,Stan, Harvey and Gary Kuramoto,purchased their first GOMACOCommander III in 1981. Ever sincethen, it’s been nothing butCommander IIIs for the Kuramotos’projects.

“Versatility and quality are animportant part of our operation,” StanKuramoto, an owner in Niko Projects,said. “We pride ourselves on beingefficient and the industry leader, andthat’s why we use a Commander III inour operations.”

Niko Projects is currently workingon a project that will soon have thefocus of the world’s attention on it.They are slipforming 10,000 linealmeters (32,808 ft) of curb and gutter inWhistler, British Columbia, the hostmountain resort of the 2010 VancouverWinter Olympics.

“We are constructing theinfrastructure road works for thefuture housing of the Athletes’Village,” Kuramoto explained. “It willbe where all the participants and

support staff will be housed duringthe 2010 games. Once the games aredone, the housing will be used forworkers of the Whistler andBlackcomb Mountain resorts, as thereis quite a shortage in the area.”

The project required four differentcurb profiles, two of them unique toWhistler. The profiles are designed tominimize damage to the face of thecurb that could be potentially causedby the blades on snow plows whenremoving snow.

The four profiles are: Type “A”with a 600 millimeter (23.6 in) widegutter and 300 millimeter (11.8 in) tallcurb; Type “B” with a 600 millimeter (23.6 in) wide gutter and 250millimeter (9.8 in) tall curb; flat curbthat is 600 millimeters (23.6 in) wideand 200 millimeters (7.9 in) tall; andswale curb that is 600 millimeters(23.6 in) wide and 200 millimeters (7.9 in) tall in the center of the valleywith two steel rebar inserted.

The concrete is 32 MPa (4641 psi),with five to eight percent air added,

Niko Projects slipformed four different types of curb and gutter as part of the 2010 Winter Olympics Athletes’ Village.

An inukshuk, a stone sculpture used byCanada’s Inuit people as directionallandmarks, watches over the construction.It has become the symbol of the Vancouver2010 Olympic games.

Slipforming Curb and Gutter for the Athletes of the World

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water reducer, fly ash, fine and coarsesand, and glacial water. The basematerial utilizes rock that had beenblasted out earlier in the project. It iscrushed on site and then placed ongrade.

“It creates a very hard base for us,but the Commander III has more thanenough power to get through it,”Kuramoto said. “We trim and pour onall of the profiles except for the swalecurb. On that, we pretrim, back up onthe stringline, sideshift thetrimmerhead out of the way, and slipthe swale curb feeding the twostrands of steel through holes that wecreated in the front of the mold.

“The ability to lift and swing thetrimmer has saved us many hours onthis job. It also allows us to reduce theamount of handforming we have todo. Due to the different areas ofphasing we have to complete, we havea lot of areas where we have toslipform up to existing curb that

we’ve done earlier. We only have tomove the trimmer out of the way toconnect to the existing, and that savesus time and labor.”

Production averages well over one kilometer (0.62 mi) per day, evenwith the constant mold changescaused by four different profiles.

Working conditions are crowdedand Niko is constantly workingaround other contractors trying tocomplete their work. Addedprecautions on the site also have to betaken to avoid wandering bears.

“This particular site was formerlya dump site, so this has been thebear’s domain a lot longer than ours,”Kuramoto said. “There are strict ruleson where you can keep your lunchand how you dispose of your garbageon the job site. The inspectors don’tallow graffiti, but don’t mind usleaving the bear paw prints in ourfresh concrete curbs.”

Niko’s work on the project isscheduled for completion later this

year. As the world tunes in to watchthe 2010 Olympic games, theKuramoto brothers will know theyslipformed a quality project inchallenging conditions.

“We have tried to remain uniquein a niche market, from a white curbmachine to business cards shaped in acurb profile,” Kuramoto said. “Peopleon the streets know us as the ‘curbguys’ because they see us all overtown. Niko has stuck with GOMACObecause we know it’s a brand we canrely on and trust. We’ve been a part ofeach other’s family since 1981.”

Editor’s Note: Gary Kuramoto stoppedby our World of Concrete 2009 stand withphotos of this project on a USB flashdrive. He described it in detail and withgreat enthusiasm and we enjoyed visitingwith him that day. Always feel free tosend me your high-resolution photographsfrom your slipforming projects. We enjoyseeing GOMACO equipment at work,because no two job sites are ever alike.

Bear tracks in Niko’s curb and gutter are allowed by the project inspectors. They have to take extraprecautions on the job site though, to ensure they don’t do anything to attract the bears’ attention.

The Commander III pretrims for a section of swale curb, whichhas two steel rebar inserted into it through the front of the mold.

Niko’s curb and gutter production averages over one kilometer(0.62 mi) per day with their three-track Commander III.

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The C-450 Finishes a Project Nobody Else Wanted to Tackle

Kriger Construction Inc., basedout of Dickson City, Pennsylvania,was the only contractor to bid on aLuzerne County project to build a newpark with boat and kayak ramps/launches along the SusquehannaRiver. The Susquehanna River isnotorious for its rapidly rising andfalling water levels. The first 40 feet(12.2 m) of the two new ramps wouldbe built below the water level. It wasa challenge most contractors wereafraid of tackling.

The ramps, themselves, would be40 feet (12.2 m) wide, 110 feet (33.5 m)long, and built on a 10 percent slopeas required by the Pennsylvania Fishand Boat Commission.

“While researching the project, wespoke with several people in theindustry about the best way offinishing the ramps and they allrecommended GOMACO,” JamesMarzolino, General Superintendent

for Kriger Construction, said. “Wechose the C-450 because of the widthand the thickness of the concretebeing placed and the grade it wasbeing placed at. We felt a cylinderfinisher would give us the quality wewanted and a better end-product.”

Work on the project was plannedaround the river. When the water levelwas at its lowest, Kriger moved theircrews in and worked double shifts to complete the project. The firstphase involved building the cofferdam to hold the water back. Sheets of PZ-27 piling were driven into theriver bed at approximately 25 to 30 feet (7.6-9.1 m) deep, or 2.5 timesthe depth of the water, to form the

coffer dam.After the dam was built, grade

was prepared and two mats of heavygauge wire mesh was placed ongrade. Rails for the C-450 were set andthe finisher was placed on the rails.Two GOMACO service representativeswere on-site assisting with set-up ofthe C-450, training and guidance onthe first pours.

“The service reps were a big help,because we didn’t have anyexperience with the GOMACOproduct,” Marzolino said. “We spentsome time with them just going overthe machine, learning about it, whatprecautions to take, and just generaloperation of the machine. They were a

Kriger’s boat ramps began seven feet (2.1 m) below water level. A coffer dam had to be built to keep the river back.

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“While researching the project, we spoke with several people inthe industry about the best way of finishing the ramps and theyall recommended GOMACO,” James Marzolino, GeneralSuperintendent for Kriger Construction, said.

17

The ramps were finished in two pours, each 55 feet (16.8 m)long and 40 feet (12.2 m) wide.

The C-450 was attached to a winch and a dozer as a safetyprecaution. The extra precaution was not needed on the pours.

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big help.”Kriger completed each ramp in

two pours, 55 feet (16.8 m) long, 40 feet (12.2 m) wide, and eight inches(203 mm) thick. The concrete andconcrete pump were supplied locallyby Pocono Transcrete. The mix was a4000 psi (27.6 MPa) design with a fourinch (102 mm) slump for pumping.

To help accommodate the steep 10 percent slope of the ramps, Krigeroutfitted their C-450 with an all-wheeldrive system and 36 inch (914 mm)bogies with cupped wheels. Then, asan added safety precaution, the C-450was attached to a winch and a D5dozer. Kriger never had to utilize theextra precaution.

The C-450 is equipped withdouble-drum cylinders and mistingspray bar to provide the ultimatefinish. The C-450’s automatic advancemoved the machine forward 12 inches(305 mm) automatically on each pass.

“We were dealing with somepretty tight finishing tolerances,”Marzolino said. “It had to be under0.25 inch (6 mm) over a 10 foot (3 m)distance. The C-450 easilyaccomplished that requirement.”

Each of the two pours wasaccomplished in under five hours,from start to finish. Specificationsrequired a heavy broom finish on thenew ramp, and joints were saw cut on10 foot (3 m) centers the day after the

pours. Twenty-eight days after thefinal pour, the ramps were opened upto the awaiting public.

The ramps are part of the publicboat launches on the North Branch ofthe Susquehanna River for the city ofWilkes-Barre and the surroundingcommunities. The project included not only the ramps/launches, but alsoa two acre (0.8 ha) parking area, abioretention garden and 1800 squareyards (1505 m2) of earthwork.

Kriger Construction has morework planned for their new C-450.Their next project is finishing twobridge decks in Luzerne County,Pennsylvania.

Kriger’s C-450 has an all-wheel drive system with cuppedwheels to help deal with the ramp’s steep 10 percent slope.

The Susquehanna River can rise and fall rapidly. Work on theramps was planned around a time when the river level was low.

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Slipforming was the easy part ofthis project. It was the logistics,engineering time, mold profiledevelopment, and numerous otherfactors that were almostoverwhelming. Extrudakerb, acontractor based out of Doncaster,England, recently completed a projectthat was 12 months in the planningphase. It involved the engineering of anew concrete barrier system capable ofaccommodating up to 1.2 meters (3.9 ft) of roadway level differences.

The project was on Junction 3 to 4of the M2 expressway in Belfast,Northern Ireland. Extrudakerb, alongwith their Irish partner, HighwayBarrier Solutions, won the contract todesign and build a central reserveconcrete barrier, retaining wall andconcrete drainage system.

“It was one of the most complexjobs that we’ve ever had,” JamesCharlesworth, Director ofExtrudakerb, said. “We originallyplanned for the entire project to takefour months to complete, but thanks to some superior planning andorganization, we finished four weeksearly.”

The project required Extrudakerbto set up a local office in Belfast. Theytransported eight truck loads ofequipment, including a four-trackCommander III and seven pavingmolds, across the Irish Sea.Extrudakerb even purchased mini-busses to transport their workersbetween England and Belfast. Thecrews worked two full weeks and thenhad one long weekend off.

The Commander III four-track wasset up to pour on the right side, soready-mix trucks could travel with theflow of traffic. It eliminated the needfor the trucks to turn around in theconfined space of the site.

The first slipforming steps on theproject involved the drainage system.Extrudakerb slipformed either a v-channel or a 300 millimeter (11.8 in)diameter slot drain with theirCommander III. Approximately 4500 meters (14,764 ft) of concretedrainage system was slipformed.

The concrete barrier system andretaining wall was next. It was, by far,the most complicated aspect of the

Extrudakerb slipforms a unique profile of barrier wall in Belfast, Northern Ireland.18

Slipforming Eases a Complicated Project

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project, and required some uniqueengineering solutions.

“We developed a concrete barriersystem and retaining wall toaccommodate carriageway leveldifferences of up to 1.2 meters (3.9 feet),” Charlesworth said. “Theconcrete structure needed to meet thestructural requirements of acarriageway retaining wall and that ofthe foundation for a Britpave concretebarrier system.

“The overall width should notexceed one meter (3.3 ft), and astandard barrier has a footprint of 542 millimeters (21.3 in). However,street lighting had to be sited withinthat central reserve, and that’s wherethe challenge was.”

When roadway differences wereless than 300 millimeters (11.8 in),Extrudakerb slipformed a wideconcrete step barrier with a trough

for the cable. The wide barrier had a942 mm (37.1 in) base, a top cap thatwas 600 millimeters (23.6 in) wide,and was 900 millimeters (35.4 in) tall. Steel reinforcing cable wasinserted into the front of the mold at 300 millimeters (11.8 in) and 450 millimeters (17.7 in) from the topof the wall.

Concrete was supplied by localproducer, Cemex, and was deliveredto the site by ready mix-truckscarrying six and eight cubic meter (7.8 and 10.5 yd3) loads. The mix wasa grade C35 with air entrainment andpolypropylene fibers that compliedwith Britpave specifications. Slumpaveraged 20 millimeters (0.8 in).

When roadway levels exceeded300 millimeters (11.8 in), Extrudakerbwould first slipform a single-sidedstep barrier with a 499 millimeter(19.6 in) base, 200 millimeter (7.9 in)

wide top cap, and 900 millimeters(35.4 in) tall. A concrete in-fill wasplaced between the new wall and theexisting roadway to accommodate theheight difference before the secondwall could be slipformed.

The second wall was standardBritpave step barrier with a 542 millimeter (21.3 in) wide base, 200 millimeter (7.9 in) wide top capand 900 millimeters (35.4 in) tall. Ithad steel reinforcing fed into the mold 150 millimeters (5.9 in) and 300 millimeters (11.8 in) from the topof the wall.

“Production averaged around 20 cubic meters (26.2 yd3) per hour onthe wide step barrier,” StewartCousins, Technical Manager forExtrudakerb, said. “Outputs peaked at25 cubic meters (32.7 yd3) per hourand with that, we exceeded ourprevious daily production records.”

19942 mm (37.1 in)

150 mm (5.9 in)

300 mm (11.8 in)

600 mm (23.6 in)200 mm (7.9 in)

200 mm (7.9 in)

200 mm (7.9 in)

900

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250 mm (9.8 in)

50 mm (2 in)

225 mm (8.9 in)

The wide step barrier required 0.7 cubic meters (0.9 yd3) of concrete to slipform just one meter (3.3 ft). The sheer size and dimensions of the wall are illustrated in the drawing.

Extrudakerb slipformed the wide step barrier when the differences inroadway heights was less than 300 millimeters (11.8 in).

The slot drain had a diameter of 300 millimeters (11.8 in)and was slipformed over a plastic, inflated tube.

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A large amount of hand-forming work was required on theproject as well as slipforming. Extrudakerb manufactured their ownsteel formwork to create transitions between the twin barrier to thewide barrier. Formwork transitions were also needed between thewalls and the concrete bridge piers and sign gantry bases.

“The formwork dictated the project because it took longer thanthe machine slipforming,” Cousins said. “It all had to be carefullycoordinated so there were no big delays waiting on formwork to bereleased at the end of the project.”

Another major concern was creating light column buildouts forstreet lights. Gaps were left in the second barrier wall for lightcolumn locations. Pre-fabricated reinforcement cages and anchoringbolts were installed in those gaps. The area between the two barrierwalls was filled with concrete. Then, prefabricated formwork wasplaced and used to construct the column and build-out to hold thestreet light.

In total, over 8000 cubic meters (10,464 yd3) of concrete was usedto complete the barrier on Junction 3 to 4. Extrudakerb completed allof the work in just three months, four weeks ahead of their plannedcompletion schedule.

499 mm (19.6 in)

150 mm (5.9 in)

150 mm (5.9 in)

200 mm (7.9 in)

600 mm (23.6 in)

50 mm (2 in)

250 mm (9.8 in)

900

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Finished road level

Drawings illustrate the two types of Britpave step barrier used to slipformthe areas where the roadway height exceeded 300 millimeters (11.8 in).

The first step of the project required slipforming adrainage system, with either a v-channel or slot drain.

Extrudakerb poured off the right-side with their four-trackCommander III on all of the different profiles on the project.

The finished wall shows the hand-formed concretesupport for the street lamps and bridge pier approaches.

The complicated sequence of the project is best shown in this illustration.

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542 mm (21.3 in)

150 mm (5.9 in

150 mm (5.9 in)

200 mm (7.9 in)

600 mm (23.6 in)

50 mm (2 in)

250 mm (9.8 in)

900

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Finished road level

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Walsh slipformed 7728 cubic yards (5908 m3) of concrete in a 12.5-hour day at the O’Hare International Airport in Chicago.

A phenomenal single-dayproduction rate was recentlyaccomplished with a GOMACOpaving train at the O’HareInternational Airport in Chicago,Illinois. Walsh Construction Companyis at work on the airport slipforming a new runway. In a single day, theyslipformed 7728 cubic yards (5908 m3)of concrete with their GOMACOequipment during a 12.5-hour shift.

Two on-site batch plants workedcontinuously to keep ahead of thepaving spread. Thirty-nine end-dumptrucks carried the concrete to thepaving site. Concrete was placed over dowel baskets and cans forrunway lighting.

The trucks dumped their loadsinto two 9500 placers and a PS-2600placer/spreader working in front ofthe paver. A GOMACO two-trackGHP-2800 paver slipformed the new

runway 21 inches (533 mm) thick and 25 feet (7.6 m) wide. Productionaveraged 618 cubic yards (472 m3) per hour under the watchful eyes ofproject superintendents Mike Osikaand Dennis Entwistle.

Both the PS-2600 placer/spreaderand GHP-2800 paver were equippedwith the Leica PaveSmart 3D system,eliminating the need for stringline onthe project. The string-free siteeliminated a lot of hassles with 39 concrete trucks continually drivingthrough the site, laborers at work in front of and behind the paver, andvarious other personnel coming and going.

Thirty-nine end-dump trucks were needed to keep the averagepaving production at 618 cubic yards (472 m3) per hour.

A GOMACO PS-2600 placed and spread the concrete in front ofthe two-track GHP-2800 slipform paver.

Two GOMACO 9500s placed concrete ongrade in front of the PS-2600 which wasplacing and spreading the concrete in frontof the GHP-2800 paver.

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7728 Cubic Yards (5908 m3)One Day’s Production Rate!

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Paving dynamics continue to shift in concrete’s favor asoil prices, changes in refining practices, and increasingemphasis on life-cycle cost continue to widen the gapbetween the cost of asphalt and concrete, according to areport, white paper, and Webcast released by PCA (PortlandCement Association).

The report, “Update: Paving, The New Realities,”written by PCA chief economist Ed Sullivan, compares thecost for one mile of standard two-lane roadway calculatedwith estimating software used by state departments oftransportation (DOTs). Six years ago, asphalt held a $120,000initial bid cost advantage versus a concrete-paved road.Today that situation has reversed completely. Concrete nowenjoys the initial bid advantage—to the tune of $82,000.PCA estimates that by 2015 concrete paved roads will enjoya $500,000 initial bid cost advantage over asphalt– roughly a41 percent savings.

Concrete offers dramatic savings for cash-strapped stategovernments. “Given the supply challenges facing asphaltand the need to repair and expand the nation’sinfrastructure, if all roads in 2015 were paved with concrete,state governments would save $37.5 billion in initial pavingcosts,” remarked Sullivan. “During the road’s life cycle, thesavings resulting from paving with concrete compared to

asphalt would total nearly $55 billion.”PCA’s economic research department was recently

named the most accurate overall forecasting group by theChicago Federal Reserve.

You can read more about this topic, and see the web castat http://www.cement.org.

“When the going gets tough, the tough turn to World ofConcrete.” It’s the 2010 theme for World of Concrete, whichwill be held February 2-5, at the Las Vegas ConventionCenter in Las Vegas, Nevada. GOMACO will be thereshowcasing our latest product innovations. Come see us inthe Central Hall to discuss the world’s choice in concretepaving technology. Sales, engineering, research anddevelopment and other GOMACO personnel will be in thebooth ready to discuss your upcoming projects with youand the GOMACO equipment necessary to make yourproject successful and profitable.

Now is the time for you to be making plans to attendthe 2010 show. Space always fills up fast in Las Vegas soyou need to get your hotel rooms and plane reservationssecured as soon as possible. Please visit the show’s web siteat: http://world of concrete.com for more informaton.

The American Concrete Pavement Association (ACPA)is offering free admission for the exhibits and discounts onclasses. Go to their link: http://registration.experient-inc.com/ShowWOC101/Default.aspx?SourceCode=A14 orvisit their site at http://www.acpa.org to register for theshow and take advantage of the savings.

The Future Has Begun To Favor Concrete Over Asphalt

Booth #C5168, GOMACO’s SameLocation at World of Concrete 2010

Asphalt

Source: PCA estimates using Wispave (Wisconsin DOT paving cost software)

Concrete

1,400,000

1,200,000

1,000,000

800,000

600,000

400,000

200,000FY2003 FY2005 FY2007 FY2009 FY2011 FY2013 FY2015

GOMACO will once again be located in the Open AirArea F12, Stand #1210/3, at Bauma 2010. The internationalexhibition will run April 19-25 at the New Munich TradeFair Centre in Munich, Germany.

The exhibition will feature more than a half millionsquare meters (5,382,131 ft2) of exhibition space. Please besure to stop by the GOMACO stand and visit with ourexperts about your upcoming projects. We’ll be ready tohelp you out with your airport paving, railbed construction,highway projects, canal work or any other uniqueapplication you may have planned.

Visit the exhibition’s web site at http://www.bauma.defor more information. The site can help you prepare foryour trip. The application documents are availabe fordownloading in the five major languages of the world. Itfeatures a budget planner to help manage trip expenses.Maps are also available to help you get to the exhibition byairplane, train or personal vehicle.

Make your hotel and air fare reservations today andplan on joining us in Munich for the 2010 Buama show!

Stand #1210/3, GOMACO’s SameLocation in the Open Air Area F12

a r o u n d t h e w o r l d

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Aktel slipforms a new water canal, with their four-trackCommander III, to irrigate rice fields in Kesan, Turkey.

STAIP Ltd. slipforms an airport project with their two-track GP-2600 paver inOujda, Morocco. The paving passes were 7.5 meters (24.6 ft) wide and 330 millimeters (13 in) thick.

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Patstroy Ead Lovetch slipforms water canal with their three-trackCommander III in the countryside near Lovetch, Bulgaria.

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Orascom slipforms a unique profile of curb and gutter on aproject in Abu Dhabi, United Arab Emirates.

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Opp Construction in Grand Forks, North Dakota, has proudlydecorated some of the tailgates of their work trucks with a pictureof the company’s GOMACO GT-3600 slipforming sidewalk.

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The Turkish Air Force conducts some testpours with their new two-track GP-2600slipform paver prior to start up on their projectin Turkey.

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ADDRESS SERVICE REQUESTED

PRINTED IN USA

GOMACO CORPORATIONPOST OFFICE BOX 151IDA GROVE IA USA 51445

www.gomaco.com

C.C. Myers Inc., based out of Rancho Cordova,California, took on the challenge of rebuilding a portion ofInterstate 5 through downtown Sacramento. The two mile(3.2 km) section of roadway was expected to take 305 days torebuild. Myers accomplished the task in only 35 work days.

Part of the project’s early completion was due to the useof polymer concrete overlay slipformed with a GOMACOfour-track Commander III. Polymer concrete has a higherstrength and faster curing rate than regular concrete, whichallowed Myers to schedule pours closer together while still

being able to move equipment on the new polymer roadway.Work was carried out through the I-5’s “Boat Section,”

which was built below the water level of the nearbySacramento River. Water had started leaking through the old roadway and was causing major cracking that needed to be repaired.

I-5 is a critical artery through the city of Sacramento. Itcarries an average of 190,000 drivers daily, or an average of9000 vehicles per hour during commute hours.

Polymer Paving on a Project in Sacramento, CA

Polymer concrete is part of a group of concretes that use polymers to supplement or replace cement as the binder.

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The polymer concrete is mixed on site by a specially-designedtruck to assure the mix achieves maximum performance.

The Commander III was equipped with a 5000 series mold withpan vibrators mounted inside the mold to vibrate the polymer mix.

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