Vol. 38, No. 1

GOMACO World is published by GOMACO Corporation to inform readers of applied construction technology utilizingGOMACO equipment as well as innovations and concerns in the construction industry throughout the world. Allrights reserved. The contents of this publication may not be reproduced either in whole or in part without the consentof copyright owner. All stories written by the editor unless otherwise noted. © 2010 GOMACO Corporation (07 CFX). Printed in U.S.A.

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. 38, No. 1 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

Service DepartmentManager Dennis Ernst

Service Desk DeWayne Krayenhagen & Doug Comstock

Parts Manager John KallinParts Desk Dan Ellerbusch,

Jeff Stevenson & Dean O’Tool

6 13 19 23

3 COUNTRY OF GEORGIA CHOOSE CONCRETE FOR SILK ROAD – Ashtrom International Limited (Cover photo: HW-080911 D9)

6 36 CRANE RUNWAYS IN ONLY 33 DAYS AT THE DELTAPORT – Coquitlam Ridge Constructors Ltd.

10 TWO & FOUR-TRACK 2800S ON THE CHARLOTTE AIRPORT – Hi-Way Paving Inc.

13 GOMACO C-450 CHOSEN FOR CALGARY BRIDGES – Graham Group Ltd.

16 SLIPFORMING BARRIER WALL AT NEW HEIGHTS – Gerdan Slipforming

19 SLIPPING 24 INCH (610 MM) RADII WITH THE GT-3400 – Garcia Concrete Construction Inc.

21 PAVING CONCRETE PAVEMENTS AT HEATHROW’S T5 – Reprinted with permission from Concrete Technology Today magazine

23 GOMACO’S 2010 INNOVATIONS AND INTRODUCTIONS

27 AROUND THE WORLD Quality Policy: We Shall Meet Or Exceed Our Customers’ Expectations.

GOMACO Corporation's Quality Management System Is ISO 9001:2008 Certified By The American Systems Registrar.

GOMACO International Ltd.Witney, England

Managing Director Rory KeoghSales Managers John Bowden

& Andy Linham

International SalesDirector Bryan Schwartzkopf

Coordinator Randy Bean

International Managing DirectorsTim Nash – Asia Pacific

Steve Bowman – Latin America

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 athttp://www.gomaco.com

GOMACO World magazine athttp://www.gomaco.com/gomacoworld

GOMACO World Editor Kelly Krueger at kkrueger@gomaco.com

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The E60 motorway has a long andfabled history, almost as long as theroad itself, which stretches from Brest,France, across the countries ofGermany, Austria, Hungary, Romania,Switzerland, Georgia, Azerbaijan,Turkmenistan, Tajikistan, Uzbekistan,and ending in Irkeshtam, Kyrgzstan. Itfollows the ancient route of the SilkRoad, a 6437 kilometer (4000 mi) long

trade route for transporting goods, likesilk, from China to different parts of theworld. The start of the Silk Road isdated back to second century BC.

It’s still an important trade routetoday. The country of Georgia isinvesting heavily in their highwaystructure, including rebuilding the E60,or their East-West Highway across thecountry. Ashtrom International Ltd.,

based out of Israel, was responsible forrebuilding 25 kilometers (15.5 mi) ofthe old highway, the section connectingIgoeti to Sveneti. It would be rebuilt asa new, four-lane highway andslipforming would be introduced to thecountry as a way of producing qualityconcrete roadways more efficiently andcost effectively.

Ashtrom International purchased a

new GOMACO GP-4000 slipformpaver with an IDBI and a T/C-600texture/cure machine to slipform thenew east/west portion of roadway. Thepaving season is short in Georgia, dueto winter weather, so deadlines weretight to get the equipmentmanufactured and shipped from IdaGrove, Iowa, USA. The fastest methodof delivery was by air, so Ashtrom

Country of Georgia Chooses Concrete for Silk Road ProjectAshtrom International slipformed a new portion of the E60 East-West Highway with their new GOMACO GP-4000 paver and T/C-600 texture/cure machine.

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11.5 m (37.7 ft)0.98 m (3.2 ft)

Shoulder3.75 m (12.3 ft)

Lane3.75 m (12.3 ft)

Lane3 m (9.8 ft)Shoulder

230 mm(9 in)

500 mm (19.7 in)

250 mm (9.8 in)

480 mm (18.9 in)

A drawing illustrates the unique bar placement designed into the lanes of the new roadway.

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hired a Russian Antonov cargo plane totransport their new equipment.

The GP-4000 slipformed the newroadway 11.5 meters (37.7 ft) wide and280 millimeters (11 in) thick. Thepavement profile consisted of a onemeter (3.3 ft) wide outside shoulder,two 3.75 meter (12.3 ft) wide drivinglanes, and a three meter (9.8 ft) wideinside shoulder. The transverse joint inthe pavement was every five meters(16.4 ft) where the IDBI implanted 28 dowel bars across the width of the new road. The bars are each 25 millimeters (1 in) in diameter and500 millimeters (19.7 in) long.

The configuration of the lanesdictated different spacings for the barinsertion. The inside lane is designatedas the high-traffic lane, so extra barswere built into its design to handle theheavier load. (See drawing on page 3.)All bars were placed 140 millimeters (5.5 in) into the center of the slab’sthickness.

Concrete for the project wasprovided by Ashtrom’s on-site batchplant, which was set up in the center ofthe project. Twenty-five dump truckscarrying seven cubic meter (9.2 yd3)loads kept the GP-4000 supplied withconcrete. Slump averaged between 30 to 40 millimeters (1.2 to 1.6 in).

“We quickly learned that the slumpof the concrete was critical,” WayneSaywell, Ashtrom’s Paving Managerfor the project, said. “When we firststarted out, the slump was too low andwe really struggled. Then we increasedthe slump and everything went reallywell after that. This was Ashtrom’s firstmajor road paving project, so weexpected a bit of a learning curve.”

Paving production averagedbetween 450 to 500 meters (1476 to 1640 ft) per day. Their best paving

day reached 765 meters (2510 ft) in a10.5 hour day. Production was limitedby subgrade preparation. Ashtrom’screw could pave faster than thesubgrade crew could place and levelthe crushed stone for them to pave on.

“We had to move the paver arounda lot on the project, due to areas notbeing ready for us,” Saywell said. “TheGP-4000’s versatility really helped usout. We’d pave with it one day, put it intransport and track it to the nextsection the next day, and then pavingagain the following day. It was great,

especially because of the tight schedulewe were on.”

A T/C-600 texture-cure machinefollowed the GP-4000 paver. It applieda carpet drag finish and sprayed acuring compound on the new roadway.

“We had very little handworkbehind the paver, and most of that wason our headers and footers each day,”Saywell said. “The tolerances of theroad were three to five millimeters(0.12 to 0.2 in) and we had no problemsstaying within that the entire time wepaved. The GP-4000 with IDBI is a

great machine. It’s very easy to operate,does a great job, and is ideal for thiskind of paving.”

The president of Georgia, MikheilSaakashvili, opened the Igoeti-Svenetisection of roadway and personallydrove a car on the country’s newesthighway. He approved of the workaccomplished. Ashtrom International’swork on the project was so successful,the government awarded them another25 kilometers (15.5 mi) of the East-WestHighway to pave after their firstsection was complete.

Ashtrom International introduced slipforming to the country of Georgia when they paved a portion of the E60 motorway with a GP-4000.

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The IDBI on the GP-4000 inserted 28 bars into the slab every five meters (16.4 ft).

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Loading the Antonov 124-100 in Lincoln, Nebraska, USA –Ruslan International, a new partnership between Antonov Airlines and

Volga-Dnepr Airlines, provided the Antonov 124-100 aircraft used to transportthe GP-4000 to the country of Georgia. The company has a combined fleet of17 Antonov 124-100 aircraft. Here’s just a few facts and figures associated withthe aircraft and GOMACO’s shipment...

Flight path: Lincoln, Nebraska, to Gander, Newfoundland, Canada, to Prestwick, South Ayrshire, England, to Bergas, Bulgaria, to Georgia.

Range with 120,000 kilograms (264,550 lbs): 4650 kilometers (2889 mi).Maximum take-off weight: 392,000 kilograms (864,198 lbs).Maximum payload: 120,000 kilograms (264,550 lbs).Useable volume: 750 cubic meters (981 yd3).Cargo compartment dimensions: 36.5x6.4 x4.4 meters (120x21x14 ft).GP-4000 four-track approximate shipping dimensions: 15x3x3.7 meters

(49x10x12.2 ft).GP-4000 four-track approximate shipping weight: 42,000 kilograms

(92,600 lbs).5000 series mold with auger/strike-off approximate shipping dimensions:

12.3x2.6x2.4 meters (40.3x8.5x7.9 ft).5000 series mold with auger/strike-off approximate shipping weight:

15,803 kilograms (34,840 lbs).Plus the IDBI, and other miscellaneous paver and accessory pieces.

A T/C-600 texture/cure machine followed the paver applying a white curing compound.

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The GP-4000 is driven into the Antonov cargo plane at the airport in Lincoln, Nebraska.

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The Deltaport containerterminal in Vancouver, BritishColumbia, Canada, recentlyopened a new $400 million thirdberth. The new berth allows a 50 percent increase in terminalcapacity and an additional 20 hectares (49.4 acres) ofcontainer storage facilities.

An important part of theconstruction of the third berthincluded concrete runways forthe new overhead gantry cranesto operate on. Two differentprofiles of runways were needed,one of them project engineersdeemed slipformable. The otherprofile, which incorporated adrain, was to be handformed.

Coquitlam RidgeConstructors Ltd., located inCoquitlam, British Columbia, acontractor with structural-reinforced concrete experience,was invited to bid the runwaysand other structural concretework at the port. The companyhad no previous slipformingexperience, but owns aGOMACO C-450 cylinderfinisher. They turned to theirGOMACO distributor, LoneTrackEquipment Inc., for help infinding the right machine notonly for this project, but alsoother future slipforming work.

“Most of the people in thisarea use GOMACO equipment,and we have a familiarity withthe company, by just watchingtheir machines on other projectsin use around here,” LyleJohnson, Manager for CoquitlamRidge, said. “Our parent

company wanted to procure amachine that could slipform thisproject, as well as curb andgutter work after this wascompleted. We determined thatthe GOMACO Commander IIIwas the machine we needed.”

The gantry cranes have a load-bearing capacity of 1160 kilonewtons (116 ton-force)and the capacity to lift containersup to 12 meters (40 ft) long. Anintricate system of steelreinforcing would have to beslipformed into the runways toprovide the necessary strengthand structural support. Alsoadding to the difficulty of theproject was an owner-specifiedconcrete mix design with a silica-fume additive that is not ideallysuited for slipforming.

Vancouver’s weather onlyallows a limited constructionseason and Coquitlam Ridge’swork had to be accomplishedfirst before other subcontractorscould move in and completetheir phases. The pressure wason and everyone was watchingCoquitlam Ridge and their newCommander III to see if theycould deliver in time.

The Commander III wouldbe slipforming 18 concreterunways, approximately 450 meters (1476 ft) long andspaced 30 or 40 meters (98.4 or131.2 ft) apart. The limitedcompletion time frame didn’tallow for Coquitlam Ridge tosend any of their workers toGOMACO University fortraining. Instead, GOMACO sent

36 Crane Runways in Only 33 Days at Vancouver’s DeltaportO

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Container ships dock and wait to be unloaded at Vancouver, British Columbia, Canada’s, new Deltaportthird berth. A Commander III slipformed new concrete runways for the overhead gantry cranes to operate on.

Each of the runways was 450 meters (1476 ft) long and spaced 30 to 40 meters (98.4 to 131.2 ft) apart.

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a service representative to CoquitlamRidge to not only set up their newCommander III, but also providetraining. The training was sosuccessful, they opted out of test pours,and started right into production withtheir first pour. It was a success and theCoquitlam Ridge crew never lookedback during the course of the project.

Originally, the project called forone runway design to be slipformed. It was a basic rectangular shape,

1.8 meters (5.9 ft) wide across thebottom and 575 millimeters (22.6 in)tall. The other runway, because itcontained a drainage channel, was tobe handformed. As soon as CoquitlamRidge secured the bid, they went towork convincing project engineers thesecond profile was also slipformable.With all of the other subcontractors onthe project waiting for them tocomplete their work, they knewslipforming was their fastest option.

“After we secured the job, we wereable to work with the engineer andpropose an alternative design thatallowed us to slipform a slot in thelarger runway and then put the drainsystem in afterwards,” Johnsonexplained. “By making this changefrom handforming to slipforming, wecut our work time in half.”

Coquitlam Ridge worked withGOMACO engineers to design a block-out section for the drain that could be

used with their basic rectangular mold.Since the profile was also wider, a 400 millimeter (15.75 in) insert wasdesigned to attach in the center of themold, making the width of the secondprofile 2.2 meters (7.2 ft). The slot draininsert was 270 millimeters (10.6 in)wide at the top, 282 millimeters (11.1 in) deep, and had a male keywayon the right side.

“While we were in the process ofdesigning the mold and developing

The project was the first time Coquitlam Ridge had ever slipformed. After a successful training period, they started right into production with their first pour with the Commander III.

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our casting proposal for the owner, wehad some concern about the ability toconsolidate the concrete with the largeamount of reinforcing steel,” Johnsonsaid. “The GOMACO engineers wereable to modify our mold and add someflares on the outside of it, whichallowed us to drop our vibrators a littlelower and help with consolidation. Itworked really well.”

The concrete mix design specifiedby the project owner is not ideallysuited for slipforming, according toJohnson. It contained a silica-fumeadditive that made the concrete bothhot and sticky to work with and createdconcerns with tearing as the concretecame out of the mold.

“We added a set stabilizer to thedesign so the concrete couldn’t starthydrating until it reached the job site,”Johnson explained. “The key to thisproject’s success was the concreteslump and the concrete temperature.”

Concrete slump averaged around40 millimeters (1.57 in) and wassupplied to the job site in mixer truckscarrying eight or 10 cubic meter (10.5 or 13.1 yd3) loads.

“We heard that the weight of theconcrete had created challenges withthe steel reinforcing on a previousphase, causing it to sometimes move

out of alignment,” Johnson said. “Toanchor the reinforcing from moving, we cast a three meter (10 ft) block at the end of the runway as a startersection. We slipformed approximately230 lineal meters (755 ft) in a shift, sowe would just drive the GOMACOmachine over top of the block, startfrom there, and move on down the line.

“The whole process was governedby our ability to get concrete out of thetrucks, and we just weren’t able to putconcrete in the machine fast enough,”Johnson said. “Our best pour rate wasover 40 cubic meters (52.3 yd3) an hour, but we usually averaged around25 cubic meters (32.9 yd3) per hour.”

Finishing work behind theCommander III was kept to aminimum. The new concrete runwayswere bullfloated and then broomfinished. Joints were cut every three meters (10 ft).

The first-time slipformers withtheir new Commander III completedtheir port project successfully andahead of schedule.

“We were pretty anxious becausewe had never used the machine before,and we were under a lot of pressure toget the project done quickly because ofthe narrow time frame with the weatherup here,” Johnson said. “Within a day The Commander III’s mold was modified to allow the vibrators to be dropped lower than

normal to help move the concrete through the steel reinforcing.One runway was 1.8 meters (5.9 ft) wide.Two styles of runway were slipformed.

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The two runway profiles were each slipformed over an intricate system of steel reinforcing.

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or two of the first pour, we knew wewere going to be all right. We did betterthan all right. We were able to completeall 36 runways, almost nine kilometers(5.6 mi) of paving, in 33 days.

“Originally, we were planning onfour months to complete the project,but we accomplished it in under two.We basically knocked off two monthsfrom our schedule by being able to

slipform all of it.”Deltaport’s new third berth has

increased its capacity and allows theport to now accommodate the world’slargest shipping vessels. Recently the

ZIM Djibouti, one of the largestcontainer ships in operation, docked atthe Deltaport terminal. The Djiboutihas a cargo capacity in excess of 10,000six meter (20 ft) shipping containers.

The port’s cranes, operating on theirnew concrete runways, were able toquickly and efficiently unload theenormous vessel.

And the new three-trackCommander III? It is currentlyslipforming curb and gutter alongVancouver’s Sunshine Coast forCoquitlam Ridge Constructors parentcompany, B.A. Blacktop Ltd.

A slot drain insert with a male keyway was added to the basic rectangular mold to create an area for drainage water to run in the new concrete crane runways.

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The Charlotte DouglasInternational Airport in Charlotte,North Carolina, was named the eighthbusiest airport in the United States andthe 24th busiest airport in the world bypassenger traffic in 2009. As passengersfrom around the world flew in and outof the airport, Hi-Way Paving Inc. wasslipforming a new 9000 foot (2743 m)long runway that would make theairport even more efficient and travelerfriendly in 2010 and beyond. Hi-Way Paving, based out ofHilliard, Ohio, was the primecontractor for the Phase Two packageof work at Charlotte Douglas. Concretepaving work included the new 9000 foot (2743 m) long runway, twotaxiways that were 4500 feet (1372 m)and 4800 feet (1463 m) long, high-speedcrossovers, and four large connectorsthat tie into the existing runway.Approximately 242,500 cubic yards(185,406 m3) of concrete was slipformedduring Phase Two, all with Hi-Way’sGOMACO paving equipment. Hi-Way Paving brought in theirGOMACO four-track GHP-2800 paver,PS-2600 placer/spreader, and T/C-600texture/cure machine. Since they wereplanning on paving around the clock atthe airport, they added a new two-track GHP-2800 and PS-2600. Crewscould be paving with one train duringthe day while another crew could besetting up another train for a nightpour. Also new to Hi-Way Paving’s

inventory for the airport project was astringless paving system. The placer/spreaders were controlled by GPSunits, while the GOMACO paversutilized Total Stations for greateraccuracy.

In fact, the entire project wasstringless, including the six-inch (152 mm) thick cement-treated base(CTB). Approximately 85,000 cubicyards (64,988 m3) of CTB was laid onthe airport forming a solid base for the

new concrete. Concrete for the project was mixedon-site with two 12 cubic yard (9.2 m3)mobile batch plants. The concrete is anairport-approved, 650 flex mix design.Slump averaged between one to

GOMACO Two-Track and Four-Track GHP-2800 Work Together for a Fast Completion Date

The new PS-2600 placer/spreader provides excellent production with its increased conveyor power and optional closed-loop augers.

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1.5 inches (25 to 38 mm), depending onthe day’s high temperature. Warmerdays required a higher slump concrete. Dump trucks carried 10 cubic yard(7.6 m3) loads of concrete to the pavingsite and dumped onto the belts of thePS-2600s. Hi-Way’s new PS-2600quickly earned the crew’s respect. Itslarger conveyor pump and motorincreased total conveyor power to 7349 pound (3334 kg) belt pull vs. 5767 pound (2616 kg) belt pull. Hi-Wayalso added the optional closed-loopaugers which provided 83 rpm vs.

34 rpm in auger speed. “The new placer is an excellentmachine,” Kevin Stephen, JobSuperintendent for Hi-Way Paving,said. “We get excellent production outof it.” On Hi-Way’s longer paving runs,both placer/spreaders were used infront of the four-track GHP-2800 tomaximize production. The new runwayis 9000 feet (2743 m) long, 150 feet (45.7 m) wide and 18 inches (457 mm)thick. The GHP-2800 slipformed it insix 25 foot (7.6 m) wide paving passes.

Baskets were placed on grade every 25 feet (7.6 m) to form each panel. A new 75 foot (22.9 m) wideparallel taxiway is situated next to therunway. The GHP-2800 slipformed it intwo 25 foot (7.6 m) wide paving passes,and then slipformed the outside lanes12.5 feet (3.8 m) wide over wire meshreinforcing. “From day one on this project, weused the stringless system,” Stephensaid. “The first day was a little scarybecause we had nothing to check it to.We’re used to having a stringline there

that we can measure from and see thateverything is on line. We learned tocheck each day’s pour prior to pavingday, just to make sure we didn’t have abad grade. It helped us locate any badspots in the CTB and that helped usavoid any bumps in the final concretebecause of bad grade.” The Total Stations from thestringless system helped Hi-Way locatethe electrical cans in the concrete. Atotal of 3400 electrical cans were pavedover in the runway. Electricians neededto find them and then core them out.The Total Stations were used to markand locate each can so the light fixturescould be attached. The new two-track GHP-2800spent the majority of the projectslipforming the 700 feet (213 m) longhigh-speed crossovers. The two-track’smaneuverability and fast trackingspeed, up to 122 feet per minute (37.2 mpm), was beneficial for gettingto and paving the shorter runs. “The two-track is easy to getaround with, get in and out of thoseshort paving runs, and allows us topour closer to the joints,” Stephen said.“A second paving spread allowed us tohave a crew getting the equipment inplace and set up for the night pourwhile we were paving on the runwayduring the day. It allowed us to movefrom spot to spot so we didn’t have anydowntime at all.” Time was critical for the crossoverpours. They had to be completed atnight with the airport only allowing 5.5 hours of working time so theexisting runway could be open again to plane traffic by 6:30 a.m. “That was basically a project all byitself,” Stephens said. “We had a nightcrew working constantly. Theyslipformed over 20,000 cubic yards

The GOMACO paving equipment was controlled with a stringless paving system using both GPS units and Total Stations.

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(15,291 m3) of concrete, connecting theold runway to the new connectors.” Very little finishing work wasrequired behind the GHP-2800 pavers.Finishers used a 16 foot (4.9 m)straight-edge and the T/C-600 machineapplied a burlap-drag finish. The airport required both asmoothness and an edge slumpspecification be met on all of theconcrete pavement, including fill-inareas and short paving runs. “The straight-edge requirementwas one-eighth of an inch (3 mm)between lanes with a 16 foot (4.9 m)straight edge,” Stephen explained.“The runway smoothness wasmeasured with a two-tenths blankingband. We had to be under seven inchesper mile (110 mm/km) and everything

was measured and counted in the finalsmoothness. We had areas on therunway that only measured a three,and we didn’t have to do any grindingon any of our pavement.” Hi-Way’s project contract required

completion of their work by December15, 2009. The airport then asked if theycould open the entire project byNovember 1. Moving a deadline up bymore than a month’s time could havebeen disastrous for some contractors,

but not Hi-Way Paving. By earlyAugust they had already finished themajor paving on the airport, with only2500 cubic yards (1911 m3) of fill-inwork left to complete. “We are very pleased with ourGOMACO equipment and just keepgetting better and better with thestringless aspect of it,” Stephens said.“Low-production days, working on thecrossovers and such, we only averagedabout 1500 cubic yards (1147 m3). But,on the high-production days, weaveraged between 3500 to 3800 cubicyards (2676 to 2905 m3) with 5000 cubicyards (3823 m3) our highest in a nine-hour shift. The paving went well andour GOMACO equipment workedreally smooth for us.”

The Charlotte Airport’s new runway is9000 feet (2743 m) long, 150 feet (45.7 m)wide, and 18 inches (457 mm) thick.

Two PS-2600 placer/spreaders were used infront of the GOMACO GHP-2800 paver tohelp maximize production.

Two PS-2600 placer/spreaders were used in front of the GOMACO paver placing concrete on grade and on top of dowel baskets and cans for housing electrical for runway lighting.

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Graham Group Ltd., based out ofCalgary, Alberta, Canada, started asgeneral contractors in Moose Jaw,Saskatchewan, in 1926. Some 50 yearslater, the company began to buildbridges, and have expanded over theyears into several different areas ofconstruction and constructionmanagement. Through all of their growthand expansion, the company has stayedtrue to bridge-building. When it was timeto add another finisher to their inventory,the company sent an official to World ofConcrete to research the latest bridgetechnologies and discuss their upcomingprojects with the different manufacturers.

“David Impey, our Director ofEngineering, went to World of Concrete

to gather information, and the people inthe GOMACO booth were more thanpleased to help him out,” Doug Kish,Concrete Specialist with Graham, said.“David was put in touch with Bob Coats,the cylinder finishers product manager atGOMACO, and we’ve worked hand-in-hand with him developing the exactmachine for our needs.”

That machine is a new GOMACO

C-450 with transitional framework,capable of spanning widths up to 104 feet(31.7 m). It was put to work right awayon Highway 2 near Airdrie, Alberta, justnorth of Calgary, on a project with side-by-side bridges. Each of the decks wouldbe nine inches (229 mm) thick,approximately 20,000 square feet (1858 m2) in size, and required 620 cubicyards (474 m3) of concrete to complete.

The transitional framework is a newdesign option for the C-450 that providesfaster assembly and weight savingscompared to wider-width finishersrequiring an overhead truss system. Thenew frame features transition sectionsconnecting the C-450’s standard 24 inch(610 mm) tall framework to the 42 inch(1067 mm) tall framework used on a C-750 finisher. The frame sections only needto be pin-connected and the cross armsbolted in place.

The overhead truss system iseliminated. The transitional frameworknot only provides a much quickerassembly time, but also decreases theweight of the machine considerably. It isestimated to be eight pounds per foot

Graham finishes one of two side-by-side bridge decks on Highway 2 near Airdrie, Alberta, Canada, with their GOMACO C-450 finisher with transitional framework.

GOMACO Bridge Deck Finisher Chosen for Calgary Bridges –

The bridges were finished on a skew with a four inch (102 mm) crown built into the deck.

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(11.9 kg/m) lighter when compared to amachine with overhead truss.

“It’s a considerable weight savings,”Bob Coats, Cylinder Finishers andTrimmer/Placers Product Manager atGOMACO, said. “On Graham’s machineat 104 feet (31.7 m) wide, we lightenedthe weight of the machine byapproximatley 832 pounds (377 kg).”

The transitional framework sectionscan also be removed and the C-450 canfinish at smaller widths with its standard24 inch (610 mm) framework. The newframework allows the versatility of twofinishers in one for the narrower or widerwidths. The new transitional frameworkcan be added to new or existing C-450s.

Graham also utilized the optionalthird wheel assist on their C-450’sstandard bogies to further distribute themachine’s weight while traveling on therails. The optional, third wheel assist

bogies, on each side of the finisher,consist of two single-wheel idler bogiesattached to the spreader beam. It’s asimple modification that can be made toany C-450 or C-750 to help spread theweight out and reduce the wheel load onthe overhang brackets.

Specifications for bridge decks inAlberta require a concrete mix designwith silica fume added. It creates a high-strength concrete, but is a challenge tofinish because of its sticky texture.Graham equipped their C-450 with aheavy-duty, externally-vibrated, double-cylinder undercarriage with five foot (1.5 m) long cylinders. The externalvibration helps deal with the stickiness ofthe concrete mix design and creates abetter finished driving surface. Thesmoother driving surface will beappreciated by the drivers of theapproximately 30,000 vehicles traveling

across the bridges each day.Training on the company’s new

C-450 was both on-site from GOMACOservice representatives, along with a tripto GOMACO University in Ida Grove,Iowa. The company sent 12 of theirpeople to the week-long C-450 class atthe University. Personnel attendingranged from laborers to superintendentsto equipment managers.

“Everybody really benefitted fromit,” Kish said. “We learned whatquestions we need to ask, from how toorder the piece of equipment to what weneed for the job. We were taught how toput the finisher together for our currentjob and also ones in the future. Our guysare now really comfortable with themachine, what it can do, and what weneed to do to set it up properly.”

The C-450’s transitional framework allows wider width finishing without the overhead truss system. It allows a quicker assembly time and decreases the overall weight of the machine, an estima

The C-450 with transitional framework– Yellow: standard 24 inch (610 mm) tall C-450 framew

Then, for each of the bridges, aGOMACO service representative was onhand to assist during the pours.

“They showed us some great tricksthat make a big difference in the finalfinish,” Kish said. “The biggest thing onthe machine is making sure the drumsare set properly. The trick for that is setthe back end about 0.125 inch (3 mm)higher than the front end. It makes all the

difference in the world.”Each of the decks, built with a

four inch (102 mm) crown, had to be dryrun with the bridge inspectors on-site tosupervise and make sure the deck wouldget the proper amount of concretecoverage. Once the inspectors signed off,the finishing could begin.

The silica-fume concrete was placedon the deck by a concrete pump. Slump

was kept around three inches (76 mm) tohelp ensure easier placement. The C-450was set on a skew and the bridges tooktwo days to complete. Each daily pourlasted approximately five to six hours tocomplete the 10,000 square feet (929 m2),one-half of the deck.

The newly finished deck is coveredwith burlap and kept wet with a spray-mist system for seven days as part of thecuring process.

“The hardest aspect of any bridgedeck pour is just trying to maintain theflow... keep the concrete running, theguys working, and the finisherfinishing,” Kish said. “The C-450 with itsdouble drums is a big help, and makesall the difference for a smooth surfacewith fast production.”

Graham has successfully completedthe twin bridge decks on Highway 2near Airdrie. They’ve moved the C-450

onto other projects that aren’t as wide.“We’re putting it together now for a

few more bridges, but they aren’t wideenough to require the transitionalframework,” Kish said. “That’s the nicething about this new machine. We justleave the transition sections out and usethe standard 24 inch (610 mm)framework. It works out really well.”

ated eight pounds per foot (11.9 kg/m) lighter when compared to a machine with the overhead truss system.

work and components. Red: transitional framework. Blue: 42 inch (1067 mm) tall framework.

The C-450’s third wheel assist package ishighlighted in red.

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The new Taum Sauk HydroelectricPower Station near Lesterville,Missouri, started producing poweragain this Spring. The new upperreservoir dam was completely rebuiltfrom the ground up after the structuresuffered a catastrophic failure inDecember 2005. At the very top of theground-up rebuild, is a new concretesafety barrier around the structure tokeep both vehicular and pedestriantraffic safe. Gerdan Slipforming andtheir GOMACO three-trackCommander III were chosen toslipform the new wall.

The Taum Sauk reservoir sits atopProffit Mountain. On the morning ofDecember 14, 2005, a section of wall onthe northwest side of the upperreservoir failed. One billion gallons(4,000,000 m3) of water escaped thebreach in twelve minutes sending a 20 foot (6.1 m) crest of water down theBlack River. Amazingly, nobody was

killed, but the path the water took isstill a very visible scar on the side ofProffit Mountain.

Reconstruction of the upperreservoir began in late 2007. The projectwas awarded to Ozark Constuctors,LLC, which is a venture partnershipbetween Fred Weber Inc., and ASIConstructors Inc., with Paul C. RizzoAssociates Inc. serving as Engineer ofRecord and Construction Manager.

Gerdan Slipforming, based out ofCape Girardeau, Missouri, specializesin slipforming wall on challengingprojects. GOMACO World Volume 32,Issue 2, featured their work on the BillEmerson Memorial Bridge. Theyslipformed the approach wall andparapet for the cable-stayed bridge.Their work was carried out from thebridge deck 60 feet (18.3 m) above thesurface of the Mississippi River.

The top of the Taum Sauk reservoirtakes the company to new heights...

110 feet (33.5 m). The extreme heighthad Dan Driskell, Project Manager forGerdan Slipforming, concerned for hisCommander III operator’s stomach.

“I was worried about our operatorlooking down into the bowl of the

reservoir from on top of the movingmachine and getting queasy,” he said.“Thankfully, that never happenedwhile we were slipforming.

“The only time he got queasy waswhen we were tracking the machine up

Slipforming Barrier Wall at New Heights

Gerdan slipforms barrier wall with their Commander III 110 feet (33.5 m) above the ground and on top of the new Taum Sauk reservoir in Missouri.

During the peak of construction, over 1000 people were working on the new reservoir.

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the ramp to get it to the top of thereservoir. He actually had to stop theCommander III, get down, and get hisfeet on solid ground. The ramp wasvery intimidating, even just walking upor down it on foot. It’s very narrow andthere was just barely enough room forthe machine to get through.”

Limited space was a challenge forthe entirety of the project. With themachine in place on the top, there wasno room for ready-mix trucks to passby it for concrete delivery. Trucks alsohad to be carefully coordinated so theydidn’t meet each other on the onlyramp.

“Getting the ready-mix to themachine was the most challengingaspect of the project,” Driskellexplained. “It was a very tight area andthere was only one way in and one wayout. When the trucks emptied, they had

to drive all the way around thereservoir or else they had to back out.Only one truck at a time could get tothe machine and careful coordinationwas needed so the trucks didn’t runeach other over at the machine or meeteach other on the ramp.”

Concrete was supplied by an on-site batch plant and delivered byfront-discharge, ready-mix trucks. Themix design was a state of Missouri-approved concrete and slump averagedone inch (25 mm).

The 42 inch (1067 mm) tall, OSHA-approved safety barrier was slipformedover a steel cage built by OzarkConstructors. Production averaged 1172feet (357 m) per day, even with thechallenge of concrete delivery.

Finishing work behind the paverwas accomplished using a work buggy.Three finishers worked from the bridge

Concrete delivery for the barrier wall was a challenge. Only one ready-mix truck at a timecould get to the machine, because there was not enough room for two trucks to pass on topof the reservoir.

Gerdan’s three-track Commander III slipformed approximately 5743 lineal feet (1750 m) of42 inch (1067 mm) tall barrier wall on the project.

Vertigo was a concern on this project. Imagine being the Commander III’s operator andlooking down the 110 feet (33.5 m) tall walls of the Taum Sauk reservoir.

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on the buggy applying a broom finish.Two inch (51 mm) deep control jointswere cut into the wall every 15 feet (4.6 m) and full depth expansion jointswere placed every 120 feet (36.6 m).

It took Gerdan Slipformingapproximately five days to slipform theproject’s 5743 lineal feet (1750 m) ofsafety barrier with their Commander III.

“This was an amazing site for us towork at and an absolutely phenomenaljob for our company,” Driskell said.“The Commander III performedflawlessly in the demanding conditions.We couldn’t be happier with theoutcome of the project.”

The $490 million rebuilding project was a success for everyoneinvolved. Water was pumped into therebuilt reservoir for the first time onFebruary 27, 2010. The Federal EnergyRegulatory Commission gave the finalapproval for “return to normal projectoperations” on April 1, 2010, andelectricity was first generated from thenew structure on April 21, 2010. It hasalso been recognized with an “Award ofExcellence in the Constructed Project”by the U.S. Society on Dams.

An aeriel view showing the newly completed reservoir, filled to capacity with 1.5 billion gallons (5.68 billion L) of water.

The Taum Sauk Upper Reservoir Rebuild Projectinvolved the construction of a modern concrete facedsymmetrical Roller Compacted Concrete (RCC) dam. Theapproximately 2.7 million cubic yard (2 million m3) RCC damreplaced the existing concrete lined, rock-fill dam originallybuilt in 1963.

Ozark Constructors responsibilities included buildingthe 6700 foot (2042 m) long, 120 foot (36.6 m) tall, and 150foot (45.7 m) base width structure. The new dam was built ina linear fashion, first excavating the existing ryolite rock-filldam, then repairing the base foundation, and finally placingand forming the RCC to create the upper reservoir.

Fred Weber Inc., part of the Ozark Constructorsconsortium, brought in their GOMACO RTP-500 rubber-tracked placer to move the RCC mix. At 35 feet (10.7 m) long,the RTP-500 has the longest placing conveyor in the industryfor high-volume material placement over a long reach.

A GOMACO RTP-500 was used to move the RCC mix designfrom trucks into a telescoping and high reaching concrete pump.

Dam officials drive a maintenence vehicleon the top of the Taum Sauk reservoir, rightnext to Gerdan’s new concrete barrier wall.

Placing RCC on the Largest Dam Under Construction in North America

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Garcia Concrete Construction Inc.,based out of Fort Wayne, Indiana,specializes in municipality work,which includes new developments,parking lots, streets, subdivision work,and a variety of other specializedapplications. The company, whichconsists of 14 employees including the owners, is a jack-of-all-trades,willing to take on any project. Addingto their versatility are two GOMACOcurb and gutter machines, a GT-3600and a GT-3400.

The GT-3400 is new to their fleet. It was a difficult decision for thecompany, whether to add another GT-3600 or try the different machine.

“We spent a lot of time comparingthe two machines and what each ofthem was capable of doing,” ManuelGarcia, one of the company owners,said. “In the end, I guess we justwanted to try something different, andwe’re glad that we did. Our GT-3400 iseasy to set up, easy to operate, turnstight radii, and is very quiet tooperate.”

And, it’s remote controlled, afeature that the operators enjoy. It

allows them the freedom to movearound the machine or to operate fromthe GT-3400’s platform.

“The remote is definitely ourfavorite feature,” Garcia said. “Myguys can operate the machine fromwherever they want to run it. They canalways get into position for the bestview, whether we’re running a longsection on a city street or turning atight radius in a parking lot.”

Garcia Concrete completed aparking lot project for a large retail

store with their GT-3400. Theyslipformed approximately 24,000 feet(7315 m) of chair back-style curb andgutter. The profile featured a six inch(152 mm) tall curb with a 24 inch (610 mm) wide gutter. The parking lotalso featured lots of radius work, someof them as tight as 24 inches (610 mm).

Project specifications also requiredtwo steel reinforcing cables be fed intothe mold as the curb and gutter wasslipformed. Because of therequirement, the entire project had to

be pretrimmed with the GT-3400.“The trimmerhead has so much

power and was able to cut through therock subgrade without any problems,”Garcia said. “When the trimming wascompleted, we just sideshifted it out ofthe way so we had room to insert thesteel reinforcing cables.”

The GT-3400’s trimmer is the mostpowerful on the market today. Thedirect-drive trimmerhead is drivenwith a radial piston hydraulic motor. Ithas 28,684 inch-pounds (3241 N-m) of

Slipping 24 Inch (610 mm) Radii with the GT-3400

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The mold is lifted and sideshifted out of theway during pretrimming.

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torque at the trimmerhead to cutthrough the toughest of subgrades.

The GT-3400 is uniquely designedto handle the tight radii, short runs andsharp angles designed into parkinglots. Its compact size allows it to getinto tight areas and its extra-largecapacity hopper holds more concrete tocomplete tight radii.

It utilizes three steer sensors toturn tight radii. One sensor is located atthe tip of the front track (Sensor 1); oneis located at the front of the stainless(Sensor 2); and one is located at theback of the stainless (Sensor 3). Sensor1 and 2 control the front tracks andSensor 3 controls the rear track for both forward and reverse steer. As theGT-3400 enters the radius, the operatorswitches from Sensor 1 to Sensor 2 witha toggle switch on the remote. Thecombination of the hopper and thecharging auger enables the GT-3400 to

continuously travel through a tightradius without waiting for concretedelivery.

“Our radius work turns out great,”Garcia said. “We just make sure thatwe’ve pre-trimmed the subgrade lowenough, so we’re not having problemswith any stones getting underneath themold. The concrete slump has to be justright, as well.”

Garcia Concrete uses a standard4000 psi (27.6 MPa) crushed limestonemix design. Slump averages two inches(51 mm). Curb and gutter productionaverages between 6000 to 7000 feet(1829 to 2134 m) per day.

“The two-speed motors allow us tomove across our projects fast,” Garciasaid. “It’s so quiet, too. I can stand onthe machine and have a telephoneconversation. It’s a really great machinefor what we do... it’s small, like us...but we’re still growing.” Two steel cables are slipformed into the curb. The GT-3400’s trimmerhead is raised and

sideshifted out of the way to allow for the cable to be fed into the front of the mold.

Curb and gutter production averages between 6000 to 7000 feet (1829 to 2134 m) per dayon Garcia’s parking lot projects in Indiana.

The GT-3400 was designed for the challenging conditions created in parking lots, whichcan include several tight radii and short runs of curb and gutter.

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The design and construction of theaircraft pavements for the new Terminal5 (T5) at London Heathrow Airportpresented a number of significantchallenges. These challenges wereovercome by an integrated project teamconsisting of BAA (client), TPS (designconsultant, part of the Carillion Group)and AMEC Civil Engineering(constructor). The integrated teamworked closely in co-located offices from the very early inception of theproject in 1997 until the opening day inMarch 2008.

The London Clay subgrade on theT5 development resulted in anequilibrium CBR of two percent acrossthe majority of the site. The strength wasfar lower than the naturally occurringgravel subgrades on the existing

Heathrow airfield. The low subgradestrength coupled with the extremelyhigh aircraft traffic loads, over 50 percentof the movements being long haulaircraft, resulted in a significantpavement depth being required.

An integrated design and cost modelwas developed to obtain the best valuepavement solution. The costs were builtup using real time cost informationprovided by the two principalcontractors and the pavement team; along-term framework agreementbetween BAA and AMEC. The designand cost model allowed a large numberof options to be quickly and easilyevaluated including rigid pavements,flexible pavements and groundimprovement options. It was found thata rigid pavement, Pavement Quality

Concrete (PQC) on a cement bound base,would provide the best value solution.

Initial design calculations indicatedthat the PQC depth would beapproximately 800 millimeters (31.5 in),well beyond the slipform pavingtechnology at that time. The challengewas to reduce the PQC depth to below600 millimeters (23.6 in), which is thedepth at which the slab could safely beslipformed in a single layer.

The design and cost modelhighlighted that increasing the strengthof the PQC would result in significantreductions in the pavement depth. Anincrease in the flexural strength of oneN/mm2 from six N/mm2 (“F6” - thestandard Pavement Team mix at thattime) to seven N/mm2 (“F7”) wouldresult in an average reduction of

80 millimeters (3.1 in). Applying thisreduction to the one million squaremeters of T5 aircraft pavements wouldresult in substantial cost, program andenvironmental benefits. Reducing thepavement depth also resulted in lessLondon Clay fill material having to betransported from the main site.

To achieve F7 grade concrete, thedesign and construction teamscommenced mix development in 1999. Alarge number of laboratory and full-scaleproduction trials were carried out andthe concrete was used in a number ofairfield projects at Heathrow, Gatwickand Stansted prior to the start onsite atT5. The increased strength was obtainedby reducing the water/cement ratio,resulting in a very dry concrete mix. Allmembers of the supply chain were

Paving Concrete Pavements at Heathrow’s T5by Richard Moore, Technical Associate Director, TPS

Article and photos reprinted with permission from Concrete Technology Today magazine.

A GOMACO four-track GHP-2800 slipforms concrete on the new Terminal 5 (T5) at London Heathrow Airport.

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involved from an early stage to ensurethat a workable high strength mix couldbe achieved.

The production and project trialsindicated that to achieve success theconcrete batching and paving processeswould have to be managed as onecomplete system. A dedicated PQCbatching plant and tight control of rawmaterials, such as aggregate moisturecontent, aggregate grading, cement andPFA chemical properties, were also keyto obtaining a high strength, high qualityPQC.

The T5 F7 concrete had a totalcementitious content of 380 kilogramsper cubic meter (1096 lb/yd3) with 30 percent PFA and contained limestoneaggregate. The reduced slab thicknessresulting from the use of F7 concrete and the utilization of recycled concrete in the cement bound base and pavement working platform eliminated27,000 truck movements. Cementproduction CO2 emissions were reduced by over 60,000 tons as a result of the reduced slab depth and the use of cement replacement.

The new generation of largeraircraft, such as the Airbus A380 andstretched versions of existing aircrafts,result in significantly higher edgestresses on transverse and longitudinaljoints. A number of longitudinal jointfailures on the existing Heathrow airfield during the design phase of T5highlighted the importance of achievinggood load transfer between adjacentconcrete bays. The T5 team developed anew longitudinal joint detail, known as a“tapered key,” to increase load transferand reduce edge stresses. The taperedkey joint included a foam top section toeliminate the risk of compressionfailures, such as those witnessed on theexisting Heathrow pavements.

The tapered key joint was easier toconstruct than the more traditionalsinusoidal or dowelled joints and isperforming well in operation. BAA hassince adopted the new detail on all theirnew longitudinal joints constructed atHeathrow.

BAA invested in a state-of-the-artslipforming paving machine (aGOMACO four-track GHP-2800) toconstruct the aircraft pavements. Earlyconstruction planning indicated that thephased handover of the airfield and thelarge number of substructures, servicepits and manholes would result in a highproportion of hand-laid concrete. Toimprove the construction efficiency andthe PQC quality, it was essential that theproportion of machine-laid concrete beincreased.

The construction team was involvedwith the design from an early stage. Itwas important that both the constructionplanners and the paving team could

influence the development of the design.Service pits and manholes were locatedwithin the concrete bay pattern to avoidclashes with the paving machine. A newmethod of slipform paving over the topof pit and manhole covers was alsodeveloped. The integrated design andconstruction team approach resulted in a30 percent increase in the area ofmachine-laid concrete.

To minimize the volume of PQCrequired, the pavement was designed forthe specific traffic forecast in each area.For example, the areas adjacent to theterminal buildings were designed foraircraft tugs only and detailed forecastswere used to design each taxiway andgroups of aircraft stands. In later phasesof the project, the slipform pavingmachine was adapted to lay variablethickness PQC on the aircraft stands.This allowed the trafficked sections ofthe stands, such as the centerlines, to belocally deepened and the pavement

depth to be reduced elsewhere on thestand. This innovation reduced the PQCvolume by 1400 cubic meters (1831 yd3).

A number of other BAA aircraftpavement innovations were developedon T5, including the introduction ofunsealed transverse and longitudinaljoints and the use of friction testingtechnology, as opposed to the traditionalsand patch test to measure surfacetexture.

An integrated team approach to thedesign and construction of the T5 aircraftpavements resulted in significant cost,program, quality and environmentalbenefits. Early construction teaminvolvement allowed high strengthconcrete to be developed and thepavement design to be tailored so as tooptimize the efficiency of theconstruction and improve the quality ofthe finished product.

The new pavement was designed with a structural strength high enough to accommodatethe largest aircraft, including the Airbus A380.

Concrete Technology Today magazine ispublished by Trade Link Media Pte Ltd inSingapore. This article originally appeared intheir Vol. 3, 2009, edition.

Richard Moore is a Technical AssociateDirector with TPS’s Aviation Engineeringteam. He worked on Heathrow Terminal 5and played a leading role in developing highstrength (F7) pavement quality concrete andinnovative design and constructionmethodologies. He was also responsible for therunway, taxiway and apron pavement designfor Stansted G2 and is currently DesignTeam Leader for the new BugeseraInternational Airport in Rwanda. He is theTPS’ focal point for developments inpavement design, a subject on which he haswritten papers and presented to a number ofinternational conferences.

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GOMACO Innovations and Introductions in 2010GOMACO GP-2400 Slipform Paver with Exclusive G+ Control System

A customer approached GOMACOrecently with a very specific request for anew paver. They operate GOMACO HW-165 pavers and are either paving ortransporting the machines every dayduring their short paving season inCanada. When they looked at the totalamount of work they had on the books,they realized a new paver would benecessary for the 2010 season. Their wishlist for the new paver included: half-width paving, tight-radius capable,user-friendly, maneuverable, easy totransport, and quick to set up. The result:the two-track GP-2400 slipform paver.

The first GP-2400 was equipped witheight foot (2.4 m), series two tracks, partof the customer request for a tight-radiuscapable machine. It features a telescopingframe with a 3100 series open-front moldthat will slipform widths from 10 feet to16.5 feet (3 to 5 m), without a frame insert.With a frame insert, it can pave widths up

to 24 feet (7.3 m). Sixteen vibrator circuitsare standard on the GP-2400.

It is powered by a 174.5 hp (129.5 kW) 6.6 Turbocharged Caterpillar®

diesel engine. Two-speed track motorsallow a fast 105 feet per minute (32 mpm)travel speed for quick maneuverabilityaround the job site, while the low speed is variable up to 35 feet per minute (10.7 mpm).

The GP-2400 features the exclusiveGOMACO G+ control system with self-diagnostics for grade and steering. It isable to operate in several languages, bycustomer choice, and offers metric orimperial measurements. The G+ systemhas been designed all in-house byGOMACO’s control experts. It featuresnew and easy-to-operate hardware withsteering and travel dials, while buttonsare used to control steering and elevation.A screen on the control panel illustratesthe various aspects of the paver.

Bituminex Paving Ltd. slipforms 16 feet (5 m) wide with their new GP-2400 paver on aparking lot project in Winnipeg, Manitoba, Canada.

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Direction of travel,travel speed andpercentage of travel

Left & right grade,stringline on left sideof paver

Four leg posts - Automatic

Paver travel speed& vibration on/offindicator

A typical “run” screenon the G+ controller.

The GP-2400’s exclusive GOMACO G+ controller.

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Almost three decades have passedsince GOMACO Corporationrevolutionized the concrete pavingindustry with the introduction of theGOMACO system for putting dowelbars into a concrete slab during thepaving process. The GOMACO IDBIhas been proven and accepted aroundthe world for accuracy in barplacement location, productivity andmeeting rideability specifications.GOMACO has once again created arevolution with the introduction of theindependent IDBI attachment for allfour-track GOMACO pavers.

The new IDBI attachment is anindependent unit providing dowel barinsertion behind a paver to form thetransverse joint. The IDBI attachment isa new generation bar insertion system.The attachment is powered by its ownC4.4, Tier 3, diesel Caterpillar® enginewith 91 hp (68 kW) @ 2300 rpm. Nopower or hydraulics is needed from thepaver’s engine. A CAN cable connectsthe IDBI’s controls to the controller onthe paver and allows the two systemsto communicate. For example, whenthe GOMACO paver stops and starts,the tamper bar and screed on the IDBIturn on and off automatically incoordination with the paver. GOMACOengineers have designed a bar insertionconcept and created an independentattachment that is self-contained andself-powered. The new design featuresa new IDBI tray that is stronger, morecompact and makes width changeseasier. New adjustable-height barextractors allow contractors to quicklyand easily change the setup for

different bar sizes for insertionrequirements.

The IDBI controls have all beendesigned in-house by GOMACOcontrols engineers. Its new GOMACOG+ control system features the samegraphical display as the G22 controller,with easy to learn and easy tounderstand controls. The IDBIinformation is presented in full color,commands are presented in full text,and it is able to operate in severallanguages, by customer’s choice. It

offers the choice of metric or imperialmeasurements. The new IDBI controlsystem also offers troubleshootingcapabilities and other features that willmake start up and general paving eachday fast and easy.

The new independent IDBIattachment features it own outriggersto aid in attaching the unit to the paverand also for loading and unloading theunit for transporting. The outriggerscan be hydraulically lowered andplaced on the ground to support the

full weight of the IDBI as it is attachedto or detached from the paver. Theoutriggers on the attachment have 48 inches (1219 mm) of stroke and arealso used to raise the unit so a trailercan be backed underneath fortransport.

The IDBI attachment is availablefor all GOMACO four-track slipformpavers. Please visit, http://www.gomaco.com/Resources/idbi.html formore information.

GOMACO Independent IDBI Attachment for Four-Track Slipform Pavers

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A four-track GHP-2800 slipforms 31 feet (9.4 m) wide with a new independent IDBI attachment on a project in Chicago, Illinois.

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GOMACO Corporation is proud to introduce the new 5400 series pavingmold, designed with a structural integrity that is unmatched in the industry. Thenew series also includes a rear-loading, front-inserting 5400 series bar inserter,along with other bar placement attachments.

The mold, with a 54 inch (1372 mm) finishing length, has a new “box” designand durable 0.5 inch (13 mm) paving skin for structural integrity. It is availablewith a 20 inch (508 mm) auger or a spreader plow to move the material across thepaving width. A newly designed strike-off is mounted to the paver’s mainframe,independent of the mold. The strike-off has a modular design with a wedge-locksystem for easy width changes. It has hydraulic crown adjustment with up to 10 inches (254 mm) of vertical hydraulic adjustment. The new mold also featureshydraulic Vertical Hinged Sideplates (VHS), self-contained to the inside of themold, allowing minimum track clearance.

The mold was built to be easy to assemble, with inserts that are boltedtogether with front and rear alignment pins. Vertically adjusting mounts on themold allow precise leveling of the mold to the paver. A front and rear T-bar at thetop of the mold adds structural integrity and is utilized for attaching pavingaccessories. A new vibrator mounting tube attaches to the T-bar on the mold andthe vibrators can now be vertically raised or lowered to accommodate pavingconditions or transporting needs.

The mold was also built to be versatile. The 5400 series mold will haveoptional telescoping end sections with 12 inches (305 mm) of width variation oneach side. The transition adjustor is self-supported and driven with a 3.5 inch (89 mm) ACME screw for up to a six inch (152 mm) crown. Split, pressure-compensated sideplates allow a standard paving depth from zero to 24 inches (0 to 610 mm). The mold will also be available with edge slump, batteradjustment and optional tamper bar.

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GOMACO 5400 Series Paving Mold

Ultimate rideability results are achieved withthe new GOMACO 5400 series mold.

Slipforming a new roadway with integralcurb on both sides of the slab.

A spreader plow, mounted to the T-rail, movesthe concrete across the width of the paver.

Standard paving depth is zero to 24 inches (0 to 610 mm).

The new 5400 series bar inserter offers ease of use with rear loading from the paver’s work bridge, whilethe bar is inserted in front of the mold. It features a reliable and highly efficient bar loading chain systemwith bars traveling in a flat, straight path. The bar insertion process and timing is controlled by GOMACO’snew G+ system. The new inserter mounts to the 5400 series mold’s T-bar, where it can allow on-the-go crownchanges while maintaining a constant bar depth. Individual depth guides on the right and left side of the barinserter keep the bars parallel to the top of the slab during insertion. The system is able to accommodate #3to #8 diameter bars between 20 to 40 inches (508 to 1016 mm) in length, and inserts the bars up to 7.5 inches(191 mm) deep into the concrete slab. The bar bundles are loaded into a bar box that is mounted to thepaver’s rear T-rail for easy access and loading of the bar magazine. The bar loading chain system and barmagazine are capable of holding up to 50 bars.

Please visit http://www.gomaco.com/Resources/5400seriesmold.html for more information about the5400 series mold and bar inserter.

GOMACO 5400 Series Bar Inserter

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GOMACO International Ltd., hasexpanded into a new facility inWitney, England. The larger facilityand storage yard will allow thecompany to provide better customerservice, including increased partsinventory, increased space to stockpaving equipment for quickerdelivery, and a new expanded shoparea to service equipment.

“The new European headquartersfor GOMACO International Limitedwill be ideal for productpresentations and service schools forour customers, as well as sales andservice training for our distributors,”Rory Keogh, Managing Director ofGOMACO International Ltd., said.“With the larger workshop and partsdepartment, it allows us to increasegrowth by offering customersservicing and overhaul contracts.”

GOMACO International Ltd.’snew headquarters are located at Units 14 & 15, Avenue 1, Station Lane, Witney, Oxford, OX28 4XZ,England. The phone number is +44 (0)1993 705100, and the fax is +44 (0)1993.704512. The move into the new facility took place inFebruary.

“This new and modern facilityfor GOMACO International Ltd., andthe additional capabilities it willallow us to provide to our customers,signifies GOMACO’s commitment tothe international concrete pavingmarket,” Kent Godbersen, VicePresident of Worldwide Sales andMarketing, said.

GOMACO InternationalLtd. Expands into Larger

Facility in England

Contractor Request Develops into a NewCanopy for the Commander III

Canadian contractor, Jean Le Clerc Excavation, approached GOMACO recentlyfor a special request for their new Commander III... a canopy to help shield theoperator from Canada’s inclement weather. GOMACO engineers fulfilled therequest with only a few, slight machine modifications. The operator’s console wasmodified in order to house the necessary hydraulic and electrical components of thecanopy. Support beams on either side of the console hydraulically raise or lower thesupport system for the canopy. The canopy itself swings manually into positionover the operator’s head. It has a plexiglass windshield that can be unpinned andlowered to shield the forward view of the operator.

9500 Now Available with Optional Folding Rear Conveyor BeltThe GOMACO 9500 trimmer or placer/spreader is now

available with an optional rear folding conveyor. The newinnovation is the direct result of a contractor request fromAPAC-Tennesee Inc. The option allows the conveyor to remainattached to the 9500 during shipping. The 9500’s shippinglength, with the new folding rear conveyor, is just 41.8 feet(12.7 m). Shipping height is 11.5 feet (3.5 m).

During the conveyor frame redesign process, engineersrebuilt the conveyor to be stronger and more rigid with a new,truss-style framework. The switch to control the hydraulic

folding operation of the conveyor can be placed at differentlocations on the back of the machine, which allows ultimateoperator visibility and safe operation.

The belt width is still 36 inches (914 mm) and the rearconveyor maintains its 160 degree swing with hydraulic heightadjustment up to 12 feet (3.7 m). It has a 34.7 feet (10.6 m) longreach during machine operation, with a conveyor belt speed of504 feet per minute (153.6 mpm) allowing fast placing ofconcrete or removal of trimmed material.

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Coffman Specialties slipforms a slope for a smaller canal with their Commander III four-track and a 9500 placingconcrete on a project near Phoenix, Arizona.

Fe Grande are at work on a large canal project in Rancaqua,Chile. They are using two GOMACO CP-650s, one for concretefinishing and one equipped with a compaction roller for the grade.The RC Conveyor on the project is used for placing both the rockfor the grade and the concrete for the canal.

WEMA slipforms a three meter (9.8 ft) wide recreational path inAalst, Belgium. Their GT-3600 features G22 controls with bothEnglish and Dutch languages.

First-time slipformers, ECOCSA, work on a barrier wall projectwith their GT-3600 in Mongomo, Equatorial Guinea.

A GOMACO paving train is at work for Consolidated Contractors International Company (CCIC) on the NewDoha International Airport in Doha, Qatar.

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A temporary tent structure with heated matson grade was set up at Russia’s VnukovoAirport so paving could continue throughoutthe cold temperatures of winter.

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ADDRESS SERVICE REQUESTED

PRINTED IN USA

GOMACO CORPORATIONPOST OFFICE BOX 151IDA GROVE IA USA 51445

www.gomaco.com

A New Polymer Overlay for a Scranton, Pennsylvania, Bridge Deck

Kriger Construction specializes in bridgeprojects across the state of Pennsylvania.

The C-450 with double drums provided asmooth finish to the polymer mix design.

A GOMACO C-450 is followed by a Spanit® work bridge on a polymer concrete overlay project in Scranton, Pennsylvania.

Kriger Construction Inc., based outof Dickson City, Pennsylvania, recentlycompleted a bridge overlay project inScranton with their GOMACO C-450finisher. The Pennsylvania Departmentof Transportation (PennDOT) required aone inch (25 mm) thick polymer

concrete overlay on the existing bridgedeck. The bridge, with four traffic lanes,was refinished two lanes at a time,which allowed traffic to run on theother two lanes. The GOMACO C-450was set up at 32 feet (9.75 m) wide, witha finishing width of 24 feet (7.3 m).

The concrete was mixed on-site.The special polymer concrete mixingtruck could be driven onto the deck,and placed the concrete in front of thefinisher. A GOMACO Spanit® workbridge followed the C-450 giving theworkers a platform for finishing work.

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