APTech engineers design both HMA and PCC pavements, and can create a suite of alternatives, including various levels of rehabilitation, reconstruction (with or without recycling), and new designs. Our engineers use conventional design and analysis procedures in addition to other design methodologies and analytical tools to ensure that all design inputs and constraints are thoroughly evaluated to meet the needs of the client.
A 52-mile (84-kilometer) section of National Highway (NH) 17 from the city of Panvel, India to the city of Indapur, India was a two-lane carriageway comprised of flexible pavement and unpaved shoulders. A project was undertaken to expand this section to four lanes under a Build-Operate-Transfer (BOT) concession. The scope of the pavement design was to expand capacity by converting the majority of the existing two lanes to a divided four-lane roadway with a median and paved shoulder on both sides. APTech, in conjunction with SOWiL, provided a value engineering evaluation of the developed pavement designs.
To complete the evaluation, an APTech engineer visited the project site, met with the contractor, reviewed previous design documents, and developed a value engineering study of the pavement design and maintenance assumptions. The goal of the evaluation was to identify any opportunities for cost savings on the part of the concessionaire while still meeting contractual operational requirements and without sacrificing performance. APTech was able to make several recommendations to achieve this goal, including extending the resurfacing interval, including a life-cycle cost analysis, and strengthening weak areas of pavement only. The value engineering process resulted in over $10 million in cost savings for the client.
In 2012, the City of Urbana, IL undertook a broad project to upgrade the intersection at Green Street and Goodwin Avenue. As part of that project, the City selected APTech to conduct an evaluation of the pavement and to develop a corresponding rehabilitation design.
APTech performed the evaluation, which consisted of reviewing historical records, performing a pavement condition index (PCI) survey, extracting pavement cores, and performing dynamic cone penetrometer (DCP) testing for the purpose of establishing the existing pavement structure and conditions. The rehabilitation design involved using the collected information in conjunction with standard pavement design procedures to develop pavement improvement recommendations for consideration by the City of Urbana.
Based on the results of the investigation, APTech recommended that the 660 ft of four- to five-lane pavement at the Green and Goodwin intersection be rehabilitated using a 20-year design strategy of mill-and-hot-mix asphalt (HMA) overlay combined with a nominal amount of pre-overlay repair. The recommended strategy provides a long-term solution for the levels of traffic forecasted for the intersection, including a high number of metro transit buses that traverse through the intersection and use the intersection bus stops.
Most of the original pavement for I-40 and I-440 in Wake County, North Carolina was constructed in the early 1980s as a jointed plan concrete pavement (JPCP). Signs of alkali-silica reactivity (ASR) deterioration were first noticed in sections of these pavements in the mid to late 1990s. ASR is a distress mechanism caused by the expansive forces created when alkalis in the cement react with susceptible siliceous components in the aggregate and then expand in the presence of moisture, creating cracking in the concrete matrix. The North Carolina Department of Transportation (NCDOT) tried a variety of M&R strategies to maintain the serviceability of the roadway. However, ASR is a progressive deterioration and the necessary repairs became very expensive. The NCDOT requested APTech to assess pavement conditions and identify feasible repair and rehabilitation options. To complete the assessment, APTech reviewed available records and the history of these pavements. An APTech engineer visited the project site in April 2013 to observe site conditions, and examine newly retrieved pavement cores. Based on the information, APTech provided feasible options and a final recommendation to conclude the project.
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