Pub. 1 2018-2019 Issue 4

34 THE 2019 UAPA SMALL PROJECT AWARD FOR THE 400 NORTH PROJECT IN SARATOGA SPRINGS • Jeremy Lapin, Mark Edwards, and Chuck Whitman of Sarasota Springs • Tim Biel, Ryan Dummer, and Mike VanMilligen of PEPG Consulting • Riley Cherrington, Ralph Bennet, and Bart Wilson of Staker-Parsons • Shar Curtis of CMT Engineering Laboratories Project Description The Small Project Award for 2019 has been given to the 400 North Pavement Rehabilitation project in Saratoga Springs, Utah. This project started in June 2018 and was completed in August 2018. Key project team members rep- resented Saratoga Springs, the design and con- struction firms, and quality assurance. The project consisted of a pavement rehabilitation of 400 North, between 200 West and 800 West, in Saratoga Springs, UT. This section of roadway runs along Neptune Park, which is a keystone feature in the Saratoga Springs City cultural infrastructure. In addition, this roadway is the primary parade route, requiring that any project performed must result in “showpiece” quality. The scope of the project involved: • The removal and replacement of the asphalt surface • Re-grading the existing base to provide a smooth platform • Repairing soft spots • Restriping, including a new dedicated bike path in both directions. Two notable items were included in the project materials. • The design minimized the import of newmateri- als and the export of existing materials. • Ahigh-durabilityHMAmixwas used to ensure long-term performance. Several different requirements had to be met. • Design considerations included the need to provide a smooth pavement thatdrainedwell,without removingand replacing the existing curb and gutter. • Materials considerations included the use of a higher quality durable mix to provide long-term performance and the use of 100percent recycled asphalt pavement (RAP) as a base leveling material and soft-spot repair. • Construction efforts required the use of digital model paving to meet tight grade tolerances. • Schedulinghadtobehighlycoordinated during the summer of 2018 to fit into the limited 10-week window between school years for theschool andbusbarn located within the project limits. • The project design and construction had to accommodate efforts towiden a 900-foot section of 400 North for the Sierra Estates development. The primary challengewas tomake the new400North road smooth enough for theparade routewithout replacing func- tioning curb andgutter.The final design approach was based on a full-surface removal, re-grading the existing base to a digital profile, and then placement of a new 4.5-inch surface of Saratoga Specification HMA (which is designed for durability over structure). Ground Penetrating Radar provided a more accurate gauge of the layer thicknesses in the pavement, specifically targeting theedges along thecurbandgutter, and the low spots within the center median. This allowed for a detailed analysis of the existing pavement structure.When combined with field Dynamic Cone Penetrometer data, the result was a highly reliable evaluation.The teamwas able to determine that the existing base was strong enough and thick enough to support the new asphalt surfacing. The final grading design was based on a topographical survey that was used to create a virtual surface. The virtual surface made it possible to find flat spots or excessive slopes. This process eliminated all“bird-baths,”and had only a handful of areas where final cross- slopes were between 3 percent and 4 percent. The majority of the pavement was designedwith a typical 1.5 percent cross-slope. One notable exception to the design standards included several small areas where the new pavement profile was 1 inch to 1.5 inches above the gutter lip. The outer 8 to 12 inches of the pavement were rolled down to better match the lipwithout impacting the design cross-slope. The contractor knew smoothness was considered to be imperative for this project. Smoothness requirementswere based on APWA procedures for meas- urement with a limit of 35 inches/mile for the PI, with a zero blanking band, and a maximum allowable bump of 0.3 inches in 25 feet. Paving was performed with belly dumps and a pickupmachine tominimizebumps. Smoothness testing resulted in a project level average IRI of below30 inches/mile,withonly twosmall areas needing grinding, both of which were in thevicinityof cross-streetswhere the pavingwas impactedby the need to match existing cross-street grades. For a smallprojectthatrequiredconstantaccess to all cross-streets, parks andbusinesses, this was a significant accomplishment. The road-wideningportionof theproject was actually a separate project that was part of the Sierra Estates development. Since the two projects affected each other, they both had to have a seam- less gradingdesign inorder towork.The PEPGdesignteamworkedwiththeSierra Estates designer to ensure success. 3 Key project teammembers were as follows: