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U.S. Department of Transportation
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Washington, DC 20590
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Preventive Maintenance (PM) is "a planned strategy of cost-effective treatments to an existing roadway system and its appurtenances that preserves the system, retards future deterioration, and maintains or improves the functional condition of the system (without significantly increasing the structural capacity)." Source: American Association of State Highway and Transportation Officials (AASHTO) Standing Committee on Highways, 1997.
PM is typically applied to pavements in good condition having significant remaining service life. As a major component of pavement preservation, preventive maintenance is a strategy of extending the service life by applying cost-effective treatments to the surface or near-surface of structurally sound pavements. Examples of preventive treatments include asphalt crack sealing, chip sealing, slurry or micro-surfacing, thin and ultra-thin hot-mix asphalt overlay, concrete joint sealing, diamond grinding, dowel-bar retrofit, and isolated, partial and/or full-depth concrete repairs to restore functionality of the slab; e.g., edge spalls, or corner breaks.
Routine Maintenance "consists of work that is planned and performed on a routine basis to maintain and preserve the condition of the highway system or to respond to specific conditions and events that restore the highway system to an adequate level of service." Source: AASHTO Highway Subcommittee on Maintenance.
Routine maintenance consists of day-to-day activities that are scheduled by maintenance personnel to maintain and preserve the condition of the highway system at a satisfactory level of service.
Corrective maintenance encompasses work that is performed in reaction to an event, season, or over-all deterioration of the transportation asset. Corrective maintenance work may be re- occurring as necessary until such time as the asset can be otherwise preserved, rehabilitated or reconstructed.
Federal Aid funds may not be used on Routine or Corrective Maintenance.
In accordance with FHWA memorandum, Guidance on Highway Preservation and Maintenance (Appendix B), dated February 25, 2016 "The State Transportation Department must demonstrate to the satisfaction of their respective FHWA Division Administrator that the activity is a cost-effective means of extending the useful life of a Federal Aid highway."
The purpose of this document is to identify the activities that FHWA Missouri Division and MoDOT agree to be classified as PM, thus eligible for federal-aid. This document outlines MoDOT's PM plan which uses a systematic process to identify PM activities. The plan will not modify FHWA's program oversight and project approval responsibilities for activities such as those required under the Clean Air Act, the National Environmental Policy Act of 1969, and other related environmental laws and statutes. It will be MoDOT's responsibility to conduct any necessary environmental reviews to ensure all environmental requirements are met and documented prior to any ground disturbing activities taking place. In addition, as reflected in 23 CFR 625 deviations from design standards for the defined PM activities will not require design exceptions. Standards for the design and construction of all projects on the NHS, including the Interstate system, are applicable to any proposed improvement regardless of the funding source (Federal, State, local or private); therefore deviations from standards for activities classified to exceed PM must have approved design exceptions.
FHWA guidance related to Civil Rights/ADA is included as Appendix C. Alterations, as noted in this guidance includes; a change to a facility in the public right-of-way that affects or could affect access, circulation, or use. Projects altering the use of the public right-of-way must incorporate pedestrian access improvements within the scope of the project to meet the requirements of the ADA. These projects have the potential to affect the structure, grade, or use of the roadway.
Examples of alterations that trigger the requirement of upgrading curb ramps to meet Public Right of Way Accessibility Guidelines (PROWAG) include:
ADA features need not be addressed on corrective maintenance or pavement preservation treatments such as:
MoDOT's plan is intended to be used as a guide and process tool for planning and executing PM, by both contract and in-house (force account) methods. Use of force account methods for performing work must receive FHWA approval prior to use or implementation. The plan will also provide assurance to FHWA that we are conducting this effort in accordance with the following Federal Guidance:
Provide a systematic process for planning and executing PM.
Define all PM activities, which extend the service life of the bridge or pavement that federal aid reimbursement are being requested.
Demonstrate each activity is cost effective, and for in-house (or force account) work, to demonstrate the activity is in the public's best interest and there is a significant advantage over contracted work.
The steps in this process follow the Systematic Preventive Maintenance (SPM) guidance from FHWA, as follows:
This plan outlines the systematic process for integrating PM into multiple aspects of MoDOT's organization. The goals for extending the life and function of our road and bridge assets provides direction and vision. The process starts with an inventory of assets, which is maintained primarily on our Transportation Management System (TMS) database. Condition data is collected on a periodic frequency, and stored in the TMS or other databases for use in identifying needs. PM activities are then identified, through collaboration between both District and Headquarters staff, which are both cost effective and appropriate for the condition they are addressing. Specific activities are scoped and scheduled, and may be accomplished through a combination of both contract and in-house efforts. Budgeting for this overall effort is accomplished during the annual budget planning and approval cycle, although specific tasks and priorities may change during the course of each year due to varying priorities and budget constraints or opportunities. The cycle is complete, once results are tracked and reported, and the asset condition is then updated to start this cycle once more. This process is systematic, as this represents a planned strategy of cost-effective treatments to existing assets, with the overall goal of extending the functional life of these assets. This process is also iterative, and different treatments or actions are evaluated on a recurring cycle, such that they may be altered and improved over time to increase effectiveness. This is graphically illustrated, as follows:
Preventive Maintenance Process
Bridge goals and objectives - Extend the life of decks and other bridge elements through timely PM activities, including mitigation/removal of corrosion sources and sealing critical or exposed surfaces to prevent further corrosion. Mitigate corrosion through removal of de-icing or corrosive material as well as debris which may hold water/moisture and contribute to oxidation or corrosion. This includes localized repair and sealing of exposed surfaces including decks and critical superstructure and substructure elements.
Pavement goals and objectives - Extend the life of pavements by appropriately timed application of overlays or sealants to reduce weathering/oxidation/corrosion of pavement structure, correct pavement surface geometry, friction restoration and corrections, smoothness correction, promote drainage, and prevent/reduce water intrusion into pavement sections.
Other Roadway Goals and Objectives - Extend the service life of various safety features through application of timely, cyclic and performance-based measures to ensure such items as pavement markings are maintained in visible conditions at all hours throughout the year.
Specific activities which are being requested for consideration of Federal Aid, include:
Bridge: MoDOT utilizes National Bridge Inventory (NBI) condition ratings and performs PM, including cyclic maintenance on select groups of bridges. MoDOT maintains a number of staff who are trained and qualified to perform these inspections, including a District Bridge Engineer in each of our seven Districts. Inspection information is stored and managed in our Bridge Division, and data is available for use in planning, programming, and design within the Transportation Management System (TMS). District Bridge Engineers work with planners to identify both project needs (STIP) and work plans for PM on an annual basis, utilizing the condition information from TMS, NBI inspection data, as well as good engineering judgment, while balancing the needs and priorities within our financial constraints. Bridge flushing is planned for all bridges on an annual basis to remove debris and chlorides. Bridge deck sealing is identified by District Bridge Engineers as a work item, and subsequently included in the annual work plan to prevent the intrusion of water and chlorides into decks. Bridge deck repair is evaluated each spring, following annual freeze-thaw cycles. Preventive maintenance for bridge deck repair will consider fair or better ratings on bridge decks, as documented in TMS data, with partial depth repairs applicable when there is competent substrate and full-depth repairs planned where the deck has become saturated and/or cracked/weakened for the full depth.
Pavement: MoDOT obtains various measurements of road surface condition through use of the Automatic Road Analyzer (ARAN) van, including such items as rut depth and IRI (International Roughness Index). This data is evaluated using a Pavement Surface and Evaluation Rating (PASER) system to produce condition ratings for road segments. This system, managed through MoDOT's Transportation Management System (TMS), provides current condition information, as well as theoretical future conditions, packaged within the Pavement Management Tool in the TMS system. The District Pavement Specialists use this condition tool as a guide when planning STIP projects and annual maintenance work plans, where professional judgment and input from Maintenance Superintendents augment the Pavement Management Tool for decision-making. Routes in good condition will be proposed for preventive maintenance treatment, and subsequent Federal reimbursement, and will be confirmed through TMS data for both condition and Federal Aid status. Condition measurements which correspond to “Good" condition rating are noted in Appendix A-2, Pavement PM Activities. The goal is that asphalt pavement repairs are performed in a timeframe such that they are followed by other surface treatments (chip seal, cinder seal, etc.) or overlays within 2 years of the pavement repairs. Typically Major routes have activities planned and programmed in the STIP, while minor routes have activities planned such as contract overlays or other maintenance treatments which may be achieved through contracts or by in-house forces. Additional guidance on pavement maintenance is available in the Engineering Policy Guide, Section 144.5.Other Roadway: MoDOT uses both performance-based indicators and cyclic scheduling to plan and prioritize such items as pavement marking. Visual night inspections are conducted every other year and random retro-reflectivity readings are taken to add some objective measure of condition. These random retro-reflectivity readings are presented in the MoDOT Tracker assessment. Pavement marking (types and dimension), rumble stripes, centerline stripe, etc., are inventoried on the Striping Application within TMS. Following are the EPG guidelines for acceptable retro-reflectivity readings for various conditions (units in millicandela per meter squared per lux or mcd/m²/lux).
|Pavement Marking Acceptance Table, mcd/m²/lux|
|New Pavement Markings||300||225|
|Existing Pavement Markings Expected to Last Through Winter (measured in the fall)||200||175|
|Pavement Marking Failure Point||150||125|
Structural condition of overhead signs and high-mast lighting are in the development stage at this time, however this information will be used for both condition tracking and needs assessment as this effort is implemented.
Needs and priorities are developed on an ongoing basis in coordination with the Regional Planning Commissions (RPC's) and Metropolitan Planning Organizations (MPO's). All contracts involving federal cost participation are presented in the STIP, while in-house (or force account) efforts are summarized in Section 6 of the STIP. Ongoing coordination with MoDOT Environmental also takes place to ensure all environmental requirements are completed and documented.
Bridge: Bridge inspectors identify and record needs during each bridge inspection. District Bridge Engineers work with NBI inspection data and findings to communicate priorities for rehabilitation and replacement structures for STIP programming. District Bridge Engineers also prepare PM work plans or work item lists, on an annual basis, which are used to schedule contract and in-house efforts. These lists are subject to change with changing priorities and funding opportunities. Central Office staff from Bridge and Maintenance Divisions provides technical assistance and guidelines for timing of PM as well as management of condition and NBI rating data. Preventive maintenance for bridge deck repair will consider fair or better ratings on bridge decks, as documented in TMS data, with partial depth repairs applicable when there is competent substrate (delamination only above the top mat of reinforcing steel) and full-depth repairs planned where the deck has become saturated and cracked/weakened for the full depth. MoDOT Environmental Section will need to be coordinated with on these activities to ensure they are scheduled appropriately so that any necessary consultations with the State Historic Preservation Office occurs prior to the activity taking place.
Pavement: Central Office staff from Maintenance and Planning Divisions provide annual data to districts noting IRI and condition (as presented in TMS), and the District Maintenance Staff prepare annual work plans with input of the District Pavement Specialist and Maintenance Superintendents. This pavement data is often supplemented with field observations, as-built information, and core data. Major routes are primarily addressed in STIP projects, however some major and the majority of minor routes are addressed by the condition and traffic volume to prioritize the PM treatments and the associated cycle of these treatments, which may be accomplished by either in-house forces or contract.
Other Roadway features: MoDOT evaluates a variety of other roadway features to create work plans for maintenance. Pavement marking is evaluated on a similar night time visual review with pass/fail results. Pavement marking is currently scheduled as a cyclic maintenance task, with major routes re-striped every year, and minor routes re-striped every other year. Random retro-reflectivity measurements are conducted for an overall tracker measure, and to provide a qualitative measure of the overall condition of pavement marking. Note: wet retro-reflectivity is currently evaluated subjectively through visual observations, although quantitative test methods are being evaluated on a pilot scale for limited use in product evaluation. Signs and pavement marking are evaluated by Traffic and Maintenance staff. Structural signs, high mast lighting, retaining walls, and sound walls are also candidates for evaluation of structural condition, and this data will be integrated into this plan, when condition data and reporting are implemented. Due to resource and funding constraints, there is no current schedule forecast for this effort.
Overall descriptions and strategies for all activities are included in MoDOT's Engineering Policy Guide (EPG), available at the following link: MoDOT Engineering Policy Guide.
Specific sections of the EPG are also provided for reference within the Appendices.
Bridge: Strategies for PM activities are listed in Appendix A-1, Bridge PM Strategies. These strategies include guidance on the recommended treatment options, based on the condition and age of an asset, in order to emphasize the right treatment at the right time.
Pavement: Strategies for PM activities are listed in Appendix A-2, Pavement PM Strategies. These strategies include guidance on the recommended treatment options, based on the condition and age of an asset, in order to emphasize the right treatment at the right time.
Other Roadway Features: Strategies for PM activities are listed in Appendix A-3, Other Roadway PM Strategies. These strategies include guidance on the recommended treatment options, based on the condition and age of an asset, in order to emphasize the right treatment at the right time. This category also includes work which is required due to other causes, such as damage due to accidents, where work activity takes place to bring a safety feature back to functional condition quickly to maintain overall highway safety. Note: Federal participation is not allowed on work costs which are recovered through insurance or third parties.
General: PM activities will be executed by combination of in-house resources (force account) and contract efforts. The majority of contract efforts will be awarded based on competitive bid, with limited number including Design Build or other contract methods. Competitively bid contract formats include Job-Order Contracts, General Services Contracts/Proposals, maintenance contracts, and Performance-based maintenance contracts. In-house efforts are typically smaller in scale and geographically spread, which reduce the efficiency for contract efforts, however cost tracking is performed to demonstrate this work is advantageous to the State through lower cost and quicker response due to length of time to bid a project. Specific examples of in-house results/costs compared to competitively bid contract pricing will be submitted separately, for each major category of work. See Appendix D for FHWA memorandum, FHWA Policy on Agency Force Account Use, dated March 12, 2012 for force account eligibility.
Bridge: Each District is staffed with a District Bridge Engineer, who manages condition rating and work plans/STIP planning efforts related to project work and PM. Bridge inspection results, including condition assessments are documented and recorded within the National Bridge Inventory inspection process, and are stored within the Transportation Management System (TMS) database. In-house efforts are accomplished with crews composed of maintenance staff throughout the District, with some Districts maintaining a limited number of dedicated staff and equipment. Supplies are provided through generalservices contracts, and are delivered as needed. Each district also has access to contractor resources, currently through job-order contracts, maintenance contracts, general services contracts, and STIP projects. Additional work is anticipated through the use of performance-based maintenance contracts, as this contract model is developed.
Pavement: Each District is staffed with a District Pavement Specialist, who manages condition assessment of roadways with input from Maintenance Superintendents, Pavement Management System data, and other field observation. Pavement condition is determined through a combination of Automatic Road Analyzer (ARAN) van measurements and associated Pavement Surface Evaluation and Rating (PASER) ratings of the video collected by the ARAN van. This condition assessment data is stored within the TMS database. In-house efforts are accomplished with crews composed of maintenance staff throughout each District. Equipment is maintained for limited number of tasks (surface patching and seal coats) but may also be leased for short-term applications. Supplies are available through general services contracts. Each district also has access to contractor resources, currently through job-order contracts, maintenance contracts, and STIP projects. Additional work is anticipated through the use of performance-based maintenance contracts, as these are developed.
Other Roadway Features: District Maintenance and Traffic staff work with maintenance crews from within their Districts to perform pavement marking, sign replacement, and a limited amount of structural sign repair (note: St. Louis District is the only District with significant crew and equipment for structural sign work by in-house crews while Kansas City District has developed maintenance contracts for shoulder-mounted sign maintenance, but not overhead sign maintenance). Equipment is maintained in each District for pavement marking, while supplies are all provided through general services contract.
Note: Buy America requirements apply to all iron and steel materials permanently incorporated into federal-aid work. General Service's contract guidelines for Federal Reimbursement items are provided in Appendix E. Quality Assurance/Quality Control guidelines and documentation are provided in Appendix F.
Bridge: The District Bridge Engineers report on the progress of PM work plans on an annual basis and the District and Bridge Division report on STIP project and overall system condition progress (Tracker). This reporting will include a summary of results achieved and effort expended. Contract efforts will note contract costs, and quantity of road/bridge/other roadway condition improved, while in-house force work will be tracked through the SAM-II system, including the use of performance actual result tracking, where maintenance crews report the quantity of work completed, with their crew reports (listing labor, material, and equipment costs). The in-house system provides summary data for crew/equipment/materials used and associated results achieved. Examples of in-house reporting are provided in specific cost comparisons, submitted individually to FHWA for approval to demonstrate cost effectiveness of select in-house (or force account) efforts as compared to similar contract work.
Pavement: The District Pavement Specialists report on the progress and results of work plans and the District reports on STIP project progress. This tracking is reported in similar fashion as noted for the Bridge category noted above. The annual updates to the Pavement Management Tool provide quality assurance of the results reporting, as this information is in turn utilized to plan future work.
Other Roadway Features: District Maintenance and Traffic staff track sign and striping overall condition, including retro-reflectivity. This data is compiled in TMS, with condition reporting in Tracker. Any additional condition data which may be obtained in the future will be coordinated with FHWA, as this condition data collection is developed and implemented. Work activities are reported in similar fashion as noted above.
Signed by Eric Schroeter, MoDOT Assistant Chief Engineer - Date: 10/26/2020
Digitally Signed by Jeffery S Blanton, FHWA Missouri Division Administrator - Date: 11/04/2020
Original Document Signed as Noted Above and Agreement Executed Wednesday, November 4th 2020
Bridge PM activities and descriptions are noted in the Engineering Policy Guide (EPG), Section 771. The following is a summary of recommended activities, including reference information on condition based treatments and recommended frequency of actions.
Bridge Washing: Cyclic activity, with nearly all bridges targeted for flushing in the early spring, in order to remove salts and debris, and again in the fall to remove any accumulated debris. Flushing is also performed in advance of sealing or crack sealing operations. Bridge washing also includes a 1-2 year interval for cleaning substructure elements, including cleaning and lubrication of bearings as applicable. Bridge drains are typically cleaned during deck flushing.
Sealing: Cyclic and condition-based activity. Primary candidates for deck sealing are condition 7 or higher, and the cycle is determined based on the type of sealer applied. Specific examples include: Silane (5-7 year interval), acrylic sealers (annual), asphalt chip seal (5-10 year interval), 3-layer epoxy (12 - 25 years, depending on age of structure at time of application), methacrylate ( 3-4 year interval), and high molecular weight methacrylate (7 - 15 year interval, under evaluation). Other materials are under evaluation, and may be added to this list as approved. Additionally, some lower condition decks may benefit from deck sealing, and this work may be performed as recommended by District Bridge Engineers.
Crack Sealing: This activity is primarily applied to bridge decks with easily visible cracking (typically NBI deck condition 5 or higher), and is applied on a 3-15 year interval, depending on the treatment. Chip seals and asphalt emulsion crack sealer are applied on bridge decks with more extensive cracking (typically condition 4 and 5 NBI deck condition), on a 3-5 year interval. All treatments noted are planned for a minimum of 3 year service life between treatments, with some approaching 15 year life. Crack sealing need is typically identified by the bridge inspector during National Bridge Inventory inspections (recorded in the TMS database). Typically this is applied to bridge decks where cracking is evident such that sealing alone is not effective. A variety of products are available, with varying treatment intervals (reference approved materials list). Product list/frequency info includes: asphalt emulsion sealers (3-5 year interval), low viscosity epoxy in a single layer application (5-7 year interval anticipated depending on AADT, currently under review), high molecular weight methyl methacrylate (7-15 year interval, currently under review), polymer emulsions ( 3-5 year interval, under evaluation), polyurea (test sites under evaluation). Crack sealing is dependent on age, location (amount of salt application), AADT, and thermal movement/deflection. Effective life is still undergoing evaluation for a variety of products, and this listing will be updated as data is obtained for various products.
Joint Repairs/Replacement: This is currently an emphasis area, to replace joints identified on work plans during NBI inspections. Various joint types may require a mixture of both in-house forces (when approved by FHWA) and contracts to accomplish. Some example joint materials in use include: pre-compressed joint material system, preformed silicone or polyurea joint strips , but may also include finger plate, flat plate, or other more complex joint systems. Note: Field measurement and evaluation of expansion movement should be checked prior to joint repair selection.
Steel Member overcoat: Typically includes calcium sulfonate overcoat application or cleaning and repainting of structural members. If the rust code is 7 or better and pull-off tests (ASTM D3359) are acceptable for overcoat, then overcoat application is feasible.
Wearing Surface: Includes wearing surface repair or replacement performed by in-house forces (when approved by FHWA) or contract.
Bridge Approach Slab Lifting: Settlement of approach slabs is typically corrected when differential at bridge end is equal to or greater than ½ inch vertical difference. Example methods to correct approach slab settlement include mud-jacking or use of expansive urethane Scour/Channel Mitigation/Repair: Scour mitigation is provided on an as-needed basis, and is typically identified during routine maintenance staff observations or during bridge inspections. Active scour or bank erosion areas are repaired on an as-needed basis with such measures as formed pier repair, gabion installation, or rock blanket.
Deck Repairs: Includes half-sole and full depth repairs: Preventive maintenance for bridge deck repair will be considered for bridge decks which may expect extended life from the patching effort. Guidelines of <20% of total deck surface area for half-sole patching and <10% for full depth patching serve as general guidelines for effective preventive maintenance deck repairs, with rehabilitation efforts recommended above these limits. Partial depth repairs are applicable when there is competent substrate (delamination only above the top mat of reinforcing steel) and full-depth repairs planned where the deck has become saturated and/or cracked/weakened for the full depth.
Replacement or upgrade of bridge railings, transition railings, and rail end treatments.
Pavement PM activities are noted in EPG Section 413, Surface Treatments and PM and EPG Section 507 - Portland Cement Concrete Pavement Maintenance. Overall pavement maintenance direction is provided in EPG 144.5 Pavement Maintenance, which also includes ranges of condition-based treatment and life expectancy of each treatment. Following is a list of recommended activities, with associated condition basis and frequency.
Pavement condition levels are monitored by data collection within Transportation Planning, with the following criteria defining Good condition. This data is presented within the MoDOT Tracker, and is documented within the TMS database.
Major Road - Good Condition:
IRI < 100, or Speed limit < 55 AND condition_index ≥6
Minor Road - Good Condition:
IRI < 140, or IRI between 140 and 170 AND condition_index ≥6
Low Volume - Good Condition:
IRI < 170, or IRI between 170 and 220 and condition_index ≥6
Full lane width overlays: Condition basis where these treatments are applicable is provided in EPG 144.5, and the projected life of this treatment ranges from 8 - 15 years. Pavement selection guidance in EPG 144.5.6 provides condition based criteria for overlays and surface treatments. Since the condition of a route segment is based on a weighted average of 0.1 mile condition rating increments, we consider greater than or equal to 50% meeting the criteria set for good condition pavement to be a good condition route segment. If asphalt pavement repair alone is capable of improving poor segments of a route, such that a majority of the route is good, then a weighted average of 40% or better meeting good condition criteria will be considered for follow-on surface treatment or overlay, provided no more than 15% of the route segment is rated as poor. This condition tracking will continue for the following year, and any route or route segment which maintains equal or better condition will remain approved, while any route or route segment which exhibits lower condition will be reduced from the following year submittal for reimbursement. Specific condition data will be shared with FHWA in making this determination, prior to any adjustment to the following year reimbursement. This work is accomplished through paving contract (hot or cold mix), pavement maintenance contracts, and in-house forces. Overlays typically include hot-mix asphalt on regionally significant minor routes, major routes and interstates, while minor routes and low volume roads will be evaluated for either hot or cold-mix for the most cost-effective application. Overlay thickness is greater than or equal to 1" and less than or equal to 1-3/4", and is applicable to good condition routes.
Asphalt pavement repair: May include full or partial lane-width patches, which are applied to address significant rutting or surface raveling on existing asphalt surfaced roadways. Patch material may be hot or cold mix asphalt. Asphalt pavement repair shall be considered for good condition routes only, as defined earlier, with a goal of subsequent overlay or surface treatment such as fly coat, fog seal, or chip seal performed within 2 years of completion of pavement repairs. Work plan preparation and tracking will be expanded as MMS capabilities are added to this system, and this agreement modified as needed at that time.
Concrete Pavement Repair: These repairs are performed on good condition routes, when joint repairs are less than 10 per lane-mile or if the proposed pavement repair quantities in any lane are less than 2% of the total lane area for that work activity. Full depth repairs are utilized when repairing faulted joints or edge cracks which extend through the majority of the pavement thickness. Partial depth repairs are utilized when partial depth distress is evident such as scaling or high steel delamination. Concrete crack repairs also include placement of polymer repair materials with high bond strength and reinforcement cross-stitching cracked areas.
Seal Coats: This is performed on a condition basis to good condition pavements with no significant rutting. Additional details are provided in EPG 220.127.116.11 Pavement Direction. Example seal coats include: Fog Seal/Scrub Seal (1-2 year life), Chip seal (many variations with 3-7 year life), microsurfacing (6-8 year life), slurry seal (4-6 year life), and rejuvenators (3-5 year life).
Other Surface Treatments: UBAWS (Ultrathin bonded asphalt wearing surface) is utilized where drainage and spray are a concern (with 5-9 year interval), and is performed on a contract basis. Note: Do not mill pavement edge for placement of UBAWS, as deterioration may accelerate at undrained pavement edge. Crack Sealing is used on both concrete and asphalt pavements where joints are open, reflective cracks or distress cracking are present - but not excessive. Crack sealing is applied to prevent incompressible material from entering cracks and prevent water intrusion, in order to extend pavement life until another treatment is applied (2-4 year expected life).
Pipe Culvert repair: Pipe culvert repair activities include total pipe replacement, installation of pipe liners to extend life, and extension of piping due to shoulder stabilization/widening.
Pavement Marking: Includes placement of pavement markings, as required to maintain minimum retro-reflectivity standards. This work includes consideration of day/night, wet/dry, recessed pavement marking, and/or snow-plow able marking applications. Retro-reflectivity thresholds are noted in the table below. MoDOT crews utilize water-borne marking paint (2nd generation water-borne resin) and type L beads on major routes (ASTM type 3) and type PM beads on minor routes (combination of majority ASTM type 1, with lesser quantities of ASTM type 2 and 3 beads to produce a gradation).
|Pavement Marking Acceptance Table, mcd/m²/lux|
|New Pavement Markings||300||225|
|Existing Pavement Markings Expected to Last Through Winter (measured in the fall)||200||175|
|Pavement Marking Failure Point||150||125|


We are thrilled to announce we have been awarded a new contract with SSEN. This will include both planned and reactive underground cable infrastructure works up to 33kV in the Ridgeway Area. A phased mobilisation of the contract will commence from 1st April 2024, continuing for 4 years plus 1 + 1 + 1 extensions.
These planned and reactive (24/7) works will cover underground infrastructure works, including LV and HV Cable Overlay, Link Box replacements, customer connections, third party backfill and reinstatement and the provision of fault teams.
This builds on our existing relationship with SSEN, where we are responsible for overhead line works up to 33kV and vegetation management works up to 132kV networks in the Reading and Aldershot areas. Our current teams working on these projects are based in Hermitage, near Reading. We’ll now be looking into Chippenham as a further depot to support this contract.
As Network Plus expands its footprint in the south and in power, this contract award further demonstrates our capability in the delivery of planned and reactive underground infrastructure works.
Dan Burgess is our Contract Director for this project, this is what he had to say:
“This award represents a significant success for Network Plus and acknowledges the strength of our partnership with SSEN. We are delighted SSEN have chosen us to expand our working relationship for the delivery of vital reactive and planned infrastructure programmes in the Ridgeway region and we are excited to get started.”


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InterCon Construction and Henan Shunying New Energy Co.,Ltd. cooperated to complete the construction of the water treatment plant, using rubber joints.
The flexible rubber joint is composed of an inner surface layer rubber, a cord layer and a wire ring to form a tubular rubber piece, which is formed by vulcanization and then loosely connected with a metal flange or a parallel surface joint. Flexible rubber joints can reduce vibration and noise, and can compensate for thermal expansion and contraction caused by temperature changes, and are widely used in various pipeline systems.
Flexible rubber expansion joints basically use rubber, which has the same characteristics as rubber joints such as elasticity, high air tightness, medium resistance, aging resistance and radiation resistance. It uses high strength, cold and heat resistant polymer. The fat curtain fabric is compounded with the oblique cross and then cured by high pressure and high temperature mold.
The pipeline must have fixed support points or fixed brackets, and the force of the fixed bracket must exceed the axial force. During vertical installation and empty frame installation, opposite fixed brackets and stressed brackets need to be installed on both sides of the product to avoid pulling off after being stressed during work.
Flexible rubber joints are also called rubber joints, rubber flexible joints, soft joints, shock absorbers, pipeline shock absorbers, shock throats, etc. It is a kind of high elasticity, high sealing, medium resistance and weather resistance pipe joints.
The flexible rubber joint adopts a multi-layer sphere structure, which has strong vibration absorption capacity and good vibration and noise reduction effects; it can bear higher pressure, large anti-explosive force and elastic foot; Shift compensation. The main body of the product is made of rubber, which can resist heat, oil, corrosion, acid and aging.
This product is widely used in plumbing and heating pipes, water supply and drainage and circulating water pipes, freezing pipes, Huagong anticorrosion pipes, fire protection and compressor pipes in various engineering buildings, factories, mines, chemicals, petroleum and other industries.


A few different methods of concrete foundation repair exist. In some cases, the most effective method is the installation of concrete piers. These piers are installed directly into the ground rather than using the traditional driven method. Concrete piers are a bit messier and require more labor. Once they have hardened, the house is lowered onto them. However, they often shift because the piers are not attached to the foundation.
One method involves the use of resin to repair the crack. Foundation Repair technicians will clean the surface of the crack before injecting the resin. Mineral deposits from water or leaks may impede the penetration of the resin. To overcome this, injection holes are drilled into the crack. Once the injection holes have been drilled, the resin will be able to penetrate the crack. This method ensures that the crack is filled and is no longer visible.
Another method of concrete foundation repair is by cutting out a section of the concrete foundation. If the crack is too large to be seen, it may be a sign of a structural issue. A professional should do this job for the best results. After all, it is important to protect the health and safety of the people living under the roof. Moreover, cracks in the foundation walls should not be allowed to spread too wide. If you do not repair the crack in time, it could become larger and cause a huge problem for the house.
Spalling in the concrete foundation may also occur. Although it looks like an ordinary problem, it is a serious problem. This kind of damage can cause the foundation to move. Fortunately, spalling can be repaired with packaged repair mixes available at home improvement centers. If the concrete foundation is too old, you can apply a concrete bonding agent. Once it is tacky, you may use a concrete hammer to apply the rebar.
Cracks in the concrete may be caused by wet soil. The water seeping into the soil can result in foundation collapse. If the cracks in the foundation are not addressed immediately, water may seep deeper into the structure and cause the foundation to crack. This is when a professional can be hired to repair the cracks in the concrete foundation. Using the right materials and techniques can prevent structural damage later. For example, an acrylic solvent-based sealer can help prevent future cracks in the concrete.
Another method for repairing a cracked foundation is to use vinyl concrete patch products. These products have strong adhesive properties and a drying time of under 24 hours. They can be applied to an uneven area of the foundation and can save you thousands of dollars. Another method for repairing foundation problems is concrete lifting. It is best to hire a contractor who offers this type of service since it’s affordable and effective. But make sure to check out the costs beforehand.
There are several types of high-density polyurethane foam. For large cracks, a specialist may recommend segmented piers, which are small, cylindrical tubes of concrete that are pressed into the soil underneath the foundation. This method can save thousands of dollars throughout repairs. And you can save money by avoiding invasive techniques.
Another common method for concrete foundation repair involves installing sister footings. In some cases, the foundation footings are rotted, which spreads the decay throughout the rest of the foundation. By removing the old concrete and replacing it with new concrete, you’ll have peace of mind that your foundation is solid. You can also add flatwork to your property, such as sidewalks, patios, and parking lots. These slabs are typically 4-6 inches thick.
Horizontal cracks are an indication that your foundation needs repair. These are caused by hydrostatic pressure coming from outside walls, and they can eventually lead to the foundation failing. While most foundations are designed to withstand water pressure, additional pressure caused by heavy rains or flooding can result in serious cracks. Because of the risk of foundation collapse, you should have your foundation repaired as soon as possible. Regardless of the cause, it is important to act fast.


Substation Earthing covers a vast number of installations from Padmount, Pole or Kiosk Substations to Transmission and Zone Substations.
Earthing Solutions has the capability and experience to install the complete range of earthing systems from the start to the finish of a project including supply and installation by qualified and authorised staff and project managers.
Testing and certification is provided at the completion of the project with relevant paperwork submitted to the appropriate authorities to ensure compliance.
Substation Earthing Projects
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For reliable earthing and lightning protection services, call Earthing Solutions.


Dredge Bucket Wheel
HI-SEA dredge bucket wheel is a highly efficient tool for dredging a wide range of soil types. The compact design with an integrated drive system makes for a high wheel torque in conjunction with lower power losses,excellent cutting properties, a constant dredging output in both directions of swing, and the almost complete absence of blockage ensure high production.
HI-SEA dredge bucket wheel suction pipe diameter range from 450mm to 850mm,max.diameter of wheel range from 2700mm to 6000mm,power range from 110kw to 2000kw.
HI-SEA dredge bucket wheel can be customized to the client’s specific requirements, and receive the third party inspection and certification, such as LR,BV, DNV, CCS.
- Total 2 found


EDMONTON CONSTRUCTION/ EXCAVATION COMPANY
Whether, your project involves excavating soil in preparation for underground utilities or backfilling after installing underground services, you can count on us for safe, quality, and efficient work.
Our leadership team will start by developing a comprehensive risk management strategy, primarily identifying the inherent risks and challenges. Engaging us early on in your project automatically subjects it to our rigorous quality and project management systems. That’s how we ensure your project’s complete on-time, on-budget and to your specifications.
We offer a range of backfill and excavation services that include:
- Design / Build Earthworks and Utility Projects
- Earthworks & Aggregate Hauling
- Grading and Surface Improvements
- Contaminated Soil and Remediation
- Ground Stability Assessments, Design & Implementation
- Road Construction
- Retaining Walls
- Environmental Reclamation
- Overburden Stripping
- Landfills Construction and Reclamation
- Parkade Excavation
- Detail Excavation and Backfill
All these services are provided while making safety a priority, Meadow has maintained a COR Safety status since its inception. Having works in commercial, residential, municipal and industrial site work. We are able to draw from past experience to provide the best work practices.


Highway 15 Lane Closures Starting Monday
07/13/2012 - 9:45 AM
Drivers on Highway 15 will encounter single lane traffic in Sartell and St. Cloud during non-rush hours starting on Monday, July 16th. The closures will occur as needed on both directions of Highway 15 between Stearns County Road 120 and the Sauk River Bridge through the 2012 construction season.
The lane closures are needed as crews begin work on the Highway 15 and Stearns County Road 120 diverging diamond interchange project.
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In recent times, the construction industry has come to appreciate the practicality of video production as a means of obtaining an all-encompassing perspective of construction projects. The use of drones and other video recording technologies allow construction companies to capture divers footage from multiple elevations and angles, thus promoting a better understanding of project advancement. Additionally, video production is an effective tool for safety training, enabling the simulation of real-life situations and presentation of safe work practices.
BLARE Media adopts a personalized approach when working with clients in the construction industry to create videos that cater to their individualized needs. By engaging with stakeholders, we identify the intended purpose and objectives of the video, and utilize our professional aptitude to produce captivating and informative content that showcases the construction project’s evolution, safety protocols, and other salient elements.


Retrofitting Robson Central
November 16, 2018 | By Jillian Morgan
A Vancouver heritage building is overhauled with efficient heating and cooling systems and new technology
Morguard Investments Limited has brought a decades-old structure in downtown Vancouver, BC into the 21st century.
The retrofit of Robson Central, a former library, focused on reducing energy consumption and maintaining comfort throughout its 24 hour a day, seven day a week operating cycle.
“Morguard’s team and Robson Central’s tenants worked together to overcome different challenges,” said Tom Johnston, vice president of property management, western region, at Morguard. “The key aspect to making the planned approach successful was the tenants’ openness to collaboration.”
Located in the city’s shopping district on the corner of Robson and Burrard streets, the building is home to Bell Media/CTV, the Globe and Mail and several retail tenants.
The addition of variable speed drivers, a direct digital control system and innovative software analytics to the more than 60-year-old building allowed Morguard to achieve a 20 per cent reduction in energy consumption over the course of 2017.
At 130,000-square-feet, it reached an energy-spend of 5.42 equivalent kilowatts per hour (ekWh) per square foot (sf), down from 68.6 ekWh/sf in 2016.
Heating and cooling for the building is provided by air handling units (AHUs) distributing conditioned air through duct systems with variable air volume (VAV) and fan-powered terminals to ceiling diffusers and floor grilles.
A central steam-to-water heating system supplies hot water through a piping system to heating coils in AHUs and reheat-coils in VAV and fan powered terminals supplying perimeter areas.
A base building chilled water plant supplies chilled water through piping systems to cooling coils in the AHUs. A second chilled water plant supplies chilled water to supplemental air handling units in the areas occupied by a single tenant.
“In terms of the ventilation system, five AHUs provide the base heating, cooling and ventilation for the building,” Johnston said. “These air handling units have economiser dampers, heating and cooling coils, supply and return fans with variable speed drives for variable air volume operation and cooling with outside air. The base air handling units supply both interior and perimeter spaces.”
Mechanical systems–down to the zone level of the building–are controlled by a direct digital control (DDC) system, installed by ESCAutomation. Modern Systems installed the original DDC system, now fully replaced, in 1995.
Morguard also introduced a single building management system (BMS) platform and tailored software analytic rules, reports and features, including the Golden Standard, which is being used to monitor all changes made to the BMS and alert users of differences between current energy usage and set standards.
“This feature provides a dynamic update of indicators, creating opportunities for improvement and better use of resources,” Johnston said.
The building was also recommissioned entirely to improve operation of all equipment and systems, undergoing an investigation by the company to identify problems and systems integration issues.
“[The retrofit] was successful thanks to the installation of submeters for all tenants [and] training provided by our consultant to all our tenants, so they could be able to access to the building’s system to control their zones, and the installation of base building equipment to provide accurate data and monitoring utility usage,” Johnston said.
Despite the challenges of retrofitting a heritage building home to major tenants, Morguard earned a LEAP (Leadership in Environmental Advancement Program) award in June from the Healthcare of Ontario Pension Plan for the building’s reduced energy consumption.
“The LEAP award received in 2018 from the Healthcare of Ontario Pension Plan encourages us to keep innovating and pursuing energy efficiency throughout all our operations,” Johnston said. www.morguard.com


Project - Oaks Landfill Leachate Pretreatment
Project: Operation and Maintenance of the Oaks Landfill Leachate
Facility, Montgomery County, MD
Facility: Leachate Pretreatment Facility Oaks Landfill, MD
EEMA designed and constructed a leachate pretreatment
plant and oil and grit separator for Montgomery
County, MD, at the Oaks Sanitary Landfill. EEMA is
currently operating this facility.
The pretreatment system, which is housed within a pre-engineered
building, also includes the following:
- pH adjustment and primary clarification for the
removal of metals, suspended solids, and insoluble
biological oxygen demand (BOD).
- Biocells for BOD and chemical oxygen demand (COD) reduction.
- Secondary clarification to settle biological solids.
- Sludge holding tank and lime slurry tank.
- Filter presses for dewatering sludge to 20% to 30%
Along with the design and construction of the pretreatment
facility, EEMA secured all permits related to
plant construction. This included reviews by local county
agencies for storm water and sedimentation control
and general construction permits, state permits for
potable water and sanitary facilities, and state permits
for electric power. The plant effluent discharges to the
WSSC wastewater collection system.


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For the $493-million upgrade to the Newtown Creek Water Pollution Control Plant (WPCP) in Brooklyn, NY, for the New York City Department of Environmental Protection, heavy construction equipment has been facilitating work on the project since it began in September 2003.
According to Ali M. Catik, a project executive of Slattery Skanska Inc. of Whitestone, NY, the lead partner in the general contracting joint venture of Slattery, Picone, McCullough and Perini Corp. (SPMP), the project called for the upgrading and expansion of the plant, which is New York City’s largest wastewater treatment facility and one of the largest WPCPs in the nation.
“The new construction and upgrade to the existing facility will incorporate unique process developments,” he said.
Catik added that it also will feature a modern grit removal system that is intended to eliminate the need for primary settling tanks. There also will be a full floor coverage air diffuser system in the aeration tanks that will enhance the biological process.
“The introduction of polymer and a flocculation zone in the sedimentation tanks are intended to reduce the suspended solids in the effluent,” Catik said.
“The objective of the project,” he continued, “is to increase the capacity of the plant while keeping its operations within federal guidelines.”
Included in the project will be 145,000 cu. yds. (110,860 cu m) of concrete, 24 million lbs. (10.8 million kg) of reinforcing steel, 1.7 million sq. ft. (157,935 sq m) of formwork, 100,000 linear ft. (30,480 m) of pipe, 200,000 cu. yds. (152,911 cu m) of excavation, 300,000 sq. ft. (27,871 sq m) of New North Battery Tanks to treat 100 million gal. (378 million L) per day during normal operations, and nine new 2,000 hp. (1,491 kW) Process Air Blowers with a 96-in. (244 cm) diameter stainless steel distribution system.
At any given time, Catik noted, the project’s peak work force exceeded 450 employees.
“The project presented many safety challenges,” he said. “The work force regularly exceeds 400 people working adjacent to and within the existing sewage treatment plant. SPMP assigned a full-time safety manager to administer the general contractor’s job-site safety program. Construction plans are used extensively to plan work and identify and mitigate hazards. Training, both general awareness and specific to work activities and hazards is given the highest priority.”
Catik also said “The joint venture’s re-engineering capabilities have contributed to the success of the project. In accordance with the contract documents, rakers, struts and reaction slabs were required throughout the project. Slattery Skanska’s engineering group in conjunction with field staff successfully eliminated all of the rakers from the project. The elimination of the rakers was accomplished by increasing sheeting size, modifying bracing, incorporating king piles and re-evaluating and studying the hydrostatic loads on the support of excavation.”
In addition, he said, custom designed wall, elevated slab and haunch formwork from several manufacturers has been utilized on the project to overcome challenging geometry and logistics of the project.
And, “Challenging site conditions,” Catik said, “have forced us to use a variety of different cranes to access work areas. We have used hydraulic and rough-terrain truck cranes from 35 tons to 600 tons, 150-ton and 200-ton lattice boom truck cranes, and a Liebherr LR-1160 lattice boom crawler crane and a Manitowoc 888 were both used on the ground and mounted on a barge.”
The Liebherr LR-1160, which is owned by Slattery Skanska, Catik said, is lightweight for travel on newly constructed slabs and has a high capacity for a small footprint in limited space, was used to service the concrete slab and wall construction, place concrete, erect structural steel and set piping and mechanical equipment.
Slattery Skanska also owns the Manitowoc 888. This crane, Catik noted, has a long reach and high capacity. It also can be assembled and disassembled quickly in tight areas. This crane was used to set the structural steel towers in the tanks, hoist the process air blowers and set the mini-pile rigs in the tanks.
The project also required the use of four Slattery Skanska-owned Tadano 450XL cranes, which offer heavy steel gang forms that require a hook with each carpenter crew, to facilitate operations throughout the job site, he added.
A Liebherr TM 1500 600-ton (544 t) hydraulic crane, rented from Bay Crane in New York City, was used to specifically set a 100-ton (91 t) steel truss at a 60-ft. (18.3 m) radius, while a Demag AC-40 crane, which also was rented from Bay Crane, was used to operate inside the existing building to set the 96-in. diameter stainless steel pipe required for the project, Catik explained.
The project also required the use of several excavators and loaders. They included a Slattery-Skanska-owned Hitachi 750 track excavator, which was used for its extended boom for deep and high volume excavations; a Komatsu PC-400 track excavator, which was rented from CAP of New York City, which was used to demolish existing concrete structures; a Volvo EC-460-B track excavator, which was rented from Penn-Jersey Machinery, was used for major excavation and demolition work; and a Caterpillar 345 track excavator, which was leased from H.O. Penn of New York City, was used for “difficult, high-volume excavations” and, with the help of a hammer attachment, for concrete demolition.
A Slattery Skanska-owned Caterpillar 320 track excavator, which, Catik said, provided “good traction on bad soil,” was used to maneuver in tight spaces and for breaking; and a Slattery-Skanska-owned Caterpillar 966G rubber-tired loader, was used as a utility vehicle, for loading soil and for general cleanup tasks. A Caterpillar 322M rubber-tired excavator, leased from H.O. Penn of New York, was used for trenching and exaction in tight spaces and to service mechanical trades in the trenches.
Catik said pile and sheet driving equipment included three Slattery-Skanska-owned Junttans, one a PM-40, which handled the 130-ft. (39.6 m) long, 24-in. (61 cm) diameter pipe piles and 115-ft.-long (35 m) piles that were barged in and was used to drive these piles; the PM-23. which was used to drive steel sheeting and timber piles in tight work areas and because they were able to be maneuvered inside existing tanks; and the PM-20L, a custom-made lightweight rig for working in existing tanks that was used to drive H-piles inside the existing tanks.
According to Catik, four additional Slattery-Skanska-owned pile and sheet driving rigs also were used. They included the Davey Kent DK 525, which was used to install 8.5-in. (21.5 cm) diameter mini piles in the existing tanks; a Bauer BG-22, which was used to auger 24-in. (61 cm) pipe piles; a Caterpillar 966F, which was used to unload and transport piles and sheeting; and a Manitowoc 3900, which was used to drive sheeting from the land into the water.
Completion of this contract for the upgrading and expansion of the Newtown Creek WPCP is scheduled for February 2008. CEG
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The decision to replace the tank, known as the “Blue Tank,” was made following the District’s routine inspection of the tank. The inspection revealed the tank has experienced extensive corrosion. The tank also suffers from previously identified buckling damage from the 1989 Loma Prieta Earthquake. The combined condition of the corrosion and earthquake damage to the tank warrants immediate replacement. The tank has been emptied and taken offline. Water storage and supply has been shifted to the larger, 100,000-gallon Pasatiempo Tank located near Mañana Woods.
The new, bolted-steel tank will hold 65,000 gallons of water. In response to input from the community, the tank will be painted light brown. The steps in the process to install the new tank include removal of the current tank for recycling, geotechnical and structural review of the site and installation of the new tank. The project is estimated to cost approximately $100,000 and will be funded through the District’s general fund. Construction is estimated to be completed by the end of November 2017.
The Blue Tank, named for its exterior color, was originally installed in the 1980s by the Mañana Woods Mutual Water Company, which was acquired by the San Lorenzo Valley Water district in 2005.
ABOUT THE SAN LORENZO VALLEY WATER DISTRICT
The San Lorenzo Valley Water District is located in the mountains of northern Santa Cruz County. The district serves more than 7,800 metered connections. Established in 1941, the district supplies water to the communities of Boulder Creek, Brookdale, Ben Lomond, Zayante, Scotts Valley, Mañana Woods, Felton and Lompico. For more information, visit www.slvwd.com or www.facebook.com/slvwaterdistrict.


How to Build Cement Slab
May 24, 2011
How to Build Cement Slab
Homeowners can save thousands of dollars by learning how to build a cement slab and doing the work themselves rather than hiring a concrete contractor. Even though we think of the cement slab as the foundation of the garage or shed it actually needs a proper base prepared before pouring the concrete to prevent foundation failure.
If the cement slab support, or base, is not properly prepared and level there will be stress where the concrete will try to bend. Concrete is very strong with compression, but not so much with tension. Tension stress is when the cement is pulled apart such as when concrete is bent (one side of the bend is being compressed while the other side is pulled apart) and this can occur if the base is not level or properly compacted.
The most important aspect of a proper slab base is that it is uniform, or level, to provide consistent support throughout the entire area. This is even more important than the strength of the base so special attention should be used to accurately level the base.
To clarify the terminology the American Concrete Institute’s definitions follow:
Subgrade – native soil (or improved soil), which is usually compacted.
Subbase – layer of gravel on top of the subgrade.
Base – layer of material on the subbase (directly under the cement slab)
For garage and shed cement slabs there is typically only one size gravel for a base. This depends on the soil conditions and any engineered design requirements. In cold climates a 24′ x 24′ garage slab on solid ground that is quite level may only require leveling with a Bobcat or mini-excavator and then adding one dump truck load of 3/4” gravel.
In warm climates it may be acceptable to place the cement slab on top of the natural ground if it is stump-free and compactable. One complication of this method is efficient drainage. Gravel is porous and therefore excellent for drainage. Special attention to grading away from the cement slab is important to prevent water from entering the garage or shed and also to prevent slab floating. Floating occurs when the water level under the slab pushed up on the slab due to poor drainage or a high water table. Poor drainage will also complicate construction with a constantly web jobsite, base compaction reduction, and base leveling.
ACT 302 recommends subbase material be compactible, easy to trim, granular fill that will remain stable and support construction traffic. 3/4” gravel is often used for subbase and it is cost effective and usually readily available. The minimum thickness is 4” and is often much thicker.
Build the concrete forms with lumber such as 2×2, 2×6, 2×8, or 2×10 and double up or stack as necessary for cement slabs with thickened edges. Place supports every four to six feet on the outside of the forms to prevent the concrete from blowing out the planks. This can be achieved by using 2×4 stakes pounded into the ground flush with the form, backfilled with gravel or earth, or supported by nearby structures such as trees. Use a level or transit to level the forms at the desired elevation.
Install foundation foam if appropriate. This is typically 2.5” styrofoam in 2′ x 8′ size.
Install vapor barrier over the foundation foam.
Install rebar as required. This is often installed with two rows within the thickened area of the slab and held in place by tying to shorter rebar that are used as stakes.
Install #10 wire mesh if appropriate. The wire mesh comes in 6′ x 6′ sections and should overlap by at least 6”. The wire mesh can sit on special “chairs” that are available from the local build materials supplier for a nominal fee.
Use a bull float or a fresno trowel to level and smooth the concrete.
Use a concrete trowel to level and smooth the edges of the cement slab.
Use a concrete machine trowel to machine polish the slab once the concrete is hard enough to support the weight.
Allow the concrete a day to cure and then strip the form and backfill as necessary.


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Programme Engineer (00db8affd048)
Degree or higher-levelqualification in engineering (e.g., BSc, BEng, MSc CivilEng.) Minimum of 12 years relevant andpractical experience within major water / wastewater utilityorganisation(s) Minimum of 2 years relevantexperience in organisation(s) undergoing significanttransformation Programme management experiencefor complex construction works over 100m QAR value.PreferredChartered StatusPMP Certification


The application of "Decision Aids for Tunneling (DAT)" to the Sucheon tunnel in Korea
Author(s)Min, Sangyoon, 1973-
Application of DAT to the Sucheon tunnel in Korea
Massachusetts Institute of Technology. Dept. of Civil and Environmental Engineering.
Herbert H. Einstein.
MetadataShow full item record
The Decision Aids for Tunneling (DAT) allow engineers to simulate tunnel construction considering uncertainties in geology and construction processes for a given tunnel project and to obtain, as a result, distributions of the total cost and duration of tunnel construction. The DAT can be applied to every tunnel situation and can deal with any condition regarding a particular tunnel. The research presented in this thesis demonstrates the applicability and suitability of the DAT for the Sucheon tunnel in Korea. For this study, several developments or modifications of the program, SIMSUPER (the computer code of the DAT) were made and many simulations were run with several case studies and some parametric studies. The different time-cost distributions and other results reflecting differences in tunnel construction were analyzed. A new development of the DAT in form of calendars in SIMSUPER was made to be able to keep track of specific and real calendar dates. This study on the DAT application to the real tunnel project in Korea can be a model for the future DAT applications in tunnel projects and this will also lead and accelerate further applications of the DAT to other tunnel projects.
Thesis (S.M.)--Massachusetts Institute of Technology, Dept. of Civil and Environmental Engineering, 2003.This electronic version was submitted by the student author. The certified thesis is available in the Institute Archives and Special Collections.Includes bibliographical references (p. 99-100).
DepartmentMassachusetts Institute of Technology. Dept. of Civil and Environmental Engineering.
Massachusetts Institute of Technology
Civil and Environmental Engineering.


ISO 1006:1983 Preview
Building construction -- Modular coordination -- Basic module
This standard was last reviewed and confirmed in 2015. Therefore this version remains current.
Establishes the value of the basic module, represented by the letter M, for use in modular coordination of buildings. Applies to the design and construction of buildings of all types in accordance with the principles and rules of modular coordination laid down in ISO 2848. The international standardized value of the basic module is 1 M = 100 mm.
Status : PublishedPublication date : 1983-11
Edition : 2Number of pages : 2
Technical Committee:Buildings and civil engineering works
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A standard is reviewed every 5 years
Revisions / Corrigenda
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Will be replaced by


- What features of an urban environment increase the risk of flooding?
- How can we prevent urban areas from flooding?
- How does rapid development cause problems like flood?
- How can flash floods be overcome?
- What are physical causes of flooding?
- How is Urbanisation affected by climate change?
- How does climate change cause flooding?
- How does increasing urban areas cause flooding?
- How does Urbanisation affect river discharge?
- What are the effects of flash floods?
- What causes flash flood?
What features of an urban environment increase the risk of flooding?
In addition to climate change, there are urban design features that can exacerbate the risk of flooding (e.g.
reduction in urban green space, increase in hard surfacing, increased density of development and, potentially, increased barriers to flood flows such as road embankments)..
How can we prevent urban areas from flooding?
10 measures to prevent (urban) floodingCreate a ‘sponge city’ … Green roofs/rooftop gardens. … Create flood plains and overflow areas for rivers. … Separating rainwater from the sewer system. … Install water infiltration and attenuation systems. … Keep the sewer system clean, so it can do its job. … Sustainable drainage: permeable pavement, sidewalks and gardens.More items…•
How does rapid development cause problems like flood?
The changes in land use associated with urban development affect flooding in many ways. Removing vegetation and soil, grading the land surface, and constructing drainage networks increase runoff to streams from rainfall and snowmelt.
How can flash floods be overcome?
10 measures that must be taken to prevent more flooding in the…Introduce better flood warning systems. … Modify homes and businesses to help them withstand floods. … Construct buildings above flood levels. … Tackle climate change. … Increase spending on flood defences. … Protect wetlands and introduce plant trees strategically. … Restore rivers to their natural courses. … Introduce water storage areas.More items…•
What are physical causes of flooding?
Physical causes of flooding: heavy rainfall. long periods of rain. snowmelt.
How is Urbanisation affected by climate change?
The urban poor are most at risk from the increased intensity and frequency of storms, flooding, landslides and heat waves that climate change is causing or will cause. … There are also significant overlaps between climate-change adaptation and building resilience to extreme weather/disasters.
How does climate change cause flooding?
Floods are made more likely by the more extreme weather patterns caused by long-term global climate change. … Extreme floods can be triggered by intense precipitation, longer duration, close repetition of precipitations or a combination of these.
How does increasing urban areas cause flooding?
The likelihood (i.e. hazard) of pluvial flooding occurring is higher in urban areas due to the high proportion of tarmacked and paved surfaces, which limit water infiltration and increase the amount of water running off the ground surface as well as it’s speed.
How does Urbanisation affect river discharge?
Area that have been urbanised result in an in crease in the use of impermeable building materials. This means infiltration levels decrease and surface runnoff increases. This leads to a short lag time and an increase in peak discharge.
What are the effects of flash floods?
Flash flooding can have devastating consequences and can have effects on the economy, environment and its people. During floods, especially flash flooding, houses, offices, hospitals, transportation, roads, bridges, water tanks are destroyed. People become homeless.
What causes flash flood?
Flash floods occur within a few minutes or hours of excessive rainfall, a dam or levee failure, or a sudden release of water held by an ice jam. … Most flash flooding is caused by slow-moving thunderstorms, thunderstorms repeatedly moving over the same area, or heavy rains from hurricanes and tropical storms.