The joint venture of The Lane Construction Corporation and Security Paving Company, Inc. is constructing phase one of a design-build contract for California's San Bernardino County Transportation Authority’s $929.2 million Interstate 10 Corridor Project.
The three-phase project started in September 2018. Phase one, with an original construction cost of $672.9 million, should be delivered in early 2024.
For phase one, a new lane shall be added to the current HOV lane to provide two tolled express lanes in each direction, as well as auxiliary lanes to help motorists enter and exit the freeway. Eight bridges are being replaced, another eight are being widened and two are being upgraded. Crews are also engaged in some pavement rehabilitation.
Massive amounts of concrete are being used
Joint venture crews are using 390,000 cubic yards of concrete, including 300,000 cubic yards of Portland cement concrete pavement and 90,000 cubic yards of structural concrete - and 11,000 tons of rebar. They are also installing 78,601 linear feet of new drainage systems and excavating and removing 850,000 cubic yards of earth.
By comparison, close to 29,000 cubic yards of concrete, supplied by CEMEX, were used by Brosamer & Wall Inc. at the San Carlos Irrigation and Drainage District’s $52 million Phase 2 of the Florence Canal Reach 2 Rehabilitation and Lining Project in Arizona. The Florence Canal project is of a considerable scale in its own right but is dwarfed in scale when compared to the I-10 project.
Michael Baker International designed the roads and bridges.
Phasing traffic to permit construction at various sites is a challenge. ”It is our biggest hurdle to overcome,” said Jan Sherman, the joint venture's project director, who noted that vehicle speeds through the construction work zone have continued to be a safety concern and a challenge for the project team.
Ongoing global supply chain issues also continue to impact the production schedule.
For approximately half of the bridges, prefabricated concrete elements, such as precast box girders and precast wide flange girders are being used for superstructure construction. These parts are being produced by Con-Fab.
"A bridge can be completed in as little as six months and some can take years depending on the length of the structure and the phasing that is required to maintain traffic patterns,” said Jan Sherman, who noted that cranes are essential to this work.
Precast girder elements are delivered on an as-needed basis with girder erection for each phase of construction taking two days on average. Precast girder erection uses one or two cranes depending on piece weight and site layout restrictions.
Demolished and excavated concrete is crushed to use as base material.
Multiple companies collaborate on California concrete project
Concrete is manufactured on-site via the RexCon Model-S batch plant, which can produce over 300 cubic yards of concrete per hour. The concrete is then loaded into ready-mix trucks for structural concrete and wet-batch trucks for the paving operation. Ready-mix structural concrete is also supplied by CEMEX.
Depending on the mix, the concrete can reach strength between 10 hours and 28 days.
“There is a project-first focus and our crews take great pride in their work, placing a great emphasis on quality and safety," said Sherman.
Of the approximately 500 workers on-site daily, about half are engaged in efforts regarding concrete.
The joint-venture team is self-performing the majority of concrete work with support from cement suppliers CalPortland and Mitsubishi, aggregate supplier Vulcan Materials, ready-mix concrete supplier CEMEX, rebar subcontractor CMC, along with precast bridge girders from Con-Fab and reinforced concrete pipe supplier Thompson Pipe. Subcontractors also involved in concrete work are Malcolm Drilling for drilled shafts and shotcrete, A.M. Concrete for sidewalks and gutters, L. Johnson for CMU walls, Highlight Electric for concrete duct banks and Harber for bridge demolition.