March/April
2002
Highway
Quality
Awards
by
the National Partnership for Highway Quality
The
National Partnership for Highway Quality (NPHQ) recognized 26 states
for their outstanding highway projects. These states received their
awards at the 2001 NPHQ National Achievement Award ceremony on Nov.
29, 2001, at the NPHQ Conference in Fort Worth, Texas.
The
awards, which aim to ensure that quality remains a focal point in
all aspects of the highway program, were presented in five levels
or categories. The top-level National Achievement Award winner was
Pennsylvania. Maryland received the Special Recognition for a Small
Project (less than $20 million) award, and Special Recognition for
a Structure Project was given to North Carolina. Eight states —
Arizona, Indiana, Iowa, Kansas, Kentucky, Michigan, Oregon, and Texas
— were Gold Level Award winners. NPHQ State Award recipients
were Connecticut, Delaware, Florida, Georgia, Illinois, Louisiana,
Minnesota, Montana, Nebraska, New Jersey, New Mexico, South Carolina,
Utah, Virginia, and Washington.
The
National Partnership for Highway Quality is the successor name of
the former National Quality Initiative (NQI). NPHQ is dedicated to
continuous quality improvement in the planning, design, construction,
and maintenance operations of the nations highways. NPHQ is
the only nationally formed organization that combines public- and
private-sector highway expertise to promote keeping the nations
highway system in the highest possible quality condition and to improve
its safety and service to the public.
The
following organizations are members of the NPHQ Steering Committee:
- American
Association of State Highway and Transportation Officials (AASHTO).
- American
Concrete Pavement Association.
- American
Consulting Engineers Council.
- American
Public Works Association.
- American
Road and Transportation Builders Association.
- American
Traffic Safety Services Association.
- Asphalt
Institute.
- Associated
General Contractors of America.
- Federal
Highway Administration.
- National
Asphalt Pavement Association.
- National
Ready Mixed Concrete Association.
- National
Stone, Sand, and Gravel Association.
![Picture of the Highway Quality Award](images/06img01.jpg)
Our
aging infrastructure challenges for state highway agencies and contractors
to upgrade, rehabilitate, and maintain our ways. These challenges
dictate these projects must be cost-take less time to build and open
traffic, be of high quality, and longer. Highway engineers and contractors
must also look for new and innovative techniques and practices that
improve highway work and better satisfy the needs of todays
highway users. Higher quality and longer lasting highways are built
when state highway agencies, designers, contractors, and suppliers
come together and cooperate as project delivery teams that are customer
focused and quality oriented.
While
customer satisfaction surveys show that much of the public believes
that the highway system has improved, they also show that the public
expects their highways to continue to get better.
NPHQ
strives to be aware of customer needs and to champion and encourage
implementation of successful strategies used by state, county, and
city highway, road, and street programs. It emphasizes the use of
customer-focused contracts and customer-focused project delivery teams
that complete construction and maintenance work in a more timely,
less disruptive, and safer manner for the customer — the driving
public.
These
award winners were selected on the basis of the following criteria:
quality process and results, customer focus, teamwork, innovation
and value, and long-term improvement.
2001
NPHQ National Achievement Award —Pennsylvania
The
22/Renew Expressway Improvement Project illustrates Pennsylvanias
continuing commitment to excellence. Innovation, teamwork, and public
involvement were guiding principles in this $70 million reconstruction.
This eight-mile (13-kilometer) section of U.S. Route 22 included reconstruction
and rehabilitation of 12 bridges; modification to five interchanges;
and deployment of an intelligent transportation system with ramp metering,
variable message signs, and highway advisory radio.
U.S.
22 is the principle east-west urban expressway in the Lehigh Valley.
This four-lane, limited-access artery carries an average of 85,000
vehicles per day. Through the innovative use of traffic management
strategies, congestion during the project was greatly minimized. These
strategies included maintaining four traffic lanes through the work
zone during peak traffic periods, compression of the construction
schedule from three to two years, and deployment of a real-time traffic
control and motorist advisory system.
![Aerial photo of a section of U.S. 22 in Pennsylvania](images/06img02.jpg)
2001
NPHQ Special Recognition for a Small Project (less than $20 million
investment) — Maryland
The
Maryland State Highway Administrations (SHA) first large-scale
use of the design-build process was the first phase of the U.S. Route
113 project. With rapid growth in the area, the need for improved
transportation infrastructure was critical. Recognizing that teamwork
and partnership with the local officials was imperative, SHA worked
to build trust and cooperation with a customer-focused approach.
The
project resulted in three miles (five kilometers) of dualized highway
in a critically needed area. The fast-track completion of this project
was made possible through innovation at both the coordination level
and the construction site. Completed 18 months ahead of projected
schedules, this project featured innovations that streamlined the
permit system and helped to create a flexible design that could adapt
to onsite modifications. This was also the first use in Maryland of
cement-amended fly ash, and new quality assurance plans were needed.
Conscious
efforts were made on site to preserve and complement the natural elements.
Innovative uses of the natural terrain led to the dual use of adjacent
natural marshes and ponds to assist in highway drainage and to protect
the environmentally sensitive Coastal Bays watershed.
![Aerial photo of a section of U.S. Route 113 in Maryland](images/06img03.jpg)
2001
NPHQ Special Recognition for a Structure Project — North Carolina
Completed
in 1999, the Neuse River Bridge in New Bern, N.C., was a major undertaking
designed as a regional solution to increased traffic, as well as to
remove navigational barriers presented by the existing John Lawson
Bridge. A $93 million project, the bridge is actually a series of
12 interconnecting bridges joining two major U.S. transportation routes
and one state route. With a length of 10,000 feet (3,048 meters),
a height of 65 feet (20 meters) at its apex, and a 100-year design
life, the Neuse River Bridge used 49 million pounds of steel (22,222
metric tons) and 200,000 cubic yards (153,000 cubic meters) of reinforced
concrete.
The
North Carolina Department of Transportation (DOT), recognizing the
beauty of Craven County, sought to maintain and improve the environment
surrounding this coastal community. Through cooperation at the local
level and close work with the U.S. Army Corps of Engineers, the North
Carolina DOT not only restored wetlands as the bridge was built, but
they also maintained the water quality for wildlife and enhanced the
view of the river in this popular tourist destination.
![Aerial photo of the Neuse River Bridge in New Bern, NC](images/06img04.jpg)
2001
NPHQ Gold Level
Arizona
The
Interstate 17 design-build freeway project, the largest single construction
contract in Arizona history as well as the first ever design-build
project in Arizona history, reconstructed and widened a seven-mile
(11-kilometer) stretch of three mixed-use travel lanes connecting
downtown Phoenix to the rapidly expanding northern suburbs. Known
as the Black Canyon Freeway in the Phoenix metropolitan area, I-17
is 150 miles long (241 kilometers long) and connects the I-10 and
I-40 freeways, the two principal east-west interstate highways across
Arizona. Major project features included the reconstruction of two
overpass structures and eight traffic interchanges. A high-occupancy-vehicle
lane was also added to the freeway.
![Aerial photo of a section of Interstate 17 in Arizona](images/06img05.jpg)
Indiana
Finished
in one construction season, the design-build reconstruction of the
I-65 project was the first total reconstruction of roadways and bridges
using the design-build method in Indiana. The project included six
new lanes and the laying of 15-inch-thick (38-centimeter-thick) concrete
pavement on I-65 from U.S. 30 north to 52nd Avenue. Five bridge structures
were also replaced. With traffic peaking at more than 100,000 vehicles
per day, this showcase of teamwork, scheduling, and coordination was
completed while maintaining two lanes of traffic in each direction.
![Aerial photo of I-65 project in Indiana](images/06img06.jpg)
Iowa
The Iowa
DOT used a unique design partnering process to garner
local support and overcome opposition dating back to the 1960s to
improve U.S. 71. Bisecting a chain of lakes and small communities,
this two-year, $40 million project widened the existing roadway to
three lanes in the cities of Arnolds Park and Okoboji. The remainder
of the corridor was widened to four lanes. A new bridge was constructed
in an environmentally sensitive area. Special erosion control measures
were taken to minimize the effect of the bridge on West Okoboji Lake,
a rare deep-blue, spring-fed lake. The Dickinson County project finished
a full construction season ahead of schedule.
![Photo of bridge in an environmentally sensitive area in Iowa](images/06img07.jpg)
Kansas
This
$18.5 million reconstruction of I-135 in Sedgwick and Harvey counties
featured the laying of 390,000 square yards (326,079 square meters)
of 11-inch-thick (28-centimeter-thick) concrete pavement. The reconstruction
included improvements to 14 ramps, 2-1/2 interchanges, and several
rest area ramps. Through the use of innovative methods such as double-lane
crossovers and a concrete maturity meter, this quality control/quality
assurance project came in a full season early with administrative
and engineering cost savings estimated at $1.9 million.
![Aerial photo of a section of I-135 in Sedgwick and Harvey counties in Kansas](images/06img08.jpg)
Kentucky
In a
record 107 hours, the Kentucky Transportation Cabinet completed the
bridge joint replacement project on a section of I-65 in Louisville.
Faced with traffic peaking at more than 133,000 vehicles per day with
trucks comprising 40 percent to 60 percent of the traffic, it was
apparent that traditional construction methods would cause major headaches
for highway users and construction crews alike. Adopting a Get
In, Get Out, and Stay Out philosophy, the contractors and the
Transportation Cabinet created an encompassing six-point strategy
that was both safe and avoided unnecessary inconvenience. The whole-piece
replacement process eliminated cold joints in the replaced concrete
and asphalt, allowed the replacement of butt joints in steel plates
used for the new joints, and allowed better compaction of the laid
asphalt.
![Aerial photo of bridge joint replacement project on a section of I-65 in Louisville, Kentucky](images/06img09.jpg)
Michigan
This
project was the reconstruction of a 1.2-mile (nearly two-kilometer)
section of the U.S. 131 S-curve, which included five bridges, in the
heart of Grand Rapids, Michigans second most populous metropolitan
area. The Michigan DOT and its partners planned, designed, and constructed
this project in less than two years. The urgency of this project became
apparent when a 1998 survey showed the Grand River bridge had been
damaged by the settlement of the riverbed. The thorough planning included
time for archaeologists and a local Indian tribe to rescue artifacts
from a 2,000-year-old Indian village discovered during the construction.
![Aerial photo of reconstructed section of U.S. 131 in Michigan](images/06img10.jpg)
Oregon
Due to
increasing congestion in the heart of the Grants Pass business
district and concern for public safety, the Oregon DOT embarked on
the 6th and 7th Streets Couplet Project. This $12.5 million project
included the removal and replacement of approximately five miles (eight
kilometers) of existing roadway from curb to curb at a depth of up
to four feet (1.2 meters) and the placement of almost three miles
(4.7 kilometers) of storm drain pipe and 60 manholes. Despite unforeseen
obstacles, such as an unmarked well under the roadway and the discovery
of hundreds of old railroad ties and rails, the project was completed
within 3 percent of budget and made the most significant improvements
to the roadway in half a century.
![Photo of road in Oregon](images/06img11.jpg)
Texas
A key
component of an initiative to construct the new Veterans International
Bridge at Los Tomates was the careful coordination among U.S. and
Mexican local, state, and federal agencies. The U.S. 77/83 Los Tomates
Expressway Extension project linking Brownsville, Texas, with Matamoros,
Mexico, included new, elevated main lanes; construction of frontage
roads; and improvements to the International Boulevard intersection.
Other significant aspects of the project were the relocation and construction
of a new 47-acre (19-hectare) park and the dedication of a new 175-acre
(71-hectare) wildlife preserve. With the completion of the bridge
and 10 other projects, international trucking can now bypass the heavily
congested downtown corridors of Brownsville and Matamoros.
![Photo of the New Veterans International Bridge at Los Tomates](images/06img12.jpg)
2001
NPHQ State Award
Connecticut
Thread
City Crossing, known locally as the Frog Bridge, is a new four-lane
structure over the Williamantic River, in Windham, Conn. The new structure,
which replaces an existing stone arch structure that was too narrow
and had restricted vertical clearance, enables safer and more efficient
traffic flow through the downtown historic area. Adorning the ends
of the bridge are 10-foot-tall (three-meter-tall) bronze frogs inspired
by a 350-year-old legend that gives the town its nickname Frog
City. The project was completed at a cost of $14.6 million and
nearly a year ahead of schedule.
![Photo of Frog Bridge in Connecticut](images/06img13.jpg)
Delaware
Because
of traffic volumes of more than 100,000 vehicles per day, the Delaware
DOT began an ambitious rehabilitation project of a 30-year-old, four-lane
section of I-95. In a successful attempt to speed up the repairs and
bring relief to the long-suffering commuters of the region, each direction
of travel along I-95 was closed in succession. All traffic was funneled
onto the other side until repairs were finished, then all traffic
was shifted to the repaired side. This was the first time that this
technique had been tried on the East Coast. Adoption of this method
allowed completion of the project in 192 days.
![Aerial photo of section of I-95 in Delaware](images/06img14.jpg)
Florida
Aware
that the Florida Everglades are one of the worlds unique ecosystems,
the Florida DOT took great care when constructing the I-75 Miami Canal
Rest and Recreation Facility. They combined an environmentally sensitive
design with a customer-focused outcome. The project included a modified
diamond interchange, mid-level bridge construction, an 8,500-square-foot
(790-square-meter) rest area building, five boat ramps with floating
docks, 2,000 square feet (186 square meters) of retaining wall, and
220 parking spaces spread over eight lots. The project took 911 days
to build.
![Aerial photo of section of I-75 Miami Canal Rest and Recreation Facility](images/06img15.jpg)
NPHQ
Organization
NPHQ
is guided by a steering committee of representatives from each
of the member organizations. This committee is co-chaired by
a representative from the AASHTO Standing Committee on Highways
and by a representative of private-industry members of NPHQ.
Program activities and operations are guided by a long-range
plan to continually improve the quality of the highways in the
United States.
The
NPHQ Long-Range Plan has the following four goals:
- Enhance
NPHQ to improve cooperation among industry; state, federal,
and local agencies; and academia.
- Regularly
identify customer needs.
- Promote
safe highways and safe work zones.
- Champion
the development and implementation of strategies that address
customer needs.
The
NPHQ Steering Committee leads this program and strives to encourage
all of the states to consider using good practices that are
being successfully used in various state highway programs. Four
subcommittees, an administrator, and a secretary carry out the
directions of the Steering Committee.
The
Awards Subcommittee oversees the NPHQ awards programs. It evaluates
nominations and makes recommendations to the Steering Committee
for the selection of award winners. It strives to increase participation
of the states in these awards, and it monitors the NPHQ awards
programs to ensure their adequacy and effectiveness. The awards
program consists of the NPHQ National Achievement Award and
the NPHQ Making a Difference Awards, which are given in alternate
years.
The
Communications Subcommittee guides NPHQ outside communications,
publications, marketing, and the Web site. It leads the NPHQ
Special Communications Team that channels information about
the
NPHQ
program through the member organizations.
The
Measurements Subcommittee is responsible for verifying and providing
data that shows the quality of the nations highways. It
evaluates the measures being used to validate quality improvement
and is constantly searching for new measures. The subcommittee
shares information with other subcommittees for use in their
areas of responsibility.
The
State Quality Programs Subcommittee works to promote local quality
programs in the various states and in the local road and street
programs. It guides the NPHQ State Quality Program Lead States
Team, which is able to serve as a mentor to other state quality
programs that want to start or improve an existing program.
It also monitors the accomplishments and innovations being implemented
by the state quality programs and forwards that information
to the Awards and Communications subcommittees for consideration.
|
Georgia
An example
of interstate cooperation and communication, the 13th Street Bridge
Project was built with the goal of providing easier access between
Columbus, Ga., and Phenix City, Ala. — two communities separated
by the Chattahoochee River. The bridge project involved precise coordination
among the two states, local governments, and a private corporation.
With a total length of 1,234 feet (376 meters), the bridge contains
more than one million pounds (453.5 metric tons) of substructure and
superstructure reinforcing steel, 776 cubic yards (593.6 cubic meters)
of Class AAA concrete in the intermediate caps, and 3,945 cubic yards
(3,018 cubic meters) of Class AA concrete in the remainder of the
bridge. The bridge was opened to traffic on May 11, 2000, and has
greatly reduced travel time between the two communities.
![Photo of 13th St Bridge connecting Georgia and Alabama](images/06img16.jpg)
Illinois
The
McClugage Bridge, located north of downtown Peoria, Ill., carries
both U.S. Route 24 and U.S. Route 150 over the Illinois River. The
dual truss bridges, built in 1949, are among the most heavily traveled
river crossings in Peoria, averaging 42,500 vehicles per day. Over
the past 50 years, weathering and salt from snow removal had caused
the bridges to deteriorate. The Illinois DOT rehabilitated the bridges
to extend their life and safety. In all, more than 1,500 tons (1,360.5
metric tons) of new steel, 1.2 million pounds (544 metric tons) of
reinforcing steel, 5,000 cubic yards (3,825 cubic meters) of concrete,
and 17,500 gallons (66,238 liters) of paint were used in the rehabilitation.
![Photo of McClugage Bridge during rehabilitation](images/06img17.jpg)
Louisiana
The
I-10/I-610 interchange is one of the most heavily traveled roadways
in Louisiana. It was also one of the 10 worst traffic bottlenecks
in the country. An important daily commuter route between downtown
New Orleans and the westside suburbs, it also serves as a major route
in the citys hurricane evacuation plan. By combining ambitious
scheduling, contract incentives, timely materials delivery, and night
and weekend work, the three-year project was completed eight months
ahead of schedule. Originally designed for a maximum capacity of 70,000
vehicles per day, the redesigned interchange can now accommodate 176,000
vehicles per day, providing an easier daily commute and a much safer
hurricane evacuation route.
![Aerial photo of I-10/I-610 interchange in Louisiana](images/06img18.jpg)
Minnesota
The
Highway 371 project was a seven-mile (11-kilometer) grading and asphalt
resurfacing project. The newly rebuilt, four-lane, divided expressway
consists of 12-foot-wide (3.66-meter-wide) driving lanes, 10-foot-wide
(3.05-meter-wide) outside shoulders, and four-foot-wide (1.2-meter-wide)
inside shoulders. The project also included installing three signals
on the new alignment and replacing two signals on the existing alignment.
More than 1.2 million square yards (more than 1 million square meters)
of material were removed and replaced with nearly 160,000 tons (145,120
metric tons) of hot-mix asphalt, 100,000 tons (90,700 metric tons)
of gravel base, and 2,900 cubic yards (2,219 cubic meters) of concrete.
The project was finished almost a month ahead of schedule, saving
the public nearly $600,000 in user-delay costs.
![Aerial photo of a section of Highway 371 in Minnesota](images/06img19.jpg)
Montana
The
Montana DOT completely reconstructed 10th Avenue South (U.S. Route
87). The deteriorating 1950s-era, four-lane highway would become a
modern, six-lane roadway with center median and turn bays. In addition
to adding two general-purpose travel lanes, the project provided for
upgrades, such as new pavement markings, improved traffic signals,
accessibility enhancements, and storm sewer and water line improvements.
During the reconstruction project, maintaining access to the adjacent
businesses and continuing to accommodate 30,000 vehicles per day were
priorities. The 10th Avenue project was completed 95 days ahead of
schedule.
![Photo of 10th Avenue South (U.S. Route 87) in Montana](images/06img20.jpg)
Nebraska
With
a philosophy that combined strong team-building and cautious protection
of the environment, the Gering South reconstruction widened an existing
8.5-mile (13.7-kilometer), two-lane highway to a four-lane expressway.
The $13.7 million improvements included construction of a new bridge,
rehabilitation of an existing bridge, and replacement with Superpave
asphalt pavement. A unique aspect of this project involved working
around a paleontologist and his crew while they searched for fossils
in the ancient river channel. More than 420,000 square yards (321,300
square meters) of topsoil were salvaged and replaced — the most
ever salvaged on a project in Nebraska.
![Photo of 4 lane expressway in Nebraska](images/06img21.jpg)
New
Jersey
Built
in 1932, the interchange of routes 4 and 17 was designed to accommodate
9,000 cars at peak traffic. By 1998, the 66-year-old interchange was
accommodating an average of 285,000 vehicles per day. This situation
led to some of the worst traffic congestion on the eastern seaboard.
The New Jersey DOT completed a $120 million overhaul with the unprecedented
goal of completely replacing the interchange while maintaining travel
lanes for a quarter of a million motorists. Originally scheduled for
completion in April 2001, the interchange was completed 17 months
ahead of schedule.
![Aerial photo of the interchange of route 4 and 17 in New Jersey](images/06img22.jpg)
New
Mexico
The
New Mexico State Highway and Transportation Department has completed
a major reconstruction of the I-25/I-40 interchange in downtown Albuquerque.
The most significant of the five projects was one of the last —
the Carlisle and I-40 interchange, known locally as the Big
One. This project reconstructed the Carlisle Boulevard Bridge
across I-40 and the Embudo Channel to increase traffic capacity. Additional
work included the addition of retaining walls and noise-abatement
walls with aesthetic design features that reflect the citys
Southwestern heritage.
![Photo of the Carlisle Boulevard Bridge in New Mexico](images/06img23.jpg)
South
Carolina
At a
cost of $386 million, the Conway Bypass project is South Carolinas
largest ever design-build project. The 28.5-mile (46-kilometer) route
provides relief to approximately 16 million annual visitors to the
Grand Strand/Myrtle Beach area of South Carolina. The project team
overcame obstacles, including two major hurricanes and critical funding
challenges. The team created by South Carolina DOT was able to complete
the project ahead of schedule and set the standard for future construction
projects in South Carolina.
![Aerial photo of the Conway Bypass in South Carolina](images/06img24.jpg)
Utah
With
a commitment to partnership and a willingness to try new techniques,
the Utah DOT and its contractors finished widening U.S. Route 6 near
Spanish Fork under time and under budget. Through the use of a Superpave
mix design and other innovative techniques, such as use of a radio-guided,
computer-controlled grading system, Utah DOT was able to widen a two-lane
road to four lanes with a median in less than 4-1/2 months. The project
also included signing, landscaping, wetland mitigation, noise mitigation,
and traffic signals.
![Photo of widened U.S. Route 6 in Utah](images/06img25.jpg)
Virginia
The
Route 199 and Monticello Avenue Extension project took place on the
outskirts of historic Williamsburg, Va. Originally planned as a two-mile
(3.2-kilometer), two-lane highway without a median and with an interchange
at Route 199. The project changed dramatically when, four months into
the project, additional local funds were raised due to changes. In
place of the original plan, a new four-lane, urban highway with grassy
medians, curbs, sidewalks, bike paths, and underground storm water
drainage was constructed. The flexibility of the planning team facilitated
the completion of the project in phases to coordinate with the opening
of a new courthouse and shopping centers.
![Photo of 4-lane Route 199 in Virginia](images/06img26.jpg)
Washington
State
Innovative
elements of the Colville 2000 Downtown Revitalization and Transportation
Improvements Plan included traffic-calming design features and the
cooperative linkage of local economic development goals and regional
transportation goals. This strategy, in which economic development
and transportation are mutually supporting, may become a prototype
for cooperative efforts elsewhere in Washington. Phase 1 of the project
enhanced highway traffic movement by making Wynne Street, adjacent
to Main Street, a second north-south arterial route with three lanes.
Questions
about this program or requests for additional information should be
directed to NPHQ Administrator Bob Templeton at (512) 301-9899, by
fax at (512) 301-9897, or by e-mail at btemplenphq@aol.com. Information
is also available at NPHQs Web site, www.nphq.org.
The
NPHQ National Achievement Award and the NPHQ Making a Difference Awards
are presented in alternating years. NPHQ has issued the call for nominations
for the 2002 Making a Difference Awards. The nominations are due by
5:00 p.m., May 1, 2002. The NPHQ Workshop and Awards luncheon will
be held in Salt Lake City on Nov. 14, 2002. The 2000 Making a Difference
Awards recognized some 34 products, programs, and services and approximately
160 teams. The 2002 awards will recognize gold, silver, and bronze
winners in each of the four categories of these awards — partnering,
risk-taking, breaking the mold, and state quality programs.
Other Articles in this issue:
"Stone-Walling"
in Arkansas
Arkansas
Combines Best Practices for an Innovative Insterstate Rehabilitation
Program
Small
Investment, Dramatic Dividends — Saving Lives in "Blood
Alley"
National
Review of the Highway Safety Improvement Program
Weather:
A Research Agenda for Surface Transportation Program
Highway
Quality Awards
FHWA
Model Predicts Noise Impacts
Synergy
in Action: FHWA's Transportation Pooled-Fund Program