2004 NOVA AWARD WINNERS

• Rouge Complex Sustainability Project

• Concrete Tunnel Jacking on Central Artery

• Concrete Maturity, Temperature Logging

• Fume Free Hot Mix Asphalt

• Personal Mobile Crane Simulator

• Micro-Composite Resteel
   

(click figure to enlarge)

Rouge Complex Sustainability Project
The Ford Rouge Complex Sustainability Project involved transforming an immense and infamous brown field complex into a completely remediated, environmentally friendly site. The comprehensive development plan was composed of three primary programs – Heritage Program, Infrastructure Program, and Sustainability Program, encompassing 1,100 acres and all associated public roadways and utilities. The unprecedented scope of the project required that a paradigm shift within the construction management delivery system to incorporate an unprecedented number of innovations in sustainability. In addition, planning and management provide for uninterrupted production at the existing Rouge and Ford manufacturing operations on site.
     Perhaps the most impressive element of the project is the 10.4 plus acres of "green" roof on the Assembly Building at the Ford Rouge Center, the Guinness World Book of Record's largest green roof in the world. It is a German "Xeroflor" trademark system that utilizes a lightweight 3-dimensional woven polymer fabric to hold soil to support 11 different varieties of sedum ground cover.
     The project has many unique and innovative sustainable ideas including: The creation of wetlands and five acres of storm water filtration ponds for environmental benefit and storm water control; 14 acres of porous pavements and underground groundwater storage beds; 1.25 acres of factory day lighting including 66 skylights and 10 monitors for increased visibility and therapeutic interior effect; Interior lighting is coordinated with daylight and controlled by photometric sensors; Engineered swales and indigenous plants and trees naturally clean contaminated soil and water via phyto-remediation; Lean manufacturing building and process systems; and exterior wall "greenscreens" for building shading.
 

Before

After

Porous Pavement

Green Roof Profile

(click figures to enlarge)

Cross-Section Plants

For William McDonnough + Partners:
William McDonough, AIA
Roger Schickendantz, AIA
Diane Dale, AIA
Ruyssell Perry, AIA

For Mannik & Smith Group, Inc
John S. Browning III, PE
Timothy E. Walther, PE
 

For Arcadis Giffels:
Loren Klevering
Bill Kroczolowski
Rick Shriner

For Harley Ellis:
Fareed Rifat, AIA
Matthew Bohde, AIA
Jack Bullo, AIA
Paul Goldsmith, AIA
Wendy Fry, ASLA

Loren Klevering, AIA
ARCADIS
25200 Telegraph Rd.
Southfield, MI  48034
Phone 248-936-8000
Fax 248-936-8333
Email lklevering@arcadis-us.com
Web www.arcadis-us.com

Concrete Tunnel Jacking on Central Artery
The $14.7 billion Central Artery/Tunnel (CA/T) Project in Boston is the largest infrastructure project in the United States. A major element of the project is the rebuilding of the South Bay Interchange for Interstates I-90 and I-93 and includes the extension of the existing I-90 route under the rail track system leading into and out of Boston’s South Station Railway Terminal. Three tunnel sections, collectively referred to as the “Boston Jacked Tunnels”, represent the largest, most complex tunnels ever installed in the world using jacking methods.
     The site, just 2000 ft by 1000 ft, had a harbor side and was crossed by a waterway and eight active railways that carried over 40,000 passengers and 400 train movements per day. The ground conditions were also challenging and consisted of 200 years of uncontrolled fill, believed to be contaminated, and buried obstacles, and ground cover as low as 6 feet above the tunnels. Traditional tunneling solutions could not satisfy the requirements of the Massachusetts Bay Transportation Authority (MBTA) and Amtrak .
     The ground was frozen to produce a solid stable material, which required the installation of over 2000 vertical steel pipes drilled to a depth of up to 70 feet, through which chilled brine was circulated to freeze the ground. The jacked tunnel design and method proved successful and enabled the construction of 370 feet of full-size interstate highways, with sections weighing more that 35,000 tons under an operating railway with no track relocations or interruptions. The Boston Jacked Tunnels were constructed within budget and on schedule, costing approximately $150 million and completed in four years (all three tunnels were opened to the public in January 2003). Tthe Boston Jacked Tunnels saved the railway operators and the city of Boston hundreds of millions of dollars.

Primarily responsible:
Steve Taylor
Michael Waters
Matthew Ammarello
Alan Powderham

Contact:
Hatch Mott MacDonald
177 Milk Street
Suite 620
Boston,  MA 02109
Phone 617-422-0018
Fax 617-422-0096
Email corporate@hatchmott.com
Web www.hatchmott.com

Jacking Pits in Foreground

Freeze Pipe Heads

Hydraulic Jacks at Headwall

Jacked Shield w/ Cells

Trains Pass <6 ft Above

Shield Breakthrough

(click figures to enlarge)

Concrete Maturity, Temperature Logging
The maturity concept of concrete strength estimation contrasts with conventional testing methods, and accounts for the combined effects of time and temperature on concrete strength development. The strength of a given concrete mixture that has been properly placed, consolidated, and cured, can be computed as a function of its age and temperature history.
     Concrete maturity relationships are established by testing and recording the time-temperature history of a particular concrete batch. Then, by measuring actual time-temperature data from sensors embedded in placed concrete, it is possible to directly predict the maturity of the concrete in the field. Two independent systems provide the latest concrete maturity measurement innovations, the intelliRock system by Engius of Stillwater, Oklahoma and the IRD Wireless Concrete Maturity Monitor by International Road Dynamics of Saskatoon, Saskatchewan, Canada.
     The intelliRock system is a concrete maturity logging tool that consists of a logger, a handheld reader, and software. The logger records and stores the temperature and maturity (i.e. strength) within the concrete where it is embedded. The logger contains a temperature sensor, a microprocessor, and a battery. Two wired connectors outside the concrete are plugged into the reader, which can download the time-temperature history of concrete to estimate its maturity.
      The IRD system allows users to wirelessly communicate with to RFID sensor tags buried in concrete. The system uses RFID Tags, called iTags, a handheld PC, and IRD Concrete Maturity Software. An iTag provides raw temperature data to determine optimum concrete strength, curing rates, and documented quality control data.  Data is collected and analyzed with a handheld computer to provide concrete strength.

Primarily responsible for intelliRock:
Steve Trost, Ph.D., P.E.
Craig Aker
Michael Fox

Primarily responsible for IRD
Warren Long
Barry Allen
Timothy Stallard

Contact:
Engius
1414 S. Sangre Road
Stillwater, OK 74074
Phone 1-866-6ENGIUS (1-866-636-4487)
Fax 1-866-277-8369 (fax)
Email strost@engius.com
Web www.intelliRock.com

IRD (International Road Dynamics Inc.)
702-43rd Street East
Saskatoon, SK.
Canada S7K 3T9
Phone 306.653.6600
Fax 306.242.5599
Email info@irdinc.com
Web www.irdinc.com

strength = f(time, temp)

Strength vs Maturity

Temperature, Time Logger

intelliRock Reads Strength

IRD Temperature Time Log

(click figures to enlarge)

Fume Free Hot Mix Asphalt (AS Cherry)
AS Cherry is an additive to liquid asphalt cement that eliminates the odor of hot mix asphalt. Bitumen fume is also dramatically reduced to the extent it cannot be seen. The additive also works to eliminate the bitumen smell during and after paving in hot weather. The bitumen smell is neutralized and is replaced by the smell of cherry, hence the name Asphalt Solutions Cherry (AS Cherry). The solution does not hide the odor of asphalt as masking agents in the marketplace do, but it eliminates odor by eliminating fume. In addition, it has been shown to enhance certain properties of asphalt.
     Asphalt oxidation is the primary cause for the asphalt fumes and odors. Asphalt undergoes an oxidation process that is catalyzed by the high temperature of the asphalt mix, increase in its surface area, and availability of oxygen. This oxidation process produces fumes with minimal amounts of sulfur compounds that, although not exceeding NIOSH sulfur exposure limits and other standards, results in the distinctive hot asphalt odor.
     The active ingredient in AS Cherry has a benzo-hydrate base. This active material has strong oxidation properties—much stronger than that of the asphalt mix . When mixed with the hot asphalt, the active ingredient in AS Cherry exhausts all oxygen available in the mix for its oxidation process. The resultant of that process is a material that has a Cherry smell. This rapid oxidation process leaves a very limited amount of oxygen for the much slower asphalt oxidation process.

Primarily Responsible:
A. J. Ronyak
Robert M. Thompson

Contact:
A. J. Ronyak
Asphalt Solutions, Inc.
5134 N 200th Avenue
Litchfield Park, AZ 85340
Phone 623-853-2273
Fax 623-853-2272
Web www.asphaltsolutions.com

BEFORE

Stinky, Dirty Plants

Stinky, Dirty Fumes

AFTER

Nice Light Aroma, No Fumes

(click figures to enlarge)

Personal Mobile Crane Simulator (SIMLOG)
This is the first software package designed for use on a personal computer with commercial joysticks to provide professional training for operating mobile hydraulic cranes. The simulation crane is equipped with telescopic boom and jib, a variety of loads and hook blocks and full instrument readings. The trainee completes a series of tasks (simulation modules) that are evaluated and stored on the PC’s hard disk. This allows better monitoring of training progress and support.
     Simlog uses what they called “physics-based motion” to enhance the realistic perception of the crane simulator’s screen interface. This means making things happen in the virtual world like they do in the real one. By making the electro-mechanical parts of the heavy equipment interact in realistic ways with the environment in response to operator input at the simulator controls helps the user to enter this “virtual world.” For example, the hook block and load at the end of the boom of a mobile crane swing with an amplitude and frequency proportional to the weight of the load and the movement of the boom.
     The simulation exercises were designed with the support of the National Commission for the Certification of Crane Operators to help operators prepare for the Practical Exam. It has been used in Canada, Finland, France, Ireland, Nigeria, Saudi Arabia, Trinidad, and U.S.A.

Primarily responsible:
Paul Freedman
Paul McKenzie
Guye Boisvert
John Smith

Contact: Paul Freedman
Simlog
440 Rene-Levesque Blvd, Suite 1210
Montreal, Quebec
Canada H2Z 1V7
Phone 514-861-3111
Fax 541-861-3337
Email paul.freedman@simlog.com
Web www.simlog.com

Joysticks on PC

Hookblock Control

Feedback

Executing Lift

Concrete Pour
(click figures to enlarge)

Micro-Composite Resteel
Developed by MMFX Technologies, micro-composite reinforcing steel is an uncoated, high corrosion-resistant steel reinforcing product that meets or exceeds the mechanical properties of ASTM A615 Grade 75 steel bars, resulting from both its chemistry and manufacturing production process. It is composed of low carbon, chrome alloy steel that is produced as part of a controlled-rolled production process. The product is patented with US Patent No. 6,273,968 B1 – August 14, 2001 Entitled: “Low Carbon Steels of Superior Mechanical and Corrosion Properties and Process of Making Thereof.”
     MMFX’s designed microstructure consists of untransformed nano sheets of austenite between laths of dislocated martensite, resulting in a virtually carbide free steel. Without the creation of continuous paths of carbides, microgalvanic cell formation is minimized during MMFX’s production.
     A major innovation of MMFX Steel is its development on a micro/nano level that allowed the developers to determine the atomic characteristics of the steel and to deal with the shortcomings of those products in current use and to design a better product through redefining the chemical properties of the material.

Primarily responsible:
Gareth Thomas, Ph.D.
David C. Pollack
Oscar H. Cano
Charles E. Gathers, Sr.

Contact:
Greg Kusinski, Ph.D.
MMFX Technologies
2 Corporate Park, Suite 102
Irvine, CA 92606
Phone 866-466-7878
Fax 949-474-1130
Email greg.kusinski@mmfx.com
Web www.mmfx.com

Corrosion Resistance for Iowa Bridge Deck

High Strength for Florida High Rise

(click figures to enlarge)

This page written 01/21/2005 by RICarr