Vol. 33, No. 2

GOMACO World is published by GOMACO Corporation to inform readers of applied constructiontechnology utilizing GOMACO equipment as well as innovations and concerns in the constructionindustry throughout the world. All rights reserved. The contents of this publication may not bereproduced either in whole or in part without the consent of copyright owner. Printed in U.S.A. © 2005 GOMACO Corporation (08 CFX). All stories written by the editor unless otherwise noted.

Address all communications to GOMACO World Editor. If you do not receive GOMACO World,and would like a complimentary subscription, please contact GOMACO Corporation, PO Box 151, Ida Grove, IA, 51445, USA, 712-364-3347 or e-mail bwonder@gomaco.com.

Vol. 33, No. 2GOMACO

President and CEO Gary L. Godbersen

Vice PresidentsWorldwide Sales and Marketing

Kent GodbersenAccounting Sharon K. Godbersen

Administration & Finance Richard E. SmithEngineering & Service Dwayne Salmon

Sales United States and CanadaSales Manager Bob Leonard

Sales Coordinator Brad ZobelAssistant Sales Coordinator Mike Leinbaugh

United States and CanadaDistrict Managers

Brad Barkema – N. CentralJim Hayward – Western

Kendall Kelly – S.W.Vinnie Miller – S.E.

Len Rettinger – N.E./Central

Service DepartmentManager Dennis Ernst

Service Desk DeWayne Krayenhagen

Parts Manager John KallinParts Desk Dan Ellerbusch,

Jeff Stevenson & Dean O’Tool

Plant Manager Grant Godbersen

International SalesDirector Bryan Schwartzkopf

Coordinator Randy Bean

International Regional ManagerTim Nash – Asia Pacific

GOMACO International Ltd.Director of Sales & Marketing

Rory Keogh

GOMACO University Training CenterDirector Dennis Clausen

Assistant Director Rod Schneider

GOMACO World is produced by theGOMACO Advertising Department.

Manager Randy BachMarketing Coordinator Micki RettingerGOMACO World Editor Kelly Krueger

Director of Sales Support Gayle HarrisonCommunications Specialist Thomas R. GrellCommunications Specialist Bobbi L. WonderAdvertising Coordinator Carrie J. Odgaard

Photo Lab Don Poggensee

Color Separation by Bear Graphics

Please visit our Web site at http://www.gomaco.com GOMACO World magazine at http://www.gomaco.com/gomacoworldGOMACO World Editor Kelly Krueger at kkrueger@gomaco.com

8 11 16 20

3 PAVING 100 MILES (161 KM) OF CONCRETE TOLL ROAD– Lone Star Infrastructure (Cover photo by Kelly Krueger HW-050523 D28)

8 CURB MACHINE #9– Greater Austin Development

11 ONLY ONE CONCRETE PAVING AWARD– E&B Paving, Inc.

16 CONCRETE STRENGTHENS HOMELAND SECURITY– Poppoff Inc.

18 NEW INNOVATIONS TO GOMACO EQUIPMENT– Translates to Time Savings for Our Customers

20 STOP UNEXPECTED TRIMMING PROBLEMS– Dennis Clausen, Director of Training

22 PREPARING FOR THE FUTURE/GOODBYE TO FRIENDS

23 AROUND THE WORLD

This map shows the entire scope of the project around Austin, Texas. LSI isat work on Segments 1-4, while Segments 5-6 are still in development.

One of the largest construction projects in the UnitedStates is currently underway just outside of Austin, Texas.SH-130 is the largest single highway project the TexasDepartment of Transportation (TxDOT) has ever built. Itincludes 49 miles (79 km) of new concrete tollway that willstretch from Interstate 35 north of Georgetown southwardto US 183 southeast of Austin, passing through the countiesof Williamson and Travis.

The project is not only unique because of its vast sizeand price tag of over $1 billion, but also the manner inwhich it’s being built. It’s TxDOT’s first “ComprehensiveDevelopment Agreement” (CDA), which is similar to adesign-build project. With a CDA, the selected consortiumis responsible for acquiring right of way, designing,constructing, maintaining and partially financing theproject.

The consortium winning the project bid is called LoneStar Infrastructure (LSI) and is made up of three mainpartners: Fluor Enterprises, Inc., Balfour BeattyConstruction and T.J. Lambrecht. They are on a five-yeartime table with a project completion date of December 2007.

The figures involved with the project are staggering: 40 million yd3 (30,582,194 m3) of dirt and 2.5 million tons ofconcrete. It also includes the construction of 122 bridgestructures consisting of 350,000 ft2 (32,515 m2) of steel andfive million ft2 (464,515 m2) of concrete. There will be fourmain toll plazas constructed with 30 exit/entrance ramptoll plazas along the length of the project.

The concrete pavement itself consists of almost

Paving 100 miles (161 km) ofConcrete Toll Road in Texas

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2002 ProjectScheduled CompletionSept.-Dec. 2007Connecting FacilitiesAnticipated Completion DatesSH45SE 2010US 183A 2011Future DevelopmentProject fundingto be determined

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100 miles (161 km) of roadway rangingfrom 40 to 64 feet (12.2 to 19.5 m) wideof which the majority will be 13 inches(330 mm) thick and paved overcontinuous steel reinforcing.

According to LSI, 95 percent of theSH 130 project is virgin right of way.However, the most unique aspect ofthe project is just the sheer size of it –100 miles (161 km) of concrete pavingthat must be accomplished in arelatively short time frame.

TxDOT has also implemented theInternational Ride Index (IRI) tomeasure the smoothness of their newroadways. LSI needed a paver for theproject that would meet the demandsof the IRI while being durable enoughto pave the entire project.

According to LSI, after devoting agreat deal of time comparing variousproducts to the necessary ride aspectsof the SH 130 project, the GP-4000 wasselected. Most notably, the GP-4000was chosen because of the overallweight of the four-track machine andits ability to produce the best ridequality for life of the project.

LSI has two 12 yd3 (9.2 m3) centralmix batch plants set up on sitesupplying concrete for both the newroadway and other concrete structureson the project. They’re utilizing 15 to20 dump trucks to carry 9.5 yd3 (7.3 m3)loads of concrete to the paving site.

Since the majority of the project isbeing built on a grade with continuoussteel reinforcing, the consortium alsopurchased a GOMACO 9500 placer.The trucks dump into the 9500 placerwhich sits along the haul road, off tothe side of grade, and places theconcrete over the steel.

The GP-4000 paver follows theplacer paving at three different widths: 18, 22 or 24 feet (5.5, 6.7 or 7.3 m). The concrete mix design is aTxDOT standard 5.5 sack mix with anaverage slump of 1.5 to two inches (38 to 51 mm).

LSI is using 30 percent fly ashreplacement for cement and addingretarder and air entrainment to helpkeep the concrete pliable. In addition,the consortium has a 95 degree F (35 degree C) maximum temperature

specification so, as the temperaturesincrease this summer, they will addchilled water to the mix to keep itwithin the temperature spec.

The GP-4000 paver is equippedwith an Auto-Float® to help finish andseal the surface of the slab. AGOMACO Smoothness Indicator®

(GSI) is following behind the paverconstantly monitoring the concrete slabwhile it’s still in a workable state. Theconsortium is using the GSI to monitorall aspects of their paving operation toensure no steps are unintentionallyhurting their ride quality.

LSI has had great success in usingthe GSI. They have used it overfinished pavement, directly behind thepaver in front of the finishers, behindthe finishers and behind the texture/cure machine. All aspects of the pavingand finishing effort have beenanalyzed to ensure overall positiveresults.

TxDOT’s IRI specifications requirean index reading of 65 to 75 for 100 percent pay. Anything from 75 to95 carries a penalty and anything over95 is considered a must grind or repair.Anything below a 65 is consideredbonus pavement.

According to LSI, they have beensuccessful at maintaining the mid tolow 60s on the IRI.

LSI pays close attention to all the

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According to LSI, afterdevoting a great deal oftime comparing variousproducts to the necessaryride aspects of the SH 130 project, the GP-4000 was selected.

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Rideability of the new concrete roadway is constantly being monitored by the GOMACO Smoothness Indicator (GSI).

The 9500 places concrete over the continuous steel reinforcing in front of the GP-4000 four-track paver.

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paving points, keeping a continuoushead in front of the paver, training thecrew properly, maintaining the pavingplant itself, eliminating as manyheaders as possible and looking forlong continuous runs. There is a lot ofattention paid to check points that thepaving crew must implement to ensurethat the results are acceptable

A GOMACO T/C-600 texture/curemachine follows the GSI applying anastroturf drag finish, transverse tineand spray cure finish.

Average production per day isdependent on the concrete plants andthe amount of concrete they’re capableof producing. LSI tries to maintain anaverage of 2500 to 3000 yd2 (2090 to

2508 m2) of concrete paving per day. LSI points out that the most

challenging aspect of the project is thesheer size of it and the coordinationinvolved in every aspect. Some ofthose aspects include an in-houseenvironmental firm to make surenothing is done to pollute the area orharm the wildlife. They have a publicinformation and outreach firm to dealwith public relations. Design teams,engineering firms, consulting firms,right of way teams, utility relocationteams and bridge builders are at workon each section of the project. LSI isalso in charge of their own qualityassurance and quality control on theproject and have a team that

continually monitors their progressand reports their findings to both LSIand TxDOT.

LSI is on track to complete theproject by the December 2007 deadlinewith the GP-4000 paving the nearly 100miles (161 km) of new toll road.

Editor’s Note: Special thanks to LoneStar Infrastructure for letting us visittheir job site and for all the time they gaveus while we were there. Also, thank you toBennett Closner and David Zuehlke withClosner Equipment Company, ourGOMACO distributor in Austin, forhelping coordinate the visit. Your help wasgreatly appreciated.

Good ride is based on several factors, including keeping a continuous head of concrete in front of the paver. LSI is using either a 9500placer or PS-2600 placer/spreader at various points on the project to keep concrete in front of the GP-4000 paver.

A PS-2600 placer/spreader is also being used on the project forplacing and spreading concrete at the wider paving widths.

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LSI’s GOMACO paving train is shown below, from right, 9500 placer, GP-4000 paver, GSI, and a T/C-600 texture/cure machine.

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TxDOT’s IRI specs require a reading of 65 to 75 for full pay, anything under that earns bonus. LSI is averaging in the mid to low 60s.77

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9

Greater AustinDevelopment has beenslipforming curb and guttersince 1993 when Bobby Finley,president of Greater AustinDevelopment, bought his firstGOMACO GT-3600 curb andgutter machine. Finley justrecently purchased his ninthGT-3600, equipped with newfeatures that his paving creware enjoying.

This GT-3600 has the newdigital G21 operating systemthat allows push-buttonsteering control setup. Itfeatures Commander III stylelegs that are 15 percent largerin diameter than the previouslegs. The legs are also equippedwith “smart” cylinders. Thecylinders, along with the G21controller, allow the operator toteach the “smart” cylinders toset the desired degree of legrotation. This keeps the tracks from hitting any objects onminimum-clearance projects.

It also features the new two-speed track system. Themajority of Greater Austin Development’s projects aresubdivisions that require moving the GT-3600 across the jobsite for different reasons. The travel speed on this new machinehas doubled from the older style from 66 fpm (20 mpm) to 125 fpm (38 mpm).

“All of our GT-3600s turn out really great curb, but this oneis going to be different from the past eight because of the newimprovements,” Finley said. “The Commander III style legs,G21 controller, and faster travel speed are going to help us

move faster, and with betterequipment, you’re obviouslygoing to get a better end product.”

Riverside Meadows, a newsubdivision in Austin, Texas, wasone of the first projects for GreaterAustin’s new GT-3600. Thesubdivision had approximately8000 feet (2438 m) of curb andgutter, with some large radii forcul-de-sacs and several waterinlets in the path of the curb andgutter.

“This is a type of project thatjust doesn’t happen anymore inthe city of Austin,” Finleyexplained. “The timing of theproject hit perfectly andeverything was ready at the sametime. The project has lots ofstraight runs and, except for thewater inlets, it’s just a good, cleanjob.”

The project called for the cityof Austin’s specified catch curb

and spill curb, requiring a mold change on the project to switchfrom one type to the other. The mix design is also a city ofAustin spec which contains some fly ash with a slump thataverages between 1.5 to two inches (38 to 51 mm).

The GT-3600 trimmed and poured simultaneously on theproject.

“The only time we don’t do it that way is if we have to putsteel in the curb, then we have to pretrim,” Finley said. “We’llbring in one of our GT-3600s and we send it down thestringline pretrimming. Then, with a second GT-3600, we justsideshift the trimmer out of the way, lay out the rebar in 40 foot(12.2 m) pieces, and feed it into the machine as it slipforms.”

CURB MACHINE #9

Greater Austin Development’s Ninth GT-3600Goes to Work in Austin, Texas

Greater Austin Development's GT-3600 slipforms curb and gutter past a fire hydrant and around a radius on a project in Austin, Texas.

“All-Track Steering just gives us somuch versatility,” Finley said. “We savea lot of time and extra moves gettingon and off stringline because of it.”

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Finley’s crew has also mastered theart of water inlets and getting aroundthem. As they approach an inlet, theymeter the concrete to control thestopping point so when the mold reaches the inlet, they simply have toraise the mold hydraulically. Theoperator pulls off the stringline and usesthe GT-3600’s All Track-Steering andReverse Steer to get it back on thestringline in three simple moves on theother side of the inlet. The mold islowered back down and the operatortakes off slipforming down the stringlineagain in no time at all.

“All-Track Steering just gives us somuch versatility,” Finley said. “We save a

lot of time and extra moves getting onand off stringline because of it.”

The new GT-3600 is working out wellfor Greater Austin Development. Finleysays that his operator is enjoying the newmachine with G21 operating system andequipped with a remote control for travelspeed and manual steering control.

“That is a big deal and somethingmy operator really likes,“ Finley said. “Iasked immediately if we could retrofitour other machines to be able to do thesame thing, but that is a benefit offeredthrough the G21 control system.”

Greater Austin Developmentspecializes in all types of concrete work,from curb and gutter to detention dams

and small bridges. From the verybeginning, their choice for curb andgutter slipforming machines has been theGOMACO GT-3600.

“I’ve had a relationship withGOMACO and Closner Equipment since1993 when I bought my first GT-3600from Frank Closner,” Finley said.“Relationships, people and service areimportant to me and I’ve got arelationship with them that will be thereforever.”

Editor’s Note: Thank you Bobby foryour time showing us around your job sitein Austin. It’s interesting to watch a goodcurb and gutter crew in action.

The G21 controller is operator friendly and a hand-held remoteallows the operator to control travel speed and manual steer.

Concrete slump will average between 1.5 to two inches (38 to51 mm), depending on base material and temperature.

This GT-3600 is equipped with thelarger, Commander III style legs.

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Finley bought his first GT-3600 in 1993. He justpurchased his ninth GT-3600 this year.

The operator has a clear view of theconveyor, concrete truck and chute man.

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11

Two projects in the state of Indiana will be among thecompetitors for the state’s top concrete paving award for 2005.E&B Paving, Inc., is in charge of the concrete paving on twointerstate projects and has two of its project managers infriendly competition against each other to bring home the topaward. The projects feature both new and older GOMACOequipment.

A new PS-2600 placer/spreader, new GHP-2800 paver andT/C-600 texture/cure machine is at work on the Interstate80/94 Borman Expressway by Gary, Indiana. On any typicalday, the Borman Expressway carries 160,000 vehicles to andfrom the Indiana-Illinois state line.

The Indiana Department of Transportation has designedthe new highway to handle that traffic volume plus more forthe next 20 years. The 4.7 miles (7.6 km) of Interstate will beeight lanes wide, four lanes of traffic in each direction, with 12 or 14 foot (3.7 or 4.3 m)wide shoulders.

Baskets are hand-placedon grade every 12 feet (3.7 m)and concrete paving canbegin. E&B’s new PS-2600placer/spreader leads thepaving train. A central mixconcrete batch plant is locatedon the east end of the project.Nine end-dump trucks carrythe concrete from the batchplant to the placer/spreader.

The new, two-track GHP-2800 paver follows thePS-2600 slipforming the newroadway 24 feet (7.3 m) wideand 15 inches (381 mm) deep.

“This new equipment is working very well for us,” DaveKorba, equipment superintendent for E&B Paving, said. “Thenew placer/spreader has a faster belt speed and handles theconcrete, even if it’s a dry load.

“We like the dual-telescoping feature of our new GHP-2800 paver and the quietness of the machine is justamazing. Production has been good and the smoothness of theslab is very acceptable.”

The state of Indiana uses the two-tenths blanking band tomeasure the smoothness of their new concrete roadways. Thenew GHP-2800 is achieving excellent ride.

“We have been doing very well with achieving theincentive pay on this project,” Mark Hayden, concrete pavingsuperintendent for E&B Paving, said. “On the mainline thatwe’ve paved so far this year, we’ve gotten 97 percent of theincentive.”

A T/C-600 texture/curemachine follows behind thepaver applying a burlap drag,transverse tine and spray cure.

The shoulders and rampsare paved with the company’sfour-track Commander III. The14 foot (4.3 m) shoulder on theproject is minimum-clearancepaving. One side is scabbedonto the new road while theother side runs next to thebarrier wall separating theproject from live traffic.

E&B decided the easiestway to tackle the minimum-clearance challenge would be to side-mount a 14 foot

TTWWOO PROJECT MANAGERS...TTWWOO GOMACO PAVING TRAINS...

ONLY OONNEE CONCRETE PAVING AWARD

E&B Paving is at work on two projects in the state of Indiana, the Borman Expressway by Gary (left) and Interstate 69 near Fort Wayne(right). They’re using an older style and new style GOMACO paving trains and achieving excellent rideability in challenging conditions.

The Commander III with V2 mold is at work slipforming ramps,shoulders and single lanes at different widths on the projects.

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(4.3 m) mold to their Commander III. By side-mountingthe mold, they could still keep a 16 foot (4.9 m) pavingmold and kit underneath the machine and not have toswitch out molds for the two different applications.

“We’ve seen other contractors do this before and wedecided to try it,” Dave Korba said. “We lock theCommander III to grade on one side and we’re runningslope on the other for the minimum-clearance work. It letsus keep the kit underneath the machine while minimum-clearance paving, and we’ve had really good luck with it.”

Entrance or exit ramps to the new Borman Expresswayare slipformed 13 inches (330 mm) thick and 16 feet (4.9 m) wide. The Commander III offers three options forE&B for ramp work. It can be set up in minimum-clearance mode, they can use the V2 hydraulically-adjustable dual mold system, or the standard 16 foot (4.9 m) paving mold to complete the work.

E&B is also at work mainline paving 4.5 miles (7.3 km)of I-69 near Fort Wayne, Indiana, with their PS-2600placer/spreader, GP-2600 paver and T/C-600 texture/curemachine. They also have one of GOMACO’s first V2

molds. An RTP-500 places concrete in front of theCommander III with V2 mold for shoulder and rampwork.

Mike Korba, project manager/paving superintendent,for E&B’s Fort Wayne project, and his crew are facingsome serious challenges. They’re rebuilding the newinterstate from the center out so their job site is

E&B saves time on the project by side-mounting a 14 foot (4.3 m) mold to theirCommander III for minimum-clearance paving, while keeping their 16 foot (4.9 m)paving mold and kit underneath the paver. They swing the legs outboard and operatein the transport mode. When they’re ready to pave wider widths, they simply removethe side-mounted mold, swing the legs forward again and resume paving.

Direction of Travel

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surrounded on both sides by three lanes of live trafficcarrying over 100,000 vehicles per day. The state hasallowed them only two entrances/exits on their north andsouthbound lanes. All construction traffic into and out ofthe project must use those four entrances/exits.

Concrete delivery and haul routes have to be carefullyplanned so the trucks can access the placer/spreader and

have room to turn around and leave again to head back tothe batch plant.

Space inside the project area is so critical, E&B is usinga modified concrete mix design to allow a faster curingtime. They’ve taken the fly ash out of their mix and areusing straight cement to speed up the curing time.Maturity probes are used to monitor the curing rate of the

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new concrete. In approximately 60 hourstime, they can have truck traffic runningon the newly slipformed concrete lanesand create some much needed space formaneuvering equipment and haulroutes.

“On a project like this, you have tolove your job,” Mike Korba said. “I likethe challenges, overseeing it all andtaking pride in the project as I watch itbeing built.”

An on-site batch plant produces theconcrete mix and slump averages 1.5 inches (38 mm). It’s transported to thejob site by 11 end-dump trucks carrying11 yd3 (8.4 m3) loads. The trucks dumpinto a PS-2600 placer/spreader which isfollowed by a GP-2600 paver.

The GP-2600 is paving 26 feet (7.9 m)wide while producing a very uniquecrown for drainage purposes. The 12 foot(3.7 m) lane has a two percent crownwhile the 14 foot (4.3 m) lane has a fourpercent crown.

“Most people wouldn’t do this in asingle pour,” Mike Korba said. “I knewwe could do it with the GP-2600. We alsohave a section of roadway with a 5.4 inch

(137 mm) super-elevation. We weren’tsure we could do it, but with stringlineand the computerized power transitionadjuster (PTA), we accomplished thecrowns and superelevation without anyproblems.”

The design of the project doesn’tallow for many long paving runs. It’sshort and choppy with a lot of fill inwork. Despite all of it, Korba and hiscrew are achieving good rideability andearning a 90 percent ride bonus.

Achieving good ride in suchchallenging conditions is based onseveral factors.

“We’re lucky to have the paving

machinery that we have to work with,”Mike Korba said. “You also have to havean excellent stringline crew, goodengineers, seasoned help and a goodsolid track line for the equipment to runon. E&B, as a company, is also very goodabout listening to employees and anynew ideas they may have to improveoperations.”

The Commander III with the V2paving mold is at work slipforming thesouthbound shoulder. The V2 isGOMACO’s new hydraulicallyadjustable dual mold that can be used forpaving various widths. On-the-go pavingof tapered slabs is now possible on allGOMACO pavers.

“With our new V2 mold, I can gainor lose two feet (0.6 m) of paving widthin minutes with our operator or groundman simply pushing a button,” DaveKorba explained.

The magic behind the V2 is the dualmold system that can be hydraulicallymoved and controlled by the operator ora ground man. It is possible to extend themold on the right side without changingthe track line of the paver. The left-hand

A new PS-2600 placer/spreader leads the GOMACO pavingtrain on the project in Gary, Indiana.

The Fort Wayne roadway requires a two percent crown in the 12 foot (3.7 m) lane, while the 14 foot (4.3 m) lane has a four percent crown.

The RTP-500 runs on the new pavement, off to the side of thegrade, placing concrete in front of the Commander III.

Finishers work behind the Commander III digging out electricalboxes in the pavement that are every 250 feet (76 m).

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“With our new V2 mold, I cangain or lose two feet (0.6 m)of paving width in minuteswith our operator or groundman simply pushing a button,”Dave Korba explained.

side is adjustable with the telescopingframework of the Commander III.

A spreader plow on the front of thepaver distributes the concrete across thepaving width. It also telescopes andautomatically makes the same widthchanges as the Commander III’sframework. The plow has both lateraltravel and vertical control that can becontrolled manually or set on automatic.Proximity switches on both the left andright-hand side of the plow’s frameworkset the distance the plow travels acrossthe rail. The right side is equipped withtwo proximity switches for the differentwidth changes. When a change is made,the operator simply has to reference theoutside switch or second proximityswitch. As the left-hand side telescopesin and out, that switch simply moveswith the framework when the widthchange is made.

An RTP-500 rubber-tracked placer isfeeding concrete in front of the paverwhich is slipforming 14 feet (4.3 m) wide.Every 250 feet (76 m) the Commander IIIhas to pave over an electrical box set ongrade. The boxes have to be set within

0.125 inch (3 mm) tolerance and E&B hasto be careful that nothing on theCommander III disturbs or catches on theboxes to bring it out of alignment. So far,they’ve had complete success. Finisherssimply go back and remove the excessconcrete off the top of the box lid andfinish around the edges with handtrowels.

This portion of the project doesn’trequire any on-the-go width changeswith the V2 mold. They tested thatfeature out already last year on the Garyproject when specifications required thepavement to expand from 12 to 14 feet(3.6 m to 4.3 m) and then back down to12 feet (3.6 m) again.

“It really saved us a lot of time and

all the transitions went very smooth,”Dave Korba said. “We went in and outwith the right-hand side while pavingon-the-go. After the project wascompleted, we profilographed thepavement and we felt it did a reallygood job.”

Once the Commander III with V2mold has completed its work on theGary and Fort Wayne projects, it’ll bemoved to a rest area project on I-74 nearBatesville, Indiana. The projectspecifications there call for several widthchanges... a perfect scenario for the V2.

E&B’s work on the BormanExpressway is scheduled for completionin October and Interstate I-69 isscheduled for completion by September2005. Both project managers areconfident they’ll beat those dates.

Editor’s Note: Thank you to the entire crewat E&B Paving for allowing us to visit bothyour projects and seeing your quality workfirst hand. Best of luck to both Mike Korbaand Mark Hayden on your quest for quality.

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The new GHP-2800 is paving 24 feet (7.3 m) wide, 15 inches(381 mm) deep on the project in Gary.

The Commander III with the V2 dual mold system allows E&Bto make a two foot (0.6 m) width change in a matter of minutes.

The two-track GHP-2800 paver is helping E&B earn 97 percentbonus incentive on their new mainline paving.

The new Borman Expressway is being built for a life expectancyof 25 years, carrying over 160,000 vehicles per day.

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“On the mainline that we’vepaved so far this year, we’vegotten 97 percent of theincentive.The paver is doingreally well,” Hayden said.

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Mike Poppoff, president of Poppoff Inc., decided in2001 that he wanted to be more competitive in theconstruction of dairies. Up to that point, everything theydid was handformed and his company just wasn’t stayingcompetitive. He needed a concrete slipform paver.

“We just fully realized that if we wanted to play in thatmarket, we had to get mechanized,” Poppoff explained.“We went to the World of Concrete show in 2001, looked at all the pavers, and it boiled down to the GOMACOGT-6300.”

Now, they’re able to slipform all of the concrete slabsand curbs for the wash and feed alleys and even putgrooves in the slab behind the mold. The grooves providetraction for the cattle and keep them from slipping on theconcrete surface.

“Instead of taking 60 days to complete our portion ofthe dairy work on projects, we do it in just ten,” Poppoffsaid.

Just recently, the company had a chance to try theirhand at slipforming something totally unique. The EnergyNorthwest Hanford Nuclear Facility near Richland,Washington, needed some additional security measurestaken to make it comply with the new Homeland Securitylaws. The plant had existing, preformed, Jersey-style barrierwalls that surrounded the facility. Two barriers run side byside, ranging from six to seven feet (1.8 to 2.1 m) apart, andthe gap between the two was filled with three inch (76 mm)round rock.

The new engineering regulations to make the existingbarrier meet the criteria would include digging out sixinches (152 mm) of the existing rock. Once that was done, a

20 inch (508 mm) thick by six feet (1.8 m) wide concrete capwould be formed over the top. All of the concrete work hadto be completed within a very demanding time frame andproject engineers weren’t confident that one contractoralone would be able to accomplish the project in time.

Poppoff Inc. and two other contractors were awardedthe contract to cap a total of 21,500 feet (6553 m) of thebarrier. Poppoff would be the only one of the three toslipform it.

“We went into this project with a lot of unknowns,”Poppoff said. “How would we get the GT-6300 on top of theexisting barrier? How would we get concrete to it once itwas up there? Did we have enough travel in the legs toreach that high? And finally, the height of all of the barriersvaried. Would the machine be able to react quickly enoughto those variances?”

To begin with, they took all four legs off their GT-6300and rebolted them to the highest mounting setting. A cranewas brought in and the GT-6300 was lifted over the existingbarrier so it straddled the two walls. The concrete placingproblem was solved by bringing in a Telebelt®, a placer witha telescopic belt conveyor. Poppoff felt it would be the bestsolution to handle the two inch (51 mm) slump, 4000 psi (27 MPa) concrete mix.

With most of their challenges solved, all that was left todo before starting the project was pass security checks andtake special classes to allow them to work around a nuclearfacility.

“The security was incredible,” Poppoff said. “It wasinteresting because the security people liked to come andwatch the machine work, but it was rather intimidating to

CONCRETE STRENGTHENS

HOMELAND SECURITY

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Poppoff Inc. slipformed a new top cap over existing barrier wall to help strengthen security around a nuclear facility in Richland, Washington.

A six inch (152 mm) piece was sometimes left over when thedistance between the two walls was greater than six feet (1.8 m).

The old barrier wall varied in height from one section to thenext so the GT-6300 was used to blend the differences smoothly.

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A Telebelt® placer was brought in to feed concrete to the GT-6300. Production averaged just under 1300 feet (396 m) per day.

see someone standing there with an automatic weapon.”The project’s tight deadline was always a constant

concern, too. Poppoff knew that to complete the project intime, they needed to average 1200 feet (366 m) per day.Their project also increased within the first week when theyended up with a portion that had been previously awardedto a handforming contractor.

“We knew we had to average 600 yd3 (459 m3) a day andwe needed to get the concrete up to the top of the mold at46 inches (1168 mm) high and some times up to 60 inches(1524 mm) in order for it to feed properly. The Telebelt®

worked well for us there,” Poppoff said. “We exceeded ourgoal and ended up averaging just under 1300 feet (396 m)per day with a best day’s production of 1640 feet (500 m). Itwent very, very fast.”

Production was high and the GT-6300 was performingwell in the challenging condition. Not only was the top ofthe mold 46 inches (1168 mm) high, the ground around theexisting barrier that the tracks traveled on varied over 12 inches (305 mm). The barrier, itself, was old, and theheight from one section to the next could vary up to three inches (76 mm).

Stringline for steering was set up on one side of thepaver and Poppoff sensored off the top of the wall at thefour corners of the machine to try to counteract theelevation changes.

“That’s how the barrier went and it was a challenge tomake sure we blended those inaccuracies of what theexisting barriers were,” Poppoff explained. “We didn’t knowhow the machine would react, but it met those quickchanges in elevation and reacted very well.”

The top cap was floated and then broomed for finishingwork. Control joints were cut every 40 feet (12.2 m). Also,when the barriers were seven feet (2.1 m) apart, a six inch(152 mm) piece was left on both sides and finishers slopedthose areas for drainage. As an extra touch on the entire topcap, Poppoff added an 0.375 inch (10 mm) crown to keepwater from standing on it.

This project was something completely new for Poppoffand his crew and they went into it facing a large amount ofobstacles. Poppoff credits his crew and his GT-6300 for itssuccess.

“This was a totally different kind of paving from ournormal dairy work,” Poppoff said. “The challenge was howmuch everything varied and if the GT-6300 would reactquickly enough to blend those changes. It performed very,very well, and we didn’t have a problem with the machineat all.”

Poppoff and his crew slipformed two of the threeportions of the project, which was 14,000 feet (4267 m) ofthe top cap in 11 days, finishing the project ahead ofschedule.

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New Innovations to GOMACO EquipmentTranslate to Time Savings for Our Contractors

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The new mount system has no pins or latches. Operators simplydrive the GT-3600 up to the mold and hook the mount to a specialattachment plate on the mold. The operator hydraulically lifts the moldand goes back to slipforming the project... just hook and go. All new GT-3600 molds will be built for the new system and existing molds caneasily be retrofitted in the field.

It will soon have contractors asking each other, “How quick can youconnect?”

Other new improvements to the GT-3600 include legs that haveincreased in diameter by 15 percent. The 36 inch (914 mm) stroke legswith the larger diameter have the same strength and durability of theCommander III legs. The optional track motors provide a smooth, slow,uninterrupted crawl while paving and the travel speed has nearlydoubled, from 66 to 125 fpm (20 to 38 mpm). The GT-3600 is alsoavailable with newly redesigned sensor arms and mounts that are moredurable, lighter weight and easier to maneuver.

New Hook-And-Go Mold Mount System and Other GT-3600 Features...

The new V2 is a dual mold system that is hydraulically adjustable for paving atdifferent widths. The V2 makes width changes fast and simple and will even makeon-the-go width changes for tapered slabs.

The configuration of the front and rear molds dictates the minimum andmaximum paving widths and the amount of total width variation. The molds havedual power transition adjusters (PTAs) for crown height adjustments. It is alsoavailable with a curb profile on one or both sides for municipal paving.

The V2 mold system includes a spreader plow with hydraulic vertical movementto control the head of concrete in front of the mold. The plow framework telescopesto quickly and easily accommodate the width change. Proximity switches on the plowframework set the length of travel and these switches can be easily moved to changethe plow’s settings. The horizontal and vertical movement of the plow can be operated manually or set on automatic.

The V2 mold was developed to adapt to virtually any paver operating in the field today. For GOMACO pavers featuring theproprietary G21 digital control system, programmable width changes are being developed, along with other new and excitingpossibilities for the V2. (Please turn to page 11 for an article featuring the new V2 mold at work in Indiana.)

New V2 Hydraulically Adjustable Paving Mold

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GOMACO’s texture/cure machines provide versatility. The T/C-600 andT/C-400 will texture and cure and can be equipped with a polywrap roll ora burlap/astroturf drag. The new low-range power on the T/C-600 providestractive effort around and over job-site obstacles and ease in negotiatinginclines during loading. The low-range speed provides up to 66 fpm (20 mpm). The new optional high travel speed of 176 fpm (54 mpm) is thefastest in the industry.

The T/C-400 and T/C-600 frames permit width adjustments from 24 to56 feet (7.3 to 17.1 m). Electronic-over-hydraulic forward and reversesteering and grade control is sensored off the same stringline as the paver.This allows ease in operation and accuracy in texturing and curing of theslab. Carriage speed is variable up to 186 fpm (56.7 mpm). The texturingassembly travels transversely across the width of the slab, and longitudinaltexturing is available when project specifications require it.

T/C-600 Texture/Cure Machine: High-Speed Production with Low-Speed Power

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More Trimming Power – The newsingle-drive, hydrostatic motorincreases trimmerhead power by 24 percent with 23 percent moretrimmerhead speed for highproduction. One drive instead of twois more cost effective with lowermaintenance cost.

Asset Utilization – The versatilityof the 9500 comes directly from thefront-mounted design. This allowschanging the same machine from agrade trimmer to a shoulder trimmer or to a concrete placer.

Quick Transport Readiness – The trimmerhead or concretehopper is easily detached and the machine simply backs off.No extra equipment is needed at the location to remove it.

It Loads Itself – Its hydraulic pickup arms load thetrimmerhead onto the trailer, so additional heavy-liftingequipment is not needed at that location.

Low PSI – The large track surface contact area and the two-track design provide a high tractive effort and low groundpressure on the trimmed grade.

More Power and Minimum Side Clearance – Our state-of-the-art, hydrostatic, direct drive motor in the trimmerhead ismounted internally to allow side-clearance requirements ofonly inches/millimeters.

Less Maintenance Time – Easy access to the front-mountedtrimmer allows quick inspection of the trimmerhead or thereplacement of teeth.

Does Not Leave the End of the Pass Untrimmed – Onlythe front-mounted trimmer allows for trimming to the end ofeach pass or within inches of front obstacles.

Improved Conveyor System – The conveyor system nowoffers more throughput than ever before. The conveyor system

is now a closed loop direct drivehydrostatic system. This new systemdesign provides more power to thebelts and five percent more beltspeed.

Visibility Means Safety – Theoperator has a full view of thetrimmerhead or concrete hopperbecause it is directly in front of theoperator’s platform.

Flow Requirements areAutomatic when Interchanging

or Upgrading Trimmerheads – The G21 recognizes whattrimmerhead drive system it is plugged into and automaticallysets the required flow to the drive motor.

Maneuverability Between Stringlines – A 360-degree turnin the machine’s own length is possible because of the two-track design. A wide turning radius is not demanded like it iswith three-track trimmers. This maneuverability is necessary inmost job-site conditions.

G21 makes Steering Control Safe and Simple – The G21makes it possible for the two tracks to steer in perfectproportion by coordinating the oil flow for manual steeringwith the dial, automatic steering with stringline, or interfacedwith 3-D control. The G21 also coordinates the flow for safecounter rotation of the track system.

Cost Savings on Hydraulic Filters – The G21 monitors allof the hydraulic filters. A warning indication light on thecontroller alerts the operator to check the diagnostics displaywhen a filter needs attention. The display indicates which ofthe eight circuit filters requires maintenance, and you onlyneed to replace the filter that has been diagnosed with aproblem. The early filter-diagnostics warning provides an alertfor cost-savings preventive maintenance and could eliminatecostly hydraulic problems down the road.

GOMACO’s Unique Front-Mounted, Two-Track Trimmer Design

GSI® Earns Top HonorsThe GOMACO Smoothness Indicator® (GSI) has recently been

honored for its innovative design and advances to the concreteindustry.

Equipment World magazine in Tuscaloosa, Alabama, named theGSI one of six new products to receive their annual Innovationsaward. For a product to be chosen for the award, it can’t just be anupgrade or new combination of existing technology, it has to be anew product introduced for the first time to the market.

“The GSI pavement profiler is the very hallmark of anEquipment World Innovations Award winner: A breakthroughproduct unlike anything else on the market today that offerscontractors an immediate and measurable boost in productivity,”Jack Roberts, Equipment World senior editor, said.

The GSI has also earned an Innovation Award from theSoutheast Concrete Alliance Network (SCAN). SCAN’s InnovationAwards are given for any area that advances the knowledge andpractice in concrete pavements and the innovation must have beenapplied in a project and prove that it has value or will becomestandard for future projects.

Equipment World magazine honored the GOMACO GSIwith a 2005 Innovations Award. The award was presentedat CONEXPO-CON/AGG 2005, above, from left: GaryGodbersen, GOMACO’s president and CEO; Dan Tidwell,Equipment World publisher; Mark Brenner, R&D controlsdesign engineer; and Kevin Klein, R&D manager.

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There’s more to trimmermaintenance than checking oil levels,greasing a few grease fittings andfilling the machine with fuel.

From a safety standpoint, perhapsone of the most important items tocheck on a daily basis is theoperation of the Emergency Stop (E-Stop) system. It is important tomake certain that depressing any E-Stop button on the machine willstop all systems. If depressing abutton fails to stop the varioussystems, the problem should becorrected before operating themachine.

Another important safety item tocheck daily is the conveyorlift/swing alarm system. Makecertain that when the conveyor israised or lowered, or swung left orright, that the warning alarm sounds.If the alarm does not sound, correctthe malfunction before operating themachine. Also make certain that thebackup alarm sounds whenever the

travel system is in the reverse mode.Another important item to check

is the condition of the trimmer teethand their relationship to the trimmermoldboard. Any teeth that are wornor damaged must be replaced beforethe tooth holder is damaged. Thetrimmerwheel should be adjusted sothat the teeth are cutting the grade0.25 to 0.375 in. (6 to 10 mm) belowthe moldboard.

Hydraulic filter changes should bemade at the intervals listed in themaintenance portion of the owner’smanual. Changing the filters at theproper intervals will keep the oilclean and the systems working atpeak performance. On newermachines, additional filters havebeen added for the conveyor pumps.Make certain when replacing filters,that the old seal ring is removed withthe filter. It is recommended to havea sample of the hydraulic oilanalyzed to determine if it needsreplacing. Always make certain todispose of the filters and oilaccording to local regulations.

Check the level of the gear lube inthe various gear boxes on themachine. If the level is low, fill thegearbox to the proper level with EP-90 gear lube. If hydraulic oil ispresent in the gearbox, it indicatesthat the seal on the motor or pump(s)may have failed. It will be necessaryto replace or repair the failedcomponent. The oil in the gear boxesshould be changed after the first 50

to 100 hours on a new machine andthen annually after that. Alwaysmake certain to dispose of the oilaccording to local regulations.

Air filter maintenance is of utmostimportance to maintaining a healthyengine. If the air filter is clogged, fueleconomy will suffer, along with aloss of power. When replacing the airfilter, don't overlook the safetyelement. If there is any indicationthat the main filter element has beendamaged, the safety element mayneed to be replaced as well.

Check all of the connectionsbetween the air filter and the engineto make certain that they are tight.Make certain that none of the hosesor tubing are rubbing against anyobstacle that could create a hole fordirt to enter the system.

Check the condition of the varioushydraulic systems. The best methodused to check the condition of thevarious hydraulic systems is by

Stop Unexpected Trimming Problems Tips to Create Your Own Detailed Maintenance Programby Dennis Clausen, Director of Training

Check your Emergency Stop buttons

Check for worn trimmer teeth

Check the level of the gear lube

Change hydraulic filters

Maintain the air filters

21

connecting a flow meter into thecircuit. By using a flow meter, thecondition of the pump can bechecked in addition to checking thepressure relief adjustments. With theflow meter connected to the system,run the engine at maximum speed(hydraulic oil should be warm).Activate the system and note theflow on the meter with no pressurerestriction. Gradually close the valveon the flow meter to increase thepressure in the system.

Continue to increase the pressureuntil the pressure gauge is atapproximately 80 percent of the reliefpressure setting. Note the flow on themeter. It should be at least 90 percentof the no pressure flow. If the flowdrops lower than 90 percent, thepump is defective and should berepaired or replaced. If the flow is 90 percent or greater, the pump is inusable condition.

If the pump flow is good, continueto close the valve on the flow meteruntil the pressure relief valve for thesystem opens. Note the pressurereading on the appropriate gauge. Ifthe pressure is incorrect, turn thepressure relief valve adjustmentscrew in or out as necessary.

EXAMPLE: If the pressure relief valveis set at 2150 psi (148 bar) and the nopressure flow is 22 gpm (83.3 lpm),increase the pressure to 1720 psi (118 bar) (2150 psi x 80 percent; 148 barx 80 percent). The flow should be at least19.8 gpm (75 lpm) (22 gpm x 90 percent; 83.3 lpm x 90 percent).

The electrical systems should bethoroughly checked to eliminate anyproblems. Visually inspect the framewiring and repair or replace any thatis damaged. Inspect the bulkheadconnectors and plugs for moisture orcorrosion and clean using a contactcleaner.

Connect the sensors and place thecontrol system in automatic. Movethe grade sensor wands and notice ifthe machine moves up and downwith the sensor. Slowly start themachine moving in the forwarddirection. Move the steering sensorwand and notice if the machine turnsleft and right. If the grade or steeringsystem will not respond as described,then there is a fault in the system.

If the machine will not travel in astraight line when the steeringsensor, or manual steer knob, is inthe center position, it may benecessary to adjust the pump strokecontroller or the EDC drive from thecontrol system. Re-adjust the slopesensor following the instructions inthe owner/operator manual. Checkthe operation of the conveyorcontrols. It may be necessary toadjust the HAC cards on earliermachines, or the threshold settingson current machine. Make certainthat the battery cables and posts areclean and tight and that the battery isfully charged (heart of electricalsystem).

It is also recommended to checkthe condition of mechanicalcomponents such as bearings, chainsand belts. Check the condition of thevarious bearings and bushings on themachine and replace them asnecessary. Check the condition of thebelts on the front of the engine andreplace any that are damaged. Make

certain that the belts are properlytensioned.

Check the conveyor belt andreplace or repair it as necessary. Runthe conveyor belt and make certainthat it is properly tensioned andtrained. Check and repair the beltcleaners as required. Check andrepair or replace any components onthe tracks that are damaged or worn.Check all drive chains and sprocketsfor wear and tension the chain asrequired.

Check for any oil leaks and repairthem. Clean the machine of allconcrete, oil and dirt. Replace anydecals that are worn or damagedbeyond recognition. If the machinehas an excessive amount of concretebuild-up, or is faded or rusty, it maybe necessary to clean (sand blast) themachine and repaint it.

NOTE: If any of the machinesystems require adjustment, refer tothe appropriate machine owner/operator’s manual for completeinstructions. There are several othermaintenance items that need to bepreformed in addition to those listedhere.

Performing timely maintenancewill help eliminate unexpectedproblems from rearing their uglyheads at the most inopportune times(such as in the middle of trimming).No one wants to experienceunexpected problems and a detailedmaintenance schedule will help toassure that most of those problemswill not occur.

No one wants toexperience unexpectedproblems and a detailedmaintenance schedule willhelp to assure that mostof those problems will notoccur. – Dennis Clausen

Check the electrical systems

Check the condition of mechanical components

Check the condition of the hydraulic systems

Gary L. Godbersen, President andCEO of GOMACO Corporation, hasannounced the appointment of KentGodbersen as the new Vice President ofWorldwide Sales and Marketing, effectiveJuly 1, 2005. The appointment is theresult of Carl Carper retiring aftercompleting 32 years of service to thecompany.

Kent worked in various departmentswithin the company, including fieldservice. In 1991 he was named theMidwest District Manager and has beenresponsible for the sales of equipment inIllinois, Indiana, Iowa, eastern Kansas,Missouri and Ohio. He serves as VicePresident on the Board of Directors forGodbersen-Smith Construction Company,and was active on the ExecutiveCommittee and Board of Directors of theAmerican Concrete PavementAssociation.

Carper has spent the past 47 yearsworking in the concrete constructionindustry. He started out in 1958 asGeneral Sales Manager for Shovel SupplyCompany, a construction equipmentmanufacturer and distributor in Dallas,Texas. It was there his association withGOMACO began, when he starteddistributing their products. Carpermoved to Ida Grove, Iowa, in 1973 tobecome the company’s Sales Manager. In1979, he was named Vice President ofSales and Marketing, and wasresponsible for sales throughout theUnited States and Canada. He wasnamed Vice President of Worldwide Sales

and Marketing in 1987 and hasbeen influential in establishing anetwork of distributors thatcurrently sell GOMACO pavingequipment worldwide.

“Carl and I have traveled theworld together over the past 30years and I will miss his counsel,support and professionalism inrepresenting GOMACO and theconstruction industry. He hasalways been intent on servingour customers’ needs andpassionate about the customerbeing right,” Gary Godbersensaid. “You can be sure of thatmission staying the same forGOMACO. We wish Carl and hiswife, Jan, a long and happyretirement. We also look forwardto a fresh perspective onworldwide sales and marketingas Kent assumes theseresponsibilities.”

Kent’s territory will bedivided between two otherdistrict managers. Brad Barkemais GOMACO’s North CentralDistrict Manager, and he willadd northern Illinois, Indianaand Ohio to his territory. Len Rettinger isGOMACO’s Northeast District Manager,and he will add Iowa, Southern Illinoisand Missouri to his territory.

“The Midwest territory is veryimportant to us and that is why we haveassigned Brad and Len to provide asmooth transition in the management of

this area,” Gary Godbersen said. “Theyare seasoned veterans who will take careof our customers and relationships thathave been established through the years.Both are professionals with extensiveknowledge in concrete paving andexperience in working with the needs ofpaving contractors.”

PPrreeppaarriinngg ffoorr tthhee FFuuttuurree......

Carl Carper Kent Godbersen

Brad Barkema Len Rettinger

Jim Petersen, 60, a member of theGOMACO family for over 21 years,passed away unexpectedly May 20,2005. He traveled the world as a fieldservice representative in the ServiceDepartment for GOMACO. Jim alsohelped teach at GOMACO Universityduring the winter months, and alwaysenjoyed meeting and talking with thestudents.

“Jim had a great workingrelationship with the customers anddistributors,” Dennis Ernst, ServiceDepartment Supervisor, said. “He was excellent at machine setupand training both new and seasoned customers. Jim’s greatestasset was he never forgot a name once he met someone. Jim was,and always will be, a great friend and loyal employee who willtruly be missed by everyone who knew him.”

Joseph Mollard, 75, passed awayon Monday, July 11, 2005, afterbravely fighting pancreatic cancer foralmost a year. He had worked atGOMACO for 14 years as theManaging Director of the Caribbean,Mexican and Latin American regions.He was instrumental in establishingthe distributor network in this region.

He worked for more than 50 years in the constructionequipment industry, both in Argentinaand in the United States.

“Joe was a hard worker and respected by all who knew him.He had good relationships with his distributors and expected a lotout of them. Joe did an excellent job in finding them and havingthem represent GOMACO,” said Bryan Schwartzkopf, Director ofInternational Sales.

Goodbye to Two Good Friends...

a r o u n d t h e w o r l d

Coboce Ltda. slipforms a concrete roadway with their newGP-2600 near Cochabamba, Bolivia.

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Paddy McGee uses their GT-3200 to slipform a stand-up curb profilein Wexford, Ireland.

Guangdong Changda uses their GP-4000 paver with In-The-PanDowel Bar Inserter (IDBI) to mainline pave in the Guangdongprovince of China.

GOMACO held an annual technical session in May in Purwakarta,Indonesia. Attending the conference were, from left, Paul Mc Larnon,GOMACO Australia Sales Manager; Dhanny Handoko, PT BintangRaya (GOMACO distributor) Executive Director; Tim Nash, GOMACOInternational Regional Manager Asia-Pacific; Carl Carper, GOMACOVice President Worldwide Sales and Marketing (now retired); CharlesWinburn, Commercial Attache from the United States Embassy; BudiHandoko, PT Bintang Raya CEO; Kalung Riang, Commercial Specialistfrom the United States Embassy; and Dennis Clausen, GOMACOUniversity Director of Training.

Salls Brothers Construction use their new SL-450 withtrimmer attachment in Rio Rancho, New Mexico. They weretrimming approximately 2.5 to three inches (64 to 76 mm) ofsandy soil. The canal will have a shotcrete finish.

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Interbeton bv of the Netherlands finishes a fill-in section ofcanal on the Odaw River near Accra, Ghana. They arereshaping and relining a 1.7 mile (2.75 km) section of the canalwith an SL-450. The bottom width is 42.7 feet (13 m) with atop width of 75.5 feet (23 m). The slope is 1:1.

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PRSRT STDU.S. POSTAGE PAID

SIOUX FALLS, SD

PERMIT NO. 1209

ADDRESS SERVICE REQUESTEDPRINTED IN USA

GOMACO CORPORATIONPOST OFFICE BOX 151IDA GROVE IA USA 51445

www.gomaco.com

Baldi Brothers, based out of Beaumont,California, recently completed work on anirrigation canal at the Twentynine PalmsMarine Corp Base in Twentynine Palms,California. The base is the world’s largestmarine corp base and features severalspecialized training facilities.

Baldi brought in their GOMACO GP-4000 four-track paver to both trim andpave the project. The profile of the canal is24.5 feet (7.5 m) wide and 36 inches (914 mm) deep and runs through part of theMojave desert.

A T/C-600 texture/cure machinefollowed behind the paver applying a spraycure.

The project went smoothly for BaldiBrothers and they completed their workwell ahead of the scheduled deadline.

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Baldi Brothers’ GP-4000 paver was equipped with a chain-type trimmer to trim thefinal profile of the canal. They trimmed and poured simultaneously with their GP-4000 and achieved excellent production results.

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