The Pennsylvania Department of Transportation (PennDOT) is working through a $70.1 million betterment project on the I-376 Parkway East in Pittsburgh from Churchill to Monroeville.

This includes a superstructure replacement over Old William Penn Highway, two bridge rehabilitations over Old William Penn Highway/Lougay Road/Sunset Drive and Thompson Run Road/Thompson Run/Union Railroad and six bridge preservations along the I-376.

Stephanie Smilak of PennDOT photo

John Myler serves as the senior assistant construction manager of PennDOT on the project. He reported that funding is 100 percent federal, and the contract was awarded to Swank Construction Company. Notice to proceed was given on Jan. 29, 2024, with work starting in late March because of winter weather. The anticipated completion date is fall 2026. He added that the project is currently on schedule.

"We basically broke the job into two sections — basically kind of in half — an eastern and a western section," Myler said. "We're working on the eastern section basically in this year and then 2025 will be the western section of the project. The 2026 work is just for some cleanup, perhaps a PPC overlay on one of the structures that we're replacing next year, which may have to drag into 2026. So, 2026 should be kind of minimal impact to the public."

Myler added that the project covers 4.5 mi., but accounting for both directions, it is essentially 9 mi. of roadway work.

The project includes the following material specs:

• Asphalt wearing course (Superpave), 54,987 sq. yds. (approximately 6,050 tons);

• Asphalt binder (Superpave), 3,917 tons;

• Stone matrix wearing, 205,384 sq. yds. (approximately 22,600 tons);

• Paved shoulders, type 7, 33,458 sq. yds.;

• Reinforcement bars, 765,853 lbs.;

• 1.25-in. depth latex, 22,462 sq. yds. (approximately 780 cu. yds.);

• Variable depth latex, 452 cu. yds.;

• Fabricated structural steel, 549,896 lbs.;

• Guiderail, 31,200 linear ft.;

• Concrete median barrier, 18,781 linear ft.; and

• Concrete, 9,093 cu. yds.

"The work itself is relatively common, but this is a very high-traffic volume roadway and also high-speed, so one of our biggest challenges really on the project is trying to limit the speed and keep driver awareness of the pending changes up ahead throughout the project — some lane shifts and things like that," Myler said.

Stephanie Smilak of PennDOT photo

He added that most of the roadway work is pretty standard for his crews, including milling fill, paving, asphalt, putting new wearing surface down and then the bridge structures — new approach slabs and latex overlays.

"The one other thing that we're doing as well is, there is a median barrier separating bi-directional traffic on the interstate," Myler said. "So, the existing has been really beyond its lifespan, so that is getting removed and fully replaced along the project, as well."

He noted that the project is necessary because of age.

"The pavement itself was at about 15 years, for a wearing course that's about what's expected for us in this area," Myler said. "So, it was due for mill and pave scope of work. While we were there, too, the existing structures just needed some things to kind of straighten them up to get in better shape."

This included some expansion dams and latex overlay to refresh that surface.

"And then previously the approach slabs were in pretty bad shape 15 years ago when a project came through, so they were overlaid with asphalt," Myler said. "So that just kind of covered up the problem, so this time we're taking responsibility of fully replacing those. Those will be fully reconstructed and corrected. So, it's just kind of the natural kind of rehab of the project for the timeline."

Myler added that there are a few unique aspects to the work.

"One of the things is to improve safety on the project and we're using a temporary movable barrier along our structures," he said. "So, at the structures, you have a lot of labor and inspection force kind of standing in one spot performing operations, and it's oftentimes difficult to be prepared for some possible vehicle entering the work zone. So that movable barrier — we're able to put that on the bridge and provide that protection to those workers and also not be trapped behind a permanent barrier."

He said that the barrier is able to be moved within minutes to give an extra buffer and get more work done on nights and weekends without having to move a fixed barrier, which is very time consuming. A transfer vehicle picks up the barrier, slides it over and sets it back down.

"That was certainly a new thing for us and a new kind of experience seeing all of that work," Myler said. "The product that the contractor selected was from Lindsay Transportation Solutions and I think their company product name is Road Zipper Moveable Barrier. So, it is a concrete barrier, a little shorter and more stout, but it gives it the availability to be able picked up and moved. A very nice product and I think a lot of the workers on site appreciate the extra safety behind that barrier."

Myler also reported that the state of Pennsylvania recently implemented speed enforcement for work zones.

Stephanie Smilak of PennDOT photo

"That became an official state law here," he said. "We piloted it for several years, and over this past winter that became official law in Pennsylvania, so we also have the automated speed enforcement on site during work hours, which again helps to reduce that traffic speed by camera enforcement. We've really seen a great reduction in speed throughout the project, so that's something else that's relatively new that we're using on the project."

Myler added that another recent change is the move to recessed pavement markings in the state of Pennsylvania.

"There's been a lot of studies that the pavement markings will last longer being recessed into the pavement," he said. "So that's something unique that we're doing. It won't be unique moving forward, but at least right now, it's something new that we're starting to implement across the state on our interstates. Other states use it, and a lot of states had feedback and comments on it, and it's being standardized across the state."

Myler said that typically approximately 40 people are used on projects, including contractor/laborers, carpenters and iron workers. There also are seven inspectors on the project.

"Because it is the interstate, we're forced to do a lot of weekend work, taking the interstate down to a single lane," he said. "On those weekends, our work force does increase dramatically, because they're focused on getting a lot of work done on the weekend and working around-the-clock. So, at those points, it could jump up into the 80 to 90 range for staff out on site on the weekends."

Myler added that next year's project includes a superstructure replacement. The existing structure had precast concrete beams that were deteriorating rapidly because of salt corrosion.

"The substructure will remain, but we'll take off the whole deck and beams and replace those with a steel structure and put a new deck on it," he said. "With that as I mentioned earlier, we will be doing a PPC overlay. So that's a newer product we're using within the state, to really kind of seal off that deck and make sure it lasts significantly longer." CEG