The project was awarded in May 1990. The low bid was $10,783,486 which was $190,000 (17%) lower than the state estimate. The quantity of asphalt rubber binder was 3.9Mkg (4,316 tons) the largest amount ever bid by ADOT in a single contract at that time. The unit cost of the asphalt rubber mix was $0.05/kg($45 per ton) and the HMA was $0.025/kg ($23 per ton). Construction began in June, 1990 with the installation of the edge drain and paving of some of the ramps and crossroads with HMA. In late June the crack and seat night operation began. Cracking of the pavement was accomplished with a guillotine hammer. Several drop heights from 0.6m (two feet ) to 1.2m (four feet) were tried. It originally appeared from cores that 1m (40 inch) drop height was adequate although ultimately a 1.2m (four feet) drop height was adopted to be certain that the slab was cracked full depth. A 0.6m (two feet) spacing was originally set and later reduced to 0.5m (18 inches). Seating was accomplished with a 45,359kg (50 ton) rubber tired roller. Generally one to two roller passes was adequate to seat the concrete. Paving of each nights crack and seat followed the next day.

The 75mm (three inch) HMA overlay consisted of a dense graded HMA with 4.6 percent asphalt by weight of mix of an AC-20 grade (Table 1). No paving problems occurred, although later after traffic was applied about a dozen small areas failed. Each area was dug out and replaced with new HMA. During removal it was noted that the concrete had been previously in very poor condition. Apparently the crack and seat operation totally destroyed the concrete pavements structural load carrying capacity at these few spots.