ON ROAD THE “ PAV I NG T H E F U T U R E ” O F F I C I A L P U B L I C AT I O N O F T H E U TA H A S P H A L T PAV E M E N T A S S O C I AT I O N 2022 UTAH ASPHALT CONFERENCE PAGE 17
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CONTENTSISSUE 1. 2022 © 2022 Utah Asphalt Pavement Association (UAPA) | The newsLINK Group, LLC. All rights reserved. On the Road is published four times each year by The newsLINK Group, LLC for UAPA and is the official publication for the association. The information contained in this publication is intended to provide general information for review and consideration. The contents do not constitute legal advice and should not be relied on as such. If you need legal advice or assistance, it is strongly recommended that you contact an attorney as to your specific circumstances. The statements and opinions expressed in this publication are those of the individual authors and do not necessarily represent the views of the association, its board of directors, or the publisher. Likewise, the appearance of advertisements within this publication does not constitute an endorsement or recommendation of any product or service advertised. On the Road is a collective work, and as such, some articles are submitted by authors who are independent of UAPA. While UAPA encourages a first-print policy, in cases where this is not possible, every effort has been made to comply with any known reprint guidelines or restrictions. Content may not be reproduced or reprinted without prior written permission. For further information, please contact the publisher at 855-747-4003. OUR OFFICES 10808 SOUTH RIVER FRONT PARKWAY, SUITE 368 SOUTH JORDAN, UTAH 84095 PAVING THE FUTURE 10 23 2022 BOARD MEMBERS EXECUTIVE COMMITTEE PRESIDENT Jeff Collard Hales Sand & Gravel PAST PRESIDENT Jaden Kemp GeoDyne Transport PRESIDENT-ELECT Doug Watson CMT Engineering Laboratories SECRETARY Cody Rhoades Wheeler Machinery Co. TREASURER Casey Hawkins Geneva Rock Products BOARD OF DIRECTORS Jason Klaumann Granite Construction, Inc. Victor Johnson Geneva Rock Products Tim Nevenner Kilgore Companies Chris Gonzalez HF Sinclair Jim Hulse Mountain States Asphalt Dale Hansen Asphalt Materials, Inc. Jared Wright Peak Asphalt Bup Minardi Mountain Regional Equipment Solutions Mike Kurz Staker Parson Materials & Construction Dean Garrett Morgan Pavement Sam Beuke Suncor Energy (USA) Inc. 2 EXECUTIVE DIRECTOR MESSAGE 4 JEFF COLLARD OUTGOING UAPA PRESIDENT 10 SOLVING THICK-LIFT CHALLENGES: A SUCCESS STORY 14 THE ROAD FORWARD PROGRAM 16 SALINA-GUNNISON COMPLETES AIRPORT PAVEMENT RECONSTRUCTION 17 2022 UTAH ASPHALT CONFERENCE 23 2021 PROJECT OF THE YEAR AWARDS 40 CONGRATULATIONS TO OUR 2022 SCHOLARSHIP WINNERS 1
EXECUTIVE DIRECTOR MESSAGE Reed Ryan Executive Director The Utah Asphalt Pavement Association Let’s get better. Let’s think anew about what we have done for decades. Is it working? The answer is a resounding yes. Innovation. Dedication. Commitment. Three simple words that come to mind as I ponder this issue of On the Road. Without fail, each year as we dedicate an issue of our magazine to cover not only the Utah Asphalt Conference but also the host of great projects, wonderful people, and exciting changes that make up our industry I tend to get a little teary-eyed and proud of all that this industry sets forth and accomplishes each year. You don’t have to look far into these pages to see that Utah is indeed the place to be. But there is another word that comes to mind as you look through these pages: uncomfortable. Probably not what you were guessing, but it’s true. We should be uncomfortable. What once made us great is no longer sufficient. Look closely; words and features like ‘The Road Forward’ and ‘Solving Thick Lift Challenges’ should cause you pause. What once was, will soon have to change if we are to survive as an industry moving forward. Mix design methodologies from seventy years ago or even thirty years ago need to be reevaluated. The way our industry engages and works within our climate and environment must be evaluated and, dare I say, improved. So, my invitation for you in 2022 is this: Let’s get uncomfortable, together. Let’s have some hard conversations. Let’s get better. Let’s think anew about what we have done for decades. Is it working? The answer is a resounding yes. And that is a wonderful thing, but can it get better? Absolutely. The two responses don’t have to be exclusive and both responses can be true at the same time. That’s why I hope you will enjoy reading about all that was accomplished in 2021, while also joining with me to focus on what lies ahead. The Road Forward program that has been launched by the National Asphalt Pavement Association (NAPA) is a good place to start. Together, we are going to have to spend some time in the trenches to figure this out. Becoming better stewards of our resources will take all of us – owners, agencies, producers, suppliers, and contractors. It will take time. It will take our talents. And it will take us getting a little uncomfortable for a time. Today’s a good day to start. As we venture down this proverbial road together, I would be remiss if I did not thank Jeff Collard for his two years of leadership at UAPA. Jeff is our first-ever President that served two years in a row and I could not think of better person to have served alongside these past two years. Jeff is a mentor and Jeff is my friend. Most importantly, he is just a good person – one of the best, in fact, that you could ever hope to meet. I wish him well in his retirement from UAPA leadership, but he should also realize it likely won’t last long! Innovative. Dedicated. Committed. Uncomfortable. That’s UAPA in 2022. It’s a good place to be with each of these descriptive principles driving us all towards something better. Our story didn’t start today, but I’m awfully glad we get to write the next few chapters of it together. Enjoy this issue of On the Road. We are truly grateful for all you do. 3 - Reed 2
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UAPA recently sat down with Jeff Collard, the outgoing UAPA President, to talk about his experiences with UAPA, including his time as president and his thoughts about UAPA and the industry. We appreciate him and everything he has done for the association, and we look forward to our continued friendship with him as he steps away from this particular leadership role. He has done a great job. Thank you, Jeff! Howwere you involved in UAPA before you became President? When UAPA was formed, the Technical Committee was formed as well. It had five members from various companies. I was one of the Technical Committee’s first members, and I served on it for roughly ten years, right up until I became President-Elect. Was your previous experience helpful? Definitely. I built many relationships while I was on the Technical Committee, and I met many new colleagues from different companies, including company owners, consultants, and public agency representatives. That helped me when I became the UAPA President because I could continue those relationships and build on them. What would have helped you be better prepared? Because I was on the Technical Committee, I was so focused on specifications and the group that I never really made it to any board meetings or learned about the Executive Committee. It was new to me to be part of those two things. I had never had an experience like that before, but I had some great mentors on the Executive Committee to help me be prepared and give me good ideas. Jaden Kemp and Reed Ryan were probably my greatest mentors. They both helped to coach me along. Please tell us about a memorable experience—good or bad— that took place during your tenure. Why was it memorable? The most memorable experience for me was the 2020 Utah Asphalt Conference. It was such a great success, and close to 1,200 people attended. What made it special for me was the day I was moderating. I introduced Governor Spencer Cox, who was the Lieutenant Governor then, and Mark Eaton. Mark Eaton’s wife was there, too, and I was able to meet and talk with all of them. It was a great experience. What are your biggest accomplishments as President? Everything is a team effort in UAPA. It’s not about individual accomplishments. In the last couple of years, we have been able to work with UDOT, APWA, and the Utah City Engineers Association. I was on a couple of small task teams. We worked together on a couple of specifications that have pushed the industry forward by building trust with the owners and expressing our interest in truly developing better specifications for longer-lasting asphalt pavements. The UDOT specification was the MOI Section 960, Superpave Volumetric Mix Design and Verification, and the specification for the city and counties was the APWA Asphalt Specification. The specifications have done a lot for the asphalt industry, cities, and counties. Why is UAPA membership important? Being a member of UAPA gives us all one voice in the industry. Having a single voice helps to foster the relationships we have built as we continue to build trust with the owners. Just being part of the organization JEFF COLLARD OUTGOING UAPA PRESIDENT Being a member of UAPA gives us all one voice in the industry. Having a single voice helps to foster the relationships we have built as we continue to build trust with the owners and owners’ representatives. Just being part of the organization improves individuals, but membership also improves the industry. continued on page 6 4
improves individuals, but membership also improves the industry. So much educational material is presented that being a member of UAPA allows you to learn a lot. In the long run, applying what we learn makes our asphalt pavements and roads last a lot longer. That saves taxpayer money and makes roads safer. Everybody drives on our roads. No one wants to hit a pothole on the road that will damage their car. People who use the roads to visit their extended families or drive home after work want to focus on where they are going, not road quality. Membership in UAPA helps members make better roads for everyone to use. Howwill the infrastructure bill impact the asphalt industry during the years to come? Fromwhat I understand, a large part of the bill will go toward roads, bridges, and other highway projects. It will be great for our industry. We will use the money to build and preserve roads. This involves many companies and people that perform pavement preservation treatments, asphalt overlays, cold in-place recycling, milling, liquid asphalt suppliers, and equipment suppliers. The infrastructure bill will help to continue to build the economy. What is the most important issue or problem the asphalt industry faces? Labor and supply shortages are a problem for all of us because there is a lot of construction in Utah right now. People are constructing roads and building houses. It takes a lot of labor force to run all these construction companies and a lot of equipment to perform the work. Since finding and retaining qualified employees is a struggle for us in the asphalt industry, UAPA is focused on this problem. We need to bring more women and more diversity into our industry. Women of Asphalt is a national organization, but it has a local Utah branch. We want to see them growmore and more because their success is vital to the success of the asphalt industry. Organizations likeWomen of Asphalt that support and encourage industry diversity can help alleviate labor shortages. I am not savvy enough to completely understand what is causing the supply chain shortages, but I am certain many people must be working on it behind the scenes to solve that problem. With their help, I am hoping it will work itself out. The pandemic seems to have shown us the problems with long, brittle supply chains. The inland port might be part of the solution because it would bring more of the supply chain right next to us. What are your thoughts about the direction UAPA is headed? UAPA is going to continue to grow. It’s exciting to see. We are just in the early stages of the Utah Eastern Council, but its addition gives us councils through the entire state of Utah. We already have a Southern Council and a Northern Council. The Eastern Council covers the central and eastern parts of the state. I’m in the central part of the state, so the Eastern Council covers my area. Part of where UAPA will continue to grow is withWomen of Asphalt. They are gaining momentum. We are also always looking at our carbon footprint and seeing what we can do to reduce it. We want to sustain the environment. We already recycle asphalt, but now we are trying to lower the asphalt mix temperatures to burn less energy, have fewer emissions and reduce our carbon footprint. Do you have any advice for the incoming President? Not really. DougWatson has been around the last couple of years as President-Elect and has been on the Executive Committee. He knows what to expect and has already filled in when I could not meet with people. Doug is going to be great. He has a lot of vision and experience behind him, and he will push UAPA forward and help it grow. Any last words? I just want to thank people for the support I’ve had over the last couple of years. Working with UAPA’s internal leaders and members has been a great experience. It has been even better to meet new people the last couple of years of my presidency. Keri Dumont and Reed Ryan, thank you for all you do. I am excited to see where UAPA goes in the future. 3 continued from page 4 Outsourcing HR management and focus resources towards more important aspects of business. Email today, to schedule a free consultation! info@wtapeo.com 6
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The asphalt industry is careful about adopting new materials or techniques. It has to be: people’s lives depend on the materials or techniques working as advertised. At the same time, no innovation means no improvements, which doesn’t work either. Improving pavement requires rigorously thinking through the risks of new ideas and finding the best field projects to test them. Enter the idea of installing a highly modified Superpave mixture in one thick lift. Howard Anderson, a state asphalt engineer for Utah with more than 30 years of experience, and Lonnie Merchant, a Region 2 UDOT materials engineer, worked together to implement a UDOT thick lift project of their own in Utah. Anderson was drawn to the idea because he viewed applying two layers as a waste of time. Instead, he wanted to find a good way to do one layer without sacrificing quality. For five years, Anderson and others researched projects done elsewhere and did lab tests in Utah to solve the problems they faced. Their goal was to reduce construction time, eliminate problems caused by multi-lift paving such as tack coat and delamination between layers, and put the asphalt down in a location that would make quality shortfalls obvious. However, the most challenging part of the project was producing high-quality asphalt with 1% air voids to achieve their goals. Constructing stable, durable HMA depends on the pavement’s density. Compaction determines density, but the thicker the lift, the harder it is to get the correct density. In general, the asphalt industry has gotten its best results when in-place air voids are limited to a 3%-8% range. That means successful pavement with 1% air voids is something out of the ordinary. According to Anderson, normal mix designs in the U.S. are usually 4%. The Utah average is 3.5%. What determines the specifications for most air voids? When they are below 3%, pavement tends to rut and form ripples. The ripples are also called shoving or wash-boarding. When air voids are above 8%, air and water can get into the pavement and cause cracking, oxidation, raveling, and water damage. Raveling occurs when traffic wears away aggregate particles from the asphalt cement. It indicates a poor quality mixture or asphalt hardening. Anderson was familiar with rutting risks when air voids are below 2%. However, he also knew that binding technology had changed. Polymer-modified binders would provide a stronger glue than was available in the past, which meant going below 4% air voids was no longer an unrealistic goal. Even with the smaller air void percentage, laying quality asphalt would still be possible. In 2016, Anderson worked with Clark Allen, a UDOT central lab technician, to run Hamburg rut tests that used 76-34 polymer modified binder instead of the standard UDOT choice, 64-34 polymer modified binder. It is two grades higher and has twice as much polymer as the standard. Allen tested binder contents of 4.8%, 5.8% and 6.8%. The results were tested with extra weight after the first test was successful. The material would not rut, and Anderson learned that when the binder content approaches 7%, the asphalt acts more like the polymer than regular asphalt. It doesn’t become sensitive to over-asphalting. Having higher binder content minus the rutting risk meant thicker asphalt lifts could be compacted than was possible previously. Two lifts separated by a tack coat could be replaced with one lift, and the increased binder would lubricate compaction. Anderson attended the WASHTO Conference in April 2016, held in Salt Lake City, and he presented his idea at the conference. After additional presentations, Staker Parson Materials & Construction decided to use the idea as part of a larger project. They had agreed to mill two inches off 20 miles on I-80 and replace it with two inches of stone matrix asphalt totalling 40,000 tons. A port of entry with a six-inch lift was part of the project spec. The project site is between Nevada and Utah, and it is located in the middle of the Bonneville Salt Flats. It’s hard to imagine a more difficult place for using asphalt. Most asphalt that has been laid at this location begins having problems days after being laid. Summer temperatures are often higher than 100 degrees Fahrenheit. Winter temperatures are often below 10 degrees Fahrenheit. Heavy truck traffic headed for California ports is a day-in, day-out reality. The annual daily traffic count is 7,600 vehicles per day. Of that total, 51% are trucks. SOLVING THICK-LIFT CHALLENGES: A SUCCESS STORY 10
UDOT usually uses a 12.5 mm 75 gyration mix. The binder is 5%, and the air void target is 3.5%. For the port-of-entry test strip, the recipe was different. They used a 12.5 mm 50 gyration Superpave mix. It had 15% RAP, PG76-34 binder, 0.5% Evotherm, 6% total asphalt content and 1% air voids. The project superintendent was Mike Stevens. He and his crew at Staker Parson Materials & Construction wanted to eliminate some of the mix’s unknowns before laying the port-of-entry test strip. They decided to pave a 100-ton test strip in its pit the day before the other test strip was laid. The 100-ton test strip was useful. Staker Parson changed the rolling pattern and calibrated its equipment thanks to information gained. The mix was stiffer than the crew was used to, and they knew they would have to pave it down fast. Since the test strip retained more heat than expected, they allowed extra time for the paving to cool there and on-site. Preparation for the paving job included having a subcontractor, Coalville’s Construction Material Recycling (CMR), mill out asphalt and concrete. The subcontractor removed three inches of asphalt and three inches of concrete. They started 300 feet ahead of the scale, ended 100 feet after the scale, and created a strip that was 14 feet wide. CMR also chipped off concrete from the scale’s metal housing and swept. Stevens and his crew decided to prepare ahead and minimize any potential waiting while doing the work. The crew brought everything they thought they might need, including a spare material transfer vehicle, paver and roller, so they wouldn’t have to wait for anything. Instead of having four trucks running between the plant and the job, they had nine trucks. One truck left the plant every 15-20 minutes and then drove 1.5 hours to the site. One truck blew a tire in transit, paving stopped briefly, and that mix had to be recycled. Otherwise, though, the process went smoothly. The lift was 7.5 inches thick before one roller pass with vibration took care of compaction. The crew monitored the work with Troxler 4640 nuclear gauges. Stevens had an extra double drum roller on-site in case it was necessary to use it, but the first roller pass was enough. Staker Parson Materials & Construction paved on a Thursday and kept the paving closed to traffic until Sunday afternoon. (The paving had reached 100-120 degrees Fahrenheit two days after paving, but they wanted to be extra careful because they were doing something new.) Asphalt industry leaders came to watch. Attendees that day included regional directors, UDOT and Staker Parson staff, UAPA’s Reed Ryan, the Asphalt Institute’s Dave Johnson and others. The crew cored the pavement Friday and found the pavement’s average density was 97%. Anderson anticipated that result. He had designed for 1% but hoped for 3%-4% in the field. UDOT pulled four cores, one of which was at the point where paving had stopped after the truck blew a tire. That core had the lowest density. Despite the one sample with a lower density, Peterson was happy because the crew achieved full depth compaction and received 100% pay for gradation, binder content, and density. The compaction results are shown above. Core number Density (top 3 inches, %) Density (bottom 3 inches, %) 1 97.9 98.0 2 97.8 94.4 3 97.2 92.8 4 97.3 97.6 Staker Parson Materials & Construction did an additional six-inch core on its own test strip. That one achieved 97% compaction. Although using multiple asphalt layers can improve rideability and smoothness, their thick-lift test strip has not had any problems related to smoothness, though the crew did have to grind down the end joints. However, even though they had to grind the surface, they didn’t open the pavement to water. Anderson visited the port of entry months after it was paved and found it was still free of ruts despite the high temperatures of summer 2021. The port-of-entry project was successful, and it showcased the collaboration between UDOT and industry members and contractors. Anderson has found that many people are interested in the project because of its potential benefits. Production was faster, there was less inconvenience for drivers, and the project had cost savings. Because there was only one lift, there was no track coat. Also, one lift instead of two requires less traffic control and half the quality control. All those cost savings make it possible to spend more money on a high polymer mix. Using a thick lift could also expand the paving season. November and April have cooler temperatures, which means paving during those months would speed up how fast the mat cools down after compaction. Anderson’s next goal is laying a high-polymer, low void mix on a ten-mile road section and compacting it until it is eight inches thick. He suggests the results might be a perpetual pavement. Lifts of that thickness are similar to what can be done with concrete. If thick-lift asphalt can be placed and opened for use faster than concrete, and if the performance is equivalent to or better than concrete because joints could be eliminated, the industry benefits are obvious. As Reed Ryan has pointed out, Marshall Mix Design has been used for 70 years, Superpave has been used for 30 years, and thick lifts might be the next step forward for the asphalt industry. Many people are interested, including DOTs for other states, legislators, and industry experts within Utah. Anderson expects to see more projects that use thick lifts with 1% air voids and a 76-34 binder. UAPA’s leaders expect that, too, and they plan to continue being deeply involved. UAPA is valued when asphalt innovations are being discussed. That fact is a big benefit for all association members. 3 11
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Global climate experts have been interested in emissions and their connection to climate change for decades. That interest has caused a shift toward extremely specific actions. As a result, the asphalt industry’s customers want to use low-carbon materials more and more, and the clean policies being written reflect that. NAPA created The Road Forward program after more than a year of preparation by a 21-member Climate Stewardship Task Force. The program is important: one article compared the initiative to the construction of the Interstate Highway System in the 1950s and 1960s. NAPA hopes The Road Forward’s vision will galvanize the industry. The Road Forward program was released at NAPA’s Annual Conference, held in January 2022 in Scottsdale, Arizona. It includes four goals, nineteen tactics to help achieve each goal, and eight knowledge gaps involving the research and implementation needed to succeed. The group studied what the industry is currently doing, identified opportunities for improvement, and set an ambitious goal: net-zero carbon emissions by 2050. Although large parts of The Road Forward program should sound familiar, such as using more Reclaimed Asphalt Pavement (RAP) and Warm Mix Asphalt (WMA) technologies, the overall goals are much broader in scope than just using more RAP and reducing mix production temperatures. The program’s four goals are as follows: 1. Achieve net-zero carbon emissions during asphalt production and construction by 2050 2. Partner with customers to reduce emissions through pavement quality, durability, longevity, and efficiency standards by 2050 3. Develop a net-zero materials supply chain by 2050 4. Transition to electricity from renewable energy providers to support net zero-carbon electricity by 2050 and reduce electrical intensities The stated mission of the plan is to “Engage, educate, and empower the U.S. asphalt community to produce and construct net-zero carbon emission asphalt pavements.” The stated vision is: “Sustainable communities and commerce, connected by net-zero carbon emission asphalt pavements.” In short, the plan states that human forces, the free market, and governments are aligning to reduce carbon emissions by injecting policies and practices into business models. NAPA leaders believe that, over the next several decades, reducing carbon emissions will be the industry’s foremost goal, persisting even amid changing political or economic situations. NAPA also has guidance about developing Environmental Product Declarations (EPDs) to help the asphalt industry prepare for new bidding requirements. A completed EPD is 11 pages long and quantifies the embodied carbon emissions and other environmental impacts such as acid raincaused emissions and smog. Joseph Shacat, NAPA’s director of sustainable pavement, spoke with UAPA about EPDs and The Road Forward. “It doesn’t matter what state you live in. We are moving into an era where agencies at some level will be looking at these issues. It isn’t abstract anymore. The train is leaving the station, and the question is, are we going to be at the terminal wondering what happened? Or are we going to have a ticket to get on that train?” According to Mr. Shacat, the real value of The Road Forward program is the way it sets out long-range goals for the industry and stays ahead of the curve. “This program is moving us in the direction our industry’s customers are going to want over the coming year,” he said. “We are starting to see what states and agencies are looking for. The federal government is launching a ‘buy clean’ program directly targeted at asphalt and concrete, and the government recently asked the industry to brainstorm by issuing a Request for Information (RFI) that was due at 6 p.m. March 1, 2022.” The RFI is about asphalt, and it is formally called Environmental Product Declarations and Sustainable or Low Embodied Carbon Products. Emissions can be categorized as embodied or operational. Embodied emissions occur during manufacturing, and operational emissions occur when a product is being used. For example, embodied emissions occur when a manufacturer builds a vehicle, and operational emissions occur once the vehicle is on the road. The same THE ROAD FORWARD PROGRAM 14
is true for road construction: emissions that occur from the manufacturing of raw materials, asphalt mix production and paving are embodied. The emissions that occur after a road has been paved with asphalt are operational. Joseph Shacat said, “What we are seeing is that agencies at the federal, state, and local level are beginning to require contractors to submit EPDs because they want to know what the environmental impact is of the products they purchase. Once a government organization has the report, the organization can require or incentivize lower emissions on projects.“ After gathering specific information about each company, the RFI asked about seven areas of interest. The first was cradle-togate EPDs for asphalt mixes: how they are generated, whether there is any non-EPD documentation, and whether EPDs have attracted business customers. The second was the question of market demand for low embodied carbon asphalt and what strategies are being used to reduce carbon emissions, such as EPDs, and whether the responding company has a dedicated or specialized sustainability staff. The third RFI question pertained to companies producing or supplying low embodied carbon asphalt, and the production details and cost comparisons about innovative or outstanding environmental attributes, and the performance attributes associated with manufacturing, installing or using asphalt. The fourth question was about obstacles (technical, economic, or regulatory) and for suggestions about reducing asphalt manufacturing’s carbon footprint. The final three questions related to product testing, states using environmentally preferable asphalt, and the location of asphalt plants. They wanted to know about challenges, implementation lessons and best practices when using environmentally-preferable asphalt. They also wanted to know if mobile plants are used at remote sites and if the company could recycle pavement on-site. Richard Willis, Ph.D., NAPA’s vice president for engineering research and technology, attended the Utah Asphalt Conference 2022, held Feb. 1-2, 2022, at Mountain America Expo Center. While there, he also presented about EPDs. UAPA contacted him after the conference to talk about EPDs and The Road Forward. He said, “The Road Forward presents an opportunity for contractors in Utah and throughout the country to become better businesses. The program allows everyone to look holistically at how their businesses are positively affecting the community.” Mr. Willis and Mr. Shacat are part of the task force leadership that produced The Road Forward program. The plan’s details can be found at asphaltpavement.org/climate. 3 Proven Performance www.graymont.com Use Graymont Hydrated Lime for High Performance Hot Mix ▪ superior anti-stripping agent ▪ improves stiffness and reduces rutting ▪ reduces cracking, oxidation and aging ▪ cost effective ▪ economical ▪ synergistic benefits Call your Graymont Representative today to see how Graymont Hydrated Lime can improve your hot mix performance. tanderson@graymont.com ▪ 801 783 6835 (ph) Pilot Peak Plant ▪ West Wendover, Nevada QUALITY LIME & STONE PRODUCTS THAT IMPROVE YOURWORLD Lime in Asphalt Graymont Hydrated Lime 15
SALINA-GUNNISON COMPLETES AIRPORT PAVEMENT RECONSTRUCTION By Craig A. Ide, P.E., MBA, Pavement Engineer, Utah Aeronautics Division, UDOT Salina-Gunnison Airport recently completed its Runway 2/20 Reconstruction Project. Project engineering firm Savage Associates Engineering headquartered in Richfield, Utah, provided the design of the runway, taxiway connecter, and apron asphalt pavements. Salina-Gunnison Airport, FAA identifier 44U, built a runway on an unobstructed plain located between the two cities around 1947. Over the years Salina and Gunnison have shared the matching costs with support of state aviation grants. Salina-Gunnison has one runway designated 2/20 which measures 3855’ x 60’ and parking for eight aircraft. The airport is opened 24/7 with aviation fuel availability. However, there is no fixed base operator on the field. The project included roto milling 32,000 square yards, 5350 tons of [3"] hot mix asphalt, and 5000 tons of UBC, 140 gallons of reflective marking paint. Hales Sand & Gravel, a CRH Company, was awarded the project in August 2021, began construction Sep. 6, 2021, and completed mid-November 2021. State and city-matched funds were used for the $850,000 project. During construction, a thunderstorm left large amounts of standing water near the tiedown area requiring a culvert. Hales Sand & Gravel coordinated the change order, design, and placement of a culvert to drain under the taxiway with construction of a surface ditch. This did not affect the budget or schedule of the project. This project was completed under budget and on schedule, thanks to the coordination between Savage Associates Engineers and Hales Sand & Gravel. The completed project is a large improvement of over thirty years of a four-year cycle of asphalt preservation that prolonged its life prior to the major reconstruction project. Utah Division of Aeronautics and the mayors of Salina and Gunnison are thankful for the dedicated efforts and skills of Hales Sand & Gravel and Savage Associates Engineering. 3 16
2022 UTAH ASPHALT CONFERENCE 920 ATTENDEES UAPA AWARDED FOUR SCHOLARSHIPS 17
30 EDUCATIONAL BREAKOUT SESSIONS 78 EXHIBITORS 18
OVER 18,000 SQUARE FEET IN BULK SPACE AT TENDEES DONATED NEARLY $5,960 FROM RAFFLE TICKET SALES TO THE UAPA SCHOLARSHIP FUND 19
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2022 UTAH ASPHALT CONFERENCE AWARDS 23
The following article about John Parson originally appeared Feb. 18, 2022, in the CRH Feel Good Friday Newsletter. The title was John Parson Inducted into Utah Asphalt Hall of Fame. It has been edited lightly and is reprinted here with permission from John Parson. John Parson, former CEO of Staker Parson Materials & Construction and senior leader of CRH Americas Materials, was inducted into the Utah Asphalt Hall of Fame Feb. 2, 2022, at the Utah Asphalt Pavement Association’s Annual Conference. The Utah Asphalt Pavement Hall of Fame Inductee is chosen each year from among industry representatives and peers as someone who has significantly contributed to the betterment of the asphalt pavement industry in Utah. It is presented to an individual who actively fostered and demonstrated vision and dedication in advancing the asphalt pavement industry and overall investment in quality infrastructure for the state of Utah. John grew up in Brigham City, Utah. His grandfather, Jack B. Parson, founded Jack B. Parson Companies in 1952. He started working in the industry as a teenager, weighing and ticketing trucks at the Brigham City pit. In high school and college, he worked in the shop, on a crusher and an asphalt paving crew. He graduated from Utah State University with a bachelor’s degree in business administration and began working in supervisory and management roles. John was instrumental in guiding the sale and integration of Jack B. Parson Companies to CRH in 1996. He led the company as President from 1996 to 2002 when Staker & Parson Companies was formed. He served as President of the combined companies from 2002 to 2006. From 2006 to his semi-retirement in 2018, John was tapped for a series of expanding leadership roles, including West Division President, West Chief Operating Officer, and President of Performance Improvement. John led much of CRH’s growth in the West, built from over 100 acquisitions. He currently mentors and coaches developing leaders throughout the U.S. by helping them prepare and progress through CRH leadership positions. John has served on the boards of the National Stone, Sand and Gravel Association (NSSGA) and the Associated General Contractors (AGC) of Utah, including representing the AGC in the first “Partnering” effort with the Utah Department of Transportation. He was an early advocate of practices that have become industry standards, including the use of Recycled Asphalt Pavement (RAP) and warm-mix asphalt. Family means the world to John, and he has been married to Dottie Campbell for 42 years. They have six children and 16 grandchildren, and they reside in Huntsville, Utah. John enjoys fly-fishing, hunting, golf, skiing, and spending time with his ever-growing family. John is the second Staker Parson team member to be inducted into the Hall of Fame. Val Staker, the former CEO of Staker Parson Materials & Construction, who retired in 2001, was inducted in 2016. 3 When UAPA was formed, I was involved in our local leadership and recognized the need for and potential benefit of a local asphalt association. We considered it a great opportunity to consolidate the many voices of the industry, be they producer, supplier, associate or affiliate members. UAPA gives members an opportunity to provide a unified voice and consistent platform for educational purposes and allows us to make specification and policy recommendations. It is also an opportunity to promote the benefits and share advancements of the ever-growing asphalt industry. HALL OF FAME JOHN PARSON, CRH AMERICAS MATERIALS WINNER 24
Dale Hansen was nominated and unanimously approved to receive UAPA’s 2022 Industry Leader of the Year Award. His father, Harvey Hansen, was previously inducted into the UAPA Hall of Fame. Asphalt Materials, Inc. was founded in 1975 by Harvey Hansen, Richard Erickson, and two other partners who were bought out. Dale, his brother Kyle Hansen and his sister Tamara (Tammy) Hansen joined the company later. Harvey Hansen has retired, although he still visits the business now and again, and Richard Erickson died about four years ago. The company was founded when there weren’t enough plants to take care of the local companies that needed materials, and its purpose was to fill that need and take care of those companies. About 8-10 years ago, Asphalt Materials, Inc. added landscaping materials to its offerings. “We don’t do our own paving,” said Dale. “All we do is provide asphalt and landscaping materials to the customers. But we do things like make water fountains for people to look at for ideas. Many contractors come in, find materials, and then go out and work with homeowners.” When talking about his customers, Dale said, “I’ve always believed in taking good care of our customers. We make the best asphalt we possibly can for the market. If you sell customers high-quality asphalt, many of your customers become customers for life.” Dale values his membership in UAPA because the association is trying to make the industry better and help everyone make better asphalt. “They work with members to get them on the same page about specifications and improve the industry overall,” said Dale. “They are a good platform that helps all the companies and contractors to have a voice within the industry. UAPA works to make everything fair and even.” Dale is one of the ten charter members that started UAPA. He has served as President and is currently on the Board of Directors. When Dale isn’t working, he likes camping, bait fishing, hunting in places like East Canyon, traveling and spending time with his family. “I’ve been all over,” he said. “I’ve been fishing for salmon in Alaska. That was a blast. I’ve also been to the Panama Canal. I try to visit every place I can, and I would like to see all of the states.” UAPA congratulates Dale for being unanimously selected as UAPA’s 2022 Industry Leader of the Year. 3 Dale values his membership in UAPA because the association is trying to make the industry better and help everyone make better asphalt. “They work with members to get them on the same page about specifications and improve the industry overall,” said Dale. “They are a good platform that helps all the companies and contractors to have a voice within the industry. UAPA works to make everything fair and even.” INDUSTRY LEADER DALE HANSEN, ASPHALT MATERIALS, INC. WINNER 25
UAPA is proud to recognize Eagle Mountain, Utah, as a recipient of UAPA’s Friend of Industry award. We recently spoke with Zac Hilton, Streets and Stormwater Manager for Eagle Mountain, about the city and the award. The following article is based on the city’s website and the information Zac gave us. Eagle Mountain, Utah, is a masterplanned community that was incorporated in 1996. Geographically, the city is about 50 square miles and has about 50,000 residents. Its physical size makes it the third-largest city in Utah. Eagle Mountain has 205 paved lane miles, representing a large amount of growth for a city that is only a little more than 25 years old. Last year, the city added just over 20 lane miles of residential streets. For several years before that, it added 15 lane miles per year. Keeping up with the growth has been challenging. The Friend of Industry award is presented to an individual or organization that demonstrates vision, dedication, and cooperation between the private and public sectors to better the pavement industry. Eagle Mountain has an aggressive, innovative maintenance program and has fostered many relationships with people in the asphalt industry for the last five to six years. The vote to give the Friend of Industry award to the city was unanimous. When asked about the importance of UAPA, Zac Hilton said, “UAPA is a network where people can find information from one another. It’s a great place to learn what’s new, what works, and where the industry is going. It forges relationships that help when you are looking for information. Membership becomes a two-way street. You can tap into other people’s knowledge to gain knowledge, and sometimes you teach. Anyone who is involved at all is helping UAPA and making the industry better.” Most of the people in Eagle Mountain are part of very young families. There are many young adults and many young children. The city’s leaders want to give them some big projects to improve their quality of life. Since Eagle Mountain is located on the west side of Utah county, it is set back on its own, and many residents commute. There are plans to provide more and better transportation to help residents get to other places. Also, the city is working to increase the number of commercial businesses in the community. Eagle Mountain has one grocery store already, Ridley’s Family Markets in Porter’s Crossing Town Center. There are plans to open a Macey’s Grocery, too. It will be in the Marketplace at Eagle Mountain Town Center. Eagle Mountain is near the Lake Mountains and already has many outdoor opportunities, such as its mountain bike trail system maintained by a group of mountain bike enthusiasts. “It features incredible runs where jumps have been set up, and people either bike or walk,” said Zac. “A lot of people come here for that.” It is possible to get to most places in the city on miles and miles of paved trailways. “Every trail that goes in gets used,” said Zac. There are also places for off-road driving. Since 2018, the city has had the Cory B. Wride Memorial Park. The park is being built in phases, and the first two phases are complete. The city’s leaders value maintaining its wildlife habitat and are working to create a dedicated wildlife migration zone through the middle of the city. As Zac reflected on UAPA’s Friend of Industry Award, he said, “It’s an honor for us to accept the award. I thoroughly enjoy being a part of UAPA because it has given me access to many people. Everyone has been wonderful. UAPA fosters an environment where its members and leaders are patient and share their knowledge. That’s huge. I have always tried to reciprocate.” 3 Eagle Mountain has an aggressive, innovative maintenance program and has fostered many relationships with people in the asphalt industry for the last 5-6 years. The vote to give the Friend of Industry award to the city was unanimous. 26
Mark Morrison began his career 55 years ago in 1967 field testing soil densities and testing Portland Cement Concrete Cylinders in the lab. Mark developed a keen interest in civil engineering, began his career in civil engineering, and became a registered professional engineering in Utah. As a young graduate engineer, Mark noticed street manholes in Salt Lake City were surrounded with Portland Cement Concrete. Mark was impressed with the history of concrete rings around them and soon learned there were many problems surrounding the them. Mark researched further and found out that there were many other problems in the civil engineering field and began working on solutions. In 1981 Mark helped Salt Lake City move into the modern era of specification writing. After helping Salt Lake City completely rewrite their specifications Mark and his supervisor, Jerald Lyon, presented the specification product to the American Public Works Association (APWA). Mark worked with the APWA to listen to concerns of local contractors to create specifications that all local specifiers could understand, use, and that all contractors could reasonably be expected to follow over various jurisdictions. Mark has participated with the APWA specification subcommittee for 45 years and has been a great help in advancing the construction industry. Mark is retired and living in Phoenix, Arizona, but is still contributing to the Utah construction industry as best as he can. 3 In 1981 Mark helped Salt Lake City move into the modern era of specification writing. After helping Salt Lake City completely rewrite their specifications Mark and his supervisor, Jerald Lyon, presented the specification product to the American Public Works Association (APWA). FRIEND OF THE INDUSTRY MARK MORRISON WINNER 27
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