THE ROADS OF TOMORROW ARE HERE! OFFICIAL PUBLICATION OF THE UTAH ASPHALT PAVEMENT ASSOCIATION
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CONTENTSISSUE 3 2024 ©2024 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 S. River Front Pkwy., Ste. 368 South Jordan, Utah 84095 2024 BOARD MEMBERS EXECUTIVE COMMITTEE PRESIDENT Victor Johnson Geneva Rock Product PAST PRESIDENT Bup Minardi Mountain Regional Equipment Solutions PRESIDENT-ELECT Jonas Staker Staker Parson Materials & Construction SECRETARY Kyle Smith Granite Construction Inc. TREASURER Scott Gardner ICM Solutions BOARD OF DIRECTORS Jason Klaumann Granite Construction Inc. Ryan Dalling Geneva Rock Products Tim Nevenner Kilgore Companies Brad Schmitz HF Sinclair Jim Hulse Mountain States Asphalt Jared Wright Peak Asphalt Chris Farner Wheeler Machinery Co. Mark Droubay Double D Distribution Mike Kurz Staker Parson Materials & Construction Dean Garrett Morgan Pavement Sam Beuke Suncor Energy (USA) Inc. 6 GETTING TO KNOW UAPA’S NEW EXECUTIVE DIRECTOR, RICK JOHNSON 12 THE ROADS OF TOMORROW ARE HERE! 16 HEY NAPA! 19 HIMOD IN ACTION 22 PROTECT YOUR EMPLOYEES ON HIGH-HEAT DAYS 25 PAVING UNDER STOCKPILES PAYS OFF ENVIRONMENTALLY AND ECONOMICALLY OPERATIONAL TIPS: THE ROAD FORWARD TO LOWER EMISSIONS AND HIGHER PROFITS By NAPA 28 PLANNING FOR RESILIENT ROADS APPROACHES TO ACCOUNT FOR CLIMATE CHANGE IMPACTS ON FLEXIBLE PAVEMENT DESIGN AND REHABILITATION PRACTICES By NAPA 30 STAYING AHEAD OF THE CURVE PROACTIVE PAVEMENT PRESERVATION By Craig Ide, P.E., MBA, NPIAS Asset Manager, UDOT 34 WHEN IT COMES TO ROADWAY CONSTRUCTION, DRIVABILITY MATTERS 4
Rick Johnson is the new executive director of the Utah Asphalt Pavement Association (UAPA). As a dynamic leader with over 35 years of experience driving organizational change and improving business functions across various industries, Rick is ready to help UAPA grow to meet the increasing needs of Utah’s roadways. With a diverse resume, Rick’s career includes significant roles at FedEx, where he managed teams responsible for $1 billion in annual revenue and contributed to global revenue growth. His leadership was pivotal in fostering a high-performance culture and developing new business channels. As the founder and partner of Stat Pads/Rescue Stat, he successfully led the company from startup GETTING TO KNOW UAPA’S NEW EXECUTIVE DIRECTOR, Rick Johnson 6
to sale. And, at Western Electronics, he quadrupled sales as vice president of sales and marketing. Rick holds an MBA from Boise State University and a BS in finance from the University of Utah. Recognized with numerous awards, including the FedEx Five Star Award and Sales Hall of Fame, Rick excels in global supply chain and logistics, sales and negotiation, team and culture development, and stakeholder management. In an effort to introduce himself to UAPA’s membership, Rick recently took the time to share his thoughts about his life, career and plans as the new executive director. You have an impressive resume. What were the driving factors for wanting to work in the asphalt industry? My wife, Angela, and I recently ended our volunteer mission for The Church of Jesus Christ of Latter-day Saints. I served as a mission president in Layton, Utah. We wanted to stay in Utah so I started to look for a job. My friend, Dean Garrett of Morgan Pavement, mentioned that I might be interested in filling the empty executive director’s seat at UAPA. The possibility of the job piqued my interest, and I lined up an interview with UAPA’s board of directors. During that interview, I was asked, “So, what do you know about asphalt?” My response was nothing short of honest: It’s black and I drive on it. That’s my level of knowledge on asphalt. But my background is working with people, building cultures, sales and marketing, organizing, leading large groups, setting visions and strategically moving organizations forward. In short, making things happen. I shared some of my past business and life experiences that showed how I took diverse companies and groups of individuals and brought them together. I let the board know 7
that is what I would do if I were to be hired for the position. Long story short, I was hired for the job. What are your goals as executive director for the first 90 days? My goal as the new executive director is to better understand the industry — understand the association members, the producers of the product, the suppliers of the product, the contractors, the workers that are laying the product down, the ones that are manufacturing or maintaining it, and some of the customers as well as the cities and counties. I’m going to try to visit as many members as I can in person. I want to know who the members are, what’s going on with their business and what their ultimate needs are. I’m off to a good start but still have a long way to go. What can members do to help you reach your goal? When I reach out, they can make themselves available so I can come visit and learn from them. If there are things they think will help benefit the association and the industry, I want to know about it. Everybody has a different perspective, and as we counsel together, we’ll be able to make better decisions. With the Olympics coming to Utah in 2034, there is much to do for the state to prepare. So, if there’s ever a time when we, as an association, need to be aligned, it’s now. What are the biggest issues facing the industry? Although I am just starting, I have identified a number of issues that I’d like to address: 1. Different organizations — municipalities, cities, UDOT, private companies, developers — are coming up with different specs when it comes to asphalt. It wasn’t always this way, and that creates a challenge. continued on page 11 2. The use of RAP within asphalt varies widely. UDOT has a 15% RAP mix component, and there are a lot of states that are going up to 30% without any issues. Increasing RAP is a huge cost savings, plus, environmentally, it has a lower footprint on carbon emissions. We need to be on the same page — from producers and contractors to installers and the end user — with specs and consistency as much as possible. There are different applications when you look at, for example, Southern Utah versus Northern Utah. 3. Recruiting skilled workers in the industry is going to be really critical. One of the common things that I hear as I’ve met with association members is, “I can’t get enough CDL drivers and enough workers.” We have some ideas on things that we can do with the local universities, high schools and tech schools that can potentially create a pipeline for students who would love to work in this trade in this industry. 4. Communications. The training that we provide is monolingual. It’s all English, and we really need to shift to where everything’s done in Spanish and English. 5. Increasing safety, especially with flaggers. Flagger training and flagger safety is so important because they’re working in the riskiest place. 6. Making sure that all members have a voice, from the largest producer to the smaller mom-and-pop operations. What accomplishment are you proudest of? Marrying my wife, Angela. I married way above myself. She’s a sweetheart. She’s amazing! We have been married for 34 years. We have six kids: four girls and two boys. They range from 28 down to 18. I want to know who the members are, what’s going on with their business and what their ultimate needs are. 8
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I think, as an association, we really have a neat opportunity to make a difference in the state and in the lives of our individual families as we stay consistent and united on key topics. 10
What is the biggest lesson you’ve learned in your career, and how did you learn it? People are more important than anything else. Having a working environment that has a good culture where people feel valued, needed and respected. I worked for FedEx for 30 years. They had a philosophy called “People, Service, Profit.” You take care of the people, they’ll provide the service, which will drive the profit and that profit goes back into the people who provide the service, who provide the profit, etc. That circular process was really critical. I watched what that looked like operationally and also from a sales and marketing perspective. It’s a critical piece to the success of any company. Fundamentally, it’s not about the machinery; it’s about the people behind them. Knowing what you know now, what advice would you give yourself when you first started your career? I would have been bolder sooner. Instead of watching things happen, I would have spoken up more aggressively — in a kind way. I like it when people talk about it and then do it. Followthrough is important. What advice would you give to the people in the business world? Find a need and fill it. When you’re not working, what do you like to do? I like to water ski, snow ski, mountain bike and compete in triathlons. I did my first and only Iron Man a few years back in St. George. When I’m not on an outdoor adventure, I love spending time with my family. What do you love about living in Utah? I love the four seasons. Winter, spring, summer or fall, there is always something beautiful to see and to enjoy. Any last thoughts? I think, as an association, we really have a neat opportunity to make a difference in the state and in the lives of our individual families as we stay consistent and united on key topics. Doing so will benefit all of the organizations that are associated with UAPA. Quality will improve, rework will decrease, job satisfaction will increase, and if we do our jobs right, we can start to address some of the people issues that a lot of our members are dealing with. continued from page 8 11
THE ROADS OF TOMORROW ARE HERE! Utah is known for its beautiful landscape and four distinctive seasons, but in some circles, there are five seasons: spring, summer, winter, fall and pothole season. Drivers in Utah know all too well the adventure of dodging potholes in efforts to save their car’s suspension. In 2023 alone, Salt Lake City repaired over 38,000 potholes. Provo City, on average, uses 150 tons of asphalt per year to keep potholes repaired. Those are only two examples; the other 327+ cities in Utah have their own story to tell, and it all adds up to money spent. Additionally, with more roadways being built each year to keep up with Utah’s fast-growing population and the ongoing need for regular road maintenance, asphalt crews have their work cut out for them. The asphalt industry works hard — day and night — to keep roadways safe and free from hazards, like potholes, that can cause car damage and frustrate drivers. Keeping our roads in good repair may sometimes feel like an uphill battle. In June, the Utah Department of Transportation (UDOT) shared some exciting news with the asphalt industry and citizens alike. The announcement garnered a lot of excitement as UDOT explained they had developed a weather-resistant, durable asphalt mix that would transform the way Utah is maintaining and repaving roads — reducing paving costs, time and repairs. In asphalt mixes, crushed rock is mixed with binders that act as glue. UDOT’s new asphalt blend, called HiMod high-density asphalt (HiMod), uses a significantly higher ratio of polymer in the asphalt binder than traditional asphalt mixes. The thicker, stickier result is much stronger than previously possible, meaning less wear and tear on the roads. This all started in 2013 when UDOT’s State Asphalt Engineer, Howard Anderson, learned about the new binder while attending a Federal Highway meeting. Howard came home with his curiosity piqued. He started working with UDOT’s binder suppliers and conducted tests, hoping to find a better way of maintaining Utah’s roadways. The first test was conducted on State Route 191 in 2015 and then on U.S. 6 near Soldier Summit. These two projects were dropped in at the standard mix design contents. From these projects, UDOT learned how to pump the HiMod binder and better control the formulation. From there, adjustments were made, and formulas were refined by their binder suppliers in an effort to get the blend right. Hamburg Rut Testing conducted by Clark Allen, UDOT’s Central Lab Mix Manager, proved the design could be drastically changed to allow for high binder contents and low void conditions that would facilitate a much more durable mix and thicker lift compaction. In June of 2021, after years of refinement, the new HiMod blend was placed by Lonnie Marchant, Region 2 Materials Engineer, at the I-80 Wendover Port of Entry near the border of Utah and Nevada. The test site was selected for its extremities: Temperatures regularly reach the triple digits in the summer and the single digits in the winter, and the port of entry experiences heavy truck traffic regularly decelerating and 12
These two HiMod thick lift pictures were taken at the Staker Parson Materials & Construction Beck Street Plant the day before the Wendover POE test strip was placed in early June of 2021. Staker made history with this 100-ton test strip they placed on their own to help them be successful with the UDOT demonstration project the next day. 13
accelerating, adding to pavement distress. In the past, the area has required regular pavement maintenance. Now in its fourth summer, the HiMod test site is still holding strong. “This new mixture defies everything I studied about asphalt in school,” Howard said. “But what I was taught in school was based on binders of the past, before we had polymers. With stronger glue, it didn’t make sense to keep doing the same things we’ve always done with asphalt. I wanted to do something better.” In addition to being durable, the blend can cut the paving process in half. With traditional asphalt mixes, crews often lay down the pavement in two thin layers, called “lifts.” This allows them to roll the pavement evenly throughout, compacting the asphalt and removing air pockets to make it more durable. This two-layer application means that crews must place one layer down, compact it, wait for it to set, test it and add an adhesive coating before repeating the process with another layer. HiMod allows crews to do up to a single, six-inch lift without compromising compaction. Samples from the test site showed even compaction throughout, with much higher compaction rates than traditional asphalt mixes. This translates to stronger, more durable roads with half the labor. Howard is not done testing his team’s mix. He wants to analyze it in even thicker lifts, as high as eight inches, and believes that that may be the key to creating “perpetual pavement.” And he isn’t limiting his plans to highways. “This mix sets up faster than concrete and is more durable than traditional asphalt, and we can use it on sidewalks, trails, you name it,” Howard said. “Asphalt has stayed in its lane, so to speak, for decades, but it’s time for us to step it up and move beyond that. This mix opens so many opportunities for the asphalt industry as a whole.” Lonnie quickly recognized the value of the new mix and immediately began placing it on other projects. Jason Simmons, UDOT’s Statewide Pavement Design Engineer, further tested it when he placed the mix directly on old concrete on I-15 near Parish Lane in early May of 2022. Approximately 500,000 tons of HiMod have gone out this summer to be used on a dozen projects, including the I-80 ramps near the Salt Lake City International Airport, on I-80 going up Parleys Canyon and on MP 41 to 50 and repaving the I-215 eastbound off-ramp to State Street. This is just the beginning. Other state departments of transportation have reached out to UDOT about adopting the mix because of their bigger pothole problems across their cities and counties due to the use of non-state specifications. UDOT officials expect to see it spread past Utah’s borders over the next few years. Get to know more about the HiMod project and the heroes who made this happen by scanning the QR code. https://www.linkedin.com/posts/utah-departmentof-transportation_utah-teamudot-asphaltactivity-7212196945455370240-ErN_ We can help you find employee health plans that include mental health resources. CALL US TODAY! 801-270-6851 wtapeo.com Need help managing employee benefits & payroll? “At UDOT, we’re always looking at ways to extend the life of our roads and save taxpayer money,” said Howard. “Changing something as simple as the materials used in our asphalt mix can have a tremendous impact, with fewer potholes and longer-lasting roads.” The future of Utah’s roads looks bright, all thanks to a little curiosity, a binder and mix lab and a lot of hard work. 14
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For more information on Hey NAPA, including a step-by-step guide and a few best practices, scan the QR code. https://www.youtube.com/watch?v=8Z5DxRJJBpg&t=9s HEY NAPA! What if we told you that asphalt and AI go hand-in-hand? Believe it or not, they do. The National Asphalt Pavement Association (NAPA) is providing an innovative service for NAPA members and industry stakeholders called Hey NAPA. This AI tool provides a faster, more efficient way to access NAPA’s valuable content on all aspects of asphalt pavements. So what exactly does this mean? Hey NAPA is a search engine built on ChatGPT-4 by NAPA Associate Member XBE LLC, based on its own Hey Kayla search engine. Hey NAPA allows members and stakeholders to quickly glean information from NAPA’s vast repository of informational, technical, research and other documents. It’s easy to use; simply visit asphaltpavement.org and follow the link or go directly to heynapa.com. Then, enter a question and allow the tool to search its document inventory for relevant responses. Answers will be composed and displayed in near-real time in your web browser. The answers provided are generally reliable and can be further researched in the references included with each answer. However, Hey NAPA is not an engineer; it’s a helpful tool. Technical data and specifications should always be cross-checked with relevant sources, such as your local specifying agency. With today’s overwhelming and sometimes confusing information highway, Hey NAPA brings you answers you can trust. This tool has been extensively trained on published documents regarding a broad range of asphalt-related topics. While the answers it renders are “new,” they are based on these vetted documents. To make this even cooler, Hey NAPA is designed to understand prompts and generate responses in multiple languages, including but not limited to Spanish, French, German, Italian, Dutch and Portuguese. While the system can understand and respond in these languages, the accuracy and quality may vary based on the complexity of the language and the topic at hand. For the most accurate and comprehensive responses, particularly on specialized subjects related to the asphalt pavement business, it’s recommended to communicate with the system in English. Even so, this tool is ready to assist today’s diverse workforce. Long gone are the days of endlessly sifting through documents to get an answer. Your time is valuable, so get started with Hey NAPA — you have nothing to lose! 16
Contextual Clarity (Explicit Instructions) • Imagine you’re placing asphalt on a project. Just as you’d specify the layer thickness and compaction requirements, be explicit in your prompts to Hey NAPA. • Instead of asking, “How do I improve pavement durability?” try, “What are recommended compaction levels for interstate asphalt pavement surface layers that serve high-traffic volumes in the cold/wet region of the United States?” • By providing context and clear instructions, Hey NAPA can better understand your query and offer more precise answers. Role Definition • Think of Hey NAPA as your seasoned asphalt expert. When you approach an industry expert on-site, you wouldn’t say, “Tell me everything about asphalt.” Instead, you’d ask specific questions related to your role. • For instance, if you’re a quality control engineer, prompt Hey NAPA with, “As a quality control engineer, can you share with me what material properties can be monitored to help ensure quality asphalt mix production beyond the compliance requirements of the owner agency?” • Defining your role ensures Hey NAPA tailors its responses to your expertise level. Formatting Request • Just as you’d request asphalt mixture test results in a specific format (say, in specific units or reported to a set level of significant figures), ask Hey NAPA for information in a structured manner. • Instead of a vague query like, “Tell me about asphalt binder,” try, “Provide a list of 4 commonly used Performance Graded (PG) asphalt binders and include a concise comparison of these products.” • Specific formats lead to more focused, relevant answers. Content Limitation • Just as a paving project can limit the length and/or time window of a lane closure to minimize the disruption to traffic, consider content limitations for Hey NAPA. • Specify guardrails to avoid overly complex or irrelevant answers. • For instance, you might prompt, “Concisely compare Steel Wheel Rollers and Pneumatic Tire Rollers in the compaction of asphalt pavements, focus on the impact each roller type has on the final pavement density and surface texture.” • By setting these limitations, you ensure relevant and actionable responses. Practical Examples • Asphalt professionals thrive on real-world scenarios. Hey NAPA appreciates practical examples too! • Instead of a theoretical question like, “What’s the impact of air voids on asphalt performance?” try, “We are measuring excess in-place air voids on a pavement resurfacing project, can you explain how this could affect rutting resistance in the asphalt pavement surface layer?” • Real-world examples resonate better and enhance understanding. Conversation Flow (Follow-up Questions) • Real-world project discussions often involve back-and-forth dialogues. Hey NAPA can handle it! • After receiving an answer, follow up: “Interesting! Can you elaborate on …?” • Conversations allow you to dig deeper and explore nuances. 6 EFFECTIVE PROMPTING TECHNIQUES TAILORED TO HEY NAPA & THE ASPHALT PAVEMENT INDUSTRY For more details and to learn more about Hey NAPA visit AsphaltPavement.org/HeyNAPA 2 1 3 4 5 6 17
HIMOD IN ACTION Over the past few years, Staker Parson Materials & Construction has had the opportunity to produce and place HiMod asphalt on numerous projects. After completing HiMod asphalt at the Wendover Port of Entry and on the West Davis Corridor projects, we shared our “lessons learned” with UDOT’s State Asphalt Engineer Howard Anderson and Region 2 Materials Engineer Lonnie Merchant with the process of testing and ultimately bringing HiMod asphalt onto Utah roadways. After UDOT’s years of testing, in June of 2021, the I-80 eastbound port of entry in Wendover, Utah, was chosen as the HiMod test site. The Staker Parson team got to work laying a single, super-thick lift of HiMod. “I was a little skeptical of laying six inches of asphalt in one lift, as four inches is typically the maximum lift allowed by spec that had been done in the past,” said Jonas Staker, Staker Parson Materials & Construction construction manager of the Southern Wasatch Front. “However, I knew that Howard and the others had been testing these super-thick lifts for many years. I had the absolute confidence that it was going to work.” The test was successful, to say the least. Maintaining the Wendover Port of Entry pavement has been difficult for the department to manage, however, three years in, the HiMod asphalt is performing beautifully. (Please keep in mind our Port of Entry asphalt was using HMA mix, not OGSC.) With a typical OGSC binder, the asphalt starts to fail at 40,000 passes. That becomes an issue on high traffic roads. From what we’ve heard, UDOT has tested using HiMod binder in OGSC and the results 19
showed that the asphalt could withstand up to 1.2 million passes. Those are impressive results. Another benefit to HiMod is that, from an aggregate standpoint, there is limited waste. “SMA is a great product, but it doesn’t use all of the aggregates out of our pit so there is a lot of waste,” Jonas said. “With HiMod, we’re using all the aggregates in the quarry. It’s much more economical and makes much more sense.” In the spring of 2021, Staker Parson started work on the West Davis Corridor project. The project called for rubblizing concrete on the I-15 tie-ins, then have sections graded and then repaved, all in the same six-hour shift. “We talked to the state and asked what they thought about using a HiMod asphalt overlay in the areas that had variable depth,” Jonas said. “With traditional asphalt, you can do some variable depth paving, but there’s a four-inch one-lift limit.” The state gave approval to move ahead. Staker Parson used their 3D pavers on that job. The screen on the 3D pavers would adjust automatically to the depth, laying two inches on one side of the screen and three‑and‑a‑half inches on the other. It would taper into two inches deep and come up out of four inches deep. “Being able to have that variability to go as thick as we could with HiMod was wonderful,” said Jonas. With the amazing results HiMod has consistently shown, it’s safe to say that it is here to stay. Staker Parson is getting ready to start a UDOT job in Region 3 on U.S. 6. Using HiMod, they are planning to lay five inches in one pass, reducing the time their workers have to be on the heavily trafficked road. They are also laying HiMod on I-80 around Milepost 41, with more jobs scheduled out. “It’s really neat to have people who are so engaged in their job and innovative — from the state level to contractors — and are willing to go out and give something new a shot, like HiMod. That is why our roads are done the way they are, with walking bridges for pedestrians and such. It’s a neat environment to be in,” said Jonas. “We are always looking for new ways in our industry: better ways to pave, to improve safety, to increase the quality, durability and longevity of the pavement. That is what makes this job fun!” With the amazing results HiMod has consistently shown, it’s safe to say that it is here to stay. 20
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PROTECT YOUR EMPLOYEES This summer has already been hot, and the heat is here to stay for the foreseeable future. This summer in Utah brought above-average temperatures, with little rain for relief. It’s safe to say we are in the dog days of summer. As temperatures rise, proactively addressing the working conditions of your employees is vital. The extreme heat can take a toll on workers. The risk of them developing dangerous heat-related conditions is all too real. Dehydration, heat exhaustion, heat stress, heat stroke and other hazards are serious yet preventable medical conditions. According to OSHA, thousands of workers become sick from heat exposure every year, with a number having fatal results. Nearly three out of four workers who die from heat exposure are in their first week of work. These employees have not had time to adjust to working in the heat, and that is an avoidable tragedy. That raises the question, what can you, as an employer, do to help prevent heat-related illness among the workforce? Under federal law, OSHA states that employers always have a duty to keep their workplace free of known hazards. “This includes protecting workers from heat-related hazards,” according to the OSHA website. This standard applies to both outdoor and indoor work. While some states have specific laws governing occupational heat exposure, Utah has adopted most federal OSHA standards ON HIGH‑HEAT DAYS 23
Here are a few useful tools to help protect your employees from heat-related illnesses. Heat Stress Calculator Quickly determine whether a worker’s heat stress is above the recommended limits by scanning the QR code. https://www.osha.gov/heat-exposure/calculator OSHA-NIOSH Heat Safety Tool App Download the app for real-time heat index and hourly forecasts specific to your location. Occupational safety and health recommendations from OSHA and NIOSH are also included. Scan the QR code to access this handy tool. https://www.cdc.gov/niosh/topics/heatstress/heatapp.html and incorporates them by reference. Although OSHA does not have a specific standard that addresses employee exposure to extreme heat, the agency does urge employers to take steps to prevent heat-related illnesses. Here are some things employers should do to protect their employees from heat stress: • Regulate the temperature. If you are working in an indoor workspace, cool the air with fans, install shielding and ensure that there is proper ventilation by insulating the workplace and using air conditioning. • Train and educate your employees on heat stress. Show your employees how to avoid heat stress and educate them on the dangers of consuming alcohol and drugs (even over-the-counter medications), as substances can make it more difficult to recognize the signs of heatrelated illnesses. • Make water easily accessible. OSHA recommends that workers, even if they are not thirsty, drink at least one cup of water every 20 minutes. • Encourage employees to dress for the heat. This means wearing a hat and light-colored, loose-fitting clothing. • Have a heat illness prevention plan. The plan should outline procedures, supplies and equipment necessary to prevent workers from getting a heat-related illness, as well as an emergency action plan if a worker shows signs of distress. Make sure you share this information with your employees often. • Monitor employees for signs and symptoms of heat illness. Symptoms may include dizziness, fainting, nausea and muscle spasms. Also, conduct frequent verbal checks with workers who are wearing face coverings or wearing face equipment like a respirator. Managers should encourage employees to do the same for themselves and their coworkers. Should any concerning signs appear, try to cool the worker down and “when in doubt, call 911,” as OSHA recommends. • Allow employees regular rest breaks. Make sure there is a shady or cool area for them to rest in. • Give employees time to acclimate. OSHA recommends the so-called “20% rule.” “On the first day, don’t allow employees to work more than 20% of a shift at full intensity in the heat. Increase their time by no more than 20% a day until they are used to working in the heat.” OSHA notes that in a worker’s first few days, “absolutely all symptoms should be taken seriously,” and workers should be allowed to stop working and get an evaluation to see if they’ve developed a heat-related illness. • Change work hours. Another OSHA-recommended accommodation employers can make when feasible is to change employees’ working hours so that they work primarily during the coolest parts of the day — such as early morning or after the sun goes down. Aside from the previously mentioned tragedies that can occur from heat illness, OSHA inspectors conduct heat inspections and issue General Duty Clause citations when heat hazards are present, so it’s best to be proactive. At a minimum, employers should take basic preventative measures. 24
PAVING UNDER STOCKPILES PAYS OFF ENVIRONMENTALLY AND ECONOMICALLY Operational Tips: The Road Forward to Lower Emissions and Higher Profits By NAPA Contractors are continuously searching for the latest technical innovations that will make their plants more efficient and cost-effective to operate. Governments and citizens, especially young people, want transparency and are calling for companies to be greener and develop sustainability goals. With new industry goals centered around carbon neutrality in 2050, it is fortunate that increasing profitability and reducing emissions often go together. One of the most impactful asphalt plant efforts is reducing aggregate moisture, and one way to do this is to pave the stockpile area. According to Greg Renegar, president of Astec Industries, approximately 50% of the energy required to produce asphalt mixtures is to remove water. Reducing moisture by 1% can reduce fuel consumption by approximately 10%. In addition, a 1% moisture reduction can also increase production — by approximately 12%. Finally, a paved stockpile area will decrease aggregate loss by preventing aggregate contamination caused by stockpiled material being comingled with the underlying material. Unpaved stockpiles can result in a 3% aggregate loss per year. Michigan Paving & Materials, A CRH Co., had leftover mix after conducting trial runs and decided to use it to pave under a portion of their stockpile area at their Grand North asphalt plant in Comstock Park, Michigan. For comparison purposes, the company left unpaved a similar aggregate stockpile at a plant eight miles away in Grand Rapids. Since the plants are geographically close together, both experience the same levels of precipitation annually. The fine aggregate in the stockpile that was paved accounts for about 20% (80,000 tons) of the plant’s annual production. Michigan Paving measured the moisture in the stockpile from April through November 2020 and found that the percentage of moisture in the paved stockpile was 4.6%, while the unpaved stockpile averaged 5.2% moisture. A detailed analysis found that 25
the lower moisture content resulted in a 14,400 BTU per ton reduction in natural gas fuel usage, saving the company $0.13 per ton, for a total of $10,165 annually. Paving under the stockpile cost the company $10,000, so within a year, they’d recouped the stockpile paving expenditure. From a carbon reduction standpoint, a 1% reduction in moisture equates to a global warming potential reduction of 1.1 kg CO2e per ton of mix produced. Michigan Paving’s 0.6% reduction equates to a reduction of 0.6 kg of CO2e per ton. To put this in context, for a plant that produces 100,000 tons of mix per year, this modest reduction in fuel consumption would reduce GHG emissions by 60,000 kg CO2e/year. While these are not large reductions, HMA Manager John Peters of Michigan Paving stressed that these results were achieved by paving under just one aggregate stockpile — both the fuel-cost savings and emission reductions would be multiplied if more stockpiles at the plant were paved. Over multiple stockpiles and multiple years, the savings become significant. If half the asphalt plants across the country paved under one stockpile, this would yield a reduction of more than 125,000 metric tonnes CO2e/yr. This is equivalent to the annual emissions of nearly 10,000 passenger vehicles, assuming annual emissions of 4.6 metric tonnes per vehicle (EPA, 2018). Asphalt Performance Manager Shane Buchanan of CRH Americas Materials Inc. stated, “With the growing global conversation on lowering emissions, tied to our belief that climate stewardship is a part of corporate responsibility, reducing emissions through less energy consumption via stockpile paving provides considerable opportunity.” In this case, good environmental stewardship pays off in profitability. Paving under stockpiles is an easy way to decrease operating costs and carbon emissions. Learn more about proper stockpile maintenance and reducing emissions and costs with the resources below. MANAGEMENT OF AGGREGATE STOCKPILES https://www.asphaltpavement.org/uploads/ documents/M2M-Aggregate-Stockpiles.pdf AGGREGATE MOISTURE MEASUREMENT https://www.asphaltpavement.org/uploads/documents/ M2M-Aggregate-Moisture-Measurement.pdf ENERGY CONSERVATION IN HOT‑MIX ASPHALT PRODUCTION https://member.asphaltpavement.org/Shop/Product-Catalog/ProductDetails?productid=%7b7DA571B7-7701-EA11-A811-000D3A4DBF2F%7d EMERALD ECO-LABEL OPTIMIZER This feature of the Environmental Product Declaration tool allows users to measure CO2e reduction and economic savings when aggregate moisture is reduced. https://www.asphaltpavement.org/programs/ napa-programs/emerald-eco-label To read the original article by NAPA, please scan the QR code. https://www.asphaltpavement.org/uploads/documents/ Climate/NAPA_Case_Study_MI_Paving.pdf 26
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PLANNING FOR RESILIENT ROADS Approaches to Account for Climate Change Impacts on Flexible Pavement Design and Rehabilitation Practices By NAPA As the climate changes, extreme weather events can impact the performance and resiliency of flexible pavement systems. Traditional pavement design relies on historical (stationary) climate data to design and predict future pavement performance, thus changing climate may lead to under-designed pavements and constrained budgets for maintenance and rehabilitation (M&R). There are three common approaches to incorporate climate change impacts into the decision-making process to help design, build and maintain resilient pavements. The three approaches include scenario-based (top-down), asset-based (bottom-up) and hybrid (a combination of both). Regardless of which approach is selected, stakeholder involvement and incorporating future climate projections into the analysis are crucial steps. A scenario-based approach begins with choosing two or more future climate change scenarios. This approach can be useful in identifying potential future pavement-life reductions and promoting climate resilience through enhanced pavement design. In comparison, the asset-based approach seeks to evaluate the pavement’s sensitivity to plausible future climate or environmental conditions while designing for future traffic loads. A key difference between the two approaches is that the asset-based approach provides a more complete picture of the pavement’s response to incremental environmental change, and the scenario-based approach provides information on the timing of critical environmental change to inform design and M&R. The hybrid approach is when an asset’s response to incremental environmental changes is investigated first and then the timing of critical pavement impacts for budgeting and planning purposes is predicted. A case study example of the hybrid adaptation approach was performed for a regional connector in coastal New Hampshire (Knott et al., 2019). First, the pavement’s response to loading with incremental temperature and groundwater rise is investigated using pavement climate sensitivity catalogs. A climate sensitivity catalog is a tool to assess an asset’s response to incremental changes in two or three climate parameters like temperature and groundwater levels, or temperature and precipitation, etc. For example, in this case study, pavement performance was explored as a function of incremental changes in temperature on one axis and incremental changes in groundwater levels on the other axis. 28
(801) 676-9722 | (855) 747-4003 | sales@thenewslinkgroup.com CONTACT US TODAY. QR Code: website /#ad-space STRONG? Is Your Marketing Plan Advertise in this magazine and strengthen your business. The next step is to select different adaptation pathways for additional performance and cost analysis using three emissions and sea-level rise scenarios. An adaptation pathway is a prescribed series of adaptation actions to be taken over time. An adaptation plan consists of several adaptation pathways with tipping points that mark where you can change from one adaptation pathway to another in response to changing climate scenarios, new materials, substantial changes in traffic volume, continuous surface-water flooding as with sea-level rise, or other. In this case study, the adaptation pathways are a series of adaptation actions including asphalt overlays and/or increasing the thickness of the granular base course as rehabilitation alternatives to maintain 85% reliability of the pavement structure for the period 2020-2080 (Knott et al., 2019). The marker “X” indicates when AC overlays should be applied and bullseye symbols indicate when a transfer to another pathway can occur, if necessary. The selection of an adaptation pathway is dependent on funding and constructionrelated constraints. Many organizations have begun to plan for climate change by identifying vulnerable transportation assets and including climate change in the planning process. An important step toward designing resilient pavement systems is to know how environmental factors such as increasing temperatures, precipitation and sea level will impact pavement infrastructure and how to modify design practices. Now more than ever, there is a critical need to include accurate and reliable short- and long-term climate information in pavement design and M&R decision process. All three approaches mentioned herein may be used to account for climate change using future climate projection data. The selection of a given approach should be aligned with the goal and scope of the study and agreed upon by all stakeholders. To learn more, visit www.asphaltpavement.org/resilience. For more information, NAPA recommends the following references: Haslett, K. E., Knott, J. F., Stoner, A. M., Sias, J. E., Dave, E. V., Jacobs, J. M., Mo, W., & Hayhoe, K. (2021). Climate change impacts on flexible pavement design and rehabilitation practices. Road Materials and Pavement Design, 22(9), 2098-2112. Knott, J. F., Jacobs, J. M., Sias, J. E., Kirshen, P., & Dave, E. V. (2019). A Framework for Introducing Climate-Change Adaptation in Pavement Management. Sustainability. 11(16), 4382. To read the original article by NAPA, please scan the QR code. https://www.driveasphalt.org/uploads/documents/ NAPA_Case_Studay_Resilience_Prepare_Approaches.pdf 29
STAYING AHEAD OF THE CURVE Proactive Pavement Preservation By Craig Ide, P.E., MBA, NPIAS Asset Manager, UDOT Pavement preservation is a long-term strategy that involves applying a series of low-cost treatments every few years to an asphalt pavement segment to effectively delay further deterioration and extending the lifespan of our roads. Pavement preservation typically begins within three to four years after new construction and does not increase the structural capacity or remove/replace existing asphalt structure. Asphalt roads begin deteriorating after they’re constructed from exposure to environmental factors: Water infiltration, freeze-thaw cycles, varying traffic loads and solar radiation. However, we are now experiencing more dramatic weather, which takes an additional toll on our country’s roads; in many states we’re now experiencing flooding, excessive heat waves and, in some areas, record cold for longer periods of time. Just this month, we experienced the hottest day ever recorded on Earth. Over the last few years, attention has been growing on the impact of extreme weather and the long-term impacts of climate change. The term “resilience” has generally come to represent this adaptation/recovery ability. In the last decade, resilience has become a priority consideration in the planning, design, construction, operations and maintenance of infrastructure, including, of course, asphalt. However, pavement preservation has never been more important, even with the focus of newer and better products and applications. Typically, pavements perform well under loads until a particular point in their life spans and then deteriorate precipitously and eventually fail. The road is then either rehabilitated or totally reconstructed. However, extreme weather is adding challenges to extending the life of our roads. The typical life of an untreated road is 20 years. It will drop 40% in quality over the first 75% of its life. For the next 12% of its life, it will drop another 40% in quality. All roads pass a point of accelerated deterioration, and once it is past the point of accelerated deterioration, your only options are costly rehab and reconstruction. By investing in preventative treatments, municipalities and private owners can inexpensively add life to their pavement. By performing the right treatments over time, pavement owners can double the life of their asphalt pavements at a much less lifetime cost. Several studies have found that you can save between $6 and $10 in future pavement rehabilitation costs for a dollar spent on pavement preservation. Pavement preservation is also a greener and more cost-effective approach to getting the most life out of our roads and making taxpayer dollars go further. In addition to cost efficiency, a pavement preservation approach produces fewer greenhouse gas emissions, consumes less energy and provides quicker application times than the alternative conventional approach. Future pavement preservation research focuses on developing durable, environmentally friendly and cost-effective solutions tailored to specific climatic and traffic conditions. Future preservation aims to provide government agencies with tools to make data-driven decisions in their pavement preservation programs. Pavement preservation is best done when choosing the right treatment for the right road at the right time. Preserving our road infrastructure is at the core of continued economic, urban and rural development perspectives. 30
Duchesne Municipal Airport Design kicked off in May 2023 and was presented to the Duchesne City in June 2023 for review and approval. Base Bid Schedule work included, crack repair, pavement marking removal, application of an emulsified asphalt seal coat (satisfying FAA’s P-608 Specification) and reapplication of pavement markings on approximately 45,600 SY of airport pavements including Runway 17/35, and associated connectors and Apron. Because the base bid included application of P-608 seal coat to the runway, a runway friction test was required and completed. The project construction limits were entirely contained within the Airport’s existing property boundaries. No nonstandard conditions were addressed with this project. Construction Bid: $173,980 LOCAL PROJECTS 31
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