SPRING 2015 | VOL28 | NO1

Meet Steve Smith | 10 incoming OHMPA president A greener future | 14 with perpetual pavement Awards 2014

Presidential Points | 05 Letters from the ED | 07 Marcom Matters | 09

The official publication of the Meet incoming OHMPA president Ontario Hot Mix Producers Association, Steve Smith | 10 Asphaltopics is published three times a year. Building a sustainable future

Ontario Hot Mix Producers Association with perpetual pavements |14 365 Brunel Rd., Unit 4, Mississauga, ON, L4Z 1Z5 2014 award winners | 21 Tel: 905.507.3707 | Fax: 905.507.3709 Email: [email protected] | Website: www.ohmpa.org Improving pavement performance Publications Mail Agreement #40011181 table of contents with tack coat | 28

Advertising Sales Patricia Abbas Representative 416.438.7609 Paying it forward |34 [email protected] Trading helmets for hardhats | 36 Editor Lara Henry 416.638.8294 Technically Speaking | 38 [email protected]

Design & pdplante.com inc. Environmental Essentials |42 Editorial Layout [email protected] Industry News | 44 Cover photo: Highway 401 perpetual pavement project The Last Word | 46

SPRING 2015 3 PIVOT STEERING: PRECISION Four Steering Modes: ROLLING. Diagonal, Front, Rear, and Synchronised

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by Bentley Ehgoetz President, OHMPA

It’s been one heck of a ride

One of the somewhat frustrating things about being the Late last year, we canvased our membership looking for president of an association such as OHMPA is that it can a diverse cross-section of industry experts who would seem as if your time is up just as you start to feel you’re make up this very important group. As the terms of hitting your stride. It’s kind of like getting on the latest reference for the task force say, its purpose will be to thrill ride at an amusement park; just when you start to “investigate all issues affecting asphalt pavement quality relax and enjoy the experience, you find yourself rolling and make recommendations to the board of directors with back into the station so you can exit and make room for a goal of furthering OHMPA’s commitment to Excellence the anxious group waiting on the platform. in Asphalt Pavements.” And so it goes. Now, as one of my last duties as OHMPA president, it gives me great pleasure to officially introduce the Speaking of thrill rides, it’s been an absolutely dizzying members of this very important group to you. year for all of us at OHMPA and it’s gone by in a flash. Producer members include Jim Karageorgos of Steed It doesn’t seem like all that long ago we were starting and Evans, Kevin Martin of Fermar Paving, Fernando to look at ways to appropriately celebrate our 40th Magisano of K.J. Beamish and Murray Ritchie of the anniversary as an association promoting excellence Murray Group. We’re very pleased that Vince Aurilio in asphalt pavements. And just like that, we’re about of DBA Enginieering has agreed to take on the task of to embark on year forty-one and I find myself at the chairing the group. Meanwhile, our other two consultant end of my presidential tenure. representatives are Salman Bhutta of EngTec and Ludomir But while the years seem to hurtle by, it’s good to know Uzarowski of Golder Associates. In the category of asphalt that the hard work and efforts of the 36 presidents who cement suppliers, Bruce Armstrong of Canadian Asphalt came before me will be placed in very good hands as and Steve Manolis of Coco Paving have signed on. And Steve Smith of The Miller Group takes over the reins. last, but certainly not least, representing the world of You’ll get to know Steve a bit better after reading the academia will be Hassan Baaj. profile beginning on page 10. It’s an impressive roster and hopefully you’ll be seeing Beyond stepping up to the proverbial plate as president, the results of some of their early work soon. Steve is also one of the driving forces behind a major Before signing off, I’d like to say thank you to all those who new OHMPA initiative. In my final weeks as president, made the past year a memorable one. And to all those the board of directors approved the creation of the standing in line behind me … strap in and enjoy the ride! Quality of Asphalt Pavement Task Force. Steve will act as the vice-chair of the task force and report its activities Bentley Ehgoetz is the president of OHMPA for 2014 to the board. and Director of Operations of Lavis Contracting Co. Ltd.

SPRING 2015 5 30 Years

6 OHMPA | ASPHALTOPICS LETTERS FROM THE ED

by Doug Duke Executive Director, OHMPA

Readers wanted

Over the years, I’ve worked on the creative side of a into consideration as we continue to shape and grow number of print publications. If there’s one thing I’ve this very special and unique publication. long been a proponent of, it’s that it doesn’t matter In the meantime, we’ve determined we’d like some what the subject matter is, any periodical worth its more eyes scanning these pages issue to issue and salt should contain a little something for everyone. we’ve set out to find ways to increase our distribution If I imagined leaving a copy of Asphaltopics on an empty and readership. seat on the subway or the bus, to my mind the person who At the recent Ontario Good Roads Association convention finds it should be able to pick it up and find something to in downtown Toronto, OHMPA representatives were there capture their interest while thumbing through it. to hand out copies of our 40th anniversary Fall 2014 issue Of course, no one would expect a magazine serving and to suggest people sign up to have Asphaltopics the hot mix asphalt industry in Ontario to have universal mailed directly to them. We’re sure there are a lot of appeal. However, with a little thought and creativity, every road owners across the province who need to make person should be able to point to one thing in each and regular decisions on road maintenance and construction. every issue of Asphaltopics they can appreciate. Perhaps It only makes sense that they have access to the latest it’s the impressive design of that two-page feature spread; information on asphalt technologies, testing and best or the headline containing a clever double entendre; or practices. It’s the kind of information that Asphaltopics maybe it’s a photo with an interesting composition. has been proudly publishing for over 25 years and we Heck, it might even be a well written column! want to get it into the right people’s hands. It was one year ago that we decided to re-package We successfully signed up 30 people over the two days our publication with a new design and a new approach of the OGRA conference and that’s a pretty good start. to content and how it’s presented. And while I believe But in the spirit of doing better, we encourage you – our these things are always a work in progress, based on the already loyal readers – to let your road owner contacts feedback we’ve received since our Spring 2014 edition, know we’d like to hear from them. They can call or email we have every reason to believe we’re heading in the us here at the OHMPA office any time. All it will take is right direction. a simple request and they’ll have their very own copy But we know things can always be done better. With of Asphaltopics land on their doorstep each issue. this in mind, we invite and encourage your feedback And that’s far easier than searching the seats on the and suggestions. I assure you, we’ll take everything subway or the bus!

SPRING 2015 7 8 OHMPA | ASPHALTOPICS MARCOM MATTERS

by Abigail Wright Pereira Marketing and Communications Director, OHMPA

MarCom – why does it matter?

Despite the lingering winter weather that seems to members are facing? Not necessarily. So why then spend persist like a house guest who has worn out his or her the time and the money to establish a strong marketing welcome, February is one of my favourite times of year. and communications platform? Does it even matter? For me it is a time of reflection and new beginnings. You bet it does! February also marks the month when I joined OHMPA as its first marketing and communications director back You can be the authoritative voice of the industry, in 2012. but if you don’t have an audience, nobody is listening. A strong marketing and communications platform does I was brought on staff to build a marketing and just that; it builds your audience, builds credibility, and communications platform for OHMPA to give the clearly communicates your message to everyone within association a stronger voice and better visibility your audience, from John Q Public to a policy analyst with to those outside of the industry. Over the past four the Ministry of Transportation. Think of it this way: if you decades, OHMPA established itself as the well-respected wanted information on a particular company or industry voice for the asphalt industry within Ontario and, in and looked up the company or association’s website, only some respects, Canada. However, OHMPA had little to find it to be antiquated with little information, you most to offer in terms of easily understandable, engaging likely would not go to that source a second time. Same materials and media to the general public or even goes for OHMPA. to those in public office without industry knowledge. Is OHMPA where it needs to be in getting its messages out In three years, we have launched a new interactive there? No, not yet. However, we have come a long way website, rebranded and digitized our Asphaltopics in a short amount of time and now have the infrastructure magazine, more than doubled our press coverage in and platform upon which to get our messages in front of both print and broadcast, produced two broadcast-quality the right people. It’s kind of like climbing 10,000 feet up promotional videos, and established a strong social media presence that has been a pivotal tool in increasing our a 20,000 foot mountain—you still have a long way to go, press coverage. Additionally, through the initiative of the but looking back you can be happy about how far you’ve Plant & Paving Committee, we have established the Roads come and know you have what it takes to get to the top. Scholarship program, partnering with several colleges throughout the province which has bolstered our ties Abigail Wright Pereira is currently on maternity leave with the greater community. from her position as Marketing and Communications Have these endeavours been good for business for Director for OHMPA. our members? Perhaps, but that would be difficult to measure. Have they helped to resolve the issues our

SPRING 2015 9 Meet incoming OH M PA president Steve Smith

10 OHMPA | ASPHALTOPICS OHMPA’s 38th president, Steve Smith has been an enthusiastic participant in OHMPA events since graduation and a board member since 2010. Here Steve talks about his start in the industry, what OHMPA means to him, and his goals for the year.

Steve Smith by donovan woods

HOW DID YOU GET STARTED IN I said, “That’s me.” He introduced himself as Q THE CONSTRUCTION INDUSTRY? Joe Bunting of Harnden & King Construction, our paving subcontractor. I told him we’d be ready A: My dad had a sewer and water company, a construction for his paving crew to arrive on schedule. business in Belleville. He ended up buying out the business that he’d worked at for years, so it was just I noticed he was wearing an iron ring, and told him natural for me to spend summers working there. That’s I was in my last year of school. He said, “I guess you’ll why I wanted to go to school for civil engineering. work for your dad when you graduate?” I said, “Not My dad’s business partner was an engineer and my necessarily. I’d like to see the rest of the industry; parents were always supportive of getting as much branch out a bit”. And Joe said, “Well, when you get education as possible, so that’s what I did. I went to back to school, send me your resume”. I did just that. Ryerson for a few years, and then to McMaster, both I signed a contract over my Christmas break, and I for civil engineering. started with Harnden & King that spring, immediately after graduating. When I’d just finished my third year at McMaster, my dad’s company got a job servicing a new subdivision Q: WHEN DID YOU FIRST BECOME INVOLVED development in Port Hope. I was the top stage guy; IN OHMPA? the guy who knew how to survey. I was 23, wearing a A: I joined the board in 2010, but I was always involved. white hard hat, raking gravel along a curb on that job, I’ve always gone to the seminars and events, even when a car drove in and pulled up to me. A guy rolled right out of university, during my first job. ›› down the window and asked if the boss was around.

SPRING 2015 11 Q: THROUGHOUT YOUR CAREER, WHAT HAS OHMPA MEANT TO YOU? I remember walking into my first board meeting, looking around A: OHMPA, to me, has always been the who’s who of the asphalt industry. and thinking, wow. Here are the To be a part of OHMPA is to be with your peers, people that share the leaders of the industry, owners, same passion and interest. Being a part of OHMPA is an opportunity technical experts, people I’ve looked to learn. To me, it’s always meant education. We’re the experts in the up to. It was intimidating, but what asphalt field. an opportunity. What an opportunity to learn. If I have a technical problem and I’m not sure of the solution, I know that I can pick up the phone, call an OHMPA member and get advice. That’s valuable.

Q: SINCE JOINING OHMPA, WHAT DO YOU VIEW AS THE ASSOCIATION’S MOST SIGNIFICANT ACHIEVEMENT?

A: OHMPA’s most significant achievement to me is always maintaining a membership comprised of the foremost asphalt experts, facilitating a YOUR ROAD TO SUCCESS IS PAVED forum where industry leaders and knowledgeable people WITH OUR INNOVATIVE SOLUTIONS can get together at seminars or AGMs and learn together for the betterment of the industry. AME Materials Engineering knows the road. When it comes to pavement engineering Q: WHAT ARE SOME OF YOUR and design solutions, we offer a full range of GOALS FOR YOUR YEAR AS analysis, consulting and testing services to OHMPA PRESIDENT? ensure cost-effective strategies for all your infrastructure expansion and maintenance A: I know this year is going to be needs. Whether the job calls for new a busy year for me. I’m taking construction, rehabilitation or pavement on the OHMPA presidency, and preservation, our proven expertise and focus I’ve just recently taken over the on green energy technologies are here to chair role of the ORBA Hot Mix AN AECON COMPANY support your success. Committee and vice-chair role of the OHMPA Quality of Asphalt AME…AS INNOVATIVE AS THE ROAD IS LONG. Pavement Task Force. But my goals, as always, are to continue to foster, grow and improve our CALEDON relationships with owners, the 905 840 5914 MTO, and municipalities, and to [email protected] continue to develop excellence OTTAWA in pavements. And, when we have 613 726 3039 problems, we need to get our [email protected] heads out of the sand, take an open-minded approach, figure out what’s going on, and fix it.

12 OHMPA | ASPHALTOPICS Just the Facts 2013 - Present VP - Paving and Construction, The Miller Group 2012 - 2013 VP - GTA Paving and Special Projects, The Miller Group

EXPERIENCE 2009 - 2012 VP - Construction, Coco Paving Inc. 2007 - 2009 VP - Paving & Construction, Q: IF YOU HAD ONE DAY ALL TO YOURSELF, Eastern Canada, Lafarge Canada Inc. NO CELL PHONE, WHAT WOULD YOU DO? 2001 - 2006 VP - Asphalt, Paving & Construction, Central Ontario, Lafarge Canada Inc. A: I’d go to my cottage, take a drive in the boat, work around the property, split wood, and 1998 - 2001 Warren Bitulithic Ltd do other things that help me de-stress and 1996 - 1998 Tarmac Minerals Canada decompress. I’m an avid snowmobiler and 1991 - 1996 Wimpey Minerals Canada ATVer, so that’s it for me. We’ve got a place up north, just north of Fenelon Falls, near 1989 - 1991 Harnden & King Construction/George Bobcaygeon, and that’s where I love to be. Wimpey Canada Ltd. We’ve been on that lake for ten years now · Bachelor of Engineering, Civil Engineering, and it’s a sanctuary for me. My wife and kids McMaster University, 1989 love it up there too and that’s where we’d · Civil Engineering Technology, Ryerson Polytechnical all like to be. Institute, 1986 Donovan Woods is a marketing and EDUCATION communications associate at OHMPA. · Board of Directors, ORBA · Chair, ORBA Hot Mix Committee · Vice-Chair, OHMPA Quality of Asphalt Pavement Task Force · Board of Directors, Grandview Children’s Foundation in Oshawa AFFILIATIONS · Registered Professional Engineer in Ontario · Married 27 years to Kathy, a researcher at UOIT · Daughter Lindsay, 24 years old, pursuing a Masters degree in health science at UOIT; Son Michael, 22 FAMILY years old, fourth year mechanical engineering at UOIT

· Oshawa HOME

· Cottage life, guitar, snowmobiling/ATVing, golf, snowboarding/skiing HOBBIES Following two years of data collecting, results confirm that the perpetual pavement sections of the Highway 401 project are out-performing the conventional pavement, with the RBM section showing the lowest tensile strain at the bottom of the asphalt layers.

14 OHMPA | ASPHALTOPICS Building a sustainable future with perpetual pavements

by Lisa Fattori

Better Superpave mixes, advanced monitoring systems and a greater push for environmental sustainability are bolstering the business case for perpetual pavements.

esigned to last a minimum Perpetual pavements are designed of 50 years, these premium as a three-layer hot mix asphalt that pavements initially cost includes a top renewable layer that will approximately 30 per cent be periodically replaced to prevent top- Dmore than conventional road structures, down cracking to the lower binder layer. but deliver numerous advantages, Both the middle, rut-resistant layer and notably reduced costs for road bottom fatigue-resistant layer are built rehabilitation over the long term. to remain in place during the full 50-year design life of the pavement. The bottom In addition, with only the top layer fatigue-resistant layer, not present in of a pavement to maintain and replace, a conventional pavement, minimizes construction work and length of traffic the tensile strain at the bottom of the disruptions are kept to a minimum structure and prevents fatigue cracking. during service, thereby significantly Another option is to design this bottom reducing green house gas emissions layer as a rich-bottom mix (RBM), associated with idling vehicles. Fewer which increases the strain resistance rehabilitation projects also save on the of the base layer by adding additional depletion of virgin materials, the energy asphalt cement (about 0.5 per cent) needed to produce those materials, to a standard Superpave mix. ›› and the wear and tear on road MTO Highway 401 project construction equipment.

SPRING 2015 15 MTO perpetual pavement trial projects

In an effort to promote sustainability in the design, construction and maintenance of highway infrastructure, Ontario’s Ministry of Transportation (MTO) has initiated a series of perpetual pavement trial projects on trial projects on Highway 401 near Woodstock; Highway 7 at Carleton; A perpetual and Highway 406 near Thorold. The 401 project is a high profile study that includes instrumentation to monitor and pavement is a measure pavement performance. The MTO has partnered with the Centre for Pavement and Transportation Technology multi-layer design (CPATT) at the University of Waterloo and with OHMPA to consisting of: install, collect and analyze data from the monitoring stations. The findings will help to provide a better understanding of how different pavement structures react and perform under · a renewable surface layer, various traffic loadings and environmental conditions. · a strong, rut-resistant Highway 401 intermediate layer, and The 401 project is comprised of a 15 km stretch of highway · a flexible, fatigue-resistant that is divided into three segments for comparative purposes. rich-bottom layer. There is an 11 km, 300 mm thick conventional pavement that is flanked by two perpetual pavements, each two kilometres Although perpetual pavements long. Both perpetual pavements are 420 mm thick, but have different lower binder layers — one with a conventional are relatively new in a design sense, Superpave 25mm design and the other designed as an they are not unknown in Ontario. The Don Valley Parkway in the City of Toronto was chosen by the National Center for Asphalt Technology (NCAT, Auburn University, AL) as one of the eight inaugural winners of the Asphalt Pavement Alliance’s Perpetual Pavement awards in 2003. The criteria for being judged as a perpetual pavement were: · minimum of 35 years of service, · minimum of 12 year overlay interval, and · no major reconstruction.

In 2003, the DVP was 43 years old. Today, at 55 years old, the DVP would still be chosen as a winner of the APA’s perpetual pavement award and is one of the two oldest surviving perpetual pavements chosen to date.

Highway 406 near Thorold

16 OHMPA | ASPHALTOPICS RBM with 0.5 per cent more asphalt cement added to the Superpave 25mm mix. To measure tensile strain, asphalt strain gauges were installed at the bottom of the asphalt layers under the wheel path in each segment. Additional instrumentation in each segment included temperature gauges in each layer of pavement, earth pressure cells to measure the vertical pressure at subgrade level, and moisture probes to Close view of pavement strain measure subgrade moisture levels. gauges installed between HMA layers Following two years of data collecting, results confirm that the perpetual pavement sections of the project are out-performing the conventional pavement, with the RBM section showing the lowest tensile strain at the bottom of the asphalt layers. The tensile strain is below the 70 microstrain threshold, with field analysis validating fatigue cracking and rutting models. “The RBM has only 0.5 per cent increase in binder, so it will take some time to see if it performs better than the perpetual pavement without the additional asphalt cement,” says Mohab El-Hakim, PhD, who led the CPATT monitoring and analysis of the Highway 401 project and who is currently a pavement engineer at Stantec. “I expect insignificant performance variation among both designs within the first 10 years of service-life. With perpetual pavements, you want Installation of instrumentation to eliminate bottom-up cracks and limit all cracking to the top-down cracks.” Monitoring sensors within pavement- show that the perpetual pavements response systems are designed have less stress in the bottom layers, to last three to five years, which which will prevent bottom-up prevents any long term collection cracking,” says Becca Lane, Materials, of data. Still, the systems deliver a Engineering and Research Manager body of information that details the at MTO. “While the strain readings effects of freeze/thaw cycles, ambient on the perpetual pavements are temperature spikes, and traffic stress lower, all test sections have the same patterns over several seasons. The IRI of 0.6 m/km, which is a very good data provides engineers with a higher rating for performance.” level of accuracy and confidence in Highway 7 designing perpetual pavements, and Constructed in 2009, the MTO the ability to customize those designs Highway 7 Carleton Place perpetual to achieve 50-year performance. The pavement project is also performing “We’re still very early in 401 perpetual pavement trial project well. Scheduled for rehabilitation, the evaluation period, but continues to be monitored by MTO the 17 km stretch of highway was strain gauge measurements using their Automated Road Analyser expanded from two lanes to four (ARAN) with 3D scanning, which show that the perpetual lanes, with the entire section carries out annual roughness and designed as a perpetual pavement. pavements have less stress rutting surveys. in the bottom layers, which The RBM base layer is 80 mm and Six years post-construction, the was designed as a Superpave 25mm will prevent bottom-up surface layers of all three pavements mix, with an additional 0.4 asphalt cracking.” –Becca Lane show the same performance, with an cement. This trial project was not impressive International Roughness instrumented, but has an IRI of Index (IRI) of 0.6 m/km. “We’re still 0.9 m/km and is performing as very early in the evaluation period, expected. ›› but strain gauge measurements

SPRING 2015 17 Highway 406 The Highway 406 Thorold project, completed in 2007, is MTO’s first perpetual pavement trial. A 5 km section of the four-lane divided freeway slated for rehabilitation was originally designed as a conventional deep strength flexible pavement. The decision to construct a perpetual pavement was incorporated into the project near the end of its design stage, which required modifications. The perpetual pavement concept was incorporated by adding 80 mm of RBM, and the total thickness of the perpetual pavement structure was adjusted to conform to the “With a perpetual profile grade of the original design, resulting in a total asphalt thickness pavement, we’ll only of 250 mm. The control section of conventional asphalt pavement is have to replace the 200 mm thick. To design the RBM, the original Superpave 25mm mix designed with 4.3 per cent asphalt cement was adjusted to incorporate surface layer every a higher asphalt cement content of 4.7 per cent. This pavement has no 20 years. We can instrumentation, but subsequent ARAN surveys show that the seven year do this at night, old pavement has an IRI of 1.5 m/km and shows very little rutting with with minimum a rut depth of 3.3 mm. At this time, the perpetual pavement section disruption and the control section are performing identically. to motorists.” “This pavement trial is exciting because it has both a perpetual pavement –Gary Moore and a conventional pavement to compare it to,” Lane says. “As the first perpetual pavement project, we were focused on the constructability of a perpetual pavement and how we could get more asphalt cement into the bottom mix. We analyse both the perpetual pavement and the control every year and, so far, both sections are performing well.”

18 OHMPA | ASPHALTOPICS Red Hill Valley Parkway

Red Hill Valley Parkway project

The Red Hill Valley Parkway (RHVP) in Hamilton is a response system was installed, as well as a traffic prime example of how municipalities can incorporate monitoring system which collects data about the perpetual pavements into their rehabilitation and new number of vehicles, speed, spacing and loading build programs. The RHVP is an eight kilometre, four- of the vehicles. lane controlled access highway that is a part of the link “Compared to others, the RHVP has a relatively thin between Highway 403 and the Queen Elizabeth Way, perpetual pavement with a 240 mm surface layer, rather providing motorists with a convenient and efficient than the usual 300 mm,” says Gary Moore, Director north/south route to access these arterial highways. of Engineering Services for the City of Hamilton. “The At the time that construction commenced in 2003, program showed that we only needed 240 mm, so it the concept of designing perpetual pavements was still didn’t make economic sense to make the pavement relatively new; however, the opportunity to build a long- thicker. Under the bridge, we had only five metres, lasting, 50-year pavement was a good fit with Hamilton’s so there were space constraints as well.” priority to reduce life cycle costs and to protect the When the RHVP opened in 2007, and data from the natural environment of the Red Hill Valley. A perpetual pavement monitoring station was analysed, it was pavement would minimize traffic disruptions and avoid apparent that the highway’s perpetual pavement had exhaust emissions from stop-and-go traffic, which would exceeded expectations. “The pavement was designed have a negative impact on the Valley’s eco-system. to handle 90,000 vehicles per day at the 50-year mark, The design of the RHVP pavement includes 80 mm RBM but as soon as the highway opened, we were seeing of modified Superpave 19mm, with an additional 0.5 per 70,000 to 80,000 per day, right away,” says Ludomir cent of asphalt cement. The binder course has 70 mm of Uzarowski, a principal at Golder Associates Ltd. in Superpave 25mm and 50 mm of Superpave 19mm. The Mississauga and Senior Pavement and Materials Engineer. 40 mm wearing course is an SMA mix, which offers good “The opening of the RHVP drastically changed the traffic friction and resistance to cracking. In order to verify the pattern in the city. Motorists found it to be a very handy performance of the pavement materials, a pavement short-cut, so traffic was much higher than we expected.” ››

SPRING 2015 19 flooding in 2009 caused some cracking, and a few settlements over culverts required milling and additional asphalt to level out the area. “The conservative nature of the design, and good pavement that is well compacted, all work together to provide a pavement that doesn’t even come close to the tensile strain limit,” Moore says. “Long closures for major rehabilitation work would be a nightmare, affecting 80,000 vehicles per day. The crossovers we’d have to create would cost $1 million alone in traffic controls. With a perpetual pavement, we’ll only have to replace the surface layer every 20 years. We can do this at night, with minimum disruption to motorists.”

Lisa Fattori is a freelance writer, specializing in the construction industry.

Collected data showed that, despite heavier traffic levels and evidence of over-loaded trucks, the pavement did not display an extreme response, with the horizontal strain at the bottom of the HMA layers below the 70 microstrain threshold. The compressive strain of the top of the subgrade layer was also lower than the limit of 200 microstrains, confirming that the pavement is rut resistant. “Our concern was for the spring thaw, when the strain is increased, but the sensors showed that the tensile strain was below 70 microstrains,” Uzarowski says. “We know that the pavement won’t crack from the bottom up, which makes it a perpetual pavement. The pavement monitoring system gave enough information to confirm that this was a good pavement design. Our analysis shows that the strain is low, so the pavement should withstand an increase in traffic.” Recommended maintenance includes drainage, crack sealing as required and resurfacing every 18 to 20 years. Some

20 OHMPA | ASPHALTOPICS Cruickshank wins

Paver of the Year by Steve Pecar

Cruickshank Construction has been named Because this section of the 401 has a Cruickshank believes several factors led Paver of the Year by the Ontario Ministry of 200 mm concrete base, Cruickshank had to the project being an award-winning Transportation. The Kingston-based company to complete 9,929 metres of crack repair success. “Our crews put out a great received the honour for the strength of its to the overlying HMA layers. That equates product. They earned the majority of the work on the Napanee stretch of Highway to about 2,647 lane-width transverse bonuses achievable on the project for mix 401 (contract 2013-4005). The multi-year cracks in the 15 km long project. properties and compaction, and full bonus project was completed in the fall of 2014. The existing asphalt surface on the section for smoothness and segregation,” he said. Other finalists included Coco Paving had an average thickness of 207 mm “We completed the project on time and Limited (contract 2014-2000); Capital overlying the concrete base. Full depth worked safely. The overall smoothness of Paving Incorporated (contract 2014-2017); repairs were made to the existing asphalt the final product was difficult to achieve and C. Villeneuve Construction Company Ltd. surface followed by 50 mm of full width due to the extensive crack repairs under the contract.” (contract 2014-5110). milling. The milled surface was repaved “We are extremely proud of all the people with a 50 mm lift of SP 19mm followed Cruickshank has been in operation since whose efforts went into the winning of this by a 40 mm lift of SP 12.5mm FC2 for 1956 and came to early prominence when award,” said CEO Steve Cruickshank. “It was a total HMA thickness of about 240 mm. founder Les Cruickshank helped to build the St. Lawrence Seaway. The Paver of a great day for Cruickshank Construction.” “The crack repair quantity was extensive the Year award is just one of the recent Cruickshank General Manager Roger Coulas and we had previously devised a new accolades received by Cruickshank. Others accepted the award on February 10, 2015 at method of doing crack repairs which was include being named one of Canada’s best the annual conference of the Ontario Road more economical than our earlier method. employers and one of the country’s best Builders’ Association held in Toronto. It gave us an advantage on this job,” managed companies, and receiving According to Cruickshank, the project was Cruickshank said. “The work was close several environmental awards. an important one for the company as it to home, the contract utilized a lot of helped to keep the portable asphalt plant our company resources, we required few Steve Pecar is a Mississauga-based busy. As well, the company had a second subcontractors, and we thought we could writer, editor and designer. contract adjoining the Napanee job which get some of the crack repair work done allowed for some efficiencies. in the off season.” by Lara Henry

The asphalt industry works hard to make itself a good neighbour and a steward of the environment, and has made great strides in lowering emissions over the last 40 years. Since 1970, annual production of hot-mix paving material has increased by more than 250 percent; however, during that time total emissions from asphalt plants have dropped by more than 97 percent.

OHMPA is dedicated to assisting plant operators in maintaining and operating their plants in a manner that minimizes environmental impact. In 2010, OHMPA released the fourth edition of our Environmental Practices Guide. This comprehensive guide is incorporated into the Ontario Ministry of Environment’s Certificate of Authorization. It is also internationally recognized and various industry organizations in the U.S. have also adopted our guidelines. All hot mix asphalt plants in Ontario must comply with these standards. Congratulations to all the re-certification award winners!

22 OHMPA | ASPHALTOPICS Justin Baxter, Amma Wakefield, Trevor Moore, and Dave Sykes accept the Trillium Re-certification awards on behalf of The Miller Group.

Uxbridge Drum Plant EC King (Chesley) Plant Timmins Batch Plant

While other industries are just beginning to introduce eco certifications and gold standards, the hot mix asphalt industry has been ahead of the curve for years, already meeting the strictest of guidelines. When a plant earns a Trillium Award they are recognized as being the best-of-the-best. The Trillium Award is granted for a three year period, after which the plant must apply for re-certification. In 2014, seven re-certification awards were handed out Mosport Drum Plant to The Miller Group. OHMPA created the Trillium Award in 2002. The award recognizes plants that go above and beyond the already “gold” standard required by industry regulations. Trillium Award applicants complete a rigorous assessment process to meet high standards in: · Appearance · Permitting and Compliance · Operations · Community Relations · Environmental · Industry Participation · Safety North Bay (NFN) Plant

Since 2002, 64 plants have earned the Trillium Award and 39 have been re-certified.

Lara Henry is a communication specialist and editor of Asphaltopics.

CMI 150 Drum Plant Pave-Al Drum Plant ASTEC

PATENTED STACK TEMPERATURE CONTROL SYSTEM

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V Pack Ad ATOP_noWOA.indd 1 1/22/15 1:36 PM Bleeds Black Award

he has not only served in, but one that he With his advanced educational Emery still shaping has also helped shape, mould and guide. background, research expertise asphalt industry His selection by OHMPA as a 2014 recipient and on-the-job experience, John’s of the Bleeds Black Award is a natural career has taken him across the country It took a bit of time before Dr. John Emery began to one. The award honours those who have and back as the asphalt industry takes bleed black. Of course, now it pumps through his veins. a passion and commitment to the full advantage of his engineering-based superiority of asphalt. knowledge of the intricacies of pavement. A look through his extensive resume shows a 55-year career dedicated to the pavement industry, one that But it didn’t start out that way. “When Currently the president and principal I was going to school it was with the engineer at Shiloh Canconstruct Limited, intention of becoming a marine architect,” Emery has fronted several of his own he says with a nod to his west coast companies as well as taking on roles with upbringing. “I wanted to build and several other firms. His fingerprints can be design tugboats.” found on projects across Canada, but he has never been afraid to venture abroad to make His twist of fate occurred when, through his mark. He says one of the highlights of a friend, he was offered a summer job his career took place in Zhengzhou, China, with the British Columbia Department of when he was a principal engineer on a 27 km Highways. That work in the department’s stretch of highway. “I guess I would call that paving branch not only helped pay for his the showpiece of my career,” he says of the university education, but also established Superpave and long-life flexible pavement Dr. John Emery (centre) with his roots in the business of asphalt. It project. “It was my last hurrah before Dr. Susan Tighe (left) and Bentley Ehgoetz turned out to be a good choice. I sold that company and moved on.”

Magisano in for the “The Beamish family is great to work for. design for the company. Also recognizing Why would I leave?” Indeed, and we’re the need for a practical understanding of the long haul at Beamish pretty sure the feeling is mutual. job, Magisano made sure he got his hands As a 2014 recipient of OHMPA’s Bleeds Black dirty when he started out. This well-rounded Fernando Magisano is not afraid to admit that he is a Award, Magisano’s passion and commitment approach has kept him grounded over the company guy. After graduating from what was then Ryerson to the asphalt industry is evident to all who years. “I made sure I knew what end of the Polytechnical Institute in 1981, he joined the K.J. Beamish have come in contact with him. He’s very rake to hold,” he says. “It’s important to Construction Company and has been there ever since. much an industry guy, too. know what is being done out in the field.” “I’ve always liked it here,” he says from his King City office. An active participant in OHMPA, Magisano This approach allowed him to take on is being acknowledged for his work within responsibility, something the company the industry and helping to advance the fostered. “Of course, there were goals of the association. A board member consequences when things went wrong, for 10 years, he served as OHMPA president but I appreciated the opportunity to get in 2010. As well, he has been a member of involved,” he says, adding that this mutual several committees including the OHMPA respect between employer and worker makes Technical Committee, PGAC Implementation for long-term relationship. He points out that Committee, Superpave Implementation several people at Beamish have been with Committee, OHMPA/ORBA/MTO Hot Mix the company for more than 30 years. Committee, CCIL/CPAC Committee, and As well, Magisano says right from the start OHMPA/OGRA Liaison Committee. he appreciated the company’s commitment Currently Vice President of Technical Services to quality control. “Mr. Beamish took that Fernando Magisano (centre) at Beamish, he is responsible for all aspects aspect to heart,” he says. “I believe we with Sandy Brown (left) and Bentley Ehgoetz of quality control and materials testing and were one of only two companies with a fully

26 OHMPA | ASPHALTOPICS by Steve Pecar

But dealing with asphalt and In presenting the award, Dr. Susan pavement from the business side Tighe, a colleague at the University is only part of John Emery’s career. of Waterloo and also a recipient of Teaching has played a large role the Bleeds Black Award, pointed throughout his life and continues to out John Emery’s numerous awards do so — he is currently an adjunct and extensive work on writing and professor of civil engineering at the research in the field, and praised University of Waterloo and McMaster him for developing many standards University. and specifications which have influenced millions of lives. Guiding the next generation of “His passion to support education asphalt engineers comes naturally and high quality work is evident in to him and Emery marvels at the his many achievements,” she said. eagerness of his students to learn. “I am particularly delighted to be “Already we are turning out some presenting this award on behalf great people,” he says, adding that of OHMPA as John has also been the industry needs to keep up with a mentor to me over the years.” training. “We need innovation and quality at all levels. We have to make Emery says he is both proud and sure we have good people from the humbled to receive the award and pavers to the high-level engineer. delighted to have had so many great relationships with those throughout the asphalt paving industry.

equipped design lab in the early 70s. In the meantime, he enjoys being That impressed me because I thought part of the evolution and the work quality control was necessary to that goes along with it. Always busy, ensure a quality product.” Magisano he says even in the off season a says that after spending one summer lot of time is spent reviewing and working in the quality control lab commenting on new technical specs 50 he was hooked and has been on the and all of the technical elements stability machines. Call, write, fax or email your testing equipment requirements. technical side of the business ever involved in preparing early calls We can calibrate and repair everything we sell! since. for construction bids. As the asphalt industry evolves, Being involved in so many aspects Magisano sees great changes on the of the operation, as well as his horizon as companies understand the commitments to industry committee advantages of vertical integration. work, keeps Magisano hopping — but He believes consolidation of the after more than 30 years on the job, industry will continue as larger he wouldn’t have it any other way. companies will be better able to take That is why he appreciates receiving on bigger risks and bigger projects. the award. “The Bleeds Black Award “I think we will see more companies recognizes the passion for this that are not only asphalt producers, industry,” he says. “There are a lot but also asphalt suppliers as well as of people who are very dedicated to having project design capabilities,” their jobs and put in a lot of hours. he says. “They will be able to handle This recognizes people who really all aspects of a project.” enjoy what they do. “

SPRING 2015 27

to m ay. d. IMPROVING PAVEMENT PERFORMANCE WITH

TACKby Lisa Fattori COAT

Close up view of different application nozzles

28 OHMPA | ASPHALTOPICS IMPROVING PAVEMENT

PERFORMANCE WITHWhile tack coat may seem an obligatory incidental in road construction, its application is essential to achieve optimum pavement performance. This thin layer of asphalt emulsion, applied between hot mix asphalt (HMA) pavement lifts, ensures bonding so that the completed pavement structure behaves as a monolithic unit. Without tack coat, adjacent layers behave independently from one another and haven’t the strength to withstand bending TACK COATstresses from traffic. Delamination occurs, resulting in longitudinal wheel path cracking, fatigue cracking, potholes and rutting, and these distresses significantly reduced pavement life.

“Tack coat has been proven to improve performance, and is only one to two per cent of the cost of the HMA pavement layers,” says Sandy Brown, Technical Director at OHMPA. “A 10 per cent failure in bond will result in a 50 per cent reduction in fatigue life. That’s a big penalty in performance simply because you didn’t use something that is relatively inexpensive.” In Ontario, the Ministry of Transportation (MTO) mandates the use of tack coat for standard contracts unless the project calls for a hot-on-hot application. On the municipal side, tack coat may or may not be included in specifications. Due to the volatile organic compounds (VOCs) emitted from cutback asphalt (solvent- based) mixtures, allowable tack coats in the province are restricted to emulsified materials or track reducing products. In the U.S., liquid asphalt, standard emulsions, diluted tack coat and non-tracking emulsions are all used for tack coat applications. ›› SPRING 2015 29 The requirement for tack coat varies from region to region with a base mix that included 35 per cent RAP, a binder and among state Departments of Transportation (DOTs), layer with 50 per cent RAP, and an SMA surface layer with with some jurisdictions specifying tack coat only for 25 per cent RAP. Although the section was expected to certain projects. outperform the other Green Group study sections, S5 was the first section to crack, with failure reported in early “Some people think that because you’re applying a new spring 2013. mix on a new mix, you don’t need any tack coat, but the data doesn’t support this,” says Buzz Powell, PhD, Assistant A forensic study revealed that cracking occurred from Director and Test Track Manager for the National Center the binder layer upward to the surface and that the deeper for Asphalt Technology (NCAT) in Alabama. “We’ve done base mix subsequently cracked because of the weakened extensive testing with new mixes and the evidence shows pavement structure above. Core samples showed that that tack coat should always be applied between layers the binder layer had absorbed tack and that the interface of pavement.” between the asphalt layers was clearly defined. A recent investigation into a failed pavement at NCAT’s “Although we calibrated an ideal tack coat application Pavement Test Track revealed that inadequate bonding rate of 0.05 gallons per square yard (0.23 L/m2) undiluted was to blame for the failure. In the 2012 Pavement Test bar rate (UBR), there was de-bonding between the layers,” Track cycle, the S5 test section was used to examine Powell says. “In May, 2013, we re-built the section and pavement performance using high reclaimed asphalt doubled the tack rate to 0.10 gal/yd2 (0.45 L/m2) UBR, pavement (RAP) content. The test section was constructed based on the results of a laboratory bond strength

“Some people think that because you’re applying a new mix on a new mix, you don’t need any tack coat, but the data doesn’t support this. We’ve done extensive testing with new mixes and the evidence shows that tack coat should always be applied between layers of pavement.” –Buzz Powell

Tack coating on a milled surface on an airport project. Note overlap on vertical face of previous lift.

30 OHMPA | ASPHALTOPICS investigation. We started checking for distresses on a With advances in the technology of distributor trucks, weekly basis, and completed 10 million ESALs (equivalent dilution is not necessarily required to achieve an even single axle loading) in October of 2014. At 0.05 gal/yd2 application of tack coat. Also, with the volumetric controls (0.23 L/m2) UBR, the pavement cracked at just over two on mixes, bleeding is less of a problem than it used to be. million ESALs and it cracked quickly. The re-built section The calibration of nozzle patterns, spray bar height and didn’t crack until well over four million ESALs, with distribution pressure is essential for a uniform application, cracking occurring at a much slower rate.” with double lap or triple lap spray patterns preferred for best coverage. A spray bar height of about one foot Tack coat has been studied extensively to provide (~ 300 mm) will typically yield a triple overlap pattern. agencies and contractors with the best practices in selecting materials, operating equipment, calculating “It’s up to the contractor to use the right nozzle for the application rates and preparing road surfaces. Published right job and to make adjustments for different spraying rates,” Johnson says. “A poorly maintained truck will affect in 2012, the NCHRP Report 712 is a well recognized study, the performance of the tack, so trucks should be calibrated with recommendations that are endorsed by many industry on a regular basis.” groups. Key recommendations include preparing surfaces so that they are clean and dry, tacking all surfaces, applying A newer classification of emulsions reduces tracking, so a uniform layer of tack coat, and taking care to prevent tack that tack coat remains on the road surface and not on the from being tracked off of the road. According to the report, tires of construction vehicles. Products, such as Trackless 1, milled surfaces and stiffer-based asphalts deliver better are low water emulsions that are formulated with a hard performance. Shear testing is the preferred testing base. Reduced tracking tack is used in a traditional method to evaluate the bond strength. applications and can be paved on just 10 minutes after being applied, saving considerable time. Even with good “The NCHRP Report 712 is the Cadillac of research field conditions, conventional emulsions can require to date,” says Dave Johnson, Regional Engineer for 25 minutes to one hour before they break. the Asphalt Institute (AI) in Montana. “It’s a high dollar research project with funding coming from all states. Spray pavers use special emulsions that have a two to The second phase to that research, called NCHRP 9-40A, three time higher spray rate, and that break immediately. ›› is field validation of the lab results, and that work is currently underway.”

A milled surface improves the performance of tack coat by creating a better surface for bonding. A bonus of milling is that it also creates a more even and consistent surface. Milling removes the older, more distressed material off the top layer, which has been exposed to the sun and other environmental influences. With this compromised material removed, the new overlay adheres to more competent material, thus improving the facility’s performance.

There is a general trend towards a higher application rate of tack leading to a better bond. However, the more tack coat that is used, the longer it takes for the material to break, which can create delays in construction schedules. How much crown on the road is also a consideration—too much tack can run off or can create too much lubrication, causing slippage between layers. Each tack coat material and method of application has its own advantages and disadvantages. The important thing is that the tack coat provides the required bond strength. The NCHRP Report 712 recommends 0.155 gal/yd2 (0.70 L/m2) of residual binder for the best results for all materials but this is based on laboratory conditions. The report recommends field application rates ranging from a low of 0.035 (0.16 L/m2) residual to a high of 0.055 gal/yd2 (0.25 L/m2) residual Russell Redi-Mix Concrete, depending on the surface. Manitoba and Saskatchewan

SPRING 2015 31 Applying a double treatment on the overlap area.

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32 OHMPA | ASPHALTOPICS “Tack coat has been proven to improve Tack coat has become a hot topic, with DOTs and performance, and is only one to two per the Federal Highway Administration (FHWA) looking cent of the cost of the HMA pavement at improvements in technique to deliver a marked layers.” –Sandy Brown improvement in pavement performance. In response to this heightened awareness about the importance However, the equipment is very costly, which prompted of tack coat, AI is offering four-hour workshops across the Florida DOT to commission NCAT to do further studies the U.S. The workshops are sponsored by the FHWA on track-reducing products. The goal of the DOT is to and are free to DOTs. Each workshop is tailored to the apply a high application rate of high bond strength tack, particular needs of the state. The workshops provide using existing paving equipment rather than a specialized attending contractors with information about tack coat spray paver. practices at the national and state level, and will offer recommendations for improvements. The workshops “The state of Florida wanted to know if it’s possible began in early December 2014, and 22 scheduled to achieve spray paver performance without having to sessions will completed by May 2015. upgrade their equipment,” Powell says. “We compared three different tack products, including UltraFuse, which Ontario contractors could benefit from such programming is a hot liquid tack (meaning the residual rate is equal to to learn the most recent best practices in tack coat the application rate) that is marketed as trackless. When applications. Particularly at the municipal level, where you shoot this tack at a relatively high rate of 0.15 gal/yd2 city engineers have a wide range of responsibilities, (0.68 L/m2), the residual rate is similar to the residual rate from water and sewer systems to pavement designs, of a spray paver using emulsified tack. We did see a tack coat workshops would provide a higher level of performance improvement with UltraFuse, and will expertise. Municipalities that rely on outside contractors be reporting our findings in March of 2015.” and consultants often receive inconsistent advice. The latest recommendations about tack coat would enable city Current best practices also recommend that tack coat engineers to make more informed decisions about the best work should be treated as a separate pay item in contracts, materials and applications for their specific jurisdictions. providing contractors with detailed specifications about the tack coat portion of a project. “When tack is treated “We would like to have these workshops come to Ontario as an incidental pay item, inspectors are less likely to keep and are looking at making them available, perhaps this track of tack with all of their other duties,” Johnson says. fall,” Brown says. “The workshops would showcase best “By keeping it separate, there are specifications for better practices about applying tack coat and benefit contractors quality control.” serving both municipalities and MTO.”

Core samples from NCAT’s S5 study of a failed pavement due to insufficient tack coat. The first core shows the clearly defined interface. The second core shows debonding. The third core shows the beginning of a “middle-up” crack. The fourth core shows the “middle-up” crack made it to the surface. The fifth core shows subsequent cracking in the base.

SPRING 2015 33 PAYING by Donn Bernal

t doesn’t seem that long ago that I remember starting with Warren Bitulithic Ltd. in the late 90s as the quality control technician for their hot-in-place operation. A lot has changed since then, from the amal- I gamation of companies to evolving asphalt specifications and asphalt technologies. But one thing stays the same: the amazing individuals in this industry who have taught me so much. A couple of years ago I was honoured to present the first Joe Bunting Mentorship Award to a long- time mentor of mine, Don Piper. To this day we stay in touch by phone every two to three weeks. The conversation usually starts off by Don telling me about how good the weather is in Florida before we

Member Committees

There are five core member committees comprised of volunteers MEMBERSHIP COMMITTEE and supported by OHMPA staff members. We’re always looking Serves as OHMPA’s primary vehicle for securing new members for new volunteers with fresh perspectives. If you see a committee and retaining existing members. The committee is also responsible you’d like to join, or even if you’d just like to sit-in at a meeting before for promoting the benefits and value-added services that the making a commitment, please reach out to Princess Buni at OHMPA’s association offers to its member companies. offices. She can be reached at (905) 507-3707. PLANT & PAVING COMMITTEE ENVIRONMENT COMMITTEE Coordinates education opportunities geared toward asphalt plant Works on behalf of the industry and members representing and personnel and paving crews. The committee is also the steward of promoting environmental matters. The Committee seeks to assist the OHMPA Safety Awards which are awarded to hot mix plants that member companies with compliance, ensure awareness of applicable are accident-free for one year, as well as the Trillium Awards, which regulations and recommend best practices. The Committee oversees recognize those plants that go above and beyond the already “gold” and updates the OHMPA Environmental Best Practices Guide working standard required by industry regulations. closely with the Ministry of the Environment. TECHNICAL COMMITTEE MARKETING COMMITTEE Reviews and comments on specifications and other technical docu- Provides expertise and support in promoting the asphalt industry ments and reports to the Board of Directors on the effect any changes and OHMPA through media relations and advocacy and helps to will have on the asphalt paving industry in Ontario. These reviews craft messages as they relate to industry issues. The committee apply only to the technical aspects of specifications. Members of the also oversees the development of educational and promotional Technical Committee represent OHMPA on the various committees opportunities, as well as resources and publications offered to and task groups that deal with the modification of the specifications members and industry stakeholders. including the MTO/ORBA/OHMPA Hot Mix Committee, MTO/OHMPA Binder Task Group, and the OGRA Municipal Liaison Committee. 34 OHMPA | ASPHALTOPICS IT FORWARD

move into a discussion of how my work is going. Don then come in. Through my participation on the board of ties it in with a similar experience he had back in the day — directors and various committees, I have broadened amazingly, he has a matching story for every story I tell him. my knowledge of the asphalt business and have also provided input in my areas of expertise and experience. Since I started in the asphalt industry, I am very fortunate to not only have Don to look up to, but also many others I especially encourage the next generation to participate including Paul Lum, Mark Rivett, Domenic Passalacqua, as we have much to learn from you too. You can bring Dave Henderson, and Carlo Fallavollita. If you know of different perspectives to the committees, especially to them, you’ll know that they all have a passion, dedication a committee such as marketing where social media is and enthusiasm for the asphalt industry. They also do not becoming so important — yes, even with asphalt! hold back in passing on their knowledge and experience So volunteer some of your time and you’ll be surprised so that it does not get lost when they retire one day. at what you can learn, how important your voice can These attributes are what I carry with me every day be, and how the opportunity to meet a new network and what has made me the person I am today. of people can be so gratifying as you advance your Another way to gain and pass on knowledge and career in the asphalt industry. experience is to actively participate in the asphalt industry Donn Bernal is the general manager of

through fowler_construction.pdfassociations. This is where1 2/19/15 OHMPA’s 10:20 AMcommittees Yellowline Asphalt Products Ltd. in Hamilton.

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SPRING 2015 35 Canadian Forces veterans trade helmets for hardhats by Steve Pecar

As the asphalt paving industry continues to evolve and change, it is more important than ever to engage and train the young people of today for a future career in the industry.

The Ontario Hot Mix Producers journeyperson status in a particular Association recognizes this need trade and even leadership roles in and has taken steps to foster and companies. A full apprenticeship cultivate interest at the post-secondary can last between three to level. Partnering with four colleges — four years with on-the-job Conestoga, Centennial, Fleming and training combined with Georgian — the Roads Scholarship classroom instruction. recognizes the achievements of The new workers are students in construction and heavy paid, and for some equipment courses. trades the qualified journeyperson is given As OHMPA Executive Director Doug “Red Seal” certification Duke said in a recent Asphaltopics that will allow them to work column, “Knowing that our support anywhere in the country. might encourage youth at the dawn of their careers to consider work in the Brigadier-General (retired) Greg Matte asphalt paving and production sector serves as executive director of H2H. is an exciting prospect.” He says partnerships are already being built within the construction industry Meanwhile, a relatively new program through trade unions and companies. that began in the U.S. is taking shape He says that at any He’s hoping that the participation in Canada, one that may also serve as one time there are of civil organizations will continue to a springboard for careers in paving. 300 to 400 active files grow. “We would like to encourage the Helmets to Hardhats, or H2H, is a of veterans who are on the cusp of involvement of these organizations program designed to assist those and see it increase once they start to leaving the military, who have already in the Canadian Forces who have realize the benefits that young veterans left, or who are on active reserve served and now need a job in the can bring to the workforce,” says and looking for full time employment civilian workforce. Matte. “It’s a program that can be Matte says there are unique challenges Targeting the building and cons- beneficial to everyone involved. There faced by military personnel who want truction industry, H2H offers is an increased demand for skilled to enter the civilian workforce, and that apprenticeship training with the labour in Canada and there is a desire is where H2H can help through its goal of the candidate achieving for these veterans to find work.” connections and programs.

36 OHMPA | ASPHALTOPICS Veterans Affairs Canada Affairs Veterans Canadian military veterans get on-the-job training in the construction industry. Helmet to Hardhats Canada

Transitioning from life in the military to civilian jobs in the construction industry is the goal of Helmets to Hardhats.

it is disaster relief in Haiti, helping flood victims in Manitoba, or bringing security and stability to Afghanistan,” he explains. “It is much the same in the construction industry where there is a definite start and finish.” As the H2H program grows, Matte can see it being adopted in the asphalt pavement industry as it fits in well with the construction priority of the program and because the industry stretches across the province. “It can be difficult for some to He points out that there are many “I think there is good opportunity for transition from a military career into a similarities between the military and us in that industry,” he says. civilian one,” admits Matte. “For many, the construction industry that can be For more information on they have never applied for a job or advantageous for everyone involved. the Helmets to Hardhats even written a resume if they entered “In many ways, soldiers take part the military at a young age.” Helmets in projects that have a process — a program, go to to Hardhats helps to bridge that gap. beginning and an ending, whether www.helmetstohardhats.ca

SPRING 2015 37 TECHNICALLY SPEAKING

by Sandy Brown OHMPA Technical Director

On the road again with TRB 2015

This January, over 15,000 transportation specialists made to the use of the Glover-Rowe parameter (G*cos2δ/sinδ) in the annual pilgrimage to Washington D.C. to attend the predicting pavement life. The morning also featured talks 94th Transportation Research Board conference. The TRB about the use of shingles and the blending of aged asphalt Annual Meeting program covers all transportation modes, cement from shingles and RAP with virgin asphalt cements. with more than 5,000 presentations in nearly 750 sessions and workshops addressing topics of interest to all Sunday afternoon’s workshop was about the work of the attendees—policy makers, administrators, practitioners, FHWA Sustainable Pavement Technical Working Group. researchers, as well as representatives of government, This group has been active for almost three years. The industry, and academic institutions. It’s a tough three principal deliverable from the TWG will be the Towards days and that doesn’t include the preliminary workshops Sustainable Pavement Systems: A Reference Document. on Sunday, the Thursday post-conference workshops, or This document will be published by early summer and is the meetings of all the committees that take place during the result of the work of the writing team retained by FHWA all other events. Things start at 8:00 a.m. and there are to manage this effort. The TWG is composed of about sessions that end at 10:30 p.m. Monday to Wednesday. 20 members and over 100 friends of the TWG that have met twice a year. This group of professionals representing TRB isn’t for the half milers; it’s a marathon and you have to pace yourself if you’re going to make it. rigid and flexible pavement alternatives, academics and researchers have worked in a surprisingly co-operative This year for the first time in 60 years, TRB moved to a manner to produce this document. It will be over 400 pages new location—the Washington Convention Center and the in length and covers all aspects of sustainable pavements. just-opened Marriott Marquis attached to the Convention The Reference Document is not perfect, but it does contain Center. This made the conference even more challenging the state of knowledge and outlines what aspects of because things were in entirely new places. Nonetheless, it sustainability must still be addressed. was a great conference. While I couldn’t attend everything I would have liked to, I wanted to share some highlights of The conference started on Monday morning and the next this year’s event. three days were a whirl of technical podium sessions, poster sessions, and committee meetings. I attended AF000(3) – I attended two of the Sunday workshops of the more than Climate Change, Energy and Sustainability Subcommittee; twenty available. In the morning, the International Society AFD00(1) – Sustainable Pavements Subcommittee; AF000(2) – for Asphalt pavements (ISAP) held its annual meeting and Pavement Materials and the Urban Climate Subcommittee; featured the work of the constitutive modelling group. AFK40 – Characteristics of Asphalt-Aggregate Combinations The theme of the half-day meeting was Aged and Brittle to Meet Surface Requirements Committee; and AFK10 – Asphalt Materials and their Rejuvenation. The morning General Issues in Asphalt Technology Committee. The TRB started off with a talk by Dr. Charles Glover (TAMU) about committees and subcommittees are where the work of TRB asphalt kinetics and oxidative reactions. Dr. Glover referred gets done. These committees sponsor podium and poster

38 OHMPA | ASPHALTOPICS sessions and also the publishing of papers submitted to There was one other trend that all the presenters seemed TRB. The committees review the over 5,000 submitted to agree on as well as other presenters in earlier sessions papers prior to publication. Some papers are not accepted and some of the discussions at the committees as well. and some must undergo revision by the authors prior to We need more asphalt cement binder in our mixes. publication, but all the published papers have at least Different states have approached this in different ways three reviewers so you can be certain of the quality of (reduced gyrations, differing air void requirements, etc.), the work published yearly. but all seem to agree that we need more binder in our mixes. Ontario faces a similar issue with Superpave mix In addition to the committee meetings, I attended sessions design. Designers are meeting all the specifications for on 211 – Pavement Surface Friction Measurements and the mix design but it results in low asphalt cement content. Modeling; 742 – Pavement Macrotexture, Roughness and This is something that must be addressed in Ontario. MTO Roughness-Induced Issues; 809 – Accounting for Horizontal has already agreed to a relaxation of the Ninitial requirements, and Vertical Subsurface Drainage in Structural Pavement but this does not help with municipal mix designs. Design; 831 – Use of Re-refined Engine Oil Bottoms (REOB) as Asphalt Binder Modifier; and 863 – Durability Performance My final session was to sit in on the afternoon of the Tests for Asphalt Mixtures: Moving Toward Implementation. full-day presentation of the work of the Asphalt Research Each of these podium sessions featured five to eight papers Consortium. ARC is a co-operative research program that dealt with various aspects of the theme of the session. by the Western Research Institute, Texas A&M, University of Wisconsin at Madison, University of Nevada at Reno, All the sessions were of interest and some of the Advanced Asphalt Technologies, and the National Center papers were more practical than others. However, for Asphalt Technology at Auburn University. This is a very the last two sessions mentioned—REOB and Durability impressive group of researchers and they are producing Performance Tests—were perhaps the most interesting. some very innovative solutions for looking at pavements The REOB session on Wednesday afternoon was likely and materials, including advanced analytical models and the best attended session I have ever been to at TRB. methods to go with the advanced testing techniques that The presenters gave a good overview of the production they have developed. Some of their procedures already and use of REOB in asphalt cement, its detection, and have ASTM approval as test methods. ›› a summary of the laboratory testing that has been done to look at the performance of the material. These presentations will be available on the TRB website in March. The research is far from complete, but the AASHTO Standing Committee on Highways has asked the AASHTO Subcommittee on Materials for a report this spring. Something else to watch for. The session on Thursday morning on • Burner supply • burner installation • burner combustion service • Durability was also very interesting. The presenters outlined various testing • burner control systems • hot oil heater service • techniques that could be used to • PLC control systems for complete plant automation • spare parts • evaluate the durability of pavements at • valve trains • T.S.S.A. Approvals • the time of construction. There seemed • Combustion Efficiency Test for Optimum Fuel Utilization • to be two themes that were strongly • Safety Audits • 24/7 Service • presented. The first was the emphasis on testing of mixes as opposed to their "WE'RE IN BUSINESS WITH OUR CUSTOMERS" constituent materials (asphalt cement binder and aggregates). Most of the Head Office: (905) 547-5757 • Toll Free: 1-877-235-8387 • Fax: (905) 549-1848 www.blackhawkcombustion.com presenters favoured one form or another 589 Cannon Street East, Hamilton, ON L8L 2G6 of mix testing, but it wasn’t clear which test method worked best. That may be *Jim Walton - President and General Manager due to the interaction between binder [email protected] and aggregates. Certain tests may work Doug Whitelaw – Manager, Asphalt Division locally, but a nation-wide test procedure [email protected] that all agree on seems a way off yet. www .blackh awkcombusti on. com

SPRING 2015 39 All in all, it was once again a very busy TRB. It always is. This year I was inspired by the new location to write my own paper for TRB next year. My paper doesn’t deal with pavements directly but should be of great interest to the dedicated people who attend TRB. You can’t survive these five days of early morning to late night sessions without coffee, and I have developed a correlation between the traffic on the escalators at the Marriott and the line-up length at the THE LAST WORD Starbucks in the lobby. I have also developed a correlation between the length of the line at the Starbucks in the Conference Center and the time to get your CONTINUED FROM PAGE 46 coffee. Doesn’t sound like much, but it is my contribution to the science of TRB.

Unlike those early computer-free Hoskin Scientific Exclusive Products days, the pace today is fast and furious. Our lives seem to move at MIT-SCAN-T2 Hamburg Wet & Dry Wheel Tracker breakneck speed. On-line tendering • Easily measure asphalt • Fully complies with AASHTO T-324 for and just-in-time delivery are the pavement thickness standard testing new norm. The young people I see • Nondestructive testing • The stiffest, most rugged and accurate are hardworking, smart, talented, (no coring required) Hamburg and busy. If I have one message • Highly accurate results • Full stainless steel construction for the next generation, it would • Measuring range 0 to 0.5m • 5 year guarantee be: get involved. Make the time. I encourage everyone to be involved in OHMPA committees or the Board. You will learn more than you can imagine. After so many busy years, I’m looking forward to moving with my wife to the little place we’ve built near Rosseau. Our youngest daughter designed it and we’ve www.hoskin.ca been constructing it over the last Supplying Testing Equipment Since 1946 ten years—a real family affair. We Vancouver (604) 872-7894 Burlington (905) 333-5510 Montreal (514) 735-5267 plan to sail, fish, travel, and ski with our grandchildren. That’s probably one of the things I’m looking forward to the most—spending time with family and the grandkids. My career has been wonderfully fulfilling, both for me personally and for my family. I am truly thankful for the success I’ve enjoyed and for the life my family has. I was the youngest of five when we came here from Holland in 1951. I remember my father, who had come to make a better life for us, saying, “We are finally in a new land. I don’t know what the future holds for this family.” If only he knew.

Adrian Van Niekerk is Manager of Estimating at Gazzola Paving Ltd.

40 OHMPA | ASPHALTOPICS WE DARE TO BE DIFFERENT, For More Info SO YOU CAN BE YOUR BEST. rdtc.co/mcacF

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SPRING 2015 41

Asphaltopics 2014 Ad.indd 1 2/3/14 11:44 AM ENVIRONMENTAL ESSENTIALS

by Bridget Mills

Proposed Permit to Take Water changes

The Ontario Ministry of the Environment and Climate These proposed changes are expected to clarify the Change (MOECC) is proposing positive changes to MOECC’s requirements with respect to short-term water a Permit to Take Water (PTTW) for short-term, non- taking activities; reduce regulatory and administrative recurring water-taking activities. These changes will: burden; and lower costs associated with both delays in Asphaltopic Magazine (a) clarify certain activities as not being water takings processing permit applications and tracking water takings. Size : 7.5" x 3.25” (1/3rd Pageso that Ad) they do not require a PTTW; The table summarizes the proposed changes. This information is based on presentation materials Orientation : Horizontal(b) exempt certain activities that are water takings from requiring a PTTW, provided that related developed by the Modernization of Approvals Branch Date Prepared : 17th Feb, discharge2014 conditions are met; and of the MOECC. (c) specify certain activities that are water takings to Please contact a qualified water resources consultant be able to register on the Environmental Activity for further information and direction as these proposed changes come into effect. Sector Registry (EASR), rather than7.5" a PTTW x 3.25” (1/3rd Page_Ad) requirement, if certain criteria are met.

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42 OHMPA | ASPHALTOPICS ACTIVITY PROPOSED APPROACH RESULT

Passive in-stream diversion Clarify “not a water taking” if passive in-steam diversion No PTTW or EASR required for construction is used to allow for a dry construction area where the water remains within the same water course and is not taken for another purpose.

Active pumping in-stream Exempt with discharge measures required (i.e. where the No PTTW or EASR required if diversion for construction water that has been pumped out is returned back to the discharge measures implemented same water course with conditions to avoid erosion and sedimentation).

Active pumping of stormwater Exempt with discharge measures required (i.e. with No PTTW or EASR required if for construction dewatering no groundwater infiltration from construction sites discharge measures implemented with conditions to avoid erosion and sedimentation).

If groundwater could interact with proposed takings, certain dewatering activities may still be applicable for an EASR if an appropriate assessment of potential groundwater takings demonstrate minimal effects and are accepted by the MOECC. A pre-consultation with the MOECC is recommended in this case.

Weirs and restoration of wetlands Exempt if: No PTTW or EASR required if - water takings solely for the restoration, managing, definition is met – other legislative conserving or enhancement of wetlands; and and regulatory requirements must - structures built across a watercourse that are designed be maintained and built to allow natural watercourse flow to pass freely over the crest of the structure.

Pumping tests where the water EASR if less than 7 days; PTTW for longer takings. EASR if project meets eligibility; taking is greater than 50,000 otherwise PTTW L/day on any day and is for The EASR requires the following to be performed the sole purpose of obtaining by or under the supervision of a Qualified Person: hydrogeological information. - Pump testing, including well owner notification, and related assessments; and - the development of both monitoring and discharge plans (to include erosion and sedimentation controls, if discharged to the natural environment).

Short-term surface water takings EASR if taken at identified rates and locations; EASR if project meets eligibility; greater than 50,000 L/day for PTTW for others. otherwise PTTW activities associated with road construction and maintenance The EASR registrant must obtain the written opinion of a Qualified Person confirming the source and rate limits are met prior to registration.

Construction dewatering EASR if taking no more than 400,000 litres on any day; EASR if project meets eligibility; PTTW for others. otherwise PTTW

The EASR registrant must use a Qualified Person to develop a discharge plan (to include erosion and sedimentation controls, if discharged to the natural environment).

Bridget Mills is Senior Environmental Engineer at BCX Environmental Consulting, a Canadian environmental engineering company specializing in providing expert environmental consulting services.

SPRING 2015 43 TARBA/OHMPA SKI DAY Hardy souls bundled up for the OHMPA Ski Day held on February 19, 2015 at Craigleith Ski Club in Blue Mountain. At minus 22 without the wind chill, it was a cold one! In a little friendly competition, Fermar Paving’s Kevin Martin won the fastest skier race.

OHMPA’S 2014 FALL ASPHALT SEMINAR With over 450 attendees, OHMPA’s fall asphalt seminar is North American’s largest single-day asphalt education seminar. The seminar took place December 9, 2014 at the Scotiabank Convention Centre in Niagara Falls. Speakers and topics included: GERRY HUBER Re-refined engine oil residue: What is it and how does it affect mix performance? JOHN D’ANGELO Development of a new performance-based binder test SANDY BROWN An overview of the results to date of the 2010 MTO- Industry asphalt binder acceptance trials STEVE ERWIN/BOB BURROWS Automated vehicles and future roads MARK EBY The OGRA-OHMPA Liaison Committee and new developments in HMA specifications Seminar presentations are available on OHMPA’s website.

44 OHMPA | ASPHALTOPICS OHMPA WELCOMES NEW MEMBERS

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OGRA/ROMA CONFERENCE IN TORONTO, FEBRUARY 23rd TO 26th The Cruickshank Paver of the Year Award team strut their stuff at the OHMPA booth. OHMPA staff were kept busy with a steady stream of visitors over the two days, including MTO’s Gerry Chaput, Assistant Deputy Minister, Provincial Highways Management, and Suzanne Beale, Chief Engineer.

From left: J.P. Charbonneau, Reid McIntyre, Ken McIntyre, Dave Neeley, Hector Thomas, Dan Pilon

OHMPA’s Road Tour seminars present a unique opportunity for OHMPA producer members and contractor representatives to get the latest industry information and meet face-to-face with local Ministry of Transportation and municipal consulting engineers. Get ready This year’s seminar will once again bring together the best minds in the industry to engage in an in-depth conversation about what we’ve done and how we can improve to achieve the best quality possible. for the APRIL 28th APRIL 30th WATERLOO GTA

MAY 5th MAY 7th Road Tour SUDBURY OTTAWA

SPRING 2015 45 THE LAST WORD

by Adrian Van Niekerk

The times they are a-changin’

It’s hard to believe that I’m coming up on my retirement achievements. I am particularly proud of our winning in June after 38 years with Gazzola Paving. So much the Central Region Paver of the Year for Highway 427 in has changed since those early days. When I first started 1988, and qualifying as a finalist for the 2011 Paver of the estimating projects for Gazzola, there were no fax Year award for Highway 409. Another career highlight machines and, of course, no computerized technology. was my involvement as project manager for the first VIVA If someone wanted a quotation, they would call. Later, QuickSTART project, a master plan for transportation in when quotes came in by fax, we marvelled at how York Region. much easier it was to close a tender. Before the first What I have loved most about my career is the thrill of computerized estimating program was introduced in winning a project, doing quality work, and making a profit. 1993, we did everything by hand. What I’ll miss most will be my colleagues at Gazzola, I’ve also seen many, many changes in the asphalt industry. and I truly value the support I’ve had from our owners to MTO re-engineering was a big part of those changes represent Gazzola through my various volunteer activities. including the ERS method of judging pavement quality. It I became an OHMPA board member at the 1998 AGM. was a quantum change in the way business was done, and I remember sitting in the front row and not knowing I believe it created better pavements. The introduction of anyone. Doug Woods, who was sitting beside me, Superpave, PGAC, smoothness specifications and the use introduced himself and assured me I’d do well. Of course of RAP also dramatically changed the way we did things. the first thing I discovered was how little I knew about the Now we have new testing methods for asphalt cement industry, its issues, and the talented individuals involved such as MSCR and DENT, not to mention the changes in the association. Boy, did I learn a lot! Over my time in environmental practices to address concerns around there I met so many great people who mentored and pollutants. taught me—I was surrounded by what I think of as icons One thing that hasn’t changed is the people. I feel so of the industry. The networking and long-term friends fortunate to have learned from and worked with so many I still enjoy to this day are all part of the OHMPA fraternity. great people over the years. At the University of Waterloo, I was honoured to be elected OHMPA president in 2002. I was lucky enough to attend a class by Professor Norman Asphalt cement price volatility was a big issue during my McLeod who many, including me, think of as the godfather term, as it is now. I was particularly pleased to see the of Marshal asphalt technology. first Trillium awards presented during that year. I had been At Gazzola, I have been part of an outstanding team of Chairman of the Plant & Paving Committee when we came people from the crews to the owners. Our team and the up with the idea of this award and it was a great moment high-quality work it produced led to a number of company to see it come to fruition. ›› continued on page 40

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