for improved durability gritting applications 22 · upcycle: (verb) \uhp-sahy-kuh l\: to reuse...

$: for improved durability GRITTING APPLICATIONS 22 · Upcycle: (verb) \uhp-sahy-kuh l\: To reuse material in such a way as to create a product of higher quality than the original: It$
FALL 2016 | VOL29 | NO3

USING RAP | 10to produce high quality HMA

INCREASING DENSITY | 16for improved durability

GRITTING APPLICATIONS | 22on SMA pavements

Cover photo: Paving SMA in echelon on Highway 427. (Dufferin)

© 2016 All Rights Reserved.

The official publication of the Ontario Hot Mix Producers Association,

ASPHALTopics is published three times a year.

Ontario Hot Mix Producers Association 365 Brunel Rd., Unit 4, Mississauga, ON, L4Z 1Z5

Tel: 905.507.3707 | Fax: 905.507.3709 Email: [email protected] | Website: www.ohmpa.org

Publications Mail Agreement #40011181

Advertising Sales Representative

Editor

Design &

Editorial Layout

Patricia Abbas 416.438.7609 [email protected]

Lara Henry 416.638.8294 [email protected]

pdplante.com inc. [email protected]

Presidential Points | 05

Letters from the ED | 07

Marcom Matters | 09

Using RAP to produce quality HMA | 10

Farewell to the Quality of Asphalt Task Force | 15

Increasing in-place density | 16

#ONGreatRoads contest winners | 21

Gritting applications improve skid resistance of SMA pavement | 22

Remembering Don Piper | 30

Fall Asphalt Seminar silver anniversary | 33

Unsung Heroes | 34

GHS update | 36

Technically Speaking | 37

Environmental Essentials | 41

Industry News | 42

The Last Word | 46

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FALL 2016 3

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30 Years

by donn bernalPresident, OHMPA

PRESIDENTIAL POINTS

FALL 2016 5

A Season of ChangeAs this fall edition of Asphaltopics goes to print, we will have recently completed a membership vote on the amalgamation of OHMPA with ORBA on Halloween. The favourable vote for amalgamation means the end of a great asphalt association and the beginning of a new chapter as a combined force in the road building industry in Ontario. This pooled resource and stronger voice is needed to keep up with the ever changing infrastructure landscape. The world is moving at a much faster pace, and to keep up, you have to evolve—and the association has to evolve. A change like this will be difficult for some, but if we look ahead a year or two from now, I believe we will all see that it is for the better.

In uniting the strength that ORBA has in government relations with the strong technical knowledge that OHMPA is known for, the new Asphalt Council can only improve to ensure that Ontario continues to ride on quality asphalt pavements. Furthermore, my mandate to increase the education of the asphalt industry through lunch and learns, pave-ins, and workshops will be complemented with the program that ORBA already has in place. It will be a win-win for the industry. Look out for upcoming lunch and learns and workshops in early winter and spring,

including one workshop in collaboration with OGRA and the Municipal Liaison Committee at their annual conference.

My tenure as president has been challenging so far as decisions made this year could change how our association looks. However, it does not change who we are and what we do. And while all of this is happening, we have to remain focused on dealing with our governments as they create new rules to quench climate change. The Benzo(a)pyrene sub-committee of our Environment Committee has worked tirelessly on what will become a Technical Standard of best practices, which will eventually be published by the MOECC in the next couple of years. The Board will also have to deal with the effects of Ontario’s cap and trade program and Canada’s carbon tax initiative, and understand how costs downloaded to our producers could affect the way they run their businesses.

OHMPA started out with dealing with the oil crisis of the 70s and its new beginnings could start with dealing with curbing the effects of climate change. How coincidental or should I say “ironic” is that?

30 Years

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TOGETHER WE'RE PAVING THE WAY, FOR THE BEST ROADS.

BM 600/15 Planer

by Vince AurilioExecutive Director, OHMPA

LETTERS FROM THE ED

FALL 2016 7

The quality evolutionOne meaning for the word evolution is “a gradual process of change and development” (Cambridge). If we apply that definition to our industry, it seems clear to me that hot mix asphalt (HMA) technology continues to evolve over time. One of OHMPA’s priorities is to keep its members abreast of these changes, and this year the Fall Asphalt Seminar will celebrate 25 years of highlighting advancements in HMA technology.

We have seen it all at the Fall Asphalt Seminar—from the early years of the implementation of various elements of End Result Specifications (ERS), which included the introduction of material transfer vehicles to Ontario, to the introduction of Superpave. Changes in the PG specifications, the use of RAP, the benefits of using SMA mixes, life-cycle costing analysis, proper testing and inspection, and pavement design are just a few areas on a long list of topics that have been presented at this industry-wide renowned event. The Fall Asphalt Seminar is also well known for its numerous keynote speakers over the years. This diverse roster of people with special skills and knowledge in asphalt technology has helped shape OHMPA as the authoritative voice of HMA in Ontario and across Canada.

After all these years the focus remains the same and quality is at the forefront of the Fall Asphalt Seminar in 2016. This year we will take a close look at the lessons learned with the new PGAC specification requirements, and review a number of SMA projects in 2016 that merit a report from MTO, OHMPA producer members and equipment manufacturers. The highlight this year will be on two presentations that focus on producing quality HMA incorporating RAP and on improving density. We’ll also hear about the hard work of the OHMPA Quality of Asphalt Task Force over the past year, and as their work ends, we look forward to the emergence of the new OHMPA Quality Committee. By the time this issue hits the streets, you will have seen the brochure for the Fall Asphalt Seminar—and I look forward to seeing you all there and thank you in advance for attending.

Whether it is the implementation of new specifications and/or changes to existing specifications, or the advance-ment in materials and testing, throughout the years OHMPA has continued to work with and support our partners in this evolution to improve the quality of HMA and the long term performance of asphalt pavements.

Upcycle: (verb) \uhp-sahy-kuh l\:

To reuse material in such a way as to create a product of higher quality than the original:

It seems any plant these days can recycle, but have you ever askedabout the quality of the mix produced? With higher RAP percentagescomes the problems of degradation of the mix.

That’s why Gencor developed the innovative UltraRAP and MegaRAPconcepts, which can process 70% and 100% recycle without superheatingand degrading the quality of the mix. The result is a noticeably superiorand consistent mix.

So if you want superior high RAP capability, don’t just recycle ... Upcycle.Call Gencor today and learn how you can “Upcycle”.407.290.6000 or visit www. gencor.com

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MARCOM MATTERS

by Abigail Wright PereiraMarketing and Communications Director, OHMPA

It’s all about communicationCommunication is the conduit through which we receive all our information and it forms the basis upon which we make all of our decisions. We take it for granted, but when you think of it in its entirety, it is pretty important. Effective communication enables us to better understand and connect with others. It is also the foundation upon which respect and trust is built; it helps us to resolve differences and facilitates a dynamic environment in which creative ideas thrive. Lack of effective communication can take us down a road we’d rather not travel—one that can lead to conflict and frustration.

We have a plethora of information outlets instantan-eously available at our fingertips. In an ideal world, it should be easy to obtain the facts needed to make informed decisions. However, we need only to look to our neighbours south of the border during their historic presidential election campaign to see that this is easier said than done; the facts can be buried deep below polarizing rhetoric.

In some ways, our industry faces similar challenges. There can be several differing opinions and differing research offered as solutions to the same issue. However, when it comes to quality asphalt pavement, we want to be transparent and the facts to be apparent. Part of OHMPA’s mandate is its commitment to and promotion of quality in asphalt pavements. Our job is to provide the right information at the right time

to ensure that all industry stakeholders have the information they need to make the best decisions that will result in quality asphalt pavements. This starts with effective communication between our members, committees, task forces and Board to work together to develop educational programming and materials that provide industry and road owners with essential knowledge for building roads that last.

During OHMPA’s strategic planning retreat in January 2016, it was decided that OHMPA would expand its educational offerings. Therefore, in addition to OHMPA’s Spring Operations, Partners in Quality and Fall Asphalt Seminar, OHMPA now offers educational webinars and is updating its fact sheets and ABCs. This coming year, OHMPA will host two additional courses, which you can read more about in Industry News on page 44, and will be producing new fact sheets and a toolkit to help members effectively deal with environmental and community issues.

Our industry is dynamic and change is the constant. However, at the end of the day, despite any differences, we all want the same thing and that is sustainable, economic, long-lasting quality asphalt roads. In the midst of change, OHMPA’s focus remains unchanged—providing industry the information it needs to produce quality asphalt pavement.

FALL 2016 9

10 OHMPA | ASPHALTOPICS

RAISINGTHE BAR Producing quality HMA incorporating RAP

by Lisa Fattori

FALL 2016 11

Fractionating RAP.

s specifications change to allow for a higher

content of RAP in asphalt mixes, quality assurance throughout

the supply chain of a road construction project must become more stringent. From stockpile management and materials evaluation to mix design and construction techniques, each stage in handling the recycled material is equally important in ensuring that the end product is of high quality. Higher standards will instill greater confidence in the allowance of increased RAP content. The use of RAP will become more mainstream, which will not only reduce construction costs, but also advance sustainable road building to new levels of excellence and expertise.

“At the end of the day, the use of RAP in the production of hot mix asphalt (HMA) is a way for the industry to be more sustainable, but if the material being produced isn’t the best quality, then the value that we’re trying to provide to the owner isn’t there,” says Ron Sines, Vice President – Asphalt Performance, Oldcastle Materials Inc. “As we’re advancing higher percentages of RAP, quality becomes even more an issue. We can just meet the specifications of

a project, but sometimes owners’ specifications aren’t written to ensure that they get the best quality. We need to meet industry’s expectations, which I would say should be higher. We need to think about the use of recycled materials in a holistic manner and ensure that high quality is a priority throughout the entire process.”

The holistic paradigm begins with a clear understanding of the intended application of the mixture, and if RAP will be used in the surface, binder or base courses of a pavement. Designers need to consider anticipated loadings, and whether or not the mix will require a high stiffness. There is a direct relationship between the material characteristics of the RAP and where it is placed in the structure. A one-size-fits-all approximation is an over simplified approach in assessing the material requirements of a project.

For high RAP content mixes, it is important to conduct durability performance tests. Designers have to run tests to understand the quality of the recycled binder to determine how the virgin binder is going to be impacted by the recycled materials. While the practice has been to grade in six degree increments, continuous grading for both virgin and recycled ››

Since the 1970s, Reclaimed Asphalt Pavement (RAP) has been a proven high quality product used in the design and production of asphalt mixes. According to a 2011 report by the U.S. Federal Highway Administration (FHWA), the performance of pavements containing up to 30 per cent RAP is similar to that of pavements constructed from virgin materials. The report also provides best practices for increasing the use of RAP in pavement mixtures, while maintaining high quality pavement infrastructures.

binders offers a higher level of specificity in knowing the overall binder performance.

“If I continuously grade the binders, it helps me to better understand the materials and what the end product is capable of doing,” Sines says. “In designing the mixture, maybe I can go to 26 per cent RAP, but not 27 per cent. We shouldn’t just limit ourselves to using 25 per cent RAP content. If we want to run a higher percentage of recycled material, then we have to work a little harder to make that happen. We have to step up to the plate and give owners the confidence that they are getting the best quality.”

A detailed analysis on the impact that RAP has on the volumetrics and constructability of the mix design reveals the subtleties of the mixture and how it influences the durability of the pavement. While the Long-Term Pavement Performance (LTPP) program has been around for decades, the tool is not widely used by designers in determining the reliability of the binder in their mixes. However, with the use of a higher RAP content and continuous grading, knowing the reliability of a particular binder is essential.

Developed by LTPP, LTPPBind is a software tool that uses historical data from 7,920 weather stations throughout North America. Drawing on this data, LTPPBind determines the estimated high and low air temperatures for a specific site and provides a low pavement temperature model for Superpave binder selection.

Designers have improved temperature estimates of depth and reliability in PG selection, which helps them to develop more custom mixes.

Quality control in the management of materials is also becoming more sophisticated, and has its own set of best practices to ensure that pre-production RAP is sorted, stored and processed to a higher standard. Moisture control is critical and, ideally, stockpile yards should be graded and paved so that water is directed away from stockpiles and the RAP is kept free of moisture. To help reduce

Cold feed bins.12 OHMPA | ASPHALTOPICS

the moisture in stockpiles, RAP should be covered with a shelter or building and RAP should be placed in a well-built conical stockpile. There should be no depressions in piles to avoid any accumulation of water.

“Putting RAP under cover isn’t as widespread as it should be, but moisture control is another example of the attention to detail that is needed in managing recycled materials,” Sines says. “To dry off all of that water, I need a higher temperature of my virgin aggregate and, if I’m using a higher percentage of RAP, I have less virgin material to transfer that heat. This is a cost issue. If you’re using more burner fuel, energy costs are going to be higher and you’ll have more emissions. When, really, all you have to do is cover your stockpiles and have the proper drainage to keep the RAP as dry as possible.”

While some agencies require captive stockpiles, with RAP coming from a single source, it’s more common to use RAP from continuously replenished stockpiles. RAP from multiple sources must be processed to create a uniform material with no segregation. It is considered

a best practice not to further crush millings, but to use it as-is in mix designs, or to screen the milling to remove larger particles. The crushing process should ideally only break up agglomeration, so that the integrity of aggregates remains intact. There is a variety of crusher equipment used for processing RAP, but the Horizontal Shaft Impacter is the preferred technology because it breaks up chunks of pavement rather than reducing the size of the aggregates.

Stockpiles of fractionated RAP offer flexibility in meeting mix design requirements. Typical gradations include 3/4” to 3/8”, 3/8” to 3/16” and minus 3/16”. Fractionating should be considered when a plant site has space for multiple RAP stockpiles and when typical specifications allow more than 20 per cent RAP.

“Fractionating is a more costly process, so if I’m usually using 15 per cent RAP in my mixes, then it isn’t worth the expense,” Sines says. “However, if I’m using 50 per cent RAP, then I need different gradations to target the mix that I’m trying to produce. As your recycled content increases, your controls are going to have to increase, and fractionating RAP is just one of those controls.” ››

“Putting RAP under cover isn’t as widespread as it should be,

but moisture control is another example of the attention to detail

that is needed in managing recycled materials.”

– Ron Sines

Fractionated RAP. (NAPA - QIS 129)

FALL 2016 13

(NAPA - QIS 129)

Not all mixes have the same amount of RAP, which can be problematic in the production of mixes. High RAP content may raise baghouse temperatures above what is typical. Plants have to be configured to accommodate a range of RAP usage, and operators need to calibrate the burner to offer the highest level of flexibility.

The construction of a pavement with higher RAP content is the final phase in transforming the recycled material into a valuable component of a top performing pavement. Best practice includes ensuring that the mix is delivered to the construction site at the right temperature, and that it doesn’t get segregated from the truck to the hopper. Because high RAP mixes are stiffer, there is a direct correlation between paving speed and/or the need for more compaction equipment. Density levels must be precise to ensure that the material is impermeable to water. While some projects, such as a parking lot, may not specify a high level of testing, best practices call for the same testing diligence that would be afforded a roadway to ensure that the product being delivered to the owner will perform.

“We’re now at the point of increasing the amount of RAP while producing high quality mixes, and this requires a lot more attention to detail,” Sines says. “Economically, there are a lot of benefits. If I am able to run higher recycled levels than my competitors, it impacts my success in winning contracts. The cost of materials goes down, but I have more jobs, which forces competitors to up their game. As the bar gets raised, the competition has to keep up, or go the way of the dinosaurs.”

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


88.3 88.4 87.8 88.7 90.4 88.7

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RAP is very consistent year-to-year at a specific location as shown on the chart from a typical Ontario plant. The asphalt binder content for this series averaged 4.10 per cent with a standard deviation of 0.25 per cent.

I was fortunate to have the opportunity to chair this group and the work was fast paced from the start. This effort was all thanks to Steve Smith, 2015 OHMPA president, who was the catalyst for the development of the task force and a true supporter. The task force members were all very committed to solving the problem and volunteered a lot of their time.

The initial task force established priorities and direction; the discussion was lively, intense and always respectful. This first iteration of the task force purposely did not include owner representatives. However, it was always envisioned that municipal and MTO participation was important and essential to ensuring a positive outcome. The early work of the task force in the form of bulletins has been well documented and presented at different forums. The three top issues that set the stage for all future discussion were Asphalt Cement Quality & Specifications, Increasing Asphalt Cement Content, and The Responsible Use of RAP in HMA.

The next phase was to work with our major stakeholder partners and to come up with solutions to the cracking problem. In consultation with OGRA and MTO, owner representatives were asked to participate. The goal was to expand on the initial bulletins and advance the dialogue. It should be pointed out that the intention was not to write specifications; however, it was anticipated that the ideas generated by the task force would ultimately result in improvements in HMA quality.

The debate was passionate to say the least—particularly when it came to the quality of asphalt and the related specifications. Nevertheless, we collectively understood that this was for the good of everyone involved and we moved on with the task at hand. The result of this collaboration was three new supplementary bulletins dealing with the top priority topics.

So what happens next? The original idea was that the life of the task force would come to an end after the important work reached this significant milestone. That time has come and I’d like to take this opportunity to thank all the task force members for their commitment to advancing this initiative.

This task force played a significant role in OHMPA recognizing an issue that needed attention, and to ensure that problems like these don’t fester in the future, we have implemented a Quality Committee. The work of this committee will be to proactively deal with any issue as soon as it starts to become problematic. After all, OHMPA’s responsibility and goal has been, and always will be, to strive for excellence in asphalt pavements!

From its inception in late 2014, the OHMPA Quality of Asphalt Task Force has had one mandate: to support the need to continually improve and enhance the performance of asphalt pavements in Ontario. The task force then embarked on a mission to fully understand why some pavements over the last few years were prematurely cracking from the top down.

FAREWELL TO THE

QUALITY OF ASPHALT TASK FORCEby Vince Aurilio

FALL 2016 15

Bulletin 1 – The Task Force’s Composition and Mandate

Bulletin 2 – Asphalt Cement Quality and Specifications

Bulletin 3 – Asphalt Cement Content

Bulletin 4 – The Responsible Use of Recycled Materials in Hot Mix Asphalt

Bulletin 2A – Asphalt Cement Quality and Specifications

Bulletin 3A – Optimization of Asphalt Cement Content to Improve Durability of Asphalt Mixes

Bulletin 4A – The Responsible Use of Recycled Materials in Asphalt Mixtures – Critical Look

Density It is no secret that proper compaction in the field is one of the most important aspects of building a pavement and is key to long-term pavement performance. Research shows that durability is linked to increased pavement density. “Even if you have the best materials and production techniques, if you don’t compact properly you won’t get good performance,” explains Mark Buncher, Director of Engineering for the Asphalt Institute. “Increasing density is normally very achievable and makes a significant difference in performance.”

Increasing In-place

Focusing on What Matters Most by Lara Henry


n fact, a number of lab and field studies show that a one per cent increase in density can improve durability by at least 10 per cent (NCAT Report 16-02, 2016). So, an asphalt overlay constructed to 93 per cent density might be expected to last

20 years while the exact same asphalt overlay constructed to 92 per cent density would only be expected to last 18 years. Other research, such as the studies conducted at WesTrack test track in the late 1990s, have concluded that a bad mix with good density out-performed a good mix with poor density for ride and rutting.

The good news is that achieving a higher density pavement is possible by using many existing construction and compaction best practices at a minimum of additional

cost. For example, balanced production is essential. The timing of production and delivery to the jobsite is critical so that the paver can maintain a constant speed and does not have to stop. Paver speed should be such that the entire rolling operation can stay up with the paver. If the paver gets too far ahead of the rollers, the mat will cool excessively which will inhibit compaction.

Breakdown rolling is the first roller behind the paver. It is typically done with a single double-drum vibratory roller, but also can be performed with two co-ordinated rollers. It is breakdown rolling where the greatest increase in density occurs. Breakdown rolling should generally begin at the highest temperature possible without causing mat distortion. The next rolling phase, the ››

I

FALL 2016 17

Tandem breakdown rollers on a warm mix project outside of Little Rock, Arkansas.

intermediate rolling phase, is where the remaining increase in density occurs. The third or last rolling phase, finish rolling, removes any roller marks and ensures a smooth pavement.

Improved density is facilitated by having large enough rollers, the adequate type (vibratory, static, pneumatic) for each phase of rolling, not traveling too fast, and having a sufficient number of passes. Establishing a consistent rolling pattern, including speed and lap pattern for each roller, is vital. For optimal compaction, it is critical to know

the correct temperature ranges for each phase of rolling. Weather conditions will affect cooling rates so this must be watched and adjustments made. Lift thickness has a drastic effect on how fast a mat cools, as thinner mats cool more quickly than thicker mats.

Having adequate design lift thickness based on the nominal maximum aggregate size (NMAS) of the mix is essential if we want the contractor to have the ability to achieve good compaction. Typically for fine graded mixes (on the fine side of the maximum density line (MDL)),

at least three times NMAS is needed; for coarse graded mixes (on the course side of the MDL), at least four times NMAS is needed. Smaller NMAS mixes and fine graded mixes will have a higher binder content and will generally be easier to compact. They will also be less permeable at the same air void content, leading to increased pavement durability.

Even a well compacted pavement layer will not perform well if it is not properly bonded to the underlying layer. Tack coat affects compaction by creating a bond between asphalt layers which holds the mat in place as it is being compacted. It is vital that adequate tack coat is properly applied to get good adhesion between mats which allows for the pavement structure to act as a unit. It is low in cost, but pays dividends in performance.

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Finer NMAS mixes are generally less permeable at equivalent air void levels. (NCAT Report 03-02)


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Washington State Study on Time to Overlay

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This Washington study from the early 2000s highlights the relationship between in-place pavement air voids at the time of construction and pavement service life to first overlay/rehabilitation.

Another possible area of weakness is poor longitudinal joint density. Permeable longitudinal joints can severely impact the long term performance of the pavement. Elimination of the longitudinal joints using echelon paving is the ideal solution, but is not always feasible due to the need to maintain traffic. There are too many best practices for constructing and rolling longitudinal joints to list here, as well as new materials and innovative technologies that are available. This topic is covered in detail in OHMPA’s ABCs of Longitudinal Joints and on the Asphalt Institute website under Engineering, Longitudinal Joint Information. The AI website also includes information on the AI Longitudinal Joint workshop developed in co-operation with the U.S. Federal Highway Authority (FHWA).

As well as best compaction practices, mix design can also have a big influence on compactability. For example, increasing the asphalt cement content can make the mix more compactable as well as reducing permeability. “Mix design is always a balance between strength and durability. We can design a mix that will be highly rut resistant, but it will not be durable. Or we can design

a very durable mix that will be prone to rutting. The key is a balanced mix design,” says Buncher.

A number of newer, innovative technologies can also improve the compaction process. Intelligent compaction uses GPS sensors to confirm that all areas of the mat are compacted by the roller, and temperature sensors to verify that that the roller is in the right place for the compaction

process. Newer roller equipment such as vibratory pneumatic and oscillatory rollers is available to aid in compacting difficult mixes. Warm mix asphalt technologies can also aid in compaction. By increasing the amount of time available for compaction, it provides the opportunity for more consistent compaction.

Given that there is such a dramatic impact

on pavement performance when density is increased, the Asphalt Institute in co-operation with the FHWA created a one-day workshop on compaction and pavement durability. “The workshop has a ‘back-to-the-basics’ focus regarding compaction and the importance of all the details in the compaction process from mix design to field production to testing to the finish roller,” says ››

FALL 2016 19

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New Jersey Balanced Mix Design

APA Rutting (mm)

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Area of Balanced Performance 5.2 ‐ 5.9%

Courtesy of Tom Bennert

An example of the Balanced Mix design approach used in New Jersey. Note that the optimum binder content determined by the standard mix design method is less than the balanced performance zone.

A recent FHWA Performance Based Mix Design study shows that design air voids and design VMA must be kept in balance for good pavement performance, but increasing in-place density always benefits pavement performance.

“The amount of air voids in an asphalt mixture is probably the single most

important factor that affects performance throughout the life of an asphalt pavement.

The voids are primarily controlled by asphalt content, compactive effort during construction, and additional compaction under traffic.” – Ray Brown, NCAT Report No. 90-03, Density of Asphalt Concrete –

How Much is Needed? (1990)

FATIGUE RUTTING CRACKING

Design Air VoidsFor every 1% increase

Design VMAFor every 1% increase

Compaction DensityFor every 1% lower in-place air voids(increasing density)

40% increase 22% decrease

73% decrease 32% increase

19% decrease 10% decrease


Tim Aschenbrener, who oversees the workshop and demo projects for FHWA. “There are even lessons on many of the newer innovations that assist with compaction.”

Over ten of these workshops have been offered in the U.S. already, with more planned for the remainder of this year and into next. In February, 2017, OHMPA’s Technical Director Sandy Brown along with a fellow AI Regional Engineer will be teaching the course in Toronto. “Density in the field is the most important aspect of building a pavement, and we know that it’s not just about adding more rollers. There are many aspects to achieving higher density and this workshop does a fantastic job of covering those fundamentals,” says Brown.

As infrastructure loads continue to rise and budgets continue to fall, it is more important than ever to implement changes that will increase pavement life and maximize return on investment. Executing an enhanced compaction process with the resulting higher in-place density will lead to improved durability and long term pavement performance.

Lara Henry is a communication specialist and editor of ASPHALTopics.

Enhanced Durability Through Increased In-Place Pavement Density Workshop

Date: February 16, 2017 Location: Mississauga Convention Centre

This one-day workshop offers owners and contractors the opportunity to learn about the dramatic durability increases that can be realized from relatively small increases in in-place densities.

The workshop provides the most current information on achieving consistently high densities and the resulting economic benefits.

TOPICS INCLUDE:• The importance of density• Influencers on durability• Construction best practices• Newer technologies:

– Intelligent compaction– Pave IR– Warm mix asphalt

• Tack coat best practices• Longitudinal joint best practices

Registration details will be available soon.

to m

ay.

d.

50stability machines.

Call, write, fax or email your testing equipment requirements.We can calibrate and repair everything we sell!

FALL 2016 21

and in the case of the #ONGreatRoads contest winners, also a $100 gas card!The contest ran from May 13 to July 22, 2016, and captured 54 entries via OHMPA’s Twitter and Facebook channels from diverse areas across the province, providing some creative and scenic photos of Ontario’s roads.

#ONGreatRoads was first launched in 2013 as a way to celebrate the great asphalt roads that make up the backbone of Ontario’s infrastructure and to provide an opportunity for the public to tell their stories about their favourite Ontario roads.

Lynne Meilleur, an administrative assistant from Glenburnie, was selected as a weekly winner on June 8. Her winning entry captured a playful moment of a family member riding a bicycle during a family gathering. She explained how participating in the #ONGreatRoads campaign helped her to see Ontario’s roads in a different light. “[The] contest made me think about how lucky we are to have such great roads that provide us a quick and easy way to commute, and also a place where we can play, no matter what age we are. I believe that your contest was a great way to make us think about and appreciate asphalt roads, because I think we take them for granted!”

The other four randomly drawn winners were Elizabeth Gossie of Brantford, John Sinopoli of Brampton, Dan Kennedy of Morriston, and Jason Riddell of Kingston.

Stay tuned for the 2017 #ONGreatRoads contest as OHMPA endeavours to promote excellence in asphalt pavement through the public’s eyes.

A PICTURE CAN BE

WORTH A THOUSAND WORDS

CONTEST

PHOTO LOCATION Ingleside, ONSUBMITTED BY Jason Riddell of Kingston, ON“ Participation in this contest made me realize how very fortunate we are to ride on these great roads. In fact, I am not sure how we would function so efficiently without asphalt roads!”

PHOTO LOCATION Kingston, ONSUBMITTED BY Lynne Meilleur of Glenburnie, ON

PHOTO LOCATION Victoria Road South near Guelph, ONSUBMITTED BY Dan Kennedy of Morriston, ON

PHOTO LOCATION 503/Kirkfield Road near Kirkfield, ONSUBMITTED BY John Sinopoli of Brampton, ON

PHOTO LOCATION Highway 41 near Bon Echo Park, ONSUBMITTED BY Elizabeth Gossie of Brantford, ON[We] drove to Bon Echo Park via the Trans-Canada highway and then highway 41 [and] were exploring the area north of Bon Echo Park... I loved driving in this area because the views were stunning and there was a lot of wildlife to see. When I entered the contest I wanted to share a road less travelled in Ontario. We often travel outside of Ontario without realizing how much we have here.”


improve skid resistance of SMA pavementsby Lisa Fattori

Placing SMA on Highway 401.(Capital)

GRITTING APPLICATIONS

FALL 2016 23

improve skid resistance of SMA pavements

With the addition of gritting technology to Stone Mastic Asphalt (SMA) pavements, industry can be confident that newly constructed SMA pavements have high skid resistance in the early days for enhanced safety in the first few months after construction.

few years ago, concerns over the lower initial fractional properties of newly-placed SMA prompted MTO to suspend

the use of SMA until these initial surface friction issues could be resolved. In October, 2014, based on the success of the coated gritting trials and contracts constructed from 2012

onward, the pause on the use of SMA was lifted and SMA was re-instated for use as a premium surface course mix.

For agencies looking to lower costs by extending the life-cycle of pavements, SMA offers several advantages over conventional asphalt mixtures, including extended pavement life and excellent durability in terms of rutting resistance and cracking. SMA pavements also provide better surface drainage, for reduced splashing and less noise, when compared to conventional dense graded asphalt mixes. The course

aggregate, stone-on-stone skeleton structure is what makes SMA so durable, and the high asphalt binder content of the mix also improves pavement durability.

The minimum binder requirement for SMA is based on the combined aggregate density and is typically between 5.6 to 6.2 per cent when compared to the typical range of 4.9 to 5.2 per cent binder of a conventional Superpave FC2. However, this creates a thicker binder coating of the aggregate, which results

in reduced friction for a few weeks after application. This risk to motorists caused a suspension in the use of SMA and the creation of an MTO/OHMPA SMA Committee to find solutions to improving the skid resistance of newly laid SMA pavements.

“SMA pavements cost more, because you’re using more binder and premium skid resistant aggregates, but in life-cycle analysis, if we can reduce maintenance and stretch out the life of the pavement by, say, five years or more, it makes financial sense to go with SMA,” says Tom Dziedziejko, Director of Quality for Aecon Infrastructure and a member of the MTO/OHMPA SMA Skid Resistance Committee. “SMA has been used in Europe for decades, but it’s used differently there. SMA is used as a binder course and skid resistance is provided by a thin surface-treatment wearing course made with skid resistant aggregates. ››

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Skid resistance is an important issue in Ontario and we were tasked with identifying the cause and solution for low early age friction of SMA. We performed research and testing, and identified the thick binder film on the surface as the problem. In the end, we tried gritting, which gave the results we were looking for.”

Embedded coated grit, using the compaction rollers immediately after initial compaction, has proven to be effective in significantly improving low early age friction of SMA. The specification is for hard particle sand, passing a 4.75 mm sieve, coated with 0.8 to 1.0 per cent asphalt cement. The grit mixture is applied at a rate of 0.75 kg/m2, and is at a minimum temperature of 80°C. The coated sand is applied across the lane, avoiding the lane markings area, and excess grit is removed.

Grit spreading machines or chip spreaders can be calibrated to deliver an exact delivery rate, and specialized

rollers compact the grit on the surface of the hot SMA pavement. Different spreading widths ensure that grit is applied a specific distance from the centre line, so that painted road markings adhere to the pavement. A pre-selected delivery rate control system ensures uniform grain distribution and a precise spreading width for both large and small spread quantities.

“Chip spreaders are quite common in Europe, but we’re just starting to see the acquisition of this equipment in Ontario and the rest of Canada,” says Ryan Link, sales representative for the GTA for Wajax Equipment. “We sell the HAMM Precision Spreader, which is manufactured by Wirtgen Group. This equipment provides an extremely precise delivery rate, so contractors can be sure that they are adhering to MTO specifications.”

Recent SMA projects with grit applications are identifying best practices in the design of mixes


and paving techniques. In August, Aecon Infrastructure completed a rehabilitation and resurfacing project on Highway 401, near Wesleyville Road. The 5.5 km stretch of highway required 15,000 tonnes of SMA to pave both eastbound and westbound lanes, for a total of six lanes.

“With an SMA pavement, the amount of binder you use depends on the aggregate and its density,” says Scott Crowley, Manager of Quality and Materials Testing for Aecon Materials Engineering. “For this project, there is 5.6 per cent binder content, which is at the low end for a SMA mix, but we can do this because of the very dense aggregate we’re using. A mix using a dolomitic sandstone source would typically require about a 6.2 per cent binder content.”

In order to meet the MTO’s specifications of a minimum of 93 per cent for pavement compaction, the temperature of the SMA and quick application is crucial. Aecon crews targeted 165 degrees Celsius, at the screed, to get the best compaction. A compaction aid additive, Zycotherm EZ, was also used as an aid in compaction for two thirds of the mix placed. The gritting roller followed close to the breakdown rollers, without interruptions, so that the grit was embedded into the mix. A specialized roller and a high frequency/low amplitude vibration setting provided the best compaction. With a portable drum mix asphalt plant, it is difficult to mix a small amount of binder with fine grit, so Aecon mixed the grit material in a batch plant, which offers more control in mixing smaller amounts of material. The grit mixture was batched at Aecon’s Brampton facility, and then shipped to the Wesleyville Road construction site.

“One of the lessons learned is that we noticed that the application of grit impacts the ability of the nuclear gauge to provide reliable readings,” Dziedziejko says. “The SMA is a high density mix, but the grit has low density. You have to have an experienced technician

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who understands rolling patterns and nuclear gauges. You can get different numbers due to the different material densities and that requires some interpretation.”

The Miller Group is currently constructing an SMA pavement on the three westbound collector lanes of Highway 401 between Warden Avenue and Bayview Avenue. The project commenced in September, 2016 and will continue into 2017. The scope of work includes laying 14,950 tonnes of SMA and 9,646 sq. metres of gritting on 5.5 km of highway, as well as three ramps. As a company that has experience designing and placing SMA pavements, Miller is using a proven mix design that offers the ideal proportions of aggregates.

“We have designs that have worked very well in the past, so we have utilized our experience when developing the mix design for this project,” says Trevor Moore, Corporate Technical Director for The Miller Group. “SMA is tricky to place, and from a quality control perspective, it’s important to maintain consistency. To ensure that our aggregates have a consistent gradation, we use the same source, MRT Aggregates in Havelock, year after year. The gradation and physical properties of that aggregate are reliable and predictable, which helps to decrease variability and ensures consistency on the project.”

In keeping with the MTO’s grit specification for 100 per cent passing the 4.75 mm sieve, The Miller Group

sourced the appropriate supply of sand, and conducted trials to determine the best mix and the appropriate settings for the spreader. “The main issue we have is the availability of the aggregates that meet the Ministry’s grit aggregates specification,” Moore says. “This is a very unique gradation of sand that the Ministry decided on through their trials. But it’s very difficult to find and would be expensive to make. We are only aware of a few locations that have this material, so there’s a very limited supply. Our hope is that the Ministry opens up the specifications, to allow

for a more readily available supply of grit aggregates that will perform as intended.”

Dufferin Construction Company is in the process of paving on interchange bridges, ramps and Highway 427 southbound lanes in the area of Highways 401 and 427. The project called for 16,000 tonnes of SMA. The mix design was developed to meet the requirements of Special Provision 111F11, November 2014. To minimize temperature loss and avoid thermal segregation, which is critical in achieving proper ››

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compaction on site, the project was planned to the smallest detail and carried out without interruptions. Scheduling extra trucks for hauling SMA to avoid delays is recommended, as is making sure that enough rollers are allocated for compaction, with break-down rollers operating as close as possible to the paver and on the vibratory setting, if needed.

“Proper and timely communication between everyone on the project team on site is essential,” says Dan Iacob, Quality Control Manager, Bituminous & Administration for Dufferin Construction Company. “Any issue has to be dealt with immediately, while it still can be corrected.”

For the gritting material, Dufferin Construction used the sand from Drain Bros. Excavating Ltd., Havelock

Quarry. This sand meets the special gradation required by MTO and the 0.8 to 1.0 per cent binder content needed for coating works well. “If you have too much binder, the mixture can be too sticky and form clumps during storage and placement, but we found this mixture worked very well,” Iacob says. “The biggest challenge in applying the grit was navigating all of the curves, widenings and transition areas. With a straight highway project, keeping the six inches offset from the future lane painting/marking is fairly straightforward, but on ramps, accurate measurements for pre-marking the width of the gritting take a lot more time, especially when you pave in echelon.”

Fermar Paving Ltd. is very experienced in designing and laying SMA pavements, and the company has

invested in a new chip spreader for the grit application that is now required on all SMA projects. Fermar recently completed a three-month project, replacing pavement on a 6.7 km stretch of Highway 400, from Highway 401 to Highway 407. The scope of work included removing 90 mm of pavement and replacing it with 50 mm of SP19 and 40 mm of SMA. The project required 25,000 tonnes of SMA.

“Gritting is in its infancy, so it’s a bit of a learning experience for everyone,” says Kevin Martin, Estimator and Project Manager for Fermar Paving Ltd. “We purchased a new roller specifically for this application, with the distributor for the grit built onto the back. The distribution is controlled by the speed, so you are always getting the same application.

Embedded coated grit has proven to be effective in significantly improving low early age friction of SMA.

(Dufferin)

“It can be challenging when the wind is blowing and you need a competent operator on the roller. You have to make sure that the grit supply remains constant with temperature and binder content for effective coverage. Fermar utilized guidance lasers to minimize material overlap of the gritting material on pavement markings.”

Just east of London on Highway 401, Capital Paving Inc. is rehabilitating three eastbound lanes for a distance of almost 4.0 km. The company is constructing a lift of SP19 binder course and a surface course of 50 mm of SMA, which will require 5,500 tonnes of SMA using aggregates from Fowler’s Rosewarne Quarry. The mixture has a gap-graded texture, with cellulose fibers and mineral filler added to create the mastic which binds the mix together. Because of the temperature restrictions for SMA, the mixture can’t be stored in a silo for longer than two hours, and requires detailed scheduling and co-ordinating with the on-site foreman and personnel for the delivery of materials.

“The SMA appears very uniform behind the paver and doesn’t segregate at all, for a nice consistent mat,” says Mark Latyn, Quality Control Manager for Capital Paving Inc. “There are some challenges at the plant with the production of SMA, because you’re introducing new materials. The cellulose fiber has to be blown in and the mineral filler has to be metered back into the mix at a controlled rate. These mixes are very sensitive, so

you must ensure that the proportions are accurate. Having a good quality control system in place is critical. Even small variations in proportions can affect the volumetric properties of the mix, so you must follow best practices every step of the way.”

The grit roller was used as part of the compaction train. When gritting, care had to be taken to prevent the gritting material from being placed where the pavement markings will be applied. While pavement lines are usually marked out at the end of an HMA paving job, this stage of the project

was done right after the breakdown rollers, while the SMA was still hot.

“If you’re new to this, I strongly recommend that you carry out trials of the grit application at the plant,” Latyn says. “We did quite a few trials to get the roller and grit spreader dialed in to the point where we were satisfied. You want to make the decisions about application rate, roller speed and so on at the plant, rather than the site, so there are no surprises. We’re very happy with the results, and it’s because we did the trials ahead of time.”

FALL 2016 29

Guidance lasers prevent gritting material from overlapping onto where the pavement markings will be applied. (Fermar)

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t’s not rare in this industry to find someone who is willing to lend a helping hand. Competition aside,

when a call is made asking for advice or assistance, the request is seldom turned down. Friendships are formed,

trust is built and commitments are made. That’s the way it is in the asphalt business. It has been for a long time.

No one can say for sure how this tradition started, but chances are Don Piper had a lot to do with it. When Don passed away in February, his loss was felt by everyone who knew him. But his legacy is much larger. His attitude, behaviour and methods, both personally and professionally, have become standards and will be practised by those who never met the man for years to come. “Don really is a legendary figure in our industry,” says Donn Bernal, General Manager at Yellowline Asphalt Products. “He was the go-to guy—someone you could always talk to when you had a problem to be solved. And he had the solution.”

Don Piper’s expertise was well earned. Trained as a heavy equipment machinist, Piper started his own construction company in 1962 while still a teenager in his hometown of Powassan. Serving farmers in nearby North Bay, he said he was mentored by his more experienced business partner—his grandfather. “I got the bulk of my experience and knowledge from him,” he told Asphaltopics in 1999. “He taught me to use my ingenuity.”

Those early skills became the foundation upon which he built. He soon found his way to southern Ontario, working for Red-D-Mix at the company’s Hamilton asphalt plant

where he helped to fix and maintain the machinery. It was supposed to be just a summer job, but the company asked him to stay on. He said he would try it for a year, and almost four decades later the loyal employee was still very much part of the same team.

During that time, the industry in Ontario changed rapidly with acquisitions and consolidations. The name of the company changed a few times, eventually growing to become Lafarge, one of the biggest operators of asphalt plants in the country. Piper became an industry icon for both his knowledge and the manner in which he dispensed his wisdom.

Gary Brown, President and CEO of Oxford Sand and Gravel Limited, says he first met Piper in 1979 when they were both working for Red-D-Mix. “Right away I found he was a very positive, upfront guy who loved the asphalt business and the people he worked with,” explains Brown, adding that Piper had a wonderful network of suppliers and producers that he worked with and could reach out to at any time. Brown says that Piper’s reputation as both a good guy and asphalt expert even helped pave his own way into the Toronto-side of the business. “More than once I was told, ‘if you are a friend of Don, you are a friend of mine,’” says Brown. “That helped a lot and opened many doors for me.”

Gord Lavis, Co-President of Lavis Contracting, says Piper managed to bridge the ages with his knowledge of the industry and was always looking for the best solution to get things done. “He was old enough to know the

Don Piper bridged the ages with his knowledge of the industry

I


by Steve Pecar

old-school methods that were tried and true, but was progressive-minded enough to have experimented with new approaches,” Lavis says.

That point may be the aspect of Piper’s career that made him so valuable. Despite his solid, old-school background, he was not afraid of innovation. In fact, at times he embraced it, believing that the industry had to evolve and accept new practices, whether with the modernization of the plants through computers and electronics, or the development of new, longer-lasting and efficient mixes. He also recognized that education, through training sessions that focused on innovation and safety, could propel the industry into the future.

When Lavis became president of OHMPA in 1996, he cast Piper in the role of teacher to help members improve their knowledge about the technical aspects of the asphalt plants they operated. “Don was so in his element talking about asphalt plants,” says Lavis. “He was a wealth of knowledge for everyone and will forever be remembered for his caring and unselfish contributions.”

In a further test of his caring nature, many of those who knew Piper were unaware of some of the tragic circumstances of his life because he always focused on helping others. Piper lost his first wife, his daughter and his son in a relatively short span of time, all through different and trying circumstances. “Some people would have folded under that, but not Don,” says Brown. “Even under those circumstances he would still be there for others, often as a second father and sometimes as a first father.”

Bernal agrees. He sees the mentorship role as Piper’s greatest mark on the industry. Many learned under the master, whether it was through his regular training seminars or informal instruction. “Anyone could go talk to him and he would treat you like an old friend,” Bernal continues. “Whether it was his knowledge or his tools, he would lend it and ask nothing in return. His influence is stamped all over this industry.”

Piper went through various stages of retirement after his lengthy career at Lafarge, yet still remained close to the industry when he was hired by Oxford Sand and Gravel Limited to be the “CEO of asphalt”, a position that allowed him to consult and advise whenever anyone in the industry asked. “We set him up in an office here and he held court,” says Brown, who counted Piper as a personal friend. “His continuing role was invaluable, not only for us at Oxford, but for the entire industry.”

In 2012, Piper became the first recipient of the Joe Bunting Mentorship Award presented by OHMPA, a fitting tribute for someone who had spent so much time in that role.

“He really was a special guy,” adds Brown. “The industry misses him and I miss him, but his impact will not be forgotten.”

Steve Pecar is a Mississauga-based writer, editor and designer.

FALL 2016 31FALL 2016 31

Donn Bernal presents Don Piper (right) with the first Joe Bunting Mentorship Award from OHMPA at the 2012 AGM.


A LOOK BACK...

FALL 2016 33

The days of shoulder pads and rayon suits have definitely passed. However, there is a common thread that weaves through the tapestry of OHMPA’s 25 years of fall asphalt seminars and that is the focus on producing quality hot mix asphalt pavements. The title of OHMPA’s 2016 Fall Asphalt program, Our Focus Remains the Same! Quality Hot Mix Asphalt, is apt as we complete the seminar’s silver anniversary.

The seminar was established to bring together the best minds in the industry in one room to learn about best practices, the latest technological advancements and lessons learned from past paving projects. There is good reason why the seminar grew from just over 200 attendees to bringing in nearly 500 people to become North America’s largest single-day asphalt educational seminar. OHMPA’s Fall Asphalt Seminar provides a unique opportunity for attendees to receive first-hand knowledge from industry leaders and provincial and municipal stakeholders.

It is OHMPA’s members and seminar attendees who support the Fall Asphalt Seminar that have made it what it is today. Thank you for all your contributions and we look forward to seeing you again at the Fall Asphalt Seminar for many years to come.

OHMPA FALL ASPHALT SEMINAR SILVER ANNIVERSARY

A look back and moving forward

by Abigail Wright Pereira

L to R: Paul Lum, Ashton Martin, Kai Tam, and Teri McKibbon, late 1990s.

Fall Seminar audience, early 1990s.

THANK YOU TO THE 2016 SILVER ANNIVERSARY FALL ASPHALT SEMINAR SPONSORS

P L A T I N U M B R O N Z EG O L D S I L V E R

andyman. Mr. Fix It. Jack-of-all-trades. Good guy. You name it, and Ron LaPointe has been called it, because the titles certainly fit.

A 35-plus-year man at Cox Construction, LaPointe has become much more than an employee. “He’s an integral part of our

operation,” says Regan Cox, president of the Guelph-based company. “We rely on him for so much. We’ve done so for many years.”

Ron LaPointe joined the company back in 1979 by way of Winnipeg and a life moving around across the country as the son of a military air force man. A licensed repair technician, he was hired by the company to fix and maintain much of the mechanical operations, but soon found himself working more on the asphalt side. “I guess I was kind of attracted to that side of the operation,” LaPointe says. “I’m not sure why, it just seemed very interesting.”

A person who tackles new challenges at full throttle, LaPointe embraced the asphalt side and soon learned how to maintain and repair the equipment. By 1983 he had taken leadership of the company’s portable asphalt plant, and by 1990 had become a licensed crane operator.

Known for his commitment and dedication, Ron LaPointe, is always listening and ready to learn. Cox explains that LaPointe’s willingness to tackle any project has been the key to his success and makes him a valuable asset at the company “If Ron doesn’t know how to solve a problem right away, he makes sure he studies it to find the right solution,” Cox says. “If the automatics fail, Ron will run the plant manually just to get the job done. You can’t ask for much more.”

LaPointe is modest about the accolades, but repays them through his hard work. He says the company is more like his family than a place of employment and points to the fact that he often has a hard time remembering his title because “people just kind of work together to get things done.” For the record, he is an asphalt plant foreman.

And that is where you can find him today, taking care of business in the gravel pit or in an asphalt plant, looking after mixes and studying new formulas as well as keeping things in working order. “I like to keep my hands dirty,” he says, adding that troubleshooting and keeping things in top condition are what he now enjoys best. “If I’m not looking after the plants in the summer, you can find me during the winter months doing electrical maintenance.”

Still, it’s not all about nuts and bolts and mixes. LaPointe says he enjoys the many people he has worked with over the years, either out on the road or at the plant, and he believes that is what keeps him fresh.

Always willing to gather information from as many sources as possible, LaPointe believes in sharing what he knows and is keenly interested in what newcomers bring to the table in the asphalt industry. “Some of the young people have great ideas and it is nice to work with them,” he says. “You never know who you can learn from—it doesn’t matter their age. People are very innovative.”

As Cox puts it, Ron LaPointe is truly the type of person the industry is built around; not one who stands centre stage, but rather someone constantly working in the background, making sure things get done.

H

Ron LaPointe keeps making it

happen

UNSUNG HEROES

Ron LaPointeby Steve Pecar


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GHS – what now?

Both the amended Hazardous Products Act and new regulations are currently in force. “In force” means that suppliers may begin to use and follow the new requirements for labels and SDSs for hazardous products sold, distributed, or imported into Canada. A multi-year transition plan has been announced.

From now until May 31, 2017, suppliers (manufacturers and importers) can use WHMIS 1988 or WHMIS 2015 to classify and communicate the hazards of their products (suppliers must use one system or the other). From June 1, 2017 to May 31, 2018, distributors and suppliers importing for their own use can continue to use WHMIS 1988 or WHMIS 2015. As of June 1, 2018, only WHMIS 2015 can be used.

What does this mean for OHMPA members?• Material Safety Data Sheets (MSDS) will be replaced

by Safety Data Sheets (SDS). The content and format of these sheets will change. Members should ensure that they have SDSs for all hazardous materials used in the workplace.

• Labelling will change, both in content and format as well. Members should ensure that all hazardous

GHS (Globally Harmonized System) defines and classifies the hazards of chemical products and communicates health and safety information on labels and safety data sheets (SDS) in a manner that is consistent from country to country. Canada has adopted GHS and the Hazardous Products Regulations were published in Canada Gazette, Part II on February 11, 2015. GHS will replace the old WHMIS 1988 system.

materials in the workplace are labelled in accordance with the new regulations.

• All employees will need to be trained on the new system.

How should OHMPA members prepare?The first step should be to become more familiar with the programs. For more information, members should visit the following web sites:• http://whmis.org/• http://www.ccohs.ca/oshanswers/chemicals/ghs.html

If members need assistance in developing SDS, labels, and employee training, there are many consulting companies that can help—just like when the original WHMIS 1988 came into effect. A quick internet search will provide several to choose from. There are many online resources available as well. OHMPA members are strongly encouraged to begin their programs right away so that they are in place by the deadlines. Please contact the OHMPA office if you need help to get started.

Bruce Armstrong is Director of Sales for Canadian Asphalt Industries Inc.

ENVIRONMENT COMMITTEEUpdates

by Bruce Armstrong

by Sandy BrownOHMPA Technical Director

TECHNICALLY SPEAKING

The concept of reliability and what it means for PGAC grade selection Performance Graded Asphalt Cements (PGACs) were introduced in Ontario in 1997. After almost 20 years, it’s time to look back and see what we have learned and what has changed. The purpose of performance grading is to find an asphalt binder that performs in the local environment. The grade of the asphalt binder contributes to the rutting resistance of a pavement at high temperature, the thermal cracking characteristics at low temperature and fatigue resistance at intermediate temperatures. Specifying the right asphalt binder is essential to good performance. The guiding force for the implementation of PGACs in Ontario was the Performance Graded Asphalt Cement (PGAC) Committee, a group of Ontario agencies (municipal and provincial) and industry/user stakeholders who interpreted the Superpave binder selection criteria for use in Ontario and rationalized the criteria at that time.

One of the key aspects in choosing the appropriate grade temperature to specify is the reliability level chosen. Reliability is a statistical observation of the distribution of the air temperature data at weather stations close to the site. The higher the reliability level chosen, the less likely it will be to encounter pavement temperatures outside the chosen grade range. Different reliability levels can be chosen for the low temperature grade and the high temperature

grade. In 1998, the PGAC Committee initially chose a 98 per cent reliability level for both high and low grade temperatures. In order to understand how this all works, we need to have a bit of background about the Superpave Binder selection system.

The PGAC system involves choosing a high temperature and a low temperature grade appropriate for the local climate and increasing, if necessary, the high tempera-ture properties to suite traffic conditions. In addition, changes may be dictated by whether or not recycled materials are used in the mix. These are performance-based criteria designed to decrease rutting and reduce thermal cracking and thus improve pavement durability. Both high and low temperatures are chosen based on six degree grade intervals. In the AASHTO specifications, high temperature grades start at 42°C and increase to 82°C, low temperature grades start at 10°C and decrease to –46°C. These are pavement temperatures and are calculated based on algorithms developed and later refined during the Strategic Highway Research Program (SHRP) in the U.S. and the Canadian Strategic Highway Research Program (C-SHRP).

All of this is put together in a program called LTPPBind that is distributed free of charge on the U.S. Federal ››

FALL 2016 37


Highway Agency (FHWA) web site. The program has been updated over the years and the current version is LTPPBind v3.1 (2005). The program contains a database of about 8,000 weather stations across the U.S. and Canada as well as an evaluation of the available weather data up to about 1997. The air temperature data from the weather stations are converted to pavement temperatures using algorithms. The actual data is not available, just the statistics needed (after analysis) to run the program. The program uses a 20 year average of the air temperatures at a weather station as a basis for the statistics used to suggest the appropriate grade at a site.

Originally in LTPPBind v2.1 (2001), the high temperature grade was based on the average seven day high temperatures recorded at a weather station. This was later modified in LTPPBind v3.1 to the accumulated degree days above 10°C at a weather station because of the southern U.S. where temperatures would remain high for extended periods. Also incorporated in the model was a method of grade bumping based on a rutting model developed during the 2005 update. As such, the user must specify a rut depth of 10 mm to get the environmental high temperature that the pavement experiences.

The low temperature algorithm remains the same in both recent versions of the software and uses a 20 year average of the lowest air temperature recorded at a weather station as a basis for the statistics and uses the calculated pavement temperature to choose an appropriate grade.

With a basic understanding of how the system works, we can explore the concept of reliability. Reliability is based on a statistical interpretation of the weather data. The concept involves choosing a level of reliability based on the tolerance for risk on the part of the agency. NCHRP 673 A Manual for Design of Hot Mix Asphalt with Commentary (2011) contains the following paragraph.

“An important question is what level of reliability should be used when selecting binders. Engineers and technicians should keep in mind that if a PG binder is selected at a 50 per cent reliability level, there is a 50-50 chance in any year that the high and/or low pavement temperature will

FALL 2016 39

exceed those for which the binder has been developed. That is, a pavement made using a binder selected at a 50 per cent reliability level is likely to exhibit rutting and/or low-temperature cracking within a few years. Therefore, high reliability levels should be used when selecting binders. For lightly travelled rural and residential roads, reliability levels of at least 90 per cent should be used. For interstate highways and other major construction projects, reliability levels of at least 95 per cent should be used when selecting performance-graded binders.”

In this paragraph, the authors of the report are not suggesting that the actual temperatures experienced at a particular location are different, but rather that the agencies responsible for residential roads should accept a higher level of risk for poor future performance. This recommendation is likely based on the expected traffic (number of drivers that will be affected) and the relative ease of making a repair (lane closures and the like). However, in specifying a lower reliability, agencies should acknowledge the higher risk of poor performance at early ages and must look at the weather experienced in the years since paving when looking forensically at pavement performance.

In 1998, the PGAC Committee included the statement that 98 per cent reliability should be used in choosing the performance grade in Ontario. However, this level of reliability was not adopted when the selection of grades for Ontario was simplified by dividing Ontario into three zones. There were then and are now many locations in any of the zones where the reliability will be

less than 98 per cent and may be as low as 60 per cent and this was recognised 20 years ago when the PGAC Committee rationalized grade selection. Thus, a municipal agency specifying the grade of asphalt binder based on looking at the zone may be adopting a higher degree of risk than anticipated.

It is also important to note that even choosing 98 per cent reliability does not guarantee that the pavement temperature will not fall below the low temperature selected or above the high temperature selected. Statistically, it will do so about two per cent of the time, based on the weather data up to 1996. ››

AME Materials Engineering knows the road. When it comes to pavement engineering and design solutions, we offer a full range of analysis, consulting and testing services to ensure cost-effective strategies for all your infrastructure expansion and maintenance needs. Whether the job calls for new construction, rehabilitation or pavement preservation, our proven expertise and focus on green energy technologies are here to support your success.

YOUR ROAD TO SUCCESS IS PAVEDWITH OUR INNOVATIVE SOLUTIONS

AME…AS INNOVATIVE AS THE ROAD IS LONG.

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A N A E C O N C O M PA N Y

We also have to look at the effect of testing procedures that are used to specify the grade of the virgin binder purchased for a project. The recommendations of LTPPBind are based on the AASHTO M 320 test procedures. In Ontario, we use what

are known as plus specifications. We add additional tests to M 320. These tests affect the grade that would be reported for a particular virgin asphalt. For instance, the Extended BBR test will result in a warmer low temperature grade

by a few to several degrees. This effectively increases the reliability. In areas close to zone lines or in areas where the reliability is below 98 per cent according to the zones, this may be a way to improve cracking performance related to low temperature cracking, but in other areas that are not experiencing low temperature cracking performance issues, it may be overly conservative and thus costly.

Grade selection only addresses environmental issues related to pavement performance in rutting and cracking. There are many other issues that affect pavement performance. Structural design, the use of tack coat, surface and subgrade drainage, in-place density and good construction practice all come to mind. Pavement performance is a complex issue, but choosing the right grade has to be where you need to start.


0

5

10

15

20

25

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35

‐40 ‐30 ‐20 ‐10 0 10 20 30 40 50 60 70Temperature (°C)

The Concept of Reliability

Temperatures from Weather Stations

Low TemperatureAve. = ̶ 25°CStd. Dev. = 3.5°CLow Temp(98%) = ̶ 32.2°C

HighTemperatureAve. = 56°CStd. Dev. = 2.5°CHigh Temp(98%) = 61.1°C

50% Reliability (PGAC 58‐28)

98% Reliability (PGAC 64‐34)

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FALL 2016 41

ENVIRONMENTAL ESSENTIALS

How OHMPA has been assisting members meet the BaP POI standardOn July 1, 2016, new point-of-impingement (POI) standards came into effect regulating Benzo(a)pyrene (BaP) emissions in Ontario.

Recognizing that some of its members would not be able to meet the new BaP standards, in 2013 OHMPA requested that the Minister of the Environment create a Technical Standard for asphalt plants to provide them with an alternative compliance option for BaP emissions. A BaP Technical Standard Sub-Committee, formed by the Environment Committee, has been working with the Ministry of the Environment and Climate Change (MOECC) since then.

Beginning in 2014, OHMPA members volunteered to provide plant tours to the MOECC committee members, and assisted the MOECC to draft two chapters for the Rationale Document. These chapters included background on the hot-mix industry, how asphalt plants work, BaP emission sources, emission controls and industry best practices at HMA plants. The MOECC also completed a review of related air emission limits for HMA asphalt plants in other jurisdictions.

From May 2015 to July 2016, OHMPA provided details on operating and production temperatures at the HMA asphalt plants (including AC binder storage, mixing, HMA mix loadout, and compaction temperatures), and the factors involved in selecting appropriate temperatures for each facility. The Sub-Committee also discussed the

technical and economic feasibility of emission controls (typical and additional).

In May 2016, OHMPA and BCX held a webinar on completing BaP assessments for asphalt plants, and OHMPA provided feedback to the MOECC on the required content for the BaP Abatement Action Plans. Then in July, OHMPA and BCX hosted a workshop for developing BaP Abatement Action Plans. A template Abatement Action Plan, consistent with MOECC’s requirements, is available to members upon request.

Over the next year, the MOECC will prepare and discuss with OHMPA proposed sections for the Technical Standard. These sections will include requirements for emission controls (typical and additional), operating practices, maintenance, monitoring, reporting, and record keeping.

The OHMPA Environment Committee will continue to provide members with updates as further information becomes available. Further questions may be directed to the OHMPA Environment Committee via Christina Wright, BCX Environmental Consulting, OHMPA Environment Committee Vice Chair, at [email protected].

Christina Wright is Environmental Compliance Specialist at BCX Environmental Consulting, a Canadian environmental engineering company specializing in providing expert environmental consulting services.

by Christina Wright

OHMPA 2016 MEMBER GOLF TOURNAMENT A SUCCESS!OHMPA’s August 25, 2016 Member Golf Tournament at ClubLink Station Creek in Gormley was a hit and OHMPA succeeded in bringing the tournament “back.” The rain held off and everyone came away from the tournament a winner.

Thank you to everyone who attended, the generous donors to the prize table and the following sponsors:

Aecon Construction & Materials Ltd., Aggressor Automation, AME Materials Engineering, Associated Paving, Astec Inc., BCX Environmental Consulting, Blackhawk Combustioneering Ltd., Brantco Asphalt & Materials Ltd., Bulk Transfer Systems Inc., Canadian Asphalt Industries Inc., CBM Aggregates, Coco Paving Inc., CTA Lab Inc., D. Crupi & Sons Ltd., Dufferin Aggregates, Dufferin Construction Company, Engtec Consulting Inc., Flo Components, Forest Paving Ltd., Furfari Paving Co. Ltd, Joseph Haulage Canada Corp., K.J. Beamish Construction Co. Ltd., Lafarge Aggregates, Lavis Contracting Co. Limited, M & L Testing Equipment Inc., McAsphalt Industries Limited, The Miller Group, MultiSolv, ORBA, Roadtec, ROTO-MILL Inc., SNC Lavalin Group, Steed & Evans, TARBA, Toromont Industries Ltd., Troxler Canada Inc., Wajax Equipment, Yellowline Asphalt Products Ltd.

L to R: Bob Sedon, Asphalt Institute Vice-Chairman, Pete Grass, Asphalt Institute President, Vince Aurilio, OHMPA Executive Director, Mark Buncher, Asphalt Institute Director of Engineering.

L to R: SNC Lavalin’s Nick Sibilia, Param Dhillon, Zlatko Brcic and Mohammed Ahmed at the putting contest.

OHMPA’s Asphalt Fact Sheet, Why Asphalt is the Better Way to Pave, first published in June 2012, has been updated and is available on OHMPA’s website under Publications. Stay tuned for other updated publications coming soon.

OHMPA WELCOMES NEW ASSOCIATE MEMBERSAirzone One Ltd. provides environmental consulting services and their laboratory is CALA (Canadian Association for Laboratory Accreditation) accredited. They are based in Mississauga and have been providing consulting services since 1979. www.airzoneone.com

Nilex provides innovative geosynthetic solutions to support the unique challenges of civil, resource and environmental construction projects. Nilex engineered materials and construction techniques are used in road building, mechanically stabilized earth solutions for grade changes, erosion and sediment control, water management and containment. www.nilex.com

Congratulations to OHMPA member K.J. Beamish Construction Co. Ltd. on its 70th anniversary. Founder Kingston John Beamish started the road construction company in southern Ontario in February 1946.

BEAMISH CELEBRATES 70th ANNIVERSARY


CONTINUES ON PAGE 44

ASSOCIATION OF ONTARIO MUNICIPALITIES CONFERENCE & TRADE SHOWThe AMO annual conference and trade show was held August 14 to 15 at Caesars Windsor. The conference brought in nearly 2,300 attendees including delegates and exhibitors. Delegates representing over 400 of Ontario’s municipalities came by OHMPA’s booth to discuss the benefits of asphalt when it comes to our roads. The 2017 AMO conference will be held in Ottawa in conjunction with the celebration of Canada’s 150th anniversary of confederation.

TRANSPORTATION ASSOCIATION OF CANADA CONFERENCE & TRADE SHOWTAC held its annual conference and trade show September 25 to 28 at the Sheraton Centre Hotel in downtown Toronto. The conference brought in over 1,200 delegates from across Canada which made for dynamic conversations about asphalt pavements across the nation.

ONTARIO LIBERAL PARTY CENTRAL TRILLIUM RECEPTIONA great evening was had by all at the Ontario Liberal Party Central Trillium Reception at Universal EventSpace on the evening of October 4.

L to R: Mayor Ron McDermott, Essex, Councillor Bill Caixeiro, Ward 3 Essex, Abigail Wright Pereira, OHMPA Marketing & Communications Director, Mayor Tom Bain, Town of Lakeshore.

L to R: Steve Smith, VP of GTA Paving, Eastern Ontario and Atlantic Canada, The Miller Group, Donn Bernal, OHMPA President, Al West, ORBA President, Hon. Steven Del Duca, Minister of Transportation, Abigail Wright Pereira, OHMPA Marketing & Communications Director, Geoff Wilkinson, ORBA Executive Director, Vince Aurilio, OHMPA Executive Director.

L to R: Abigail Wright Pereira, OHMPA Marketing & Communications Director, Vince Aurilio, OHMPA Executive Director, Ontario Premier Kathleen Wynne, Donn Bernal, OHMPA President.

Vince Aurilio and Abigail Wright Pereira greet TAC delegates at the OHMPA booth.

THE OHMPA STORE IS NOW OPEN! OHMPA merchandise is now available on OHMPA’s website. The ever-popular Keep Calm and Kiss My Asphalt t-shirts are $25 each, while the OHMPA Meru Windbreaker Jacket is $50. Prices exclude shipping and HST. Limited quantities are available.


SAVE THE DATES – 2017 EVENT CALENDAR FEBRUARY 16 OHMPA/OGRA/MEA Technical Transfer Workshop – Enhanced Durability Through Increased Density, Mississauga Convention Centre

FEBRUARY 26 OHMPA Technical Session (Sunday), OGRA Conference, Fairmont Royal York Hotel, Toronto.

MARCH 7-11 Las Vegas, USA www.conexpoconagg.com

MARCH 29 & 30 President’s Dinner and AGM, location TBD

APRIL 6

OHMPA Spring Operations Seminar in partnership with the National Heavy Equipment Show, International Centre, Mississauga

APRIL 18, 20, 25 & 27 OHMPA Partners in Quality Road Tour Seminars, locations TBD

AUGUST 31 OHMPA Annual Member Golf Tournament ClubLink Station Creek, Gormley

NEW PUBLICATIONS AVAILABLE In June 2016, Environment and Climate Change Canada, in conjunction with Health Canada, released Draft Screening Assessment, Petroleum Sector Stream Approach, Asphalt and Oxidized Asphalt. The document gives an assessment of asphalt and oxidized asphalt according to the provisions of CEPA. The document is available on Environment and Climate Change Canada’s website at www.ec.gc.ca.

The Asphalt Institute’s Technical Advisory Committee has published a state-of-the-knowledge document on re-refined engine oil bottoms (REOB), also known as Vacuum Tower Asphalt Extenders (VTAE). Please go to the OHMPA website to download The Use of REOB/VTAE in Asphalt.

by Carl MacTaggart

THE LAST WORD


It’s all about the peopleLooking back on my career at McAsphalt Industries Ltd., I can’t believe it’s been almost 45 years. In 1972, a friend recommended I try McAsphalt for a job. Back then it was just a small company, and even though I was a young kid with no qualifications, both Leo McArthur and John Carrick Sr. interviewed me. They must have seen something in me, because they hired me to manage their new Thunder Bay plant.

When the plant wasn’t busy, I went and made sales calls at some of the businesses in the area. In 1978, McAsphalt bought Miller Paving, and John Carrick hired Russ McMaster as the sales manager for the asphalt products business. Russ asked me to join the sales team, and that’s what I’ve been doing ever since. I guess I must have the knack.

When I first started, we had only two plants so I covered the entire province. At times I think I was on the road for more than 200 days a year. I don’t think there are many roads in Ontario that I haven’t seen! In those early days, we were a small company with a limited product range—so much has changed since then. Today we have about one hundred product lines and the asphalt industry as a whole has become much more sophisticated. Dr. Norman McLeod gets a lot of credit for that with his pioneering work in asphalt cement.

I was lucky enough to work with Dr. McLeod in the 1970s when he introduced his best-known contribution to asphalt analysis—the penetration viscosity number. He was an excellent teacher and mentor and was able to explain the chemistry of emulsions to me in layman’s terms. Keith Davidson was also working at the laboratory back then, and I consider myself extremely fortunate to have worked with and known such asphalt giants.

Along with the asphalt industry, the sales side has also changed in the time I’ve been doing it. A handshake used to be good enough, but now it’s all tenders, specs and contracts. There’s a lot more pressure on the bottom line, and the competition is fierce. You have to stay sharp and be on the top of your game. Our customers have changed too—we are now working with engineers and technicians, so we have to have a good understanding of the technical side of the business. The one thing that hasn’t changed though is that sales is still about relationships and working with our customers to help them be successful.

I’m going to miss the people I’ve met and worked with over the years. The people in this industry are the best—I really believe that. I am grateful to have had the opportunity to participate and make good friends in multiple associations such as OHMPA, ORBA, OGRA, AORS and CTAA. I am very fond of the many good memories and honoured to have received the OHMPA 2015 Joe Bunting Mentorship Award. I think a great association is only as good as the people who contribute to make it work and I would encourage everyone to get involved on any level possible.

I’ve tried to take what I’ve learned over the decades and pass on some of that knowledge to customers and the industry as a whole. Thank you, OHMPA, for bringing the industry together and providing a basis for the industry to develop and grow. It’s been great to be associated with OHMPA since the mid-70s. Thank you and good luck to all.

Carl MacTaggart is Senior Sales – Business Development at McAsphalt Industries Limited.

for improved durability gritting applications 22 · upcycle: (verb) \uhp-sahy-kuh l\: to reuse...

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