ASPHALTopics | Spring 2023

PETER HAMSTRA

incoming OAPC chair

3D MILLING opportunities & challenges

AWARDS 2022

The official publication of the Ontario Asphalt Pavement Council, ASPHALTopics is published three times a year.

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Patricia Abbas | 416.438.7609 | pabbas8@gmail.com

EDITOR

Lara Henry | larahenry@sympatico.ca

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COVER PHOTO Highway 69 project (Pioneer).

CHAIR’s CORNER

Dominic Crupi Chair

Participation makes us stronger

As I look back on the past twelve months, I am incredibly happy that I decided to volunteer on the OAPC Executive Committee and ultimately serve this last year as chair. I have been around this industry my entire life and this has been one of the most memorable and rewarding experiences of my time in and around the paving industry. It is not an easy position to serve, but as I was told repeatedly before I committed to it, it is something that I know I will look back fondly on for the rest of my life.

During my tenure as chair, we have continued to face challenges related to where we are now and where we need to be in the future. From labour shortages, to sustainability, to consistent and achievable specifications that deliver quality products to our customers, I am convinced that the only way we can be successful is to work together as an industry. We need to communicate effectively and collectively with our customers and work with them to understand what solutions will bring value and stability to both sides of the work.

We have made good progress with one of the objectives I wanted to focus on during my time as chair thanks to a dedicated group of individuals both on the industry and owner side. We initiated discussions and formal meetings between members of OAPC and municipalities to discuss the possibility of bolstering the existing Trillium Award program for plants to include a more comprehensive third-party certification process.

The response we received from owners has been very encouraging, and while we still have a long way to go in order to re-imagine this certification process, I believe we are headed in the right direction. Thank you to everyone who has participated thus far in the process of meeting and putting forward their opinions and ideas through our discussions. You’ll find more information about the Trillium Award program in the article on page 20.

This past year has also given me the opportunity to meet many people at OAPC and ORBA events from organizations well outside of the geographical area I work within on a regular basis. I found my interactions at these events to be especially engaging and rewarding on many levels. Perspectives that originate from outside of your everyday comfort zone can shine a new light on challenges and issues we deal with on a regular basis. This is why I strongly encouraged everyone I met at these events to participate on some level at OAPC to bring that value to all of our members.

The board and committees of the council are only as strong as its members and we are always looking for new and exciting points of view and perspectives. I encourage anyone who is willing to volunteer even a small portion of their time on a committee to start and go from there. We need participation from every facet of our industry in order to be effective as an organization. Our group is very well set up now for effective remote meetings so your location does not preclude you from joining any of the meetings. Take some time to make a positive influence on our industry. You won’t regret it.

I would like to thank all of our members who have given me words of encouragement leading into and throughout my term as chair. I appreciate your confidence and reassurance that I was on the right track throughout the past year. There have been some incredible individuals who have served in this position before me, and I hope that I have been able to leave a positive mark over the past year. I am looking forward to serving on the executive under our new chair, Peter Hamstra, whom I am very excited to see make a very positive impact on OAPC in 2023.

OPERATIONS CORNER

Doubra C. Ambaiowei Director, Technical Services

Engaging by forging and renewing partnerships

You may have noticed the redesigned logo of the Ontario Asphalt Pavement Council. This revision is intended to reflect our journey and accomplishments of the past as well as our continuing quest to promote quality and sustainable asphalt products and paving techniques in Ontario.

Moving forward, we are implementing a renewed action plan for OAPC’s strategic and operational priorities of quality; sustainability; codes, standards and specifications; research and education; and advocacy and stakeholder relations. The success of our vision and accomplishment of our goals are dependent on an understanding that the future of the industry and the expectations of the road owners are linked.

There MUST be a willingness to tackle issues arising from both industry and road owners by working together to forge and renew partnerships based on a spirit of mutual respect and benefit. OAPC encourages everyone associated with the asphalt industry to voice their views and participate in the decisions that affect the industry –engagement begins with you.

Technically speaking, we will continue to engage our provincial partners at the level of the joint OAPC & MTO Hot Mix Paving Technical Committee, as well as through the MTO Technical Consultation Portal. Municipal specification dialogue will continue at the levels of both the OAPC-Good Roads Municipal HMA Liaison Committee, as well as with the Ontario Provincial Standards Pavement Committee.

The recently constituted OAPC Trillium Ad-Hoc Committee is developing recommendations on the future of the Trillium Award program with input from both road owners and the asphalt paving industry. We have sent out a survey on the future of the Trillium Award program to members and municipal partners. Survey results will be presented at the Good Roads Conference on April 18

Further to our partnership with Good Roads on quantifying quantities of RAP stockpiles in Ontario, we invite all asphalt producers to complete the annual RAP survey closing on June 3, 2023. Click here to take the RAP Survey. The results from the survey will be used to educate municipal and provincial governments on the responsible use of RAP in more road projects across Ontario. Click here to view the 2022 RAP Report discussed at the 2022 OAPC Fall Asphalt Seminar.

Another industry partnership is reviewing the state and practices of high RAP utilization locally, nationally and internationally. Potentially, our vision for responsible RAP utilization could be enhanced through the development of a harmonized RAP tool kit. The tool kit would provide details of pilots and resources for government, asphalt producers and contractors interested in pursuing RAP projects. It may also focus on determining how procurement can be leveraged to reduce the amount of construction and demolition waste being generated from the build environment.

To fulfill OAPC’s mandate for a 10-year industry action plan toward net-zero emissions by 2050, we invite you and your plant and paving crew to be a part of the 2023 OAPC Spring Operations Seminar on March 23. The Spring Ops seminar will focus on energy efficiencies and other considerations for the industry, including an open dialogue on the operational and logistical challenges in asphalt production and laydown.

On April 4, 6, 11 and 13, the Partnersin-Quality Road Tour will stop at London, the GTA, Ottawa and Sudbury respectively. We will have our partner representatives from the National Asphalt Pavement Association (NAPA) and WAP Sustainability introduce and discuss everything you need to know about Environmental Product Declarations (EPDs) for asphalt mixtures.

Thank you to the outgoing OAPC team of executives and directors and welcome to the new team for 2023-24, including directors starting a first term. I wish the new team every success as they direct and support the execution of OAPC’s mandate.

MARCOM MATTERS

Kourtney Adamson Yellowline Asphalt Products Ltd.

New logo, new website, new year!

As spring brings new beginnings, OAPC is excited to announce the debut of the rebranded OAPC logo. After a lot of collaboration, the new logo has come to life, representing a clearer image of what our council represents. The main highlights are the arrowed, multi-directional asphalt roadways that reflect the journey and accomplishments of the past as well as our commitment to promote quality and sustainable asphalt products and paving techniques in Ontario.

OAPC’s identity as a part of ORBA is also depicted in the letter “p” which integrates one of the cloverleaf-loops from the ORBA logo, symbolizing investment flow, relationships and support. Courtesy of the logo redesign, OAPC’s Trillium Award decal also has a new look. We encourage all Trillium-approved asphalt plants in Ontario to purchase and install the new silo and window decals which distinguish those facilities as good neighbours and environmental stewards who are dedicated to producing quality asphalt mixtures.

In addition to its rebranding efforts, OAPC will be unveiling its brand new website later this year. With a focus on providing a seamless and enhanced user experience, the new website has been designed with the user in mind, making it easier than ever to interact with everything asphalt and OAPC.

Some of the standout features of the new website are the return of the Asphalt Plant Locator and Job Board. The Asphalt Plant Locator allows users to quickly find nearby asphalt plants while the Job Board provides opportunities for those in the industry to connect with potential employers.

The council has been working tirelessly to ensure that the new website is easy to navigate. A new resource library will make it easy for users to find exactly what they are looking for. No more sifting through countless pages to find what you need! Overall, OAPC’s new website promises to be a valuable tool for anyone

interested in the asphalt paving industry, with user-friendly features and a wealth of resources.

As with all successful and growing associations, these and other initiatives are done with the team of dedicated staff and the time and energy of volunteers. OAPC has many committees including the Environmental, Plant and Paving Operations, HMA Technical Working Group, Hot Mix Paving, and Marketing Committees, all of which are always looking for volunteers to join their ranks. If you feel you would like to join one of these committees or know someone that would be a good fit, please reach out to any OAPC staff or committee member to add your name.

The Marketing Committee is also excited about all the interactive networking opportunities and events in 2023 including the Spring Operations Seminar, Partners-in-Quality Road Tour, and more. For a list of upcoming events, turn to Industry News in ASPHALTopics and check the ORBA website regularly.

Kourtney Adamson is Sales Manager for Yellowline Asphalt Products Ltd. and Chair of the OAPC Marketing Committee.

by Steve Pecar

Peter Hamstra, District Manager for Dufferin Construction Company (a division of CRH Canada Group Inc.), was named 2023 chair of the Ontario Asphalt Paving Council at OAPC’s Annual General Meeting in February, 2023. Hamstra brings extensive experience to the position of chair and with that comes some very clear priorities that he will be pursuing during his term. He is optimistic about the future and ready to meet the challenges that face the industry.

Meet incoming OAPC chair

Q: TELL US ABOUT YOUR BACKGROUND AND HOW YOU GOT STARTED IN THE BUSINESS.

I was born and raised in Strathroy and moved to London in my late teens. After graduating from Fanshawe College in 1989, I started working for TCG Materials Limited as an estimator/project co-ordinator in the asphalt and construction division in London. After eight years, I moved into the role of superintendent and then project manager. TCG Materials was purchased by Dufferin Construction’s parent company in 2001 which is when I joined the Dufferin team. In 2009, I became the manager of the southwest district of Dufferin Construction. Although we have had several different owners and I’ve held several different positions in the company, I’ve worked from the same office in London for almost 34 years.

Q: WHAT DO YOU DO IN YOUR CURRENT ROLE?

As the southwest district manager for Dufferin Construction, I am responsible for all field operations, estimating and financial reporting for my area. My teams focus mainly on the municipal, commercial, and industrial markets in southwestern Ontario. ››

JUST THE FACTS

INDUSTRY EXPERIENCE

• TCG Materials Limited

• Dufferin Construction

OAPC INVOLVEMENT

• Board of Directors

• Municipal Hot Mix Asphalt Liaison Committee

• Executive Committee

Q: WHAT MADE YOU GET INTO THIS INDUSTRY?

I was always interested in construction. In high school, I worked building homes and concrete forming in summers and on the weekend. It was something I was really interested in and knew I would be involved in some way in the future. At Fanshawe, I took the construction management course and it let me see all the possibilities. When I got my first job as an estimator, I honestly had no idea where it would lead me. I was fresh out of college and just happy to have a job in the

FAMILY Spouse Betty (married 32 years), daughter Erin (son-in-law Deric), grandchildren Eric & Lily, daughter Nicole (son-in-law Jesse), son Derek

HOBBIES

Golfing, hiking, helping out at daughter and son-in-law’s dairy farm, volunteering at church

construction industry. This was the industry I wanted to work in, especially on the management side, but I really didn’t know what that would entail. That’s why it’s good that you’re not the manager the first day! You definitely need to gain experience over time to have the confidence to make the decisions that you have to make as a manager.

Q: WHAT ARE SOME OF THE MOST REWARDING MOMENTS OF YOUR CAREER?

Generally, the high points of all construction seasons are bidding and winning some of the big projects. That’s always a good feeling; you’re always on a bit of a high when that happens. The other thing is seeing a project through from the beginning to the end, and watching the team working together to produce a quality product. When you look back after you’re done and you’re driving the roads that you’ve built and paved, seeing that nice black asphalt with the clean lines and smooth ride, you can get a lot of satisfaction from that. It’s amazing seeing it all come together — all the components, all the trades and workers that are involved, the precision, meeting the tight deadlines, and knowing that so many people are relying on us to do a good job. That makes it all worthwhile.

Q: HOW DID YOU FIRST GET INVOLVED WITH OAPC?

I joined the OAPC Board of Directors in 2016. I was encouraged to put my name forward by Peter Gamble who was the Dufferin Construction GM at that time. For many years prior to that, I would always attend Partners in Quality and the Fall Asphalt Seminar. These events have been a great opportunity to keep up with the current trends and topics in the asphalt industry. They were also key for me in building relationships with so many of the great and well-respected industry leaders that make OAPC what it is today. For the last three to four years on the council, I have been involved in the Municipal Hot Mix Asphalt Liaison Committee and the last two years serving on the Executive Committee.

Q: WHAT ARE YOUR GOALS FOR OAPC FOR THE UPCOMING YEAR?

The primary goal is building towards the priorities of the council which we have streamlined in the strategic priorities document. The priorities can be summarized into five main themes:

1) quality; 2) sustainability; 3) codes, standards, and specification reviews;

4) research and education; and 5) advocacy and stakeholder relations.

All of the main activities of OAPC should be focused on advancing these priorities and making sure they happen. It’s important for our organization to meet these priorities and my goal is to continually work towards that.

Q: WHAT ARE THE CURRENT CHALLENGES THAT THE ASPHALT INDUSTRY IS FACING?

There are several challenges I believe we face as an industry that I am particularly focused on. The first one is sustainability. Every industry on the planet has a responsibility to develop and promote sustainable products and processes. The asphalt industry is no different. That is why we will continue to fund research and education into the use of carbon-reducing processes and technologies such as enhanced use of RAP, warm mix asphalt, etc.

The second challenge that I believe requires significant attention is the harmonization of mix specifications. In recent years, we have seen the growing trend of many municipalities developing their own mix specifications and deviations from OPSS. This can lead to significant waste, inefficiencies, and potential quality problems in production because plants may be required to have 20 to 30 different mix designs. This is not necessary and needs to be addressed.

As well, we in the industry have to address the shortage of skilled workers. That’s a real challenge and I hear about it all of the time. We have to work towards attracting more skilled workers.

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

INNOVATIONS IN ASPHALT

by James Careless

As defined by the Asphalt Recycling & Reclaiming Association (ARRA), “3D milling utilizes data from a digital model of a pavement surface to automate grade control during the milling process. The result is a dramatic increase in accuracy of milling depth and an overall increase in roadway smoothness relative to traditional methods in which depth of cut is manually controlled by a milling operator or groundman.”

Along with the benefits, the adoption of 3D milling technology also comes with equipment and training costs for asphalt paving companies. At OAPC’s Fall Asphalt Seminar in December 2022, a panel came together to discuss the opportunities and challenges of 3D milling technology.

IS 3D MILLING BENEFICIAL FOR REDUCING EMISSIONS OF GREENHOUSE GASES?

The consensus from the panel was a general ‘yes’. Using 3D-milling technology to prepare a roadbed for resurfacing can reduce emissions because the milling work can be done with more certainty.

“With 3D milling, you’re only going to mill it once,” says Jeramus Wakefield, Asphalt Supervisor at Aecon. “When you mill it the first time, you’ll be correcting the crossfall and the smoothness as much as possible. As a result, you are reducing how much you’re going to need.”

“The technology can predict the amount of RAP generated, which ultimately can result in the reduction of truck idle time and eliminate unnecessary trucking kilometres,” adds David Gauer, Territory Manager with Brandt Positioning Technology. “3D milling will result in greenhouse gas reduction in projects where the quantity of milling is reduced when compared to fixed depth milling process,” agrees Stephen Lee, head of the MTO’s Pavements and Foundations Section. ››

ARE PRODUCTION RATES AFFECTED BY THE 3D MILLING PROCESS? IF SO, ARE THEY INCREASED OR DECREASED?

A big concern for asphalt paving companies who are required to use 3D-milling technology is the impact on their workflow. Fortunately, the answer to this question is reassuring for the industry.

“Overall, the production is going to be the same, but it’s not really a ‘shave and pave’ anymore. It’s now about reconstructing/rehabilitating a road and fixing some of the problems that are there,” says Ben Hobbs, Director of Sales with ABTECH.”

“The advantage of 3D milling/variable depth design milling is that you will know your production rates before you start the project,” Gauer says. “The power of milling to a design means that within the software you can control the depth of milling and alter it to control the production rates.”

HOW IMPORTANT IS THE DIGITAL DESIGN MODEL (DDM) TO A PROJECT’S SUCCESS?

For a 3D-milling system to accurately mill a roadway to the appropriate depth throughout the full length of the roadbed, a high-density scan of the existing pavement needs to be taken. Using ground imaging technology such as LiDAR

(Light Detection and Ranging), GPR (Ground Penetrating Radar), etc., this scan shows the actual condition and composition of the roadbed. The data from the scan is then used to create a Digital Design Model (DDM).

During the panel discussion, the question was raised of how important the quality of the DDM is when it comes to successful 3D milling. “This is the most important part of the project that has to be done accurately,” says Steve Gostis, Paving Products Specialist with Toromont CAT. “The crew and machine rely on this data to get the job done.”

“Everything’s based on the Digital Design Model,” agrees Mike Deckert, Vice President of FLO Components Ltd. “If there are errors in the data or surface that the machine is following that are incorrect to the overall objective of the project, then there will be errors in the final project,” Gauer adds.

As to who should be responsible for storing these 3D models, opinions vary. “The road agencies are responsible,” Lee says. “The MTO project office will keep the DDM files as part of their project files.”

“The general contractor is responsible and it is up to their discretion on who they share it with,” says Gauer. “They are responsible for the final product. Therefore, they should control the data.”

3D milling-equipped excavators use GPS location signals to set correct milling depths from a precalculated database of differences between the Digital Road Surface Model (DRSM) and 3D Digital Design Model (DDM). A variable milling depth from 90 mm to 180 mm along the road and 120 mm constant along the curb is seen here. Hwy 11/17, North Bay. (Vitek Obr, Control System CA)

The panelists also noted that the time of year that a highdensity scan was done can affect its accuracy for DDM usage. A scan taken during spring may not show what the roadbed condition will be in the fall when work is scheduled to be done. Changes will also occur from year to year, which is why up-todate high-density scans are preferred to create DDMs.

DOES 3D MILLING ADDRESS SCABBING OR THE POTENTIAL FOR SCABBING/PUNCH THROUGH?

Can 3D milling minimize issues such as scabbing (not fully removing the surface being milled) and punch through (cutting into the next layer)? “Theoretically yes,” says Gauer, “but we have to know what is existing on the road prior to milling” through boreholes and/or scans using GPR and other methods.

LOSS OF GPS SIGNALS DURING 3D MILLING

3D milling-equipped excavators rely on GPS location signals to ensure the accurate execution of their DDMs. “If you’re in northern Ontario and you’re going through a rock cut, that could disrupt reception of the GPS signal which could be an issue,” Deckert says. The same is true for “urban canyons in downtown Toronto,” says Hobbs “We do lose GPS signals underneath bridges,” Wakefield adds.

WHAT TYPES OF PROJECTS HAVE BEEN COMPLETED USING 3D MILLING AND WHAT EXPERIENCES CAN BE SHARED?

According to the panelists, 3D milling has already been used successfully on a number of road projects across the province. “I have been involved in three types of projects: municipal road projects in the GTA, parking lot rehabs, and the 401 expansion from Mississauga to Milton,” says Gauer. “Our 3D milling equipment on the 401 was able to control the depth to make the old and new sections of the road match seamlessly. The contractor was able to predict the amount of asphalt needed to complete each section of the project, and to control trucking and plant production times using information from the DDM.”

DOES THE AGE OF THE MILLING MACHINE MATTER FOR ADAPTING IT TO USE 3D TECHNOLOGY?

Good news: “It does not matter,” Gostis says. “The short answer is no,” echoes Gauer. “We are able to automate most if not all milling machines that are correctly operational in Ontario. Older machines just might need specific sensors installed for the 3D milling technology to work.”

WHAT ARE THE MINIMUM REQUIREMENTS FOR USING 3D TECHNOLOGY IN MILLING?

More good news: “The machine must be set up for automatic grade and slope, but this is standard on all machines for milling

applications,” Gostis says. “The minimum requirements would be a GPS system on the milling machine,” says Gauer.

IS IT BENEFICIAL TO USE 3D MILLING EQUIPMENT TO GENERATE RAP?

For environmental reasons, RAP (reclaimed asphalt pavement) is an important component in Ontario paving projects. According to the panelists, 3D milling can be used to create RAP and there are benefits in doing so.

“One benefit would be the predictability of the amount of RAP that would be produced during the project,” Gauer says. Another would be minimizing the amount of RAP produced during the milling process to match the “quantity required to obtain the smoothness of the end profile desired with final paving,” says Lee.

POTENTIAL NEGATIVE IMPACTS OF 3D MILLING

Moving to 3D milling could entail financial risks for paving contractors due to the money they will have to invest in new equipment and training. Some question the impetus to roll out 3D milling in Ontario, especially as some jobs that could be designated as requiring 3D milling could actually be done using existing 2D systems. ››

So how big are the risks? Not very.

“The idea of milling and paving to a design is new to the industry and does have some risk,” says Gauer. “But that risk is minimized by potentially producing a far superior product, while finding problem areas prior to the bid or the start of operations.”

“There’s an upfront cost,” says Wakefield. “But overall, I would say that it is a savings.”

As for using 3D where 2D would do?

“Milling or paving just to the 2D slope might not fix the issues of the road,” Gauer says. “It ignores the depth and smoothness, which is ultimately left up to the operator of the machine. With the 3D DDM, you have a full picture of the project and can predict the outcomes.”

CLARIFYING THE OPSS 510 SPECIFICATION

The rules for 3D milling in Ontario are laid out in Ontario Provincial Standard Specification (OPSS) 510, which is the result of ongoing consultation between the MTO and industry. This question was posed to the panel: “There are a few areas still requiring clarity and some direction in terms of the types and capability of the milling equipment, the smoothness of the milled surface, and how to measure elevation against the +/- 5 mm milled surface tolerance relative to texture expectations. The industry strongly feels that guidance for the machine should not be dictated by method, but by accuracy.

If the intention of the 510 specification is to say that the machine is controlled both vertically and horizontally, we think this is unachievable. Recognizing that it could take some time to replace existing fleets, why does the 510 specification not rely on stipulated requirements to achieve a milling tolerance of +/- 5 mm from the DDM?”

According to Gauer, this concern is unwarranted. “In my opinion I believe the technology can control the machine vertically and horizontally. It can also achieve a tolerance to 5 mm of the DDM.”

“I think there is some misinformation out there about the technology and its capabilities,” he adds. “The industry needs to consult with contractors in Canada who have used it successfully and have achieved project bonuses with the utilization of the technology.”

When asked, “Does the OPSS 510 allow or accommodate milling machines that use only local ground referencing systems?” the MTO’s Lee replies, “Yes, contractors always have the option to submit a Change Order for consideration.” Meanwhile, the 510 specification “will only be used on limited trial projects or contractor Change Order, Design Built, or Alternate Finance projects,” he says.

Another question posed was: “There have been many historical contracts where the existing HMA thickness was not sufficient to accommodate the specified milling depth. Does 3D milling eliminate the potential for ‘punch through’, and how does the 510 specification address this? “Use of GPR (ground penetrating radar) and borehole data to mitigate punch through will still be required. 3D milling will not eliminate punch through,” says Lee.

ENCOURAGING INNOVATION

To wrap up the panel on 3D milling, OAPC asked the panelists to focus on recommendations that would encourage paving contractors to take a positive stance towards the adoption of 3D milling technology in Ontario. To this end, they were asked, “What advice can be offered toward reconciling the drive/push by most owners to be more innovative, and the industry’s stance that

The minimum requirement for using 3D technology in milling is a GPS system on the milling machine. Hwy 11/17, North Bay. (Vitek Obr, Control System CA)

existing milling/paving equipment has the capability to provide an excellent finished product?”

On this point, Gostis says, “I believe that technology will continue to drive our industry forward, and as it does, accordingly we will have to adapt and keep up with it.”

Taking a more pragmatic stance, Gauer observes that “The technology is here and has been here for a while. The best advice I can give is to do your research, and reach out to contractors that have used the technology successfully.”

“The MTO is willing to talk and communicate with anybody working with them,” concludes Deckert. “There is no reason for Ontario paving contractors to go it alone in implementing 3D milling technology. The provincial government is willing to assist them in doing so.”

Session moderator: Mike Deckert, Flo Components

Panelists: David Gauer, Brandt Tractor

Limited • Steve Gostis, Toromont CAT  • Josh Guest, Roto-Mill • Ben Hobbs, ABTECH • Stephen Lee, MTO • Jeramus Wakefield, Aecon

A link to the PowerPoint presentation can be found on OAPC’s website under Publications & Education/Fall Asphalt Seminar Presentations

James Careless is an Ottawa-based freelance writer with credits in the National Post, Toronto Star, and AI’s Asphalt magazine.

There is no reason for Ontario paving contractors to go it alone in implementing 3D milling technology. The provincial government is willing to assist them in doing so.

MIKE DECKERT Flo Components

Trillium Award Program comes out swinging in 2022

by Lara Henry

Trillium award winners care about:

· quality

· the environment

· their neighbours

Since 2002, the Trillium Award has been recognizing plants that go above the already gold standard set by industry regulations. Recipients of the award have to complete a self-assessment process to meet high standards in appearance, operations, environmental, safety and community relations. Plants that receive the Trillium Award retain the status for three years and are then eligible for recertification. To date, 101 plants have earned the Trillium Award and, since the program started in 2002, 147 recertifications have been issued.

Dufferin Construction Company (a division of CRH Canada Group Inc.) won the Trillium Award for six of its plants and recertified two.

Vito DeFrancesco, Asphalt Plant Superintendent, shepherded four of the Dufferin plants through the process. “Dufferin strives to operate our plants to the highest standards and the Trillium awards align well with that,” says DeFrancesco. “The application criteria cover all the important aspects of running a well maintained plant such as operations, quality, the environment and safety. It is good for everyone at the plant to receive the award and to know that where they work is considered a quality plant.”

Arash Mousavi, Asphalt Plants Superintendent and new member of the Plant and Paving Committee, was also responsible for completing the application process for four of the Dufferin plants.

“Dufferin believes in having all our plants Trillium awarded so the effort is worth it,” says Mousavi. “I did have a few questions and reached out to both the Plant and Paving Committee and Doubra Ambaiowei at OAPC several times. They were great and I got the help I needed right away or the same day. My colleague had the same experience.”

“I also find it helpful to have the operator or foreman with you while going through the application, so they are also aware of the process and what’s involved,” adds DeFrancesco.

As well as a streamlined application form, technology such as drones is making the photographs and videos required for the application process easier. Some companies find it ››

Start the process and reach out if you need help. There is lots of support from the committee, OAPC, or other companies who have been through it.

ARASH MOUSAVI Dufferin Construction

“It’s been an exciting year for the Trillium Award program,” says Mike Deckert, Vice President of FLO Components Ltd. and chair of the OAPC Plant and Paving Committee. “We awarded ten plants with the Trillium Award and recertified fifteen bringing us closer to our goal of having all OAPC member plants in Ontario achieve the Trillium Award.”

Our goal is for all OAPC member plants in Ontario to achieve the Trillium Award.

DON’T DELAY AND START ON YOUR APPLICATION TODAY.

DUFFERIN CONSTRUCTION – A CRH COMPANY Holt Asphalt Plant

DUFFERIN CONSTRUCTION – A CRH COMPANY Lindsay Asphalt Plant

DUFFERIN CONSTRUCTION – A CRH COMPANY London Asphalt Plant

FOUR SEASONS SITE DEVELOPMENT LTD. Ingram Asphalt Plant

KING PAVING & CONSTRUCTION John Hutter Burlington Asphalt Plant

VIOLA ASPHALT INC. Brampton Asphalt Plant

R.W TOMLINSON LTD. Moodie Drive Asphalt Plant

R.W TOMLINSON LTD. Rideau Asphalt Plant

R.W TOMLINSON LTD. Portable Asphalt Plant

Winners meet high standards in:

easier to hire a professional to manage that aspect of the application instead of trying to do it themselves. It’s also a good idea to choose a good season and time to do the photos and video so that they can show the plant in production.

“We used to do the videos and photographs ourselves. This time we hired an outside vendor to take care of that portion. I highly recommend going that route. We got some great shots of the plant in summer and captured the entire operation in the video,” says Mousavi.

Trillium-awarded plants receive plaques to hang in their facilities and can order silo decals to showcase the award to employees, customers and the community. The decals for 2023 will feature the updated OAPC logo.

“The people at the plant are behind the award 100 per cent. The foreman takes ownership of the process and there’s a real sense of pride. Our award is hung in the control room and we have ordered decals for silos that we’ll put up in the spring,” says Mousavi.

“Everyone at the plant feels honoured to receive the Trillium Award,” agrees DeFrancesco. “People like to be recognized for their hard work and take pride of ownership in knowing that a quality plant starts with them. It’s a great incentive and something to say thank you for everything that they do.”

In 2016, the Plant and Paving Committee initiated a campaign to have 100 per cent of OAPC plants meeting the standards of the Trillium Award. There are 152 asphalt plants in Ontario and 90 to 95 per cent of those are OAPC/ORBA members.

“My advice is to certify your plants. Start the process and reach out if you need help. There is lots of support from the committee, OAPC, or other companies who have been through it. My colleagues and I are happy to help anyone and will walk them through it,” says Mousavi.

The Trillium Award program looks to the future

Early in 2022, the City of Mississauga amended its resurfacing specification to include the requirement that all plants supplying hot mix asphalt to the city had to be Trillium awarded. They later waived the Trillium Award requirement for 2022; however, in 2023, proof of the award will be required as part of all bidder packages.

“When we saw the Trillium requirement from the City of Mississauga, we started thinking about the future of Trillium and whether there was an opportunity for OAPC and the industry to work with owners and municipalities on updating the Trillium Award,” says Mike Deckert.

Discussions are currently underway to determine the future of the Trillium Award program including whether to transition from the current selfassessment process toward a third-party inspection certification program.

A Trillium Ad Hoc Committee comprising of industry stakeholders and municipal partners was formed to consider the opportunities and challenges with the current Trillium Award program; discuss the pros, cons and approaches toward an asphalt plant certification program in Ontario; and discuss municipal buy-in and adoption of the Trillium Award program as well as other owner expectations. The committee will develop recommendations on the future of the Trillium Award with a three- and five-year plan.

“The discussions have been very beneficial and we’ve already identified areas where we need to improve on both sides and where we can work together. We’ll be following up the presentation we did at the Fall Asphalt Seminar with one at the Good Roads conference to get the word out, and we’ve let the municipalities know that they can attend the Ad Hoc Committee meetings if they wish to,” says Deckert.

OAPC is working on sending out two surveys about the future of the Trillium Award program – one to municipalities in partnership with Good Roads, and one to OAPC members. The outcomes of the surveys will be presented to members of the Ad Hoc Committee and Plant and Paving Committee, as well as included in the presentation at the Good Roads conference in April 2023.

“So far the feedback has been very positive and all indications are that OAPC, industry and owners want to work together to move the program forward. This is a real opportunity for us to look at the requirements for the Trillium Award program and its future. As I always say, if you’re not moving forward and changing, you will fall by the wayside,” says Deckert

Lara Henry is a communication specialist and editor of ASPHALTopics.

A new development in 2022 may help to move the needle forward on reaching the goal of having all plants in Ontario meet the standards of the Trillium Award.

HMA and WMA

a winning duo for successful Highway 69 project

by James Careless

Highway 69, which runs from Parry Sound to Sudbury, is a critical part of the road network linking Toronto to Ontario’s prime recreational areas and to the rest of Canada as part of the Trans Canada Highway. When Pioneer Construction of Sudbury was hired by the Ontario Ministry of Transportation (MTO) to rehabilitate and repave 5.65 km of Highway 69 leading into Sudbury, they not only had to keep traffic flowing during the week, but also have all four lanes and interchanges open for tourists from noon on Friday to sunrise on Monday.

THE CONTRACT

Pioneer Construction’s Highway 69 contract commitment started 1.0 km north of the Estaire Road overpass and continued for 5.65 km northwards to the City of Greater Sudbury.

“It was the north end of Highway 69’s fourlane section,” says Graeme Roberts, Project Manager with Pioneer Construction. “The project included grading, drainage granular paving, electrical, and some structural work. We used a subcontractor, Teranorth Construction, for some of the excavation

and structural work and we had Roto-Mill grinding for us. We completed the final grading and the paving ourselves.”

Pioneer began work on the Highway 69 project on May 16, 2022. They then had just 85 working days to complete the entire job. “Our schedule was a mix between daytime and nighttime work due to operational constraints contained in the contract,” says Roberts. “The contract required us to complete removal, grading and paving north of Government Road between 8 p.m. and 6 a.m. Sunday through Thursday, so that was challenging.”

THE PROCESS

Partial depth removal on the southern section of Highway 69 (Section One, the south 3.88 km of the project) was carried out by Roto-Mill, then paved with binder and surfaced in sections to work within the time limits required by the contract. Meanwhile, the northern section (Section Two, the north 1.77 km of the project) was pre-milled first, followed by full depth removal. The roadbed was rebuilt with aggregate and paved with three lifts of asphalt.

“There were four mix designs used, two HMA and two WMA,” says David Pilkey, Pioneer Construction’s Laboratory Manager and the person responsible for quality control on the project. “The mixes consisted of Superpave category D designs, SP 19.0 binder and SP 12.5FC1 surface. All mixes used PG 70-34X asphalt cement along with the anti-strip additive Arkema 77-00 in conventional HMA and Ingevity Evotherm M1 additive in the WMA, both at 0.5 per cent.”

“In Section One, where the contract called for partial depth roadway removal, there was a 70 mm SP 19.0 binder course and a 60 mm SP 12.5FC1 surface course,” Roberts says. “In Section Two, the north section where the contract called for full depth removal, we added new Granular A placed at a depth of 50 mm, followed by 60 mm lower binder of SP 19.0, 50 mm upper binder of SP 19.0, and then 50 mm of SP 12.5FC1.”

Reclaimed Asphalt Pavement (RAP) derived from the milled asphalt removed by Roto-Mill played a prominent role in rebuilding Highway 69. “We were able to include 20 per cent RAP in all of the SP 19.0 mix,” Pilkey says. The RAP was taken to Ethier Sand and Gravel’s Dill Quarry just south of the project limits for processing and inclusion into the SP 19.0 blend. The asphalt coarse aggregates used in the mixes came from Dill Quarry. As soon as the section under construction was ready for paving, the work began. To get the paving done both promptly and properly, Pioneer Construction deployed its equipment en masse.

“A lot of times we were running two spreaders in echelon, sometimes three,” says Roberts. “We had a couple of CATS and a new Vogel spreader. Rolling consisted of a large steel breakdown — sometimes one rubber tire, sometimes two rubber tires based on if we were paving during the day or at night or if it was colder — and then a smaller finish roller.” ››

To keep the project within the contract time limits, equipment was deployed en masse and two or more spreaders run in echelon. (Pioneer)

CHALLENGES

Working within the contract’s time limits was a major challenge for Pioneer Construction’s work on Highway 69, but it was not their largest concern on a dayto-day basis. “The biggest struggle was traffic, for sure,” says Roberts. “To keep the traffic flowing through the two lanes that had to be left open — one lane going either direction, while two more could be closed and worked on — we were looking at an hour in the morning to set up our traffic control, an hour to tear it down, and scheduling all the work in between.”

The time limits imposed by MTO — construction only being allowed to proceed on weekdays from sunrise to sundown except for Friday afternoons — in addition to other MTO contractual requirements compelled Pioneer to do some things less efficiently than it might have chosen to do. “Due to the time constraints and granular restrictions, we had to partially mill the whole area first and then chop it up,” says Roberts. “Then each week we would isolate one section and complete full depth removal, then grade it and get it paved before the weekend so that we could pull down all cones and have four lanes of traffic for the weekend.”

The general shortage of workers that is plaguing the entire construction industry added a further challenge to the Highway 69 project. A case in point: “In the full depth area, due to our manpower constraints, we’d only pick one lane at a time for that week,” Roberts says. “We wouldn’t try and do a northbound and a southbound lane at the same time because it wouldn’t have been done in time if we had to spread ourselves thin. Plus, again, we had to be off the road by Friday at noon, so it was more of a four-day week than a five-day week.”

The contractually-required night work at the Highway 17/Highway 69 interchange north of Government Road provided its own challenges. Taking place in northern Ontario in September 2022, with a start time of 8 p.m. and a clear time of 6 a.m., the colder night temperatures made it impractical to use the SP 19.0/SP 12FC1 HMA asphalt that had been employed earlier on in warmer daylight hours. As the month progressed, the overnight temperature fell from 6˚C on September 1 to -2˚C on September 29. “It was a struggle with the night paving and the cooler temperatures at night,” says Roberts. “This is why, as we were getting toward the end of our good weather, we had

to switch over to a warm mix design for both the SP 19.0 and the SP 12.5FC1,” says Pilkey. “Those mixes used the Ingevity Evotherm M1 at 0.5 per cent as the warm mix additive.”

“Our mix designs were done with PG 7034X, which was a new grade of AC for our area,” Pilkey adds. “Typically, the highest grade that we used would be PG 64-34. The PG 70-34X was very polymer rich, highly viscous as the material cooled, and initially we had a few problems at the plant just pumping this stuff because it was so thick.”

When the HMA made with PG 70-34X cooled down at night, Pioneer’s crews found it difficult to compact. This is why they opted for WMA SP 19.0 and SP 12.5FC1 instead after gaining MTO approval for the change. “Typically, with the PG 70-34X, you’re looking at compaction temperatures around 148°C,” Pilkey says. “With a warm mix additive in the AC, our initial compaction temperature was dropped to 130°C, improving workability and compaction at much lower temperatures. There’s an additional cost savings if you can lower the plant operating temperature during WMA production.”

Given these benefits, why didn’t Pioneer use WMA for the entire Highway 69 project? “It’s a workability issue with warm mix on hot days,” replies Pilkey. “If you’re getting 25 to 30°C in the middle of July, the mix doesn’t cool down as fast, so it stays a little bit more tender. As well, when you’re putting traffic on fresh WMA in hot weather, there’s a tendency for it to scuff up or mark up on you — and there’s issues that a contractor can run into with the MTO if there’s too much scuffing and too much marking on the road surface.”

A JOB WELL DONE

Despite the traffic, time and temperature challenges associated with repaving the Sudbury stretch of Highway 69, Pioneer Construction managed to wrap up the job before the end of 2022. The result is a smooth 5.65 km length of four lane highway and interchanges that are once again a pleasure to drive.

“The project went well,” says Roberts. “We didn’t really delay traffic at all. We were able to complete all the work maintaining two lanes of traffic at all times. And there was very little traffic congestion.”

Two lanes had to be kept open during the week to keep traffic flowing and 4 lanes on the weekend. (Pioneer)

OAPCCONGRATULATES THIS YEAR’S AWARD WINNERSANDTHANKSTHEMF

Earl Kee Volunteer of the Year Award

The Earl Kee Volunteer of the Year Award recognizes an OAPC member who has made an exemplary voluntary contribution to the work of the council in the past year and has made a significant contribution to the development or progress of the council’s objectives.

The 2022 honour is awarded to Dr. Sina Varamini, Director, Pavements and Materials Group, Engtec Consulting Inc.

Dr. Varamini’s motivation and dedication to the industry is visible through his many contributions to the objectives of OAPC. His enthusiasm for all things asphalt is inspiring and encourages others in the industry to participate in council activities.

Dr. Varamini has been a significant contributor to OAPC’s annual Asphalt Technical Symposium and instrumental to its success. One of the most important developments to come out of the symposium in recent years has been the formation of the Ontario Asphalt Expert Task Group. For the past two years, Dr. Varamini has served as the chair of the OAETG. His leadership of the group led to the establishment of the Ontario Mix Asphalt Program (O-MAP), a mix correlation program which is working on bridging the knowledge gap between existing knowledge in Ontario’s performance testing experience.

Dr. Varamini has been an active participant in OAPC’s HMA Technical Working Group as well as the OAPC-MTO Hot Mix Paving Technical Committee. He also participates in ORBA’s education committee. He is a regular and willing contributor to ASPHALTopics with noteworthy articles on advanced methods of materials testing as well as new design concepts and innovations.

For the past three years, Dr. Varamini has also been co-teaching the Practical Solutions in Hot Mix Technology course offered through ORBA’s Road Building Academy. In his spare time,

Dr. Varamini teaches pavement design and materials, and actively participates in pavement-focused research programs as an adjunct professor at universities in Ontario where he is undoubtedly attracting new generations of bright people to our industry.

Dr. Varamini’s dedication to the industry was recognized in December 2021 when he received Rock to Road’s Top Ten Under 40 award which celebrates the future leaders of the road building and aggregate industries.

Dr. Varamini’s contributions to OAPC and its core objectives have been outstanding and they certainly qualify as an exemplary voluntary contribution to the work of the council and to the progress of its objectives.

Dominic Crupi of D. Crupi & Sons and OAPC Chair presents Dr. Sina Varamini, Director, Pavements and Materials Group, Engtec Consulting Inc. with the Earl Kee Volunteer of the Year Award.

by Lara Henry

FORTHEIRDEDICATIONANDCOMMITMENTTOTHE COUNCIL AND INDUSTRY .

The Ontario Asphalt Pavement Council awards program celebrates individuals who make a positive difference in the asphalt industry and who are leaders and role models who teach, inspire and encourage the leaders of tomorrow. This year, OAPC presented the Joe Bunting Mentorship Award and Earl Kee Volunteer of the Year Award during at its Annual General Meeting on February 7 at the ORBA convention.

Joe Bunting Mentorship Award

The Joe Bunting Mentorship Award was established to recognize the importance of mentorship to our community. To quote Joe Bunting from an article in ASPHALTopics, “You learn fairly early on in your career that your success depends on the success of others and I have always valued the opportunity to hire young people, to be their mentor and share in their achievements.”

presenting at and sponsoring events such as Spring Ops, the golf tournament, and the Fall Asphalt Seminar. Mike Deckert, Vice-President at FLO Components Ltd., knew Brian for about 20 years.

“Brian and I first met when we started working together. He was my customer and I was his vendor. Over the years, our friendship developed through working together. During that time, I saw Brian’s talent for treating everyone with respect and openness. It didn’t matter the person’s position or responsibility,” says Deckert.

Numerous people in the industry can count Brian as their mentor, coach and teacher over the decades. “Brian was more than a mentor. He was a friend to everyone he met,” says Maxime Petrin, Asphalt and Concrete Plant Product Manager for Montreal Tracteur. “He had a way of translating the inexplicable into something the average person could understand. Above all, his ability to listen and analyze was undoubtedly his greatest quality.”

“Brian was honest, open, and not afraid to get his hands dirty. He often said to me, ‘You have to be able to show people what you’re talking about, not have them read about it.’ That is what I learned about becoming a mentor,” says Deckert.

This award not only honours him, but turns a spotlight on those people in our industry that take the time to teach, inspire and encourage tomorrow’s leaders of our industry. The 2022 honour is posthumously awarded to Brian Keveryga. Mr. Keveryga worked for 25 years at Toromont CAT before starting his own company, HMA Equipment Canada, in 2012. Brian was an enthusiastic industry volunteer and long-time supporter of OHMPA/OAPC, sitting on committees and

“When I started in the industry in the early 2000s as a young mechanic, a co-worker introduced me to the man, the legend. I was intimidated by Brian and afraid to ask the wrong questions. He was able to lighten the mood and later we kept in touch,” says Petrin.

“When he became my colleague, I shared the last years of his life discussing his greatest passion – asphalt. I can’t deny that we didn’t have many heated discussions, but it tells you how much he loved his job,” he continues.

“When I tried to list the people I know who Brian had mentored or taught over the years, I lost count. I guess that’s a true sign of a mentor,” says Deckert.

Dominic Crupi of D. Crupi & Sons and OAPC Chair presents Larry McLean, Territory Manager GTA East, HMA Equipment Canada, with the Joe Bunting Mentorship Award who accepted on behalf of Brian Keveryga.

DUFFERIN CONSTRUCTION

WINS AWARD FOR HIGHWAY 403 PROJECT

by Steve Pecar

Ontario’s Ministry of Transportation (MTO) has named Dufferin Construction Company (a division of CRH Canada Group Inc.) as the recipient of the 2022 Paver of the Year Award for contract 2022-2014 for work done on a stretch of Highway 403 in Hamilton.

The award was presented by Ontario Transportation Minister Caroline Mulroney at the 96th annual Ontario Road Builders’ Association Convention held in Toronto from February 6 and 7.

The ministry presents the Paver of the Year Award in recognition of exceptional work done on a major project in the province during a calendar year.

MTO also acknowledged three other finalists during the awards banquet — GIP Paving, J&P Leveque Bros. and Pioneer Construction.

GIP Paving qualified as a finalist for contract 2020-4091 for work done on Highway 417 from 1.5 km west of County Rd. 7 to 3.5 km east of Highway 128 in Casselman. J&P Leveque Bros was a finalist for contract 2015-5119 for the Highway 69 projects that went 2.9 km north of Highway 522 to 4.6 km north of Highway 607 in Henvey Inlet. Pioneer Construction made the list of qualifiers for contract 2021-6034 that involved work on Highway 71 from Highway 11 to 25.9 km north near Emo.

In granting the award to Dufferin, MTO noted the high quality of the work that was done on Highway 403 from Wilson St. to just under a kilometre west of Jerseyville Rd. in Hamilton. “There was exceptional work done on this project under tight deadlines which really made it stand out,” says MTO is a released statement.

“This was great news — the crews and everybody at Dufferin are very proud of this award,” says Doug Kotulak, the project superintendent of the winning contract. “Every time you start a job, you try to do great work, but getting recognized like this makes it very special.”

The project involved ‘shaving and paving’ the stretch of highway by removing distressed asphalt and resurfacing it by placing 40,000 tonnes of Superpave 12.5FC2 and 25,000 tonnes of Superpave 19.0 via nightly lane closures along Highway 403. The work started in mid-May of last year and continued until the end of September 2022.

While the job went smoothly, there were some challenges the crew had to face on a regular basis. One of the biggest challenges, Kotulak says, was getting on and off the highway in time and making sure they were getting enough grinding done during each shift and that the pavement was being put down properly. As well, he says working in and around traffic also presented some difficulties.

“You always want to make sure the conditions are safe for everyone and you want to keep traffic moving,” he says. “We were on the 403 every night which is a two-lane road and dealing with cars and lane closures. You have to stay on top of that to make sure everything goes smoothly.”

Despite these challenges, the job was finished early which was an added bonus for all involved. “We were happy to accomplish that,” he says. “To get the job done quickly along with getting great results is something we aim for.”

Kotulak adds that there are many components to accomplishing a project such as the one on Highway 403, not the least of which is the team effort. He says the crew put in a lot of energy and long hours making sure everything was done right and it shows with the quality of the workmanship, and the smoothness of the ride.

“We complete a lot of asphalt work for the MTO every year and value the importance of maintaining our roads and highways,” he says. “Dufferin Construction as a whole strives to provide high-quality products for all our customers, while ensuring both the safety and satisfaction of the traveling public. Everyone is happy to have received such a prestigious recognition.”

UNSUNG HEROES by Steve Pecar

Quality control expertise makes McNeil a rare breed

erry McNeil’s life has taken a few twists and turns, but the one constant has been his ability to do what has to be done. When it came time to embark on a career, he didn’t shy away from a new life by leaving his Nova Scotia home and quickly landing a job on a paving crew in Ontario. Despite his age, he brought along some experience.

“I got my first job paving when I was a 14-year-old back home,” McNeil explains. “I started pretty young getting involved and working. By the time I arrived here, I was ready to go.” That was 40 years ago and he is still on the job.

His first job was at O’Brien Paving, then Quality Paving and K-W Cornerstone Paving, serving as a foreman at all three companies. Next was a move to northern Ontario where he ran his own business, and then it was back east to do some work. Along the way, he sharpened his skills by obtaining his certification as a heavy equipment operator and as a mechanic. It was time well spent.

“Sometimes when you are going into a job, you have to know how to do everything,” McNeil explains. “It was important for me to learn different aspects of this job. When it’s your career, you should be prepared in case you have to jump into different roles. Learning has really helped me with my career. And I have been fortunate to have learned a lot from the people I have worked with over the years.”

McNeil started at Capital Paving in Guelph 23 years ago and works as a quality control field technician. Mark Latyn, Quality Control Manager at Capital, says McNeil’s work ethic and expertise have served the company well over the years, as has his friendly and easygoing personality when dealing with crews and field inspectors.

Collecting samples and monitoring compaction are key components of the job as strict tolerances have to be met, and that is where McNeil shines. Latyn says McNeil’s reputation in the industry is well known and inspectors feel a sense of relief when he is the one working on their projects. He also helps with the training of new workers on the crew as well as keeping a sharp eye out for potential deficiencies that could lead to costly repairs.

“As a QC field technician, Terry is one of the best in the business,” says Latyn. “He has been around asphalt for most of his life and his skill level makes him very unique. Not only does he understand the material side of construction, but he also understands the equipment side as well. Both are very important skill sets to have as a QC quality control technician. Knowing how everything works and how it all comes together is so important to achieving quality results.”

As a testament to McNeil’s abilities, projects he has worked on have earned Capital the distinction of being named Paver of the Year by the Ontario Ministry of Transportation three times. McNeil is proud of those moments as it recognizes work that has been well done and puts Capital in with elite companies who have met the strict criteria expected by the MTO.

As he prepares for another season of work, McNeil looks back on his career in the industry and says he has no regrets. He has always enjoyed the work, solving problems, and being out on the road with the crews.

While retirement is a few years away, he admits that it may be tough to completely let go and envisions a future where consulting and teaching keep him busy. “I guess paving is in my blood,” McNeil says. “I’ve worked at other jobs, have had other interests, but I always return to paving. It’s what I do.”

Terry McNeil

TECHNICALLY SPEAKING

Doubra C. Ambaiowei Director, Technical Services

Harmonizing asphalt specifications and revisiting the OPS pavement workplan

The Ontario Asphalt Pavement Council is one of many industry stakeholders who support the Ontario Provincial Standards (OPS) as a harmonized set of standards for roads and public works infrastructure in Ontario. Originally devised by the Ontario Ministry of Transportation (MTO) and the Municipal Engineers Association (MEA) in the 1970s, with input from other partner organizations, the OPS has continuously been updated, refined, and expanded since then.

The OPS are voluntary standards, with municipalities having the option of adhering to them or not. However, when there is a uniformity of standards across the province, it reduces the chance of miscommunication and misinterpretation, and improves consistency in training and construction methods.

To further both advocacy and technical efforts toward harmonized asphalt specifications in Ontario, the OAPC leadership is requesting user input for better understanding of which municipalities have been amending or modifying OPS specifications relating to HMA in their tendering process and what specifications they have amended or modified, as well as which municipalities have been following the OPS without amendments or modifications.

If you have a response to these questions, including details of the specifications and deviates, please send them to my attention at doubra.ambaiowei@orba.org. Thank you to those who have already provided feedback!

In the meantime, OAPC and ORBA continue to discuss various municipal asphalt specification changes through the OPS Pavement Committee and other industry stakeholders. The following summarizes some specific areas of interests on our radar as well as associated concerns and recommendations:

• OPSS.MUNI 305 AND 1103, AND THE ASPHALT CODE OF PRACTICE –Recommending mirroring the provincial versions.

The government is advocating “ low volatile organic compounds (VOCs) ” requirements, and we have seen applicable changes made to OPSS.PROV 1103 for low VOC emulsion and for SS-1HH (low tracking tack coat). OPSS.MUNI 305.05 references Type II: Solvent-free emulsified asphalt according to Table 10 of OPSS 1103, but this emulsion is not listed in 305. OPSS.MUNI 1103 November 2016, which is posted on the Road Authority, does not have any references to solvent-free emulsified asphalt. To learn more about the asphalt code of practice, please refer to resources available at Environment and Climate Change Canada.

• OPSS. MUNI 310 – Should a MUNI version of OPSS. 313 be created?

The feeling from most users and even specifiers is that the current OPSS.MUNI 310 is dated and is not always clear about what testing and acceptance procedures are required. There is also the industrywide issue regarding the “ borderline restrictions and payment adjustments ” impacting asphalt test results with no explanation on how to deal with them. Consensus opinion from industry dialogue suggests that by creating some modifications to the current OPSS 313 specification to suit smaller municipal projects, a lot of risk would be mitigated for both municipalities and contractors. We are also seeing multiple municipalities incorporating “improved” specifications in their contract, that go above and beyond the current OPSS 310 specification. It is expected that, by updating the current standards to be more in line with provincial specifications, we can get closer to harmonizing agency specifications across Ontario.

• OPSS. MUNI 1151 – Would a revised approach to RAP use and PGAC grade change be beneficial? Several change propositions in anticipation of bringing the OPSS. MUNI 1151 closer in line to the provincial specification have been recommended, but the most significant recommendation is about “ increasing the limit at which a grade change in Performance Graded Asphalt Cement (PGAC) is required when

incorporating RAP – 20% from 15% by mass when calculated by the Binder Replacement Method.” In addition, creating a form for contractors when applying for a JMF adjustment (similar to MTO PH-CC-866) and adding it to the document as an appendix, is being proposed.

• OPSS. MUNI 1003 – Concerns regarding the blending method for sampling/testing aggregates for physical properties. One major question pertaining to OPSS.MUNI 1003 relates to the blending method for sampling/testing aggregates for physical properties. “ Would it be an issue if the cold feed bins method of blending were removed, and replaced with the combined aggregate method (similar to OPSS.PROV using LS-600)? ” It has been argued that, if the blending method was intended to help asphalt mixes meet aggregate physical property requirements (when one or more of the individual aggregates used in the mix failed), then the replacement with combined aggregate method would also work. Note: the combined method is also the method used to determine Superpave consensus properties in the standard.

• NEW

ASSHTO/ASTM REVISIONS TO CRITERIA FOR G* SIN δ AFTER PAV AGING – Recommending adoption.

AASHTO and ASTM have recently made revisions to M 320/D6373 –Table 1 for 2021. Both have updated the dynamic shear intermediate temperature (G* sin δ) limit to 6000 kPa with the addition of the phase angle limit. What becomes unclear when you look into the OPSS.PROV and OPSS.MUNI 1101, 2020 and 2016 respectively “is that they reference that they follow M 320 but also indicate a specific year (17 & 10).”

It is unclear if this was done unintentionally or on purpose. It is also unclear if it is even possible to follow a previous version of either standard as it would lead to confusion from users. It would be worthwhile for the OPS Pavement Committee to consider and encourage all MUNI’s to adopt the latest updates to M 320 and 332. Council has emphasized that not adopting the revisions could potentially have an impact on AC grades that can be supplied to Ontario, especially as many refiners welcome the new revisions.

• ASTM STANDARDS FOR THE MATERIAL CHARACTERISTICS OF FIBRE REINFORCEMENT FOR HOT MIX ASPHALT –For Information.

OAPC understands that ASTM is currently developing standards for the material characteristics of aramid fibre reinforcement for hot mix asphalt. This could be of benefit to municipal specifiers. We will monitor and aim to lead necessary discussions once the ASTM document has been released. Our understanding at this time is that ASTM will do a material documentation (currently in process) and then a “construction” or dosing document.

It is OAPC’s objective that matters related to harmonizing asphalt specifications in Ontario are pursued and resolved through the appropriate channels i.e., both municipal and provincial partners. We continue to encourage and solicit comments and engagement from specifiers, material suppliers and industry stakeholders, noting their experiences and concerns regarding the intent, purpose and procedures leading towards specification changes and implementation towards producing and placing quality asphalt pavements in the province.

ENVIRONMENTAL ESSENTIALS

What are environmental product declarations (EPDs)?

The Canadian government is committed to reducing greenhouse gas (GHG) emissions by 40 to 45 per cent by 2030 and achieving net zero emissions by 2050,1 and Ontario has a similar plan.2 While governments and other agencies develop more specific emissions reduction plans to support their net-zero goals, there is growing attention on embodied carbon emissions, which are the GHG emissions associated with producing, constructing, and maintaining buildings and infrastructure. One of the best ways to quantify embodied carbon emissions is with environmental product declarations (EPDs). An EPD is a report that quantifies the environmental impacts associated with manufacturing a product. EPDs for asphalt mixtures have a cradle-to-gate scope, which means they cover activities such as extracting and processing raw materials, transporting those materials to the asphalt plant, and asphalt plant operations.

EPDs are independently verified to ensure they meet the requirements of the Product Category Rules (PCR) for Asphalt Mixtures, 3 ensuring consistency and comparability between EPDs for asphalt mixtures. EPDs for different product types, such as asphalt and concrete, are not directly comparable because they comply with different PCRs that have not been harmonized.

EPDs report information about a variety of environmental impacts and resource-use indicators. The most commonly used indicator is the global warming potential (GWP) which is a measure of a product’s carbon footprint. Other parameters of interest include smog-forming emissions and acid rain-forming emissions.

Joseph Shacat NAPA

An example of the environmental impact indicators reported in an EPD for asphalt mixture.

Agencies can use EPDs to estimate the organization’s emissions inventory and develop strategies to reduce emissions. For example, the Oregon Department of Transportation (ODOT) found that production of asphalt pavement materials was that agency’s largest source of GHG emissions during the period 2016 to 2019 (it should be noted that vehicle fuel consumption, by far the largest source of roadway emissions, was not included in ODOT’s emissions inventory).4

Agencies can also use EPDs as a data source for cradle-tograve life cycle assessments (LCAs), allowing the agency to evaluate and compare pavement materials and designs that have different performance expectations (for example, comparing the life cycle environmental impacts of a perpetual pavement design to a conventional pavement design). The State of Oregon recently passed House Bill 4139 which requires ODOT to collect EPDs from paving contractors, conduct LCAs on a select set of projects, and devise strategies to reduce emissions. 5

Agencies are not the only beneficiaries of EPDs. Companies can use them to benchmark their emissions, identify hot spots to help focus their attention, develop emissions reduction strategies, and track progress toward company goals. With EPDs, companies can reliably calculate emissions reductions associated with the use of recycled materials, changes to supply chain logistics such as aggregate haul distance, process improvements at the plant, and more. Most companies find that they can reduce cost and emissions at the same time by implementing energy efficiency measures and using more recycled materials.

NAPA’s Emerald Eco-Label software allows asphalt mix producers in the United States to easily develop plant-specific, mix-specific EPDs. Currently, the tool is not available for plants located in Canada, but the PCR for Asphalt Mixtures does include plants located Canada. To learn more about EPDs, visit AsphaltPavement.org/EPD .

Joseph Shacat is Director, Sustainable Pavements, for the National Asphalt Pavement Association.

1 https://www.canada.ca/en/services/environment/weather/climatechange/ climate-plan/net-zero-emissions-2050.html

2 https://www.ontario.ca/page/climate-change

3 https://www.asphaltpavement.org/uploads/documents/EPD_Program/NAPA_ PCR_AsphaltMixtures_v2.pdf

4 https://www.oregon.gov/odot/climate/Documents/GHG_Report_FINAL.pdf

5 https://olis.oregonlegislature.gov/liz/2022R1/Measures/Overview/HB4139

EPDs for asphalt mixtures cover the cradle-to-gate stages of the asphalt pavement life cycle.

OAPC 2022 FALL ASPHALT SEMINAR

Innovations in Asphalt Technology: Materials and Paving Equipment

Leading industry experts presented on cutting-edge practices and new technical advancements in the asphalt industry at OAPC’s 2022 Annual Fall Asphalt Seminar on December 1, 2022, our first inperson experience since the start of the pandemic.

The keynote presentation, Innovations in Asphalt Technology –Materials and Mix Design was delivered by Dr. Steve Goodman of GEMTEC Consulting. It was followed by a panel discussion on the opportunities and challenges of 3D milling technology moderated by Mike Deckert of Flo Components.

Other presentations included Lowering Design Gyrations and Impact on Mix Durability • Trillium Award Presentations • Performance Testing on Asphalt Mixtures • Unveiling Ontario’s Reclaimed Asphalt Pavement (RAP) Report • 2022 Asphalt Technical Symposium Recap • Fuel Resistant Mix for Airfield Pavement • 2022 Municipal Paver of the Year Award Overview.

Thank you to everyone who attended the 2022 Fall Asphalt Seminar and to our sponsors. We had an amazing turnout and

THANK YOU TO OUR 2022 SPONSORS: PLATINUM SPONSORS

couldn’t have done it without you. We hope you enjoyed the presentations and had a chance to network with your peers, and look forward to seeing you at the next seminar!

Click here to view the presentations.

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CTAA 2022

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Following a day of informative presentations at CTAA in Kelowna, B.C. on November 7, 2022, it was a night of fun at OAPC’s traditional dinner supported by members and council. A special thanks to the members who made the evening possible: Aecon Materials Engineering (AME), Canadian Asphalt Industries Ltd., Engtec Consulting Inc., Green Infrastructure Partners (GIP) Inc., and Yellowline Asphalt Products Ltd.

3D milling panel L to R: Mike Deckert (Flo Components), Stephen Lee (MTO), David Gauer (Brandt), Josh Guest (Roto-Mill), Steve Gostis (Toromont CAT), Ben Hobbs (ABTECH).

Keynote presenter Dr. Steve Goodman, GEMTEC Consulting.

THE LAST WORD

Donn Bernal Corfinium Solutions Inc.

Embracing change through technology

I have been fortunate to be in the asphalt industry for 25 years and have worked with so many great people and companies along the way. We have an asphalt industry that still feels like family. While we may be competitors, we hear stories of companies helping each other out if one gets into a bind with say, a broken down paver, and a competitor lends their spare for the day or week. This is what sets us apart from many industries.

However, one thing that has to change and change quickly is the advancement of asphalt technology and technology in general. It is good that asphalt continues to be the main pavement of choice for Ontario and there is the old adage of “if it’s not broke, don’t fix it”, but we will be left behind. The concrete and cement industry are spending millions on research to make their material carbon neutral and the world needs our help to meet stringent targets in 2030 and 2050.

The advantage that asphalt has is the technology is already here for us. Between using recycled asphalt and warm mix technology, we can significantly reduce GHG and carbon emissions. In addition, we can help meet the criteria for ESG (Environment, Social, Governance) that is being used globally by using more recycled asphalt and reducing the temperature of the mixes to reduce emissions and also provide a safer work environment for our plant and paving employees. As companies, we are being responsible to the environment and to our people while at the same time being sustainable and profitable.

To the Ministry of Transportation, municipalities, and consultants: I urge you to accelerate the pace of the movement to a more sustainable society. The asphalt industry can’t do this alone and needs your support. We have collaborated in the past on Superpave, stone mastic asphalt and many others to move the industry forward. It is all the more important now as Canada and the world endeavour to

meet the 2030 emission reduction targets and net-zero emissions by 2050. Let us do our part.

There is always a sense of hesitancy when we try something bold, but we have the tools in our performance testing portfolio for asphalt cement and asphalt mixes. Gone are the days of having to wait five to ten years to see how well the mix performed. We have predictive models now with high levels of confidence to do that for us. Let’s make this happen!

Lastly, I mentioned earlier that we are slower on making changes in our asphalt and paving practices or technology in general. Technology continues to accelerate exponentially, and with AI in almost everything we touch, there are no limits. As much as we would love to bring in more skilled trades and plant and paving operators, we have to accept the fact that it will continue to be a struggle. We need another option.

At the recent ORBA convention, there was a presentation on semi-autonomous heavy equipment where, for example, loaders at the asphalt plant are equipped with automation that is controlled by operators stationed at an office or nearby mobile trailer rather than being in the cab. This type of technology will bring in a new type of operator, including those that may be physically disabled, into the industry. These are some of the great innovations that we have to embrace.

Donn Bernal, P. Eng, is Principal of Corfinium Solutions Inc. focusing on business development, project management, and operations in the asphalt industry. He is a past president of the former OHMPA and on the council with OAPC.