2022 IS READY FOR TAKE-OFF
FEBRUARY 2022
Funding for airport construction will double over the next five years, here's how you can compete
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GREEN TECHNOLOGY
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TABLE OF CONTENTS |
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FEBRUARY 2022
COVER STORY Preparation “Key” to Runway Rehabilitation Project Dunn Roadbuilders coordinates six mills and uses one paver to help reconstruct Key Field airport runway in Meridian, Mississippi. | 32 TECHNOLOGY MATTERS
PRODUCTION NOTES
JOBSITE INNOVATIONS
10 Object Detection Software Improves Jobsite Safety
14 Green Technology Paving Asphalt’s Future
24 How to Navigate Airfield Paving Projects
Plant efficiency, flexibility, reduced emissions, lower energy consumption and higher RAP in mix driving 2022 and decade ahead.
Attention to detail and a focus on quality are critical for successful airfield paving.
Enhanced visibility allows equipment operators to feel more in control of keeping themselves, and workers around them, safe.
IN EVERY ISSUE 8
Editor’s Perspective
W p p a t y
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42 The Last Exit
Blaw
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ON THE ROAD AGAIN
With over a century of innovation to its credit, Blaw-Knox pavers have earned a reputation for quality, durability and performance unmatched in the industry. Today, with its new and improved highway-class designs, Blaw-Knox continues to deliver on its promise with all the performance features you’ve come to expect from an industry leader. BLAW-KNOX, THE LEGACY LIVES ON. Blaw-Knox Corporation 1280 Superior Avenue Chambersburg, PA 17201 Tel. 717-400-7900 www.blawknox.com
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DIGITAL CONNECTION www.ForConstructionPros.com/Asphalt
FHWA to Prioritize Repair of Existing Assets with Infrastructure Bill Money
[VIDEO] Catch Up on Hops & Highways Hops & Highways is your weekly newscast dedicated to the road building industry. Join us each week as we share the latest industry news, provide contractors with best practices and share your hard work for Build America Friday.
The agency issued a memo to state transportation agencies indicating that the Federal government will be prioritizing repair and rehabilitation of existing assets over expansion.
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Labor Shortage Could Be 2022’s Biggest Barrier to Construction Growth
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CONTRACTOR LATEST INNOVATIONS FOR ASPHALT PROFESSIONALS
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FEBRUARY 2022 Vol. 36, No. 2
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Published and copyrighted 2022 by AC Business Media. All rights reserved. No part of this publication may be reproduced or transmitted in any form or by any means, electronic or mechanical, including photocopy, recording or any information storage or retrieval system, without written permission from the publisher. Asphalt Contractor (ISSN 1055-9205, USPS 0020-688): is published ten times per year: January, February, March/April, May, June/July, August, September, October, November, December, with an additional Buyer’s Guide issue published in August by AC Business Media, 201 N. Main Street, Fifth Floor, Fort Atkinson, Wisconsin 53538. Periodicals postage paid at Fort Atkinson, Wisconsin and additional entry offices. POSTMASTER: Please send change of address to ASPHALT CONTRACTOR, PO Box 3605, Northbrook, Illinois 60065-3605. Printed in the U.S.A. SUBSCRIPTION POLICY: Individual subscriptions are available without charge only in the USA. The Publisher reserves the right to reject nonqualifying subscribers. One-year subscription to nonqualifying individuals: U.S. $45.00, Canada & Mexico $65.00, and $95.00 all other countries (payable in U.S. funds, drawn on U.S. bank). Single copies available (prepaid only) $10.00 each (U.S., Canada & Mexico), $15.00 each (International).
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EDITOR’S PERSPECTIVE
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FEBRUARY 2022 • Vol. 36, No. 2
ASPHALT
Jessica Lombardo, Editor-In-Chief
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2022 is Ready for TAKE OFF Asphalt contractors need to prepare themselves to work on airport pavements as the funding for these projects will double over the next five years
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n the construction industry, we might not think of airports as a lucrative place to complete our work, but maybe we should. As of February 2020, there were over 19,600 airports and similar facilities in use in the United States. As of October 2019, around 133.3 billion U.S. dollars were spent on airport infrastructure in the North America. And that number is only going to go up. The passage of the Bipartisan Infrastructure Law (BIL) means that there will be $25 billion available for airport projects. Of that amount, $15 billion is to be distributed by formula over five years for grants to airports to use for their Airport Improvement Program (AIP). That amount of money is double what is currently spent on airport projects now, meaning this will be an area of substantial growth over the next few years. More than half of all AIP funds go towards constructing or rehabilitating runways, taxiways and aprons. The best news of all? Over 85% of these pavements are currently constructed from asphalt, putting our industry in a great spot to be profitable from this legislation. AIRPORT PAVEMENTS VS. HIGHWAYS It's not really a secret that airport pavement construction is much different than highway construction, so contractors who wish to work
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on these projects, need to be prepared and know what they're doing. Airport pavements need to support the massive amount of weight carried by airplanes, so the mix and lay down methods are not the same as highway projects. Airport pavement construction is also intense and expensive. Runways need to be shut down for the work causing disruption. Projects need to be done quickly and efficiently and the Federal Aviation Administration (FAA) requires airport pavements structures to be designed to support 20 years of aircraft traffic. They also have many pavement standards to help protect this investment by ensuring pavements last as long as possible with the least amount of maintenance. There is a lot to learn and we want to help. In this issue, we feature an interview with Mark Blow, senior regional engineer at the Asphalt Institute on page 24. Blow has taught countless courses on the construction of airport runways and gives us a rundown of some best practices for these projects. You can also learn how to attend one of the Asphalt Institute seminars on airport pavement construction. Worth it if you want to be able to compete for bids on these type of projects. We also feature a project from Dunn Roadbuilders who completed reconstruction of an airport runway in just six days. This company has a lot of experience with these projects, but they had to start somewhere. The logistical challenges and time constraints of this project are definitely worth reading. You can see this project on page 32 of this issue. There is a lot to learn about these type of projects, but the work is there and you should be too.
ASPHALT CONTRACTOR FEBRUARY 2022
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TECHNOLOGY MATTERS |
JESSICA LOMBARDO, EDITOR-IN-CHIEF
Object Detection Software Improves Jobsite Safety Enhanced visibility allows equipment operators to feel more in control of keeping themselves, and workers around them, safe
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onstruction jobsites are notoriously busy and dangerous areas. According to the Federal Highway Administration, each year over 20,000 workers are injured in road construction work zones. Over 35% of those injuries are due to contact with objects or equipment. These massive machines move around in close proximity to vulnerable workers on the ground and it takes communication and concentration from both driver and workers to keep everyone safe. Luckily, technology is also available to help. "If you take a drive by any jobsite, you're going to see that harmony between machine and people out on the jobsite. So what we really pay attention to is how does that interaction work," Nate Jensen, senior sales manager for aftermarket at Sensata says. "The legacy we think of is being out there and hearing an alarm, the backup alarm. That's where we started in the market was creating backup alarms which is the first line of defense to alert the people that are around the machine so they can make a change to their behavior." In loud environments however, like construction sites, backup alarms become less effective and so accidents unfortunately still happen. "Why is that? It's because we're not really putting control where control
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On construction sites, massive machines move around in close proximity to vulnerable workers on the ground. It takes communication and concentration from drivers and workers to keep everyone safe. Luckily, technology is also available to help. Jason Harris/Facebook
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TECHNOLOGY MATTERS
needs to be. And that's where our technology comes in," Jensen says. CONTROL IN DRIVERS HANDS The PreView Radar Blind Spot Monitoring from Sensata accurately alerts drivers of obstacles they may not be aware of around their vehicles, resulting in fewer rear-end and side blind zone collisions and improved safety. “Operators are ultimately in control of their equipment,” Jensen says. “We saw a need in the market to create an exterior based alarm system that puts drivers in control to avert disaster.” The intuitive solution uses a frequency modulated wave that blasts energy out and alerts drivers if there are obstacles within danger zones around their equipment so they can react accordingly. "A driver is either going to be operating a machine with awareness of what's going on around him or he's going to be operating a machine without awareness," Jensen says. "So in both scenarios, they might operate the machine in the same way, but they don't have any truth as to what's actually happening next to the machine so they could have rolled over another vehicle that was on site. "If you think about large haul equipment, it's very simple for them to roll over top of an S10 sized pickup and not even really know it because it just seems like another rock to them. So what we're trying to do is mitigate that risk. Blind spot monitoring creates efficiency from the operator standpoint because now they have visibility in areas where they didn't have it before. More importantly, it gives them that circle of safety around their vehicle that they can use as a way to help ensure that they're not going to run into the issues down the down the road as they're traveling, as they're backing up or as they have other machines coming around them.” The PreView Plus system integrates a camera and monitor with its PreView Radar system. PreView Plus supports as many as four cameras and 24 sensors per vehicle to provide up to 360º
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“Operators are ultimately in control of their equipment,” Jensen says. “We saw a need in the market to create an exterior based alarm system that puts drivers in control to avert disaster.” Adobe Stock/ Surasak
object detection. The in-cab mounted monitor provides drivers with visual information, color coded indicators and audible alerts. "Our radar solution is mounted on the machine-type based on where the operators are seeing some of these incidents," Jensen says. "We have five zones of detection available and in those five zones of detection, we can go out to a range of about 98 feet, from the vehicle itself, and then we go about 12 meters wide on each side. So pretty significant pattern and we can cover a pretty significant detection zone." EDUCATION & AWARENESS As with any new technology, it takes commitment from the entire organization to ensure the systems are being used properly and to their maximum capabilities. That starts with driver training and buy-in. "If you simply install the camera and hope that this is going to solve the problem, hope is not a good strategy," Jensen says. "It really does take some operator education and an adjustment to habit for this to work effectively. Where somebody may be backing a vehicle, and they're used to just kicking that thing in reverse and knocking it back, what they're doing now is they're getting some level of awareness. Our system is providing some guidance to them that there might be threats back there
so now they can slow their roll in terms of how they're moving the machines. So it's really a balance between the solution itself and the education and awareness of the operators." Technology companies like Sensata are happy to provide on-site or virtual training to ensure all users are comfortable with the solutions and with how it will make their jobs easier, and safer. With the radar and camera-plusradar systems in place and fully operational, PreView can prevent costly damage to people, property and fleet equipment; reduce maintenance and repair costs; and teach drivers to become more alert and proactive— without incurring extra training costs. For vehicles traveling on high traffic urban roadways, Sensata also offers the PreView Side Defender II which provides protection for side blind spots. Side Defender II adds Vulnerable Road User awareness to reduce the incidence of collisions with bicycles and motorcycles. PRECO’s PreView Sentry has been developed with a detection zone that compliments the confinements that often face vehicles in the construction industry.
For more information on jobsite object detection, visit ForConstructionPros. com/21772066
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PRODUCTION NOTES
GREEN TECHNOLOGY Paving Asphalt’s Future Plant efficiency, flexibility, reduced emissions, lower energy consumption and higher RAP in mix driving 2022 and decade ahead 14
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echnologically advanced asphalt plants, producers and contractors emerged as among potential big winners when the Infrastructure Investment and Jobs Act (IIJA) was approved and signed into law by President Biden on November 15, 2021.
Some $110 billion of that $1.2 trillion funding program is earmarked specifically for the much-needed repair of aging roads and bridges across the United States, an anticipated boon for asphalt production for years to come. Along with the national drive to improve America’s aging infrastructure
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PRODUCTION NOTES and roadways, so is the general shift toward implementing a wide variety of green initiatives, such as recycling, clean energy measures and emissions reductions—areas in which the asphalt industry already is well above many in the industrial sector. The asphalt industry remains the country’s most diligent recycler with more than 94 percent of asphalt mixture reclaimed from old asphalt pavements being put back into new pavements, and the remaining 6 percent being used in other civil engineering applications, according to a survey by the National Asphalt Pavement Association (NAPA) and Federal Highway Administration (FHWA). Reclaimed asphalt pavement (RAP) used in asphalt mixtures totaled an estimated 89.2 million tons in 2019, with 97.7% of survey respondents reporting use of RAP. Reclaimed material for future use saved an estimated 58.9 million cubic yards of landfill space and more than $5.3 billion in landfill disposal gate fees.
Pavement mixes in the U.S. generally use plus or minus 20% RAP, but plants and producers continue to work on methods that make it feasible to go well beyond that level. To that end, some asphalt plants are providing mixes using 65% and higher levels of RAP content for select applications. “Of course, RAP utilization provides significant cost savings,” Chris Perkins, director of North America for Ammann,” told Asphalt Contractor magazine. “Industry leaders increasingly see green practices as not only a way to better the world, but a tactic to improve profitability, too.” In the U.S., DOTs are showing greater interest in allowing higher levels of RAP, although it varies by state. INCREASING RAP WITHOUT SACRIFICING QUALITY Through its U.S. hub in Davie, FL, Swiss-based Ammann currently sells asphalt-mixing plants, heavy compactors and light compaction equipment in the North American market, while keeping
an eye on expansion possibilities. “We are driving sustainable growth in North America and are always evaluating the potential for making additional investments/expansions to properly serve the North America Market,” said Perkins, who added that the company’s base in Florida “will not be the final view” of Ammann America. “It’s essential that asphalt producers have both recycling capabilities and practicality,” he said. “We must provide recycling opportunities while never, ever sacrificing quality.” Ammann offers both batch and continuous plants to meet the needs of individual asphalt producers and contractors. Among key RAP mix technology is the ABP 240400 HRT plant, specifically designed to incorporate large percentages of RAP. “The most striking difference is that the ABP HRT’s entire recycling system is arranged vertically, in direct line above the mixer,” Perkins said. “This allows materials to be dropped instead of conveyed, which minimizes wear and optimizes transport of the hot RAP. The
In the U.S., DOTs are showing greater interest in allowing higher levels of RAP to help meet sustainability goals and achieve greater cost savings.
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PRODUCTION NOTES HRT approach also means that there is enough room in the plant’s tower for additive feed components and for carrying out inspection and maintenance work.” In addition, Ammann’s ACP 300 ContiHRT Asphalt-Mixing Plant with continuous production capacity of 330 tons per hour, is capable of producing mix consisting of more than 60% RAP. The continuous plant, introduced to the market in late 2019, meets stringent emissions guidelines while maximizing RAP utilization. Other recycling technology designed to incorporate higher amounts of RAP in asphalt mixes include Ammann’s RAH100 counterflow dryer to mix up to 100% RAP, its RAH60 parallel flow dryer to handle up to 60% hot recycled materials and the RAH50 middle-ring dryer incorporating up to 40% recycled materials. For milling plants that do not employ those specific dryers, Perkins said that up to 30% cold recycled material can go directly into the mixer. STATIONARY AND RELOCATABLE OPTIONS ABOUND Astec Inc., Chattanooga, TN, another major developer of asphalt plants and related technology, also has been on a mission to increase RAP in mix and offers producers and contractors a variety of stationary and relocatable options to meet individual needs. Its continuous-mix plants include portable, relocatable or stationary versions, while some batch plants are offered for the export market and select domestic applications. The stationary Recycle Batch Plants can process recycle percentages from 0% to 40% and switch from recycle mixes to virgin mixes without emptying the hot bins. Its Double Barrel X drum mixer system, capable of achieving high
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recycling percentages, separates the drying and mixing processes and enables a plant to process warm and hot asphalt mixes up to 50% RAP content. For even higher RAP quality mixes, Astec markets a Double Barrel XHR system capable of running mix up to 65% RAP, according to the company. With stainless-steel drum and combustion flights, it features an outer chamber on the drum, an external mixer and the company’s V-PAC stack temperature control system for lower exhaust temperatures when running high RAP content. Meanwhile, its BG 1800 batch plant series introduced in 2019 is capable (with additional drum options) of producing up to 70% RAP and its modular design can accommodate upgrades as plant operations grow. Customizable to meet local requirements, the BG 1800 plant delivers 120 tons per hour when handling feed materials with up to 3% moisture content. The plant’s mixer has a capacity of 1,800 kg and can take up to 2/5 of RAP. According to the company, RAP can be incorporated into mix in the BG Series plant by way of the dryer drum or through the mixer unit. RAP is added to the aggregate in the drum through a RAP collar. Via the mixer, RAP is fed into a surge hopper on the batching tower.
The Astec Double Barrel XHR is capable of running mix with up to 65% RAP. The V-PAC system allows for lower exhaust temperatures when running higher RAP content as well.
TRENDS IN CUTTING EMISSIONS, NOISE, DUST AND SMELLS Thanks to ongoing new technologies, asphalt pavement production has emerged as an efficient green process that keeps emissions in line with local regulations, suppresses dust and noise, makes very high use of recycled content in mixtures as noted above, and significantly saves costs for producers, contractors and state transportation budgets. Ammann offers varied soundsuppression packages to meet specific customer needs, according to the company. The efforts start with equipping burners with variable speed motor drives, which are much quieter, and stack silencers, which control exhaust noise. Sound-suppression options can range up to cladding an entire plant to look like a commercial building in an urban office park. “Regarding dust, Ammann plants remove dust through a highly efficient baghouse filter,” Perkins said. “It
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INNOVATION FOR THE FUTURE
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PRODUCTION NOTES actually lowers exhaust dust to less than 0.0044 gr/ft3, which is an exemplary benchmark. We are currently working on reducing this value significantly again, to < 0.0022 gr/ft3. “We focus on dust reduction points for further improvement. Taking measures at the cold feeder, load-out, skip hood, overflow silo, filler loading area, screen, belts and transfer points makes a big difference. That’s in addition to the efforts provided through the baghouse.” The biggest reductions in indirect CO2 emissions result from the implementation of RAP, with the main focus on trimming CO2, volatile organic compounds (VOCs), nitrogen oxides (NOx) in the combustion process and on reducing the residual dust content after the baghouse, according to Ammann. In addition, the use of new fuels is a continued focus through renewable energy sources or, in some cases, converting a waste product into fuel, conserving natural resources and putting less pressure on landfills. “We expect that in the near future other fuel types such as hydrogen will significantly reduce gas emission values,” Perkins said. “These fuels will also be much more important in our industry. Ammann is already working on solutions to be prepared for this.” Another big trend in asphalt production in recent years has been the increased use of warm-mix asphalt (WMA), various technologies that allow producers of hot mix asphalt (HMA) materials to lower mix temperatures some 30°F to 120°F lower than for traditional HMA, according to the FHWA. In addition, less energy used during WMA manufacturing typically reduces fuel consumption by 20%. The FHWA adds that the use of WMA reduces paving costs, extends the paving season, improves asphalt compaction, allows asphalt mix to be hauled longer distances at lower transportation costs, and improves
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working conditions by reducing exposure to fuel emissions, fumes and odors. The latest WMA technologies also reduce asphalt binder viscosity while adding additives to the mix allowing the binders and aggregates to be mixed at lower temperatures and makes the mixture easier to manipulate and compact, according to FHWA. SOLUTIONS AVAILABLE FOR TIGHTER BUDGETS Even asphalt producers with limited financial resources or that are still reluctant to adopt a strict sustainability commitment can take internal steps to effectively improve plant efficiency, save money, reduce emissions, eliminate waste and lower overall energy consumption.
A potential cost-saving option might be to purchase a relocatable asphalt mixing plant rather than a stationary facility. Astec Inc.’s M-Pack plant, for example, features full-size control rooms, large silos, high production capacity and suitable maintenance access. It is engineered as a set of modules transported by truck and bolted on site. Of course, those who are not ready to replace an entire asphalt plant might consider upgrading an existing
plant’s outdated control system, which can significantly improve operational efficiency, reduce fuel consumption and decrease emissions. In addition, retrofit systems are offered by many manufacturers today that meet the same standards as newer plants in the handling of certain asphalt-mixing processes. For example, the new Astec Versa Jet burner as a retrofit can be configured to meet individual production requirements, reuse an existing fuel train, work with present controls and be relocated to a different asphalt plant if the need arises. Plant owners can determine the level of the commitment. Retrofit customers can incorporate a new dryer, which optimizes heat transfer, reduces emissions and enables the use of an expanded range of materials, including RAP. Other options may include environmental upgrades to the bitumen tank and baghouse, incorporating noise reduction solutions and a range of technological improvements, including revamped burners and mixers. Whatever the requirements and size of budget, the federal government’s close attention to green processes, recycling, lower energy consumption and reduced emissions, along with the asphalt industry’s already environmentally friendly manufacturing technologies, offers producers and contractors a growing variety of valuable options as the decade progresses. Mike Botta is an experienced publisher, handling special coverage and projects for a variety of business publications.
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JOBSITE INNOVATIONS
How to Navigate
AIRFIELD PAVING PROJECTS
Attention to detail and a focus on quality are critical for successful airfield paving
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ith nearly 85 percent of all airport runways, taxiways, and aprons constructed from asphalt, airfields present a significant opportunity for asphalt contractors willing to tackle the quality demands required to meet stringent airfield pavement specifications. To put the market segment into perspective, U.S. airfields have approximately 460 million square
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yards of paved surface - or the equivalent of nearly a quarter of surface area of the U.S. Interstate highway system. But, paving airfields is not for the faint of heart. “Airfields are significantly different from typical road construction,” notes Mark Blow, P.E., senior regional engineer with the Lexington, KY-based Asphalt Institute. He says airfields face much heavier loading than roadways, while being traversed by aircraft with much higher tire pressure than cars and semi trucks. These factors drive the need for higher quality construction materials and tighter construction tolerances.
Paving has to take place quickly and during off peak hours because airports depend on the landing fees that are collected each time a plane takes off or lands. Work must often be scheduled in the short window between the last flight of an evening and the first flight of the next day. USE QUALITY MATERIALS Deteriorating pavement conditions are the most likely trigger for airfield pavement projects. “Foreign object debris (FOD) is a huge issue in the airfield world,” Blow says. “It is quite often a parameter that triggers
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JOBSITE INNOVATIONS
Deteriorating pavement conditions are the most likely trigger for airfield pavement projects, aimed to help prevent foreign object debris (FOD).
rehabilitation of a runway.” FOD can occur if there is any cracking, raveling or spalls in the pavement. The loose material can be picked up by aircraft engines and cause significant damage. Once conditions necessitate rehabilitation, airfield projects are typically funded via Federal Aviation Administration (FAA) grants. To receive those funds, which amounted to $3.2 billion in the last year available, paving projects must meet FAA guidelines, with the guiding specification being FAA P-401. Historically, all airfields had to meet the requirements laid out in P-401. With more recent updates to the specification, however, smaller
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airfields, such as those with aircraft under 30,000 pounds, may now incorporate state DOT paving specifications for airfield pavements with minimum changes. Midsize airfields, with aircraft from 30,000 to 60,000 pounds, may be allowed to use state specification materials with the appropriate FAA modification of standards. Airfields with larger aircraft must continue to conform to the original specifications. Contractors should use a quality crushed stone with a focus on proper material gradation. Some airfields are paying increased attention to the aggregate’s LA Abrasion rating to ensure better performance and reduce
pavement shoving, which can occur when the asphalt surface course slides over the base course of the pavement. “You have to use better materials,” Blow says. “You want as long a life of pavement out there as you can get because you don’t want to have to shut down an airfield.” FOCUS ON COMPACTION RATES One key difference between highway and airfield pavements relates to compaction. The amount of compaction required in airfield pavements is significantly higher, Blow says, and failure to meet compaction requirements includes stiff penalties.
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JOBSITE INNOVATIONS
Material density is first tested in the lab to determine the theoretical maximum density, or TMD. Specifications require the contractor to meet the same density as achieved in the lab when the mix was designed. If the average mat density falls below 96 percent, it must be removed and replaced at the contractor’s expense.
“You have to pay attention to what you’re doing,” Blow says. Typically, the pavement will be rolled faster and with more repetitions than a highway pavement. When using unmodified asphalt binder, the use of pneumatic rubber-tired roller may be helpful during intermediate compaction. Proper lift thickness is critical in achieving density
in the mat. Paving lift thickness must be no less than three times the nominal maximum aggregate size (NMAS) of the mixture. Four or five times the NMAS is better and will help provide a tighter surface that is more dense and less permeable. “You just have to have a much tighter operation and pay attention to what
E Proper compaction is critical, and subject to stiff penalties. If the average mat density falls below 96 percent, it must be removed and replaced at the contractor’s expense.
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JOBSITE INNOVATIONS
To prevent future FOD concerns, the FAA requires all unconfined longitudinal joints to be cut back 6 inches from an unconfined edge. Many use a cutting wheel attached to the drum of a roller.
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you’re doing to get that density,” he advises. Monitoring density throughout the process using a density gauge is essential in meeting specification compliance. PAY ATTENTION EDGES AND JOINTS When compacting a first pass of asphalt that is not confined, the roller should overhang the edge of the unconfined material by 4 to 6 inches during compaction. It is very difficult to achieve the specified density at a longitudinal joint. In order to prevent the possibility of a permeable joint, that could eventually lead to future FOD problems, the FAA requires all unconfined longitudinal joints to be cut back 6 inches from the unconfined edge. Many contractors use a cutting wheel attached to the drum of a roller to trim the outside six inches of pavement. When rolling the first pass on the confined side of a longitudinal joint, the entire drum should be on the hot mat with the roller edge approximately 6 inches to 1 foot from the joint. On the second pass, the hot side can be compacted by overlapping the joint which allows the maximum amount of compactive effort to be focused on the 6 to 12 inches of material directly adjacent to the longitudinal joint. It is easier to cut back material at paving joints while the mix is warm. It is also critical to cut straight, so Blow recommends using stringline and equipment that is well controlled or with a long wheel base to achieve that cut. Some pieces of equipment, such as a skid steer loader, make it very difficult to achieve the straight, clean cut required for longitudinal airfield joints. USE A FUEL-RESISTANT MIX WHERE NEEDED One common trouble spot for airfields can be along aprons or other areas that are subject to fuel spills. Coal tar sealers, which are resistant to fuel denigration, have often been used in these areas. A newer trend, however, is the use of the fuel-resistant asphalt found in the P-404 spec. It incorporates a high percentage of highly modified liquid binder, such as PG 92-28. “We’re seeing extremely good performance with those products,” Blow says. “It’s an extremely durable mix. In fact, it has applicability beyond fuel spills, with some airports using it on runways and taxiways to prevent ruts due to braking and turning movements of commercial jets. The Asphalt Institute offers an airfield paving clinic. For more information, visit www.asphaltinstitute.org/training/seminars Therese Dunphy is an award-winning journalist who has covered the construction materials industry for more than 30 years. Therese Dunphy is an award-winning journalist who has covered the construction materials industry for more than 30 years.
For more information on airport paving, visit ForConstructionPros.com/21067061
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ASPHALT PLANTS AND
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PRESERVATION UPDATE |
JESSICA LOMBARDO, EDITOR-IN-CHIEF
Preparation “Key” to
RUNWAY REHABILITATION PROJECT
Dunn Roadbuilders coordinates six mills and uses one paver to help reconstruct Key Field airport runway in Meridian, Mississippi
R
unway reconstruction projects are not known for being easy. They require extensive planning, extra coordination and an acceptance of risk for delays that might happen during
tight timelines. Dunn Roadbuilders knew all of this heading into the reconstruction of Runway 1-19 on Key Field at Meridian Regional Airport and prepared accordingly. The town of Meridian's Key Field Airport is home to the longest public runway in the state of Mississippi. It had been 20 years since the runway had been worked on and the Airport Authority knew shutting it down for reconstruction needed to happen, but they needed closure time to be minimized. For two years, the Meridian
Airport Authority had been planning the rehabilitation of the runway and they knew they had to get it right. The runway consists of 8,000 feet of asphalt with 1,000 feet of concrete at each end. Dunn Roadbuilders was hired as the prime contractor on the project. They were tasked with coordinating the extensive work that needed to be done. "The asphalt runway was to be milled, then a stress relief layer was needed to eliminate reflective cracking," Teresa McDonald, project management coordinator at Dunn Roadbuilders says.
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PRESERVATION UPDATE
To maximize reconstruction time, Dunn worked with subcontractors to mill in echelon on the project, removing 14,000 tons of material in one night.
Meet The Team A project of this size needs plenty of help to execute properly. Meridian Airport Authority – Owner Engineering Plus – Engineering Firm Dunn Roadbuilders – Prime Contractor (Asphalt Laydown and Milling) Subcontractors included: • Huey P. Stockstill, LLC – Milling (1 machine) • Mill It Up, LLC – Milling (2 machines) • RJM McQueen Contracting – Shoulder Material and Stress Relief Layer • Sunbelt Sealing, Inc. – Joint Repair • Cardinal Grooving, LLC Trapezoidal Grooving • Woodall Electric, Inc. – Electrical / Lighting Adjustments • Gulf Coast Solutions, LLC – Erosion Control • Hi-Lite Airfield Services, LLC – Striping / Pavement Marking • APAC – Asphalt Production
"Then asphalt leveling was needed to correct the cross slope. This was followed by an asphalt overlay, shoulder material, runway light adjustments due to the leveling, joint sealant on concrete sections, asphalt grooving and striping." On August 16th 2021, the runway was closed and work began. For 7 days, 24 hours per day, crews worked and flights resumed as usual on August 24. MILLING IN ECHELON In order to maximize their time, Dunn worked with a team of subcontractors to execute the project. Milling of the existing asphalt was done in one shift to expedite the work. There were six
milling machines on site, working from 7 p.m. until 8 a.m. the next morning to remove 145,000 square yards of material. To move this much material in such a short time, Dunn worked with two other milling subcontractors, Huey P. Stockstill, LLC and Mill It Up, LLC, to bring a total of six Wirtgen 220i Milling Machines to the jobsite. "A lot of effort went into preplanning the project and coordinating milling and trucking," McDonald says. "We ultimately started milling at the center and checked thoroughly to maintain the correct cross slope. A second machine followed behind on the opposite side of the centerline. All of the
other machines followed behind and matched the initial first pass cross slope to maintain the correct slope across each side of the 150-ft.wide runway." Each machine had multiple dump trucks assigned to it and the material was stockpiled on site to improve logistics. In all, almost 600 truckloads of material were removed for a total of 14,000 tons in one night. “It was very intense work for those 14 hours,” Jason Wooten, vice president of operations at Dunn Roadbuilders adds. “We milled 145,000 square yards and stockpiled it on site to keep our trucks close which allowed our operations to keep moving all night.”
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Milling was immediately followed by the stress relief layer, which was performed by another subcontractor, RJM McQueen Contracting. “The project owners knew there needed to be some repairs done due to cracks in the existing pavement, so we recommended a stress layer,” Wooten says. “That would seal the cracks and after the stress relief layer was performed, it would give relief so the cracks would not reflect through to the new surface. This layer would perform double duty, sealing the cracks and not letting them reflect
back to the surface course.” That was completed Tuesday morning and paving of the leveling course began that night. “The pavement was 170-ft. wide, but the actual runway was 150-ft. Wide,” Wooten says. “The shoulders on the outside were not at a continuous cross slope so we needed to correct that first and now we have a continuous slope all across the runway.” The leveling course was a FAA P-403 nonpolymer mix.
PAVING BETWEEN RAINDROPS As with any project, work has to happen around the weather. This is particularly worrisome when your timeline to complete the work is one week. After the stress layer was installed, crews immediately began the process of paving. August 18th, the second day the runway was closed, crews paved 30-ft. of the 150-ft. wide runway. “We used a 60-ft. contact ski for the centerline with the milling machines and followed that same design on the first pass with the paver,” Wooten says. “That allowed us to achieve smoothness more easily and we did not have any ride disincentives. The contact skis gave us a smooth ride”
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The entire construction team at Dunn was dedicated to working on this project, ensuring the runway was opened on time.
Grant Moves Project Forward In March, the Federal Aviation Administration announced awards totaling more than $627.7 million in fiscal year 2021 funding for infrastructure and safety projects through its Airport Improvement Program or AIP. These grants are seen as an investment in safety and continued innovation. In March, it was announced that the U.S. Department of Transportation, on behalf of the Federal Aviation Administration, was awarding grants to 26 facilities across the state of Mississippi and Key Field was one recipient of the funds. Last paved in 1999, the pavement on the Key Field Runway was in need of repair, but they also wanted to strengthen the runway so it was able to carry heavier loads. After two years of planning, Key Field received a $6.5 million grant to get the work done right away. “We are excited...to be able to bring the money into the community and hopefully help the economy in the community,” said Meridian Airport Authority president Tom Williams, “but also to keep Key Field as a viable, strong aviation facility for Mississippi.”
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The crew encountered challenges however, when rain showers popped up throughout the paving days. “We had three or four rain delays that cumulatively were 20 to 24 hours," Meridian Airport president Tom Williams says. "We lost a day due to rain because they couldn't pave on a wet surface. The contractor was phenomenal though. They came into this with the right can-do attitude. Everyone has worked together. They coordinated beautifully.” “Once we got in on Monday, we never left until the work was done the following Tuesday,” Wooten adds. “All we did was stop and wait for the rain to pass, broom and dry the area and start back up.” Dunn had crews working on the project every hour of the 7-day shut down. They operated two paving crews, one day shift and one night shift, who put down around 2,000 tons each shift using only one paving train for the runway surface course. The highest tonnage in a 24-hour span totaled just over 7,000 tons on Saturday which allowed them to make up time due to rainfall the previous days. Dunn also made sure they would be able to keep working if any unforeseen breakdowns were to occur. “We did have backups ready for any breakdowns just in case,” Wooten says. “But reliable and dependable equipment is key to these projects.”
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In all, Dunn put down 25,506 tons of asphalt on the runway, finishing the project on time, despite the weather and logistical challenges. The surface course was a standard FAA P-401 Polymer mix supplied by APAC of Meridian. “APAC was geared up and they gave us their plant for the week because we were running day and night,” Wooten says. “Our whole company was dedicated to this site and there was a lot of coordination. The preparation and coordination with the Meridian Airport Authority, Engineering Plus, suppliers, subcontractors and crews in the beginning is what set the stage for this to be a successful project. I am really proud of our team that worked on this project; hard work, commitment and teamwork made this success possible. It was an honor to be a part of a team that was able to execute such a large project in a very short amount of time.”
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THE LAST EXIT
AI
in Construction: Beyond Autonomous Machines
SOMKID/ AdobeStock
Artificial intelligence is all around us. Here’s how it is being used today to improve construction change orders, jobsite safety, equipment maintenance and reduce labor demand
AI
, short for artificial intelligence, is practically everywhere in our personal lives. Did you ask Siri or Alexa a question today? Did your smart thermostat adjust the temperature in your house as you woke up this morning? Did Netflix recommend a new show when you settled down on the couch? These are all examples of AI in action. Just as AI is becoming an integral part of our daily routines, it’s turning up more often on the job, too. Your mind may jump first to semi-autonomous machines. That’s a great example of
AI in construction, but it’s not the only one. Here are five other ways to incorporate AI into your projects to improve safety, reduce costs and enhance productivity: • Create virtual project duplicates. Many building information modeling (BIM) systems use AI to convert information from designers, architects and engineers into a virtual duplicate of the site or building under construction. By creating a single design for all project teams to follow, BIM reduces the time and costs associated with changes and rework. It also makes it easier to create timelines, estimate costs and predict building sustainability more accurately. And if modifications do occur, AI can do what other building design programs cannot — update plans in real time. • Monitor site security and safety. Traditional cameras often use motion sensors to trigger alarms, but debris, stray dogs and even birds can trip them. Integrating cameras with AI lessens the chance of false alarms. AI can recognize a person on camera and alert authorities to investigate, preventing damage and theft of equipment and materials. You can also use facial recognition tools to monitor unsafe behavior on-site. AI can identify hazardous conditions from videos and photos and report them to you, so you can tailor safety briefings or operator training to address any concerns. • Direct traffic in real time. Not only can onboard AI systems alert equipment operators to potential collisions with structures or other equipment, but they can even learn how people move around on-site over time. You can use that information to optimize scheduling and reduce
congestion. Better traffic flow means more efficient operation and fewer accidents that could cause injuries, damage machinery or slow down the work. • Predict maintenance. Rather than scheduled maintenance that requires servicing equipment at set times, AI-enabled predictive maintenance uses sensors and performance data to determine the most optimal schedule. That means no piece of equipment gets unnecessary servicing or waits until it breaks down to receive upkeep. Avoiding unnecessary maintenance frees those in charge of repairs for other tasks and keeps valuable equipment working, reducing costs and downtime. • Precast components. AI systems can supervise the manufacturing of precast components off-site while your team tends to more important jobs on location. Once completed, precast pieces can be shipped to your site, where experts can install them in the field. Using AI to make better use of your skilled workers is a smart way to deal with labor shortage issues and complete tasks more efficiently. Clearly, there are plenty of ways to put artificial intelligence to work in construction — these five examples are just the tip of the iceberg. AI is no longer the “future” of work. It’s here today and delivering big advantages in production, safety, cost-efficiency and more.
For more information on AI and road maintenance, visit ForConstructionPros. com/21103212 Lonnie Fritz is a senior market professional, construction at Caterpillar Inc.
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BUILT TO CONNECT
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