ASPHALT PRESERVATION / DOT CORNER / ASPHALT RESILIENCY

HOT BLOODED
BLOODED
Warm Mix Asphalt advocates are passionate, and they’re
converting more in the industry each year

MARCH 2024
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 CONTENT
MARCH 2024 / VOL. 62 / NO. 3

12 8

FEATURES

08 I LOVE WMA 16 DURABILITY IN THE

How New York embraced Warm WOLVERINE STATE
Mix Asphalt Interesting Return on

12 RUNOFF CAPTURE
Investment for taxpayers
in Michigan
36
How using Heavy Duty porous
asphalt will help your road against 20 TREATMENT RESEARCH DEPARTMENTS
the elements An ambitious project
promotes ways to extend the
life of asphalt pavements 05 LETTER FROM THE EDITOR
Lessons from Springfield
24 KEEP ON ROLLING
The IRA hits the Accelerator
06 LAW
on Low-Carbon Procurement Connecting the Dots

36 EQUIPMENT
28 THE STRATEGIC SELECTION Electric Propulsions Now
OF MATERIALS Used in Asphalt Pavers
In the face of climate change,
asphalt resiliency is crucial 38 OPINION
ON THE COVER Shifting Tides
Bothar Construction places a
6.3mm Warm Asphalt Mix on S.R.
32 PLANNING FOR THE 41 AD INDEX
13 in Horseheads, N.Y. UNPLANNED
Photo credit: Elmira Road Materials (Jeff O’Brien). How to improve transportation 42 ROADS REPORT
resiliency Law and Order

MARCH 2024 / ROADSBRIDGES.COM 3

 LETTER FROM THE EDITOR
PUBLISHED BY
ENDEAVOR BUSINESS MEDIA
30 Burton Hills Blvd., Ste 185
Nashville, TN 37215
800-547-7377

STAFF
SENIOR MANAGING EDITOR
Gavin Jenkins
Lessons from Springfield
GJenkins@Endeavorb2b.com
412-995-0095 The IIJA is not enough and action is needed
DIGITAL EDITOR
Ryan Curtiss
RCurtiss@Endeavorb2b.com
856-723-4765 “THE SIMPSONS” HAS been on America’s leaders ignored our crumbing
ASSOCIATE EDITOR television since 1989, and I believe the infrastructure for decades. The IIJA won’t
Harlee Hewitt best episode is from its fourth season. It undo that kind of neglect.
HHewitt@Endeavorb2b.com
918-927-9622 is titled, “Marge vs. the Monorail.” According to the Report Card for
VP, GROUP PUBLISHER Written by Conan O’Brien, the episode America’s Infrastructure in 2021, which
Mike Uliss
MUliss@Endeavorb2b.com
aired on Jan. 14, 1993, and this is its plot: is released by the American Society of
920-563-1775 Mr. Burns, who owns the power plant, Civil Engineers (ASCE), our infrastructure
GROUP PUBLISHER is caught dumping nuclear waste in received an overall grade of C-.
Brandon Williamson
BWilliamson@Endeavorb2b.com Springfield park by the Environmental In a few years, when the IIJA’s funding
512-739-2102 Protection Agency. Mr. Burns is fined $3 pipeline has gone dry, will this grade be an
MEDIA ACCOUNT EXECUTIVE million, and the city of Springfield is given A+? How about an A-?
Patrick Keefe
PKeefe@Endeavorb2b.com that money to spend as it sees fit. Anything less is unacceptable.
847-494-7044 At a public meeting, Marge Simpson We can’t wait for the IIJA to end, and
MEDIA ACCOUNT EXECUTIVE urges the townspeople to use the money then start pushing our political leaders for
Mike Mandozzi
MMandozzi@Endeavorb2b.com to repair Main Street, which has a pothole a new bill.
224-313-1323
that swallows cars. It became obvious to millions of Ameri-
MEDIA ACCOUNT EXECUTIVE
Deanna Morgan
But then con artist Lyle Lanley (voiced cans that we needed infrastructure invest-
DMorgan@Endeavorb2b.com by the late, great Phil Hartman), sings a ment on Aug. 1, 2007, when the Mississippi
901-517-0699
song that convinces the citizens to build a River Bridge collapsed in Minneapolis.
CLASSIFIED MEDIA ACCOUNT EXECUTIVE
Rich Thompson monorail that doesn’t work. It took 14 years after that tragedy to get
RThompson@Endeavorb2b.com The moral of the story? Repair your the IIJA.
952-449-1592
roads when you have the chance! Politicians in each political party act
PRODUCTION & CIRCULATION
ART DIRECTOR | Jennifer Dakas
America has that chance right now, and slowly and often waste money on shiny,
PRODUCTION MANAGER
we need to push our leaders to act. monorail-esque ventures that don’t work.
Edward Bartlett But Gavin, the Infrastructure That’s why it’s imperative that industry
EBartlett@Endeavorb2b.com
Investment and Jobs Act (IIJA) became a leaders act now to push politicians in
AD SERVICES MANAGER
Karen Runion law. We had that chance and we already Washington, D.C. to amend the IIJA to last
KRunion@Endeavorb2b.com took it. longer or to introduce a new infrastructure
AUDIENCE DEVELOPMENT MANAGER That’s true. The IIJA is not perfect, but bill (perhaps one that’s less confusing and
Shirley Patino | SPatino@Endeavorb2b.com
it passed with bipartisan support, and it has less red tape).
ADMINISTRATIVE COORDINATOR
Adrienne Miller | AMiller@Endeavorb2b.com has been a success. Perhaps someone can hire Conan
847-391-1036 The $1 trillion law included $550 billion O’Brien to write a song that convinces
SUBSCRIPTION INQUIRIES in new federal spending over five years— everyone to continue building and repair-
877-382-9187; 847-559-7598
Roads & Bridges | RAB@omeda.com including $110 billion in roads, bridges, ing roads and bridges. I’ll even sing it.
P.O. Box 3257 Northbrook, IL 60065-3257
and major projects.
LIST RENTAL
Bart Piccirillo | Bart.piccirrillo@data-axle.com
But President Biden signed the IIJA
Michael Costantino into law on Nov. 15, 2021 — more than two
Michael.Costantino@data-axle.com
years ago.
The IIJA is a massive investment, but
it’s not enough to fix the bridges that need Gavin Jenkins
rescued, let along everything else, and it Senior Managing Editor
CORPORATE
ENDEAVOR BUSINESS MEDIA, LLC
will be over before we know it. GJenkins@Endeavorb2b.com

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EVP ENDEAVOR BUSINESS MARCH 2024 / ROADSBRIDGES.COM 5
INTELLIGENCE | Paul Mattioli
LAW
Connecting the Dots
Showing causation in contracting cases is critical.
IN THIS ASPHALT case, the prime contractor
agreed to perform a $13 million road project for
the South Dakota Department of Transportation
Jon Straw on U.S. Highway 83 in Lyman and Stanley
is a partner with Counties in South Dakota (near the State Capitol
Kraftson Caudle, PLC,
a law firm in McLean,
of Pierre). The prime subcontracted with plaintiff
Va., specializing for just under $3 million-worth of aggregates and
in heavy-highway asphalt paving work. Three asphalt mixes were to
and transportation
construction. Straw
be used: base course, Superpave, and Class S.
can be contacted The plan was to complete all paving work from
via e-mail at jstraw@ about mid-June until mid-September. The Sub’s
kraftsoncaudle.com.
work was subject to inspection and acceptance
by the DOT.
As usual, the terms and specifications
prescribed certain materials testing and acceptable
parameters for passage. Nearly seven months after
the subcontract was formed and only three months
before the project was planned for completion, the
subcontractor submitted the first mix design for the
Superpave to the DOT, which passed testing by
the prime’s third-party lab and with room to spare.
However, the same mix design only marginally
passed the DOT’s internal testing lab.
When something is done
improperly, it does not mean
the alleged damages or delays
followed therefrom.
Concerned about the marginal pass, all parties
collectively agreed to alternative testing protocols,
which took over a month to perform. In early
August, a DOT representative orally informed the
sub that testing of the mix design had passed.
However, only the aggregate testing had passed,
not the mix design. By mid-August, the DOT
formally notified the sub that testing of the mix
design had failed. Thereafter, the prime contractor
and DOT worked together trying to find a suitable
mix design, but they were unsuccessful before
unsuitable weather set in until the following June.
Ultimately, the project was successfully completed
during the following summer.
The sub litigated a claim against the DOT.
(As an aside, it appears the sub litigated directly
6 ROADS&BRIDGES / MARCH 2024
against the DOT despite there being no contract
between them. This is unusual, but not impos-
sible. The court opinions do not explain why.)
Morris, Inc. v. State Dept. of Transportation, 806
N.W.2d 894 (S.D., 2012).
After a nine-day bench trial (with judge, no
jury), the trial court ruled for the sub awarding
over $1.5 million in damages plus over $770,000
in prejudgment interest. The trial court ruled that
the DOT breached the contract in several ways.
Among others, the DOT broke its own protocols
when its representative orally informed the sub
that the testing had passed. The trial court held
this error alone caused enough delay to push
completion of the project into the following
summer. The DOT appealed.
On appeal, the South Dakota Supreme Court
completely reversed the trial court. The Supreme
Court found that the trial court failed to adequately
connect or explain the improper notification
of testing results to the alleged delays. The
Supreme Court reasoned that even though the
notification was improper, it did not necessarily
delay performance. In other words, the DOT was
not spotless, but the improper act was not the
legal cause the delays. When something is done
improperly, it does not mean the alleged damages
or delays followed therefrom. The appellate court
did not prove the actual cause of delay and it did
not have to. The sub had to prove that.
The appellate court also reversed because the
trial court confused acceptance testing with quality
testing. Generally, quality testing is performed
before installation while acceptance testing is
performed during or after installation. Here, the
trial court found that because the sub’s work
failed the DOT’s acceptance testing procedure
that could have been applied earlier, the DOT
was to blame for not testing and informing the
sub sooner. The appellate court reasoned it was
possible, as happened here, that quality testing
could and was performed and passed while
acceptance testing, which naturally occurred later,
failed. Passage of one did not guarantee passage
of the other.
Parents can use the phrase, “because I said so.”
Claimants cannot.

 

        
         
   

       
   
          


PAVING MATERIALS

WARM MIX ASPHALT (WMA) entered the asphalt industry’s national

cconversation
versation more than two decades ago.
S e then, millions of tons of WMA have gone down across the country, and
Since
iindustry experts
perts still debate the definition of warm mix.
How If yyou put 100 asphalt
halt experts in a room, it would be hard to pin them down on one clear
concept of what meets the criteria to be a warm mix.
New York Once in that room, those same asphalt experts also would likely talk about products that reduced the
embraced production temperature of asphalt dating back to the 1950s and 1960s. Names like “steamed disper-
sion” or “emulsified asphalts” might be discussed. Many of the products were proprietary and didn’t
Warm Mix stick around. Others found local acceptance, and you can see hints of them in work being done today.
Asphalt But the more recent warm mix story begins in Europe. The concept of WMA was developed
in response to environmental concerns following the 1997 Kyoto Protocol, which gave European
By Bruce Barkevich, countries reduction targets for greenhouse gas emissions.
Contributing Companies in Germany experimented with additives like Aspha-min zeolite, while Shell Bitumen
Author and Kolo Veidekke in Norway worked on WAM Foam. Sasobit, a Fischer-Tropsch wax, was used in
Germany as early as 1997.
In 2002, leaders from the National Asphalt Pavement Association (NAPA) went on a European
study tour to Denmark, Germany, and Norway to examine warm-mix technologies. This marked the
introduction of WMA technology to the U.S.
The first field trials of WMA were conducted in the United States in 2004 and 2005. Research
sponsored by various organizations, including NAPA and the Federal Highway Administration
(FHWA), began to investigate the performance of WMA and the potential implementation for use in
everyday applications.

8 ROADS&BRIDGES / MARCH 2024


I remember vividly being on one of the first pilot projects in
the state of New York in Cortland in 2005. New York Construction
Materials Association (NYMaterials), asphalt producers, and the
New York State Department of Transportation (NYSDOT) were
working together on these experimental projects.
The producer/contractor was Suit-Kote Corporation. In
less-than-ideal circumstances, the project pushed ahead as it
was raining on and off. With many white hardhats watching the
paving progress (from DOTs and the industry), the material went
down as if it was being produced at 320 degrees, but it actually
was being produced and placed at 100 degrees less than that.
The pavement behaved no differently than convention hot
mix asphalt. The screed laid a smooth mat, and the rollers
compacted it to achieve proper density. And that pavement
performed for many years.
The traveling public would never understand it was the
beginnings of a major shift in the paving world.
For the next several years, NYSDOT, the asphalt industry,
and many local municipal partners worked to placed WMA
pavements around the state. And roughly one million tons of
warm mix was placed in the following decade.
But we still hadn’t defined what WMA was. In the end, we
landed on this definition: an asphalt mixture utilizing a warm mix
Left: Warm Mix can be raked and shoveled. CREDIT: ELMIRA ROAD MATERIALS
Above: Pallette Stone produces quality Warm Mix Asphalt. CREDIT: PALLETTE STONE CORP.
technology. But this begged another question: What qualified as
warm mix technology?
In a typical process, NYSDOT and NYMaterials worked
together to come up with a testing protocol to approve technolo-
gies for use. The tests included the effects on the liquid asphalt
binders, the rutting potential for the mix, and crack testing.
Technology would be approved for use once it was provided
a mix with a warm mix technology in it, and it was compared
favorably to a control mix. This list grew as acceptance for warm
mix grew. We have had up to 15 approved technologies over
the years.
WMA continued to gain acceptance for use around New
York. But were we really getting warm mix?
Most of the asphalt laid had a warm mix technology in them,
but there wasn’t always a temperature reduction associated
with the mix production or placement. Still, it became apparent
the WMA technologies offered other benefits. Workability of the
mix and compaction were enhanced.
We could pave in cooler working conditions and still achieve
a good, finished product. Raking and shoveling was a little
easier and blended better. All these factors continued to build
on the confidence in the product. Again, was it really warm mix,
though, if we didn’t reduce temperatures.
In 2012, NYSDOT made another progressive move toward
the adoption of WMA. They issued an Engineering Bulletin
(EB) that made warm mix permissive. Basically, a producer or
contractor could switch from hot mix to warm mix as needed.
They just had to communicate any changes to the DOT.
NYSDOT also decided an approved warm mix technology
could be introduced to the mixture as a drop in product. This
means that a new asphalt mixture design for warm mix didn’t
have to be produced or submitted for approval.
If the hot mix design was approved, the producer could
introduce the approved technology in production to the mix and
they could use it as they liked. This was a progressive move, but
MARCH 2024 / ROADSBRIDGES.COM 9
PAVING MATERIALS
Joint Lime Co. paves WMA on I-87 in New York. CREDIT: PALLETTE STONE CORPORATION
it also showed confidence in the product and process that had
gone on for the last handful of years.
Over the next eight years, warm mix asphalt was inter-
changeable with hot mix asphalt. Contractors continued to
realize the product could perform as good if not better than
conventional mix.
Many agencies followed the DOT with this specification
allowance. Local towns and counties adopted the DOT’s
permissive approach. In the end, there were millions of tons
of asphalt mixture with a warm mix technology dropped in,
placed, and performing under the rigors of Northeast traffic and
weather conditions.
What was happening in New York was going on across the
U.S. States were piloting projects, adopting specifications, and
realizing that Warm Mix Asphalt was a viable option to conven-
tional hot mix.
Research continued, but the best research is always placing
mix on a road and watching it perform. With all this work going
on and acceptance taking place, we still never got to a point
where there was a consensus definition for warm mix.
Should it be defined by a production temperature range?
Or was it just mix with a warm mix technology being utilized?
The latter makes it more of a mix enhancer than a true warm
mix. Was it a difference or delta between conventional produc-
tions temperatures to reduced temperatures?
Even today we struggle with defining it, but each state was
and is working toward what warm mix means to them.
Back to New York: On July 18, 2019, the Climate Leadership
and Community Protection Act (CLCPA or Climate Act) was
signed into law. The state’s Climate Act is among the most
10 ROADS&BRIDGES / MARCH 2024
ambitious in the nation and requires New York to reduce
economy-wide greenhouse gas emissions 40% by 2030 and no
less than 85% by 2050 from 1990 levels.
The enactment of the CLCPA forced industry and agencies to
look closely at all their operations, functions and specifications
and determine compliance with the law and its goals.
NYSDOT and the asphalt industry decided it was time to
make another aggressive move. We knew WMA had many
advantages whether at reduced temperatures or not. We had
done millions of tons to prove its performance and value. It
was time to move to full adoption of warm mix, but we needed
to mandate a temperature reduction. So, on Sept. 21, 2021,
Engineering Bulletin EB21-047 was issued.
EB21-047 effectively changed the design manual’s
requirements for paving project. This revision moved NYSDOT
to 100% WMA with a true temperature reduction (295 degrees
at the paver).
For all practical purposes, this was a 20-to-30-degree
reduction in temperatures. New York was the first state to move
in the direction of placing a temperature requirement to WMA.
And the specs now housed new paving items that are referred
to as “404” items.
The “404” designation required the use of an approved
warm mix technology along with the temperature reduction. For
a short period, NYSDOT kept “402” items (conventional hot mix
asphalt) in the specification book. This was to allow for existing
projects to be completed.
But, as of Jan. 1, 2023, “402” items no longer exist in the
specification book. Designers no longer even refer to pave-
ments as warm mix or hot mix. They are now asphalt mixtures
which are placed at 295 degrees or lower.
It may look like NYSDOT was moving aggressively to WMA.
But if you follow the timeline, it was a methodical thought-out
process that allowed for industry and the agencies to have
complete confidence when this final move was made.
The change has been in place for the past two years. As
with any big adjustment, there has been learning curves to the
process. New York has climatic challenges. We call early and
late season (spring and fall), the shoulders of the paving season.
Paving in 80-degree weather is ideal.
When temperatures drop, a paving contractor must be
diligent about their paving and compaction practices. This
doesn’t change with WMA In the end, NYSDOT took steps to
comply with the state’s climate goals along with ensuring that
pavements continue to perform as they should.
NYMaterials and industry leaders continue to work closely
with NYSDOT to move the latest and greatest technologies
forward to be sure that taxpayers money is spent appropriately.
The warm mix story is just one of many positive and progres-
sive moves the asphalt industry is taking. I can’t wait to be part
of what is next!
Bruce Barkevich is Vice President – New York Construction Materials
Association
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RUNOFF CAP
How using At 10 a.m. on March 27, the author will give a lec-
ture, “Construction Methods and Design Elements
Heavy Duty for Porous Pavements,” at the World of Asphalt
porous asphalt Show and Conference in Nashville, Tenn.
will help your POROUS OR PERMEABLE pavement use
roadway takes many forms such as asphalt, concrete,
pavers, open graded stone, structural grass,
against the and other open-graded products. With each
elements of these, the primary goals are typically
runoff reduction, water treatment, and
ground water recharge.
By Thomas C. Baird,
While specific runoff capture requirements
Contributing Author
vary from state to state, permeable
pavements are exceptionally suited to
satisfying most project’s objectives and
regulatory requirements. Porous asphalt is
primarily the selected material for roadways
and parking lots.
In the spring of 2013, Beach Road, the four-
lane, 1.1-mile urban collector, serving the south
shore of Lake George in Warren County, New
York, was reconstructed utilizing a Heavy Duty
(HD) porous asphalt system design.
The project was sponsored by the Warren
County Department of Public Works and
designed by the engineering firm, Barton &
Loguidice, D.P.C. (B&L). The project included

12 ROADS&BRIDGES / MARCH 2024


A crew uses a 10-ton double
steel drum asphalt roller
in Lake George, N.Y.
CREDIT: BARTON & LOGUIDICE, D.P.C.
TURE
PTURE
significant support, funding, and backing from local Lake
George watershed focused groups, the New York State
Department of Transportation (NYSDOT), the Federal Highway
Administration (FHWA), and the New York State Environmental
Facilities Corporation (NYSEFC).
Since the construction of the project 10 years ago, much
has been learned when it comes to effective production,
transportation, handling, placement, and finishing of
porous asphalt. Adherence to these proper techniques and
understanding the importance of regular maintenance will
directly impact performance and longevity.
Originally constructed in 1951, the roadway included a closed
drainage system that collected runoff and contaminants and
discharged it directly to the lake. Since the original construction,
ROAD RECONSTRUCTION
deterioration typical of an upstate New York roadway (potholes,
frost heaves, cracking) were repaired, resurfaced, and
reconstructed.
In 2007, utilizing county, state and federal funds, full depth
reconstruction of the roadway was funded. The reconstruc-
tion included the replacement of the drainage system using
conventional methods and materials.
However, with the desire for more environmentally friendly
highway infrastructure and stormwater management continu-
ing to grow, the project drew interest from the Warren County
Soil and Water Conservation District (WCSWCD) and the Lake
George Association (LGA) as an opportunity to make a positive
impact on water quality for the lake.
The potential to utilize porous pavement for Beach Road was
studied. Background data along the corridor such as historic
photos and soil borings indicated the presence of a sandy, grav-
elly material, ideal to provide the base subgrade for infiltration.
The study showed that the pervious area could be increased
from 0.1 acres to 2.8 acres by utilizing porous asphalt.
Annual rainfall records revealed that from 1995 until 2009, the
region experienced an average of 39 inches of rainfall per year,
which is equivalent to approximately 2.9 million gallons per year,
or one American football field filled with 8 feet of water per year.
The roadway would require a unique design to resist frost
and water inundation because of its proximity to the lake — as
the water table fluctuated with lake elevation where high lake
water events (often during spring snow melt) would temporarily
back-flow into the reservoir course. Design goals were set to
provide capacity to store 5 inches of rain in a 24-hour period
while still accommodating the fluctuating water table. To accom-
plish this, excavating to within 12 inches of the water table was
required to provide a design section thickness of 36 inches (9
inches of porous asphalt, 27 inches of stone).
To account for the influence of ground water, the 21-inch
thick reservoir course is comprised of 100% fractured limestone
sized between 1.5 inches and 3 inches placed on a 6-inch thick
base layer of 100% fractured three-fourth inch limestone.
The larger reservoir stone, with interlocking acute edges,
resists movement and settlement from the fluctuating water
table and compressive loading while providing a 40% to 45% air
void space.
Vibratory rolling with a double steel drum 10-ton asphalt
roller provides the interlocking effect.
Limestone, typically used as aggregate in upstate New York,
and the associated stone dust has the potential to clog the
underlying geotextile fabric unless the stone is washed effectively.
Aggregate washing procedures can be effective; however,
good practice is to utilize as large a reservoir stone as possible
to reduce surface area and the potential for clogging stone dust
accumulation at the bottom of the system over time.
The choker course layer is often the most misunderstood
layer in porous pavement applications. The design for Beach
Road used a 1 inch to 1.5 inch maximum application course of
three-fourth inch of 100% crushed stone installed carefully on
the vibratory rolled reservoir course.
MARCH 2024 / ROADSBRIDGES.COM 13
ROAD RECONSTRUCTION
The choker course is then vibratory rolled until the reservoir
layer and choker course layers are locked in place. The result is
a stable platform that does not rut or displace when the asphalt
trucks are backed up to the paving hopper or when making turns.
This design contrasts with most guidance that calls for 4
inches or more of choker course.
Those in the industry of road building understand that this will
rut easily and result in inconsistent asphalt thickness and density.
Optimum stability was found after two or three passes of
vibratory rolling. This resulted in 70% to 80% of exposed stone
consisting of the three-fourth inch stone choker course and 20%
to 30% of the larger reservoir course stone is exposed.
With traffic volumes in the corridor reaching nearly 9,000
vehicles daily, a heavy-duty asphalt design was also required.
The open-graded base/binder course consisted of a single
7.5 inch loose lift utilizing a polymer modified (PG64-22 ER at
2.5% AC content) asphalt binder compacted to 6 inches with a
target density of 128 pounds per cubic foot.
The top course asphalt mix consisted of 0.6% cellulose
fibers, uniformly graded stone and a polymer modified (PG76-
22ER at 5.9% AC content) asphalt binder.
Placed at a loose lift of 4 inches, the top course compacted
to 3 inches with a density of approximately 133 lb./CF. In total,
2,100 tons of top and 3,800 tons of base/binder were placed.
While the numerous quality control procedures developed
are important, temperature is the most influential metric in the
installation of porous asphalt whether it is production, trans-
porting, placement or finishing. Nowhere in the process should
temperatures exceed 295 degrees Fahrenheit.
Adding fibers to the top course combined with a 290
degrees Fahrenheit mix temperature reduced asphalt drain-
down to less than 0.04%. Draindown is the undesirable process
of the asphalt binder separating from the stone aggregate. This
“draining down” results in less film thickness, reduced adhesion,
and overall reduced integrity of the pavement.
Porous asphalt retains a unique characteristic when
compared to conventional asphalt in that it holds heat well, but
also disperses heat well. The asphalt layer, after placement,
will tend to cool quickly on the surface due to the air voids and
increased surface area exposed to the ambient air tempera-
ture on top and the aggregate from below.
On the contrary, in the center of the lift, these same air
voids provide an insulating effect that helps hold the heat.
Thinner sections of porous pavement have the potential
to cool too quickly and not achieve peak density. The recom-
mended minimum lift thickness for asphalt top course is 4
inches when paved directly over aggregate courses and 3
inches when installed on a porous asphalt base/binder course.
Utilizing a double steel drum 10-ton asphalt roller on
static mode, rolling temperatures generally are 250 degrees
Fahrenheit (surface temperature) for the initial rolling with
three additional passes between 250 degrees Fahrenheit and
150 degrees Fahrenheit.
The critical final rolling temperature range, where peak
density has been consistently achieved, is between 110
14 ROADS&BRIDGES / MARCH 2024
In reservoir course placement, the 100% fractured stone courses are crtical to
stormwater storage, structural support, and in-place density of the porous asphalt.
CREDIT: BARTON & LOGUIDICE, D.P.C.
degrees Fahrenheit and 140 degrees Fahrenheit. Density
spikes of between 3 to 5 lbs/CF can be expected in this range.
There are also special procedures for paving porous asphalt in
cold weather and when unexpected rainfall occurs.
The specifications, process, and quality control procedures
were further refined as part of the $7 million project where the
New York State Department of Environmental Conservation
(NYSDEC) reconstructed the Lake George Beach Day-Use
Area facility, which was designed by B&L.
The project site, located adjacent to Beach Road, included
more than 7,100 tons of HD porous asphalt encompassing
approximately 4 acres of the 10-acre facility.
While concrete, stone, asphalt, and other materials were
hauled along Beach Road to the NYSDEC site, the pavement
system performed as expected and was monitored for deflec-
tions or pavement distress; none was found.
The performance in this situation, and the stability in the
stone course design, provides a strong indication of the
structural stability that can be obtained with a design that
utilizes 20% to 40% air as a component.
Additional scientific testing of porous asphalt systems is
underway at Rowan University in New Jersey, with the construc-
tion of two full-scale porous asphalt systems that were con-
structed in the fall of 2023 and will be highway traffic load tested
in the accelerated loading facility in 2024.
Stormwater runoff is the number one source of pollutants
entering Lake George. By implementing porous asphalt, the
runoff is collected, and contaminants are trapped and treated.
Traffic operational upgrades include improved wet-weather
roadway traction, elimination of hydroplaning, reduction in the
build-up of ice, reduction in road salt usage, elimination of drainage
grates, and the elimination of frost heave and subbase saturation
that leads to pothole formation and pavement deterioration.
Thomas C. Baird, P.E., is a senior associate and partner at Barton &
Longuidice, D.P.C.
ABSORBS
.

ers
Ǝ

Meets all required MASH TL-3

testing standards
 DURABILITY
IN THE
WOLVERINE
STATE
Increasing THE MICHIGAN DEPARTMENT of Transpor-
tation (MDOT) has been using a Life Cycle Cost
the service life of the pavement contribute to
the best return on investment. The industry must
Return on Analysis (LCCA) method for pavement selection innovate and continuously improve its process
Investment since 1985.
For any state-funded project with an esti-
and performance to remain competitive.
Asphalt pavements have remained competi-
for taxpayers mated pavement cost exceeding $1.5 million, tive here thanks to MDOT’s continued partner-
in Michigan the analysis must include those costs associated
with initial construction, future maintenance,
ship with the asphalt industry. From information
sharing to specification reviews, the partners
user delay (for initial construction and future have worked together to increase performance
By Chuck Mills
maintenance activities), and remaining life value. of asphalt mixtures in Michigan.
and Brett Stanton,
MDOT uses these inputs to calculate the Changes have been made in mixture speci-
Contributing Authors
Equivalent Uniform Annual Cost (EUAC) and fications to improve durability. In fine-graded
determine the most cost-effective pavement type. mixtures, the use of coarse-graded superpave
Under this type of pavement selection mixtures was eliminated for top and leveling
process, low initial construction cost, quick con- courses by changing the gradation requirements
struction, and minimal maintenance costs over to remain above the maximum density line. The

16 ROADS&BRIDGES / MARCH 2024


A crew lays asphalt
on U.S. Route 131 in
Grand Rapids, Mich.
CREDIT: DAVE
VANDERWEELE,
RIETH-RILEY
CONSTRUCTION
result: more asphalt cement in the mixture and less segregation
while paving.
To further increase asphalt content in the mixtures, air voids
were regressed only using asphalt cement. This means mixtures
are still designed at 4% air, and then the appropriate amount of
asphalt cement is added to achieve the target voids.
In 2012, the air void target was reduced from 4% to 3.5%. In
2015, it dropped to 3%. This overall regression has increased
asphalt contents 0.4%.
How the asphalt cement is selected has also changed for
high Recycled Asphalt Pavement (RAP) mixtures (18% to 27%
RAP binder by weight of total binder).
The cold temperature properties of the binder have been
lowered with the contractor option to lower the high tempera-
ture. Thus, “softer” binders are used.
The goal is to improve durability by providing protection
DOT CORNER
against low temperature cracking in the asphalt mixture. The
lower temperature of the performance grade for the Capital
Preventive Maintenance Program was reduced, and the result
was a softer design grade of asphalt cement.
For several projects, -28 was used instead of -22. The goal is
to improve the resistance to cracking.
MDOT’s mix design practice was revised by eliminating back
calculating air voids from Nmax to Ndesign. Mixtures are now
compacted to Ndesign to determine the actual air void level.
This increased asphalt content by about 0.1%.
The specification limits for the pay factors and quality assur-
ance/quality control (QA/QC) limits have been changed based
on data from projects.
MDOT uses Asphalt Cement Content (AC), Air Voids (AV),
Voids in the Mineral Aggregate (VMA) and in-place density (via
cores) as pay factors.
The pay is calculated using Percent Within Limit (PWL), a
statistical method that requires consistency and being within
the spec limits. This type of acceptance promotes a uniform,
long-lasting pavement.
Since the implementation of PWL for payment, the spec
limits are reviewed every five or six years. The goal of these
reviews is to increase the quality of the HMA while specifying
requirements that can still be achieved by the contractor.
The latest update increased the upper limit for asphalt
cement content to avoid penalizing HMA that was above the
upper spec limit for asphalt cement but still in spec for the other
three pay factors.
The use of Stone Matrix Asphalt (SMA) also has been
encouraged for use on freeways and limited access roads with
heavy truck traffic. The spec limits for SMA were changed from
VMA and AC to volume of effective binder, and the spec limits
for air voids were changed.
This reduced testing variability that MDOT and the Asphalt
Pavement Association of Michigan (APAM) saw in testing for
pay. The goal of these changes was to encourage contractors
to add asphalt cement to the mix and fairly pay the contractor
for quality mixtures.
There also were changes made to the construction specifica-
tions and test methods to improve pavement performance.
In 2009, informational cores were taken, and a longitudinal
joint density pilot spec was developed and used in 2011 on a
few projects. The next year, all projects had the longitudinal
joint density specification.
A core is taken for every 2,000-foot section, centered over
the joint. The contractor can earn an incentive of up to $1.00
per linear foot of longitudinal joint.
For low density, there is a negative pay adjustment and any
cores below a certain threshold can result in the contractor
having to remove and repave the entire lane width. Since
implementation of the longitudinal joint density specification, a
3% increase (89.8 to 92.8) in joint density has occurred since
its inception.
“We think these changes made in partnership with APAM to
the specs and construction practices will improve the quality of
MARCH 2024 / ROADSBRIDGES.COM 17
DOT CORNER

MDOT PAVEMENT PERFORMANCE SERVICE LIFE COMPARISON

Activity Asphalt Recon Concrete Recon Asphalt Overlay Rubblized Concrete Overlay
2012 2021 2012 2021 2012 2021 2012 2021
Age Age Age Age Age Age Age Age
Construction 0 0 0 0 0 0 0 0
Maint 1 8 8 12 13 7 7 10 11
Maint 2 12 13 16 17 10 11 13 13
Maint 3 16 17 21 23 13 14 15
Maint 4 20 22 16 19 17
Rehab or Recon 33 37 34 36 26 32 25 23

our HMA pavements,” said Nathan Maack, MDOT HMA AVERAGE JOINT DENSITY
Operations Engineer.
94.0
Back-calculated asphalt content was eliminated for 92.9 92.9 92.8 92.8 92.8 92.8
93.0 92.4 92.2 92.3 92.6 92.6
determining specification compliance. Contractors are
% Core Density

given the choice of determining the asphalt cement
content using the ignition oven or extraction. This
allows the contractor to utilize more sound data to
make necessary adjustments.
The allowable fines to effective asphalt cement
ratio were reduced from 1.4 to 1.2. QA/QC monitor-
ing was implemented and shutdown criteria. The
goal is to prevent mixes from being brittle and crack
susceptible.
The Hot Mix Asphalt (HMA) laboratory quality systems
program was implemented, as well. All testing labs must meet
program requirements including passing the annual HMA
Round Robin Testing Program.
Additionally, a certification program, administered by Ferris
State University and complies with the requirements of the
Federal Highway Administration final rule 23CFR Part 637,
ensures all (QA/QC) technicians must complete a standardized
training course prior to testing asphalt mixtures.
This has improved the accuracy and consistency of both
(QA/QC) testing and has significantly reduced the number of
dispute resolution requests. Accurate and comparable test
results are critical for determining specification compliance.
RESULTS
All quality improvements made positively impact the perfor-
mance of the asphalt pavements in the state. An increase in
performance is visible when you drive the roads and also in
MDOT’s pavement management data.
Since 2012, the service life of asphalt pavements has
increased from 33 to 37 years for HMA reconstruction and
from 26 to 32 years for HMA overlay over rubblized concrete
pavements.
The improvements that have been made to asphalt pave-
ments are directly responsible for the improved performance
that MDOT has witnessed in its pavement performance curves.
There has been an increase in the number of HMA
92.0 91.6
90.7
91.0
89.8
90.0
89.0
88.0
Year
reconstruction projects over the last five years.
With such a dramatic increase in estimated service life, HMA
overlay over rubblized could provide MDOT with an economical
and environmentally friendly option for rehabilitation when
reconstruction is not feasible.
The many quality improvements made to asphalt mixtures
over the years have had dramatic impact on the pavement
selection results.
Increasing the service life of asphalt pavements improves
the life cycle cost by lowering the EUAC factor. The continu-
ous improvement has positioned asphalt pavements to
be the pavement type of choice in Michigan. Substantial
increases of service life have a dramatic impact on the
outcome of the LCCA process, couple that with a remaining
service life credit and the EUAC factor for asphalt pavements
is reduced even more.
MDOT’s use of LCCA to determine pavement type selection
ensures that they are maximizing the return on investment
of the taxpayer’s dollars. Quality improvements made by the
partnership between the Department and the asphalt industry
guarantees that Michigan enjoys the smoothest, quietest, and
lowest life cycle cost pavement that money can buy.
Charles Mills, P.E., is director of engineering at the Asphalt Pavement
Association of Michigan. Brett Stanton is the executive director at the
Asphalt Pavement Association of Michigan.

18 ROADS&BRIDGES / MARCH 2024

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TREATMENT
RESEARCH
PAVEMENTS ARE ONE of the most valuable
An ambitious assets for any agency. They deteriorate over
project time and can lose their value if not properly
promotes maintained. It has been known that pavement
preservation activities can help extend the life
ways to of a pavement; however, the information has
extend the been mostly anecdotal.
The lack of data has pushed some agencies
life of asphalt away from developing a preservation program
pavements for fear of placing a treatment that will not
perform well under their conditions.
By Adriana Vargas- To fill this knowledge gap, the National
Nordcbeck, Center for Asphalt Technology (NCAT) at Auburn
Contributing Author University began a pooled fund study in 2012
aimed at quantifying the life-extending benefit
of various types of pavement preservation
treatments.
The initial effort was supported by seven
state Departments of Transportation (DOTs) and
industry leaders, who provided funding for the
research. Full-scale test sections were built on
a low-traffic volume county road in Auburn, Ala.,
minutes from the NCAT main office.
Twenty-three treatments were applied,
including crack sealing, chip seals, scrub
seals, micro surfacing, cape seals, and thin
overlays. Untreated sections were also left in
place for comparison.

20 ROADS&BRIDGES / MARCH 2024


The project required careful
planning to overcome the challeng-
ing logistics of placing numerous
treatments on an open roadway. The
collaboration from stakeholders was
crucial for the successful completion
of the construction stage.
Following construction, the test
sections’ performance was monitored
for the next three years in conjunction
with NCAT’s fifth research cycle. The
results quickly drew attention from
other DOTs, gathering support to
continue the research and expand the
scope of work.
NCAT established a partnership
with the Minnesota DOT’s Road
Research Facility (MnROAD), which
resulted in more states joining the
pooled fund and the construction of
new test sections.
In 2015, treatments were placed
along U.S. Highway 280 near Opelika,
Ala. This location captured higher
traffic volume to determine its effect
on treatment performance. The
experimental design was an extended
version of the original project,
adding more treatment variations and
combinations. This was followed by
A crew performs a the construction of test sections in
micro surfacing test Minnesota in 2016.
section application Similar types of roadways were
on U.S. Highway 280
selected (a county road and a stretch
in Alabama.
CREDIT: NATIONAL CENTER of U.S. Highway 169 near Pease,
FOR ASPHALT TECHNOLOGY Minn.) to capture the effect of cold
climate on the service life and benefit
of the treatments.
Over 20 state DOTs, the Federal
Highway Administration (FHWA), and industry supported the
continuation of this effort.
Overall, 145 test sections – including control sections – are
part of this research project. With a few exceptions, the treat-
ments have remained in place for as much as 12 years without
the need for additional work.
Pavement performance is monitored periodically to quantify
surface distresses, roughness, friction, and structural condition.
The results from the treated sections are compared to the
untreated sections to determine the life-extending benefit of
the treatments, a key input to help agencies make justifiable,
data-driven decisions.
An important part of the analysis consisted of accounting for
the existing condition of the pavement at the time of treatment.
PAVEMENT PRESERVATION
Proper treatment selection is essential for the success of
pavement preservation, and optimal timing is necessary to
obtain the greatest benefit. Results from this research show
that treating pavements while in good to fair conditions yields
the most benefit.
However, this is not always a popular approach as the
driving public may perceive this as resources being allocated
where they are not needed.
A successful preservation program must be accompanied
by a strong outreach effort to educate taxpayers, elected
officials, and even technical personnel within the agency
to obtain buy-in from all parties. Research like the one
conducted by NCAT and MnROAD provides technical
information that can help agencies seek support for
pavement preservation.
The project required careful
planning to overcome the
challenging logistics of placing
numerous treatments on an
open roadway.
Another outcome of the research was the differences
observed due to climate. The deterioration mechanism of
the pavements is different depending on the environmental
conditions, and treatment effectiveness can vary significantly.
However, adjustments can be made to improve the
chances of success.
Chip seals are a cost-effective alternative in warm climates,
sealing the pavement surface, correcting minor distresses,
and improving skid resistance. However, in cold regions the
service life of the treatment was reduced due to snow plow-
ing operations removing some of the cover aggregate.
While a single-layer chip seal may not be able to withstand
such external forces, other variations such as multi-layer chip
seals, scrub seals, and fiber membrane reinforcement have
performed satisfactorily.
The main question in this research project is not which is
the best preservation treatment, but rather what the expected
performance of a particular preservation treatment is given
the local conditions.
No treatment can be considered “the best,” as they
all target different issues. However, the development of
performance models to predict life expectancy is a powerful
tool that can be used in combination with cost information to
determine the most cost-effective option for an agency.
The NCAT-MnROAD partnership has worked for years to
put the outcomes of this research in the hands of agency per-
sonnel in charge of managing pavement networks. Multiple
MARCH 2024 / ROADSBRIDGES.COM 21
PAVEMENT PRESERVATION

journal articles, webinars, and an online tool with performance
data are available to the public.
Phase Two of this long-term research study concluded in
December 2023 but the effort is far from over. A new pooled
fund begins in 2024 for a third phase focused on implementa-
tion and improving the quality of pavement preservation
treatment construction.
The existing test sections will continue to be monitored
and analyzed to improve the deterioration models developed
under the previous phases.
In addition, NCAT and the National Center for Pavement
Preservation (NCPP) will assist participating agencies in the
construction of new test sections within their states. The two
centers will provide technical assistance during planning and
construction through specification review, preconstruction
meetings, training, and inspection. The agencies will share
performance data to be analyzed using the same approaches
developed by NCAT during phases One and Two.
A strong outreach component is part of this new phase to
help in the dissemination of research findings.
Journal articles, webinars, meetings, and the development
of enhanced tools will continue to be part of the research.
Each participating agency will provide a representative to
serve on the Technical Assistance Panel (TAP) to help guide
the research. To date, 16 agencies have committed funding for
this project, with an additional five to six agencies expected
to join. Industry leaders and FHWA will continue to provide
assistance through supporting roles.
No treatment can be considered
“the best,” as they all target
different issues.
Pavement preservation is a proven strategy that can help
extend pavement life.
Research like the one conducted by NCAT and its partners
has provided valuable information for over a decade and is
expected to continue helping agencies make better use of
their resources to manage their pavement networks more
efficiently.
Adriana Vargas-Nordcbeck, Ph.D., is an associate research professor at
the National Center for Asphalt Technology at Auburn University.

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22 ROADS&BRIDGES / MARCH 2024
POLICY
KEEP
ON
ROLLING
The IRA At 2 p.m. on March 26, the author will present a
lecture, “EPDs, Everything You Wanted to Know
Hits the about Environmental Product Declarations But
Accelerator Were Afraid to Ask,” at the World of Asphalt
Show and Conference in Nashville, Tenn.
on Low-
Carbon LOW-BID PROCUREMENT IS a mainstay of
the asphalt paving industry, but there is a
Procurement growing movement among public and private
owners alike to adopt low-carbon procurement
By Joseph Shacat, policies (aka Buy Clean policies).
Contributing Author We have seen a rapid acceleration in the
adoption of Buy Clean policies thanks to new
funding authorized under the Inflation Reduction
Act (IRA) and other federal programs.
Buy Clean is a catch-all phrase for policies
that focus on reducing the embodied green-
house gas emissions associated with construc-
tion products and materials. While there are
many variations of Buy Clean policies, here are
the common traits that these policies share:
• They generally rely on environmental
product declarations (EPDs) to quantify the
embodied carbon emissions associated
There are a variety of federal with manufacturing construction products
programs focused on EPDs
and embodied carbon. But
and materials.
they don't provide fudning for • The information in EPDs will be used to
agencies to adopt Buy Clean inform decision making related to pavement
polices, and this will impact the design, procurement, and/or maintenance
asphalt industry. activities.
CREDIT: PEDAL TO THE STOCK /
SHUTTERSTOCK For public agencies, Buy Clean policies can
24 ROADS&BRIDGES / MARCH 2024
be driven by legislative mandate (e.g., Colorado,
Oregon, and Minnesota), executive order (New
York), or direct agency action (Pennsylvania,
Delaware, and Maryland).
Local agencies have taken a bite at the
apple as well, with the most notable example
being the Port Authority of New York and New
Jersey. State and local agencies are supported
by a variety of federal programs focused on
EPDs and embodied carbon, including the
Federal-State Buy Clean Partnership, the
Federal Highway Administration (FHWA) Climate
Challenge, and the Every Day Counts (EDC)
EPDs for Sustainable Project Delivery initiative.
While these programs focus primarily on
education, training, and information exchange,
they don’t provide funding for agencies to adopt
Buy Clean policies. That’s where the IRA comes
into play.
BUY CLEAN AND THE IRA
Under the IRA, $4.5 billion is earmarked for
programs that will advance low-carbon procure-
ment policies. This includes:
• $250 million for the EPA to standardize
EPDs and assist industry with developing
EPDs.
• $100 million for the EPA to establish a
low-embodied carbon labeling program for
construction products and materials.
• $2 billion to FHWA, who will provide grants
 to federal, state, and local agencies to cover the differential
cost or an incentive for purchasing low-carbon construction
products and materials.
• $2.15 billion to the General Services Administration (GSA)
to cover the differential cost or an incentive for purchasing
low carbon construction products and materials.
Of these, the most salient for paving contractors is FHWA’s
$2 billion Low-Carbon Transportation Materials Grants program.
These grants will be available for agencies that use low-
carbon materials for federal-aid highways and federal lands
transportation facilities, among other eligible roadways. Federal-
aid highways are a 3.9-million-mile network that includes the
Interstate Highway System, primary highways, and secondary
local roads.
The GSA’s $2.15 billion program also has significant implica-
tions for the asphalt paving industry, affecting paving projects
at land ports of entry (at the borders to Canada and Mexico),
federal office buildings, and federal courthouses across the
country. The GSA has identified over 150 low-embodied carbon
projects, of which 82 are expected to use low-carbon asphalt.
Additional federal spending for low-carbon construction
materials is authorized under similar IRA provisions for the
Federal Emergency Management Agency (FEMA) and the
Department of Housing and Urban Development (HUD).
QUALIFYING AS LOW CARBON
For purposes of the FHWA grant program, the IRA states that
construction products and materials must have “substantially
lower levels of embodied greenhouse gas emissions… as
compared to estimated industry averages of similar materials or
products” as determined by the EPA.
In December 2022, the EPA issued an Interim Determination
that defines a cascading set of thresholds. The first threshold is
the best-performing (lowest embodied carbon) 20th percentile
when compared to similar products or materials.
If those aren’t locally available, the next threshold is the
best-performing 40th percentile. If no such products are locally
available, the final tier is for products that are better than the
estimated industry average.
The EPA requires EPDs to be used to determine a product’s
embodied carbon emissions. Estimated industry averages, on
the other hand, will be determined by the implementing agen-
cies (GSA and FHWA). We’ll explore the GSA’s approach first,
followed by FHWA’s.
GSA LOW-EMBODIED CARBON PROGRAM
In May 2023, GSA released its Interim IRA Low Embodied
Carbon Material Requirements. The agency determined its
thresholds based on published EPDs that had been uploaded
into an independent database known as EC3.
The GSA had an urgent need to publish embodied carbon
limits quickly because they have a shorter timeframe to draw
down the available IRA funds than FHWA.
Unfortunately, the GSA limits for asphalt mixtures are not
subdivided by mix type, agency specification requirements, or
GSA IRA Limits for Low Embodied Carbon Asphalt
(kg CO2e/metric tonne of asphalt mixture)
Better Than
Top 20% Limit Top 40% Limit
Average Limit
55.4 64.8 72.6
MARCH 2024 / ROADSBRIDGES.COM 25
POLICY

on a geographical basis. While this is not ideal, NAPA

has a good working relationship with the agency,
which is open to considering more robust approaches
as they become available.
GSA construction projects typically operate on a
best-value procurement system in which contractors
are awarded points based on criteria identified in the
project solicitation. For their low-embodied carbon
projects, contractors are also awarded points based on
their ability to source construction materials that meet
the GSA’s embodied carbon limits.
The higher the threshold achieved (lower embodied
carbon), the more points they are awarded. Thus, the
GSA incentivizes contractors to source low-carbon
materials during the pre-bid phase.

BUILDING A BETTER INDUSTRY AVERAGE The above map shows GSA low-embodied carbon project locations.
SOURCE: U.S. GENERAL SERVICE ADMINISTRATION
Ideally, agencies would collect EPDs for all relevant
mix types over a period of several years to establish
mix type-specific, agency-specific industry averages.
This approach is not feasible within the relatively short
timeframe provided in the IRA. In February 2023, NAPA hosted
a low-carbon asphalt workshop to develop a better approach to
defining asphalt mixture industry averages for IRA implementation.
About 30 industry stakeholders locked themselves in a room
for two days with representatives from the EPA and FHWA.
Together, we developed a framework by which mix type-specific
regional industry averages can be estimated based on a combi-
nation of industry data and analysis of agency specifications.
By developing EPDs, companies will
understand how plant operations
and mix designs affect EPD results.
NAPA launched its first industry average benchmarking
initiative in May 2023 and collected data from more than 300
asphalt plants. The initial benchmarking report is scheduled to
be published this month, and FHWA has committed to using
NAPA’s benchmarking approach as the basis for its Low-Carbon
Transportation Materials Grants Program.
In the meantime, NAPA has re-opened data collection for the
industry average benchmarking initiative and will update the
benchmarking report later this year.
Additional details about FHWA’s grant program are scant (at
the time of writing this article, the program requirements have
not yet been released), but we know the program will move
quickly once it rolls out since the funds must be obligated by
September 2026.
And with funding available to state and local agencies alike,
paving contractors in many jurisdictions across the country can
expect to see low-carbon procurement coming their way in the
next couple of years.
LOW-CARBON PROCUREMENT
The first thing an asphalt mix producer can do to prepare for
low-carbon procurement is to participate in NAPA’s benchmark-
ing initiative.
The more plants that participate, the more representative
(and fair) the industry averages will be for everyone. There is
no cost to participate, and you don’t even have to be a NAPA
member to submit benchmarking data.
The second thing a company should do is to develop EPDs
for at least one of their asphalt plants.
By developing EPDs, companies will understand how plant
operations and mix designs affect EPD results. With the integrated
optimizer tool, companies can then develop plans to reduce
carbon emissions while also reducing mix production costs.
NAPA’s The Road Forward program has a host of resources
available for mix producers to learn how to reduce emissions
through the use of recycled materials and implementing energy
efficiency measures.
Another great resource is the Energy Star APEX program, a
peer exchange group that provides information and guidance
for asphalt mix producers to manage and reduce energy con-
sumption, with opportunities to formally recognize companies
for their achievements toward reducing energy consumption.
I have worked with dozens of companies who have started
down the path of developing EPDs and managing energy.
Almost universally, they have learned that reducing emissions is
cost effective, meaning that they can be more competitive while
they prepare for low-carbon procurement.
Indeed, the future is bright for those who go into this
process with an open mind and a willingness to do things a little
differently.
Joseph Shacat is director of sustainable pavements at the National
Asphalt Pavement Association (NAPA).

26 ROADS&BRIDGES / MARCH 2024

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GALINA_LYA/SHUTTERSTOCK
THE STRATEGIC SELE
At 8 a.m. on March 27, the author will deliver a
In the face lecture, “Got Weather? Get Asphalt! Asphalt’s
of climate Advantages in Resilience to Extreme Events,” at
the World of Asphalt Show and Conference in
change, Nashville, Tenn.
asphalt
AS THE FREQUENCY and severity of extreme
resiliency weather events increases due to climate change,
is crucial the resilience of transportation infrastructure
becomes critical.
By Jo E. Sias, The ability of pavement networks to function
Contributing Author during and after an event is central to maintaining
economic stability, public safety, and conducting
recovery efforts.
Asphalt pavements, which cover a significant
portion of the world’s roadways, possess inherent
resilient features that can be leveraged to withstand
and recover from extreme weather events.
Asphalt pavement not only has properties that
provide the ability to endure extreme conditions,
but it also includes an adaptive capacity to chang-
ing conditions over time and the ability to recover
quickly from disruptions.
The Federal Highway Administration (FHWA)
defines resilience as the capacity to “anticipate,
28 ROADS&BRIDGES / MARCH 2024
prepare for, and adapt to changing conditions
and withstand, respond to, and recover rapidly
from disruptions.”
The Infrastructure Investment and Jobs Act (IIJA)
added to the definition “… including the ability: (A)
to resist hazards or withstand impacts from weather
events and natural disasters or reduce the magni-
tude or duration of impacts of a disruptive weather
event or natural disaster on a project; and (B) to
have the absorptive capacity, adaptive capacity,
and recoverability to decrease project vulnerability
to weather events or other natural disasters.”
This definition emphasizes not just the strength
or ‘hardening’ of the pavement but also its ability to
recover after disturbances and to adapt to changing
conditions into the future, whether they be climatic
extremes or other stressors.
In the specific context of asphalt pavements,
resilience translates to the strategic selection of
materials in the pavement structure, long-life or per-
petual pavement design, and rapid constructability
to ensure traffic can resume quickly post-event.
Material selection is a critical component in the
design of resilient asphalt pavements. The choice
of materials can significantly enhance a pavement’s

JEREMY WARNER/SHUTTERSTOCK
CTION OF MATERIALS
ability to withstand various stressors, adapt to environmental
changes over time, and recover from disruptive events.
Selecting an appropriate Performance Graded (PG)
asphalt binder that can resist temperature extremes is
crucial for resilience.
PG binders are designed to perform in specific temperature
ranges, ensuring that the pavement remains flexible enough in
intermediate and cold temperatures to resist cracking and stiff
enough in hot temperatures to resist rutting.
In regions with high temperature fluctuations or extreme
temperatures, additives or modifiers can be used to provide
enhanced performance.
Polymer-modified binders (PMBs) can offer enhanced resis-
tance to both rutting and fatigue. PMBs maintain their stiffness
at high temperatures and have a more elastic response, which
provides increased resistance to rutting.
The improved flexibility of PMBs resists initiation of fatigue
and low temperature cracking while increased toughness slows
propagation of cracks. The addition of rubber to the binder
improves elasticity, enhances flexibility, and increases stiffness
to provide increased durability and longevity.
Rubber modified materials can also be used as stress
absorbing layers to mitigate reflective cracking. They have
been shown to improve adhesion to aggregates and therefore
reduce stripping potential.
ROAD MAINTENANCE
PQN STUDIOS/SHUTTERSTOCK
Anti-stripping agents can be used as well to reduce the poten-
tial for moisture damage and increase resistance to stripping.
Warm Mix Asphalt (WMA) technologies can be used to
improve the workability of the asphalt mix, allowing for better
compaction and, consequently, a more durable and resilient
pavement structure.
Material selection is a critical
component in the design of
resilient asphalt pavements.
In areas prone to flooding or heavy rainfall, porous asphalt
pavements and open-graded friction courses facilitate rapid
drainage of surface water, reducing standing water and the
potential for hydroplaning.
Aggregate materials for base and sub-base layers can be
selected to allow for rapid drainage and recovery of the load-
carrying capacity of the pavement structure.
Aggregate materials with stiffness properties that are less
susceptible to changes in saturation level and therefore do not
lose as much structural capacity under higher moisture condi-
tions can also be selected. This allows for the fast resumption of
traffic on the roadway, particularly for recovery efforts.
MARCH 2024 / ROADSBRIDGES.COM 29
ROAD MAINTENANCE
Perpetual pavements are designed to last longer than
50 years without requiring major structural rehabilitation or
reconstruction, while only needing periodic surface renewal.
The bottom layer is designed to be fatigue resistant to
prevent bottom-up cracking. The intermediate layer provides rut
resistance and additional structural capacity, and the top layer
resists abrasion and top-down cracking.
This durable design provides perpetual pavements with the
absorptive capacity to handle changing conditions with respect
to traffic and environmental loads.
The design ensures that distresses such as cracking or rut-
ting are confined to the top layer, which can be cost-effectively
milled and replaced with materials selected for changing or
anticipated climate conditions.
The underlying pavement layers remain intact and structur-
ally strong, avoiding costly and time-consuming reconstruction
and contributing to the overall resilience of the pavement.
The strong and relatively thick structure also means that
the pavement’s load-carrying capacity is less susceptible to
changes in the moisture content of the subgrade materials and
therefore is more resilient to flooding events.
Rapid constructability is a term that refers to the ability to
quickly and efficiently construct or repair damaged pavements
after an event.
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This enhances the resilience of the pavement by pro-
viding emergency access, facilitating relief and recovery
efforts, reducing user delays, and making efficient use of
material, equipment, and labor resources during and after
the event.
Asphalt pavements are particularly well-suited for rapid
constructability for several reasons. Temporary pavements
can be placed and compacted quickly, often within hours or
days after an event and can support traffic almost immediately,
which enables rapid resumption of access for relief and
recovery efforts.
Temporary asphalt pavements are easily removed
and replaced with a permanent pavement after the event
and can serve as a strong foundation for the permanent
pavement, enhancing the future resilience of the road to
other extreme events.
Asphalt plants can produce hot-mix asphalt on demand.
They also can adjust the production rate to align with the pace
of construction activities, which facilitates efficient use of avail-
able equipment and labor resources.
The use of WMA technologies allows for paving in cooler
temperatures and longer haul distances, which can be crucial
in post-disaster recovery operations.
Disasters can regularly occur outside of the normal paving
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Rubber modified materials can also
be used as stress absorbing layers
to mitigate reflective cracking.
season. This may make construction, particularly compaction,
difficult. The use of WMA technologies provides a larger
window of workability, allowing construction in colder
temperatures.
After an event, asphalt plants in the affected area may not
be able to operate, so asphalt mixtures must be supplied from
plants further away.
Additionally, the use of recycled materials such as reclaimed
asphalt pavement (RAP) can enhance the resilience of supply
chains by reducing dependence on virgin materials, which may
become scarce during disruptive events.
This can also extend to the effective use of storm debris
in the reconstruction efforts, reducing the need to haul away
materials and the requirements for new materials.
Resilient asphalt pavements also provide substantial
economic and environmental benefits through lower life
cycle costs and prolonged pavement life, delaying major
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ROAD MAINTENANCE
rehabilitation activities, and conserving resources while reduc-
ing GHG emissions over the life cycle.
Sustainable practices such as using recycled materials and
WMA technologies contribute to the resilience of pavements
by ensuring they are less resource-intensive and adaptable to
various conditions.
The resilience of asphalt pavements is a multifaceted
concept that extends beyond durability to include adaptability
and recovery from disruptions.
With the looming challenges of climate change and the neces-
sity for sustainable infrastructure, asphalt pavements provide
opportunities to enhance the resilience of pavement networks.
Through strategic material selection, pavement design,
and rapid constructability, resilient asphalt pavements can
significantly contribute to the stability and safety of transporta-
tion systems during and after extreme events while ensuring
economic and environmental sustainability.
As we continue to innovate and adapt, resilient asphalt
pavements will play a critical role in the infrastructure of
tomorrow.
Jo E. Sias, Ph.D., P.E., F.ASCE, is the director of the University of New
Hampshire Center for Infrastructure Resilience to Climate.
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MARCH 2024 / ROADSBRIDGES.COM 31
PLANNING FOR
THE UNPLANNED
How to improve transportation resiliency
By Rachel Blake, Jody Peace, and Matt Glasser, Contributing Authors

IN JUNE, a portion of the Interstate-95 overpass While major traffic incidents attract national
A debris pile sits collapsed in Philadelphia after a tanker truck crash. media attention, they happen on a smaller scale
where a section Though the city has opened a temporary six-lane nearly every day across the U.S. From car crashes to
of I-85 South was roadway until the overpass is rebuilt, the collapse water main breaks, sporting events or construction,
imploded and has affected commuters and commercial truck we experience traffic delays due to planned and
knocked down,
following the collapse
drivers who rely on I-95, one of the area’s primary unplanned disruptions all the time.
of the I-85 North transportation conduits. In many cases, the frequency of such events
bridge from a fire, An accident of this magnitude, coupled with means that cities have become able to address and
on April 1, 2017 in the consequences on traffic and the supply chain, resolve such issues quickly, and motorists come to
Atlanta. shines a light on the need for more resilient trans- accept minor delays as business as usual. However,
CREDIT: BLUIZ60 /
SHUTTERSTOCK portation infrastructure in the United States. while cities are prepared to handle what we might

32 ROADS&BRIDGES / MARCH 2024

 ROAD MANAGEMENT

consider typical disruptions, many are GDOT and many other stakeholders PLANNED EVENTS
not prepared to apply these solutions to quickly and successfully activated the Unplanned events, such as bridge
larger impacts. plan they had unknowingly been prepar- failures or natural disasters, are often
Everyday impacts present opportuni- ing for years. the primary focus of investment in
ties to practice for large-scale events They leveraged the technology they network redundancy and discussions
so that when major incidents occur, we used daily to push the system harder, on network resiliency. However, the
can be better prepared for planned and ramp up existing contracts with built-in additional benefit of the investment in
unplanned events, making our transpor- flexibility, and organize over two dozen system redundancy and technology is
tation networks more resilient. established partner agencies to deliver a to streamline the response to planned
single goal for the region. special events.
UNPLANNED EVENTS
When Atlanta’s Interstate-85 bridge
collapsed in 2017, the fire that caused
it began during the middle of evening
rush hour. The area was completely
shut down, and traffic on the interstate
and surface streets quickly formed a
ROAD TO
THE
gridlock.
In minutes, engineers pushed down
new traffic signal timing plans to major
roadways to minimize the impact. Large-
scale detour plans and restriping plans
were developed overnight.
Within days, all traffic signals in a
2-mile radius of the collapse that had not
yet been upgraded with new software or MA ST IC
MA CH INE
communication hardware were brought
into the system and operated by a
combination of consultant engineers. Road Maintenance
Despite the potential for major traffic Products & Equipment
disruptions across the metropolitan with Proven Performance
area, delays were contained within a
localized area.
The Georgia Department of
Transportation (GDOT), along with many ROA D SEAL AN TS

stakeholders, successfully managed CRACKMASTER HOT-APPLIED

CRACK SEAL AN TS
this event thanks to the partnerships
built that focused on surface street CRACK PRO
MELTER /APPLI CATORS
traffic operations.
CRACK PRO
The partnerships started with MASTIC MACHINES
efforts to standardize traffic signal
controllers and cabinets with the aim AD
LI QU ID RO
of easing maintenance, and it grew
to standardization around remote Discover the full line of SealMaster
communication methods, traffic signal pavement products & equipment at
sealmaster.net
software, and even naming conventions 800-395-7325
and detector configurations.
These wins built the backbone of
the Regional Traffic Operations Program
(RTOP), an active traffic management
program with over 1,900 signals
operated daily.
Since the I-85 bridge collapse, RTOP SEE US AT
has evolved into a statewide program, BOOTH 2001
encompassing over 9,000 traffic signals.

MARCH 2024 / ROADSBRIDGES.COM 33

 COBB COUNTY CUMBERLAND AREA ADAPTIVE TRAFFIC SIGNALS (SCATS) AND SIGNAL FIBER OPTIC CABLE Above: Aerial view of Cumberland area north of Atlanta on April 20, 2023. Truist Park, where the
Atlanta Braves play, sits to the right. CREDIT: ROB HAINER/SHUTTERSTOCK
Planned special events are not
ones that transportation profes-
sionals react to once they occur,
but they have time to assess the
impacts and prepare a response.
These can range from lane
closures for a weekend 5K
race to major sporting events
attracting tens of thousands
of fans. For smaller events,
planners and engineers might
have just a few weeks to develop
mitigations while larger events
may allow years. Irrespective of
the magnitude however, these
events are almost never planned
far enough in advance to build
new roadways.
In late 2013, the Atlanta Braves
announced a plan to relocate the
team to Cobb County, north of the
city. The timeline allowed for over
Above: Cobb County’s adaptive system and fiber map. Bottom: three years between the official
A MaxTime System map. The maps help improve resiliency when
announcement and the first event
traffic is disrupted. CREDIT: COBB COUNTY DOT, QFREE ,AND GEORGIA
DEPARTMENT OF TRANSPORTATION at the to-be-built stadium.
34 ROADS&BRIDGES / MARCH 2024
In the world of road construc-
tion, three years is barely enough
time to build new turn lanes at an
intersection, much less build new
roadways. It was determined that
beyond a few turn lane extensions,
Cobb County engineers would be
working with the existing transpor-
tation network.
Fortunately, Cobb County had
spent more than a decade invest-
ing in signal technology, including
the installation of an adaptive signal
system around the stadium.
This investment allowed Cobb
County engineers, public safety
officials, and Arcadis to spend the
three years of planning focusing on
how to optimize the existing system
to provide a superior experience
for fans. Ironically, opening day for
the Braves would be during the
I-85 bridge collapse response.
The biggest test came in fall 2021,
when Cobb County hosted a parade

This map shows detours for the Interstate-85 Bridge
closure in 2017.
CREDIT: GEORGIA DEPARTMENT OF TRANSPORTATION
Visit www.roadsbridges.com daily for online exclusives
on pertinent topics in the road and bridge industry.
to welcome the World Champion Atlanta
Braves. Cobb County leaned heavily on
its investment in technology to monitor
and address vehicle and pedestrian
traffic within the area before, during, and
after the parade, including the closure of
a six-lane roadway which carries nearly
34,000 vehicles per day.
Using a series of alternative
routes and technology, Cobb County,
GDOT, and Arcadis staff routed traffic
around the area, responded to signal
equipment needs, and coordinated
lane closures.
After the parade, the team used
cameras and remote signal timing
capabilities to assist in clearing fans
from the area and safely reopen the
roadways. The use of this technology
reduced delay, improved safety for
attendees, and limited the need for
field staff, which reduced resource
needs and improved safety for staff.
MARCH 2024 / ROADSBRIDGES.COM
ROAD MANAGEMENT
RESULTS
As our transportation systems become
more complex, so do the needs and
expectations of the systems’ users.
This makes use of technology even
more essential.
Technology allows engineers and
planners to be more efficient in their
response to such events, increasing
safety and reducing emissions. It is
important that organizations are doing
advanced planning for future events,
investing in technology, and develop-
ing partnerships to help respond to
these events.
Rachel Blake is the marketing
campaign manager for Arcadis.
Jody Peace, P.E., P.T.O.E., is the mobility
management east area lead for Arcadis.
And, Matt Glasser is the National TSMO
account lead at Arcadis.
35
EQUIPMENT

ELECTRIC PROPULSION NOW

USED IN ASPHALT PAVERS
Batteries and motors replace diesel for cleaner operation, less noise, and vibration.
By Tom Berg, Contributing Author

ELECTRIC PROPULSION, now famously sold in because that’s all we need,” Broome said. LeeBoy’s entire
automobiles and trucks, has extended to asphalt pavers, as powertrain comes from General Motors with engineering
equipment manufacturers continue supporting a gradual support from Powertrain Control Solutions.
move toward a carbon-free future. However, market Both e-pavers are aimed at users who want to reduce
acceptance is marked more by curiosity than sales, and only a carbon emissions and noise, which are increasingly important
few of the two available products have been ordered by considerations in urban settings to calm otherwise angry
customers, say representatives from Dynapac and LeeBoy, neighbors. Dynapac’s Prado thus calls its product the City
which introduced them in the last year and a half. Paver. Quietness, cleanliness and lack of vibration also benefit
Dynapac announced its SD1800W e in autumn of 2022, and the paving crew, noted LeeBoy’s Broome: “Where you normally
garnered an order from a construction company in Sweden, would not have a normal conversation while standing on the
according to Joado Prado, the product manager. LeeBoy back of the (diesel) machine, now you can have a normal
showed its 8520C Electric in early 2023 and got an order from conversation” with the electric paver.
a municipality; it will be built in April, said Chris Broome, senior However, while the e-machines are based on diesel models,
product manager. they are not direct replacements. The Dynapac can run about
Each builder replaced the diesel engine, radiator and fuel four hours while laying down asphalt, then needs a recharge,
tank in its popular asphalt-placement machine with an electric Prado said. The LeeBoy’s time limit might be similar, but battery
motor, battery pack and battery cooling system. They retained life depends on the amount of material being handled in a
the same hydraulic systems, now run by a motor instead of given time span, Broome said.
a diesel, and familiar controls so operators need little to no An e-paver does not have the same pushing power as
training to run the electric machines. the diesel version, and “pavers must push a dump truck plus
Dynapac uses 55-kiloWatt 3-phase electric motor and 20 tons of asphalt and its own weight,” he said. Those limits
98kiloWatt-hour lithium-ion battery; LeeBoy’s has a 48-kWh mean current e-pavers cannot lay down the sheer amount of
battery and a 150-kW motor “trimmed back to one-third asphalt as diesels, which contractors do in road and street
paving; there, output can total 500 tons
in a day. But a municipal crew might do
100 to 150 tons, which an e-paver can
handle. And it has an energy advantage.
“Whenever we come to a stop, it
(the electric powertrain) spins down
and we don’t use any power,” he said.
“But a diesel runs all day. So we’re
much more efficient in energy usage.
The emissions on some job sites – in
the future we’re going to see more and
more (bid requests) that specify noise
limits and emissions limits. Government
agencies will specify where you can
use certain machinery.”
Diesels work well for contractors
because they run their machines
During a break, power from a trailer-mounted Voltstack recharges the LeeBoy’s battery. The power pack can
continuously. A big road project employs
also be carried by an F-150-size pickup, the builder says. Higher-density batteries now under development will multiple asphalt-hauling trucks, and
extend the running time and pushing power of e-pavers. CREDIT: LEEBOY they tend to line up, making for quick

36 ROADS&BRIDGES / MARCH 2024

reloading of the hopper and almost non-stop
asphalt placement. But municipal and state
crews work more slowly; only one, two or
three trucks might be involved, and as they
leave the site to get more loads, the paver
pauses and waits as crew members use
shovels, rakes and brooms to groom the
freshly laid material.
During those downtimes, the e-paver can
be recharged. Dynapac and LeeBoy have
trailer-borne provisions for on-site recharging. LeeBoy 8520C E, designed for municipal-scale jobs, is based on a diesel-powered platform but uses a
Broome said LeeBoy’s charging pack is a large GM electric powertrain that includes a battery pack, motor and cooling system. The same familiar hopper,
battery with operating controls and cords controls and hydraulic system are retained. CREDIT: LEEBOY
that weighs about 6,000 pounds – light and
compact enough to fit in the bed of an F-150-size pickup. introduced at the World of Asphalt Conference and Show in
Back at a maintenance and storage facility, an e-paver can be Nashville, Tenn., this month.
charged overnight using industry standard connectors and cords,
and a Level 2 or 3 station that plug into 120- or 240-volt sources.
Charging rate for the LeeBoy is 1 percent per minute. Another Tom Berg is widely acknowledged as one of the
e-paver advantage is reduced maintenance for the absent diesel, top equipment writers in the industry. He has
which makes it more attractive to potential customers. covered construction for more than 34 years
The 8520C E’s electric system is going into a new electric and has test-driven well over 150 trucks.
power broom, Broome said with no attempt at a pun. It will be

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MARCH 2024 / ROADSBRIDGES.COM 37

OPINION
SHIFTING TIDES
Have NEPA changes gone too far?
By Justin Peterson, Contributing Author
THE NATIONAL ENVIRONMENTAL POLICY ACT (NEPA) has
been the focus of the nation’s recent shift in environmental policy.
Given perceived heightened environmental and social awareness
lauded by this generation and polity—particularly the emphasis
on climate change and environmental justice—one would assume
the recent amendments to the nation’s overarching policy for
environmental stewardship would strengthen NEPA.
A reasonable assumption, but an incorrect one.
To evaluate consistency of recent changes to NEPA’s original
intent, we must first understand the circumstances that lead to
the creation of NEPA and its objective.
In summary, following concern over environmental or conser-
vation issues in the 1950s and 1960s, and lack of coordination
across the various federal agencies, U.S. Sen. Henry Jackson
of Washington and his staff created a process to require the
lowest federal decision-maker to identify objectives and impacts
before committing funds for irreversible actions.
Before NEPA, federal agencies would frequently undertake
conflicting actions, such as enlarging Everglades National Park
in Florida while diverting water from the Everglades.
To this end, NEPA’s objective is to “encourage productive
and enjoyable harmony between man and his environment;
to promote efforts which will prevent or eliminate damage to
the environment and biosphere and stimulate the health and
welfare of man; to enrich the understanding of the ecological
systems and natural resources important to the Nation.”
At its core, NEPA is an informed decision-making process
requiring coordination and critical thought. Moreover, it forces
us to think about the effects our actions would have on future
generations.
On June 3, 2023, Congress passed the Fiscal Responsibility
Act of 2023, more commonly known as the “debt ceiling bill.” In
typical fashion, the bill included many elements not germane to
its primary reason: raising the debt ceiling.
Among these included amendments to NEPA, many of which
are carryovers from the Trump Administration’s 2020 changes
to the Council on Environmental Quality’s regulations for
implementing NEPA.
The underlying reason for amending NEPA is economic
growth—the amendments themselves are found in Division C:
Grow the Economy—supported by the fallacy that the duration
for environmental reviews is slowing economic growth.
This is a tenuous argument considering the United States still
has the largest economy (measured by gross domestic product)
and has enjoyed sustained economic growth since 1970, the
year President Nixon signed NEPA into law.
To expedite the NEPA process, the Fiscal Responsibility Act
sets, for example, time and page limits for environmental impact
38 ROADS&BRIDGES / MARCH 2024
statements and environmental assessments. It even allows one
federal agency to use categorically excluded actions codified by
another agency.
These changes presume that NEPA takes too long and is
itself the reason for the delay in project delivery. However, it is
well documented that the most common delays are attributed
to political shifts, design changes, cross-agency coordination,
understaffing, and lack of funding.
The fundamental procedures are not the problem.
But perhaps the most pernicious amendment undermining
NEPA’s original intent is the provision to circumvent the NEPA
process entirely. Rather than following the NEPA process to make
an informed decision that “encourage[s] productive and enjoyable
harmony between man and his environment,” the act unequivo-
cally states an environmental document will not be required if it
conflicts with another law or is a nondiscretionary action.
It’s not difficult to imagine a scenario where the proponent
of a major project, one typically requiring the preparation of
an environmental impact statement, determines it would be
more efficient to lobby Congress to “approve” the action for
economic development reasons, and supports their argument
with dubious claims that if carried out the NEPA process would
put America at a disadvantage.
The amendments are overall inconsistent with NEPA’s
original intent. The unintended consequences of this could
take us back to the very circumstances that lead to the creation
of NEPA in the first place: conflicting actions, uncoordinated
agency decisions, environmental degradation, and diminished
understanding of ecological systems.
Whether it is called NEPA or some other name, a planning
process exists for all infrastructure projects to determine:
• The need (i.e., a problem worth solving) for the action.
• the solution(s) to address the need.
• the constraints or conflicts (i.e., impacts) that may prohibit
implementation of the solution(s).
• strategies (i.e., mitigation) to overcome the constraints.
NEPA gave this process a name and elevated the importance
of multi-disciplinary decision-making. So rather than circumvent the
process, we should embrace it. NEPA was not created to prevent a
project, but to make it more harmonious with its surroundings.
Justin Peterson is a manager of Avenue Consultant’s
Environmental Planning Group. For more than 16 years,
he has implemented the NEPA process to support
informed decision-making for electric transmission
lines, interstate pipelines, renewable energy production,
and transportation infrastructure improvements.
Developments and Insights for Road and Bridge
Construction Professionals

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Prefabricated Steel Truss Bridges
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W.B. EquipmEnt SErvicE company, inc. 866-708-5778
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MARCH 2024 / ROADSBRIDGES.COM 41

ROADS REPORT
Law and Order
Watch where you drive, where you park, and who you’re flashing
JASON EIDEM IS tired of strangers crashing at his
house.
It’s not that he has an issue with unexpected
David Matthews guests spending the night. The Lehighton, Pa.,
has been chronicling homeowner has a problem with strangers literally
the unexpectedly
humorous side of
crashing into his house.
transportation news The most recent accident happened in January
since 2000. The when an 18-wheeler made a right turn in front of
stories are all true.
Eidem’s home and took out the cement barricade he
erected to protect his property.
Eidem told 28/22 News that the sound of tires
screeching and mud splattering as trucks veer off
course has become an all-too-familiar soundtrack.
During the eight years he has lived in the home, he
says “more than 50” trucks have hit it.
January’s incident unfolded like most of the
others, with the driver having no idea he hit Eidem’s
property. This “I didn’t know I hit anything” refrain, as
Eidem put it, has become a predictable excuse.
He attributes the recurring accidents to trucks
disregarding the no-truck designation that the Penn-
sylvania Department of Transportation (PennDOT)
gave his street several years ago due to the tight
turns, like the one in front of his house.
Despite the ongoing challenges, Eidem finds
solace in the support of his neighbors, who rally
to help repair his property after each collision. He
remains hopeful that PennDOT will enforce road
regulations to ensure his safety and bring an end to
years of worry.
“We could make a documentary... documentary or
horror film honestly,” Eidem said.
FLASH FORWARD
A woman in Salt Lake City found it strange how
traffic was suddenly not a problem after buying a
Dodge Charger. In fact, many motorists seemed to
pull over just to let her pass. Turns out they weren’t
pulling over just to get a better look at her new
wheels — it was because of the red and blue flash-
ing lights installed in the Charger’s fog lights.
The woman was unaware of this feature until
she saw a public warning issued by Salt Lake
City police. The notice included a picture of her
new car and a warning that the driver may be
trying to impersonate a police officer in order to
pull over unsuspecting motorists and either rob
or carjack them.
42 ROADS&BRIDGES / MARCH 2024
The woman immediately contacted Salt Lake
City police and explained how she had recently
purchased the Charger and was completely unaware
of the flashing lights.
Turns out the LED lights in the Charger’s fog lights
were an add-on feature that could be set to display
different colors using a smartphone app, and the last
setting used before the woman bought the car was
red and blue.
GETTING KEYED UP
A pair of masked vigilantes have taken to the streets of
Atlanta to save drivers from the dreaded parking boot.
The balaclava-clad pair call themselves The
Boot Girls and are quickly become the most
in-demand entrepreneurs in Atlanta. The former
beauticians go by the names Boot Baby and Boot
Sheisty and have built up a following of more than
140,000 across Instagram and TikTok, where they
promote their services with a simple tagline: “You
got a boot? We can take that [thing] off. It’s $50.”
That $50 is far less than the fees charged by
private booting companies, which often run $75 per
day that the boot is on.
The pair started their business after Boot Sheisty
got booted while visiting Boot Baby at her apart-
ment complex. Instead of paying to have the device
removed, she contacted a friend who had a boot
key. The women decided to buy their own keys and
“ever since then, we just went on our [antics],” Boot
Sheisty told NPR.
Today, the women say they average about 40
boot removals each day.
The Boot Girls’ success doesn’t surprise Atlanta
attorney Matt Wetherington, who has been fighting
Georgia’s parking enforcement industry for nearly a
decade.
“We’re trying to stop what I consider piracy,”
Wetherington told NPR, “because they’re seiz-
ing your property, and you’re not getting it back
until you give them money, and your options for
recourse are essentially nonexistent.”
Not only have The Boot Girls provided some
recourse, but they also have a merchandise line and
a podcast in the works, and they recently put out a
call for new Boot Recruits.
“We’re gonna expand and we’re also going to do
it until we can’t,” Boot Sheisty said.
Make it Last
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