ALSO IN THIS ISSUE: A Deeper Look at the Low-Carbon Transportation Materials Grant Program EPD Requirements Are on the Horizon Diamond Ground Concrete Proves to Be an Effective Way to Preserve Pavements: IGGA Diamond Grinding White Paper Installment 2 of 3 Concrete Construction Improves Roundabouts FALL / 2024 THE OFFICIAL PUBLICATION OF THE AMERICAN CONCRETE PAVEMENT ASSOCIATION / ACPA.ORG PAVEMENT PROGRESS
AMERICAN CONCRETE PAVEMENT ASSOCIATION 9450 BRYN MAWR AVE., STE. 150, ROSEMONT, IL 60018 phone: 847-966-2272 fax: 847-966-9970 WWW.ACPA.ORG TABLE OF C O N T E N T S THE OFFICIAL PUBLICATION OF THE AMERICAN CONCRETE PAVEMENT ASSOCIATION / ACPA.ORG PAVEMENT PROGRESS FALL // 2024 ACPA STAFF Laura O’Neill Kaumo President & CEO Andy Gieraltowski Chief Operating Officer Amber Davis Events Coordinator Eric Ferrebee, PE Senior Director of Technical Services Valerie Kliment Assistant Accountant Tim Martin, PE Engineering Services Consultant Vickie Spielman Director of Marketing and Membership Gary Mitchell, PE Chief of Engineering & Construction Larry Scofield, PE Director of Pavement Innovation Emily Emanuelsen Publications Coordinator, AOE Kristin Dispenza Contributing Writer, AOE ADVERTISING & DESIGN Big Red M 571-814-3443 www.bigredm.com President & CEO Lucas McCann Sales Representative Ronnie Jacko [email protected] Design & Layout Shelby Bigelow 2024 BOARD OF DIRECTORS Ernie Peterson, Chairman Ash Grove Cement Company Don Weaver, 1st Vice Chair Weaver-Bailey Contractors, Inc. Patrick Cleary, 2nd Vice Chair Holcim U.S. Ed Wessel, 3rd Vice Chair Hi-Way Paving Dan Rozycki, Treasurer The Transtec Group Steve Friess, Immediate Past Chair Milestone Construction LP Bryan Beck GOMACO Joey Biasatti Continental Cement Joe Finnegan GCC America Joel Galassini CEMEX Tim Gerhardt Koss Construction Co. Ruben Guerrero Salt River Materials Toby Knott Heidelberg Materials John Leckie Indiana Chapter, ACPA Greg Mulder Iowa Concrete Paving Association Tim Nash Wirtgen American, Inc. Greg Pelkey Shafer Contracting Co. Nathan Reede Reede Construction, Inc. John Roberts Intl. Grooving & Grinding Assn. Dave Sciullo Golden Triangle Construction Jake Steinberg American Highway Joe Weishaar William Charles Construction Concrete Pavement Progress is the official magazine of the American Concrete Pavement Association (ACPA). ACPA is the national trade association for the concrete pavement industry. The primary mission of the ACPA is to lead the promotion of concrete pavement, and align its members, chapter affiliates, and technology partners for effective concrete pavement promotion, advocacy and technical support on behalf of the concrete pavement industry. Founded in 1963, ACPA is the world’s largest trade association that exclusively represents the interests of those involved with the design, construction and preservation of concrete pavements. Copyright © 2024 by the American Concrete Pavement Association, Rosemont, Illinois. The contents of this publication may not be reproduced or distributed electronically or mechanically, either in whole or in part, without the express written consent of the American Concrete Pavement Association. FEATURED ARTICLES 08 RC3 Helps State DOTs Apply for $1.2B in Funding 10 A Deeper Look at the Low-Carbon Transportation Materials Grant Program 12 Diamond Ground Concrete Proves to Be an Effective Way to Preserve Pavements Diamond Ground Concrete Proves to Be an Effective Way to Preserve PavementsCOVER FEARE 16 EPD Requirements Are on the Horizon COVER FEATURE 18 Concrete Construction Improves Roundabouts 20 Supporting Emerging Leaders in the Pavement Industry IN EVERY ISSUE 04 CEO’s Message Unleashing the Concrete Advantage with ACPA’s Resources 23 ACPA News Stay Up-to-date with ACPA 24 Advertiser Index 16 20
CONCRETE PAVEMENT PROGRESS 4 WWW.ACPA.ORG E D I T O R I A L The American Concrete Pavement Association (ACPA) is a contractor-led association, with strong partnerships from the cement, manufacturing and engineering sectors, focused on developing and protecting concrete pavement markets through education, advocacy, marketing and industry technical leadership. As part of our efforts, ACPA provides unlimited technical support and resources to agencies to help engineering professionals enhance their knowledge and understanding of quality concrete applications and innovations. To facilitate where to begin with learning more about concrete, here is a checklist of resources, most of them free of charge, for agencies and other professionals to help with professional development as it pertains to materials selection: • ACPA can help provide specification and technical consultation. All you have to do is reach out and develop a dialogue with ACPA National staff or ACPA’s Chapter State Executives. . ACPA’s Chief Engineer is Gary Mitchell. While Gary can help point you in the right direction, his specialty is aviation and tri-services consultation. Gary can personally assist or help connect you with the right technical expertise, including contacting the state chapter network where ACPA has representation. Gary can be reached at [email protected]. . ACPA’s Director of Technical Services is Eric Ferrebee. Eric’s focus is on highways, roads and streets and sustainability among other things. As one of the primary authors of ACPA’s White Paper on Sustainability, “Concrete Pavement’s Role in a Sustainable, Resilient Future,” (https://www.acpa. org/sustainability-white-paper/) Eric regularly interfaces with FHWA and state agencies across the country. He also is the primary service provider Unleashing the Concrete Advantage with ACPA’s Resources for PavementDesiger.org a free design tool noted below. Eric can be reached at [email protected]. • ACPA has free design tools like Pavement Designer that can help you develop and evaluate pavement designs. This is a great resource for cities, counties and other local agencies to be able to design concrete and cement-based pavements with the best models available. It’s also a good tool for consulting engineers to be able to design not just roadways, but parking lots and industrial facilities as well. Finally, PavementDesigner is being taught by numerous professors, which helps educate the next generation of pavement engineers. • Reduced Carbon Concrete Consortium (RC3)—the RC3 mentioned throughout this edition of Pavement Progress was created in anticipation of the $2B grant funding for Low Carbon Transportation Materials (LCTM) grants. RC3 is administered by ACPA and a group of qualified engineering professionals who can assist state highway and other local agencies with grant applications. More information is provided in this magazine and can be found at https://rc3.acpa.org/. • Tech Tuesdays are lunchtime webinars hosted by ACPA and the Concrete Pavement Technology Center. Designed for agency engineers, recent topics have covered jointing of intersections and roundabouts, best practices for dowel bars and utilizing maturity to evaluate strength gain and more efficiently open pavements to traffic. Recordings of past webinars can be found here (https:// cptechcenter.org/webinars-and-videos/), and you can sign up for future webinars here (https://www.acpa.org/webinars/). You can also email Vickie Spielman at [email protected] to be added to the webinar distribution list. Laura O’Neill Kaumo President & CEO American Concrete Pavement Association
WWW.ACPA.ORG 5 FALL // 2024 FAA, and state and local agencies are often in attendance at our meetings. Further, each of ACPA state chapters have workshops where agency officials are an important part of the robust discussion. A calendar of events can be found online at https://www.acpa.org/events/. Enjoy this edition of Pavement Progress, and we hope to see you in December at our Annual Meeting in Phoenix, Arizona, December 3–5, 2024. Cheers! Laura O’Neill Kaumo President & CEO American Concrete Pavement Association • National Concrete Consortium—the National Concrete Consortium (NC2) (https://cptechcenter.org/nationalconcrete-consortium/) is a semi-annual meeting of state DOT engineers from across the country. The meetings focus on materials, pavements and bridges, and provide an opportunity for DOTs and industry to collaborate and talk about issues and advancements being made. The next meeting of NC2 will occur in Spring of 2025 in Rosemont, IL. More information (and future meeting registrations) can be found here (https:// cptechcenter.org/nc2-meetings/). • ACPA National Events and Workshops— ACPA National hosts two meetings each year in various locations that offer quality technical programs and strong networking opportunities with colleagues. Representatives from FHWA, E D I T O R I A L Contact us today! Ronnie Jacko | 503-445-2234 | [email protected] www.bigredm.com Advertise to Support Your Association!
WWW.ACPA.ORG 7 FALL // 2024
CONCRETE PAVEMENT PROGRESS 8 WWW.ACPA.ORG STATE DOTS FUNDING RC3 Helps State DOTs Apply for $1.2B in Funding The Reduced Carbon Concrete Consortium (RC3), announced in March, was established to disseminate information on reducing carbon in the construction process as well as to assist DOTs and other qualifying entities in pursuing and executing Low Carbon Transportation Materials (LCTM) funding. In addition to ACPA, RC3 members include the National Concrete Pavement Technology Center (CP Tech Center), Concrete Advancement Foundation, National Ready Mixed Concrete Association (NRMCA), the MIT Concrete Sustainability Hub (CSHub), NCE and Sutter Engineering. The first LCTM program milestone was the June 10 deadline for applications, and based on an unofficial tally, RC3 understands that more than 35 state highway agencies submitted applications for funding. Leading up to the deadline, RC3 deployed various strategies to educate and support DOTs with their applications, including but not limited to: • Working directly with the FHWA to clarify the application process. • Developing a website with accessible resources: https://rc3.acpa.org. • Weekly communications with application information and other agency resources. (To subscribe to the ongoing newsletter, sign up at https://rc3.acpa.org.) • Meeting virtually and in person with DOT representatives to provide answers to application questions. • Establishing a library of resources, available on the RC3 website, that includes sample templates for proposals, budgets and schedules, as well as guidance documents. RC3’s communications with FHWA and DOT representatives resulted in an iterative process that guided—and continues to guide—RC3 in providing effective support. During the execution
WWW.ACPA.ORG 9 FALL // 2024 phase of the LCTM program, RC3 will continue its support, making training resources available and continuing to conduct meetings and educational events. “ACPA has helped bring together technical expertise to interface with both federal and state agencies to help make reduced carbon and other sustainability objectives implementable,” said Laura O’Neill Kaumo, President and CEO of American Concrete Pavement Association (ACPA), “We are a resource to assist with grant applications and environmental product declarations (EPDs) and so far, agencies across the country are taking us up on it.” “There have been many lessons learned and questions addressed as we proceeded through the LCTM process,” said Thomas Van Dam, Principal, WJE. “Going forward, what we have learned will be applied to the implementation of the program as we work with individual DOTs and the RC3 as a whole to achieve program goals.” As states move into the execution phase, there will be many common needs and activities. RC3 sees great potential for efficiency gains if states form regional alliances. A cooperative approach will help states minimize efforts in many areas, including training, data collection and the identification of global warming potential (GWP) thresholds in environmental product declarations (EPDs). “FHWA initiatives in addition to the LCTM program, such as the Climate Challenge and EDC7, provide a good model for federal sustainability goals and processes, and may help inform DOTs,” said Kevin Senn, Principal, NCE. The FHWA Climate Challenge—Quantifying Emissions of Sustainable Pavements2 program awards federal funding to DOTs to explore life cycle assessments LCAs and EPDs in materials selection and design. To date, the program has identified more than 35 projects from 27 agencies and provided $7.1 million to 25 state departments of transportation. FHWA technical assistance is provided. The Every Day Counts round 7 (EDC-7)3 program has existed for more than a decade and facilitates innovations that improve safety, sustainability and inclusivity. Initiatives include “Integrating GHG Assessment and Reduction Targets in Transportation Planning” and “EPDs for Sustainable Project Delivery.” The key news for contractors and producers is the requirement for EPDs is ever closer on the horizon. RC3 expects the shift to occur quickly rather than gradually, as clear financial incentives will soon proliferate, and many EPDs will be developed at one time in response. This will be a game changer for contractors and producers competing in the marketplace. “One of the things we’ve learned during our involvement with the LCTM program is that the FHWA has entered a phase of accelerated efforts when it comes to incentivizing sustainable paving,” said Brian Killingsworth, Executive Vice President, NRMCA. “This fact is important for contractors and material producers to know, as sustainability requirements, especially EPDs, will soon be critical to their business practices and we expect them to remain critical even if political winds shift over time.” An award program announced in 2023 by the EPA, Reducing Embodied Greenhouse Gas Emissions for Construction Materials and Products4, will make $100 million in grants available to manufacturers, supporting their development of EPDs. RC3 expects that the support manufacturers and producers receive will result in synergies across the industry, as DOTs begin to require EPDs and contractors make progress with their own EPD development. RC3 and its participating organizations will make various resources available to help contractors and producers learn more, including training programs and presentations at industry events. ACPA has also partnered with WAP Sustainability to provide discounted access to ACPA members to WAP’s EPD tool (called Theta EPD). The link to get started with WAP Sustainability is here5: https://thetaepd.com/signup/acpa If you would like to find out how your organization can best take advantage of the LCTM program, visit the RC3 website1 today. References: 1. RC3 website: https://rc3.acpa.org/ 2. U.S. Department of Transportation Federal Highway Administration (FHWA) Office of Infrastructure, “FHWA Climate Challenge— Quantifying Emissions of Sustainable Pavements,” 2024 https://www.fhwa.dot.gov/infrastructure/ climatechallenge/projects/index.cfm 3. U.S. Department of Transportation Federal Highway Administration (FHWA), “EDC-7 Innovations (2023-2024): Every Day Counts.” https://www.fhwa.dot.gov/innovation/ everydaycounts/edc_7/docs/EDC7Factsheet.pdf 4. United States Environmental Protection Agency, “Grant Program: Reducing Embodied Greenhouse Gas Emissions for Construction Materials and Products,”2024: https://www. epa.gov/greenerproducts/grant-programreducing-embodied-greenhouse-gasemissions-construction-materials-and 5. Theta EPD website: https://thetaepd.com/ signup/acpa STATE DOTS FUNDING
CONCRETE PAVEMENT PROGRESS 10 WWW.ACPA.ORG CARBON TRANSPORTATION MATERIALS A Deeper Look at the LowCarbon Transportation Materials Grant Program Brian A. Jesse and Rielly J. Lund THE ISSUE OF GREENHOUSE GAS EMISSIONS HAS BECOME AN INCREASING FOCUS OVER RECENT YEARS. The Environmental Protection Agency (EPA) closely monitors greenhouse gas emissions and publishes an annual report estimating the total national greenhouse gas emissions and removals associated with human activities across the United States.1 With emissions on the rise, agencies are looking for ways to combat this growing problem. This has resulted in the Low-Carbon Transportation Materials grant program. What is the Low-Carbon Transportation Materials Grant? The Federal Highway Administration (FHWA) created a grant program called the Low-Carbon Transportation Materials (LCTM) grant through the Inflation Reduction Act to help reduce greenhouse emissions that is codified in federal statute.2 On March 24, 2024, the FHWA announced the availability of $2 billion to fund low carbon materials that create less pollution of greenhouse gas emissions. Greenhouse gas is defined within the statute as “the air pollutants carbon dioxide, hydrofluorocarbons, methane, nitrous oxide, perfluorocarbons and sulfur hexafluoride.”3 The funds are to remain available until September 30, 2026, under the LCTM program. What Products are Eligible Under the LCTM Program? Eligible construction products are those described by the EPA to have substantially lower levels of embodied greenhouse gas emissions with all relevant stages of production, use and disposal, including concrete (and cement), glass, asphalt mix and steel.4 The EPA issued an interim determination on December 22, 2022 to interpret the phrase “substantially lower.”5 The interim determination defined “substantially lower” as “a global-warming potential (GWP) that is in the best performing 20% (top 20% or lowest 20% in embodied greenhouse-gas emissions), when compared to similar materials/ products.”5 Who is Eligible to Receive Grant Awards? The statute lists who is an eligible recipient under the program.6 An eligible recipient is defined in the program statute as: 1. A State. 2. A unit of local government. 3. A political subdivision of the United States. 4. A territory of the United States. 5. An entity described in Section 207(m)(1) (E) (Federally recognized Tribes). 6. A recipient of funds under Section 203 (Federal Land Management Agencies). 7. A metropolitan planning organization (as defined in Section 134(b)(2)); or 8. A special purpose district or public authority with a transportation function. The first stage of the program is to award $1.2 billion to State Departments of Transportation (including the District of Columbia and Puerto Rico) through a Request for Application (RFA).4 The RFA process for states closed on June 10, 2024, with awards anticipated in September 2024. The remaining $800 million of the program is expected to be available for non-state applicants, including metropolitan planning organizations, local governments or agencies, federally recognized tribes, federal lands management agencies and other agencies through a notice of funding opportunity.4 What Types of Projects Qualify? The statute lists what type of projects are eligible for LCTM funding.7 The projects eligible are: 1. Federal-aid highways. 2. Tribal transportation facilities.
WWW.ACPA.ORG 11 FALL // 2024 CARBON TRANSPORTATION MATERIALS 3. Federal lands transportation facilities; and 4. Federal lands access facilities. In addition, LCTM funds are not subject to any restriction or limitation on the total amount of funds available for implementation or execution of programs authorized for federal-aid highways.8 Program funds cannot be used for projects that result in additional through travel lanes for single occupant passenger vehicles.9 Concrete Industry Application As detailed in recent ACPA issues, there have been significant advances in “green” concrete technology. The further advancement of this technology could unlock huge LCTM dollars for projects in the future. This will require bidders to pay close attention when reviewing project plans and specifications pre-bid on any mix requirements and accounting for the cost and/or supply ramifications for the bid. Are these technologies more expensive? Will it be a more limited supply chain that could lead to project delays? All of this must be considered upfront before bidding. If there is a supply issue, pre-bid questions should be submitted to the engineer outlining the issue and asking if a time extension will be considered. Bidders should not “buy the risk” by assuming they can change order their way out of delays and extra costs post-bid. In Summary Because greenhouse gas emissions will continue to be a point of emphasis for the EPA and other governmental agencies, grant programs such as the LCTM will continue to allow opportunities for companies who produce low emission products and the companies that build them. The LCTM program includes a goal of promoting technology transfer and enhancing the workforce development to increase the use and adoption of environmental quantification techniques used in decision-making by transportation agencies. This can lead to great opportunity but also great risk in the bidding process. Bidders should be aware of the requirements and take them into account when bidding on a project. References: 1. United States Environmental Protection Agency, “Sources of Greenhouse Gas Emissions,” 2024: https://www.epa.gov/ghgemissions/sourcesgreenhouse-gas-emissions 2. 23 U.S.C. § 179 3. 23 U.S.C. § 179 (c)(3) 4. U.S. Department of Transportation Federal Highway Administration (FHWA), “Low-Carbon Transportation Materials Grants Program,” 2024: https://www.fhwa.dot.gov/lowcarbon/ 5. United States Environmental Protection Agency, “Interim Determination on Low Carbon Materials under IRA 60503 and 60506,” 2022: https://www.epa.gov/system/files/ documents/2023-01/2022.12.22%20Interim%20 Determination%20on%20Low%20Carbon%20 Materials%20under%20IRA%2060503%20and%20 60506_508.pdf 6. 23 U.S.C. § 179 (c)(2) 7. 23 U.S.C. § 179 (b)(4)(A) 8. 23 U.S.C.§ 179 (b)(4)(B) 9. 23 U.S.C. § 179 (b)(4)(C)
CONCRETE PAVEMENT PROGRESS 12 WWW.ACPA.ORG Diamond Ground Concrete Proves to Be an Effective Way to Preserve Pavements IGGA Diamond Grinding White Paper Installment 2 of 3 In the Summer issue of Concrete Pavement Progress, we discussed the first installment of the International Grooving and Grinding Association (IGGA) white paper “Diamond Grinding: A Safe, Sustainable, Quiet and Cost-Effective Solution to Better Roadways.” In this issue, we continue with the second installment, on how diamond grinding can help preserve concrete pavement. Since its inception in the 1960s, diamond grinding has proven time and again to be the best solution to many common roadway issues. From its ability to provide a long-lasting surface for motorists while also reducing fuel and maintenance costs, to its natural tendency to capture carbon and reduce greenhouse gas emissions, diamond ground concrete pavements are a cost-effective option for roadway repair and replacement. Reduce IRI and Improve Roadway Smoothness As old concrete pavements begin to wear, they can lose their friction properties. Maintaining these properties is key to keeping highway systems safe for consumers. The State of Wisconsin determined1 that diamond ground surfaces resulted in a 42% reduction in all-weather vehicle accidents and a 57% reduction in wet weather accidents when compared to tined surfaces. In a publication in the Journal of Performance of Constructed Facilities,2 data was evaluated to determine estimated expected performance improvements due to diamond grinding in Texas. Data showed a single pass of diamond grinding reduces the value of the International Roughness Index (IRI) by approximately 40%. Many contractors affiliated with IGGA have reported even better results. When encountering extremely rough or faulted pavements, a high-quality finish can be achieved by implementing a light bump grind first to remove localized roughness before the full production grind. The same journal entry also reported a 30% improvement in skid number (SN), the metric used to identify friction issues in pavements. Case Study: Kentucky Improves Smoothness with Diamond Grinding Kentucky’s implementation of pavement management systems serves as a shining example of successfully staving off the need for extensive and expensive pavement reconstruction. By exploring the options available with Concrete Pavement Preservation (CPP), the Kentucky Transportation Cabinet made strides in determining data that can be used to trigger CPP. The most common CPP technique used in Kentucky is diamond grinding. The state has been performing diamond grinding since the mid1990s, but at that time they were just exploring options—little diamond grinding was being done. That changed in 2007, when the state increased its pavement preservation activities in an effort to improve the roadway system. Between 2007 and 2012, 536 interstate lane miles were diamond ground statewide, primarily in the Louisville area. During this period, IRI measurements for Kentucky’s interstate concrete pavements improved from an average of 112.1 inches per mile to an average of 74.5 inches per mile—the longest sustained improvement in the state’s IRI and their lowest recorded average IRI ever. The improvement was attributed to the 536 miles of diamond grinding that had taken place. The combined cost of the diamond grinding projects (including traffic control, patching, joint resealing and more) was $101 million, or $188,000 per lane mile. Reconstruction costs would have been an estimated $1.5 to $2.5 million per lane mile, so CPP saved the state more than $1 billion. The expected pavement life extension for ground pavement is 10 to 15 years. The average cost of diamond grinding in Kentucky during this five-year period was $2.75 per square yard. IGGA DIAMOND GRINDING
WWW.ACPA.ORG 13 FALL // 2024 Of the state’s approximately 62,000 lane miles of roadway, about 1,800 are concrete; 820 of their 3,800 interstate lane miles are concrete. Therefore, finding an effective way to prolong concrete pavement life while improving performance is vital. When assessing its road network for needed repairs, the main indicator that Kentucky uses is pavement smoothness. Inertial profilometers are used to annually measure roughness on the interstate system and IRI values greater than 130 inches per mile will generally trigger CPP. Undertaking CPP is contingent on a situation in which there is moderate to low cracking and faulting. (Kentucky defines low faulting as onefourth to one-half an inch. Faulting greater than one-half inch generally would necessitate full restoration rather than preservation.) Similarly, if a third or more of the slabs needed replacement, full restoration typically would occur. Pavements with IRI measurements lower than 130 still could trigger CPP if it appeared that cracking and faulting were about to become a major problem; conversely, if a road is expected to require major work (such as widening) within the upcoming five to 10 years, the cabinet will not recommend it for CPP. Inherent Sustainability While new technologies and modes of transport receive a lot of attention as carbon-reducing strategies, traditional pavements—specifically, concrete pavement—also can offer sustainability benefits. Concrete’s sustainable qualities, especially when paired with diamond grinding, are numerous. Diamond ground concrete pavements require little maintenance when compared to heavily modified thin-lift asphalt treatments and are naturally sustainable with the following attributes: • Concrete pavement is produced locally, with local labor, supporting local communities, which is great for the economy. • Concrete has a high level of light reflectivity, making it safer to drive on at night. During the day, heat and light are reflected, reducing urban heat islands (UHI). • Concrete pavement increases fuel efficiency for semitrucks by resisting pavement deflection. Pavement deflection in flexible pavements results in a subtle but constant “uphill” rolling resistance. • Concrete is not petroleum based. There is no odor or stench when concrete pavement is placed or reheated daily by the sun. • Concrete is fully recyclable; more than 140 million tons of concrete are recycled and reused every year. In addition to carbon-reducing changes occurring at the materials production level, in-service concrete contributes to carbon neutrality by absorbing atmospheric carbon. This carbon capture, known as carbonation, occurs when hydrated portland cement is exposed to atmospheric CO2, which reacts with the water and calcium compounds in concrete and produces calcium carbonate. Carbonation takes place over the lifetime of a pavement; while there is a risk of the rate of carbonation slowing over the years due to the pore-blocking effect of the calcium carbonates being formed, it is possible to remove the carbonated surface and expose a fresh, uncarbonated layer. The simplest way of doing this is by diamond grinding—a technique that is commonly performed as part of pavement preservation. Diamond grinding as often as every 10 to 15 years will enable a concrete pavement to restart the carbonation process and continue offsetting the carbon emitted by concrete production. For example, Chisago County in Minnesota diamond ground 26.4 lane miles on I-35 and measured the carbon savings. Using the fuel/ carbon calculator4 available on the IGGA website, it was determined that, while the carbon dioxide released by equipment to perform the work was around 500,000 pounds, the annual carbon savings associated with improved ride quality and carbon sequestration was 152,000 pounds. That means that after only 3.5 years of service, the pavement will be carbon negative. While the cost of diamond grinding was approximately $850,000, the 10-year cost savings for users was more than $3.5 million in fuel alone—$66,000 in estimated fuel savings or 16,139 gallons per mile per year. Many engineers lean on asphalt overlays as the most effective repair method for ride quality and surface texture issues. While in extreme cases this may be the best viable solution, the mining of new materials, hauling of new materials to a job site and loss of carbon sequestration benefits make asphalt a more expensive and less environmentally conscious choice when compared to diamond grinding. While a diamond ground surface can remain effective for more than 20 years, the Asphalt Institute states on its website5 that asphalt overlays of concrete can last about 12 years when properly maintained. Twelve years of service is not enough time to offset the environmental benefit of a IGGA DIAMOND GRINDING Fig. 1—Over a time span of 50 years, concrete achieves carbonation of roughly 14,000 to 20,000 pounds per lane mile. continues on page 14 »
CONCRETE PAVEMENT PROGRESS 14 WWW.ACPA.ORG smoother riding surface. A diamond ground pavement is the only carbon negative surface treatment with a higher return on investment than asphalt-overlayed sections. Lower Temperatures Heat is the number one weather-related killer in the United States,6 and city planners and other decision-makers are beginning to consider ways to enhance urban heat island (UHI) resilience. The UHI effect is caused when features of the built environment absorb and re-emit the sun’s heat more than a natural landscape. Concrete pavements are lighter in color than asphalt pavements and twice as reflective when new, leading to a reduced UHI. The result is lower temperatures in the area’s surrounding concrete pavements that have been remediated using diamond grinding as opposed to ones overlayed with asphalt. A surface’s degree of reflectance is known as its albedo, which is expressed as a numerical value between zero and one. A light-colored object has a high albedo—near one, or 100% reflectance. A dark-colored object has a low albedo—closer to zero. The albedo of a new asphalt pavement is about 0.05. Aged asphalt, which has faded to a lighter color, generally has an albedo between 0.10 and 0.18. New, cured gray cement concrete pavement, however, has an albedo in the range of 0.35 to 0.40. As concrete ages, it tends to darken because of dirt and tire wear, so older concrete may have an albedo in the range of 0.20 to 0.30. The use of light-colored aggregates, white cements and slag cements can improve albedo; white cement concrete pavements have albedos in the range of 0.70 to 0.80 when new and 0.40 to 0.60 after aging. Concrete surfaces become darker over time due to oxidation and petroleum-based fluids leaking from vehicles. Diamond grinding removes this darkened layer, re-establishing the like-new light color of the pavement and enhancing the reflective nature. Case Study: High Albedo Lowers Temperatures Phoenix is one of the nation’s fastest-warming big cities. In August 2021, IGGA partnered with ACPA to conduct infrared testing of diamond ground concrete and asphalt-rubber-surfaced pavements in the Phoenix area. continued from page 13 Data was collected for three pavement structures on eastbound SR 202 between 40th Street and Dobson Road. 1. A concrete pavement with a diamond ground surface. 2. A concrete pavement overlaid with a oneinch-thick asphalt rubber surface. 3. An asphalt concrete pavement overlaid with a half-inch-thick asphalt rubber surface. Test results showed higher temperatures on the asphalt rubber compared to diamond ground concrete over a 24-hour period. Diamond ground concrete surfaces consistently remained cooler. Just before sunrise, diamond ground concrete measured one degree to 10 degrees Fahrenheit cooler than asphalt rubber surfaces. At peak temperature, diamond ground concrete was 27 degrees Fahrenheit cooler than asphalt pavement overlaid with asphalt rubber. IGGA DIAMOND GRINDING Fig. 2—Pavement shoulder temperatures for three pavement structures from a drone infrared test. The roadway’s shoulder best represents the heat disparity among surface types because it is a non-trafficked area with minimal convection cooling from traffic. Fig. 3—Temperature recording of diamond ground concrete versus asphalt pavement overlaid with asphalt rubber.
WWW.ACPA.ORG 15 FALL // 2024 As cities respond to rising temperatures, diamond ground concrete surfaces offer a solution to increase albedo, reduce the UHI effect and overall greenhouse gas emissions, improve the health of local residents and decrease roadway maintenance costs. The final part of IGGA’s white paper will be published in ACPA Pavement Progress’s Winter 2025 issue. Don’t miss it! If you would like to read the first part of this series, you can find it in the previous issue.7 References: 1. Drakopoulos, Al, Wenzel, T. H., Shober, S. F., and Schmiedlin, R. B., “Crash Experienced on Tined and Continuously Ground Portland Cement Concrete Pavements,” Transportation Research Record 1639, Paper No. 98-0467: https://www. igga.net/_files/ugd/72aeb3_3036d516c1344a58 9b4e390b6cf81c6d.pdf?index=true IGGA DIAMOND GRINDING 2. Chen, D. H., and Hong, F., “Long-Term Performance of Diamond Grinding,” Journal of Performance of Constructed Facilities, V. 29 Issue 1: https://ascelibrary.org/doi/abs/10.1061/%2 8ASCE%29CF.1943-5509.0000578 3. ACPA, “Summary of Concrete Attributes: The Top Reasons to Consider Concrete for Paving,” 2020: https://www.acpa.org/why-concrete/attributes/ 4. Fuel Carbon Calculator: https://calculators.igga. net/registration 5. Asphalt: The Magazine of the Asphalt Institute website: http://asphaltmagazine.com/ 6. Adams-Fuller, T., “Extreme Heat Is Deadlier Than Hurricanes, Floods and Tornadoes Combined,” Scientific American, 2023: https:// www.scientificamerican.com/article/extremeheat-is-deadlier-than-hurricanes-floods-andtornadoes-combined/ 7. ACPA Concrete Pavement Progress Summer Issue 2024: https://associationpublications.com/ flipbook/acpa/2024/Summer/
CONCRETE PAVEMENT PROGRESS 16 WWW.ACPA.ORG EDP REQUIREMENTS EPD Requirements Are on the Horizon ENVIRONMENTAL PRODUCT DECLARATIONS (EPDS) ARE SOMETHING CONTRACTORS HAVE BEEN HEARING ABOUT FOR A QUITE A WHILE, BUT AS NOTED IN THIS ISSUE’S ARTICLE “RC3 HELPS STATE DOTS APPLY FOR $1.2B IN FUNDING,” EXPERTS FROM RC3 ANTICIPATE THERE WILL SOON BE A SHIFT FROM EPDS BEING ONLY A THEORETICAL NEED TO BECOMING A PRACTICAL ONE. The experts from RC3 also believe EPDs will proliferate rapidly, since clear financial incentives are just around the corner. This will be a game changer for contractors competing in the marketplace. For contractors looking to develop an EPD, RC3 has put together a framework to get started. What is an EPD? EPDs are transparent, third-party-verified reports that communicate the impacts of construction materials in terms of global warming potential, resource use, energy and emissions. The intent of EPDs is to help agencies understand the embodied environmental impacts of their construction projects and help reduce those impacts over time. According to the FHWA,1 “agencies can leverage the use of EPDs to support decision-making throughout the project delivery process. Agencies can request EPDs at material installation to establish and develop benchmarks for current designs and projects.” Given the governmental focus on environmental impacts, and specifically EPDs, the time has come for industry to quantify its impacts and deliver low-carbon concrete. Getting Started To produce an EPD, a contractor may need to work with a sustainability consultant. ACPA has partnered with WAP Sustainability2 to provide discounted access to ACPA members for their EPD tool (called Theta EPD). The link to get started with WAP Sustainability is here.3 While some contractors are choosing to wait to develop an EPD until their agency requires it, it is highly encouraged that they begin collecting the necessary data now. Preparing in advance will enable contractors to deliver EPDs when the time comes. A spreadsheet for this purpose can be found at epddata.acpa.org.4 An introductory video on EPDs can be found at: https://rc3.acpa.org/service/contractorsupport/ .5 ACPA is still committed to the importance of a life cycle approach to evaluating the environmental impacts of concrete infrastructure, but delivering cradle-to-gate EPDs is the first step in the quantification efforts for the full life cycle. For questions or additional information, please contact Eric Ferrebee, P.E., Senior Director of Technical Services, American Concrete Pavement Association at [email protected]. To receive regular communications, please sign up for the RC3 distribution list: rc3.acpa.org. References: 1. U.S. Department of Transportation Federal Highway Administration (FHWA), “Center for Accelerating Innovation,” 2024: https://www. fhwa.dot.gov/innovation/everydaycounts/ edc_7/sustainable_epds.cfm 2. WAP Sustainability website: https:// wapsustainability.com/ 3. Theta EPD website: https://thetaepd.com/ signup/acpa 4. Cooper, M., “Construction Processes Data Collection Form,” ACPA, 2023: https://acpaorgmy.sharepoint.com/:x:/g/personal/andyg_ acpa_org/ES4pLiPyLyVGqucEgzMexXUBwchfEFN1 uJANGMzWPXAQ2w?rtime=M9FKbu7M3Eg 5. ACPA, “EPD Kickoff Webinar with WAP Sustainability,” RC3: https://rc3.acpa.org/service/ contractor-support/
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CONCRETE PAVEMENT PROGRESS 18 WWW.ACPA.ORG Cover Story: Concrete Construction Improves Roundabouts The Kentucky Department of Tourism has called Newport “the entertainment capital of Northern Kentucky,” and the city has been investing in infrastructure to support its increased commercial and residential development. One corridor improvement was the reconstruction of Kentucky Route 9, which connects the city to I-275 and other cities along the Ohio and Licking Rivers. The project included the installation of two multi-lane roundabouts, with 10-foot lane widths to enhance motorist and pedestrian safety. The KY 9 project involved complex geometry, especially considering that many of Newport’s tourist attractions are located along its Ohio River front. Prior to the KY 9 reconstruction, the route had delivered travelers to residential streets, and the new roadway is still closely tied to these historic neighborhoods. COVER STORY » ISSUE: IMPROVEMENTS MADE BY THE KENTUCKY TRANSPORTATION CABINET TO KY 9 INVOLVED INSTALLING TWO HIGHLY TRAFFICKED ROUNDABOUTS ON A GEOGRAPHICALLY COMPLEX RIVERFRONT SITE. » SOLUTION: THE JOINT STRUCTURE OF CONCRETE PAVING, ALONG WITH THE MATERIAL’S NATURAL DURABILITY AND LIGHT REFLECTIVITY, IMPROVED SAFETY AND SUSTAINABILITY ON THE ROUNDABOUTS. » CONTRACTOR: PRUS CONSTRUCTION » OWNER: THE KENTUCKY TRANSPORTATION CABINET (KYTC) DISTRICT 6 » ENGINEER: GRESHAM SMITH NEWPORT, KENTUCKY
WWW.ACPA.ORG 19 FALL // 2024 COVER STORY Concrete is not typically used on non-interstate projects in Kentucky, but the engineering firm Gresham Smith opted to use concrete because it would eliminate the seam that would otherwise have been required between asphalt lanes and concrete in the gutter pan and bike lanes. In the concrete-paved roundabout lanes, joint lines follow the travel lanes, improving safety. Another safety enhancement associated with concrete is its reflectivity, which improves visibility at night. Concrete offered a durable option, since asphalt would have required resurfacing every 5–10 years, while concrete pavement can be treated with minor preservation techniques much less frequently. Given the complex elevation transitions of the roundabouts, reducing the need for repair was vital. Less maintenance also means fewer disruptions to traffic, lowering the emissions associated with traffic delays. Another sustainability advantage associated with concrete is carbonation; the chemical reaction between CO2 in the air and calcium compounds in the concrete forms carbonates and sequesters the carbon. The KY 9 project was completed in 2018, won a 2019 American Concrete Paving Association Excellence in Concrete Paving Award and won the 2021 ACEC Kentucky Grand Conceptor Award. Photos courtesy of Gresham Smith.
CONCRETE PAVEMENT PROGRESS 20 WWW.ACPA.ORG EMERGING LEADERS Supporting Emerging Leaders in the Pavement Industry IN EVERY INDUSTRY, THE INCOMING GENERATION IS CRITICAL TO DRIVING THE DIRECTION OF THE FUTURE. THIS IS PARTICULARLY TRUE IN THE CONSTRUCTION SECTOR, WHERE TECHNOLOGICAL ADVANCEMENTS AND EVOLVING PROJECT DEMANDS REQUIRE INNOVATIVE LEADERSHIP. RECOGNIZING THIS, THE ACPA AND IGGA HAVE TAKEN PROACTIVE STEPS TO ENSURE THAT THE NEXT GENERATION OF LEADERS IS WELL-PREPARED TO MEET THESE CHALLENGES. Under the leadership of Nick Davis, Director of Technical Services, IGGA and ACPA, the Emerging Leaders Group (ELG) is reworking its young professionals’ outreach program. The goal of the group is to cultivate the next generation of concrete paving professionals and industry leaders. The ELG program identifies future leaders through recommendations from employers and industry peers, providing a dynamic platform for active participation in our associations. Eligible participants can come from contractors, allied organizations, Departments of Transportation and beyond. The program will help emerging leaders become more engaged in their profession through peer networking opportunities, leadership training, and more positioning them for future leadership roles within their organizations and the broader industry. Additionally, individual companies benefit from increased retainment of top talent by encouraging their up-and-coming future leaders to participate in industry groups and events in meaningful ways.1 “I am very excited about the opportunity to help grow the sphere of the concrete paving industry,” explains Nick Davis. “Like many industries, many of our leaders are approaching retirement, but it is paramount that we back fill expertise, not on the date of their retirement, but in advance of their retirement and before the loss of their institutional knowledge.” Davis added that the Emerging Leaders Group is tasked with welcoming new faces as well as getting them up to speed on the big shoes they must fill not only within their own organizations but within the industry as well. We plan to do this through networking, leadership training and, when possible, even philanthropy, he said. ACPA encourages members, agencies and others in the industries to consider sending one or more of your newest team members to the 61st ACPA Annual Meeting in December for the relaunch of the Emerging Leaders Group. The ELG will be hosting at least one event to bring the group together and begin building a framework for the future. For more information on how to get involved, or to check your eligibility, email [email protected]. References: 1. Stein, D., Hobson, N., Jachimowicz, J.M., and Whillans, A., “How Companies Improve Employee Engagement Right Now,” Harvard Business Review, October 13, 2021. https://hbr.org/2021/10/ how-companies-can-improve-employeeengagement-right-now
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WWW.ACPA.ORG 23 FALL // 2024 ACPA NEWS Stay up-to-date with ACPA Keep abreast of industry news, ACPA happenings and professional development opportunities by following us on LinkedIn, Twitter and Facebook. @paveconcrete @paveconcrete63 American Concrete Pavement Association
CONCRETE PAVEMENT PROGRESS 24 WWW.ACPA.ORG Advertiser Index American Engineering Testing www.teamaet.com 15 APR Consultants, Inc. www.aprconsultants.com 15 Ash Grove Cement Co. www.ashgrove.com 22 Astec Industries www.astecindustries.com 17 CMT Technical Services www.cesareinc.com 23 Continental Cement www.continentalcement.com 11 E2 Systems, LLC www.materialplacer.com 17 Erie Strayer Company www.eriestrayer.com 1 Flores Automation www.floresautomation.com 7 GOMACO Corporation www.gomaco.com Back Cover Heidelberg Materials www.heidelbergmaterials.us Inside Back Cover Holcim www.holcim.com 7 Minnich Manufacturing www.minnich-mfg.com 21 Poreshield www.poreshield.com Inside Front Cover Power Curbers www.powercurbers.com 6 Pugmill Systems, Inc. www.pugmillsystems.com 23 Shumaker Industries www.shumakerindustries.com 22 Wirtgen America, Inc. www.wirtgen-group.com 2 ADVERTISE IN CONCRETE PAVEMENT PROGRESS! Published quarterly, Concrete Pavement Progress disseminates industry news, best practices and networking events nationally to all members of the American Concrete Pavement Association (ACPA). The ACPA is the world’s largest trade association that exclusively represents the interests of those involved with the design, construction and preservation of concrete pavements. For more information, please contact Ronnie Jacko at 503-445-2234 or [email protected]. ADVERTISING RATES STARTING AT $360! • Discounted ACPA Member Rate • ADVERTISER I N D E X
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