IPMA Academy | Accredited Pavement Managers | Testimonials Part 1

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Adelina Lowry, MD, APM

Q.  Name one thing you learned in the course that surprised you.

A.  I learned the criteria to quantify the range of impact of a pavement treatment on the PCI, based on the life span of the treatment
Q.  What two pieces of knowledge/tactics from the APM certification course are you most likely to use in your job?    

A.  More than two items:

•    Propose the paving coring at the project level to validate the road treatment recommended by the decision tree (PCI vs Treatment)

•    Propose a new pavement investment strategy:
* 20 % budget – pavement preservation
* 60 % budget – pavement rehabilitation
* 20 % budget – pavement reclamation/recycling
•    Evaluate the performance over time of the existing pilot samples of HA5 applied to sections of subdivision roads of different ages

Wayne McField, APM

Q.  Name one thing you learned in the course that surprised you.    

A.  MORE about FDR and pavement treatments and timing.

Q.  What two pieces of knowledge/tactics from the APM certification course are you most likely to use in your job?  

A.  All of it. It is very informative.

Jeremy Lucero, PE, APM

Q.  Name one thing you learned in the course that surprised you.  

A.  I was surprised to learn that lime could be used to mitigate the swell potential of clays.
Q.  What two pieces of knowledge/tactics from the APM certification course are you most likely to use in your job?    

A.  Lime as a swell mitigation technique and possibly cement in CIP.

Luis Padilla, APM

Q.  Name one thing you learned in the course that surprised you.    

A.  The fact that there are still so many out there that wont take action to make necessary improvements to their roadways.
Q.  What two pieces of knowledge/tactics from the APM certification course are you most likely to use in your job? 

A.  Application process/material usage and when

Brian Boder PE, APM

Q.  Name one thing you learned in the course that surprised you.    

A.  There are more tools in the proverbial tool bag than I expected.
Q.  What two pieces of knowledge/tactics from the APM certification course are you most likely to use in your job?  

A.  Managing pavements works and continue experimenting with different techniques and materials

Learn How to Use the Three Legged Stool™ System of
Pavement Management to Save Your Crumbling Roads…

http://www.ipmaacademy.com/

 

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Flat Rate for Pavement Management: $278.77 per CLM for Counties and $324.77 per CLM for Cities

Hey !

Would you spend 3 cents per SY to save millions?

The Barnhardt Group will show you

EXACTLY how to do JUST THAT!

Flat Rate of:
 
$278.77 per CLM for Counties and
 
$324.77 per CLM for Cities

CLICK to See ENTIRE Scope of work HERE.

Wellington Kansas PM

Wellington Kansas PM

A recent press release shows one Agency paying up to $800 bucks per mile!  GEEZ!
 
CLICK HERE TO READ

Blair

P.S.  The first 3 Agencies in TX to sign up before January 1, 2016 will receive the first year of StreetSaver absolutely FREE!

P.S.S.  Those three Agencies will not even pay for migration from their current PM database!  UNBELIEVABLE!

P.S.S.S.  Small surcharge for PCC roads and random surveys less than entire network.  Nationwide, we will be charging one way mobilization.

P.S.S.S.S.  We give away two FREE scholarships to IPMA Academy & one 8 DVD box set.

Reno County Commission Introduced to Pavement Management by The Barnhardt Group

Written By: John Green

The Hutchinson News

jgreen@hutchnews.com

A Georgia-based pavement management contractor currently doing assessment work in Wellington made a presentation to the Reno County Commission Tuesday on the benefits of having a pavement management system.

Reno County Public Works Director Dave McComb, who is interested in developing such a system for the county, invited Blair Barnhardt of The Barnhardt Group to the meeting.

There is no money in the current county budget to implement such a system, but McComb said he would like the commission to be prepared to make a decision on whether enter such a contract in advance of the 2017 budget.

The purpose and benefit of a pavement management system, Barnhardt explained, is identifying preservation work that can extend a road’s life, rather than rebuilding roads after they have deteriorated, which is a more cost effective use of public works dollars.

Barnhardt’s company takes core samples from identified roadways to determine their makeup, assesses existing conditions of the road surface and subsurface, and then identifies up to 20 “distressers” that are impacting the life and condition of the road.

He gets down on his hands and knees, for example, Barnhardt said, to measure the length, depth, and severity of cracks in the pavement.

From the data gathered on the roads, a software program then makes recommendations on which of various methods of preservation work would best extend the life of the road at the most economical cost.

Spending 2 to 3 cents per square yard on assessment, Barnhardt contended, can save $10 a square yard on maintenance. Once the management system is in place, he said, “using the right treatments in the right place at the right time” can stretch road dollars by at least twice as much. Moreover, the industry is developing new preservation methods all the time.

So, rather than spending $1 million per mile to replace a deteriorated road, the county might be able to spend the same amount on preserving 20-plus miles of road and, eventually, with saved dollars, replace that deteriorated road.

David Edwards, of GSI Engineering in Wichita, which has partnered with Barnhardt in assessing projects identified by the management system, joined Barnhardt at the meeting.

Edwards noted that using the system might require the commission to allow already deteriorating roadways, which are already resulting in complaint calls to the commission, to deteriorate further while they do work on roads that appear in good condition, which may be politically difficult.

“You save what you can save first, and do the really bad roads down the road,” he said.

The commission will be able to point to hard evidence from the system that the decisions are more economically efficient, he said.

McComb, already interested in pavement management, learned more at a recent “lunch and learn” event sponsored by The Barnhardt Group.

The county has a system in place to sand seal so many miles of road each year, and pave so many miles of arterial with a cold asphalt mix, McComb said. However, he was interested in seeing what could be done, for example, to preserve the work done on Yoder Road 10 years ago, rather than spending millions to mill and asphalt the road again in 5 years.

“How can we get the best bang for our buck?” he said.

McComb also expressed a desire to have a system in place for determining road project spending that will still be in place when he is gone.

Asked by Commissioner Brad Dillon how their fee would work, Barnhardt said it is based on a per-mile contract, but it could be spread over several years, done all at once for a discount, or on a not-to-exceed pro-rated basis.

Learn more about Blair Barnhardt and The Barnhardt Group at wwwdrivingamericaforbetterroads.  Or get the #1 Best Seller, “The Book on Better Roads” for FREE at http://www.thebookonbetterroads.com

Call The Barnhardt Group to schedule your free consult with Blair that could SAVE YOUR AGENCY MILLIONS!  404-361-9792 or email lori@thebarnhardtgroup.com .

More Roads, Less Money, Less Carbon Footprint: Graniterock IPMA™ Charter Members Spotlight

From Graniterock Tools Newsletter:

Hot-in-place tests high, saves cash | IPMA™ Charter Member

We are SO proud of our IPMA™ Charter Members, Dustrol, Inc.

Way to go Brian!  I found this is “The Kansan”…

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By Nicolas Wahl
Newton Kansan

Posted Sep. 25, 2015 at 12:01 AM

An alternative roadway reparation technique utilized by the Harvey County Road and Bridge Department to save on costs has earned star marks after a recent round of testing.Over the past year the county has contracted out 19.3 miles of paved road to Dustrol Inc., Towanda, to be resurfaced using Dustrol’s hot-in-place recycling technique rather than a traditional surface overlay.

“What they decided to implement this year that they didn’t last year was a profilograph,” said Jim Meier, road and bridge superintendent for the county. “What the machine does is reads the defects in a road.”

The definition of a defect is any imperfection measuring 4/10 of an inch bump over 528 feet of roadway.The company administered the test on five miles of a recently completed stretch of East First Street starting at Rock Road and extending to the western border of Butler County.

“They read the results before and after (the work).” Meier said. “The before was a total of 361 defects on East First. When they took the profilograph back over that when they were done they had zero.”

Meier said the process cost the county just more than $1.5 million. He said that number is about 65-percent of the cost of a traditional two-inch overlay over the same mileage.

“Along with what else a two-inch overlay does is it raises the road,” Meier said. “Over time you actually narrow the road. The hot-in-place takes the existing two inches of pavement, in this case, picks it up and rejuvenates the aggregate.”

The fresh asphalt is then put back where it originally came from in a single operation requiring about 1,000 feet of equipment.

“We do still have roads that this is not a viable solution for,” Meier said. “Those roads will still get an overlay.”

Meier said while not a catchall solution for the resurfacing of county roads, he hopes to use the hot-in-place process as an ongoing solution for a significant portion of county mileage.

FDR on Cement in Heard County Tip of The Week!

Some State DOTs are telling their local agencies to use
a Pavement Management System that is dated or
not capable of running budget scenarios on the most cost effective
treatments.
 
YOU can NOT take full advantage of pavement preservation with this system!

Moreover, they are not even using the actual software they are trying to get YOU to use….

AND, a local agency like yours (no matter how small) has HUNDREDS

of MILLIONS of dollars of valuable roadway assets,
but you don’t have enough money to maintain them.  ARGHHH!
Want to do this right?
Then call us to set you up, today! (404) 953-0131 or lori@thebarnhardtgroup.com

CLICK HERE FOR A NEW IPMA TIP OF THE WEEK!
IPMA™ Tip of the Week FDR with Cement In House in Heard County

The Barnhardt Group to Conduct Pavement Survey in Wellington, Kansas

    • City discusses street work

By Derrick Mead
Wellington Daily News

Posted Sep. 17, 2015 at 2:34 PM

It’s probably no secret that many of Wellington’s streets could use some work. A step has been taken in that direction, as last Tuesday’s city council meeting focused heavily on the discussion of city streets.

The resolutions portion of the meeting centered around potentially authorizing City Manager, Roy Eckert, to execute an agreement with the Barnhardt Group of Kennesaw, GA, to conduct a pavement management study in an amount not to exceed $24,000.

Jeremy Jones, Director of Public Works, was present at the meeting to present to the council the reason behind the move. Jones explained that many streets in town are made up of different surfaces and have different treatments on them and underneath them. Without a comprehensive knowledge of the history of the streets, it is difficult to go about properly maintaining them in the future.

“We know that we have a poor base material under a number of our roads,” Jones said.

Jones also referenced a past experience with “band-aid” fixes, which he acknowledged were sometimes necessary.

However, this move to bring in the Barnhardt Group will at the very least give the city the necessary knowledge to make more long-term improvements moving forward as opposed to the band-aid fixes of the past.

Jones stated that there are officials who have been around a long time who don’t even know what is underneath some of Wellington’s streets because of how long they’ve been around and the number of times they’ve been resurfaced. The survey by the Barnhardt Group would supply the City with all of that information, which should prove invaluable when it comes to future street rehabilitation and maintenance.

Councilman Kip Etter questioned whether Wellington had enough streets to justify this move.

“The City of Wellington is responsible for approximately 60 miles of paved streets and seven miles of gravel roads with an estimated value of $40 million,” Jones told the council.

“We’re going to spend this money one way or another, but I would feel much more responsible financially and sleep better at night if I knew I was spending money in the future that’s going to get us farther. Our current techniques simply aren’t working,” Jones added.

Etter also wondered if the results of the pavement management study would allow any capacity to adjust if the City has a preference of what streets they’d like to work on as a priority.

Jones told the council that the study would show the City what condition various streets are in and why, but that the City could still determine its own

“All of us up here realize that in order to move forward, Wellington has to know where it came from and where we want to go, and that is just part of that long-term strategic planning,” Mayor Shelley Hansel said.

“I recognize $24,000 is a lot of money, but it is about 0.5% of our total estimated value of our street system,” Jones added. “So we’re going to spend half a percent to do a study to see how to proceed over the next 10-plus years.”

The pavement management study, which was approved unanimously after about 30 minutes of discussion, is expected to begin soon and take about three weeks to complete.

http://www.wellingtondailynews.com/

www.blairbarnhardt.com

www.drivingamericaforbetterroads.com

priorities for what street maintenance to do moving forward.

Pavement Survey – Our Set Up – Easy Equipment Implementation

Over the years a lot of folks have asked Jason and I about our set up in the field for the RV, the Rhino, the core drills we use, the measuring wheels, the distance measuring instruments etc.

As you may have already figured out by now, I am basically an open book in this respect, pardon the pun here. What I mean is that my underlying goal in life is to get this country out of economic disparity by creating better roads for less money, and any one task that moves us closer to that goal, whether it is shortening your pavement management learning curve, hanging out with you in your city or county to help you put the pieces together, or to hand over the keys to the equipment that we use on a daily basis, my only goal is to provide you with the tools to get you to pavement management RockSTARDOM!

So I just took a few minutes in the yard the other day, gathering up all of our tools so Jason and I could start a new project in Colorado this week. So below is a bunch of photos of our set up for boots on the ground expert pavement distress evaluation. You can replicate this set up for under $20,000.00 and be performing your own work in two weeks. I went ahead and put a photo in of what some of our IPMA™ Academy are doing for their set up as well just for comparison sake.

I think you know this already, but if you should have any questions at all along the way, shoot me an email 24/7 at blair@ipma.co and I will get you the answer that you need to set up your own equipment. I have provided our most up to date equipment photos, along with some upcoming equipment that we plan to acquire. If you are a consultant, or agency person I hope this BONUS Chapter helps you with your decision making process. There is no sense re creating the wheel here, and with 4 million miles of roads in USA, I think there is plenty of pavements to be managed by all!

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Keson Model R318 N – Remember to Order Metric Model Outside of USA

Yamaha Rhino 660 – 2000 Watt Generator

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Screen Shot 2015-09-15 at 1.01.09 PMRear of Rhino – Hilti DD 130

Jamar RAC – 100 DMI – Velcro Mount to DashScreen Shot 2015-09-15 at 1.01.19 PM

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Driving America for Better Roads – Fleet

Interstate Pro-Series 14 Ft. Enclosed Trailer

Signal Lights Installed on Rhino Front & Back

Screen Shot 2015-09-15 at 1.01.56 PMProps for Crack Measurement

Hilti DD 130 Setup – Probing Rods – Straight edges – Levels

Screen Shot 2015-09-15 at 1.02.05 PMScreen Shot 2015-09-15 at 1.02.18 PM

15 Gallon Water Tank for Core Drilling

Dyanamax Dynaquest from Camping World

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So if you have any additional questions about any of the equipment that we use, from the software we use to make our videos, the microphones we use to record our podcasts, or the tires that we mount on our RVs, blair@ipma.co we will try to answer everyone that emails us!

After all we have spent thousands of dollars getting geared up, seeing what works and what doesn’t so you don’t have to figure out what is right or you. Simply replicate our list of what to get, and get r done!

www.blairbarnhardt.com

Award Winning Cold-in-Place Project in Canada

For those of you who don’t know me, I spent the earlier part of my career in Canada growing the pavement management, in-place pavement recycling and preservation business across the country. I also spent several years on the board of directors with www.arra.org as the CORE Chairman, the committee on recycling education. I am putting this Bonus Chapter in for several reasons, some of which I will keep to myself, some I would like to share with you.

One, anyone in this day and age can set up a Google Alert on pretty much any topic they so desire. I choose to set up a handful on all things that we talk about in the book. So today, as I write the final chapters, I am sharing information with you from the internet that is current as of today’s date. You can see this just like me right here at http://www.bayshorebroadcasting.ca/news_item.php?NewsID=65323 and thanks for sharing this story with our audience Bay Shore Broadcasting in Canada!

Two, for decades I have asked local agencies to embrace pavement management, in-place recycling and pavement preservation. It WORKS! There are counties and cities across the world DOING IT!   It is not NEW! Let me repeat, it WORKS, there are folks just like you DOINT IT, and it WORKS!

Three, this is a great example of a success story, but reputable contractors teaming up to share their knowledge with the world via the internet. This same type of Internet sharing of knowledge will eventually show enough Stringbender™ success stories to crumble down the walls that the Naysayers have put up. Trust me on that one!

Four, we need more stories of success just like this one to CRUSH THE NAYSAYERS!

Five, when I listen to the MP3 here http://www.bayshorebroadcasting.ca/downloads/audio/mike_alcock_award.mp3 it reminds of when I used to live in Canada LOL!

Six, I immediately recognize all of the names in the story, having spent many long days working for these same folks at some point. Many that used to be local agency folks are now working on the private sector side of the fence!   Hope you all are doing alright up there folks!

Seven, I wanted to remind the readers and listeners here today that in addition to IPMA™ where local agencies join for free at http://ipma.co/ there are many other great trade associations out there. I have tried to stay on the high road throughout the book, and want to end on that positive note by asking you to consider taking part in other trade associations such as http://www.arra.org/ and http://slurry.org/ so you get a chance to hear things from a different perspective and formulate your own unique blend of wisdom back there at your office!

Eight, this is a great example of industry partnering together for a common goal. We need to all work together if we are to resurrect our economy. As the author of this book I want to remind the readers that we are willing to partner with any reputable association, firm, or person that will further our movement – blair@ipma.co

Nine, the consulting side of the business at http://thebarnhardtgroup.com/ works anywhere in USA and Canada to serve our local agencies in any way we can with their pavement management. I didn’t want you folks up there to feel left out in the book. Our RV can travel wherever we need to be to save our crumbling roads.

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Also, we did a really cool session on CIR for the Driving America for Better Roads (and Canada) series from Niagara Falls (Canadian Side) a while back. You can watch it right here http://drivingamericaforbetterroads.com/home/driving-america-for-better-roads-episode-7/ please share and enjoy!

So as you listen to the transcription of the award winning CIR job description, please think about the reasons above why I chose this article.

Stringbenders™ UNITE! We can defeat the Naysayers!

[Transcript Begins]

Huron Wins Asphalt Award

Thursday, April 10, 2014 4:21 AM by Rick Stow

Dave Laurie and Mike Alcock receive award for asphalt recycling

 

There is audio for this story.
 click to open MP3 version
or click the play button to listen now.

(Huron County)-

http://www.bayshorebroadcasting.ca/downloads/audio/mike_alcock_award.mp3

Huron County’s Public Works Department has copped an industry award for its asphalt recycling program.

At Huron’s Committee of the Whole Day One session Wednesday (April 9th), Bentley Ehgoetz of Lavis Contracting and Trevor Moore of the Miller Group made the presentation to the County’s Dave Laurie and Mike Alcock.

Alcock explains that the County’s Cold In-Place Asphalt Recycling Program, in operation since 1998, has won the 2014 Charles Valentine Award for Excellence.

The annual accolade is a presentation of the Asphalt Recycling and Reclaiming Association (ARRA), and submissions are made from all over North America.

The County’s Civil Engineering Technologist tells Bayshore Broadcasting News that fully half of Huron’s 730 kilometre road network is topped with the recycled asphalt mix.

Alcock says the process saves money by re-using the asphalt with new emulsion.

He says the blend is less prone to cracking.

Trevor Moore, the Corporate Director of Technical Services with the Miller Group notes that Huron County was a pioneer in the use of milling machines to achieve a wider road swath during the paving process.

BONUS CHAPTER FIVE – HIR – ReHEAT® Article – Roads & Bridges Magazine

Greenville Goes Green: An Article Written for Roads & Bridges Magazine in April 2011 by Blair Barnhardt, APM

Over forty years ago, a small businessperson in America ran out of hot mixed asphalt on a paving project he had to finish before winter. With no hot mixed asphalt available to his forces, and a pending driving blizzard, this young man rallied his troops to bear torches, hand rakes and used motor oil to heat up the old asphalt in place and rejuvenate it on site. That following spring, there was no discernable difference in appearance with the new asphalt and the recycled asphalt on the project so this small businessperson went on to build his first hot in place asphalt recycling train. Moreover, this same person was one of the three founding fathers of our Asphalt Recycling and Reclaiming Association (ARRA), the voice of our recycling industry in North America, and the world. (ARRA and Federal Highways Administration (FHWA) wrote the Basic Asphalt Recycling Manual (BARM), the textbook that we use in our National Highway Institute Training Workshops)

Two score of years has passed and this person’s son has built the premiere set of machines to perform what he has coined the Re-HEAT® 100% hot in place asphalt recycling process. Unlike its predecessors in the industry this equipment does not employ the three well-known ARRA sub disciplines that we teach in classroom (scarify, remix or repave) rather we refer to this as a newly formed hybrid process. The Re-HEAT® equipment train heats the insitu asphalt roadway up to 600 Deg. F, picks up the hot asphalt from the road base, rejuvenates it in an on board mixing drum and redistributes it at 300 Deg. F consistent temperature via a conventional paving screed. Once conventional compaction equipment compacts the 2 to 3 inch thick layer of fresh recycled Re-HEAT® asphalt, the traffic can begin to use it immediately.

By definition, the Re-HEAT® process is an on-site, in place, pavement rehabilitation method that consists of heating the existing pavement with a thermal transfer of up to 600 degrees F, removing the aged and distressed surface course asphalt, adding a polymer modified asphalt-rejuvenating emulsion, mixing the material uniformly in an on-board mixing drum, re-laying the recycled material, followed by conventional compaction equipment. Unlike some of the other in-place recycling trains that are well suited to long stretches of county and state roads, the Re-HEAT® units occupy a mere 200 linear feet and can articulate when required to get in and around city cul de sacs and traffic circles. Moreover, the Re-HEAT® train is capable of literally peeling off an asphalt overlay from an underlying concrete pavement, tack the concrete, and re apply the rejuvenated hot mixed asphalt to the agencies street.

In the case of Greenville, MS, their City Engineer headed up a pavement evaluation and selected the most appropriate streets for the Re-HEAT® process. Mr. Anderson states, “While the work is ongoing at the time of this article, and weather has caused some delays, some of the streets that have been rehabilitated to date are Robertshaw from Hwy 1 to Colorado, Trailwood from Reed Road to Anne Stokes St.  Also, at typical cross section of the road is 24′ wide, 3″ of asphalt and 8″ of crushed stone”.

Unlike other methods of in-place, recycling such as heater scarified hot in place, cold in place recycling and full depth reclamation, the Re-HEAT® method does not require a final wearing course such as microsurfacing or hot mixed asphalt paving. While all of the recycling techniques just mentioned will always save 30% to 40% in comparison to conventional rehabilitation techniques, the Re-HEAT® may offer the greatest savings of all to the agency provided the in-situ road section is an appropriate match for the process. (The author would like to stress the importance of a comprehensive pavement distress evaluation married to the most appropriate recycling and pavement preservation strategy at the correct time to achieve the maximum savings and service life).

While I get frustrated at times having spent the latter 15 years teaching asphalt recycling and pavement preservation across the country and seeing low to moderate interest for processes that could potentially save their agencies 30-50% of their annual budget for roads, I am inspired by the latest developments in this equipment and how one agency had taken full advantage.

Much like the story of the young businessperson above who persevered to build his small business innovations into eco-efficient asphalt recycling machines for the world to embrace, The City of Greenville has grown into a prosperous place perched on the highest part of the Mighty Mississippi between Vicksburg and Memphis. Located in the heart of the Mississippi Delta, Greenville is a town of spirit that has survived flood, fever and fire. In many ways the City has not changed. It is the same City led by the spirit of men who built it, those weary men who, returning from the Civil War, found their homes in ashes and rebuilt it.

The city of 130 years now is face to face with another rebuilding of sorts, not unlike that of its ancestors. The largest port on the Mississippi River, Greenville has a plethora of aging infrastructure and 150 miles of roads that require rehabilitation. I sat down last week and had a candid conversation with Mayor Heather McTeer Hudson and her City Engineer Mr. Lorenzo Anderson, PE. The Mayor and her staff make an exemplary case study of how any city or county in America can save millions by implementing a solid pavement management, recycling and preservation program. Our United States Department of Transportation (FHWA) has long since proven that this type of three legged stool approach can save agencies millions by using green recycling techniques coupled with life extending pavement preservation techniques.

Several years back, Mayor Hudson challenged her department heads to come up with methods of rehabilitation for their infrastructure that would not only save money but also be more energy efficient and sustainable. “Going green and the economy are synonymous, Lorenzo brought great ideas to the table including job creation, costs savings and benefits for the community”, says Hudson. The Mayor also gave the City Engineer the go ahead to purchase MicroPAVER pavement management software during this period and her staff went out, gathered pavement distress survey data, and began to load it into the computer software. Their average network level pavement condition index (PCI with 0 being impassable and 100 being new or having major rehabilitation) was in the high 50s.

“Once we settled on the Re-HEAT® method as the most suitable means of in-place rehabilitation for our streets we started the bid process. As we were the first agency in Mississippi to implement this hybrid type of hot-in-place recycling work, we called agencies such as the Florida Department of Transportation (DOT) and Ohio DOT to obtain historical information on their experiences with this process and guidance. Since we do have a local paving contractor in the City, we also allowed for the option of a two inch mill and inlay bid in lieu of the Re-HEAT® process at the time of the letting”, states City Engineer Lorenzo Anderson.

“Based on the competitive bids that we received, we were pleasantly surprised to see that with the Re-HEAT® process we could plan to do 43 city streets instead of the original 20 that we had budgeted with the conventional mill and inlay process used in previous years. With the 50% savings we are getting we can do over twice as many roads”, proclaims Mayor Hudson. “This is great for our people, businesses and growth in our City! Now I can say that green is the new green. When the equipment arrived on the first section of work, and we all went out there to see it, touch it, and watch it in action, we couldn’t believe how fast and efficient Re-HEAT® turned it (the old road) over into a new street without the long line of trucks and noisy, dusty milling equipment”, emphasizes Mayor Hudson.

“In fact the local State wide paving company CEO visited the jobsite and got a vision of how everything was going to go and got a good idea that recycling is the way to go’, says the Mayor. “During a trip to France last year, I saw firsthand how advanced some European agencies are when it comes to asphalt recycling and sustainability. We have a great opportunity with our City to get everyone on board and be at the forefront of it, not necessarily putting someone out of a job, with Re-HEAT® it is good for the community, environment and the future by using our resources most wisely”, reiterates the Mayor.

Recently appointed to Chair the Environmental Protection Agency’s (EPA) Local Government Advisory Committee (LGAC), Mayor Hudson comments “since the Re-HEAT® train emits 65% less emissions than a stand-alone asphalt plant and has 80% less of a carbon footprint because of its eco-efficient design means a lot to me and the colleagues that are part of my committee. This in-place process eliminated the trucking of over thirty thousand tons of millings and asphalt on one job alone. That equates to over 2,000 truckloads of resources that will not be driving over our other streets and damaging them to get to and from the project. Our committee has discussed emissions problems in North Carolina and West Coast states but we feel that if there are problems with pollution in some parts of the country, eventually it will become a problem nationwide”.

Lorenzo Anderson adds, “Our network PCI ratings are increasing about 7 points a year since we implemented the MicroPAVER™ pavement evaluation and management system and combined it with asphalt recycling. While we do some of our worst streets with a reclaimer (full depth reclamation is another discipline with ARRA), our biggest cost savings comes with the Re-HEAT® train. Once the road is hot in place recycled, we reset the PCI in our software to 100, and fully expect to see a 12-15 year life cycle similar to that of a mill and inlay at half the cost.”

It is worth noting that streets typically fall about three PCI points per year when left unattended, so the fact that Greenville streets are going up 7 points a year on average is a huge testament to their overall approach. Mr. Anderson plans to implement other pavement preservation techniques such as micro surfacing and thin overlays in the future once their backlog of poor condition roads are rehabilitated with the Re-HEAT® process.

For the past, few years Lorenzo Anderson has been using asphalt millings to make his gravel roads last longer, full depth reclamation for his roads with PCIs fewer than 50. He also plans to use the Re-HEAT® process once the initial contract is finished. “I especially like the idea that the Re-HEAT® layer offers twice the crack mitigation against the underlying cracks versus a conventional mill and inlay”, states Mr. Anderson.

Combining a solid pavement management program such as MicroPAVER™, asphalt recycling and pavement preservation have certainly helped Mayor Hudson save millions of dollars for her citizens in Greenville. Mayor Hudson touts, “green is the new green!” When I asked the Mayor as member of the Alumnae Association of Atlanta’s Spelman College, what advice you would give to our Atlanta City Mayor Kasim Reed, she said emphatically, “Get recycling asphalt!”

“This is an easy way to make a big difference with our environment; we were the first City in Mississippi to use the Re-HEAT® process to recycle our roads in place without a wearing course. I will be telling anyone who will listen, the LGAC members, county commissioners, city politicians; this is a no brainer for us! This process takes so much less time and we are in and out of neighborhoods quickly. The timesavings is not something that everyone talks about, but community members are well aware of the long delays, limited access to driveways, messy tack coat, dust, lines down and noise from conventional mill and inlay projects. They appreciate what we have done so far, one-day traffic control people, once they pass their house they are finished. The residents leave from an old road in the morning and return to a new road that afternoon”.

Mayor Hudson and City Engineer Anderson would welcome any questions that the reader may have regarding this article. For further information, please contact the author of this article blair@thebarnhardtgroup.com. Mr. Barnhardt is a National Highways Institute (NHI) Certified Instructor for Federal Highways Administration (FHWA), Local Technical Assistance Program (LTAP) National Instructor and a course designer and instructor (pavement preservation, recycling and management) for a prominent USA University. His consulting firm also specializes in MicroPAVER™ and StreetSaver® pavement evaluation services.

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ReHEAT® HIR Train in Action

Here is the link to the digital version at Roads and Bridges http://www.roadsbridges.com/sites/default/files/60_PE%20Market_0411RB.pdf