Category Archives: Latest News

September Safety Award Winner!

Congratulations to Bryant Ribeiro for winning the second place Safety Award for September. Bryant took the initiative to set up cones along the truck road in the Acushnet plant, helping to define the road and keep unnecessary trucks away from the loaders and stockpiles. This provides a safer route for both customers and employees of P.J. Keating. Thank you to Bryant for his excellent safety leadership!BryantSafetyAward

August Safety Award-1st Place

Congratulations to Cory Desrosiers for winning the first place safety award for August. Cory is a 2015 new hire who has brought enthusiasm, positive energy, and professionalism with him to PJ Keating. He has adapted to our safety culture and displays it in his daily routine. He is very detailed with leading tailgate talks and safety observations. He always ensures there are spotters for drivers and he communicates well. He is a great representative of our company and we thank Cory for his proactive safety leadership!

August Safety Award-2nd Place

Congratulations to Tim Magliaro for winning the second place Safety Award for August! One day Tim noticed that a truck leaving the Lunenburg facility was having a difficult time getting up Reservoir Rd to turn onto Leominster-Shirley Rd. This could have caused a hazard to other motorists and pedestrians. Tim proactively ran over to assist this driver by stopping traffic so the truck driver could safely maneuver up the road. Thanks to Tim for his proactive safety leadership and for living our safety motto: When I See Something I will STOP and Do Something! TimSafetyAward

March Safety Award

Congratulations to Ryan Conroy for winning P.J. Keating’s March Safety Award! Ryan successfully lead a team of two new employees repairing/replacing a chute at the Lunenburg stone plant –with ZERO incidents. Thank you to Ryan for his excellent safety leadership, and for providing a great role model for our new employees!

Ryan Conroy (2)

NAPA Quality in Construction Awards

NAPA Awards
Quality in Construction
P.J. Keating Co., an Oldcastle Materials Co. of Lunenburg, Mass.

Congratulation to Peter Pavao (Project Manager) and Frankie DosSantos (Foreman) for their work on I-195 in Fall River. The project included micro-milling and paving of the mainline road, four bridges, ramps, and a 600-foot-long tunnel under City Hall with porous pavement and RAP mixes. Traffic control and careful scheduling was essential in this busy traffic area.

2014 Route 195

Congratulations to Peter Cassanelli (Superintendent), George Cormier (Foreman), Frankie DosSantos (Foreman), and Gilbert Medeiros (Foreman) for their work on the milling, overlay, and widening of Route 140 and Route 12. The company made several suggestions for improving the proposed project scope, including the use of WMA and construction of a berm during mainline paving.

2014 Route 140

Congratulations to Rick Pavao (Project Manager) and Marco DoMonte (Foreman) for their work on the resurfacing of the parking lot for the Target Store in Taunton. Working closely with the milling subcontractor, the company developed a pattern of planing, paving, and striping that allowed them to open each area within 24 hours.

2014 Target Taunton

February Safety Award

Congratulations to Kathy Quigley for winning the Safety Award for February. Kathy proactively identified that emergency exits in the office were blocked with snow, which allowed for Lunenburg site personnel to clear the exits, creating a safe pathway for Kathy and her coworkers in the event of an emergency. Thanks to Kathy for contributing positively towards our safety culture!
Kathy Quigley - Safety Award

Winter has left its mark on the area, with thousands of potholes

The Herald News, Fall River, MA

It’s not unusual to hear the collective stance come up every spring that it was the worst winter ever.

This year, that opinion might be dead on.

“Worse than last year? Definitely. I estimate we’ll have double the potholes this year. My guess is about 4,000,” said Fall River Community Maintenance Director Kenneth Pacheco.

Plants that produce asphalt to fill the potholes are just starting up as winter ends. Pacheco said the city is purchasing four to six tons of hot and cold asphalt a day from the Acushnet-based PJ Keating. The cold patching is a temporary fix, Pacheco said, but works on the holes that are filled with water.

On Thursday, DPW workers Darren Medeiros and Bill Ronca, the lone crew working on potholes for the city right now, were on Oak Grove Avenue near New Boston Road with a large truck hauling molten asphalt, filling ragged holes with hot patch.

Medeiros, who has been working for the city for 10 years, said he has never seen anything like this winter and the effect it has had on the city’s streets. Between the consistent freezing temperatures, snow and freezing rain, the streets are heaving, he said.

The pair started filling and tamping and smoothing asphalt about three weeks ago and have probably worked on a couple hundred potholes so far, they said. The worst of the damaged roadways is where the gas and electric companies made cuts in the road.

“That’s where most of the problems are. They’re supposed to be maintaining it,” Medeiros said.

Medeiros said they are trying to get to the biggest holes first, calling them “rim-breakers.”

Ronca, who has filled potholes for more than six years, said he has seen share of potholes before, “but never this big.”

As Medeiros and Ronca worked, a number of passing motorists stopped to inform them of more potholes located down the street and in various neighborhoods. The two DPW workers are more than aware of the number of potholes that await.

“I hate them,” said Medeiros of the potholes. “Every time we get out of the truck, somebody stops with a story to tell. Sometimes they’re nice, sometimes they’re not and sometimes people thank us.”

The pothole crew’s work has been hampered by equipment breakdowns. The big truck they were driving had just gotten repaired and on the road Thursday. Another piece of hot asphalt equipment that is towed behind a truck is broken and not expected to be repaired for several weeks.

In addition to the pothole-filling crew, Pacheco said there are DPW workers going street-by-street in the afternoon to identify potholes locations, conducting a citywide audit of the pesky craters.
Mayor Sam Sutter said his administration is coming up with a pothole plan. He said it’s one of his top 10 priorities.

“All you have to do is drive around the city after the winter we had. I ran into a businessman the other day and he said driving down one of the streets, which used to be a very smooth street, he felt he was driving down the streets of Mogadishu,” said Sutter, referring to a city in Somalia.

Like he does with most issues, Sutter said he wants to create the plan in a systematic way by studying the problem, creating and presenting the plan, then following it.

“But we have limited resources,” Sutter said.

Safety Award


PJ Keating has worked one million hours without a lost time injury. I would like to congratulate each and every employee on your commitment to working safely every day. This is a significant achievement, and one to be proud of. We have received an award and a commendation letter signed by Randy Lake, Charlie Brown, John Keating, John Parson, and Lee Cole, stating “This type of achievement doesn’t happen by accident and requires intense focus and commitment by the entire organization. The example you set is a great encouragement to all of us throughout Oldcastle and one we’re pleased to share – you’ve proven that it’s possible to create an environment that is free from significant injury”.


UMD asphalt studies paving the way to better roads

FALL RIVER — Down a long hallway at the glossy UMass Dartmouth Advanced Technology and Manufacturing Center on Martine Street lies a laboratory where asphalt is king.

The laboratory is the work of civil engineering professor Dr. Walaa Mogawer, who for the last quarter century has been building the capability and reputation of the place among highway engineers nationwide.

To say Mogawer is passionate about asphalt understates the case. “I love the smell of asphalt more than roses,” he joyfully told a visitor to the room in the lab where asphalt samples were being prepared for testing.

The lab had much of the appearance of a kitchen, except that the concoctions being stirred in the metal pans weren’t brownies but some combination of new asphalt, recycled asphalt milled from the surface of the nation’s highways, recycled rubber and recycled asphalt roofing shingles.

It is the latter that occupy Mogawer’s mind these days, since his laboratory won a $249,785 grant from the New England Transportation Consortium to study ways of reclaiming the asphalt roofing shingles that are routinely stripped from houses and dumped into costly landfills.

The asphalt industry in general has been very recycling-minded in recent years, and Mogawer explains why: It’s the price of oil, and the value of petroleum products locked up beneath our feet (or our vehicle tires).

Long gone are the days of 99-cent gasoline and similar prices for everything else that comes from crude oil. Now with oil prices four times that or more, and millions of miles of the nation’s roads paved with asphalt, recycling is compulsory.

“There’s a treasure there,” said Mogawer about the shingles and the pavement. “Why are we throwing it away when we can mill it and reuse it?”

There is much more to recycling asphalt than simply throwing some recycled material into the cauldron along with the “virgin” ingredients that haven’t seen a road surface yet. There are matters of durability, elasticity, and “rutting” by tens of thousands of vehicles’ tires over the same spot.

Mogawer and his student assistants spend countless hours preparing batches of asphalt pavement with varying ingredients, baking them in ovens to bring them up to the typical temperature of hot asphalt. The cooled-off cylindrical samples that emerge from the molds are drilled for core samples and analyzed in any number of ways.

One device rolls over the asphalt sample as if it were a passing vehicle, pushing the material to its failure point within about a day.

Other instruments record what it takes to bend and break a sample of experimental asphalt material. At another work station, samples are subjected to the stress of expanding and contracting in varying climate conditions.

Asphalt, as it happens, is more complex than simply mixing together some sand, rocks, and other ingredients with an asphalt glue, boiling it up at close to 400 degrees, and letting it cool and harden.

The climate where it is to be used matters greatly, said Mogawer. Roads in Texas, for example, require a stiffer surface, something that will resist high temperatures. A highway in Maine will need special attention given to expansion and contraction as the seasons change.

That poses a challenge for the reuse of asphalt or of shingles, Mogawer said. After being exposed to the elements — sunlight and oxygen — for 15 or 20 years, asphalt shingles become extremely brittle, which can be problematic.

As urgently as the industry and government want to recycle shingles to save money and improve the environment, it will take labs like Mogawer’s to determine what recipes, what asphalt concoctions, will do the job as well or better than the materials now being used, and save money in the bargain.

Some of those experiments are under way in the town of Dartmouth, where large sections of Tucker Road were recently repaved using an asphalt formula evaluated by UMass and designed to save money while matching the performance of conventional asphalt formulas.

Dartmouth is one of a number of towns — and states — that have come to Mogawer for analysis of what it is they are putting down on the roadways.

But Mogawer is frustrated that more municipalities aren’t coming to his lab for the free services he provides in quality control testing of new or rebuilt roadways.

Mogawer cites a statistic when he talked about recycling our roadways: Only 1 to 2 percent of the asphalt being produced today goes to the construction of new roads. All the rest, he said, goes into rebuilding existing roads.

That is something the asphalt industry touts as being a strong advantage. Asphalt roads can be milled and repaved over and over again for decades, with the materials being reused to a greater and greater extent.

Mogawer, meanwhile, pushes the envelope with research looking into not only asphalt shingles but recycled rubber, which he said can improve the elasticity of the asphalt mixture. The problem is that there are few suppliers producing the powdered rubber that the lab needs to incorporate into the formulas that it is testing.

Elsewhere, experiments continue on using new additives to recycle asphalt. Mogawar cited a failed experiment in Illinois and North Carolina. “They used swine manure and added it to the asphalt. “The smell was awful,” he said, “and it stuck to their clothes.”

While that failed, other experiments are under way to produce warm temperature asphalt, up to 100 degrees Fahrenheit cooler than traditional formulas. Warm asphalt uses less energy (to heat), is easier to work with, emits less fumes, and can be applied during a longer season.

Mogawer said that his lab produces civil engineering graduates that, should they be interested in pursuing a career in paving material science, are quickly snapped up by the small number of labs like this one nationally.

And he remains a devotee of asphalt, even as innovations emerge, such as tempered glass solar panels that are being touted as a revolutionary paving material. “They’re all good ideas, but they’re not easy to implement,” he said. For the next century or so, he said, asphalt is still the way to go, still king.