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The Plant Issue

asphaltPRO Production – Professionals – Products

Save on AC Storage • Electrify Your Heat Efficiency • Tilcon New Jersey Softens Binder • Meet NAPA 2016 Chairman Kevin Kelly

Low Volume Flagging Safety January 2016


CONTENTS DEPARTMENTS

Editor’s Letter

asphaltPRO January 2016

» Did you notice our new look? Our staff is constantly trying to improve the quality of AsphaltPro to

make it more effective and efficient for our readers to get timely, useful and how-to information. And as you can see by our new logo and new updates in design, we’ve done it again. If you like what you see, let us know on Facebook or send our editor an email to sandy@theasphaltpro.com. We hope you enjoy!

5 - Stop Moaning, Start Owning Highway System

36

Around the Globe 6

Safety Spotlight 8 - Use Best Practices for Low Volume Road Flagging By Sarah Redohl

Mix It Up

12 - Glass in Asphalt Gets Another Look By Sarah Redohl 14 - Select the Right Sieve Shaker for Your Application By Ben Backus

Keep It Up

16 - Electrify Your Plant’s Heat Efficiency By Rick Jay

Contractor Profile 24 - DeSilva Gates Meets Air, Seismic Standards From Astec Inc.

12

Product Gallery

58 - What’s New in Paving Equipment By AsphaltPro Staff

New Apps

66 - Track Their Hours By Sandy Lender

48

Here’s How It Works

64 - CWMF’s Dust-Eater Baghouse

Feature articles 30 - Store More AC for Best Pricing Leverage By Sandy Lender 36 - Cultivate the Trainer in Supervisors, Managers By Jeff Ensell 38 - Natural Solution Restores High RAP Performance By Sandy Lender

52

43 - Heat Reaches Milestone From Astec, Inc. The Plant Issue

44 - International Quality From TransTech Systems

asphaltPRO PRODUCTION – PROFESSIONALS – PRODUCTS

48 - Meet the Exec: Kevin Kelly By AsphaltPro Staff 52 - Improve RAP Mix Quality By Bob Frank

Save on AC Storage • Electrify Your Heat Efficiency • Tilcon New Jersey Softens Binder • Meet NAPA 2016 Chairman Kevin Kelly

Low Volume Flagging Safety JANUARY 2016

on the cover

Producers can take advantage of lower virgin material pricing if they have the space—and savvy—to store it correctly. See related article on page 30. Photo courtesy Meeker Equipment.


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editor’s Letter Stop Moaning, Start Owning Highway System

Christmas came early for our industry when Congress approved the Fixing America’s Surface Transportation (FAST) Act Dec. 3. The Act authorizes $230 billion for highways through Sept. 30, 2020. Here’s something that I find noteworthy: it authorizes $60 billion for public transportation and $10 billion for passenger rail. In other words, the Act gives $70 billion to fix up programs that cater to people who don’t like using the original infrastructure. Let’s call those people “the moaners.” The book “Stop Moaning, Start Owning: How Entitlement Is Ruining America and How Personal Responsibility Can Fix It” by Brian Russell, PhD, JD, has reinforced my opinion of the expensive propensity some members of society have for complaining until others coddle them. Don’t like driving your car? Let’s build a public transportation system to move you from your high-rise apartment building to the closest Whole Foods store. Don’t like the number of bike paths that lead from your door to your office? Let’s reduce the number of lanes for vehicles moving commerce so you have a wide enough bike path to be safe on your preferred method of commute. The taxpayers will foot the bill for this so you can wave your flag of sanctimony when you chain your vehicle to the bike rack the HR department had installed for you. Look. I think it’s good to have a healthy practice of riding your bike where it’s safe. I think it’s smart to have subways and buses that can transport masses of people through otherwise congested areas. My frustration comes when planners are expected to devote ever higher dollar amounts to the whiners who can’t be satisfied. Another moment of whining that I’d like to invite the moaners to cease is in regard to the gasoline user fee. There are people who will remind me that the price of bread will increase when its delivery truck has to pay a higher price for fuel. A user fee affects each person in the price of goods whether he drove to the store or walked. To those people, I say, stop moaning. I pay my tax at the pump and again at the store. Should I be able to flash a gas card at the checkout counter that proves I’ve already paid my user fee, thus I am “entitled” to a lower price on a tube of toothpaste? I dare say, that would indicate car privilege and bicycle discrimination. Let’s talk instead about raising the user fee to benefit the Highway Trust Fund, which happens to be what many people in the transportation industry are moaning about when they should take a moment to laud the passage of the longest bill Congress has authorized in 17 years. Gasoline user fees remain stuck at useless levels because representatives are afraid to raise them. But Astec’s Ben Brock pointed something out to me that is genius. We need to explain to legislators that end users can “shop out” a user fee increase. In the state of Tennessee, Brock saw gasoline prices that differed by up to 17 cents from one another in one zip code. He shared with me that two of the big differences were in gas stations situated across the street from one another. That means a motorist who wanted to get the best price for a gallon of gas didn’t have to drive far from home to get a 17-cent “price break” for the product. If a gasoline user fee increase of 8 or 10 cents were enacted, the motorist could easily put the old Captain & Tennille song on his playlist and shop around to counter the impact on his wallet. Let’s also point out to representatives that typical voter gas tanks hold, what, 12 gallons? 15? With a user fee increase of 10 cents per gallon, the driver who is in too big of a hurry to shop around could get “taxed” with upwards of an extra $1.50 when he stops in. That’s not even a cup of coffee today. Increasing the user fee doesn’t have to be the frightening prospect legislators have made it out to be. We can re-shape their thinking by offering some common sense ideas. But the very first thing we need to do is stop moaning over what we think we didn’t get out of the FAST Act. Let’s send a thank-you note to each Congressman and woman who voted to make our jobs more stable and secure for the next five years. Jay Hansen of NAPA pointed out the FAST Act will have an immediate impact on the asphalt industry. Are your estimators ready to bid? Are your crews trained? Get ready to jump into the 2016 paving season. We don’t have time for moaning. It’s time to start owning the highway transportation system.

January 2016 • Vol. 9 No. 4

asphaltPRO 602 W. Morrison, Box 6a Fayette, MO 65248 (573) 823-6297 www.theasphaltpro.com Group publisher Chris Harrison chris@ theasphaltpro.com publisher Sally Shoemaker sally@theasphaltpro.com (573) 823-6297 editor Sandy Lender sandy@theasphaltpro.com (239) 272-8613 Art Director Kristin Branscom business manager Susan Campbell (660) 728-5007

AsphaltPro is published 10 times per year: January, February, March/ April, May/ June, July, August, September, October, November and December by Asphalt Pro, LLC, 602 W. Morrison, Box 6a, Fayette, MO 65248. Writers expressing views in AsphaltPro Magazine or on the AsphaltPro website are professionals with sound, professional advice. Views expressed herein are not necessarily the same as the views of AsphaltPro, thus producers/contractors are still encouraged to use best practices when implementing new advice. Subscription Policy: Individual subscriptions are available without charge in the United Sates, Canada and Mexico to qualified individuals. One year subscription to non-qualifying Individuals: United States $90, Canada and Mexico $125.00. For the international digital edition, visit theasphaltpro.com/subscribe-2. Single copies available $17 each.

Stay Safe, Sandy Lender

www.THeAsphaltpro.com // 5


around the globe

Industry News and Happenings from Around the World China

As of press time Dec. 7, China had imported 3.9 million tons of bitumen for 2015. Source: Petrosil Media’s Bitumart.

India

The TII Group of Germany has acquired the civil business of TRATEC in India, announcing its “Make in India” program. Now TII India Pvt. Ltd, the Indian subsidiary of TII Group, will function as a link between the existing and future TRATEC civil business and the TII Group, offering transportation solutions.

United States

• Like us at https://www.facebook.com/ AsphaltPro. Follow us on Twitter @ AsphaltPro. • AsphaltPro’s sister publication PavingPro has launched its full website at www. mypavingpro.com for all commercial and residential asphalt contractors and pavement maintenance and pavement preservation contractors.

Colorado

Mark your calendar to attend Rocky Mountain Asphalt Conference & Equipment Show (RMACES) Feb. 24 through 26 at the Crowne Plaza Denver International Airport. Visit www.rmaces.org for details.

Florida

The Pavement Preservation & Recycling Alliance announced its keynote speakers for the Feb. 23 through 26, 2016, annual meeting in Bonita Springs, Florida, will be Shelley Row, P.E., and Keith Reester.

Illinois

• Subaru Industrial Power Products, Lake Zurich, Illinois, increased its distributor

6 // January 2016

network in late 2015 with five new companies in 13 states. There’s a full list of Subaru Industrial Power dealers at www. subarupower.com/distributor-map/. • Intertek of Chicago has completed the acquisition of Professional Service Industries, Inc. (PSI), as of Nov. 23, 2015. The acquisition engages Intertek beyond building products testing and certification, and solidifies its position in the project section of the construction industry lifecycle.

Indiana

The 91st Association of Asphalt Paving Technologists (AAPT) annual meeting and technical sessions will be held March 13 through 16, 2016, at the Westin Indianapolis. Visit www. asphalttechnology.org for more information.

Maryland

RFP: The Transportation Research Board’s National Cooperative Highway Research Program (NCHRP) has released a request for proposals to produce a guide that encourages a culture of innovation, which should include the importance of a culture of innovation, implement strategies, and specific examples. Proposals are due Feb. 3, 2016.

Tennessee

Ace Pump Corporation, Memphis, celebrated its 70th anniversary at the company’s world headquarters in Memphis Dec. 2. Roy Bell, Sr., Elmer Theis and Bob Berry founded Ace Pump in 1945, and the company continues today as a family-owned operation under the guidance of CEO Roy Bell III, providing pumping solutions for off-highway industrial equipment and other industry.

In 2015 Ace Pump received The President’s “E” Award for Excellence in Exporting from the U.S. Department of Commerce.

Texas

Momentum Rental and Sales, an Atlas Copco dealer in Port Lavaca, Texas, opened two new facilities in December—one in Corpus Christi and one in Richwood. With the new locations, Momentum extends Atlas Copco’s equipment and support offering to the growing petrochemical and refinery customers in those areas.

Wisconsin

Nomination forms for the Construction & Demolition Recycling Association (CDRA), Milwaukee, awards program are now available at the association’s website: www.cdrecycling.org. Entries are due by March 10, 2016.

Washington, D.C.

Congress authorized the Fixing America’s Surface Transportation (FAST) Act. According to the National Asphalt Pavement Association (NAPA), members of Congress are interested in seeing state DOTs spend the money allocated to them through this Act, which is $305 billion over five years. A Few FAST Act Facts: • The Act expires Sept. 30, 2020 • Highways get $230 billion over five years • More funding and control is available to mayors and local/ regional entities going forward with FAST • The National Highway Performance and Highway Safety Improvement programs are continued


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safety spotlight

Worker distraction can be dangerous. Make sure flaggers have nothing extraneous such as iPods, cells phones, reading materials or other items to take their attention off their surroundings or to reduce their ability to hear on-coming hazards. Photo courtesy of Transportation Training Institute.

Use Best Practices for Low Volume Road Flagging K

Keeping your staff safe on the job site is a constant concern. To do so, contractors have their own plans in place to make safety a priority, beyond what is required by the federal government. As part of the Code of Federal Regulations, the Manual of Uniform Traffic Control Devices outlines minimum requirements that contractors must follow when setting up a strategy to manage motorists that will need to be safely guided through the work site. You know from experience, though, that the safety measures for every work zone are different. Traffic volume, physical restrictions, weather and time of day are all factors for every work zone safety plan. What we may not think about as often as we should are flagging operations along low volume roads with average annual daily traffic of fewer than 400 vehicles (excluding freeways, expressways, interchange ramps, freeway ser-

8 // January 2016

vice roads, state highway systems and residential streets, in most states). Less traffic volume doesn’t necessarily make a job site safer. In fact, low volume roads present a number of unique challenges, including hills, curves and vegetation and the potential for harvest operations overlapping with road work. In March of 2015, with the Workzone Safety Consortium, Transportation Training Institute Founder Neal Carboneau helped create a document to troubleshoot some common challenges workers may face at low volume job sites, provide solutions that fit within the code and suggest considerations to improve safety for motorists and workers. “The guidance documents serve as commentary and provide suggestions for organizations to not only meet, but exceed the minimum requirements of the code in an effort to reduce the number and severity of in-

cidents in work zones,” Carboneau said. “It provides guidance and further explanations of the intent of the MUTCD while recording traditional methods used to protect road workers and motorists.” 1) Address site conditions. Site conditions can include hills and curves, obstruction of visibility and working room due to vegetation or rocky terrain, and driver and worker distractions. Although 400 Annual Average Daily Traffic might seem like a small number, Carboneau said even small numbers can represent many vehicles per hour, “which still presents a challenge for organizations performing work on the road to address.” 2) Establish visibility and stopping sight distance. “The goal is to give motorists plenty of warning, or advance notice, of the work,” Carboneau said. To do so, he said it’s important to


safety spotlight get their attention where there is good sight distance, and control them through challenging areas. Carboneau said it’s also important to recognize conditions that could impact visibility, such as glare from the sun at dusk or dawn, glare from artificial lighting or headlights during nighttime operation, and dust from traffic on a gravel road. He said speed is also a factor. “Stopping sight distance, or the amount of time it takes a motorist to react and bring their vehicle to a stop is not only about seeing the condition that prompts them to make a decision,” Carboneau said, “but also how fast they are going at the time as stopping sight distance is a function of the speed of the motorist.” (See Sidebar A.) 3) Reduce changes or challenges for motorists. This can include planning operations, such as choosing the time of day that would allow you to avoid certain situations, such as motorists driving into the glare from the sun or experiencing higher traffic volumes. Reducing challenges for motorists can also include the layout of temporary traffic control and selection of devices to fulfill special needs, such as cones, barrels, signs, arrow boards or even portable rumble strips. “Use of portable radar speed signs are becoming more common in larger scale temporary traffic control areas,” Carboneau said, “but the effectiveness is evidenced by their use in school zones, to get a motorist’s attention and slow them down.” 4) Choose the right type of flagging or alternate control. “The MUTCD has a number of ‘typical applications’ which provide a foundation on which a temporary traffic control plan should be based,” Carboneau said. “This document provides the reader with examples of the types of operations and conditions that they deal with regularly and which ‘typical applications’ might be better suited for those situations.” This not only is effective but it’s also efficient, Carboneau said. “We don’t have unlimited budgets,” he said. “We need to use engineering principles to provide safe, efficient and effective temporary traffic control.” Carboneau said an example of this is typical application 11 from the MUTCD, which

10 // January 2016

allows the use of a yield sign in lieu of flaggers. This method allows motorists to self-regulate, reduces the exposure to flaggers and frees up flaggers for other operations. Another option is using a single flagger, but this option also comes with unique challenges and specific requirements. “The guidance goes on to provide alternatives for use of flaggers with mobile operations as well as the use of mobile operations alone, which can provide some options in certain circumstances,” Carboneau said. 4) Ensure safe behavior by flaggers. “Worker distraction is a problem for employers just as motorist distraction is,” Carboneau said. “Portable music devices, reading materials, cell phones and other items can take the worker’s attention off their duties and reduce their ability to hear on-coming hazards and must be prohibited on the job site.” He says safe behavior goes beyond attention to their duties; workers must also be qualified, trained and clearly understand the hazards of their job and methods to reduce that risk. 5) Establish a contingency plan. “Despite all of the efforts to reduce the probability of an incident, uncontrollable situations still arise and organizations should consider methods to reduce the probability of an incident occurring and reduce the severity of the incident should it still occur,” Carboneau said. For example, a blown tire can cause a motorist to lose control of his vehicle and enter the work zone. A medical situation could also cause a motorist to lose control, or he might still get distracted despite efforts to get his attention. There are some common countermeasures, such as shadow vehicles, to reduce the chance a motorist will strike a worker and to reduce the severity of the incident. Another option is “buffer space,” Carboneau said. For example, “if they start hitting cones in the temporary traffic control taper, they will know they are in trouble and have time to stop before hitting a worker or other item in the work zone.” “Something as simple as an air horn for a flagger is a last ditch effort to get a motorist’s attention before an incident occurs, or at least get the workers’ attention and

hopefully reduce the chance and severity of an incident,” Carboneau said. According to Carboneau, another key point is that site conditions can change throughout the day, depending on weather, traffic volume and duration of the work. He pointed out that there is a troubleshooting guide to help personnel in the decision-making process for flagger operations in the guidelines document. He said that although the document is meant for low volume roads, the strategies can apply to many situations. “Contractors, public sector employees, utilities and other organizations that perform work on or near the road can use this document to improve the safety, efficiency and effectiveness of their temporary traffic control operations,” he said. “It goes beyond the minimums defined in the code, but also covers topics with which organizations are often seeking advice including use of flaggers and mobile operations.”

- By Sarah Redohl

Neal Carboneau of the Transportation Training Institute shares some best practices of meeting the requirements of the Manual of Uniform Traffic Control Devices by the U.S. Department of Transportation and keeping your staff safe on the job.

Stopping Sight Distance As a Function of Speed Speed* 20 mph 25 mph 30 mph 35 mph 40 mph 45 mph 50 mph 55 mph 60 mph 65 mph

Distance 115 feet 155 feet 200 feet 250 feet 305 feet 360 feet 425 feet 495 feet 570 feet 645 feet

*Posted speed, off-peak 85thpercentile speed prior to work starting, or the anticipated operating speed. Information for sidebar courtesy Transportation Training Institute.


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mix it up

Glass in Asphalt Gets Another Look Researchers in Canada give new hope to the use of recycled glass in asphalt pavements with the work of a large partnership. During a Dec. 1, 2015, press conference, Robert Poëti, Quebec’s Minister of Transport, lauded the integration of glass as a component of road manufacturing in the industry’s overall efforts to limit green house gas (GHG) emissions, etc. Also during the press conference, the École de technologie supérieure (ÉTS), City of Montréal, Société des alcools du Québec (SAQ), Éco Entreprises Québec and RECYC-QUÉBEC announced its partnership on a $450,000 (Canadian) three-year pilot program to test the use of crushed glass in asphalt pavement. According to a press release, the ÉTS research team expects the integration of glass in base courses to improve drainage and insulation to extend the life of asphalt pavements. The concept of using crushed glass as an aggregate isn’t new. In fact, the industry has been using the term “glasphalt” to describe this process for decades. Studies to test the performance of glasphalt began in the 1960s and ’70s, when test pavements were laid in 33 locations in North America. The studies showed that the high angularity of crushed glass, compared to rounded sand, enhanced asphalt’s stability, when crushed to a proper size and used in proper proportions. Other benefits include low absorption, low thermal conductivity offering enhanced heat retention, and specific gravity, meaning more volume of asphalt cement (AC) per ton. However, when used in high percentages or with large glass particle sizes, test pavements showed stripping and raveling problems, in addition to high tire wear and excessive glare.

R

12 // January 2016

The materials in the top row of this image have been incorporated into the upcoming test. More than 25 percent of the materials have been substituted with recycled glass. Photos courtesy Lino Cipresso. “Since we have better equipment and better knowledge now, it should work better,” Alan Carter, research team collaborator and engineering professor at ÉTS, said. “The new techniques consider fundamental characterization of material and aggregates used in our laboratory,” Carter said. “The mix design used in our rheological approach is based on elastic and viscoelastic properties measured with the complex modulus, which gives the real asphalt mixture behavior. With a better understanding of the behavior of glass aggregates, it’s possible to take better advantage of the glass. We also developed a new kind of asphalt mix that includes glass. This new mix gives us the opportunity to recycle more glass than in a conventional mix.” Additionally, the team will have a doctoral student researching improvements in glass’s ability to absorb binding agents, as well as minimize stripping. The team estimates it will be testing pavements with a 15 to 25 percent glass aggregate makeup, all under 5 mm in size. A 2012 report from the U.S. Federal Highway Administration has found satisfactory results using between 10 and 15 percent crushed glass, with higher blends—of up to 25 percent—for use in base or binder course mixes. The report states that hot mix asphalt pavements with more than 15 percent waste glass “may experience deterioration due to stripping of the asphalt cement binder from the waste glass.” The FHWA report said most highway departments allow use of 5 to 10

Michel Vaillancourt, ÉTS’ principal investigator of post-consumer glass integration project, and Francis Bilodeau, pavement and bituminous material lab technician, show the wheel tracking device that simulates the passing of vehicles on a roadway. percent glass in their asphalt mixes. And although some areas allow 6.4 mm to 12.7 mm gradations, many have specified the use of 9.5 mm gradations. The report also states that optimum performance is achieved when glass is used as a sand or fine aggregate substitute, less than 4.75 mm. The City of Montréal has provided test slabs to help evaluate the mix performance beginning in 2017. If the pilot is successful, Montréal officials hope to use the new combination on their city streets within a few years. “The big dream is to use recycled glass for new innovations rather than for waste,” Alain Brunet, SAQ President and CEO said. - By Sarah Redohl


Upcycle:

(verb) \uhp-sahy-kuh l\:

To reuse material in such a way as to create a product of higher quality than the original:

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That’s why Gencor developed the innovative UltraRAP and MegaRAP concepts, which can process 70% and 100% recycle without superheating and degrading the quality of the mix. The result is a noticeably superior and consistent mix. So if you want superior high RAP capability, don’t just recycle ... Upcycle. Call Gencor today and learn how you can “Upcycle”. 407.290.6000 or visit www. gencor.com

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mix it up

Select the Right Sieve Shaker for Your Application S

Sieve shakers save considerable time and improve accuracy and repeatability of particle size tests when compared to hand-shaking methods by increasing the opportunities for particle passage. Modern sieve shakers can be categorized by their actions into three basic types: mechanical, vibratory or sonic. Let’s take a look at how to select the ideal shaker based on the materials with which you’re working. Mechanical sieve shakers have motor-driven mechanisms to agitate and reorient particles with orbital, circular or rotational motions. This motion can be enhanced with tapping action. Non-Tapping mechanical sieve shakers are often more affordable and may be sufficient for free-flowing materials that are easily sieved and coarser than #200 (75 µm). It’s best to use a tapping mechanical sieve shaker when you’re looking for the sharpest separation of materials from 2 inches (50 mm) to as fine as No.635 (20 µm). These models work well for a variety of materials, especially those with a wide range of particle sizes and a higher percentage of fines.

Vibratory sieve shakers use quiet, electromagnetic energy to agitate particles. A proper vibration setting creates a fluid, moving bed of the sample material, evenly distributing material across the mesh as it lifts and reorients particles, ensuring the maximum number of passing opportunities. Vibration levels can be adjusted on most models to suit the nature of the material, and a brief pause can often be programmed in to enhance particle passage.

The SS-12R is an example of a mechanical sieve shaker.

The SS-10 is an example of a vibratory sieve shaker.

14 // January 2016

It’s best to use a vibratory sieve shaker for materials between 1 inch and No.635. It’s best to use a vibratory sieve shaker for materials between 1 inch (25 mm) and No.635 (20 µm). It’s ideal for granular and fine materials, especially dry powders. The quieter actions of vibratory shakers often

make them a better choice where excessive noise can be a factor. Sonic sieve shakers use up to 3,600 sonic energy pulses per minute from an audio generator, creating an oscillating air column enclosed by the sieve stack. Continuous agitation excites and reorients particles to mesh surfaces. Tapping is selectable from the bottom or the sides of the sieve stack, or both. Energy input can be tuned for different types of materials. Sonic sieve shakers are often used to perform precision separations on small volume and particle size specimens as fine as 3 µm, making these shakers especially effective for powders, fine granular materials and “problem” materials. Precision electroformed sieves with very close tolerances are often used in these applications. Selecting the proper sieve shaker can be a challenging process, and it’s important to understand that not all sieve shakers are the same. - By Ben Backus

The GA-8 is an example of a sonic sieve shaker. All photos courtesy www.globalgilson.com.


THE FACES OF ASTEC PARTS

SHE’S ALWAYS YOUR PARTS PERSON When parts tech DONNA FLOYD is not helping her customers, you’ll find her camping in a matador red replica 1961 Shasta Airflyte. And when she gets back to the office and takes your call, she takes as much care to find the part you need as she does to find the perfect campsite, because she’s always your parts person.

An ASTEC parts tech knows that being successful in her job means that you count on her to deliver when needed. So when she takes your call she takes care to find exactly the part you need and then gets it to you as fast as possible. She’s always your parts person.

Anyone can stock parts and ASTEC stocks the world’s largest inventory of parts for asphalt plants. But ASTEC doesn’t just stock parts. ASTEC delivers the industry’s best customer service. That is what sets us apart.

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keep it up

Process Heating Company performed tests over a three-week period on a well-insulated, 20,000-gallon AC storage tank holding product at 340oF at a 500-TPH drum mix plant.

Electrify Your Plant’s Heat Efficiency With the costs of doing business on the rise and energy in flux, an asphalt producer should consider any measure he can take to improve the bottom line. The method and efficiency of a plant’s heat—for asphalt and hot oil— are areas that often are overlooked. But energy costs contribute significantly to the operating costs of an HMA plant, and fuel choices can impact producers in more ways than just cost. Operators often choose a method of heat based on current energy prices, but the cost of natural gas, LP gas, fuel oils and electricity have all fluctuated over the years. Just seven

W

16 // January 2016

years ago, electricity was far cheaper to use as an energy source for heat than other fossil fuels. Today, natural gas is less expensive. Given the volatility of these variables, how can a producer make the best energy choice for heating asphalt cement (AC) and hot oil? When choosing an AC heating method, it’s important to look at the entire picture. Costper-unit of energy to heat AC and emulsions is certainly part of the puzzle, but it is not the only cost. Also important is the heater’s thermal efficiency. According to Heatec Inc.’s Technical Paper T-140, “Heating and Storing Asphalt at HMA Plants,” a small difference in

efficiency can make a big difference in how much fuel a heater burns over its lifetime. Most fossil-fuel-fired burners operate at 80 to 85 percent efficiency when new. This means 15 to 20 percent of the burner’s heat is wasted as exhaust. With age, the burner’s efficiency drops. Also, fuel-fired asphalt heaters are maintenance-intensive. If the proper maintenance and tuning are not conducted to keep the efficiency up, then the efficiency drops even more dramatically. In fact, by the time the burner is seven to eight years old, this efficiency can easily be at only 50 to 60 percent, meaning that up to 50 percent of the heat is wasted as exhaust.


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ROAD AND MINERAL TECHNOLOGIES


keep it up Table 1.

An electric-powered asphalt tank or hot oil heater, in comparison, operates at 100 percent efficiency with no heat or emissions exhausted into the air. Over the lifetime of the heater, that efficiency never drops.

True Cost Comparison Table 1 shows a fuel cost comparison between different forms of energy per 1 million BTUs (the approximate number of BTUs required to maintain 30,000 gallons of AC at 300˚F over 24 hours in a tank with 3 inches of insulation, per Heatec’s T-140 technical paper). At first glance, it appears that natural gas and No. 6 oil are currently the cheapest forms of heat energy. But that is only if you assume that all heater types operate at 100 percent efficiency. The far right column

18 // January 2016

in the table shows the cost of various energy forms with dropping efficiencies, which take place over time with aging burners and poor maintenance practices. Keeping in mind that electric heaters operate at 100 percent efficiency throughout their lifetimes, you can see that the energy costs begin to level out.

Test Electric Energy Costs Several years ago, Process Heating Company (PHCo) performed tests over a threeweek period on a well-insulated 20,000-gallon AC storage tank holding product at 340˚ F at a 500-TPH drum mix plant. The electric tank heater consumed 192 actual kilowatt hours (kWh) per day while the plant was running. Using current industrial electric cost of $0.0673 per kW (see Table 1), the

cost per day for maintaining heat in the tank over 192 kWh is $12.92. At the same plant, an electrically heated hot oil system used 422 actual kWh per day as the plant was running. Using the current industrial electric cost of $0.0673 per kW, the cost per day to heat the plant’s hot oil is $0.0673 x 422 kWh, or $28.40. The cost per ton of output is $28.40/2,400 tons produced per day, or $0.012 (1.2 cents per ton). This plant has two identical AC storage tanks, as well as the hot oil system. To figure total electricity costs per day using electric heaters, take $12.92 x 2 = $25.84 + $28.40 for a total of $54.24. Total cost per ton of output is $54.24/2,400 tons produced per day, or $0.0226 (2.3 cents per ton). Factors that must be taken into consideration with this scenario are that the plant where testing took place was in excellent



keep it up condition, and the tanks and hot oil system were well-insulated. Also, to achieve optimal electric rates, the equipment was interfaced with other large electric-using equipment to avoid adding to demand charges. Additionally, electric heaters used time clocks for operating during off-peak hours, to take advantage of lowest possible rates without impacting performance or operation of the plant.

Real-World Experiences

With energy costs fluctuating, it also can pay to install both electric and fuel-fired heat sources for hot oil and AC, to take advantage of the lowest energy costs available. That is exactly what one asphalt producer in South Carolina did in the summer of 2008, when fuel prices rose dramatically to above $4 a gallon. The company, which produced between 500,000 and 800,000 tons of HMA annually during that period, chose to add a PHCo electric hot oil heater at one facility that produced about 200,000 tons of asphalt per year. By adding an electric-powered heater to its hot oil tanks during a time when fuel prices were high, the company cut its asphalt-heating costs considerably. The company had previously used diesel-fuel-fired hot oil heaters exclusively.

This particular plant chose to keep its diesel-fired heater, as well as its electric heater, so that it may switch between the two, depending on which system is providing the most cost-effective heat. An average drum mix asphalt plant using a PHCo heater will require a 140 kW heater, which is adequate for two 30,000-gallon asphalt tanks and associated jacketed pumps, meters and asphalt lines. The electricity cost at that time for the plant was about $0.11 per kW, so with a 140kW heater running around 4 hours a day in the summer and 6 hours a

20 // January 2016

By adding an electric-powered heater to its hot oil tanks when fuel prices were high, a company cut its asphalt-heating prices dramatically. day in the winter, the cost to heat asphalt with electricity was approximately $62 per day in the summer and $92 per day in the winter. Alternately, if the plant used almost 20 gallons of diesel fuel per day in the summer and about 27 gallons per day in the winter (based on the 80 percent efficiency seen in Table 1), with diesel prices at $3.70, as they were during the summer of 2008, the asphalt heating costs became $70 per day in the summer and $100 per day in the winter. This case study may also be used to extrapolate results using current fuel prices. With diesel fuel costs of $2.43 per gallon as of deadline, the per-day asphalt heating cost becomes the following: 20 gallons of diesel fuel (summer) at about $49 per day and 27 gallons (winter) at about $66 per day. This is compared to current industrial electricity costs of $0.0673 per kW, with a 140 kW heater running four hours per day (summer) for $38 in daily costs, and six hours per day (winter) for $57 in daily costs. This particular plant chose to keep its diesel-fired heater, as well as its electric heater, so that it may switch between the two, depending on which system is providing the most cost-effective heat.

Reduce All Costs

Electric-powered heaters require little maintenance, which serves to reduce operating costs. Because they typically last more than 30 years, electric-powered heaters can also reduce capital costs for the plant. Another aspect to consider is the benefit of electric heat produced by low watt density heaters, which dissipate controlled heat as low as 3 watts per square inch on the heater’s sheath to prevent coking or damaging of temperature-sensitive material. In hot oil systems, this reduces the need to change out expensive heat transfer oil. Increasing emission regulations are one more factor to consider. As shown in Table 1, different types of fuel produce different levels of emissions and add different types of expenses for producers when it comes to emissions control. A plant operator in California recently disclosed that adding a single stack at his plant would increase his annual permit cost by $5,000 to $6,000. This operator chose to heat his asphalt with electricity because it creates zero emissions; therefore eliminating associated stacks, permits and expenses.

- By Rick Jay


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contractor profile The new plant is rated to provide an additional 1 million tons of production to DeSilva Gates’ operations per year.

24 // January 2016


DeSilva Gates Meets Air, Seismic Standards I

In addition to sunshine, surf and oranges, California is known for having the largest, tallest, and oldest trees in the United States—the sequoia sempervirens and the sequoiadendron giganteum. The state also has some of the most stringent air quality standards in the nation. Doing business in California requires patience and careful planning to complete the environmental impact process and acquire the correct air quality permits for asphalt plant operations. The management team for DeSilva Gates Construction, Dublin, California, knows this process firsthand.

Family Grows In the Redwood State

According to the DeSilva Gates website, Edwin O. DeSilva and Richard B. Gates currently lead the company’s management team with support by a team of personnel specializing in grading, paving and construction management. The company itself specializes in heavy, highway and civil engineering construction for both public and private clients. While the company started out as a small grading and paving company when Oliver de Silva founded it in 1932, it has grown into a workforce of more than 1,000 employees with combined annual revenues in excess of $350 million. That workforce operates and maintains a serious fleet of equipment comprising more than 350 pieces of heavy equipment, not limited to: • 50 motor graders • 45 compactors • 60 dozers • 20 loaders • 36 excavators • 95 scrapers • 8 asphalt pavers • 40 rollers To keep the equipment in tip-top shape, the fleet is serviced and maintained by three maintenance facilities that employ more than 30 mechanics. Through its di-

vision—DeSilva Gates Aggregates—the company owns and operates quarries and asphalt plants annually producing over 2 million tons of aggregates and processed fill, and over 1 million tons of asphalt mix, as reported on the website. Additionally, the company provides in-house environmental remediation services through its affiliate Pacific States Environmental Contractors, Inc. In early 2015, DeSilva Gates completed installation of its first Astec asphalt plant at its Sunol, California, location. According to Alan French, general manager of DeSilva Gates Aggregates, the company looked to Astec to provide the latest technologies to meet the requirements for an asphalt plant in the State of California and Alameda County. “The Sunol asphalt plant was threeplus years in the making. We aligned ourselves with Astec,” French said. “We are now positioned to move forward and provide asphalt, in addition to aggregates, from this location, supporting our customers and construction division in and around the area.”

Bring New Tech To the Table

DeSilva Gates installed a 500 TPH (454 MTPH), 9-foot by 47-foot (2.74-m by 14.33m) Astec Double Barrel® plant. The Double Barrel-v drum mixer is designed to produce quality mixes while keeping the operating costs per ton of mix low. Its design meets the stringent environmental codes of California. The entire drum is used for production of mixes with up to 50 percent reclaimed asphalt pavement (RAP). The California Department of Transportation (Caltrans) determines the amount of RAP that can be used in various mixes for projects around the state. For DeSilva Gates, having the ability to use a high percentage of RAP prepares the company for future changes to Caltrans’ mix specs. “We are running up to 40 percent RAP in our mixes per Caltrans specs,” French said. DeSilva Gates’ newest asphalt plant is equipped with Astec’s warm mix system, which uses a multi-nozzle manifold to produce a foamed WMA that is odorless and smokeless. Another Astec technology incorporated into the DeSilva Gates’ plant is the patented

www.THeAsphaltpro.com // 25


contractor profile V-Pack™ Stack Temperature Control System. This system allows the operator to set an optimum stack temperature for a particular mix. For example, the V-Pack lowers the stack temperature on high-RAP mixes, open-graded mixes and stone-matrix asphalt (SMA); the stack temperature is raised on virgin mixes and low-RAP mixes. The V-Pack makes it possible to run SMA and high-RAP mixes back-to-back with virgin mixes without flight adjustments. The V-Pack system has “V-flights,” which are unique drum flights with a deep v-shape, and variable frequency drives (VFDs), which provide control of the drum rotational speed. V-flights are designed to create uniformity of the aggregate veil during the drying process, which results in better heat transfer, a reduction of fuel use, increased productivity and longer bag life. “Our Sunol location has the most state-ofthe-art asphalt plant compared to any place, not just in California, due to the air quality standards we’ve had to meet,” French shared. “We also had to meet the local seismic design requirements as directed by the building code in Alameda County.” The International Code Council (ICC) has a complex system for determining what Seismic Design Category (SDC) classification should be assigned to a structure based on its occupancy or use. The classification takes into account “the level of expected soil modified seismic ground motion” and seismic vulnerability. As readers will understand, California has a high seismic vulnerability. Structures there, including asphalt plants and tank farms, have to pass muster with code enforcement. In fact, the 2013 California Title 24 codes became mandatory Jan. 1, 2014, and they affect everything from residential to green building standards. French continued: “Our Sunol facility has been working day and night since about May or June and we’ve currently run more than 100,000 tons (110,231 tonnes) through the plant. The plant is still new, and after a few more months of operating, we’ll feel more comfortable with the Astec plant and its state-ofthe-art technologies. We’re working up to running 500 TPH (454 MTPH) and we’ll get there soon. Right now, the Sunol plant is permitted for 1,000,000 tons of asphalt per year.” - From Astec Inc., Edited by AsphaltPro Staff

26 // January 2016

DeSilva Gates Construction has three maintenance facilities with more than 30 employees keeping the 350 pieces of machinery in tip-top shape.

DeSilva Gates purchased a Double Barrel® drum of 9 feet by 47 feet, capable of producing mixes with up to 50 percent RAP and equipped with the Astec V-flights.

DeSilva Gates Aggregates supplies aggregate for mixes at the new plant.


Store More AC for Best Pricing Leverage By Sandy Lender

A

As we discussed in the Vol.9, No.3 issue of AsphaltPro, liquid asphalt cement (AC) prices have seen a most welcome decline as petroleum prices have decreased during 2015. The article “Slow Your Roll” from the December 2015 edition (online at www.TheAsphaltPro. com) shared information on specific price

30 // January 2016

trends. It also offered tips for equipping the asphalt plant, and the owner, with tools for using both virgin and recycle material wisely. When considering the eventual increase AC prices will experience, producers want to stock up on material now. Let’s take a look at the creative options available for making storage an economic advantage. It’s not as

“There are a number of the more sensitive or wider-range ACs that actually have a shelf life,” Stansteel’s Lennie Loesch said. 25,000 or 35,000 gallons of an AC that you only use intermittently would be costly to store and maintain if you must dispose of it when it no longer meets agency specs when you finally get a mix that calls for its use. Instead, Loesch suggested an inline plant blending system enables the producer to blend, condition and produce his own performance AC directly at the plant. It allows the producer to add anti-stripping agents or rejuvenators inline to soften RAP and RAS binders. Photo courtesy Stansteel/ Hotmix Parts, Louisville, Kentucky.


Prior to the performance grading system of SHRP, a producer only had to keep one or two grades of liquid AC on hand at a time. “That made life simpler, but did not necessarily address all the demands of the different paving types and binder requirements,” Lennie Loesch said. Now producers have the option of storing multiple grades and/or storing a few grades and the elements needed to blend the liquid AC product they wish to make onsite. Photo courtesy Stansteel/Hotmix Parts, Louisville, Kentucky. simple as installing another 30,000-gallon tank with relevant piping and checking on insulation. For example, Ron Heap of Tarmac International, Inc., Lee’s Summit, Missouri, explained, “The owner needs to have a large enough hot oil heater to heat the added tank.” This can help keep utility costs from surprising him when/if he adds to existing storage. He wants “only marginal cost added for the heater staying on longer to heat added storage.” Heap pointed out: “If this heat is natural gas, prices are low and falling for natural gas.”

Spice up Mixes With Variety

Phil Brady, regional sales manager for Heatec, Inc., Chattanooga, reminded producers that some of the factors that go into making the decision to increase storage capacity in-

32 // January 2016

clude the variety and the needs of the materials themselves. “How many asphalts are required, how far are suppliers, will trucking be internal or hired, what are the storage requirements of the materials—temperature, length of storage and mixing requirements.” Jeff Meeker of Meeker Equipment Co., Inc., Belleville, Pennsylvania, shared that the purchases of “AC storage tanks have surged mostly due to the variety of liquid AC products on the market today. The industry is seeing different liquid AC is needed in different applications of hot mix asphalt (HMA). “Many years ago, the industry was working with one or two grades of liquid AC at an asphalt plant,” Meeker continued. “Now we are seeing many more grades being specified. If a producer doesn’t have the room or space to store the liquid AC, a tank

needs to be emptied to allow for the different liquid AC or the job waits. Jobs cannot wait and asphalt plants must produce. Multiple liquid AC tanks allow asphalt plants to be more flexible in the type of jobs coming out of the asphalt plant.” Lennie Loesch of Stansteel/Hotmix Parts, Louisville, Kentucky, expanded on not only the materials concept, but also a second solution for handling multiple materials. “What makes things a little more complex for 2016 and beyond is the multiple grades of liquid AC that are now required for many projects. Thirty or 40 years ago, there were generally only one or two grades of liquid AC that would be required for the entire season of production. That made life simpler, but did not necessarily address all the demands of the different paving types and binder requirements. The advent of the Strategic Highway Research Project (SHRP),


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Jeff Meeker explained that with the industry seeing many grades of liquid AC specified in a season, the producer needs additional tanks merely to stay up and running. “If a producer doesn’t have the room or space to store the liquid AC, a tank needs to be emptied to allow for the different liquid AC or the job waits. Jobs cannot wait and asphalt plants must produce. Multiple liquid AC tanks allow asphalt plants to be more flexible in the type of jobs coming out of the asphalt plant.” Photo courtesy Meeker Equipment Co., Inc., Belleville, Pennsylvania. which the Federal Highway Administration (FHWA) spent over $55 million on (in 1990 dollars), was the beginning of performance grade (PG) asphalts and particularly the change in terminology for the range of temperatures and conditions in which each grade of AC needed to perform. “Today, there may be requirements for multiple grades of liquid AC at a typical facility,” Loesch continued. “One of the complexities of using the different performance grades of AC is the need for specialized equipment. More storage capacity means a greater heating need for the increased volume, and for the elevated operating temperatures of some of the AC products. Increased piping needs and larger overflow containment areas are also required. In some cases, the more sensitive PGs need to be agitated or circulated to avoid separation of the constituents.” The technology Stansteel/Hotmix Parts has developed to offer an alternative to using multiple tanks is the Accu-Shear Multi-Purpose Inline Plant Blending System, which lets the producer blend and condition multiple products onsite, eliminating the need for extra large or special-

34 // January 2016

ly built tanks for storing grades that are infrequently used. “Another advantage of having a system such as the Accu-Shear Advanced is the ability to produce many other special liquid AC blends,” Loesch continued. “There are now many liquid additive chemicals being required by states or agencies for anti-stripping and warm mix, or as rejuvenators. These inline modifiers can be used to alter existing asphalt that is hardened in the RAP or the RAS, to meter cutbacks used in the production of cold mix, and for foaming of the AC.”

Get Creative, Remain Sensible

Of course producers still need storage tanks for the base: the liquid AC. If an owner has decided additional storage capacity is advantageous, he needs to find a place for it. “The desire to inventory large volumes has sparked some creative measures,” Loesch shared. “When an AC price escalation was forecasted about 10 years ago, one bold Southwest contractor did something about it. This innovative producer


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decided to build several high-volume underground concrete storage structures and fill them to capacity with nearly one million gallons of AC. This system not only allowed for high-volume storage, but enabled discounted purchasing of base AC in bulk—both off-season and during production. The ability to bulk-store AC virtually eliminated the previous years’ supply problems and also provided a more fixed cost of binder for bidding projects as known values.” If you don’t have an underground storage facility, you can follow the experts’ advice for weighing the pros and cons of investing in more conventional storage. Heatec’s Brady said to evaluate the existing system’s ability to handle new material types and increased heating loads. “Plan for running hot oil heaters at higher temperatures for PMA and to handle additional heating loads. Excess capacity of the heater along with flow calculations need to be considered when adding capacity. A lack of flow can cause poor or no heat boost and heaters may be compromised in their performance to the point of shutting off to prevent coil damage.” Steve Degen, another regional sales manager for Heatec, also spoke to the quick return a producer could see from investing in increased storage capacity at this time. “It depends on the amount of work and the margin of work secured. Fuel costs are favorable with natural gas being low, so payback could come quickly.” Degen cautions

against hidden costs. “What…workload is anticipated? Is he modifying and does he want the expense of his own lab, which is very high? Does he have rail or barge availability for larger loads, cutting back on transportation costs?” To keep utility costs from cutting too deeply into the ROI curve, Degen offered this advice: “Spend the money upfront on insulation on tanks and piping. Add proper pump size to keep flow rate at a proper level; temperature controllers.” No matter how a producer elects to take advantage of prices, this is the time to do so. Steve Elam of Stansteel/Hotmix Parts shared, “Liquid AC prices are dramatically less than they have been in recent years, to the great relief of HMA contractors in North America. Current AC prices are on average over 30 percent lower than just under two years ago. While everyone understands that liquid AC is a key factor in determining the cost of a ton of hot mix, it is still often underestimated. Consider that the average amount of liquid AC in a ton of hot mix is approximately 5 percent, by volume. However, the cost of the liquid AC in a ton of hot mix has traditionally been nearly half of the total price. With this significant drop in the posted liquid AC price, along with the many “special deals” that some contractors are enjoying, more asphalt contractors are considering buying bulk storage of liquid AC on the spot market.”

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Cultivate the Trainer in Supervisors, Managers By Jeff Ensell

W

Well-trained employees are not only safer, but feel more competent and comfortable on a work site, which translates to higher productivity that emanates beyond a site, fostering a positive reputation within and outside of the company. The idea of training is broader than a formal function occurring in a classroom or at a field site. Training should be considered a responsibility of every supervisor and manager, because those employees are in the best position to help cultivate their crews’ skills and knowledge. Supervisors and managers are promoted to their positions because of their experience and expertise; they know what they’re doing. For success today, management should only be allowed to keep their positions if they are also effective communicators in sharing what they know. People who are afraid to share

knowledge should never lead. Good, strong managers and supervisors inspire their crews to do great things and be productive. Senior company management needs to support this concept that everyone is responsible for training. With managers and supervisors functioning as leaders and mentors generous with their knowledge and help, workers learn to help their co-workers avoid mistakes and perform tasks better. In-the-company trainers should be chosen out of the best you have available. They need to teach the same things to each crew. They should promote teamwork and cross-train every position within the crew. Trainers need to be involved with every significant project from the start. When the project starts, so should a trainer. Senior management needs to empower its trainers to ask the tough questions at a

work site and jump in to troubleshoot when necessary. They need to be asking if everything is running okay, if tasks are being safely performed, if the workers are implementing the training they received. Trainers at the site need to be 100 percent capable of making quality adjustments that improve productivity and ensure best results. Their presence on the jobsite can send a powerful message to the crew and the owners of the project. Training promotes safety and quality results. It can inspire a worker to be a part of something bigger, something greater. Clearly, when an asphalt contractor commits to making its workers the best, the workers will give their best. When workers are inspired to go to work and do their best for the company, this is the ultimate return on investment. Jeff Ensell is the director of training at Roadtec, Inc., Chattanooga.

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Natural Solution Restores High RAP Performance By Sandy Lender

W

When a liquid binder has a high degree of ductility, the mix designer is able to mold and shape it more easily than when the bitumen has a low degree of ductility. When a liquid binder has a high degree of brittleness, it is more likely to “break” than when it has a low degree of brittleness. These two states of being are not mutually exclusive behavioral charac-

38 // January 2016

teristics, but they are seen in varying rates depending on the level of oxidation that has taken place in an asphalt pavement. When the goal of improving environmentally sustainable paving practices, such as the use of high RAP mixes or in-place recycling methods, takes on either state of being, the surprising concept of molecular psychology provides a unique platform for natural solu-

tions. Specifically, it provides the team at Collaborative Aggregates LLC, Wilmington, Massachusetts, a product and process for introducing a benign restorative agent to asphalt mixes. If you find all of that pretty deep, you’re not alone. Let’s dive in together with the partnership of Tilcon New Jersey in Wharton, and Rutgers University’s Center for Ad-


Delta S asphalt rejuvenator is available in 275-gallon, returnable totes or it can be delivered in larger quantities by tanker truck or rail car for storage. It doesn’t need to be agitated before use and can be stored for up to six months alongside other material at the tank farm.

vanced Infrastructure and Transportation (CAIT) in New Brunswick, to make sense of it, and to see how this trifecta of sustainable thinkers works to rejuvenate aged asphalt binders.

Talk to the Molecule

Dr. John Warner is the founder, president and chief technology officer of Warner Bab-

cock Institute for Green Chemistry, Wilmington, Massachusetts, and has published more than 200 patents, papers and books. He’s a world-renowned green chemist and recipient of the 2014 Perkin Medal in American Industrial Chemistry, and his contribution to the road construction industry starts with basic building blocks: molecules. During his plenary talk at the 2014 Bioneers

National Conference in San Rafael, California, he shared how allowing molecules to do what they naturally “intend” to do makes a better, more sustainable product. One outtake from that talk can be found at https:// youtu.be/JLrhtMogyyw, and gives the foundation for the concept of allowing the molecule to do what it is able to do without a scientist’s forced intervention. “There is never a reactive collision in nature,” Warner told the audience. “Nowhere in a living organism do two molecules bang into each other. What happens is they first snuggle up to each other using forces and they assemble together. They line up. Then they react.” Consider that approach for industry, such as the pavement design process. “I joke about this and call it molecular psychology,” Warner continued in his talk. He suggested that if he were to create a paint, he could force the molecules to become the paint he wished to make. “But if I put a molecule on a couch and I say to it, what would you like to be, and the molecule looks up at me and says, I’d like to be a paint, that’s going to be a heck of a paint.” The idea of allowing molecules to do what they are able to do without human forced intervention has given way to the Delta S asphalt rejuvenator from Warner Babcock that its commercialization arm, Collaborative Aggregates LLC, brings to producers. Also from his plenary talk, Warner announced, “Learning from what’s happening from nature with the proteins…we’ve come up with a material that allows us to take up all of the old pavement, process it, and put it back on the road at 50 degrees less temperature than it started with.” The material he alluded to is Delta S. Dr. Jason Bianchini is the vice president of operations at Collaborative Aggregates, and explained that of the categories industry has created for asphalt rejuvenators, Delta S most closely fits into that of a triglyceride; like the scientists who would force reactions, industry may be trying to force Delta S into a pigeon-hole. “It’s a small-molecule dispersion in a carrier oil, which is a specific, plant-based oil that penetrates the asphalt binder,” Bianchini more clearly defined it. He explained that the carrier oil literally carries the remainder of the product into the existing asphalt binder where the other components of Delta S perform the chemistry of softening and reversing oxidation.

www.THeAsphaltpro.com // 39


Warner explained fully: “Delta S works by reversing the oxidation through a carrier matrix which solvates aged asphalt to allow the antioxidant properties of the suspended small molecules to react with the oxidized components of the aged binder. That allows their antioxidant properties to reach the damaged elements and ameliorate their effect on the final pavement product.” Collaborative Aggregates formally launched Delta S in May of 2015. Afterward, Collaborative Aggregates representatives met with Scott Laudone, the general manager, and Rich Linton, the quality control manager, of Tilcon New Jersey. It was time to help the New Jersey Department of Transportation (NJDOT) meet its desire to blend performance specs with environmentally beneficial RAP use.

Tilcon Goes to Rutgers

“Tilcon New Jersey was already working on New Jersey DOT provisional specification for high RAP content asphalt pavements,” Bianchini explained. Depending on the agency you’re working with, “high RAP” is subjective, according to Laudone.

40 // January 2016

Rutgers University CAIT personnel developed the current high RAP asphalt mix design spec on behalf of NJDOT. Originally, those personnel did not advise introducing rejuvenators into mixes, but producers couldn’t meet the state’s performance testing requirements without them. Laudone discussed the specs: “NJDOT has been moving toward performance-based testing. They’re trying to predict the lifecycle of the road. By having the performance-based testing, they think they’ll have predictability.” One of the characteristics NJDOT personnel wish to predict for a pavement is its propensity for premature fatigue cracking. When the agency specifies the use of RAP in the pavement design, the behavior characteristic of brittleness tends to seep in. To combat brittleness, companies offer rejuvenators to reverse what time and UV light have done to the binder. “Companies are selling rejuvenators in liquid, powder or granulated form to rejuvenate the oxidized pavement,” Laudone continued. His goal in using a rejuvenator,

no matter its form, is two-fold. “I’m looking to produce a low-cost but high-quality mix.” Tilcon personnel began with a NJDOT pilot project comprising about 50,000 tons of top course that incorporated a rejuvenator in 2014 and early 2015. When the quality control team saw positive results, Laudone was willing to test Delta S as well. The general manager prefers to have alternative suppliers of key products when possible, and is willing to use Delta S if testing shows it provides superior performance. “What I committed to was finding a non-agency project using 30 percent RAP,” Laudone said. When Linton and his quality control group executed the test mix Nov. 4, 2015, they did so with the Gencor Ultraplant™ that began service in 2013 and garnered a National Asphalt Pavement Association (NAPA) Diamond Commendation that same year for environmental excellence. They dosed the 30 percent RAP mix with Delta S in-line with the liquid AC during mix production. Collaborative Aggregates states on its website that the product can be added to a mix via any number of methods:


• Inline blending with the liquid asphalt binder at the asphalt terminal or at the plant • Applied directly onto products using a spray bar or spray nozzle over the feed conveyor or into the pug mill during production • Metered directly into the mixing chamber or pug mill • Blended with liquid asphalt binder at the tank farm (agitation in tanks is not required) Once Linton’s team had the mix, they took the samples to the Rutgers CAIT, which is one of five national university transportation centers sanctioned and supported by the U.S. Department of Transportation. “Rutgers supports the use of anything that will enhance the roadway,” Laudone said. “And they support research and the industry. They appreciate the material coming into the lab and we appreciate them working with the samples. We’ve been working with Rutgers for five-plus years in various capacities, making specialty mixes that require performance testing.” The Tilcon family has a top-notch quality control/quality assurance (QC/QA) team.

The Mount Hope facility where the Delta S is being tested boasts a state-of-the-art control lab with five dedicated staff members who are state certified, but tests for performance specs require significant equipment and time. “All Tilcon plants have asphalt labs,” Laudone said. “But they’re not equipped quite as extensively as an asphalt center like Rutgers is.” A spokesperson for Collaborative Aggregates spoke highly of the five-member Tilcon New Jersey quality control team. “Rich Linton and his QC techs are a pleasure to work with introducing the Delta S rejuvenator for high RAP content asphalt mixes. They are cooperative executing our recommendations for Delta S use at the Mount Hope plant. They are very committed to safety, and diligent about following sampling protocols for the mixes going to Rutgers for performance testing. When you add that Rich is charged with qualifying new technologies to improve NJ mix quality and profitability in addition to his QC accountabilities, this makes for a very professional atmosphere. As a start-up business launching a specialty chemical product, we have

Course Determines Percentage At this time, the NJDOT definition of high RAP mixes for surface courses is to include a minimum of 20 percent RAP, and intermediate or base courses is to include a minimum of 30 percent RAP. Both the surface course and the intermediate/base course designs may also include mineral filler, asphalt rejuvenator and warmmix asphalt (WMA) additives or processes as specified in the NJDOT 902.01.05 spec. For intermediate and base courses, the mix may also include up to 10 percent of additional recycled materials, which can be a combination of RAP, crushed recycled container glass (CRCG), ground bituminous shingle material (GBSM), and RPCSA.

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Delta S can be blended with liquid asphalt binder at the tank farm. Tilcon New Jersey adds the product to its mixes in-line during production.

The Gencor Ultraplant™ at the Mount Hope location features nine silos for storage and loadout.

Tilcon employees move blasted and drilled aggregate product to the start of its crushing process and initial crushing piles in the quarry operations in Wharton, New Jersey.

Controlling mix quality at Tilcon New Jersey is serious business. From left: Aleksandra Rogozinski is the QC/Asphalt Operations Specialist; Rich Linton is the QC Manager; and Pete Truncale is the Asphalt/Aggregate Technologist.

the best of business circumstances working with the Tilcon NJ people.” Rutgers isn’t the only facility where Warner Babcock is testing its new product. Texas and Alabama DOTs have rejuvenators in mix designs represented on the current National Center Asphalt Technology (NCAT) Test Track in Auburn, Alabama, and Section N7 features Delta S. Bianchini provided: “Delta S was used in section N7. Our mix design used 20 percent RAP with an upper fail temperature of 110˚C, and 5 percent RAS with an upper fail temperature of 198˚C. The reason I added the upper fail temperatures of these binders is because they are incredibly high. The upper fail temperature RAS was so high, the Dynamic Shear Rheometer couldn’t make it to that temperature, so they had to extrapolate the final fail temperature. Delta S was

42 // January 2016

dosed at 10 percent to the recycled binder. Delta S can be used as a warm mix additive in low doses or rejuvenator in higher doses. For NCAT, we used it as a rejuvenator and the mix design was made at a standard mixing temperature of about 325oF.”

Soften Results For Best Performance

For the use of high percentages of RAP, the minds at Warner Babcock saw the opportunity to enhance an already environmentally positive practice. Delta S is the natural solution they devised after reviewing successes with natural solutions in other industries. The rejuvenator is designed to allow its molecules to perform as they “intend” to for the benefit of the recycled asphalt mix process. It is designed to restore, as all rejuvenators are supposed to do.

“Simply put, rejuvenators soften the RAP liquid content,” Laudone said. “The RAP AC is harder than virgin, new AC. With a softened AC, you’re able to use more of the binder. Thus more of the RAP AC is mixing with the aggregate.” More adhesion equals a better mix, which is the goal each time Tilcon New Jersey fires up their 600 TPH Mount Hope plant. By making a better mix that meets stringent performance specs, the QC/QA team prepares the paving crew for better results. Starting with the rejuvenator that softens and restores has a trickle-down effect for best performance of mix designs all the way to the finished mat. Collaborative Aggregates continues to work with Tilcon New Jersey to stock the tanks with the product that makes their best performance easier to achieve.


Heat Reaches Milestone From Astec, Inc.

A

Astec, Inc., Chattanooga, has test-fired the largest burner that it has manufactured since entering the burner market in 2003. The company built the long-nose Phoenix® Talon burner, rated at 150 million BTU, for Milestone Construction, Indianapolis, to be

used in a Dillman unified drum rated at 600 TPH. The burner weighs about 12,000 pounds. Astec offers everything from a burner replacement to a complete installed system. Prior to shipment, each burner is tested on one of Astec’s tri-fuel (oil, gas and liquid

propane) test stands to ensure fast and easy start-up at installation. For more information, visit www.astecinc.com.

ABOVE: Astec test fires the largest burner it has ever built, a 150-MBTU Phoenix Talon burner for Milestone Construction in Indianapolis.

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international snapshot

The PQI 380 non-nuclear gauge from TransTech Systems, Inc., Schenectady, New York, played a role in the quality control testing of this flyover bridge near Hong Kong. Photo courtesy Earth Products China.

International Quality From Transtech Systems

44 // January 2016


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executive director

The incoming chairman posed with his wife Marijo Kelly and their three grown daughters.

Meet the National Exec: Kevin Kelly T

The AsphaltPro staff continues its series to introduce you to the asphalt industry directors who help guide the positive direction of the asphalt industry. This month we share the new chairman of the National Asphalt Pavement Association (NAPA), who will be inducted during the 2016 annual meeting Feb. 7 through 10 in La Quinta, California. Kevin Kelly is the president and CEO of Walsh & Kelly, Inc., traveling between the company’s Griffith and South Bend offices. Let’s get to know the new chairman. » The Company: Walsh & Kelly, Inc. » How long has Walsh & Kelly been a member of NAPA? 32 years (since 1983) » How long you have been in the asphalt industry? 35 to 40 years; with Walsh & Kelly since 1997 » Do you have a degree related to the industry? BBA and Executive MBA from Norte Dame

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» Family: Wife, Marijo; three grown daughters, a three-year-old grandson and a granddaughter arriving in January » Most influential book you’ve read: Jim Collins’s Good to Great. The most important lesson in it for me is to remember to take care about who you let on the bus. You can rearrange where you have people sitting, but you want to make sure you have the right people in your organization. Stephen Covey’s 7 Habits also taught me the importance of “sharpening the saw” or to always keep learning. » Hobbies: I’m an avid golfer. I love to travel and spend time with my family, particularly my three-year-old grandson. » Would you say Walsh & Kelly has had much difficulty or not much difficulty in recent months, in finding qualified workers for asphalt paving or asphalt production crews? We have experienced a fair amount of regeneration of our workforce in recent years. Long-time workers have reached retirement age, so we’ve been spending a lot of time building up our supervisory talent in the field. It is getting


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executive director » Could you give an example of a way your state asphalt pavement association(s) assists its members with workforce development? The Asphalt Pavement Association of Indiana has an active scholarship program that works with universities in the state to promote asphalt in the curriculum and asphalt knowledge in general. Beyond scholarships, they also help us with facilitating internship opportunities. » Could you give an example of a way your company works with area employment agencies or workforce development agencies to encourage interest in asphalt as a career choice? The best way to get new folk into the company is by hiring them as an intern for summer help. That gives them exposure to our world and helps them see what sorts of opportunities exist in the industry; it’s our strongest farming ground for future full-time hires. We mostly promote these opportunities through word of mouth, but also post them to our website and we participate in some job fares. The union hall also brings in people for labor positions.

The incoming chairman gets down to business during a NAPA committee meeting in 2014.

» What is your favorite method for recruiting new asphalt professionals to the industry in general? By far, it’s internships. They are a great way to see if people are a good fit for your organization, and for them to figure out if this is the kind of work they want to do. » On a scale of 1 to 5 (1 being none at all; 5 being very much) how much of a threat to the asphalt industry’s market share is the concrete industry in the states where your company does business? Five. They are aggressive in pursuing all facets of work from parking lots to overlays to new construction. We are seeing roller compacted concrete making inroads, particularly with local roads and parking lots, and new construction is very competitive. » What are your top 2 or 3 ideas for helping NAPA members, and the asphalt industry in general, stay strong in light of PCA/ NRMCA desires to increase their members’ market share? The most important thing we can do is build long-lasting, high-quality pavements by delivering high quality materials and workmanship. Sticking to the basics of good mix design, good materials, and good construction practices will ensure durability, longer life, and better performance — that will be the ultimate winner when it comes to market share.

One of the responsibilities for an asphalt company president or asphalt association chairman is to talk to legislators about the state of the industry. From left, Speaker Paul Ryan, NAPA 2015 Chair Michael Cote and Kevin Kelly discuss highway funding. tougher to attract people to the industry for all the reasons we all understand; there’s a greater concentration on earning four-year college degrees and fewer family farms mean less people having an agricultural background that teaches them about working with big machinery. It all plays into a general shortage for our labor pool. » How/why did you join the asphalt industry? I grew up in it. The roots of Walsh & Kelly go back to the 1920s, and asphalt has been part of my life for as long as I can remember.

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» As you take on the travel and engagements of a NAPA chairman, who will assist with your many responsibilities back at Walsh & Kelly? I have a great team backing me. One of the strengths of Walsh & Kelly is all the great people here, from top to bottom. Every day, it is that team that continues our core work, which is bidding, building and billing work. I would never be able to do the work with NAPA without the support and encouragement of our entire team.

Get to Know Kevin Kelly

» What do you see as the most important part of your job as the 2016 chairman for NAPA? Asphalt pavements provide the best driving experience for the public — it’s smooth, quiet, and


maintenance and repairs are faster and easier than other pavement options. But we need to make sure we are building the best pavements possible. NAPA members have to lead by example to provide the service life, performance, and durability tax-payers deserve. That’s why I will be promoting our quality initiative and other efforts to ensure pavement performance. When Superpave was developed, a performance testing system was expected to come along, but it hasn’t, so NAPA’s quality initiative is about finishing the job started with Superpave. We have had a lot of changes over the years — from additives and recycled materials to changes in binders and rolling and compaction technologies — and we need to look at the basics of mix design to make sure we are making the best use of all of these advances in ways that make sense. It all boils down to applying innovation to improve what we already do well, and to ensure that we are doing it in a responsible and sustainable manner. This all ties into everything that NAPA does, and it is the best way to ensure we continue to hold and gain market share. » What do you find most enjoyable about being the president of Walsh & Kelly, and how do you expect that experience will influence your activities as 2016 chairman of NAPA? The people in this industry are simply the best. They are fun and interesting to be around, and I’m looking forward to spending time meeting more of them and talking about NAPA and the ways we are all working to make the best roads possible. » What do you anticipate will be the most challenging part of your job? I don’t see challenges, just opportunities. NAPA’s professional staff does a great job on behalf of us all, working with members and the SAPAs to build a stronger industry. Of course, we are challenged by the economy...And, of course, we are looking for more robust growth from the private sector. » Could you share with our readers an example of a challenge you’ve overcome in the past and how you overcame it? We’d like to have an exclusive peek at our new NAPA leader. Shortly after I got out of college I was on a road construction site and was rolled over from knees to chest by a fully loaded dump truck. I was in the middle of nowhere in Kansas, and figured I was going to die. I was laying there and thought of my fiancée, Marijo, and how this was going to mess up everything we had planned. Then I realized I wasn’t dead, I was awake. And I just decided that if I was awake, I wasn’t dead and I stayed awake until they put me to sleep for the emergency surgery that saved my life. There turned out to be many months in the hospital and many more surgeries, but we beat the odds and here we are today.

www.THeAsphaltpro.com // 51


Plant equipment manufacturers can supply producers with the components necessary to provide multiple liquid additives inline to soften or otherwise rejuvenate asphalt mix. Photo courtesy Stansteel/Hotmix Parts, Louisville, Kentucky.

Improve RAP Mix Quality By Bob Frank

Many producers believe stone, sand and asphalt cement (AC) change very little in the few years of service before ending up as millings in the RAP pile. While this is certainly true for aggregates, it may not be the whole truth for the asphalt binders. The chemistry of AC starts to change the instant it is introduced to hot aggregate. It continues to change during storage, placement and service life. The changes include oxidation and loss of maltenes, causing an increase in stiffness and reduced flexibility of the pavement over time. Consequently, mixes containing RAP will be more brittle than the same mixes without RAP. In spite of the significant economic benefits from using RAP, many public agencies and private owners resist increasing RAP limits because of durability concerns. Brittle mixes fail prematurely, negating savings offered by the recycled content. This situation raises three questions on how to improve the quality of RAP mixes:

M

52 // January 2016

1. How do you test for brittleness? 2. When is correction needed? 3. How do you fix brittle mixes? Fortunately, the Superpave binder grading spec provides answers to the first two questions, and past practice gives an answer to the third. AC is a mix of two unique fractions called maltenes and asphaltenes. Maltenes are oil-like and control flexible properties that provide resistance to cracking. Asphaltenes are polar—like magnets—and control elastic properties that provide resistance to rutting. When AC is exposed to air, both fractions combine with oxygen and become more polar. This is called oxidation, which increases the stiffness of AC. While oxidation gets the most attention, it isn’t the only aging mechanism that changes AC chemistry. Blue smoke represents


maltene oils evaporating from the AC-coated aggregate. Maltene oil are also absorbed by the aggregate as the mix cools. The loss of oils by evaporation and absorption reduces the ratio of maltenes to asphaltenes in AC, reducing its flexibility and increasing its stiffness. Improving the quality of RAP mixes involves restoring the ratio of maltenes to asphaltenes in the RAP binder.

Figure 1.

Test for Brittleness

State agencies monitor the performance grade (PG) of asphalt binder to ensure it isn’t too stiff, which could lead to premature cracking, or too soft, which would increase susceptibility to rutting. Binders that satisfy PG criteria have balanced stiffness and cracking resistance, and should produce durable pavements for a certain climatic region. There are different grades of binders that are better suited for different temperature extremes: stiff binders for hot southern climates and more flexible binders for cold northern climates. The first number in a PG grade represents the upper temperature at which the binder is sufficiently stiff to resist rutting. A PG70 binder has the same stiffness at 70˚C as a PG58 binder has at 58˚C. The second, negative, number in the PG grade is the temperature at which the binder “freezes.” A PG70-22 can be thought of as freezing at -22˚C, while a PG58-28 freezes at -28˚C. These two temperatures are used to identify every binder in the Superpave performance grade system. There is a third, less well known criteria that characterizes binder resistance to fatigue cracking. Fatigue cracking results from repeated bending as pavement flexes under wheel loads. Because bending occurs at all temperatures, the PG system looks at binder stiffness at a temperature that is the average of the high and low temperature grade of the binder.*1 For PG64-22 binders, the average temperature grade is 25˚C. This makes binder stiffness at 25˚C an important property to check on RAP mixes because it characterizes resistance to fatigue cracking. If extracted binder from RAP mixes is too stiff at intermediate temperature based on PG criteria, the binder is too brittle and pavements can experience excessive fatigue cracking.

Know When to Correct

Binders extracted from RAP mixes should satisfy Superpave criteria at high, low and intermediate temperatures. For example, a 40 percent RAP mix produced with PG64-22 virgin binder, graded as 82-21, has intermediate temperature stiffness at 25˚C averaging 6,323 kilopascals (kPa). Maximum allowable intermediate stiffness for all PG grades is 5,000 kPa. Because this was a PG64-22 climatic region with -22˚C low temperature grade, this mix with 82-21 grade fails low temperature criteria by 1 degree, but intermediate stiffness by 25 percent. The 82˚C high temperature grade is much stiffer than required.

Table 1. 40% Conventional Mix with PG64-22 Binder Mixture

True Grade

Intermediate Stiffness at 25oC

Target

64-22

<5,000 kPa

Max Stiffness

PG64-22

67-26

3,240

Flexible

40% RAP

82-21

6,323

Brittle

Figure 2.

exact temperature at which the binder satisfies stiffness or flexibility requirements. By plotting properties of these two binders, PG64-22 and 40 percent RAP, it’s possible to determine the RAP percentage above which corrective action is needed. Based on intermediate temperature stiffness, corrective action should be taken above 22 percent RAP, shown in Figure 1, because the mix is too brittle. Were we only to consider low temperature cracking, corrective action would be warranted above 31 percent RAP, shown in Figure 2. These percentages will vary based on virgin and RAP binder properties. It is usually the case that the intermediate temperature is most restrictive. Performance grading criteria can be used to characterize any RAP mix as being sufficiently flexible to deliver long term performance equal to a virgin mix. If RAP binder stiffness and percent content result in a brittle mix that is stiffer than 5,000 kPa at 25˚C, then corrective action is required.

Know How to Correct

The PG64-22 binder used in this 40 percent mix has a true grade of 67-26 with 25˚C stiffness averaging 3,240 kPa. The PG system grades binders in 6˚C intervals: 52, 58, 64, 70, etc. True grade is the

Researchers have looked at improving the durability of RAP mixes and compared increasing binder content to using a softer binder. Fortunately, using a softer binder turns out to be cheaper and more effective than adding more binder to the mix. There are two widely accepted options available for the softer binder. The most common practice over the past 20 years, since adopting Superpave specs, is to use the next softer binder grade. For PG64-22 mixes, a producer would switch to 5828 binder above 22 percent RAP content, as shown in Figure 3.

www.THeAsphaltpro.com // 53


Figure 3.

Figure 4.

As we can see from the new PG58-28 plot in Figure 3, the softer binder covers us from 22 to 45 percent recycled content, but only when a project calls for 64-22 binder. If a project required a PG7022 binder, the RAP content would need to stay below 22 percent because PG58-28 could be too soft at high temperature. The second option to soften RAP binder is to add a small quantity of recycling agent at the plant. There are numerous products suitable for use as recycling agents ranging from $10 per gallon for single source proprietary oils to $2 for waste-derived local products. Dosages typically range between 1 and 2 gallons per ton of RAP for any oil. Table 2 gives the true grade of a New York City RAP that was blended with 0.5 percent of a locally sourced recycling agent at a rate of 1.4 gallons per ton of RAP. That rejuvenated 100 percent RAP had a true grade of 75-21, which was not too different from the 40 percent mix produced with PG64-22 binder (82-21). It is the intermediate temperature stiffness that separates the two materials. The 40 percent mix had the 25Ë&#x161;C stiffness equal to 6,323 kPa, where the rejuvenated 100 percent materialâ&#x20AC;&#x2122;s stiffness was 1,690 kPa.

Figure 5.

Table 2. Rejuvenated 100% RAP Mixture

True Grade

Intermediate Stiffness at 25oC

Target

64-22

<5,000 kPa

Max Stiffness

PG64-22

67-26

3,240 kPa

Flexible

100% RAP & 0.5% oil

75-21

1,690 kPa

Very Flexible

Figures 4 and 5 plot what we could expect from mixes that use PG64-22 binder and recycling agent added at 0.5 percent of RAP content. Figure 4 predicts that the mix becomes more resistant to fatigue cracking as the RAP content increases because stiffness decreases with the addition of recycling agent. Mixes satisfy low temperature criteria all the way up to 80 percent RAP as long as the RAP binder has been balanced with addition of maltenes supplied by the recycling agent.

Put QualityIn Your RAP Mixes

Some producers are tying up valuable storage tank space with softer binders rather than endure customer complaints about stiff mixes.

54 // January 2016

In the asphalt industry, we recycle and reuse everything. Photo courtesy Bob Edwards, North Bergen, New Jersey.


The intermediate temperature specification is indicated at the arrow. Chart courtesy Asphalt Institute, Lexington, Kentucky. It is easy to improve quality of RAP mixes by adding a small quantity of recycling agent at the plant. A single product can be used for all binder grades and RAP contents thus minimizing the number of AC storage tanks to add. In many cases, the recycling agent is the same cost as the virgin AC it replaces. We’ve seen that RAP mixes are improved by the addition of a recycling agent because it improves flexibility at intermediate temperature and resistance to fatigue cracking. Softer RAP mixes will be praised by driveway contractors and mainline crews alike because they’re easier to work with and compact. Producing RAP mix that satisfies all three temperature criteria of the PG system will assure public and private customers that they are purchasing a quality material that will perform equal to a virgin mix. The percent recycling agent per ton of RAP needed to satisfy PG criteria at 100 percent RAP can be used at every RAP percentage to minimize testing and simplify mix design. * Binder stiffness is measured with a Dynamic Shear Rheometer (DSR) on binder samples that have been artificially aged in a pressure aging vessel (PAV) to replicate oxidation and maltene loss expected after 8 to 10 years of service. The test looks at both stiffness (G*) and elasticity (phase angle δ) at 25˚C. Stiffness, measured in kilopascals, is adjusted by the Sine of phase angle to characterize resistance to cracking. Maximum allowable stiffness, G*sin(δ), is 5,000 kPa. Lower values would be more resistant to fatigue cracking but could start having some rutting susceptibility at much lower values.

56 // January 2016

What’s in the Mix

• Asphaltenes control elastic properties, which provide resistance to rutting. • Maltenes control flexible properties, which provide resistance to cracking. • Recycling agents are designed to soften a brittle mix, and lower the intermediate temperature stiffness. Photo courtesy Bob Frank.


product gallery

What’s New in Paving Equipment A

AsphaltPro begins the new calendar year with a product gallery focused on the new technology and equipment that assists contractors in the paving and pavement preservation/pavement maintenance arenas. With the passage of the Fixing America’s Surface Transportation (FAST) Act Dec. 3, 2015, contractors are going to see an increase in state and MPO long-term planning. That means it’s time to find the accountant’s contact information and figure out how to update the paving train to give your crews their best chance at bonus-worthy projects during the 2016 paving season—and beyond. One of the most recent technologies introduced to the marketplace came from Caterpillar Inc., Peoria, Illinois, alongside its three newest rollers in November 2015. Ranging from 12 to 14 metric tons, the CB64B, CB66B and CB68B feature wide drum widths. They include high-flow water spray systems and Cat’s auto-adjustable compaction, pass-count and temperature mapping, machine-to-machine communication and compaction meter value (CMV). Auto-adjustable compaction is designed to deliver the highest available amplitude without decoupling or over-compaction. Within a few seconds, the new B-Series rollers adjust through their full range of amplitude for uniform compaction throughout the mat, according to the manufacturer. A Cat exclusive, this technology is included on both the front and rear drums. To eliminate mistakes during rolling, Cat’s B-Series machines also feature pass-count and temperature mapping to give operators a visual reference at the operator station; this can be synced across rollers. “When multiple rollers are performing as one, we can actually share pass count and mapping data between those machines,”

58 // January 2016

The new CB66B from Caterpillar Inc., Peoria, Illinois, features 84-inch drums for highway class compaction. The B-Series includes Cat’s auto-adjustable compaction, pass-count and temperature mapping, machine-to-machine communication and compaction meter value (CMV) intelligent compaction technology. Bryan Downing, sales support consultant for Cat said. “This enables those operators to fully function as one unit. The way it looks for an operator is he sees a machine icon—that’s himself—and the other machine shows up as a green dot. And they will draw their passes onto each others’ screen.” Depending on desired pass count, each pass will paint the affected area on the screen a different color, with the final pass painting the screen green. Lastly, CMV uses a drum-mounted accelerometer to measure and record forces of the vibrating drum to create a unit-less value that provides an indication of stiffness, according to the manufacturer. The value calculation is referred to as a “composite stiffness value” that indicates stiffness of the current and supporting layers beneath the drum. “Basically, energy from the vibratory system goes into asphalt sub-layers and base layers, and how those layers respond back gives us a CMV,” Downing said. The CB64B has 79-inch drums, and the CB66B and CB68B have 84-inch drums. All B-Series tandem rollers offer dual ampli-

tude, dual frequency, five amplitude systems and Versa Vibe™ to assist with thin lift compaction. The B-Series includes a center-articulating hitch with 6 degrees of oscillation and an offset hitch option for compaction near obstacles or for pinching long joints in one pass. All three rollers have the Cat C4.4 ACERT™ engine, which meets U.S.EPA Tier 4 Final standards and provides 142 horsepower and Cat’s Ecomode operation for variable engine speeds. • Use this for asphalt paving. • For more information, contact www.cat. com/requestCatinfo.

ATLAS OF EQUIPMENT

It’s not new iron, but it’s a way to see the iron Atlas Copco, Commerce City, Colorado, offers. The company launched a redesigned website for its road construction equipment December 2015 at http://Dynapac.com. The new site gives contractors and dealers a onestop source for information and support for Atlas Copco’s complete line of compaction and paving equipment. • Use this as a paving-related service. • For more information, visit http:// Dynapac.com.


LIGHT WORK ZONE FOR 50 HOURS

Chicago Pneumatic Construction Equipment added a new light tower to its lineup Nov. 5, 2015, with the launch of the CPLT V15 in the North American market. It’s the company’s first model to feature a heavy-duty polyethylene canopy. With a 28-gallon fuel tank, the light tower features a long fuel autonomy that allows it to run for 50 hours of operation without the need to refuel. A Kubota EPA Tier 4 engine powers four 1,000-watt metal halide lamps that offer up to seven acres. The design allows operators to transport the unit with the mast in the vertical position. “Light towers are crucial to many industries and often have to deal with the changing temperatures and conditions, including high wind speeds and ice,” Jim Siffring, product manager for portable energy, said. “The CPLT V15 offers an incredibly rugged durability in a compact package and the heavy-duty polyethylene canopy makes

it unflappable in any of extreme outdoor condition.” • Use this for work zone safety. • For more information, visit www.cp.com

LIGHT UP THE SITUATION

Golight, Inc., Culbertson, Nebraska, has introduced the new model GXL 4021 fixed-position LED work light. The new light’s fascia measures 4.5 inches wide by 4 inches tall, has a depth of 3.5 inches and comes with a 2-inch stainless steel mounting bracket. The GXL 4021 represents the company’s expansion of its permanently mounted, manually adjustable LED work lights and is the smallest of the four lights it now offers in that category. The light’s small size and illumination power is a byproduct of its space-saving “LED cluster” design, combining four clusters of four high-powered LEDs to generate a maximum output of 4,500 lumens. The raw power of the light’s 16 LEDs is controlled through the use of three polycar-

bonate lenses. Users can switch lenses between spot, flood and combination as the need arises. The new LED work light has been condensed into a small format that makes it a versatile light source to mount on a vehicle, according to the manufacturer. The light offers a hardened aluminum housing. It has been engineered for extreme super-duty service with an impact g-force survivability rating of 40 Gs. The 12-volt light draws 4.2 amps, features over-voltage and reverse polarity protection, and comes with a fiveyear unlimited warrantee. • Use this in work zone safety. • For more information, contact Rick Ashley at (317) 920-6105 or visit www.golight.com.

MONITOR INCOMING MIX

Contractors know very well what a Shuttle Buggy® material transfer vehicle is by now. Personnel from Roadtec in Chattanooga announced enhancements to the SB-2500e at CONEXPO-CON/AGG, but there’s some-

www.THeAsphaltpro.com // 59


product gallery

The new automatic feed control system for the Shuttle Buggy® MTV is designed to monitor the material pile height within the paver hopper insert. thing new to share as of November 2015. The manufacturer announced the new automatic feed control system for the SB-2500e monitors the material pile height within the paver hopper insert. Once the material height is set by the crew, the system maintains this material level inside the insert by adjusting the feed conveyor, according to the manufacturer. Through use of this system, it is possible to prevent over-filling or starving the insert so that an ideal amount of mix is available to the head of material. • Use this for asphalt paving. • For more information, contact Roadtec at (423) 265-0600.

OIL THE ENGINE

Prolong® Super Lubricants of Pomona, California, offers a new premium diesel engine oil featuring the company’s proprietary Anti-Friction Metal Treatment™. This technology bonds to metal surfaces and creates a protective layer to reduce friction and provide wear protection to increase fuel efficiency. The Prolong’s 15W-40 diesel motor oil is designed to exceed API service classifications CJ-4/SN/SM. It is available now in one-quart and one-gallon bottle, five-gallon pails and fifty-five-gallon drums. • Use this in the mechanic’s shop. • For more information, visit www.Prolong.com.

TOP YOUR QUALITYWITH TRAINING

During the off season, Proprietor of Top Quality Paving and Training (T.Q.P.) in Manchester, New Hampshire, John S. Ball III reminds contractors to plan ahead for on-site training in the spring and summer months. After a successful 26-year career with Pike Industries in which he developed a training program for 67 roller operators, Ball established T.Q.P. in 1996. Since then, he has built a rewarding consulting and training business with large and small contractors around the United States. Having worked in Canada, England, Ireland, Saudi Arabia and more, Ball has helped crew after crew follow best practices for top quality paving at all times.

60 // January 2016


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February 24-26, 2016 Crowne Plaza Denver International Airport Denver, Colorado

visit us @ rmaces.org


product gallery from the paver, essentially allowing the paver to electronically push the feeder. A collision bar on the paver insert will halt Vögele pavers if they get too close to the MTV. • Use this for asphalt paving. • For more information, contact Wirtgen America, Inc., at bhutchins@wirtgenamerica.com.

PICK UP PILES WITH THE DINGO®

Two conical augers in the MT 3000-2i’s receiving hopper provide the first active remixing for material. “Everyone learns at his or her own pace and in his or her own way,” Ball said. To accommodate different learning styles of asphalt industry members during the weeklong bookings he provides to paving contractors, Ball uses on-the-job direction as well as classroom/office instruction with video and one-on-one explanation. His unique approach of recording and capturing both good and not-best performances while directing and guiding crew members comes into play during final discussions with individuals, teams and management. Everyone on the team benefits from on-site, personalized training when Ball brings his complete-paving-train expertise to the job. While readers are probably familiar with Ball and his expertise already, what’s new about this announcement is the immediacy of the bookings for the 2016 calendar year. He is taking appointments for oneweek and two-week training/consulting at this time, but few slots remain. To guarantee a top quality training opportunity for your crew(s), or to get on the “reserve” list for any last-minute cancelations, savvy asphalt contractors are encouraged to contact T.Q.P. immediately. • Use this as a consulting service. • For more information, contact John Ball at (603) 493-1458 or tqpaving@yahoo.com or visit www.tqpaving.com.

62 // January 2016

VÖGELE TRANSFERS MATERIAL

Wirtgen America, Inc., of Nashville, offers the compact MT 3000-2i material transfer vehicle with a low profile for a low center of gravity. While this machine has been in use in Europe, Wirtgen has introduced it to the North American marketplace recently. Here’s how to use this newly designed technology. First, the haul truck backs to the MTV, eliminating the possibility of bumping the paver. The haul truck driver lifts the body to charge the MT 3000-2i’s receiving hopper, which has a capacity of 18 tons and a rear-tilting front. Two conical augers, which are each 16 inches in diameter, are located in the receiving hopper and actively remix and move 1,300 tons of material per hour to a heated primary conveyor belt, and then to a heated secondary conveyor belt. Each conveyor belt is 43 inches wide; the second can swing 55 degrees to left or right, allowing the MTV to be set directly in front or to the side of the paver it feeds. The 17-ton (or 22-ton) receiving insert placed in the paver’s hopper includes a grate system for passive remixing, which entails breaking up any crusted material as it enters the insert, allowing smaller clumps to absorb heat from surrounding mix. As the paver hopper nears capacity, the MTV’s auto feed function automatically slows down feeding, and will shut down when the hopper is full. A propel system featuring an auto-distance control keeps the feeder at a pre-set distance

The Toro Company, Bloomington, Minnesota, introduces the all-new Dingo® TX 1000 tracked skid steer. It has a rated operating capacity exceeding 1,000 pounds. With loader arms fully extended, the hinge pin measures 81 inches from the ground. The machine includes Toro’s vertical lift loader arm to keep the load close to the machine. The vertical path of the lift arms is ideal for vertical applications with the auger or concrete breaker. Another exclusive feature on the new TX 1000 is the powerto-weight ratio. The narrow-track model is 2,610 pounds, and the wide-track model is 2,790 pounds. The wide-track model can lift more than any compact utility loader in the category at 1,075 pounds, according to the manufacturer. Josh Beddow, marketing manager for Toro Company, said, “We know having one machine that can perform a variety of functions on the jobsite is of the utmost importance, and the Dingo TX 1000 has over 20 attachments that make this an incredibly versatile piece of equipment.” • Use this at the paving site. • For more information, visit www.toro.com/dingo.

Toro introduces the Dingo® TX 1000 to use at the paving site with over 20 attachments for pavement maintenance or a bucket for carrying mix.


The NJPA is a public agency that serves as a member-focused cooperative for more than 50,000 member agencies throughout the United States, as well as Alberta, Manitoba, and Ontario, Canada. The agency administers cooperative purchasing contracts that allow states and municipalities to purchase equipment without having to go through their

The PQI 380 gets on the job faster for select international distributors with its new calibration allowance.

CALIBRATE AROUND THE WORLD

Readers are familiar with the PQI 380 non-nuclear gauge from TransTech Systems, Inc., Schenectady, New York, which is designed and built to provide quick and accurate readings of density. Now the company offers a new convenience with the device: TransTech Systems now allows select international distributors to calibrate the PQI 380 in their home countries, which saves time and shipping expense for many international customers. Unlike nuclear gauges, the PQI 380 takes readings in about three seconds, allowing the test technician time to run a series of tests, then get out of the way of the roller. Over the past 15 years, the PQI has been used by contractors, QC/QA facilities and highway officials. Being non-nuclear means less hassles—no badges, no licensing fees, no transport restrictions, no hazardous materials on the job site. • Use this for QC/QA. • For more information, contact TransTech Systems at tapkarian@transtechsys.com or visit www.transtechsys.com.

own solicitation process. The contract comes as Volvo increasingly serves government customers, seeing its government business through buying contracts more than double year-to-year since 2012. • Use this information when estimating your projects. • For more information, visit www.njpacoop.org

LIBRA WEB SERVICES Mobile connectivity for the asphalt & aggregate industr y! Automatic Text/Email Notifications Real-Time, Drill-Down Reports Secure Access For Your Customers Online Quoting

NJPA WORKS WITH VOLVO

While it’s not new iron, the partnership announced in Q4 2015 can help contractors bring new iron to the paving site. The National Joint Powers Alliance® (NJPA) awarded a heavy equipment contract to Volvo Construction Equipment, headquartered in Goteborg, Sweden, which will allow Volvo to streamline access to its equipment to state and municipal customers.

librasystems.com 215.256.1700 S e t t i n g t h e S t a n d a r d I n Au t o m a t i o n & B u si n e s s I n te g r a t i o n

www.THeAsphaltpro.com // 63


Here’s how it works

Step 1 The dryer’s airstream enters inlet knockout area.

Step 4 Hose less valve delivers pulse.

Step 2 Deflectors and louvers prevent larger fines entering bag chamber.

Step 3 Fine dust collects on bags.

Step 6

Step 5 Large centers allow dust to drop to the removal point.

Collected dust is augered to an exit point.

CWMF’s Dust-Eater® A

As the asphalt industry has worked to assist with the Environmental Protection Agency’s (EPA) strict guidelines for protecting the air we breathe, it has developed better and better dust collection practices over the decades. Today asphalt producers pave their yards and original equipment manufacturers (OEMs) offer a variety of dust suppression systems to keep things clean around the plant. Readers are, of course, also familiar with the baghouse that captures particulates from the airstream during mix production and returns the fines to the drum for reuse, making the industry not only clean, but environmentally responsible when it comes

64 // January 2016

to material use. The team at CWMF has a unique aspect to offer with its baghouse, the Dust-Eater®. Here’s how it works. The airstream from the dryer enters the inlet knockout area, which the manufacturer states is the largest in the industry at 7-foot by 10-foot by 12-foot. Here, a series of deflectors and louvers minimize the amount of +200 mesh fines can enter the bag chamber. When the airstream carries the finer particulate into the bag chamber, the use of space assists in cleaning. First, fine particles collect on the bags. A hose less valve manifold is mounted directly on the plenum. A pulse sends the shock of air into the house for cleaning.

Once the pulse hits, large bag centers allow each dust-laden bag to drop its dust to the removal point. The smooth interior wall surface eliminates air turbulence, thus minimizing bag abrasion. The 20 inches of clearance between the wall and the bag perimeter allows air movement for equal air distribution and balanced filtration. An auger in the base of the baghouse moves fallen dust to an exit point where it is carried back to the drum for reintroduction to production. For more information, contact Travis Mick at (877) 457-3938 or visit www.CWMFasphalt. com.


Advertiser Index Ace Group................................................................................................. 31, 57

Hot-Mix Parts.................................................................................................19

Asphalt Drum Mixers..................................................................................... 22

Kenco Engineering........................................................................................ 35

Astec, Inc.......................................................................................... 15, 36, 46

KPI/JCI and Astec Mobile Screens............................................................. 33

Bomag.................................................................................................Bellyband

Libra Systems................................................................................................63

B & S Light Industries...................................................................................28

Maxam Equipment...................................................................................Insert

CEI..................................................................................................................... 4 Clarence Richard................................................................................... outsert ClearSpan.......................................................................................................43 CWMF Corporation.......................................................................................49 Dillman Equipment........................................................................................40 E.D. Etnyre......................................................................................................34 Ergon Inc.......................................................................................................... 11

Meeker Equipment.........................................................................................21 Reliable Asphalt Products............................................................. Back Cover Roadtec..........................................................................................................7, 9 Rotochopper, Inc..................................................................Inside Back Cover Stansteel: AsphaltPlant Products…........................................................... 55 Systems Equipment......................................................................................45

Fast-Measure…........................................................................................... …65

Tarmac International, Inc..............................................................................51

Gencor Industries...........................................................................................13

Top Quality Paving.........................................................................................65

Gilson Company, Inc......................................................................................66

Trans Tech Systems, Inc...............................................................................60

Heatec, Inc........................................................................... Inside Front Cover

Willow Designs..............................................................................................43

Homestead Valve...........................................................................................59

Wirtgen America............................................................................................ 17

AsphaltPro’s Resource Directory is designed for you to have quick access to the manufacturers that can get you the information you need to run your business efficiently. Please support the advertisers that support this magazine and tell them you saw them in AsphaltPro magazine.

www.THeAsphaltpro.com // 65


NEW TECH

Track Their Hours N

New technologies for tracking equipment seem to hit the market place each week. From RFID tags to GPS locators, contractors have myriad intelligent options to keep an eye on each machine in the fleet and to monitor each machine’s vital signs. Through that tracking, you can keep a limited eye on employee location as well. When an employee drives the company truck to the paving site and parks it, you lose the ability to collect data for that employee unless he then climbs onto a piece of equipment sporting another RFID chip. For companies that need to prevent losses due to wasted time or need to track employee safety very closely, the team at Neurotechnology, released the NCheck Bio Attendance 3.0 system. It uses fingerprint or face biometrics on Android mobile devices or Windows PCs to track time and attendance for remote workers or traveling employees even at construction sites where PCs or network connections might not be readily available, according to the manufacturer. It doesn’t require employees to carry RFID tokens or remember PINs or passwords. “This major update to NCheck offers more flexibility than many other biometric time-attendance solutions in the market because it is not tied to any particular scanner hardware,” Vaidas Didvalis said. He’s the NCheck project manager for Neurotechnology. “Easy

integration with other systems can be done using the flexible reporting tools and data export capabilities.” NCheck Bio Attendance 3.0 features: • New GPS logging capabilities to allow tracking a user’s geographic location at each check-in or checkout event, enabling the app to track how many hours remote employees spend in different places; • Database synchronization with a new Android client to support workers in remote locations, recording time and attendance info while offline, then automatically synchronizing data with the NCheck server when a network connection is available; • User grouping functionality; • Shift support and attendance planning to allow reporting/planning. For more information, visit www.Neurotechnology.com. - By Sandy Lender

What the RTFO!!!

Finally, an RTFO that meets stringent AASHTO and ASTM specifications! • Quick 8 minute temperature time to recovery after loading samples, meets ASTM and AASHTO requirements • Easy to remove bottom tray allows for quick change of elements or spill clean-up • High-temperature silicone compression fit gaskets securely grip RTFO Bottles • Double-walled stainless steel oven maintains temperature to 246⁰C ± 1⁰C (475⁰F ± 1.8⁰F) • Platinum Resistance Temperature Detector (RTD) ± 0.1⁰C from 0⁰-246⁰C, (± 0.18⁰F from 0⁰-475⁰F) Manufactured in cooperation with

Made in the U.S.A.

800.444.1508 • 740.548.7298 • globalgilson.com 66 // January 2016


B-66 MultiPurpose Shingle Grinder

Up-Time vs Up-Keep Each Rotochopper shingle grinder is designed with one simple goal—maximizing the value of your shingle waste by minimizing wear costs and maintenance downtime. • No weekly hardfacing • Less spillage • Most uptime • Best horsepower efficiency RG-1 Purpose-Built Shingle Grinder

Follow Rotochopper on

320-548-3586 www.rotochopper.com

• Fast tooth & screen changes

• No augers, sprockets, or chains operating in abrasive fines • 350-765 HP, electric or diesel

Which Rotochopper grinder is right for your volume of shingle waste? Contact us today to learn more.


HOT OIL HEATER

RAP-14601

• Hyway Gencor HOH, HYFGO-200/4269 • 2.0 mbtu capacity • Setup for Natural Gas

RELIABLE ASPHALT PRODUCTS - 10FT X 14FT HEAVY DUTY - RAP BIN

RAP-14699

GENCOR STYLE 2-BIN STATIONARY RECYCLE SYSTEM

RAP-14719

• Constructed of ¼in plate with 3/8in flat bar stiffeners with the top frame constructed of channel. Leg assemblies to be constructed with ¼ bent plate and utilize channel bracing. • End and side walls are to be slopped, with the discharge throat of the hopper, utilizing a self-relieving design.

RAP-14645

• 10’ x 15’ Bin Openings • Grizzly and air cannon • 5hp chain drive

ASTEC 58K CFM BAGHOUSE

H&B 10,000 LB. BATCH PLANT

RAP-13915

RAP-14676

• RBH-58:DB 98-007 • Horizontal Cyclone • Auger Dust Return System • Skid Mounted Arrangement

• (2) 200-ton Dillman Silos • Dillman Main Drag Slat Conveyor • (2) Dillman Transfer

RAP-14687

• H&B 10K Batch Plant • Cedarapids 10028 Dryer w SJ360 natural gas • 5 Bin Cold Feed System Herman Grant

500 TPH DILLMAN SILO SYSTEM

3Qualified listings 3Complete retrofit capability 3All types of component reconditioning

• Single RAP Bin w Grizzly • 55k CFM Baghouse 6x16 bags 378 bags • Knock Out Box w Stand

• Start/ Stop panel, Burner control, • Systems ADP100 drum controls, • Systems GUI Windows Silo Loadout.

CEDARAPIDS INCLINE RECYCLE BIN

RAP-14435 Conveyors • Silo System Switchgear Panel • Truck Scale Not Included

DILLMAN CONTROL HOUSE WITH MCC

CMI PORTABLE AC TANK

RAP-14701

• 8x14 bin opening 36in incline • mounted feeder 15hp TXT6 • drive components Equipped • with grizzly and air cannon

• CT25P - sn 189 • Coiled for hot oil heat • Gooseneck mounted unloading pump • Tandem Axle portability

3Custom engineering 3Experience with all types of plants 3Complete plants and stand alone components VIEW ALL OUR INVENTORY ONLINE AT:

Inc.

PO Box 519, Shelbyville KY 40066 • Fax 502.647.1786

www.ReliableAsphalt.com 866.647.1782

Profile for Asphalt Pro LLC

Asphalt Pro - January 2016  

In this Plant Issue: Save on AC Storage; Electrify Your Heat Efficiency; Tilcon New Jersey Softens Binder; Low Volume Flagging Safety

Asphalt Pro - January 2016  

In this Plant Issue: Save on AC Storage; Electrify Your Heat Efficiency; Tilcon New Jersey Softens Binder; Low Volume Flagging Safety