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Better Business Through Safety, Health

Glenn Lege Upgrades Safe Controls for Plant Save Money: Reduce Loadout Parts

Thin WMA Bonds Route 100 German WMA Removes Aerosols Manage Basic Steps with John Ball Cut Vegetation Before Sloped Edge April/May 2012


contents

Departments Letter from the Editor 5 Rocks Through the Windshield

Mix It Up 8 Achieve Best Lab Accuracy by Mark Homer Safety Spotlight 12 Retriever Preps Shoulder for Safe Angle by AsphaltPro Staff

24 Plug Into Safer Preservation Seam Sealing’s asphalt pavement heaters get new electrical connection for longitudinal joint paving, maintenance by Randy Scasny 28 Ultrathin WMA Gives Missouri Smooth Fix by Sandy Lender

40 Healthy Workers Protect Bottom Line by Sandy Lender

Project Management 20 String Along Success Attention to detail from start to finish makes quality project without waste by John Ball

42 German WMA Gets Safer Worker Environment Wax-based technology provides lower temperature, less fume for equipment operators by Klaus-Werner Damm

Equipment Gallery 52 WOA, AGG1 Feature New Tech

41 New NCAT Cycle Starts from NAPA

Last Cut 66 Don’t Get Volatile by Sandy Lender Resource Directory 65

24

36 Optimize Superpave Compactor Gyrations by Ray Brown

Producer Profile 14 Glenn Lege Operators Take Control by Raluca Loher

Here’s How It Works 64 McKim & Creed’s Mobile LiDAR

28

Articles

Around the Globe 6

41 Top 10 Products of 2012

20

46 Clean Water, No Delays from ARTBA 46 Help Push New Funding by AsphaltPro Staff 47 Figure GHG Credits Online from NAPA

12

50 Use Pre-Made Public Relations by Sandy Lender

14

Better Business Through Safety, Health

Glenn Lege Upgrades Safe Controls for Plant Save Money: Reduce Loadout Parts

Thin WMA Bonds Route 100 German WMA Removes Aerosols Manage Basic Steps with John Ball Cut Vegetation Before Sloped Edge APRIL/MAY 2012

On The Cover…The team at Glenn Lege spent six years walking on pins and needles because they had no confidence in their plant operation. After they installed a new set of controls in January, they’ve got a whole new outlook. See related article on page 14. Photo courtesy of Stansteel. www.theasphaltpro.com | ASPHALT PRO 3


editor's note April/May 2012 • Vol. 5 No. 7

2001 Corporate Place Columbia, MO 65202 573-499-1830 • 573-499-1831 www.theasphaltpro.com publisher

Chris Harrison associate publisher

Sally Shoemaker sally@theasphaltpro.com (573) 499-1830 x1008 editor

Sandy Lender sandy@theasphaltpro.com (239) 272-8613 Art Director

Kristin Branscom operations/circulation manager

Cindy Sheridan business manager

Renea Sapp AsphaltPro is published nine times per year: January, February, March, April/May, June/July, August/September, October, November and December by The Business Times Company, 2001 Corporate Place, Columbia, MO 65202 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 or Business Times Company staff, 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 and $175.00 all other countries (payable in U.S. funds, drawn on U.S. bank). Single copies available $17 each.

Rocks Through the Windshield Driving along Interstate 75 in Southwest Florida the other day, I saw a directional vehicle with a crash attenuator on the back of it in the right-hand lane. Considering most people treat I-75 like the Autobahn, I had a fleeting feeling of dread for the vehicle operator. I slowed to the speed limit, as a few of the drivers around me also did. Within seconds, we zipped Photo courtesy of Tom Kuennen, alongside a gravel lane at 70 mph. Expressways Online I found that odd. Even when Ajax was resurfacing I-75 a couple years ago, we never had to drive on gravel. And they certainly wouldn’t have let us do so at full speed. Another second or two later, we passed a haul truck on the shoulder with a pile of aggregate behind his tailgate. His bed, I should point out, was parallel with the ground. Lined up in front of the truck sat three cars; their drivers checked out the damage to their paint and windshields in various stages of rage. While beginning-of-shift haul truck checks might not keep a tailgate from slipping, that kind of equipment maintenance is vital for safety. Contributors to this magazine have stressed time and again the importance of keeping equipment clean and well-maintained so that it operates efficiently. Are owners stressing the importance of how proper maintenance impacts safety? This is the annual safety issue of AsphaltPro and I’ve found myself hardpressed to mix in the other departments and topics readers expect to find in our pages. Safety just seems so much more important. You’ll probably see how I’ve snuck it in for you. Notice that the World of Asphalt wrapup (beginning on page 52) in place of our Equipment Gallery department features several products with safety aspects. You’ll also see on page 42 how German officials used WMA technology to reduce fumes workers are exposed to. You can even work electrical safety into longitudinal joint construction (page 24). I hope that the preponderance of safety, health and wellness information (even the hint of Yoga on page 40) will encourage you to find opportunities for safer practices all around your operation. Take a look at the environment in which your employees work. Is the paver operator station ergonomically fabulous? Does the operator come to work fully rested and ready for his shift? These items are just as important as making sure he takes the time for equipment inspection before the shift. As John Ball reminds us on page 20, part of a successful job is attention to all the start-up details like filling out the mechanic’s sheet. In the case of the haul truck on I-75 the other day, maybe the driver performed his equipment check and maybe he didn’t. Either way, you know there are insurance companies involved now. (The drivers I saw are very fortunate that no ambulance was involved.) Safety is nothing to toy with. I wish you a safe, prosperous paving season for 2012. Stay Safe

Sandy Lender www.theasphaltpro.com | ASPHALT PRO 5


around the globe

Industry News and Happenings from Around the World Africa

More than 300 dealers and customers gathered in Cape Town, South Africa, in early March for Powerscreen’s world dealer conference. The crew of Portland Quarry held a demonstration of 10 machines for attendees, featuring the large processing capacities of the XA750S jaw crusher with the Warrior 2400 screen. For the first time ever at a Powerscreen event, attendees saw a working washing plant on display: the Chieftain 1700 rinser screen and Finesmaster 120 bucketwheel dewatering plant.

Canada

Jacques Tavernier, chairman and CEO of Eurovia (a subsidiary of the VINCI Group) announces Eurovia has acquired the Canadian-based Carmacks, allowing it to now operate in three Canadian provinces—Alberta, British Columbia and Quebec. Carmacks delivers highway construction and maintenance work, but also operates and maintains road infrastructure under long-term contracts in Edmonton and Calgary. Eurovia is active in 16 countries, employs 40,000 people and generated revenues of €8.7 billion in 2011. See the February issue of AsphaltPro for “Ermont Applies Evotherm® WMA” by Eurovia’s Frédéric Delfosse.

China

Take a tip from the builders in China and sell your quarry pit instead of reclaiming it yourself. The Shanghai Shimao Property Group has taken a pit located in Tianmashan that has been abandoned since 2000 and purchased some surrounding land to build a large-scale theme park and hotel as part of a wonderland complex that includes the innovative “groundscaper.” (The pit is 100 meters deep, 240 meters long and 160 meters wide.) Shimao reps plan to have a 19-story hotel with only three levels above ground, an underwater restaurant and a 60-meter glass curtain built to mimic a waterfall next to the resort’s main structure. With rock climbing and bungee jumping on future guests’ activity lists, industry experts think they’ll charge about U.S.$320 per night, which is twice the rate of nearby five-star hotels. Reports say Shimao is investing about U.S.$555 million in the venture; U.S.$95 million of that goes toward the subterranean resort. Those heady prices prove a willingness for innovative uses of property. Source: www. cnngo.com

India

While India imported most of its bitumen from Iran, UAE and Saudi in the early part of this year, its imports were down by 35 percent in January. Perhaps that’s because bitumen prices in Iran “be6 April/May 2012

came absurd due to heavy exchange rate fluctuations.” Source: Petrosil’s Bitumart.

Japan

Petrosil’s Bitumart reported: “Bitumen Imports of Japan fallen down by 27 percent in Jan 2012 as compared to Dec 2011 import.”

Spain

Argus Media’s Europe/Africa Bitumen Conference takes place in Barcelona, Spain, May 16 through 17, 2012. Visit http://www.argusasphalt.com/index.html.

Thailand

Bitumen exported from Thailand was up by 43 percent in January over its December 2011 numbers, with 48 percent of its exports going to China. Singapore also exported most of its bitumen—to the tune of 132,504 megatonnes—in January to countries like China, Indonesia and Malaysia. Source: Petrosil’s Bitumart.

United States

• The American Association of State Highway Transportation Officials (AASHTO) selected five industry experts to serve on the association’s Standing Committee on Highway Traffic Safety. They are Jasvinderjit Singh Bhullar from CalTrans; Joseph Cristalli from the Connecticut DOT; Brent Jennings from the Idaho Transportation Department; John Kuo from the Maryland Motor Vehicle Administration; and Fred Zwonchek from the Nebraska Office of Highway Safety. Visit the committee’s website at scohts. transportation.org. • For up-to-the-minute funding and legislative updates that impact the asphalt industry, follow http://twitter.com/AsphaltPro.

Illinois

OEMs take your safety seriously. This April 23 through 26, many will meet for the Product Safety & Compliance Seminar hosted by the Association of Equipment Manufacturers (AEM) in Pheasant Run Resort, St. Charles, Ill.

Indiana

President Charlie Holland and Vice President Bob Holland of Holland Consulting, LLC, Derby, Ind., have purchased all or substantially all of the assets of the PaveSmart business, including the trade name “PaveSmart” for use in North, Central and South America. Charles Holland explained, “We have been closely involved with the PaveSmart products and services for many years…” There’s more information about PaveSmart at http://www. pavesmart.com.

North Carolina

The 2012 World of Asphalt and AGG1 shows were a combined information powerhouse with 408 exhibitors showcasing their newest technologies and products, and more than 6,000 education session tickets proving the overall industry’s desire for knowledge. Start on page 52 of this issue to see some of the new items exhibitors had on display.

Ohio

Near the end of March, the Ohio Department of Transportation (ODOT) launched its new Division of Innovative Delivery headed by Jim Riley from the private sector in an effort to shave about $200 million off the state’s annual transportation budget. As one would expect from a new bureaucracy, the division is busy with research and development for new funding ideas.

Massachusetts

Brookfield Engineering, Middleboro, Mass., has its spring and summer lineup of classes ready. Lab techs can take the Practical Course on Viscosity Measurements or the Applied Course on Viscosity Test Methods in Middleboro or at a city near them. Check out the dates at www.brookfieldengineering.com/services/educational-programs today or call (800) 628-8139 or (508) 946-6200.

Washington

Carlson Paving Products, Tacoma, and Volvo Construction Equipment have partnered to offer an updated Wedge-Lock asphalt screed. Carlson will manufacture the new electric-heated standard screed and screed with 3/6 hydraulic extensions that fit on the back of Volvo pavers.

Washington, D.C.

• The updated Modified Bitumen Design Guide from the Asphalt Roofing Manufacturers Association (ARMA) has hit the shelves—it’s a resource for building owners and roofing professionals and appears to have only a tangential interest for asphalt contractors who participate in RAS use. • Maria Patricia Corrales has been elected the new chair of the National Hispanic Construction Association (NHCA) through 2014. The new executive committee is composed of Corrales, chairwoman, from Washington, D.C.; Patricia Gorman, vice chair, from Dallas; Peter Granillo, secretary, from Tucson; and Victor Seijas, Jr., treasurer, from Miami. The group will hold a formal swearing in ceremony during the luncheon ceremony at the NHCA annual legislative symposium April 26, 2012, in Washington. Visit www.nationalhca.com for more information.


mix it up

Achieve Best Lab Accuracy by Mark Homer

A

ccuracy and repeatability are the marks of a well executed lab test. Accreditation is the mark of a well structured lab. In this article, we’ll discuss how to prepare your lab for the American Association of State and Highway Transportation Officials (AASHTO) Accreditation Program (AAP). The accreditation, established in 1988, is a formal recognition of your lab’s competence to perform specific tests. Of nearly 1,500 individual labs currently accredited through AAP, only about 200 are accredited for asphalt binder testing. Getting your AASHTO Materials Reference Laboratory (AMRL) certification can give your operation a leg up. The AMRL accreditation program was started in 1965 and gives your test results more significance. If you have a disagreement with a specifying agent or a customer, lab accreditation means you have credibility for your technical claims. Every new project takes time and money, so establish a budget and set a timeframe for your accreditation. I recommend budgeting $3,500 for fees and another $10,000 in ad-

The AASHTO Accreditation Program is relatively young—having been established in 1988—and is open to all testing labs— public and private. AMRL provides administrative coordination and technical support for AAP. This includes inspecting and accrediting binder labs. The AMRL website contains an electronic directory of accredited labs showing name, address, contact information, accredited test methods and date of initial accreditation for each testing field. Check it out at www.amrl.net.specification. 8 April/May 2012

TOP: You want to have perfect density measurements in the lab. In the case of this brand new pycnometer lid, the hole diameter was too large. It failed dimensional specification. BELOW: In the case of this thermometer, you can see a gap in the mercury. This device must be replaced.

ditional equipment costs. The process of getting accredited should take you about one year. Scheduling an out-of-sequence inspection—discussed below—could increase fees because of increased travel cost for the inspector. To get your lab accredited, you start with a quality management system that meets AASHTO R18 requirements. Some specific accreditation requirements are covered in the AAP Procedures Manual, but the AASHTO R18 will come in handy as a guide in writing your quality manual. AMRL personnel will be available to help write your manual as well. Include in your manual your exact calibration procedures—including frequency of calibration—for all of your instruments. Then calibrate. Calibration makes your portable instrument results traceable to Na-

tional Institute of Standards and Technology (NIST). Calibration shops that specialize in this service are available to help you. Calibrate your non-portable instruments with the traceable measurement devices. Using portable measuring devices to calibrate instruments that can’t be moved makes your large, immobile instruments NIST traceable as well. Next, verify that all of your equipment meets dimensional or other test procedure specs. For instance, new test equipment can fail and need a visit from or phone call to the OEM. Keep in mind that the Rolling Thin Film Oven (RTFO) bottles and ductility molds you have on hand might be the wrong sizes. Some thermometers never read correct temperatures or have gaps in the mercury column. Check on every item with an eye to replace problems.


Take a look at your lab techs. You want them to perfect their testing practices because many test results are sensitive to operator technique. As mentioned above, repeatability and accuracy are vital to a well executed test. This goes for sampling methods as well. All of this work must be verified by the AMRL officials. When you feel comfortable with your lab’s progress, schedule an on-site assessment with AMRL. The inspectors cover the country every 24 months, but can set up an out-of-sequence inspection for an extra fee. Any inspection nonconformity must be addressed to AMRLs satisfaction within 90 days of their report.

Whether it’s a ductility mold or an alignment jig for a bending beam rheometer, whether it’s been in the lab a while or it’s brand new, check it to make sure it meets specifications. In these examples, both instruments failed. www.theasphaltpro.com | ASPHALT PRO 9


mix it up When you receive your AMRL accreditation, you can be proud of a job well done and be ready to serve as a “referee” in instances of testing disputes. But don’t rest on your laurels. Maintaining AMRL accreditation is just as important, and requires as much attention to detail, as receiving it. Follow your quality manual for success. To maintain accreditation, binder labs must receive regularly scheduled on-site assessments by AMRL. You will actively participate in proficiency sample programs. Of course, as you work, your technique will continue to improve through regular training and review. Your equipment remains well maintained and calibrated. You get regular feedback and direction, which provides you and your lab employees with a level of confidence you don’t get on your own. AMRL accreditation is a lofty and laudable goal for any asphalt producer. Mark Homer, P.E., is the liquid asphalt supply manager of Ajax Asphalt Terminal, Troy, Mich., and has worked with asphalt laboratories for more than 30 years. For more information, contact him at mhomer@ajaxat.com.

Of nearly 1,500 individual labs currently accredited through AAP, only about 200 are accredited for asphalt binder testing. My lab is proud to be one of the approximately 200 accredited labs.

AMRL Accreditation Steps 1. Set your budget and deadlines 2. Write your quality manual 3. Calibrate measurement devices 4. Make them NIST traceable 5. Calibrate instruments 6. Make them NIST traceable 7. Verify, replace parts 8. Perfect lab testing techniques 9. Get proficient at sampling 10. Schedule AMRL on-site visit 11. Maintain best practices

10 April/May 2012

This brand new Rolling Thin Film Oven bottle failed a dimension specification. It must be replaced.


safety spotlight

Retriever Preps Shoulder for Safe Angle by AsphaltPro Staff

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s more state departments of transportation (DOTs) specify a sloped pavement edge for pavement shoulders, contractors performing road maintenance and preservation will find themselves seeking ways to clear the sides of roads to pave a clean angle. One option available for mulching growth below the surface alongside the roadway to prep the surface is the wing-mount or front-mount retriever from Retriever, LLC, Platte, S.D., and manufactured by Topps Manufacturing, Platte, S.D. Retriever Proprietor Brian Balster discussed the retriever’s vegetation and shoulder maintenance benefits as well as its surface preparation benefits with AsphaltPro Magazine at the Rocky Mountain Asphalt Conference & Equipment Show in February. While the attachment is a cutter and mulcher originally designed for shoulder conditioning as a roadside maintenance tool, it can serve as much more. The attachment is an all-in-one shoulder conditioning tool that retrieves lost gravel back to the road surface and fills pavement edge ruts while recycling support material. It mulches the roadside berm for lump-free spreading. For best efficiency, an operator can use the front-mount system to attach the retriever to a grader’s nose plate. This allows the wingmount model of the retriever to be mounted “up front” and to perform two operations in one pass. For more information, contact Brian Balster at (800) 663-3179 or brian@retrieverdisc.com. Tell them you saw it in AsphaltPro Magazine.

12 April/May 2012

The retriever front-mount system allows the operator to stay safely within the grader cab while creating a smooth surface devoid of vegetation for the paving crew and the sloped pavement edge more and more state DOTs now require. Photo courtesy of Brian Balster.

You can see the tire marks in this image where a vehicle over-corrected getting back up on the road. As discussed in the safety department before, the Federal Highway Administration (FHWA) has worked with original equipment manufacturers (OEMs) to come up with technology that will create a sloped pavement shoulder to help motorists correct more easily when they drive off the road. Photo courtesy of Brian Balster.

The vertical pavement edge is what state department of transportation officials wish to eliminate from roadways, fitting roads with sloped edges instead. Photo courtesy of Brian Balster.


producer profile

Glenn Lege Operators Take Control by Raluca Loher

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or three years on the job, Brandon Neuville couldn’t take a proper vacation. As asphalt division manager at Glenn Lege, Abbeville, La., Neuville describes the plant’s daily production as a complete nightmare; something could go terribly wrong in his absence “I spent 60 percent of my time just tweaking, looking at the mix,” Neuville said. “One day I would have one result, the next day, I would have another…maybe the morning gave me one result, the afternoon gave me another.” The mix had so many discrepancies, the calibrations were off and workers had to stop production to zero everything out. Most of all, the plant site was a complete safety hazard because alarms didn’t function and asphalt was constantly in danger of getting backed up. His team agrees. “You had to constantly be watching, you could never just relax,” Arnold “Buddy” Cruse, plant manager, recalls. The problem came down to their controls system. Fast-forward to a sunny day in March 2012 when Neuville and three of his team members gathered around their new AccuTrackTM Total Plant Control system from Stansteel, installed in January, and the atmosphere is different. Travis Abshire, assistant plant manager, said the new system is “a lot safer.”

14 April/May 2012


Paul Campbell, plant operator at Glenn Lege, communicates with a truck readying to load asphalt. With the new controls Campbell operates at Glenn Lege, he can ensure the process runs glitch-free and efficiently throughout the production day.

Abshire and Cruse lived with the old problems three years longer than Neuville did and had seen the effects from day one. According to Abshire, “with the old system, you couldn’t even see what was wrong. Most of the time, we didn’t even know what we had in the silo.” The guesswork and troubles continued until 2009 when Neuville came on board and was instantly concerned with the way production had been going. “I said to myself: ‘This is not right. I could tell that the programmer (for the old controls) didn’t have a lot of asphalt plant knowledge,” Neuville explained. “So a lot of the logic and things he did, number one, made no sense to make asphalt and, number two, was very dangerous.” Gregg Gilpin, director, electronic control engineering with Stansteel, Louisville, Ky., explained further: “The controls are the brain of your

www.theasphaltpro.com | ASPHALT PRO 15


producer profile

Above: The plant team proudly gathered around their new controls system at Glenn Lege. From left: Travis Abshire, Brandon Neuville, Paul Campbell and Arnold “Buddy” Cruse. Right: Paul Campbell, plant operator at Glenn Lege, points out an optical encoder mounted onto the tail shaft of a cold feed bin. This allows the Accu-Track to more precisely monitor the speed of the cold feed bins, RAP feeders, and other components, utilizing "closed loop control". The Accu-Track commands the feeders to operate at a certain speed and the encoders verify the speed is reached and maintained.

whole operation. If they do not communicate properly with the plant, you do not know what each component of the plant is doing, your mix quality will suffer and you could put your crew in hazardous situations. You need a system built by people who understand how asphalt is made and what it takes to have a safe work environment.” Neuville couldn’t agree more. The old controls at Glenn Lege communicated very poorly what was really going on out with each plant component. “To make asphalt, you have to tell the plant what to put in it,” he explained. “You do that by putting in a formula.” 16 April/May 2012

Gilpin says the Stansteel controls are tried and true, and have impressed many asphalt contractors like Glenn Lege over the years. “This is a system that has 30+ years of redevelopments and installation history. We have been on so many plant sites, talked to so many people making asphalt and always built upon those experiences to better our offerings. We also know what it takes to make our Stansteel system work with plants of other brands.” The Accu-Track integrates all of the plant’s systems, from the drum/ dryer, to the cold feeds and silos, to the baghouse and more. “It is designed to maximize your operation

and regulate everything with precision, then communicate back to the operator.” Below are some of the features that Gilpin says make the Accu-Track unique and that caused Neuville to pick Stansteel’s system for installation at his location. * Cold Feed and Closed Loop Control * Multi-point feeder calibration * Zero Speed Inputs * Silo bintop control * Dust removal percentage * Green Features - Money Saving Features In all, Neuville stated he is very pleased with his collaboration with Stansteel. The system was installed


in a timely manner, especially given a tight window of only a week to complete the job. “We can now do so much more,” he explained. The system records accurately, helps the production team problem solve, and it has significantly reduced waste and guesswork. Before, the corporate office put a lot of pressure on Neuville’s plant because the numbers didn’t match up. “The computer said we produced 600 tons but shipped out 750.” Now, the results are clear. “We also went from 8 tons of waste a day to less than a half a ton, and I credit that to the controls,” Neuville said. Communicating with Stansteel’s support team has proven to be a positive turn for the Glenn Lege asphalt plant crew. They can always call someone who has the answer. Gilpin explained that the AccuTrack is supposed to be very easy

www.theasphaltpro.com | ASPHALT PRO 17


producer profile to troubleshoot via phone because of its customized electrical drawings and the knowledge of those who answer the questions, sometimes, even in the middle of the night. “We are not a 9 to 5 kind of company,” he explained. “We are here whenever you need us.” Safety is also no longer a worry as the new system from Stansteel has equipment interlocked and the alarms working properly. Maybe now, Neuville can finally take that well-deserved vacation day.

Paul Campbell, plant operator at Glenn Lege, shows the proximity switch mounted onto the tail shaft of a drag slat conveyor. These are also located on bintop conveyors, baghouse screw augers, etc. Electrical pulses are sent to the Accu-Track during operation. If the pulses suddenly stop, the Accu-Track will sound an alarm and shut down the plant before trouble occurs.

New Accu-Track controls at Glenn Lege have saved the Louisiana plant tons in wasted materials and created a safer work environment for staff. 18 April/May 2012

Control Your Control Search

by Gregg Gilpin If you’re in the market for a new asphalt control system, be sure you keep these guidelines in mind. 1. EXTENSIVE RESEARCH PAYS OFF – As with any other big purchasing decision, do your homework to know what is out there and what works and what has a faulty history when making asphalt. A system that may seem right to you during the sales pitch, with all the bells and whistles on the front side, may not actually be the best when put to the test at your site. What is the best way to ensure you buy a true and tried system? It is the testimonial of others who have used the system and can talk to you frankly about their experiences. Don’t be afraid to call around and talk to others. Nothing beats word of mouth. 2. KNOW YOUR ULTIMATE GOALS – Control systems come in all kinds of price points. The cheaper ones may actually cause you trouble later. Spending that extra money on a better control will help achieve your goals a lot faster and, in the end, save dollars at the plant site. You want a system that runs the whole plant, not just produces mix. 3. MAKE SURE IT WILL BE A FAST STUDY – Can your plant operator learn this system fast? I have worked with a variety of control systems and a lot of them confuse operators. They have to be able to understand what is going on with the plant so that they may feel confident operating it. 4. LOOK BEYOND THE OEM – It is not necessary that your plant operate with the same brand controls of your other components. Making asphalt is not rocket science. However, every OEM has their own slant on how to produce mix. You essentially have to create a custom retrofit control for every plant. 5. DO NOT UNDERESTIMATE THE IMPORTANCE OF TECHNICAL SUPPORT – After the sale, and the first few months operating your brand spanking new control system, come the real issues. You can call it a honeymoon period. When you buy the new controls, you basically marry the company that sold them to you. You have to build a relationship over the life of your controls, and you need someone who will be there 24/7 – for night and day jobs, at 6 a.m. and at 11 p.m. when the trucks are backed up and the operator has questions. Gregg Gilpin is director, electronic control engineering, with Stansteel, Louisville, Ky.


project management

String Along Success Attention to detail from start to finish makes quality project without waste by John Ball

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f you find your screed man chasing depth from the second pass until the end of your project, your crew probably didn’t lay out and measure the work area. You can manage a project to the point that you don’t run over on time or tons if you follow a strict set of rules for start-up and paving. I can guarantee the yield will come out right— you won’t run over on the job, you won’t hold trucks at the plant, the job will look good and you’ll make money on it—if you follow these seven rules for starting and getting through the shift. 1. Have a crew meeting to go over the day’s activity. The crew meeting gives you a chance to communicate to everybody on the job all the parameters of the job. If the job calls for 800 tons, you tell them it calls for 800 tons. Tell them the limits and tell them if you only have eight hours to finish—not 10—so you don’t go over the limit. 2. Designate operators. Obviously you know which operator is running which piece of equipment, but we don’t always know who’s going to run the miscellaneous equipment such as the tack truck, the plate compactor, etc. You can multi-task your players, but make sure the right person is at the right place at the right time. There’s no point in having a skid steer on the job if its operator is putting water in the rollers when some mix spills in front of the paver. 3. Lay out and measure the work area. We all know how important it is to measure and mark the job, but in the real world, this can sometimes be a complete failure. Too many crews don’t know how to line out

20 April/May 2012

and measure the job. There are automated systems and 3D controls designed to calculate yield and set equipment for operators, but not all salesmen know how to use the systems they sell, thus don’t know how to train your personnel. Veterans have retired. No one wants to be responsible for the yield. The operator on the left side of the screed sets depth and the operator on the right has to match the joint. If the first pass isn’t right in depth, you’ll be matching to a wrong depth and chasing depth from then on. We’re better than that. If our example still takes 800 tons, but you use 825 tons, your company pays for the extra 25 tons of material. Think of the screed operators as the money guys. Measure the length and width of the paving job at hand. Determine the thickness required and put these numbers in a paving calculator. Use this to determine the materials you need—the yield. 4. Call the plant. As discussed in depth in the March issue, calling the plant operator requires specific communication. You want to talk in terms of tons when you talk to the plant operator. That person is concerned with getting the product out. You’re concerned with receiving product properly and in an orderly manner. Remember to tell the operator that you’re “looking for” a certain number of total tons, but you want him or her to call you at a certain number of tons. In the example we used in March, I suggest that a paving foreman seeking a total of 270 tons for a job should request the plant operator call when he gets to 140 tons. Whether you get that call or not, about two hours into your job, call the plant to check in on things. You

don’t want trucks on hold or waiting on the job; you don’t want to be unaware of a problem at the plant that busy operators focused on fixing instead of calling to alert you. Ask the right questions and be specific or you won’t know where you are. 5. Check the equipment. You want to make sure that you do a good job of checking the equipment. Fill out a mechanic’s sheet and inspection form. It’s important to check fluids and to grease parts. The fuel guy doesn’t have time to grease machines when he comes by. Inspect tow-point cylinders—even if you use automation. Use a straight-

All Equipment Needs an Operator Obviously you know who’s running the big equipment out on your paving job, but you might not have assigned the miscellaneous equipment. Does your tack wagon have an operator who cares for it and cleans it and knows how to manipulate each and every control for a safe and even tack coat? You can multi-task your players on the job, but everyone needs to know their role(s) so the plate compactor, lute and shovel each have an operator if each is needed at the same time. Here are just a few of the miscellaneous tools to think about. • Tack truck • Plate compactor • Blower on the screed • Tamp shoes

• Stringline • Waterboy • Broom • Jackhammer/ saw • Skid steer


1 2 3 4

1. For this parking lot project, the company gave the crew eight trucks to carry mix. It didn’t take long to figure out that was too many trucks because we started the shift by measuring the job and figuring our yield. We didn’t want too many trucks sitting around with cooling mix, so we requested only six trucks. 2. Measure the length and width of the paving job at hand. Determine the thickness required and put these numbers in a paving calculator. Use this to determine the materials you need—the yield. 3. In the real world, we don’t always measure and mark jobs properly at the outset. Too many crews don’t know how to line out and measure the job because our veteran workers have retired before our newbies have been properly trained. 4. On this job, the crew paved 270 tons for a 1 ½-inch compacted overlay in about six hours. www.theasphaltpro.com | ASPHALT PRO 21


project management 7. Walk the job afterward and ride the joints. When the paving is complete, there’s one last step I recommend. Walk along the parking lot or ride along the roadway. Go back and check for roller marks, joint problems or any issue that needs to be addressed before the paving equipment goes to its next job. It’ll be easier to fix mistakes now or take the finish roller over a problem area at the end of the job rather than letting the traveling public or project owner think you’ve done a poor job. From marking the beginning with stringlines or paint to walking the completed pavement, paying attention to details and back-to-basics paving results in a top quality job. John Ball is the proprietor of Top Quality Paving. For more information, contact him at (603) 624-8300 or tqpaving@yahoo.com. A measuring wheel helps determine passes.

edge to check the screed. Take a look at the generator. All the pavers now have generators, so if you lean up against a broken plug, you get a 240-volt shock that could kill you. Equipment maintenance isn’t just for good performance anymore. We’re fortunate to have automatic greasers on many parts at the plant, but you must remember to fill those up. 6. Follow my paving by the numbers cheat sheet. As mentioned above, use a straight edge to check the screed. Also use a level, a temperature gun and a tape measure. The screed is the most important part out there because it makes the good-looking mat. A temperature gun is only about $50 but worth its weight in gold. The electric screed’s gauge can say it’s 300oF, but if half the elements have shorted themselves out, you’ll catch the problem with a temperature gun. When paving by the numbers, I stress monitoring the yield, which is 22 April/May 2012

also discussed in point #3 of startup. It’s that important! Coordinating truck traffic is also important during the paving part of the job. You want to have your truck drivers bringing their mix to the site in the order in which it was loaded. Something loaded at 6:30 a.m. when the ambient temperature was 50oF shouldn’t arrive after the mix that was loaded at 7:15 a.m. when the ambient temperature was 60oF. We asphalt professionals know there’s a perishable product in the truck beds, but the drivers need to be told. I recommend every truck have a snap-on GPS that lets the foreman know where the truck is at all times. In addition to tracking trucks while they’re carrying mix, watch the drivers after they dump their load. Don’t let them clean out in front of the paver. They need a designated area alongside the job where they can clean out, and where a skid steer awaits his signal to clean up any messes the truck drivers make.

Pave by the Numbers

Many AsphaltPro readers have seen my list for paving by the numbers before, but it’s always good to go over it with new workers or to review it with veterans to make sure nothing’s forgotten. Step 1. Heat the screed. Step 2. Center the tow points. Step 3. Set paving width. Step 4. Set main screed crown. Step 5. Set height of the extenders. Step 6. Set slope of the extenders. Step 7. Lower screed into starting position. Step 8. Null the screed. Step 9. Set the end gates. Step 10. Set auger height. Step 11. Set feed sensors. Step 12. Adjust feed control. Step 13. Fill auger chamber. Step 14. Pull off from starting point.


Plug Into Safer Preservation Seam Sealing’s asphalt pavement heaters get new electrical connection for longitudinal joint paving, maintenance by Randy Scasny

Left: Electric infrared asphalt heaters are quickly connected or disconnected using switch-rated plugs and receptacles from Meltric Corp. “The roller itself is a custom-built machine from BOMAG,” Sargent said. “They built these machines to our specifications. We then add our heating system with the generator and heaters.” Above: The dead front design makes it virtually impossible for a user to be exposed to either “live” parts or arc flashes. In addition, Meltric’s plugs have provisions for Lock Out/Tag Out.

T

o solve the problem of premature longitudinal joint deterioration, the team at Seam Sealing Systems, Inc., Hermon, Maine, developed a joint sealing process based on electric infrared heating technology. What they didn’t want was a safety problem with operators pulling plugs out of the heating equipment “live.” “The problem we’re solving is the crack in the center of the road,” said Project Engineer Isaac Sargent. “We use electric infrared technology to heat the pavement material safely. As the material bonds together, a strong, watertight joint forms, which becomes invisible after heating.” To seal the longitudinal joint, Seam Sealing installed electric infrared heaters on its rollers and trucks. The roller travels directly behind the asphalt paver to heat and seal the joint. The truck provides increased mobility and has a blower system to remove large amounts of water on the pavement while heaters dry the residual moisture. When Sargent assumed responsibility as the lead engineer of the seam sealing machines, he was charged with finding ways to make them safer and easier to operate. One of those ways focused on the power connector used for the electric infrared asphalt heaters. He wanted a compact connecting device with a quick changeout feature, but needed one that wouldn’t pose a safety risk.

24 April/May 2012

He chose the switch-rated, dead front Meltric plug and now all the heaters and dryers on the sealing machines are connected with Meltric DS-100 plugs and receptacles. “We connected it right on the machine and didn’t need a junction box,” Sargent said. “We work on projects where some of the laborers who work around our machines aren’t familiar with electricity. So we were concerned about someone walking up to the plug and potentially unplugging it while it’s in use. You can’t do that with a Meltric plug.” Sargent sees growth in longitudinal joint quality control and in their safe construction with attention to such details. “As we sell more sealing machines, we plan to purchase more Meltric plugs for our connection needs. We already use them on quite a lot of different projects.” Right now, Seam Sealing is focused on developing the longitudinal joint sealing business for airport applications. As asphalt professionals know, “Airports have very strict specifications on their joints and there are penalties if we don’t meet those specifications,” Sargent said. While workers paying close attention to airport specs, Seam Sealing managers can rest assured they have one less hazard on the job.


Ultrathin WMA Gives Missouri Smooth Fix by Sandy Lender

28 April/May 2012


Left: NB West Contracting Company’s Pacific plant produced the ultrathin WMA for the Route 100 job in the summer of 2011 at temperatures of 240 and 250oF. Above: The paving train for the Route 100 project consisted of a Shuttle Buggy delivering the WMA to the gravityfed hopper of the SP200 behind the spraypaver’s 2,100-gallon heated tack tank. Haul trucks like the one you see here had a designated area for cleaning out to make sure nothing messed up the thin and gorgeous mat you see on page 32.

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s the team at NB West Contracting Company has been known to do, they proposed and carried out a method of pavement repair and resurfacing for the Missouri Department of Transportation (MoDOT) last summer that saved the agency money and left the traveling public with a smooth asphalt finish in a fast-growing county. NB West Manager Steve Jackson explained that MoDOT wanted an overlay it could “put down and walk away from for 10 years.” Jackson’s team delivered that while solving the nagging issues of delamination and reflective cracking that Missouri roads can experience. To begin, NB West won Job J6P2206, which was the repair and resurfacing of Route 100 in Franklin County from DuBois Creek to Pine Tree Loop Road in Gray Summit. The

total length of the improvement was 8.682 miles and called for Superpave BP-1 and BP-2 mixes. “They specified a 1 ¼-inch, 9 ½-mm Superpave overlay, but we suggested something different for them,” Jackson said. “Road Science came up with the thinner crack resistant bonded mix for the mainline and we submitted it as a value-engineering option. Missouri uses a BP-1 mix, which is a bituminous plant mix for lower-volume roads and shoulders. So we had to re-do the shoulder mix because of the reduced thickness on the mainline. Overall, it saved them money and met their goals for the project.” As Jackson explained, the BP-1 and BP-2 are low-traffic-volume mixes with a ½-inch nominal maximum aggregate size (NMAS). The BP-2 is a finer mix than the BP-1. The team replaced the Superpave 095CLP* mix

originally specified for the project with the thin lift bonded mix. “Our thin lift mix met the LP durable aggregate specification and allowed us to use a ¾-inch thick lift. As a result, we also used a BP-3 mix design on the shoulders instead of a BP-2 due to the maximum aggregate size. BP-3 is a 3/8-inch NMAS.” Changing thickness wasn’t the only benefit of changing designs. “The savings realized by the reduction in thickness allowed us to use a heavy polymer asphalt binder, a polymer-modified tack coat (Novabond) and a higher VMA-higher asphalt content mix on the shoulders. The emulsion was the Novabond product from Road Science, which we shot at a rate of 0.131 gallons per square yard.” To get the Novabond down and the WMA placed right on top, the NB West crew used the SP200 (a spraywww.theasphaltpro.com | ASPHALT PRO 29


The Novabond polymermodified emulsion went down at a rate of 0.131 gallons per square yard directly in front of the WMA, which measured ¾ of an inch in depth.

paver) from Roadtec, Chattanooga. This wasn’t a requirement, but a best practices move. “There isn’t a specification for not driving on the tack coat,” Jackson explained. He pointed out that roads in Missouri have had issues with pavements delaminating due to insufficient or contaminated tack coats. “MoDOT has voiced there delamination concerns to the industry for several years and are proactively working to develop a bond strength performance specification to add to their specbook. NB West has been working with Road Science since 2008 on Bonded Dense Graded pavements where we put traditional dense graded mixes down through the spraypaver. MoDOT, with the help of industry, is working on bonding a single lift of dense graded mixes to concrete. “Traditionally, we would have put down two lifts of HMA over concrete to reduce the joint bumps and achieve a better smoothness. If we can use warm mix, the spraypaver and a polymer-modified asphalt emulsion with a single lift of dense graded mix and achieve the smoothness that we need to ensure that the traveling public is happy, then we could also provide a more economical pavement maintenance solution for the taxpayers of Missouri.” 30 April/May 2012

As you can see, saving money for the taxpayers was only one benefit of NB West’s ingenuity. “The goal of this project was to get a mix that would stand up to reflective cracking,” Jackson said. “The binder itself was the secret ingredient. The binder was produced by taking a soft base asphalt and fortifying it to meet the mix design performance parameters with a high dosage of polymer. And we used high quality aggregates. Also, the warm mix wasn’t aging the [asphalt cement] as we were making it.” The crew ran the mix through the NB West Pacific plant, which Jackson said was about 15 miles away from the job. With a late summer project and close proximity, they had no troubles with long hauls or temperatures. “We typically produce it at about 290oF, but we were getting temperatures around 240 or 250. We wanted to drop the temperature down so we could get the best smoothness on the road.” Marvin Exline of Road Science talked about the Route 100 project goals as well. “The overlay was an experimental high performance thin overlay. The goal was to meet all the criteria requested by the agency and the contractor for this particular project— reasonable cost compared to conventional application, rut resistance and

crack resistance, and low permeability for winter safety concerns.” Exline said they used the following methods to get those performance characteristics. • Thin application of less than 1 inch bonded to prevent delamination by spraypaver technology using polymer-modified emulsion • Rock on rock contact similar to SMA or UBAWS (Novachip) • Polymer modified binder at higher asphalt content, similar to SMA but without any fiber addition “The mix and binder and concepts take several features of previous mixes and creates a hybrid system,” Exline said. “It’s not UBAWS, it’s not SMA and it’s not an SP9.5 mix, yet it has characteristics from all of them… It’s clearly an attempt at making a performance based asphalt project. Allow the agency to voice their needs for the project and let the contractor

* SP 095CLP = Superpave 9.5 mm NMAS mix; C is the design level due to traffic of 3-30 million equivalent single axle loads (ESALS); LP is the requirement for a limestone porphyry aggregate or trap rock


and industry provide a performance based solution. I thought everyone did a great job considering the time frame for completing the design and performance testing.” The asphalt mix performed exceptionally in terms of crack resistance, a value of 1300 J/m2 was measured using the D(c)T device. Typical asphalt ranges from 300-450 J/m2. Permeability was reduced compared to some thin lift, gap graded projects that have caused safety concerns due to icing in winter storm events. The mix was produced with virgin material but very environmentally friendly because of reduced demand of material needed to meet MoDOT’s goals and needs. “The only way that it is possible to come up with innovative solutions is because we have a partner, MoDOT, that is willing to try new ideas,” Jackson said.“They are always meeting with the industry and asking for new methodologies and improved materials. We have quarterly meetings to find solutions to issues that we are having 32 April/May 2012

ABOVE TOP: NB West Manager Steve Jackson said the emulsion was difficult for handwork, but the spraypaver got the WMA lift down on top of it right away. The ultrathin WMA mat performed as smoothly as a HMA but at temperatures of 240 and 250oF. ABOVE LEFT: NB West Manager Steve Jackson explained that MoDOT officials and inspectors have gotten used to the company’s innovative ideas—not too many gawkers show up for an NB West special project anymore. Jackson said the Route 100 project managed to bring out more interested parties than usual. Here a QC/QA tech shows off a core sample that proved the crew’s good work. ABOVE RIGHT: NB West Contracting Company won the bid for Job J6P2206 to repair and resurface Route 100 between DuBois Creek and Pine Tree Loop Road.

on projects, and MoDOT even sponsors a Partnering for Innovation and Efficiencies meeting where they ask all of their partners for ways to streamline and improve project delivery.” The time frame had NB West crews done by Nov. 11 or facing

damages of $6,100 per day. Jackson said the team was done with time to spare for helping neighboring contractors finish off their 2011 seasons, all while giving Missouri drivers a smooth ride through Franklin County.


Optimize Superpave Compactor Gyrations by Dr. Ray Brown

Dr. Ray Brown, Director Emeritus, NCAT.

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ith any mix design procedure, the amount of compactive effort during lab compaction has a significant effect on the selected optimum asphalt content; most mix design procedures select the optimum asphalt content at a specified void level. Higher compactive effort will result in higher density, lower voids and lower selected optimum asphalt content. Hence the number of gyrations used for compaction of samples is important to ensure you identify the optimum asphalt content for a given mix and traffic. When the Marshall method was developed in the 1940s, the lab compactive effort was selected so that lab density would be equal to the in-place density after years of traffic. This allowed the designer to ensure the maximum amount of asphalt could be added to the mix without causing bleeding and/or rutting when low in-place voids occurred. Researchers determined 75 blows with the Marshall compacter provided a density approximately equal to density after years of heavy traffic. They determined 50 blows to be the compactive effort necessary to reach a density approximately equal to that obtained under lower traffic. This

36 April/May 2012

again represented the density that would be obtained after years of lowvolume traffic. When the Superpave method was developed in the early to mid 1990s, researchers used a similar approach to develop the number of gyrations needed for the different traffic levels. They selected the number of gyrations needed to produce the in-place density after several years of traffic as the compactive effort needed for mix design. Studies have shown that after two to three years, the amount of additional densification normally observed is small. While there are several other factors that affect densification, traffic level was considered most important. The initial study to develop the number of gyrations needed was limited, but it resulted in the information provided in Table 1 below. The information shows seven levels of traffic and four levels of seven-day mean high air temperature. This results in 28 possible gyration levels. Later, this table was found to have too many potential gyration levels and resulted in too many mix designs for a state department of transportation (DOT). As a result, studies were conducted to consolidate the table and minimize the number of mixes a DOT would have to use. One of the studies resulted in the publication of National Cooperative Highway Research Pro-

gram (NCHRP) Report 237 “Superpave Gyratory Compaction Guidelines.� Overall, researchers produced the information shown in Table 2 below. This table eliminated the seven-day mean high air temperature and consolidated the amount of traffic levels from seven to four. It minimized the number of mixes that a state DOT would have to use. Officials at the state DOT level were concerned, however, that the number of gyrations specified in Table 1 and Table 2 was too high. Many state officials concluded that they had solved the rutting problem, but they were seeing early performance problems due to the lack of sufficient asphalt in the mix. Many observed that the asphalt content being used with Superpave was significantly lower than that used with the Marshall mix design. The largest problem before Superpave was rutting; Table 2 Modified Superpave Gyratory Compaction Effort for Ndesign(1999) Design ESALs, Millions

Ndesign

Less than 0.3

50

0.3-3.0

75

3.0-30

100

Greater than 30

125

10.0-30.0 M

109

30.0-100.0 M

126

Greater than 100.0 M

142

Table 1. Original Ndesign Table for Superpave Traffic Level ESALs

Seven-Day Mean High Air Temperature Below 39 C

39-41 C

41-43 C

43-45 C

Less than 0.3 M

68

74

78

82

0.3-1.0 M

76

83

88

93

1.0-3.0 M

86

95

100

105

3.0-10.0 M

96

106

113

119

10.0-30.0 M

109

121

128

135

30.0-100.0 M

126

139

146

153

Greater than 100.0 M

142

158

165

172


Table 3 Recommended Superpave Gyratory Compaction Effort for Ndesign (2006) Design ESALs, Millions

Non Modified Asphalt Ndesign

Modified Asphalt Ndesign

Less than 0.3

50

NA

0.3-3.0

65

50

3.0-30

80

65

Greater than 30

100

80

it didn’t surprise too many engineers that the optimum asphalt content was lower. The two main reasons for rutting before Superpave was poor-quality aggregates that often contained significant proportions of rounded gravel and rounded low-quality natural sand as well as the lack of control of volumetrics during mix production. As Superpave was adopted, producers solved these two problems by including the consensus properties of aggregates and by requiring close control of volumetrics during construction. As a result of concern about the number of gyrations, DOT officials funded a study through NCHRP to study the optimum number of gyrations for various traffic levels and to possibly modify the specified gyration requirements. This study, NCHRP 9-9 (1), was a follow-up to NCHRP 9-9, which simply consolidated the compaction table. The latter study looked at 40 existing pavements and determined densities at a pre-selected Ndesign, and then monitored in-place compaction for up to two years. The study also showed that little additional densification occurred on the roadways after two years. Based on the study, researchers determined the appropriate number of gyrations for four different traffic levels. Their recommendations are provided in Table 3 above. Some were concerned about the variability in the number of gyrations for a particular mix. The numbers in Table 3 are believed to be more appropriate than those developed in the original study, which was limited and dealt with extraction of the asphalt binder, re-blending of the materials and re-compaction in the lab. The NCHRP 9-9 (1) study showed that mixes having modified asphalts tended to compact to a lower final density than mixes with unmodified asphalt. This is reasonable because the mixes with stiffer asphalts will be more difficult to com38 April/May 2012

pact under traffic. Hence, the final Table 3 shows lower gyrations recommended for the modified asphalts. This reduction in number of gyrations should provide more durability by increasing the asphalt content in the designed mixes. The American Association of State Highway and Transportation Officials (AASHTO) has not adopted the information in Table 3, mainly because of the high variability of the data to select the gyration level. The Asphalt Mixture Expert Task Group (ETG) also does not recommend adopting the information at this time because of the high variability of the data. Instead, the ETG recommended that each state DOT adjust its number of gyrations based on materials and specific procedures in its state. State DOTs have already made adjustments to the compaction level presently provided in AASHTO R35. Many states have correlated the gyratory to provide the same density that they were getting with the Marshall compactor. Even though the compacted density is approximately the same as with the Marshall hammer, the mix still performs much better in terms of rutting because the aggregate quality is better with Superpave and designers give more attention to QC/QA of mix volumetrics. Other state DOTs have used the locking point concept to establish the number of gyrations. There are several ways to define the locking point, and each state selects a procedure for specifying the locking point so that the approach provides a reasonable compacted density for its mixes. Basically, the locking point defines a rate of densification, and once the rate of compaction falls below this rate, compaction is completed. Some state DOT officials continue to use the number of gyrations specified in Table 2 and are satisfied with this effort. This is a satisfactory approach if the officials are satisfied with the performance of the asphalt mixes. If more early problems occur with mix stability or durabil-

ity, the lab compaction effort should be modified. This means they should require a higher number of gyrations to better resist rutting and a lower number of gyrations to improve durability. Another method some states use to specify the number of gyrations is to keep the number of gyrations the same regardless of traffic level but require modification of the binder for higher traffic levels. This approach is similar to the recommendations in Table 3, which indicate that the number of gyrations should be lower when a modified asphalt is used. All these methods are acceptable for adjusting the number of gyrations. The mix performance is the most important factor. If there is preponderance of durability or stability problems, the number of gyrations can be adjusted. This has to be evaluated in each state DOT and can vary significantly even within a state if the materials, traffic or climate varies considerably. Also keep in mind that lowering the number of gyrations does not guarantee that the amount of asphalt in a mix will increase. Mix designers typically adjust the aggregate grading within the specifications so that the minimum voids in mineral aggregate (VMA) requirements are barely met, allowing the contractor to use the minimum amount of asphalt and reduce the mix cost. The only way to ensure that the optimum asphalt content increases with lower gyrations is to increase the VMA requirements. It is reasonable to expect the VMA to increase by approximately 1 percent for a decrease of 25 gyrations. The number of gyrations needed for a particular project will vary considerably depending on many factors. If there is no other information available to establish the number of gyrations, then using Table 3 is a good approach. However, local studies may be able to improve the information in this table. Overall, it is difficult to conduct a study to pinpoint the optimal number of gyrations. Performance of projects is a good indication of whether the gyrations should be adjusted. If the number of gyrations needs to be lowered, consider increasing the VMA.


Healthy Workers Protect Bottom Line by Sandy Lender

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recent article at Wisconsin Rapids Tribune online showed a construction company receiving a grant to expand its health and wellness program. The company had already incorporated a stretching program for workers more than a decade ago, and now will include making workers’ healthy food choices part of its obesity prevention protocol. This is a laudable goal for any business, but is it worth an asphalt company’s time? Experts say yes. I reported in the January issue on Granite Construction’s safety culture and the simple yet effective program that company has in place for preventing soft-tissue and repetitive injuries in workers. By stressing ergonomic comfort in its safety program and by doing some-

thing as simple as getting tools up off the ground, Granite’s safety team members watch out for workers’ everyday health and wellness. Granite garnered an award with that program from the International Risk Management Institute, as well as the American Road & Transportation Builders Association. The Association of Equipment Manufacturers (AEM) makes ergonomics part of its Product Safety & Compliance seminar. NIOSH gave credence to sleep deprivation on worker health, listing increased health care and worker compensation costs among the risks for employers who don’t include adequate time for workers to recover between shifts. You’re probably not ready to add Yoga or daily recipe options to your safety program,

but operator station comfort or rearranging personnel on shifts could be an easier change to effect. Whether a manager is considering applying for a grant to supplement the safety program or the team has decided to add exercise, wellness, preventive checkups, etc., to the definition of the safety culture, looking at overall worker health brings a new level to a safe environment. As NIOSH lists on its website, healthy workers are more productive. Healthy, well-rested workers also commit fewer errors, which could be the difference between an accident or injury and a stress-free day in which everyone gets to go home safe and sound at the end of the shift.

New NCAT Cycle Starts

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n addition to studies of safety edge implementation in partnership with the Federal Highway Administration (FHWA) and the Auburn Department of Mechanical Engineering, two new group experiments take part in the fifth cycle of research at the National Center for Asphalt Testing (NCAT) test track. First, the Green Group will look at how to use as much recycled material as possible in pavements. Second, the Preservation Group will continue traffic on the 2009 test sections and then explore different preservation techniques as pavements reach different levels of distress. Another new item for the construction crews, which begin paving in April, is an off-track study of Lee County Road 159. They’ll divide a 2,000-foot section of a dead-end road that leads to a quarry and asphalt plant into twenty 100-foot sections to test thin-lift overlays, micromilling and other preservation techniques. Trucks should start rolling again by late August. Check out upcoming issues of AsphaltPro Magazine for results from the fourth cycle of research, including the positive binder enhancements from Kraton Polymers’ HiMA additive. 40 April/May 2012


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German WMA Gets Safer Worker Environment by Klaus-Werner Damm

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e’ve been using warm-mix asphalt (WMA) techmastix produced at more than 230oC (446oF). That would nology as a standard in Germany for the past require a new standard to keep workers safe. five+ years, but we don’t often use a reduced Then the German Workers Protection Agency anmixing temperature. The aim of my research since 1997 nounced a new exposure value limit of 5 mg/m3 and the was to find modifications without the need of higher comBundesanstalt für das Straßenwesen (Federal Road Aupaction effort or higher compaction temperature and my thority, BAST) asked for proposals for a test road that research was used more recently to effect safer work enwould use an asphalt meeting those safer working stanvironments for equipment operators. dards. Because of my work with WMA technologies, I proI eliminated technologies like foamed asphalt or asposed the use of waxes that would allow compactable phalt with bitumen emulsion right at the beginning beasphalt at lower temperatures. cause the necessary asphalt quality wasn’t high enough. I The test road we paved in 2004 was Autobahn BAB A7 encountered water susceptibility, poor resistance against in North Germany near the city of Flensburg. It sees 7,500 rutting and some other behaviors. I arrived at the soluheavy trucks per day, or 10,500 10-tonne axles per day, tion of modification with different additives. The most efwhich translates to about 18 million trucks between then fective, I found, was the Fischer Tropsch wax, which fully and now. We paved seven test sections at 850 m (~2,789 melts at temperatures above 105oC (221oF) and liquefies feet) in length with temperature-reduced asphalt in 8-cm (3.15-inch) binder and 4-cm (1.57-inch) surface courses. the binder in mixes above this temperature. Below this The mixing temperature was temperature, the wax particles o crystallize and make the binder 145 C (293oF) and the pavThen the German Workers much stiffer. ing temperature was 135oC Protection Agency I also used Amide wax, Ro(275oF). We used three differmontan wax and Zeolithe in my ent polymer-modified binders announced a new exposure with FT-wax and 1350C (275oF) studies. I found that wax con3 value limit of 5 mg/m … tents up to 2 percent worked and two different polymeras a liquefier; those contents modified binders with amide from 2 to 4 percent effected more stiffness. There was was at 135oC (275oF). We used 1 binder penetration 45 also a change of penetration with wax content and rutting with FT-wax at 135oC (275oF) and 1 polymer-modified susceptibility. binder penetration 45 as a reference binder at 165oC The data I collected helped in talks concerning tempera(329oF). ture reduction of hot mix asphalt (HMA). In 2000, the GerThe asphalt mixes’ properties were inspected for comman association started the discussion about emission of paction, deformation resistance in high temperatures and bitumen fumes and aerosols. The Berufsgenossenschaft cold temperature performance. You can see the results (German Workers Protection Agency) placed a limiting of surface tests of the binder characteristics at paving in value of 10 mg/m3 on what exposure operators could 2004 and again in 2008 in Figure 1. experience. At that time, an asphalt operator could be The bitumen fumes and aerosols of the PmB with peneexposed to 6.5 to 9 mg/m3 of bitumen fumes. Depending tration 45 at a temperature of 170oC (338oF) only reached on weather conditions and asphalt temperatures, which 1.5 mg/m3. Those of the Sasobit at a temperature of o o were normally 160 to 180 C (320 to 356 F), the screed 140oC (284oF) only reached about 0.25 mg/m3, making 3 operator was rarely exposed to more than 10 mg/m . this a successful use of the waxes for worker safety. By using a WMA, we could lower the temperature at I encourage readers to visit the PowerPoint presentaloadout to 130oC (266oF) and see lower temperatures at tion under the 2nd International Conference on WMA at the paving site, but this wasn’t necessary. In principle, www.asphaltpavement.org to see graphs of the results of there was no need for temperature reduction of HMA exthe elasticity, stiffness and viscosity measurements from cept when using gussasphalt. Gussasphalt is an asphalt this experiment. As a surprise, the energy savings could 42 April/May 2012


be considered a wash against the production loss. The reThere is a strong indication that WMAs are ageing more duced mixing temperature of 20oC (68oF) led to an energy slowly due to lower thermal degradation during production and paving. Also higher degrees of compaction can savings of about 10 percent at the batch plant, but the production capacity dropped by about 25 percent to achieve a be reached, eliminating one of the dominant failure modes for pavements in Germany. Initial fears that the significant good coating of chippings. stiffening of binder caused by organic additives would In 2006, Forschungsgesellschaft für Straßen und Verkehsubstantially shorten the life of pavement and cause low rswesen, the body that governs national specifications in temperature failures have not manifested themselves Germany (FGSV) published its guideline on temperature reduced asphalt mixes with a list of allowed additives. anywhere. Binder testing according to PG grading would have strongly suggested such failures. Over more than 10 Its aim is to see HMA’s temperature reduced from 165oC years and many millions of tons (329oF) to 135oC (275oF). BAST has by now published a list Paved, there is no indication of any negative impact on which contains 10 additives or ready-made binders that the low temperature performance. have passed proof of performance. Right now, FT-wax (SaThese positive findings as well as practical experiencsobit) is the product most used by the industry in Germany. es gained with extremely stiff binders for mastic asphalt The asphalt industry in Germany doesn’t use viscosity have encouraged the use of reduced systems or “warmorganic additives beyond mix asphalt” primarily for Those quality aspects include temperature reduction. Intemperature reduction of energy savings and the allcreasingly binders modified mixes. The waxes, especialthese additives are ly, are used for enhancing important reduced exposures of with used to refine SMA formudeformation resistance and/ workers to fumes and emissions. lations for even better comor for improving workabilpaction and performance. ity. The highway authorities High modulus construction of highway, airport and condon’t ask for temperature reduced asphalt simply because tainer terminal pavements are firmly established. it is more expensive [in Germany]. Foamed asphalt doesn’t As mentioned above, newer applications are ground play any role in Germany because the asphalt quality has tire rubber binders, thin layer friction courses, high qualbeen found to be more sensitive to water and deformation here. The new field of application of waxes has given rise ity mixes with more than 30 percent RAP to name a few. to rubber asphalt to improve the workability of the mix In these applications quality aspects pay for the additives. and to reduce the mixing temperature to lower than 180oC Those quality aspects include energy savings and the allimportant reduced exposures of workers to fumes and (356oF) and to a combination of FT-wax and rejuvenator oil for recycling of asphalt at very high quantities of 80 to 90 emissions. Dr. Ing. Klaus-Werner Damm is a professor at Habour percent without quality loss. These see mixing temperatures of 135oC (275oF). City University in Hamburg, Germany. The Baubehörde The positive results from the Autobahn BAB A7 trial couHamburg (DOT of Federal state Hamburg, Germany) conpled with the analysis of cores taken from pavements older tracted him in 1997 to investigate new methods to minithan 5 years (duration of guarantee) lead to the listing of mize rutting of asphalt roads. He presented the warm-mix two additives for lowering asphalt temperature by BAST: asphalt information in this article at the Oct. 11 through mineral additives and viscosity-altering organic additives. 13, 2011, 2nd International WMA Conference in St. Louis. Since 2004 these technologies have firmly established You can download a pdf of his entire presentation “Warm Mix Asphalt in Germany, a Technology Beyond Reduced themselves, especially after frequent testing and monitoring of projects from the 1990s, delivering proof that these Mixing and Paving Temperatures” and his accompanying WMA constructions are at minimum equal to HMA. paper at www.asphaltpavement.org. 44 April/May 2012


Help Push New Funding by AsphaltPro Staff

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ction versus inaction in the Congress doesn’t have to be confusing. Unconstitutional ideas about abandoning federal funding for the federal highway system don’t have to worry you. Another short-term extension has given states short-term-only planning ability, but there’s hope against turning the system upside-down. The U.S. Senate passed S. 1813, which is named “Moving Ahead for Progress in the 21st Century” and abbreviated “MAP-21” Wednesday, March 14. The word “bipartisan” got thrown into the reporting of the event because 74 members of the Senate voted for it; 22 didn’t. Senate passage sent MAP-21 to the House for its vote, where talk of a ninth extension of current legislation included Democrat leaders urging their party to vote against any extension. The March 26th and March 28th votes on an extension had to be postponed. The SAFETEA-LU extension passed March 29 and the President signed it. Current projects can continue working until the extension deadline of June 30. In the meantime, asphalt industry professionals can join the Transportation Construction Coalition (TCC) for the annual Fly-In May 30 through 31 to Washington to remind representatives of their responsibility to provide the nation with a working federal highway system. Some pundits—such as the Heritage Group—have offered the idea that infrastructure funding could be solely the responsibility of the individual states. You can add your voice to the coalition; visit https://www.blueskyz.com/v3/ Login.aspx?ClientID=6&EventID=52 for information on this year’s TCC Fly-In. NAPA members can attend as a group; visit www.asphaltpavement.org. Note the new location this year.

Clean Water, No Delays from ARTBA

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rojects waiting on wetlands permits, whether needed or not, get a reprieve after the U.S. Supreme Court decided unanimously March 21 to suspend the U.S. Environmental Protection Agency’s (EPA’s) presumption of permit need on all infrastructure and residential improvements. Under the Clean Water Act’s wetlands approval process, parties were mandated to secure a permit to determine whether or not a wetlands permit was required. This forced contractors to obtain permits they might not have needed, which added delay and cost to projects. In Sackett v. U.S. EPA, the Court suspended that mandate. The ruling will require EPA to make changes to its permitting process and interject more certainty for current and future transportation projects.

46 April/May 2012


Get GHG Credits Online from NAPA

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sphalt producers will want to visit the revised online Greenhouse Gas Calculator at the National Asphalt Pavement Association (NAPA) website www.asphaltpavement.org.ghgc. The enhanced calculator can help quantify CO2 credits for the use of reclaimed asphalt pavement (RAP), recycled asphalt shingles (RAS) and warm-mix asphalt (WMA) because it supports more data inputs, such as different uels for different pieces of equipment. Join NAPA’s Director of Environmental Affairs Howard Marks for a free 30-minute webinar April 23 at 3 p.m. EDT to learn how to use the calculator and how it complements other environmental life-cycle assessment (LCA) models. Visit https://student.gototraining.com/r/2542739727878427648 to register.

Curt Peterka (at right) stopped to visit with AsphaltPro Publisher Chris Harrison to talk about highway funding during The Road Connection’s busy Midwest schedule in April.

www.theasphaltpro.com | ASPHALT PRO 47


Use Pre-Made Public Relations by Sandy Lender

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ne of the ways in which an asphalt professional what an environmentally friendly product asphalt is while can garner attention from the media or zoning teaching them how a road gets made. The activities range boards involves creativity and promotion. Even in difficulty level so they speak to children of several age the industry’s national association encourages creative groups, yet still offer simple coloring fun with relatable behavior in its membership through an annual marketcharacters throughout the book. ing award because we should all be spreading positive Concepcion Puga, a first grade teacher at Coral Reef Elmessages about asphalt pavementary School, Miami, was ing, perpetual pavements, impressed with the book’s porous pavements, environrange. “AsphaltLane is defimentally friendly practices nitely a curriculum suppleand so on. The asphalt indusment that could be used from try has a proud heritage, a 1st grade to 5th grade. It has responsible present and an a good sampling of science integral role to play in every and math and challenges the nation’s future. kids in their vocabulary develHow do you currently go opment, all the while providabout sharing this inforing a fun format that will keep mation? Every asphalt pro them engaged.” should have his or her own Because the activity book website. I encourage you to was written by your Asphaltlink that site to the Asphalt Pro staff, it’s full of solid inPavement Alliance at http:// formation that shows what asphaltroads.org/ and to this a responsible industry you magazine at www.TheAswork in. You can customize phaltPro.com. But I bet you the inside back cover so it have a physical presence in appears that your public reyour communities as well. lations team did all the hard From town meetings to work, and feel confident in plant tours, from participathe positive information your tion in schools’ “career days” name is on. to sponsoring a Little League “AsphaltLane is a great team, from collecting food product for kids (and kid for the local pantry to helpadults) that conveys an iming with neighborhood fundportant message in a fun and raisers, asphalt professionals interactive setting,” Mike Lee are involved in communities of Lakeside Industries said. more often than we realize. “While encouraging kids to Do you have any way for your express their imaginations, it neighbors to remember you also helps raise awareness of The team at Lakeside Industries has put in their order for were a positive presence at some of the benefits of the the AsphaltLane children’s activity book with a customthese activities? Is there an opasphalt pavement industry.” ized inside back cover. This page shows approximately where their plants are located, bringing the business closportunity to preach asphalt’s To get more information er to its communities where the book will be distributed. good message at these activiabout AsphaltLane and how ties? Whether the outing cenyou can order copies to disters on our industry or not, it gives you a chance to put tribute in your community, check out the ad on page 63 or your company’s brochure or other printed material in a visit www.TheAsphaltPro.com. Don’t forget that you can new friend’s hand. still promote your industry whether you have a “leaveFor moments like that, the staff at AsphaltPro Magabehind” piece such as AsphaltLane or not. Being active in zine put together a pre-made public relations tool that your community promotes you as a community leader and educates and entertains young minds in your community. shines a positive light on you, your company and your inThe AsphaltLane™ children’s activity book, launched at dustry. AsphaltPro staff look forward to helping out with World of Asphalt in North Carolina in March, shows kids that through AsphaltLane if we can.

50 April/May 2012


equipment gallery

WOA, AGG1 Feature New Tech

For this issue’s Equipment Gallery, we want to bring you the newest products featured from the March 13 through 15 World of Asphalt and AGG1 combined tradeshow in Charlotte, N.C. A variety of original equipment manufacturers introduced new products and new technologies, not just upgrades or refurbishments. Here are a few in a handy guide for your review. Your AsphaltPro staff also exhibited at the show and hosted our Amazing Road Race. We want to thank the sponsors of the race, at below, for making the Associate Publisher Sally Shoeafter party and prizes maker shows off the display modpossible. The lucky Ron el of the AR15 to the grand prize Brakefield from Kemp winner, Ron Brakefield of Kemp Stone, Pryor, Okla., won Stone, Pryor, Okla., during the the grand prize of an AsphaltPro party at Whisky River during the World of Asphalt and AR15. It wasn’t all fun AGG1 show. and games, of course. Asphalt professionals stopped by the booth for information, to sign up for the magazine and to share asphalt stories that we’ll be sharing with you in the coming months.

AsphaltPro Amazing Race Sponsors The Road Connection Asphalt Drum Mixers KPI-JCI Transtech Systems

ACE Group Libra Systems, Inc. Reliable Asphalt Products Stansteel Hotmix Parts

Maxam-ize Safety, Energy Savings at Loadout

• Asphalt producers The new Perma Stor™ hotmix silos from Maxam are exclusive new technology launched at WOA to replace bintop conveyors. The Perma Stor silos are designed to 52 April/May 2012

Above TOP: The Transporter is the part of the system that shuttles between silos.

automatically evacuate all oxygen from the silo upon shutdown, eliminating the oxidation and coking that typically takes place in the loadout system. Inert gas displaces air in the silo and mix voids, and a liquid seal is formed at the discharge gate to ensure no air seeps in. Maxam’s exclusive shuttle Transporter™ eliminates all bintop conveyors and the requirement to have a batcher on each silo. This new, cost-saving and maintenancereducing design eliminates oblique movement, is easily vented to eliminate blue smoke and can be retrofitted to other manufacturer’s silos. The stationary batcher is affixed to the discharge end of the main dragslat conveyor. The Transporter sits beneath that and shuttles between silos on a track at less than normal walking speed. By adding a crossover gantry, the system can accommodate up to 10 silos over two truck scales or 15 silos over three scales. It takes 12 horsepower to operate a 10-silo system at 500 tons per hour. Maxam’s Troo Loc™ double seal gates seal the silo and batcher openings when not loading providing safety and preventing blue smoke from escaping. Touch screen controls are automatic. For more information, contact Christine Colvin at ccolvin@maxam.com or Mike Hawkins at mhawkins@maxam. com or call (800) 292-6070. Tell them you saw it in AsphaltPro Magazine.


RAP-13455 – 1998 Dillman Duo Drum 500 TPH Plant

•RAP 13419 – 2008 Deister 4x8 DD Screen •RAP 13418 – 2007 Telsmith 4x8 DD Screen Stansteel Dryer - 41’ x 10’ 1998 Dillman Mixing Drum 6 Dillman Cold Feeds: 10x15 3 Dillman 300 Ton Silos (1997) w/ Oil Heat Cone, Elec Heat - Gate Dillman Main Drag Slat w/ Elec Heat 36”W x 48” D 2 - 30,000 Gal Dillman “Porta-Stor” AC Tanks 20,000 Gal Vert Waste Oil Tank w/ Pre-Heater Under Burner

•RAP 13515 – 150 Ton Bituma Silo and Drag •RAP 13513 – 100 Ton ALmix Silo and Drag •RAP 13424 – 2002 CMI PTD-300 Port. •RAP 13455 – 1998 Dillman Duo Drum 500 TPH

RAP-13055 CEDARAPIDS E500 CF DRUM

• 114” x 52’ long w/ 126 mbtu burner • Shell thickness close to ½” throughout • Rap collar, trunnion drive, left side discharge

VISIT US ON THE WEB OR CALL TOLL FREE

Inc.

PO Box 519, Shelbyville KY 40066 • Fax 502.647.1786

www.ReliableAsphalt.com 866.647.1782


equipment gallery Oil Sands Truck Body Increases Worker Safety

• Aggregates managers • Oil refiners • Fleet managers While oil sands have been mined in Ft. McMurray, Alberta, and other areas for years, mine operators have had no choice but to accept and use off-the-shelf truck bodies to transport the abrasive, cohesive material from the mine pit to the hopper. Due to the lack of industryspecific truck body design, vibrations cause compaction of the oil sands in the truck bed. The vibration of material during the haul to its destination results in the oil sands amalgamating into an almost solid packed mass. Upon dump, the large load (or loaf) of material that weighs up to 400 tons per load has traditionally jolted the truck. This results in severe truck driver discomfort and exposes him to extreme "whole body vibration." By using a combination of materials to construct the truck body in combination with design, Philippi-Hagenbuch, Inc., Peoria, Ill., engineers have designed the first offhighway truck body specifically for hauling oil sands—the HiVol® Oil Sands Off-Highway Truck Body, typically called the HiVol Oil Sands Body. Its design minimizes material

Above TOP: This HiVol Oil Sands Body from Philippi-Haggenbach is transported to a mine in Alberta. Above: A crane lifts this HiVol Oil Sands Body from Philippi-Haggenbach into place for use in safely receiving, transporting and delivering oil sands to a hopper for processing.

loafing and carryback while providing a safer environment for truck drivers, longer truck chassis and body life, and decreasing box maintenance, the manufacturer stated. Sales & Marketing Manager Josh Swank explained that it’s a safer truck body for transporting oil sands than the generic truck body options because of its design. “Our Oil Sands Body provides a safer environment for the truck drivers as they don’t feel as much vibration when the body’s being loaded and unloaded; it severely minimizes truck jostling when it’s being dumped. On other bodies, the load exits the body in one single cohesive unit (or loaf); as the load goes over the body pivot, so much weight is on the back third of the truck, it can bring the front tires off the ground, creating a safety situation 54 April/May 2012


…the driver’s experience is much more subtle, substantially decreasing his “whole body vibration.” for the truck driver. Because our body breaks the load up, it naturally keeps the truck firmly planted on the ground without risking driver safety while maximizing comfort.” At this time, the off-highway option is the only one PHIL offers. “Philippi-Hagenbuch, Inc., does not operate in the on-highway transport of oil, oil sands or other materials. That being said, there are many safe and efficient methods for transporting commodities from the source to a processor or destination,” Swank said. The engineers say they have eliminated the problem of oil sand sticking in the truck body and at the same time have broken down the oil sands loaf that used to occur when dumping. These two extreme benefits to the oil sands industry are accomplished by: 1. inclusion of hydrophobic and/or oleophobic material selectively placed on the interior surfaces of the truck body; 2. severe tapering of the body sidewalls from the center of the truck body; and 3. receding the rear center of the body floor edge to the sides of the body floor. By innovating the above features into a body specifically sized and designed for hauling oil sands, oil sands and overburden, or cover materials, PHIL engineers improve the natural material flow from the truck body as it is pivoted to a dump position. The material flows away from the corners and sidewalls of the truck body where carryback would normally begin. The outwardly tapered body sides are at such severe angles, the load is no longer being contained in a “channel” environment allowing the load to further break down. Because the truck and body no longer jolt, the driver’s experience is much more subtle, substantially decreasing his “whole body vibration.” Innovations within this design include the implementation of multiple patents held by Philippi-Hagenbuch, Inc., as well as multiple innovations that have patents pending, which include a severe tapered body side, extreme hydrophobic liner to reduce material carryback, reinforced front slope, body capacity calculated with a proprietary load profiling methodology and the practical implementation of PHIL’s new Body Lifting System. For more information on the HiVol® Oil Sands bodies, which are available now, contact Josh Swank at (309) 634-0026 or jjswank@philsystems.com. Tell them you saw it in AsphaltPro Magazine. www.theasphaltpro.com | ASPHALT PRO 55


equipment gallery ASGCO’s Safe-Guard Return Idler Cage • Aggregates managers • Asphalt producers The ASGCO Safe-Guard Return Idler Cage was designed to catch the return roller applications from falling, preventing injuries to workers and damage to equipment. It’s a solution to your conveyor guarding needs and belt maintenance. It complies with MSHA Title 30 and meets OSHA requirements 1910.219. For more information, visit www.asgco.com.

ADM’s New EX Series Drum • Asphalt producers Asphalt Drum Mixers, Inc., Huntertown, Ind., launched its EX Series asphalt plants at WOA. The new single-drum counterflow plants offer a compact design for contractors with low to medium production needs. They produce 100 to 425 tons per hour and boast the longest aggre-

ADM’s new EX Series counterflow plant produces 100 to 425 tons per hour.

RAP and Shingles over the same Belt Scale. You have a problem.

Fiber, Dust, Hydrated Lime, etc.

Now Shingles from... EZ-FLO Feeder Scale

Assembles inside the confined space between feeders 56 April/May 2012


gate drying and mixing times in the industry, and are capable of processing high percentages of RAP. Using counterflow technology, the EX Series has separate drying and mixing zones to achieve the maximum level of heat transfer and fuel efficiency. ADM designed the system to introduce residual gases back to the drum’s combustion zone. The plants are available in portable or stationary versions. A wide range of components further customizes each plant for particular customer needs. For more information, contact ADM at (260) 637-5729 or sales@admasphaltplants.com. Tell them you saw it in AsphaltPro Magazine.

Astec Dashes Flight Info to Producers

• Asphalt producers The Data Acquisition System Hub (DASH) from Astec, Inc., Chattanooga, is designed to gather information from all plants in an operation and make it accessible via web browser—or flash-compatible device—in a real-time snapshot for asphalt producers. DASH centralizes multiplant management and makes plant data quickly available to facilitate fast management decisions and quick resolu-

tion of production problems. In addition, the operation analysis that DASH provides can encourage competition between plants, which means more productivity and efficiency for the company overall. DASH is compatible with Astec control systems TCII, PMII and PMIII. The type of production data collected from each plant includes mix totals, raw material usage, current production rates, moistures and mix temperature. Fuel consumption can be monitored for plants that have fuel meters connected to the plant control system. DASH displays data in interactive pie charts, bar charts, trend graphics and gauges, as seen in the image. DASH also collects sales data as each sales ticket is printed at each plant. DASH is designed by Astec software engineers and will be installed, supported and serviced by Astec controls engineers and Astec service. Astec also displayed its new v-flights, which are designed to replace the showering flights in drums and provide a greater uniformity of the aggregate veil during the drying process. An Astec spokesperson reports that a reasonable expectation for fuel savings on a high RAP mix or open-graded mix produced with these flights in place would be about 10 percent.

www.theasphaltpro.com | ASPHALT PRO 57


equipment gallery

DASH centralizes multi-plant management.

Using the v-flights in conjunction with an optional variable frequency drive (VFD) not only improves fuel efficiency and increases productivity, it also adds flexibility by extending the range of mixes that can be produced without requiring that the flights be adjusted, according to the manufacturer. With the VFD, a plant operator should have the ability to control exhaust temperatures regardless of the mix design. For the highest level of control, Astec is introducing a patent-pending stack temp control system package that incorporates the v-flights along with the VFD and PLC computer controls. The PLC is designed to automatically modulate the drum speed to maintain the set baghouse temperature. With the stack temp control system, producers should be able to accommodate more RAP in mixes. The v-flights are now standard in all new Astec drums and available as retrofits. For more information, contact Astec at (423) 867-4210 or visit astecinc.com. Tell them you saw it in AsphaltPro Magazine. 58 April/May 2012

Dillman Voyager Tailored to Portable Market

• Asphalt producers Dillman, a division of Astec, introduced its portable, 200 ton per hour Dillman Voyager plant at WOA. It’s designed for producers who require a plant that moves several times during the paving season. It’s built around the Dillman unified drum and includes a 50-ton SEB to ensure a quick set-up without cranes. It includes a Whisper Jet 50 burner, a 34,000 cfm pulse jet baghouse and the PMII control system. For more information, contact Astec at (423) 867-4210.

Bomag Offers New Light Roller

Asphalt contractors The new BW90AD-5 tandem vibratory roller from BOMAG, Kewanee, Ill., features intuitive controls and is considered ideal for small and medium asphalt compaction projects. It’s powered by a 20.2-horsepower Kubota diesel engine that features ECOMODE, a system that automatically idles the engine to conserve fuel during inactivity. Save fuel while inactive with the new BW90AD-5 tandem vibratory roller.


equipment gallery

The new RP-195e paver from Roadtec is a highway-class track paver with a Tier4i engine.

The roller has a working width of 35.4 inches and delivers 3,822 pounds of centrifugal force at a frequency of 4,200 vibrations per minute. It’s equipped with Bomag’s intelligent vibration control and is built with travel motors within the vibratory drums. It includes a 26.4-gallon water tank and pressurized spray system. For more information, contact Bomag at (309) 853-3571 or (800) 782-6624 or info.bomag@bomag.com. Tell them you saw it in AsphaltPro Magazine.

Roadtec’s Tier 4i Pavers • Asphalt contractors Both of Roadtec’s 10-foot (3-meter) standard asphalt paver models have received a redesign, which comprises Tier 4i emission technology and other upgrades. The machines feature a CAT® C7.1 Tier 4 Interim, 225-horsepower (168-kW) engine (at 1,800 rpm). The pavers offer improved operator visibility from stations that have been redesigned to provide the operator 60 April/May 2012

greater efficiency and comfort than past models, according to the manufacturer. Among the design refinements are new adjustable delta plate design, redesigned hydraulic tunnel panels and increased fuel capacity to 135 gallons (511 liters). Engineers beefed up the conveyor chains and floor plates are made from wear-resistant chromium carbide. For more information, contact Roadtec at (423) 2650600 or visit www.roadtec.com. Tell them you saw it in AsphaltPro Magazine.

Terex’s CR652RX Mainline Paver

• Asphalt contractors Contractors seeking enhanced tractive effort and wide paving footprints in their remix pavers can check out the new Terex® CR652RX Remix Anti-Segregation system mainline paver from Terex Roadbuilding, Oklahoma City. It features the largest rubber tire drive in the industry, according to the manufacturer, and allows paving widths reaching up to 30 feet (9.1 meters). Many of the same features contractors saw on the Terex CR662RM Road-


Mix paver/MTV are on the new 10-foot (3-m) CR652RX rubber-tire paver. The new paver is designed to enhance paving quality and efficiency by preventing material and thermal segregation. The new spreading auger design uses two outboard drive motors mounted to the tractor’s rear bulkhead. Two 5-foot (1,524-mm) long spread auger sections deliver material to the left and right sections of the screed. Each screw auger features its own speed control, allowing operators to independently adjust material flow to either side of the screed. The auger sections back up to each other, leaving no separation in the center. This new drive and screw auger arrangement is to reduce centerline segregation and eliminate the need for reversing augers and the center gearbox. Two sets of counter-rotating augers with interleafing flights uniformly draw down material from all areas of the hopper and re-blend the asphalt to produce a homogenous mix. The entire length of the auger shafts is lined to reduce wear.

Positioned at or below hopper wing level, the augers feature a constant 12-inch (305-mm) diameter, so material is pulled from directly above the full length of the shafts. A large, variable-pitch design—10 inches (254 mm) at the front of the hopper to 12 inches (305 mm) just before the feed tunnel—channels material from the hopper to the spreading augers, which should increase truck exchange efficiency. The augers’ sloped design results in a larger opening at the end of the feed tunnel, which eliminates material build-up. Upon exiting the hopper, asphalt enters the feed tunnel’s approximately 8-foot (2.4-m) long mixing zone under the engine compartment. Here, 100 percent of the uniformly drawn-down material is mixed in a figure-eight pattern by the pugmill-style mixers as it’s channeled to the spreading augers. Standard receiving hopper capacity of the CR652RX paver is 16.7 tons (15 tonnes). It’s designed to handle more than a 900-TPH (916.5 metric TPH) capacity. A 260-horsepower (191 kW) Cummins QSB6.7 diesel engine

Two sets of counter-rotating augers with interleafing flights uniformly draw down material from all areas of the CR652RX’s hopper and reblend the asphalt to produce a homogenous mix. www.theasphaltpro.com | ASPHALT PRO 61


equipment gallery powers the paver and contractors can choose among three screed models on the back end. For more information, contact Aron Sweeney at (605) 987-2603 or Aron.Sweeney @terex.com. Tell them you saw it in AsphaltPro Magazine.

REMco’s 1530 VSI Crusher

• Aggregates managers • Asphalt producers While REMco had personnel on hand to discuss its full line of vertical shaft impactors for producing sand products, its new launch was the 1530 VSI crusher. For information on this, visit www.remcovsi.com.

Endecott’s EFL2000

• QC/QA managers The EFL2000 sieve shaker from Endecotts has been specially designed to operate with heavy samples without the loss of performance. It’s equipped with a dynamic power source that ensures the right vibration is imparted to the sample for fast, accurate and reproducible tests, according to the manufacturer. The vertical movement is fixed to ensure the sample spends maximum time seeking apertures rather than being

suspended in mid air. The unique vibratory action also helps keep the apertures clear and free from blinding. A special clamping device ensures sieves are held firmly without over-tightening and allows them to be quickly removed and replaced. The timer can be pre-set for any duration up to 60 minutes or continuous. The EFL has non-corrodible, non-metallic springs and features low noise level. It accommodates sieves from 200 mm to 315 mm in diameter.

Screen Machine’s JHT Jaw Crusher

• Aggregates managers • Asphalt producers The new JHT jaw track crusher from Screen Machine Industries, Inc., is based on the JXT jaw crusher and has Cattron® remote control jaw adjustment. It’s operated by a C-9 Tier III Caterpillar engine. The crusher is by Trio Engineered Products. The vibratory grizzly feeder is 40 inches by 13 feet long. The feed hopper opening is 14 feet long. For more information, contact (800) 837-3344 or email@screenmachine.com. Tell them you saw it in AsphaltPro Magazine.

“Hot Mix Asphalt, Paving the Highway to the Future”

C.M. Consulting Looking for a used 150 tph hot plant?

WE CAN HELP!

2007 TEREX Counter-Flow Drum Plant, w/diesel fuel burner, 50-ton selferecting, back weighing silo w/batcher & 200 tph slat conveyor. 4-bin cold feed w/scale conveyor & slinger conveyor, computer controlled AC oil pump injection system, baghouse with exhaust fan, dust return blower and rotary air compressor. Portable 20,000 gallon AC tank. Plant moves in 4 loads. This plant has made less than 20,000 tons since new. Plant is FOB Seattle Washington and is available now. CMC is available for set-up & operational training. $850,000 obo

Many New and Used Asphalt Plants for Sale New Portable Counterflow Drum Plants, 100 to 500 TPH .......................................... Call. 2005 ADM 160 TPH Skidded Drum Plant, 2-AC Tanks, 3-bin, 90t Silo ..................... .Call. 1980s Boeing MS-200 250 TPH Portable Drum with Slinger & Burner .................... Call. 90-Ton Silo 350 TPH Drag & 12-Ton Weigh Batcher, very nice! .............................. Call. 1978 Wylie 40 tph Hot Plant. Baghouse. Generator, AC tank Complete & Running ... Call. 1966 MADSEN 5,000-Lb. Batch Plant, Baghouse w/silo and drag ...................... $80,000.

Cliff Mansfield Inc. • P.O. Box 407 • Odell, OR 97044 Office 541-352-7942 • Fax 541-352-7943 • www.hotplantconsulting.com

62 April/May 2012


here's how it works

McKim & Creed’s Mobile LiDAR

W

hether you’re looking for a design tool on the front end of your project or a quality control device to help prove your IRI, the Geomatics division of McKim & Creed offers the Mobile Data Collection (MoDaC®) and 3D Laser Scanning options to assist. The Mobile LiDAR specifically uses MoDaC technology to get a true 3D environment map for contractors, according to the manufacturer. Here’s how it works. First, a McKim & Creed operator drives the Mobile LiDAR vehicle along the length of the project. The two 3D laser scanners, two GPS units, 1 inertial measurement unit (IMU), 1 digital measurement instrument (DMI) and two digital cameras strategically placed atop the vehicle gather data as

64 April/May 2012

it moves forward at speeds up to 70 miles per hour. The combination of instruments atop the vehicle creates a dual sensor system that “sees” everything behind the vehicle and minimizes laser shadowing by giving a full 360-degree area of coverage. Cameras one and two feed their images to an onboard computer at three frames per second while the two 3D laser scanners send range-return data to the same computer. The equipment operator monitors the data collection to ensure its quality in real time. Next, the operator takes the data back to the office. Software computes the positional GPS and inertial measurement data to create a vehicle trajectory. Once the trajectory has been computed, the operator processes the

laser range data to the trajectory positions. This creates a 3D point cloud that that is spatially referenced to the conditions of the project that existed during data collection. At this point, you can create the project deliverable—defining pavement rutting, cross slope verification, volume calculations and more. Show us How it Works If you’re an equipment manufacturer with a complex product, let us help you explain its inner workings to the readers of AsphaltPro magazine. There’s no charge for this editorial department, but our staff reserves the right to decide what equipment fits the parameters of a HHIW features. Contact our editor at sandy@theasphaltpro.com.


resource directory Ace Group..............................25, 43 Contact: Carl McKenzie Tel: 888-878-0898 sales.enquiries@asphaltacesales.com www.asphaltace.com

BOMAG Americas........................23

Asphalt Drum Mixers……..26-27, 47 Contact: Steve Shawd or Jeff Dunne Tel: 260-637-5729 sales@admasphaltplants.com www.admasphaltplants.com

Bullis Fabrication..........................41

Asphalt Plant Products.................65 Contact: Tom Holley Tel: 866-595-3268 Cell: 706-466-3678 www.asphaltplantproducts.com Astec, Inc.................... 13, 34-35, 55 Contact: Tom Baugh Tel: 423-867-4210 tbaugh@astecinc.com www.astecinc.com B & S Light Industries...................37 Contact: Mike Young Tel: 918-342-1181 Sales@bslight.com www.bslight.com

Tel: 800-782-6624 309-853-3571 info.bomag@bomag.com www.bomag.com

Contact: Greg Bullis Tel: 866-981-8965 gregbullis@bullisfabrication.com www.bullisfabrication.com C.M. Consulting...........................62 Contact: Cliff Mansfield Tel: 541-354-6188 CMConslt@aol.com www.hotplantconsulting.com CEI..................................................4

Dillman Equipment................ 48-49 Tel: 608-326-4820 www.dillmanequipment.com Dynapac US..................................19 Tel: 800-732-6762 www.dynapac.us E.D. Etnyre...................................46 Contact: sales@etnyre.com Tel: 800-995-2116 www.etnyre.com EZ Street................................15, 17 Tel: 800-734-1476 Info@ezstreet-miami.com www.ezstreetasphalt.com Fast-Measure................................54 Tel: 888-876-6050 www.Fast-measure.com

Contact: Andy Guth Tel: 800-545-4034 info@ceienterprises.com www.ceienterprises.com Clarence Richard Co.....................56 Contact: Clarence Richard Tel: 952-939-6000 Carrie@clarencerichard.com www.clarencerichard.com

Gencor Industries Inc...................11 Contact: Dennis Hunt Dhunt@gencor.com www.gencor.com Heatec, Inc.........Inside Front Cover Contact: Sharlene Burney Tel: 800-235-5200 sburney@heatec.com www.heatec.com

Herman Grant Co., Inc.................39 Contact: Paula Shuford Tel: 800-472-6826 hg@hermangrant.com www.hermangrant.com Humboldt Manufacturing............57 Contact: Robin Bailey Tel: 800-544-7220 Rbailey@humboldtmfg.com www.humboldtmfg.co Maxam Equipment.......................33 Contact: Lonnie Greene Tel: 800-292-6070 lgreene@maxamequipment.com www.maxamequipment.com NAPA............................................59 Mid-Year Meeting www.asphaltpavements.org Reliable Asphalt Products...................Back Cover, 53 Contact: Charles Grote Tel: 502-647-1782 cgrote@reliableasphalt.com www.reliableasphalt.com Roadtec......................................7, 9 Contact: Sales Tel: 423-265-0600 Sales@roadtec.com www.roadtec.com

Rotochopper, Inc........................Inside Back Cover Tel: 320-548-3586 Info@rotochopper.com www.rotochopper.com Stansteel AsphaltPlant Products..................51 Contact: Dave Payne Tel: 800-826-0223 dpayne@stansteel.com www.stansteel.com Stansteel.......................................31 Contact: Dawn Kochert Tel: 800-826-0223 dkochert@hotmixparts.com www.hotmixparts.com Tarmac International, Inc..............45 Contact: Ron Heap Tel 816-220-0700 info@tarmacinc.com www.tarmacinc.com Top Quality Paving.......................62 Contact: John Ball Tel 603-624-8300 Tqpaving@yahoo.com www.tqpaving.com

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 | ASPHALT PRO 65


the last cut

Don’t Get Volatile by Sandy Lender

T

he U.S. Energy Information Administration (EIA) reported in its April 10 “Market Prices and Uncertainty Report” that “Improving economic data from the U.S. over the last few months has pushed down the market’s expectations for price volatility in the near future as continued economic growth can provide support for potential future returns for U.S. companies as well as demand for crude oil.” What else is affecting prices right now? On one hand, EIA reports supply disruptions that continue in (in alphabetical order) South Sudan, Syria and Yemen. Also, “global crude oil and petroleum product inventories are currently building.” On the other hand, higher OPEC production is offering a sort of balance to the disruptions or unrest the global marketplace is seeing. Refinery maintenance, which has led to reduced crude oil consumption, also helps strike a balance there. It may look like world petroleum inventories are building up more than “experts” thought they would during refinery maintenance period of July 2011 through March 2012. “Spare production capacity provides support” for current pricing.”

While EIA is careful not to suggest global crude oil prices are going to remain stable, its April report offers enough clues that perhaps experts aren’t expecting wide swings in prices. While EIA is careful not to suggest global crude oil prices, or other petroleum product prices, are going to remain stable, its April report offers enough clues that perhaps experts aren’t expecting wide swings in either prices or stores. On a small scale, the trend in liquid asphalt cement prices in select areas of the United States shows a slow creep upward as we head into spring. See the table at right for specifics and note that only Marathon Petroleum and Valero Petroleum in North Carolina showed stagnant numbers while everyone else reporting participated in the uptick. A recent event expected to affect the petroleum product markets at least up the East Coast of the United States is the February closure of HOVENSA, which was a major refinery in the U.S. Virgin Islands. It represented mostly a distillate and gasoline supplier and will now become a product terminal for Hess Corp. and Petroleos de Venezuela. 66 April/May 2012

Liquid Asphalt Cement Prices—average per ton ConocoPhillips, Tenn.

$570.00

$570.00

$600.00

$605.00

NuStar Energy, Ga.

580.00

600.00

610.00

620.00

NuStar Energy, N.C.

580.00

600.00

610.00

620.00

NuStar Energy, Va.

600.00

600.00

615.00

635.00

Assoc’d Asphalt Inman, N.C.

600.00

600.00

625.00

640.00

Assoc’d Asphalt Inman, S.C.

600.00

600.00

625.00

640.00

Assoc’d Asphalt Inman, Va.

605.00

605.00

625.00

640.00

Marathon Petroleum, Tenn.

560.00

560.00

600.00

610.00

Marathon Petroleum, N.C.

575.00

575.00

615.00

615.00

na

610.00

620.00

620.00

Valero Petroleum, Va.

580.00

610.00

na

na

Massachusetts Average

575.00

575.00

605.00

625.00

California Average

625.00

595.00

589.70

669.80

Missouri Average

526.25

640.00

557.50

573.75

Colorado Average

485.92

483.03

463.17

na

Valero Petroleum, N.C.

Data for Southeast region, Source: ncdot.org; Data for Massachusetts, Source: mass.gov; Data for California, Source: dot.ca.gov; Data for Missouri, Source: modot.mo.gov; Data for Colorado, Source: CDOT and Cenovus

Crude Oil Activity (U.S. Crude) futures spot data

stocks

Dec 2

$100.96/bbl

336.1 m bbl

Dec 9

$99.41/bbl

334.2 m bbl

Dec 16

$93.53/bbl

323.6 m bbl

Dec 23

$99.68/bbl

327.5 m bbl

Dec 30

$98.83/bbl

Jan 6

Diesel Fuel Retail Price (dollars per gallon) Dec 5

3.931

Dec 12

3.894

Dec 19

3.828

Dec 26

3.791

329.7 m bbl

Jan 2

3.783

$101.56/bbl

334.6 m bbl

Jan 9

3.828

Jan 13

$98.70/bbl

331.2 m bbl

Jan 16

3.854

Jan 20

$98.46/bbl

334.8 m bbl

Jan 23

3.848

Jan 27

$99.56/bbl

338.9 m bbl

Jan 30

3.850

Feb 3

$97.84/bbl

339.2 m bbl

Feb 6

3.856

Feb 10

$98.67/bbl

339.1 m bbl

Feb 13

3.943

Feb 17

$103.24/bbl

340.7 m bbl

Feb 20

3.960

Sources: Energy Information Administration



APro-1204