Asphalt Pro - March 2013

Improve Paving, Compaction Practices

Modern Paving Expands on The Rock Seguridad de Plantas Asfรกlticas

Aggregate QC Heat Your Endgate Understand Air Voids Get World of Information march 2013

contents

Departments

52

Letter from the Editor 5 Designation Clear as Mud Around the Globe 6

Articles

Safety Spotlight 8 Prevent Falls

By Cliff Mansfield

24 Air Voids for Laymen

By Dr. Ray Brown

Mix it Up 10 Put Asphalt on Permafrost

By Mark Homer, P.E.

34 Manage Aggregates Easily Keep it simple, even if that requires upfront costs

By Dale Decker, P.E.

Producer Profile 12 Modern Paving Rocks Newfoundland Better customer service, production gives asphalt company better position for new markets

By Larry Trojak

40 Paving Basics Make a Better Job

By John Ball

34

12

50 That’s a Good Idea Store Tools Out of Harm’s Way

By John Ball

Equipment Gallery 60 Get Your Asphalt, Aggregate Information Here

By AsphaltPro Staff

52 Here’s How to Heat Your Own Endgate

By Sandy Lender

Here’s How It Works 68 Honeywell’s Eyelation Program 70 Paving with WMA Resource Directory 73

56 10 Consejos de Seguridad de Plantas Asfálticas de Astec Industries, traducido por EZ Street® 57 Top 10 Plant Safety Tips from Astec Industries

Last Cut 74 South China Will Have to Sell Low

By AsphaltPro Staff

59 Take Notes on the Environment

By NAPA Staff

60 Improve Paving, Compaction Practices

40 Modern Paving Expands on The Rock Seguridad de Plantas Asfálticas

Aggregate QC Heat Your Endgate Understand Air Voids Get World of Information MARCH 2013

On the Cover Modern Paving, St. John’s, Newfoundland, expanded with an EX170 continuous mix plant. Now customers enjoy shorter wait times and Modern Paving is ready to run RAP. See related article on page 12. Photo courtesy of Asphalt Drum Mixers, Huntertown, Ind.

editor's note March 2013 • Vol. 6 No. 6

Designation Clear as Mud

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 10 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. For the international digital edition, visit theasphaltpro.com/subscribe-2.

Single copies available $17 each.

More than a year ago, we reported on the Multiple Stress Creep Recovery (MSCR) procedure for asphalt binders. If you’ve spent any time in the testing forums online, you’ll know that a handful of knowledgeable engineers and consultants in the asphalt industry have been spearheading the use of the MSCR procedure to get the right binder for a job. In fact, the AASHTO TP70 and AASHTO MP19 test and spec are based on the Jnr you’ll find in the MSCR procedure. So everybody needs to jump on the bandwagon and use the new designation that FHWA prefers. Right?

As usual, new stuff makes state department of transportation (DOT) officials ask many questions. “What was wrong From left, Proprietor of Top Quality Paving John Ball, with the old spec?”

AsphaltPro Editor Sandy Lender and Asphalt Pavement “Why do we need a new Association of Indiana (APAI) Director Bill Knopf visit test?” “This new concept before the luncheon where Lender served as Master of sounds complex.” To be Ceremonies for the annual pavement awards. fair, new things can be scary and the new designation is about as clear as a mud pie in a child’s playpen. Until you look a little closer.

If you stop and think about it, the performance graded binder system that a majority of states use to select AC takes pretty extreme temperatures into consideration. Do the pavements your state is laying really experience those temperature extremes? No? Then why are you designing for them? (That’s like checkin’ on your burgers after they’re burnt!)

Instead of designing for temperatures and loads the pavement will never see, the MSCR looks at the actual sensitivity of the binder and the actual temperatures the binder will experience. It looks at loading (creep) and non-stress/ no-loading (recovery). That’s where the designers gets the Jnr—the number applied to the bit that doesn’t recover. The test can actually eliminate stresssensitive binders. It’s a new grading system that lets you determine if the mix is polymer-modified. It lets you see what the Jnr is. It lets you design for actual temperatures.

While you’re at World of Asphalt, check out the FHWA booth #3161 and ask about the MSCR and how it can make your life easier than using the PG system. Maybe you’ll like it; maybe you’ll need some time to warm up to it. Either way, take note that states are moving toward the MSCR procedure. Check out the MSCR technical brief at www.fhwa.dot or this short link: http://tinyurl.com/ MSCRtechbrief.

Stay Safe,

Sandy Lender www.theasphaltpro.com | ASPHALT PRO 5

around the globe

Industry News and Happenings from Around the World Canada

Major Wire Industries, Ltd., Candiac, Quebec, adds Bates Sales Company to its family as an authorized dealer covering eastern Missouri, northwest Arkansas and southern Illinois. Contact Bates at (314) 865-5211 or rblackburn@ batessalesco.com to discuss screen media.

Germany

Cummins Inc., Columbus, Ind., will introduce its QSF3.8 engine with a power range extending from 85 to 132 horsepower (63 to 98 kW) ready to meet EPA Tier 4 Final and EU Stage IV standards at the BAUMA show in Munich April 15 through 21.

Qatar

Plan fast for international education at the Fourth Middle East Bitumen/Asphalt Conference 2013 (4th MEB 2013) to be held in Doha, Qatar May 6 through 8. Public Works Authority (Ashgal) will host the event, which focuses on the changing bitumen market picture and emerging trends. Visit http://tinyurl.com/ MEBasphaltpro for details and registration info.

South Africa

Bitumen rack prices in South Africa were up by U.S.$15 PMT in February compared to January.

Source: Petrosil’s Bitumart

United Kingdom

The year started with bitumen prices in UK South down by 10 PMT since December 2012.

That put prices at an average in Euro PMT of 490 PMT. Source Petrosil’s Bitumart.

United States

• The American General Contractors (AGC) reported the construction sector added 28,000 jobs in January.

• For up-to-the-minute info and updates that impact the asphalt industry, follow http:// twitter.com/AsphaltPro.

Florida

• The non-profit organization Construction Angels will host Angelfest 2013 Sunday, April 14, at the Pompano Elks Lodge #1898.

Contact Kristi.Ronyak@ConstructionAngels. us or Dawn.Miller@ConstructionAngels.us for more information and sponsorship opportunities.

• C&D World takes place April 20 through 23 in Tampa where the Construction Materials Recycling Association (CMRA) will bestow the new Member of the Year Award on the association member who has done the most to advance the association’s agenda, and give out the C&D Recycler of the Year Award. Visit shinglerecycling.org or call (630) 585-7530.

6 March 2013

Iowa

The Des Moines Marriott hosts the National Association of County Engineers’ annual convention this April 21 through 25. Visit www. countyengineers.org/events for more information.

Maryland

It’s never too soon to plan for the future. The NAPA Legislative Committee met in mid-December to formally establish its MAP-21 reauthorization task force. John Hay of Oldcastle Materials will serve as chairman and Kevin Kelly of Walsh & Kelly will serve as vice chairman. The task force will develop NAPA’s legislative recommendations to Congress, which will be release during the NAPA asphalt fly-in in September 2013.

Massachusetts

Brookfield Engineering, Middleboro, Mass., will hold prices on its lab equipment for 2013.

This decision is based on current worldwide economic conditions ad the continuing need for asphalt professionals to stretch their resources. Call (800) 628-8139 or (508) 9466200 to get a free 2013 catalog.

Missouri

NB West Contracting, St. Louis, received one of only three excellence in paving awards from the Missouri Asphalt Pavement Association (MAPA) at the state’s annual conference Jan. 15. West Contracting completed a project on Route 30 in Jefferson County for the Missouri Department of Transportation (MoDOT) in 2012 that consisted of widening, repairing and resurfacing approximately 9 miles of the roadway and used a thin layer of Superpave asphalt bonded to the existing concrete surface using a polymer-modified emulsion and a spray paver machine.

Oregon

The team at KPI-JCI, Eugene, Ore., is proud of its Cascade incline vibrating screen’s performance on the reality TV show Gold Rush on the Discovery Channel. The screen is manufactured at the Johnson Crushers International (JCI) location in Eugene, and the Kolberg conveyors are manufactured at Kolberg-Pioneer, Inc., in Yankton, S.D. The folks on the show are in their third season and headed toward a 1,000-ounce target with the new equipment. Check it out on Friday nights at 9/8 Central.

Pennsylvania

The color orange on the suspended electromagnets from Eriez, Erie, Pa., has been

granted a trademark registration from the U.S. Patent and Trademark Office.

South Dakota

Get your training on with KPI-JCI and Astec Mobile Screens March 19 through 21, and again throughout the year with PRO Service Training courses. Visit www.kpijci.com to look up dates and courses. Contact Terry Haas at (605) 668-2545 or terryhaas@kpijci. com or Erik Schmidt at (800) 314-4656 or Tim Mandrell at (800) 545-2125.

Texas

• AsphaltPro editor Sandy Lender leads the workshop “Using Online Resources to Grow Your Asphalt Business” Thursday, March 21, at 7:30 a.m. during the World of Asphalt’s People Plants and Paving Training Program in San Antonio. It’s packed with information on how to use social media efficiently to network and expand your asphalt business specifically. Visit http:// www.worldofasphalt.com/ for all your registration needs.

• The Dallas News reported in January that Robert Nichols and Larry Phillips of the state Senate and House transportation committees filed bills to dedicate a 6.25 percent sales tax on new and used vehicles purchases to the Texas Department of Transportation (TxDOT) to let the state build about $3 billion a year to pay off debts, boost the maintenance budget, and “build roads, bridges and other needed infrastructure projects.” The Dallas News reported this will be in addition to Texas’s $10 billion annual transportation budget.

Washington, D.C.

• Dr. John Collura, professor of civil engineering and director at the University of Massachusetts Transportation Center in Amherst, received the American Road & Transportation Builders Association’s (ARTBA) S.S. Steinberg Award Jan. 14 for making a remarkable contribution to transportation education. Serving more than 36 years in the industry, he is heralded as a top notch educator and mentor; spurring the development of the next generation of researchers and practitioners. AsphaltPro Staff says congratulations and thank you to Dr. Collura.

• Frank Lopez, a small business entrepreneur and national network development and corporate supplier diversity strategist has been selected to serve as the first National CEO for the National Hispanic Construction Association (NHCA).

safety spotlight

The crew in this story had ample opportunity to install an access ladder so team members never had to worry about how to get up to or down from the top of the silo. Photo courtesy of Gencor.

Prevent Falls T

he asphalt plant can be a dangerous work environment. Accidents happen far too often when workers don’t pay attention to details, aren’t taught good safety practices or become complacent over time. As we’ve seen in the past few articles on this topic, most accidents can be traced to the same root cause: production needs supersede common sense safety practices. Now let’s take a look at another common causality. Moving a plant offers a new realm of safety measures that personnel may not give full attention to.

8 March 2013

For instance, a crew tore down a portable drum plant in preparation for a move to a new location when a 30-yearold plant mechanic was severely injured by a fall. He fell from a crane ball that he was riding.

The victim, whose name we’ll change to “John Smith,” had been on top of the asphalt silo disconnecting the slat conveyor and then rigging the picking cables for the holding silo. Because the silo had no access ladder, John had to find another way to the ground after hooking a 100-ton Link-Belt crane’s

by Cliff Mansfield

line to the silo rigging. As they had done many times in the past, workers moved a 9-ton Pettibone crane next to the silo and John climbed onto the ball.

On the trip down, he lost his grip on the greasy cable and fell 20 feet to the ground. I personally witnessed this accident from some distance. I was there to train a new operator for the company. While supervising the plant teardown, I was busy on another issue and failed to spot this bit of stupidity until it was too late to stop it.

This accident was due only in part to John’s negligence. The company failed to provide clear and strict guidelines for use in the kind of situation John encountered. It is simply against safety regulations to ride any cable on a crane unless a suitable man-basket and safety restraint belt are used.

This particular plant had been moved numerous times, giving the crew plenty of time to install an approved safety ladder to provide access to the top of the silo. At this company, it was an accepted practice to ride the crane ball. Evidently, no one gave any thought to the consequences until after the accident.

The truly baffling part of this incident is the fact that the Occupational Safety and Health Administration (OSHA) required safety equipment was on the back of a truck within 50 feet of where John hit the ground. I had ordered it from the company who supplied the 100-ton Link-Belt crane.

On a related topic, workers routinely climb around on asphalt plants while they’re being torn down. Make sure your workers know that OSHA regulations require the use of an approved safety restraint belt whenever a person is more than 10 feet from the ground.

Some people shy away from their use because the devices are awkward and uncomfortable. This seems a petty consideration when compared to the discomfort of a high speed impact with the ground.

A common thread in asphalt plant accidents is a disregard for safety issues in deference to production pressures. Asphalt plant operators often feel tremendous pressure to produce by any means possible. Unfortunately, this shifts the focus off safety and onto money without anyone realizing it’s happened.

A clear-cut set of guidelines dealing with the company’s policy on safety issues should be drawn up and

distributed to everyone involved with the plant. Be sure to include the paving superintendent so he or she doesn’t unknowingly exert pressure on the plant operator.

Remember: Everyone wants to do a good job that the state inspector or owner/agency will approve. Sometimes employees go to great lengths to get results. To that end, conditions are overlooked that would never be overlooked or forgotten under normal circumstances. When dealing with safety issues, one must keep in mind the fact that you need to be safe all the time; you need only be careless once for tragedy to strike.

Cliff Mansfield is an asphalt plant engineer and a freelance writer specializing in asphalt plants. For more information, contact him at (541) 352-7942 or send him your question through the “Ask the Plant Expert” form on the home page at www.

TheAsphaltPro.com.

www.theasphaltpro.com | ASPHALT PRO 9

mix it up

Put Asphalt on Permafrost D

uring World War II the United States supplied the Soviet Union with fighter planes by ferrying them up the west coast and across the Bering Strait. The era’s fighter planes had small fuel tanks, short ranges and required numerous runways for frequent refueling on their way to Siberia. One of these runways was constructed at Northway, Alaska. Northway was later used for cold weather testing of Army helicopters because temperatures there reach -70oF. Winters are so cold that the ground stays frozen through the summer.

Alaska’s highway system isn’t as well developed as that of the lower 48 states due to its extreme size and small population. Small aircraft are often used to cover large distances, making airports important. In 1983, Armak’s Highway Chemicals division (now Akzo-Nobel) sent me to Northway to pave the runway.

Forty years after WWII, Northway airport’s runway needed repaving but the FAA was concerned because the area is permafrost. The existing runway was a primitive cold mix that used cut-back asphalt (solvent diluted asphalt). To control costs and not harm the environment, the new runway needed to use local aggregate and not melt the permafrost. Portland cement concrete (PCC) is difficult and expensive to transport. We thought the hot mix asphalt (HMA) could heat-damage the frozen ground. This was a good test for cold mix using available water and aggregate.

At the same time, Armak’s Highway Chemicals division Research Manager Jack Dybalski was working to show that cold mix could have the same strength per unit thickness as hot mix. This could be extremely useful in remote areas where no hot mix

10 March 2013

plants were located. I sampled Northway aggregate and made mixes using slow setting cationic asphalt emulsion (CSS-1). Mixing time and mix curing time were easily adjusted by adjusting the zeta potential (electric charge) and concentration of the emulsifier.

We got asphalt locally from a small refinery (MAPCO) that tapped into the Alaska pipeline and refined fuels. The contractor performed asphalt emulsification. The contractor also used a self-propelled mixer paving machine.

We didn’t have to close the airport; we paved half the runway at a time. There were visiting bush pilots who showed off by landing in the parking lot.

As the job progressed, problems developed. The mixing and set time changed. The sample used to formu-

late the mix design didn’t represent what we were seeing. The sample was from the surface, which had few fines. As the borrow pit deepened, the amount of fines increased. Over countless years, fine materials accumulated by percolating down. When we dug frozen aggregate out, the ice would melt and raise the moisture content too high for good cold mix (dilute emulsion).

We needed a new Marshall mix design fast. Everyone helped with this work because the Marshall hammer was not motorized and FAA required 75 blows instead of 50 for highway

by Mark Homer

paving. Formulation was still challenged because fines (passing #200 US sieve) went from 6 to 18 percent and extra fines (passing #325 US sieve) climbed to 6 percent. Moisture also was too high (6 percent) for a good design. P325 fines create too much surface area for emulsifier to coat and mix time disappears.

The contractor’s solution was to use a portable plant to dry and blow some fines out of the aggregate pile.

Moisture and fines were reduced enough to allow completion of the project.

An extreme test came a few months after paving. The US Army landed a cargo plane carrying a dozer. The gross weight of plane and dozer was 300,000 pounds. The pavement stood up well and the only distress was a single spot where a locked wheel turned and moved the pavement with it. Upon visiting the pavement the following summer, I couldn’t find any rutting or cracking.

Alaska Department of Transportation, Tok District Superintendent Dennis Bishop reported the runway was destroyed in a major earthquake (7.9) in 2003. The earthquake liquefied the frozen base and cracked the pavement. Northway airport is back in business after rebuilding in 2008.

“I feel that the runway held up well over the years until the earthquake,” Bishop shared. “I do not think that any other pavement would have held up much better.”

Crews made minor repairs to the runway after the earthquake in 2003 and those held up until the final repairs in 2008.

Mark Homer is manager of Ajax Paving Inc. asphalt terminal in Detroit, Michigan.

producer profile

12 March 2013

Modern Paving Rocks Newfoundland Better customer service, production gives asphalt company better position for new markets

By Larry Trojak

T

oday’s asphalt producers face a steady stream of challenges from securing a steady supply of quality aggregate to meeting everchanging environmental regs. Canadian producers face those same issues, but have generally fared better than their U.S. counterparts when it comes to the uncertain economy of the past few years. Many Canadian companies like Modern Paving in Newfoundland, nicknamed “The Rock,” are expanding operations. The company is poised to tackle a broad range of new projects. They’ve added a new 150 megatonnes/ hour (170 tph) plant from Asphalt Drum Mixers, Huntertown, Ind., to keep up with demand.

Modern Paving is a mid-sized construction firm based out of the picturesque city of St. John’s, Newfoundland. Established as a small paving contractor in the 1970s, the company has grown consistently over the years to what it is today— a full service heavy civil contractor. In that time, ownership has changed a couple of time, but the company has maintained its drive and reputation for quality work. It’s currently one of the more prominent players on The Rock providing services ranging from road building and paving to marine and bridge construction to mass earthwork and more. According to Brad Piercey, one of the company owners, despite the breadth of their services, asphalt is still one of the centerpieces of the company’s operation.

Left: The new plant is RAP ready, so Modern Paving might elect to add that to the repertoire in the near future. “There are already a lot of producers generating RAP in Ontario as well as several places in the Canadian Maritimes,” Brad Piercey said. “At this point, it’s not mandated, but asphalt plants can use up to 20 percent RAP in their base mix.” www.theasphaltpro.com | ASPHALT PRO 13

producer profile

Modern Paving officials located the plant at their Mount Pearl site, which is also the site of their aggregate crushing spread. Four cold feed bins accommodate 1/8 minus sand, 1/4-inch minus, and 1/4- to 1/2-inch stone.

“Work on the island has been reasonably steady, even through the times when the rest of the world’s economies seemed to be going crazy,” Piercey said. “We have a decent amount of oil and gas interest here—as well as spinoffs from those industries—which has kept development pretty strong and kept us busy.

14 March 2013

From an asphalt perspective, we are mainly a municipal contractor, meaning we specialize in driveways, parking lots, municipal roads and subdivisions. But we also supply asphalt to a number of small area paving contractors involved with similar work. Add up all of those small to medium size jobs—projects needing anywhere

from 100 tonnes to 1,000 tonnes of asphalt—and it’s easy to see how important a study supply of asphalt is to us.”

Until last spring, Modern Paving relied upon its 4,000-pound batch plat that, according to Piercey, had reached the end of its useful life.

That and a steady uptick in business volume meant that a higher capacity, continuous mix plant would be a welcome addition.

“We knew that the new plant would give us the ability to better serve our clients. At times, with our batch plant, customers would have to wait considerable amounts of time before getting loaded up. This, we felt, could eliminate that altogether.”

The company solicited bids from the major manufacturers for a replacement plant. They went with an order for an Excaliber EX170 plant.

To provide the additional production they need, the plant at Modern Paving’s Mount Pearl location

"Asphalt is the centerpiece of the Modern Paving operation."

Modern Paving, St. John’s, Newfoundland, Canada, was established about 35 years ago and has seen a few changes in command. During that time, the company has stayed on mission as a paving contractor, but has grown from small to a full service heavy civil contractor.

Today they specialize in paving driveways, parking lots, municipal roads and subdivisions with asphalt. But they also supply asphalt to a number of small area paving contractors involved with similar work. When their older model batch plant started getting tired and business was picking up, it was time to upgrade to a continuous mix plant.

Modern Paving is owned by: Perry Barrett, Max Bennett, Brad Piercey and Rick Stead

Brad Piercey

www.theasphaltpro.com | ASPHALT PRO 15

producer profile

The EX170 offers a single drum counterflow design, which provides some of the longest aggregate drying and mixing times in the industry. That same focus on counterflow design uses separate drying and mixing zones to maximize heat transfer and fuel efficiency. Doing so also virtually eliminates unsafe hydrocarbon emissions. To further minimize the plant’s environmental impact, residual gases are reintroduced back to the drum’s combustion zone.

features a pair of 100-ton silos and four cold feed bins to accommodate 1/8 minus sand, ¼-inch minus, and ¼ to ½-inch stone. Piercey said the construction process was relatively fast and painless.

“We actually partially dismantled our old batch plant before the new ADM plant was fully erected,” he said. “In roughly five weeks, thanks to a nice level of cooperation between our two companies, we went from pouring foundations to making asphalt. We were told by others in the business that the process would take a lot longer than that, but ADM kept things moving along nicely. We were really pleased.”

Things went so well that when ADM sent one of its people out to 16 March 2013

commission the plant, it was little more than a formality. “We had everything installed, wired and essentially ready to go online by the time he got here,” Piercey said. “It was

A steady uptick in business volume meant that a higher capacity, continuous mix plant would be a welcome addition. two days from the time he got here until we were making asphalt; he basically just inspected it and gave it his blessing. That’s how well it went. As

to the old plant, most of it was sold for scrap metal and a few of the newer, salvageable parts—including a Gencor Ultra II-85 burner—are being sold off.”

In addition to the features mentioned above, the EX170 offers a single drum counterflow design, which not only keeps costs per ton down, it also provides some of the longest aggregate drying and mixing times in the industry. That same focus on counterflow design uses separate drying and mixing zones to maximize heat transfer and fuel efficiency. Doing so also virtually eliminates unsafe hydrocarbon emissions. To further minimize the plant’s environmental impact, residual gases are reintroduced back to the drum’s combustion zone.

producer profile One of Modern Paving’s owners, Brad Piercey explained that speeding up product delivery for customers was a consideration in getting the new plant. “We knew that the new plant would give us the ability to better serve our clients. At times, with our batch plant, customers would have to wait considerable amounts of time before getting loaded up.” With a continuous mix plant rated at 170 tons per hour, that’s no longer a worry.

Though they are not currently producing any reclaimed asphalt pavement (RAP), Modern Paving’s configuration will allow them to do so at any point.

“We are running strictly a base and a surface mix at this time,” Piercey said. “But, from the standpoint of both the equipment and the software used to control it, the new plant is RAP ready, so we might be doing it at some point in the near future.

There are already a lot of producers generating RAP in Ontario as well as several places in the Canadian Maritimes. At this point, it’s not mandated, but asphalt plants can use up to 20 percent RAP in their base mix. So if things work out right and there’s a demand for it, we might be inclined to follow their lead. It’s nice to know we’re ready for that.”

While Newfoundland’s geologic makeup earned it the nickname “The Rock,” that same composition ensures that asphalt producers like Modern Paving have a long supply of aggregate material for their asphalt product. The same can’t be said, however, for any of the petroleum-based products. Those must be shipped in, which adds to the overall cost of doing business on The Rock.

“Other than that, we don’t have any real challenges being situated where we are,” Piercey said. “In fact, being a bit remote actually plays well to the design of the new plant.”

He explained that the plant’s lack of complexity is of benefit to them.

“The EX170 can be operated by a single person, and maintained by our own people here onsite. Since we went online in late May, it has given us consistent, reliable product all 18 March 2013

producer profile Brad Piercey explained that his team had everything installed, wired and essentially ready to go online by the time the ADM consultant arrived to commission the plant. “It was two days from the time he got here until we were making asphalt; he basically just inspected it and gave it his blessing.”

day, every day—that’s exactly what we were looking for.”

Piercey said that even though they don’t have a full year’s use of the new plant under their belts yet, he’s convinced it has the potential to open new doors for them.

“Our focus is still on the local municipalities and private developments, but the new plant does provide us with the ability to bid highway projects and other larger jobs should we choose to do so. We will grow if the market grows—if not, we will maintain the status quo. We’re pretty content where we are right now.”

20 March 2013

24 March 2013

This Hamm HD 70 oscillation roller used in Monroe Township achieves high density in part because the air voids are optimal. If the lab air voids are too low, the mix will tend to be rich. This leads to the potential for bleeding and rutting of the asphalt mix. If the lab air voids are too high, the mix will tend to be lean.

This leads to the potential for durability problems such as cracking or raveling.

Air Voids for

Laymen

By Dr. Ray Brown

For years, we’ve recognized that one of the most important properties of an asphalt mix is the amount of air voids in the compacted mat.

For good performance, it’s essential that the amount of air voids be controlled duringthe mix design process and during production. This article will provide an explanation of air voids and related properties.

www.theasphaltpro.com | ASPHALT PRO 25

Achieving density on lower lifts is just as important as achieving density on the surface course. Use test strips in conjunction with lab results to determine best rolling patterns for optimum volumetrics.

Volumetrics

First, there are there three properties that are closely related to air voids. It’s difficult to discuss one without referring to all three. These three properties are 1. air voids, 2. voids in mineral aggregate (VMA) and 3. voids filled with asphalt.

These properties in combination are generally referred to as the mix volumetrics.

The best way to understand volumetrics is to consider the mix in a loose state. During the loose state, some of the asphalt binder is absorbed into the aggregate pores; the remaining asphalt binder coats the aggregate particles. There are a lot of air voids in between the coated aggregate particles in the loose state. When the mix is being compacted, the coated aggregate particles are forced closer and closer together resulting in a reduction in the amount of air voids in the mix.

26 March 2013

As the mix continues to be compacted, the amount of air voids continues to decrease—at a reduced rate—until compaction ceases. (See Figure 1.) After compaction has been completed, if you could remove all of the asphalt binder except that which is absorbed into the aggregate particles, the amount of voids in between the particles would be the VMA. (See Figure 2.) The VMA is reported as the amount of voids in between the aggregate particles expressed as a percentage of the total volume.

Now if the asphalt binder could be placed back into the compacted mix in its original position, it would fill some of the voids in between the aggregate particles. The amount of voids filled as a percentage of the total volume of mix is referred to as the voids filled with asphalt.

Voids filled with asphalt =

The amount of air voids remaining in the asphalt mix, after the asphalt binder has been added back, is expressed as a percentage of the total volume of the mix and reported as air voids. For dense-graded mixes, the air voids typically range from approximately 3 percent to approximately 5 percent by volume of the total mix in a lab compacted sample. The air voids in-place typically range from approximately 5 to 8 percent when compacted. The VMA typically ranges from 13 to 16 percent in the lab compacted samples and the voids filled with asphalt typically range from approximately 70 to 85 percent in lab compacted samples.

After compaction, the air voids, VMA and voids filled with asphalt can be calculated from measured properties.

All three of these properties are related as shown in the following equation:

(VMA - air voids) VMA

x 100

Why do we care about air voids?

The amount of air voids are important to help ensure adequate quality of a mix being produced and placed.

If the lab air voids are too low (generally below approximately 3 percent for mixes using unmodified asphalt binder), the mix will tend to be rich.

This leads to the potential for bleeding and rutting of the asphalt mix. If the lab air voids are too high (generally above approximately 5 percent), the mix will tend to be lean and result in higher potential for durability problems such as cracking, raveling, etc.

The air voids are specified and controlled in the lab and field compacted samples. Controlling the lab air voids helps to ensure a proper mix is produced and controlling the in-place air voids helps to ensure that adequate compaction is obtained.

Measure for QC There are two mix properties that are needed to calculate air voids.

1. bulk specific gravity of the compacted mix 2. theoretical maximum specific gravity of the mix The bulk specific gravity of a compacted mix is determined by weighing the sample in air and submerged in water and calculating the bulk specific gravity based on the results. The theoretical maximum specific gravity is determined from a test of the loose mix. This test determines the specific gravity of a mix if it had no air voids.

(A sample can’t actually be compacted to zero air voids so it is referred to as the theoretical maximum specific gravity.) While compaction of a sample to zero air voids and measuring the maximum specific gravity is impossible, the theoretical maximum specific gravity can be determined from a lab test (ASTM D2041).

You have to be careful when measuring the specific gravity of some mixes. If the amount of voids in the mix is high, the mix will tend to be porous and permeable to water and this can give an error when using the normal procedure of weighing

Volumetrics Basics

The mix volumetrics are determined by three properties: 1. air voids 2. voids in mineral aggregate (VMA) and 3. voids filled with asphalt These properties in combination are generally referred to as the mix volumetrics. There are a lot of air voids (#1) in between the coated aggregate particles in a mix’s loose state.

When you compact the mix, the coated aggregate particles are forced closer together. This reduces the amount of air voids in the mix.

The voids in mineral aggregate (VMA) (#2) is the amount of voids in between the aggregate particles. It’s measured—or expressed—as a percentage of the total volume of the mix. As you compact the mix, the VMA will get smaller, to a point where no more densification can be achieved.

If you could put all the asphalt binder back into the compacted mix in its original position, it would fill some of the voids in between the aggregate particles. That amount is the voids filled with asphalt (#3). It’s the amount of voids filled as a percentage of the total volume of mix.

The amount of air voids remaining in the asphalt mix, after the asphalt binder has been added back, is measured— or expressed—as a percentage of the total volume of the mix and reported as air voids (#1).

A sample can’t actually be compacted to zero air voids so it is referred to as the theoretical maximum specific gravity.

Calculate Air Voids

You will need to find two mix properties before you can calculate air voids.

1. bulk specific gravity of the compacted mix step 1: weigh a compacted sample in air step 2: weigh a compacted sample submerged in water step 3: calculate the bulk specific gravity based on the results 2. theoretical maximum specific gravity of the mix step 1: place loose mix in water step 2: apply vacuum step 3: weight sample submerged in water step 4: dry and weigh sample in dry condition step 5: calculate the theoretical maximum specific gravity of the mix

www.theasphaltpro.com | ASPHALT PRO 27

The amount of in-place air voids must be controlled during production to no more than approximately 7 to 8 percent to ensure that the mix is not permeable to air and water. The amount of air voids that are needed to result in permeable mixes will be a little higher for some mixes and a little lower for others.

Figure 1

Figure 2 28 March 2013

Figure 1. This compacted asphalt mix illustration shows coated aggregate. Start by considering the mix in a loose state. During the loose state, some of the asphalt binder is absorbed into the aggregate pores; the remaining asphalt binder coats the aggregate particles. When the mix is being compacted, the coated aggregate particles are forced closer and closer together resulting in a reduction in the amount of air voids in the mix.

Figure 2. This compacted asphalt mix illustration shows non-absorbed asphalt binder removed. After compaction has been completed, if you could remove all of the asphalt binder except that which is absorbed into the aggregate particles, the amount of voids in between the particles would be the voids in mineral aggregate (VMA).

Porous Pavement?

Here’s an Idea!

Figure 3. This porous asphalt core is sealed tightly within a plastic bag. Measuring the specific gravity of some mixes takes a little more care than others. You have a problem if a significant amount of bubbling occurs when the sample is submerged in water. When water absorption problems occur, you have to adjust the method for determining the specific gravity. The approach normally used is to coat the sample with paraffin or seal the sample in a plastic bag. Make sure the seal is tight by placing the bag inside a vacuum chamber.

Either of these approaches will prevent moisture from being absorbed into the sample during testing and will provide a more accurate measure of the specific gravity of the sample.

Figure 3

in air and weighing while submerged in water method of determining specific gravity.

A porous mix problem exists if a significant amount of bubbling occurs when a sample is submerged in water or if the amount of water absorption into the sample exceeds 2 percent when submerged in water. When water absorption problems occur, the method for determining the specific gravity will have to be adjusted.

The approach normally used is to coat the sample with paraffin or seal the sample in a plastic bag (see Figure 3) by placing the sample covered with a plastic bag inside a vacuum chamber. Either of these approaches will prevent moisture from being absorbed into the sample 30 March 2013

during testing and will provide a more accurate measure of the specific gravity of the sample.

Field Vs. Lab Questions often come up about the relationship between lab and field air voids. Lab air voids are determined from an asphalt mix that has been compacted in the lab. The compactive effort in the lab during the mix design and quality control (QC) processes has been established to provide a density that is approximately equal to the density that will eventually be observed in the field under traffic. www.theasphaltpro.com | ASPHALT PRO 31

The mix in the lab is typically designed to have approximately 4 percent air voids. This air void level is low enough to provide sufficient asphalt binder to provide good durability; it’s high enough to ensure that too much asphalt binder is not added to the mix ultimately resulting in bleeding and/or rutting.

The mix is compacted in the field to less than approximately 7 to 8 percent air voids. Under traffic this mix will continue to compact at a decreasing rat with time and will be expected to eventually reach approximately the same void level as that measured in the lab compaction of the same mix.

Control Air Voids During Production

The asphalt mix is typically designed to have approximately 4 percent air voids to optimize performance. During production it is essential to control the lab air voids to approximately 4 percent

32 March 2013

for dense-graded mixes. Experience has shown that the air voids produced during plant production will likely be different than that produced during mix design so adjustments will often need to be made to ensure that the lab air voids being produced are approximately 4 percent. The mix components that most affect air voids are the amount of asphalt binder and the amount of dust in the mix. Hence, it is essential to ensure that these two components are closely controlled during construction to ensure that the air void level does not have excessive variability.

You must control the amount of in-place air voids during production to no more than approximately 7 to 8 percent to ensure that the mix is not permeable to air and water. The air void level that results in permeable mixes will be a little higher for some mixes and a little lower for others. For example, coarse-graded mixes tend to be

more permeable than fine-graded mixes for the same void level. Also, mixes with larger maximum aggregate size tend to be more permeable than mixes with smaller maximum aggregate size for the same void level. The specs are typically set so that the in-place void level has to be less than 7 to 8 percent for dense-graded mixes, regardless of maximum aggregate size and whether or not the mix uses fine or coarse-graded aggregate.

The mix volumetrics in the lab and in the field must be closely controlled during construction. If your asphalt mix has low or high air voids it will be more likely to exhibit performance problems than if you produce a mix produced with closely controlled air voids.

Dr. Ray Brown is the director emeritus at the National Center for Asphalt Technology at Auburn University. For more information, you can reach him at BROWNEL@auburn.edu.

34 March 2013

When building individual stockpiles, build a shelf in it to help stop the big rocks from rolling down and segregating.

Manage Aggregates Easily

Keep it simple, even if that requires upfront costs

By Dale Decker, P.E.

Editor’s Note: The information for this article is compiled from Dale Decker’s presentation “Aggregate Management at the Asphalt Plant” at the 2012 Asphalt Pavement Association of Indiana winter conference Dec. 14.

O

ur business is relatively simple, but there are a zillion details. The aggregate quality can’t be fixed at the asphalt plant; good materials have to be delivered and then tracked. The old adage of garbage in, garbage out holds true. You want quality going in.

And you want to keep track of quality all the way through the plant. Start by helping your loader operator.

www.theasphaltpro.com | ASPHALT PRO 35

ABOVE: Quality in leads to quality out. Photo courtesy of T.J. Young of T2ASCO, Overland Park, Kan. LEFT: The loader operator is the most important person in your plant operation.

If he feeds the wrong material to the wrong bin, your design won’t be right. Photo courtesy of Asphalt Drum Mixers, Huntertown, Ind.

The loader operator is the most important person at the asphalt plant. He determines your destiny.

He’s critical to your success. Anything we can do to help him be successful helps us be successful.

That’s where I like to recommend people practice “management by walking around.” Walk around and use your eyes and think as you’re working. Empower your employees to think and notice things that might be out of place. Empower them to call it in. Let them know they’re not stepping on anyone’s toes by reporting something that’s wrong; they’re helping to get it corrected.

We’ll get back to that thought in a minute. Something else you can do to help the loader operator also helps the trucks bringing in material. They do this in Europe. It’s not cheap to set up and it’s difficult to amortize the cost, but it’s worth it from a quality control (QC) standpoint. Each aggregate needs to be 36 March 2013

in its own individual stockpile. Then each stockpile needs a sign or a label. It takes time, but it’s an enormous help to the loader operator. It removes guesswork. You can use signs, safety cones with labels drawn on them, maybe a grease drum filled with rock and a stake shoved down in it. If a truck driver knocks the drum over, have a worker set it back up.

Build bulkheads between piles.

These are vital no matter how many piles you have. And then empower each and every employee in your yard to call operations if he or she sees a problem.

Is there a stockpile with different gradations in it? It will look wrong.

Anyone who sees it will recognize it. Each person who sees a stockpile forming with a new type of aggregate in it should report the discrepancy and get it corrected before incorrect material gets into your mix design.

Keep in mind when building your stockpiles that underdrains have a tendency to get clogged with fines.

If your site is flat, re-grade it. You move dirt for a living. Do it on your site. Arrange the site so you can flow water away from piles. Pave beneath the piles so you don’t lose aggregate that sinks into soft subgrade over time. You’re losing dollars that way.

As always, cover your aggregate piles. Can’t cover them all? Start with the RAS or RAP pile. Then cover the sand and fines piles. Use a pole barn if you can’t afford something large and complex.

When you build your stockpile, build a bench or shelf in it to help stop the big rocks from rolling down and segregating. Use good practices from the start—build quality in to get quality out. It’s not always the least expensive way to go, but it saves the most in the end if you’re using good QC measures and empowering all employees to watch for QC issues.

Paving Basics Make a Better Job

By John Ball

40 March 2013

P

aving basics start before you call for a haul truck. To keep segregation—both material and temperature segregation—out of your project, clean up the paver. As you can see in the pictures on page xx, the push roller bar on the front of the paver can get gummed up with asphalt mix during the paving shift. The best thing to do is clean that up at the end of the day so it’s not a problem the next morning.

above: To watch how the mix behaves in front of the screed, you can paint it with an orange or white spray paint. You’re watching to be sure it tumbles in an end-over-end motion, churning as the augers churn it. You don’t want the augers or endgate to merely push it forward like a snow plough. The paint makes the motion easier to see.

You know if the head of material is alive.

top: The coated aggregate that’s been cast across the screed-compacted mat is more evident in this picture. middle: Notice the large, coated aggregate atop the mat. bottom: To protect the contractor’s identity, we’ve cropped out the identifying markers of this image. Notice that the handworker has cast extraneous material from the joint across the mat, giving the accompanying pictures. When you see this, stop the worker and help him merely pat the extra material into a firm joint. By casting loose stone across the screed-compacted mat, the worker is encouraging material and temperature segregation that your breakdown roller may not be able to correct. At this stage in the project, the worker hindered the base course, which is not as vital on a municipal project as it is on a state highway project, but is still worthy of quality control and attention to detail.

42 March 2013

You know that spot you’ve set aside where haul truck drivers can clean out their beds without spilling cooled, clumped mix into the paving lane? Take the paver there and clean it off. Clean the nooks and crannies that might otherwise hide clumps that would fall off and cause a cold spot in the mat tomorrow.

It’s important to clean the endgates as well. If you have a clean endgate, it will be less likely to tear the mat or joint. It’s the gummed up asphalt stuck to its edges or under its ski that will grab the mat and make a problem for you when paving. Clean that off and find a way to get heat all the way out to the ends for the smoothest strikeoff.

Other basic tips include heating up the whole tractor and screed before you begin paving. Then don’t forget your best practices for smooth paving, such as running evenly between loads. Have the haul truck back almost to the tractor and then stop. The paver operator will

below: If you must walk across the freshly laid mat, remember to wear tamp shoes to avoid the tracking you see here. above: Don’t let the hopper run low. If the hopper goes below that opening, we’ll lose control of the head of material.

nudge the paver forward and push the truck with the tractor.

If the paver’s hopper starts to run low on mix, it’s time to slow down. If the hopper gets so low that you have a gaping hole leading back to the head of material, you’re starving the augers, which means you’re not paving a good mat.

When you’re feeding material to the augers properly, they will turn at a consistent rate and churn the material in an end-over-end motion. You can watch the material being laid next to the endgate. If it’s being pushed forward like snow in front of a snow plough, you need to adjust the paving speed and auger rotation. If the material is falling end-over-end, you’re doing it right. Sometimes that’s difficult to see in the shadows. I recommend taking the paint wand and spraying a bit of the mix there in front of the end gate.

You can watch the painted material more easily as it moves and assess its motion.

44 March 2013

top: Before cleaning. middle: During cleaning. bottom: After cleaning; ready to pave.

above left: Before adjustment. above right: After adjustment. below: Editor Sandy Lender demonstrates that you should check for exact measurements of space beneath the straightedge to get slope correct.

Also take the time to watch what’s happening behind the screed. Get the straightedge out and lay it across the width of the lane. Do you see light underneath there? Is it the amount you built in for the crown of the road or do you have a slope miscalculation? Make sure you have your tape measure close at hand to double-check everything from the base course up.

46 March 2013

Notice in the pictures on page 46 that one particular crew had trouble on a base layer with the automation.

On the right side of the mat, there’s a line in the mat from the weight of the screed plate. When it was noticed, the screed operator adjusted numbers in the system and the line quickly disappeared as the automation corrected the tow point and leveled out the screed plate. Check

above: Balance the screed and the tractor; drive the paver so that the chain (what Sandy’s pointing at in the photo above) goes smoothly down the chalk line you’ve painted for the lane. Wherever that chain falls, the endgate follows.

out the before and after pictures to see balanced compaction across the screed plates.

Above all, keep well-trained veteran workers in positions where they can assist younger or newer workers. As a consultant, I see workers helping one another on the job to make projects go more smoothly, more quickly and more safely.

That’s great to see. Keep that spirit of camaraderie alive in your crews and reward those employees who pay attention to the back-to-basics details like those we list here.

John Ball is the proprietor of Top Quality Paving, Manchester, N.H. You can reach him at (603) 493-1458.

48 March 2013

that's a good idea

Store Tools Out of Harm’s Way

By John Ball

T

he operator’s station on the paver and the screed platform can get overrun with tools and supplies in a hurry.

While you must have different hand tools available all the time, you must keep the ladder clear for safety reasons. You don’t want stray tools falling off the screed and onto/into the fresh and fluffed mat. A heavy socket wrench that falls off the back of the paver makes a big dent in a newly laid mat.

The crew working with this paver has taken an old 4-inch exhaust pipe, closed off one end and affixed it securely up underneath the control box on the tractor. A pvc pipe cap fits

50 March 2013

on the end and is held to the pipe with a chain so it doesn’t get lost when the crew opens the cap to expose the tools inside. And what’s inside?

The crew easily stores this smart level and chisel inside the pipe. These are two items you could spend a lot of time looking for around the paver. Or someone could easily trip over them if you left them out in the open. By tucking them neatly in a self-made cubbyhole like this, the crew has taken a hazard out of the paving shift and has made the job a little more efficient at the same time John Ball is the proprietor of Top Quality Paving, Manchester, N.H. You can reach him at (603) 493-1458.

Here’s How to Heat Your Own Endgate

By Sandy Lender

H

eated metal allows hot asphalt material to glide off of paving components more easily than cold metal. This is one of the reasons wise paving consultants around the globe recommend crew members heat the tractor before paving begins. Even a warm-mix asphalt will perform better coming off a heated screed than a cold screed. It’s physics.

52 March 2013

Apply that basic logic to the end of the screed. I want to talk specifically about the endgate.

The foot of the endgate goes by many names. Whether you refer to it as a shoe or a ski—and let’s face it, the mildly curved foot resembles a ski—the base of the endgate that strikes off your cold joint needs to give you a smooth, certain edge.

One way to ensure a clean strikeoff is to clean the shoe prior to paving and then heat it up as you would the rest of the screed plates.

Many contractors are on a budget these days, so let’s look at how you can create your own heated endgate instead of purchasing a screed/ screed plate/endgate package that you might not be in the market for.

LEFT: Notice the clean edge to the left of this image where the crew used a heated endgate to match the cold and hot joints. By getting heat out to the endgate, you can keep clumping and segregation to a minimum. TOP: The crew here has extended the screed only 12 inches, but they watch the details by using a heated endgate to keep the metal clean and the mat at the joint smooth.middle: The foot on the front of this endgate shows the slight curve up like a ski. Keep this area clean and free of asphalt material by dousing it with biodegradable asphalt release agent, scraping it with a putty knife and turning up the heat. bottom: The foot on the front of this endgate shows the slight curve up like a ski. Keep this area clean and free of asphalt material by dousing it with biodegradable asphalt release agent, scraping it with a putty knife and turning up the heat. This image shows an electric wire that feeds down to the endgate’s foot to warm it up. You can purchase the package from the original equipment manufacturer if you’re in the market for an entire screed package.

Start by bringing your mechanic to the paver.

Notice that the typical electric screed has a series of electric “bars” lined up to resemble a griddle. That griddle radiates heat across the screed plates. To get that heat to extend to the endgates when your endgates are extended, your mechanic needs to purchase a few simple components (See Sidebar) from a parts supplier.

He’ll sandwich a new electric band in between the existing shoe on the endgate and a new shoe he purchases. He’ll bolt these items together either with existing screws in the endgate shoe or with screws he purchases. The screws lay flush with the base of the bottom shoe to prevent any tearing of the mat; the tops poke up through the top of the shoe. The electric band plugs into the extension on the screed.

The mechanic repeats this process on the other side.

No additional controls or dials are needed because the screed’s normal electric heating takes care of the plates and the extensions together with this arrangement. The endgates will reach the same temperature as the screed plates, which should be about 300 degrees F. By bringing heat to the endgate, you give the equipment a better chance of striking off a clean joint.

Take a look at the augers churning the head of material. That same glistening clean you see in that heated area is what you want to see on the front and bottom of the endgate shoe so no clumps of material are building up and gouging an area where every detail counts toward density.

Components You’ll Need

• one electric band for each side of the screed • an additional shoe for each endgate • bolts/screws if these aren’t already in the existing endgate shoes.

www.theasphaltpro.com | ASPHALT PRO 53

international snapshot

10 Consejos de Seguridad de Plantas Asfálticas

Astec Industries, traducido por EZ Street®

HMA de los investigadores e ingenieros de Astec Industries para ayudar a su director de seguridad con su charla de seguridad.

1. Sepa qué hacer en una emergencia. Asegúrese de que los empleados conozcan las rutas de salida y una zona de montaje predeterminado en caso de una evacuación.

2. Siga reglas, procedimientos y señalamiento de seguridad. Ejerza las reglas a través de la disciplina progresiva.

3. Use el equipo de protección personal apropiado para el trabajo / tarea.

4. Maneje material peligroso de acuerdo con las instrucciones. Lea la etiqueta y la Hoja Técnica de Seguridad del Material para la sustancia que se está trabajando. Conozca los riesgos, equipo de protección

56 March 2013

personal, procedimientos de manejo seguro y procedimientos de emergencia.

5. Opere el equipo correctamente. Utilice sólo el equipo para el que ha sido entrenado y autorizado su uso.

6. Evite tomar riesgos de seguridad. Nunca tome atajos, ignore cuasi accidentes o participe en juegos rudos.

7. Retire, repare o denuncie los peligros de seguridad inmediatamente.

8. Reporte los accidentes con prontitud.

9. Contribuya a una zona de trabajo segura. Áreas de trabajo individuales se deben mantener limpias y ordenadas, y todo el mundo debe ayudar a mantener las áreas comunes libres de obstáculos y otros peligros de limpieza.

10. Tome el entrenamiento seriamente. El entrenamiento de seguridad será un proceso importante y de continuo seguimiento.

Top 10 Plant Safety Tips Here are some HMA plant safety tips from the researchers and engineers at Astec Industries to help your safety director with his next toolbox talk.

1. Know what to do in an emergency. Make sure employees know exit routes and a predetermined assembly area in the event of an evacuation.

2. Follow established rules, procedures and safety signs.

Enforce rules through progressive discipline.

3. Wear the appropriate PPE for the job/task.

4. Handle hazardous material according to instructions.

Read the label and MSDS for the substance you are working with. Know the hazards, PPE, safe handling procedures and emergency procedures.

from Astec Industries

5.

Operate equipment correctly. Only use equipment for which you have been trained and authorized use.

6. Avoid taking safety risks. Never take shortcuts, ignore near misses or engage in horseplay.

7. Remove, repair or report safety hazards right away.

8. Report accidents promptly.

9. Contribute to a safe work zone. Individual work areas should be kept neat and clean, and everyone should help keep common areas free from clutter and other housekeeping hazards.

10. Take training seriously. Safety training will be an important and ongoing process.

www.theasphaltpro.com | ASPHALT PRO 57

58 March 2013

Take Notes on the Environment A

dherence to proper safety practices is important for every sector of the construction industry and asphalt plants have unique requirements. To highlight the environmental, health and safety (EH&S) issues of concern for the asphalt industry at both plant and paving sites, the National Asphalt Pavement Association (NAPA) has organized a new conference called Beyond Compliance: Achieving EH&S Excellence.

Beyond Compliance will be held in San Antonio March 18 through 19 immediately prior to the opening of the 2013 World of Asphalt Show & Conference. The Beyond Compliance conference is designed for environmental and health & safety managers at asphalt companies, but the sessions will be beneficial to anyone involved in asphalt production and construction, including construction managers, paving superintendents, safety superintendents and inspectors.

“This is the first-ever conference to focus exclusively on issues related to environment, health and safety at asphalt plants and paving sites,” Howard Marks said. He’s NAPA’s vice president for environmental affairs. “Beyond Compliance will provide practical, timely and relevant information on managing current hazards and risks in the asphalt pavement industry.”

The conference will begin at noon Monday, March 18, and end at noon the following day. It will include an environmental track and a health and safety track, both of which will feature presenters and practitioners such as Don Tolbert of Liberty Mutual, Meagan Sylvia of The Lane Construction Corp., April Bott of Bott Law Group LLC, Julie Delp of Wilcox Environmental, Richard Wobby of AGC of Vermont, and others who can help you develop plans to address safety and emergencies.

By NAPA Staff

Jo Moore of Ranger Construction and Gary Brown of RT Environmental will walk you through the new Soot Rule and how it will affect stack testing and operating permits. Wobby and Carl Thiesen of Payne & Dolan will help you set up an effective plan to prepare for the OSHA/MSHA inspector who shows up at the front gate.

You read plant hazard and safety stories in every issue of AsphaltPro; now let Clarence Richard of Clarence Richard Co. and Jeff Richard of Astec Industries and Jerry Neels of The Delta Cos. Inc., teach you the ANSI standard for our industry while offering a refresher on lockout/tagout, confined space permits and work practices, elevated work spaces and more.

Hazard communication, work-zone safety practices, respiratory protection, and physical hazards including arc flash protection requirements will be covered in the health and safety track. The environmental track will cover stormwater control, waste disposal, dust control and new reciprocating internal combustion engine (RICE) reulations, among other issues.

After the Beyond Compliance conference ends Tuesday, attendees can visit the exhibition floor at World of Asphalt/AGG1. Among the many products and services on the show floor are companies focused on helping ensure worker safety at job sites, work zones, quarries and asphalt plants. Top Quality Paving’s John Ball will give a free toolbox talk at AsphaltPro’s booth #216 Tuesday afternoon.

“Beyond Compliance will help companies develop a world-class health and safety culture for their facilities and thereby reduce the risk of injuries at or environmental damage from a facility,” Marks stated.

For more information about Beyond Compliance, visit www.WorldOfAsphalt.com/Education/General/BeyondCompliance. www.theasphaltpro.com | ASPHALT PRO 59

equipment gallery

Get Your Asphalt, Aggregate Information Here

By AsphaltPro Staff

T

he 2013 World of Asphalt Show & Conference colocated with AGG1 in San Antonio this March 19 through 21 promises to give attendees ample educational opportunities, safety updates and glimpses of new technologies. With CONEXPO-CON/AGG 2014 coming up in a short 12 months, one might expect original equipment manufacturers (OEMs) to hold back new launches, but that’s not the case. Companies such as Asphalt Drum Mixers, Huntertown, Ind., are bringing out their new technologies to show asphalt and aggregate producers how to improve their bottom line in a recovering marketplace.

Last month, we looked at the conference and show overall. For folks who can’t make it out to San Antonio, here are some of the items to watch for in the marketplace after March 21. If you’re reviewing this quick summary prior to flying out for the show, please mark Booth #216 on your tradeshow map. That’s the AsphaltPro Magazine booth and we have great stuff planned for you.

We’re coordinating the Amazing Road Race again this year with a twist. Stop by to hear John Ball of Top Quality Paving deliver a toolbox talk from the booth. Pick up your race card that entitles you to special prizes in special participating booths. You don’t get the goods if you don’t have the race card, so stop in and see us early. And don’t forget to end the race with us so you can enter to win cash, more prizes, and pick up your Craftsman toolbox.

ADM Booth 2853

Asphalt Drum Mixers will have their new EX Series drum at the trade show for you to check out. They launched the mixer in 2012 and can show you its tapered-middle design that allows lower velocities for drying and increased areas for mixing. Stop in to visit with Mike Devine, Steve Shawd and others about the technology. Before the show, visit www.admasphaltplants.com.

Advant-Edge Paving Equipment Booth 3251

Don’t leave the show floor without checking out the big thing in safe pavement edge design. With the Federal Highway Administration encouraging all states to adopt a sloped pavement edge spec, the sloped edge maker that Advant-Edge offers to attach to your endgate will make compliance easier.

Asphalt Lane Booth 216

For $1/copy, you can use Chuck the Truck and his sidekick Chuck Jr. to tell the children in your community about the good uses of environmentally friendly asphalt. Check out this public relations tool from Asphalt Pro Magazine before the show at www.asphaltlane.com and at the booth.

AsphaltPro Magazine Booth 216 Here John Ball of Top Quality Paving (at right) has a pre-paving meeting with two of the essential crew members. Before you set out across the tradeshow floor at World of Asphalt/AGG1, stop in for your toolbox talk with Ball at the AsphaltPro booth, #216.

60 March 2013

Start the Amazing Road Race at the Asphalt Pro Magazine booth with the free toolbox talk by Top Quality Paving Proprietor John Ball Tuesday noon. Then gather the free and useful goodies from booths around the show floor.

We’ve kept it short and sweet this year with cool prizes,

2

equipment gallery including cash. Stop by to renew your subscription with Patricia McGuinness or to sign up a buddy to get the latest in how-to, technical information that improves your bottom line. Also meet our Publisher Chris Harrison, Associate Publisher Sally Shoemaker and Editor Sandy Lender. (If you can’t

make it to the show, check out www. theasphaltpro.com/RoadRace2013 to win a toolbox anyway!)

Astec Booth 1635

The team at Astec always has an intriguing display with the latest in

plant technology and controls. Stop by to pick up literature or to visit with techs who can help you brainstorm ideas to improve your bottom line. Before the show, visit www.astecinc.com.

BOMAG Booth 1534

The team from BOMAG will showcase two new models of milling machines—the BM500/15 and the BM600/15. Both feature innovative rotor geometry to reduce vibration, increase service life and simplify drum replacement. Both are powered by a 125-horsepower Deutz liquid-cooled diesel engine. The BM500/15 offers a standard cutting width of 19.7 inches; the BM600/15 delivers a 23.6 cutting width.

The BW190AD-4 AM tandem vibratory roller from BOMAG features the Asphalt Manager II technology, which is designed to deliver continuous optimized compaction performance. The system automatically measures and controls compaction performance. As the material becomes stiffer, Asphalt Manager II begins to adjust the angle/vector of the drum’s output energy from fully vertical to fully horizontal. Before the show, visit www.bomag.com/us.

62 March 2013

Caterpillar 2 Booth 921

As of January, the Cat C18 ACERT 560 bkW/750 hp Tier 4 Final Technology engine configuration, equipped with selective catalytic reduction technology, has been certified for sale in North America. The engine is designed to meet the more stringent Tier 4 Final emissions requirements while offering improved customer value over previous generations of the C18 ACERT engine. The certification comes one full year before the implementation of Tier 4 Final emissions requirements in this size class, and one full year before the engine will be available in machines, according to Christina Shave of Cat. Stop by the booth to see other machines.

E.D. Etnyre Booth 1234 If you need to transport liquid asphalt or haul asphalt mix, if you need to spread chips or spray tack, or maybe it’s time to move equipment from job A to job B, you need to stop by the E.D. Etnyre & Co. booth to pick out

CEI Enterprises Booth 1645

Stop by to meet the CEI family and ask about your rubber blending options. Before the show, check out www.ceienterprises.com.

Clarence Richard Booth 2460

Check out plant personnel training solutions and see the latest in RAS and RAP weighing innovations. Ask Clarence Richard Company representatives about the EZ-FLO Scale and other weighing devices. Before the show, check out www.ez-flo.us.

Dynapac Booth 2421

You can see the F1000 paver at the Dynapac booth. It features a Cummins QSB 6.7 liter interim Tier 4 engine. Before the show, visit www. dynapac.us. www.theasphaltpro.com | ASPHALT PRO 63

equipment gallery a trailer to fit your needs. Before the show, visit www.etnyre.com.

EZ Street Booth 703

Stop by the EZ Street booth to check out the cold mix that’s ready to use. Before the show, visit www.ezstreetasphalt.com.

FastMeasure Booth 2245

Measure your work zone with one of six distance measuring devices from FastMeasure. You can see examples in the booth. Before the show, check out www.fast-measure.com.

Hauck Booth 2546

If you’re looking for an Ultra Low NOx burner, check out the NovaStar from Hauck Manufacturing. Before the show, visit www.hauckburner. com.

Heatec Booth 1645

Visit the Heatec family to ask about your liquid storage and heating solutions. Before the show, check out www.heatec.com.

Hercules Booth 3215

Hercules Sealing Products will have an assortment of hydraulic and pneumatic cylinder repair seals and seal kits for the paving industry on display. Stop by to learn about their Seals on Demand Program.

Humboldt Booth 2138

The new HS-5001SD moisture/density gauge features touch-screen control, is blue-tooth enabled and GPS equipped. Before the show, visit www.humboldtscientific.com.

Kenco Booth 1913

From parts to retrofits, you’ll find the team at Kenco has answers for the asphalt plant. Stop by to visit with Brian Handshoe or Jeff Robinson. Before the show, visit www.kencoengineering.com.

64 March 2013

Libra Booth 1413

The team from Libra will be on hand to demonstrate a host of automated systems and controls to boost your asphalt plant efficiency, including Libra’s Camera ID, the self-service kiosks, remote printer terminals, the silo safety system, and the Plantwise blending control system pictured herein. Ask for Ken Cardy, Jerry Baldwin, Rich Tumin or Dan Faubel to walk you through the benefits of the company’s Generation3 and Enterprise Information Server. Before the show, check out www.librasystems.com.

MeadWestvaco Booth 2813

Check for Technical Director Everett Crews and others to discuss how job mixes using Evotherm WMA from MeadWestvaco conform to new Texas Department of Transportation specs.

Powerscreen 3000

Booth

Powerscreen Texas will exhibit the XH250 horizontal shaft impact crusher at AGG1. It’s a compact tracked crusher designed to offer reduction and high consistency of product yield. It’s designed mainly for the recycling and demolition markets.

Before the show, visit www.powerscreentx.com.

(Use image saved as EG Powerscreen XH250 Impactor)

PQ Corp Booth 721

Talk with Ed Myszak, Annette Smith or Guy Bobbora about the use of Advera® WMA from PQ Corp as a stockpile aid for RAS and RAP.

Process Heating Booth 714

Stop by to ask Rick Jay or Mike Peringer about the Lo-Density® All-in-One Heater Kit and Process Heating Co’s exclusive open coil pipe insert heating elements. They’re www.theasphaltpro.com | ASPHALT PRO 65

equipment gallery housed in drywells for easy maintenance or replacement without draining the tank. Before the show, visit www.processheating.com.

Reliable Asphalt Products Booth 2411

Whether you need to paint a plant, replace a component or prep the dryer for RAP use, the team at Reliable Asphalt Products will be on hand to discuss how best to handle your upgrade. Before the show, check out www.reliableasphalt.com.

Roadtec Booth 1621

Check out the equipment in the Roadtec booth and ask about the EDGE™ Extended Equipment Warranty. The Roadtec team will have the SX-4e stabilizer/reclaimer with its four selectable drum speeds on display. When you stop by the booth, be sure to ask about “variable geometry cutter housing,” because this allows proper sizing without sacrificing performance.

Roadtec’s also set up to share automation and ease-of-maintenance with attendees. They’ll have the Guardian telematics system on display. This technology is a remote diagnostics and alert system available on their “e” series milling machines and pavers that allows either the company or the customer to login the machine and view its electrical system in real time. Also check out the RP-190e 10-foot paver and the MB-85 self-propelled broom from Roadtec.

Rotochopper Booth 2757

See what the B66 shingle recycler from Rotochopper can do for your business. Before the show, visit www.rotochopper.com.

Stansteel/Hotmix Parts Booth 945

Steve Elam, Rick Rees and other Stansteel/Hotmix Parts personnel 66 March 2013

you’ve come to know over the years will be on hand to show you how the production units in their booth can save fuel with flighting, RAP use, controls and more. They’ll have a full scale unit Accu-Shear including its metering system on display with illustrations and video footage to help engineers and sales people walk you through the benefits and use of WMA technology. They’ve seen a tendency to make multiple products with the unit—not just foamed asphalt, but also polymer modifieds, etc. Let the team discuss modifying your plant to run higher percentages of RAP and to use electronic analysis to pick your own costs for materials and computations.

Tarmac Booth 2852

The team from Tarmac will be available to discuss plant production and improvement. Stop by to speak with Ron Heap, Dale Callahan, Brian Tann, Stephen Latenser, Richard Klein or Rann Robinson about plant schematics.

Terex Booth 2009

Stop in to take a look at the interim Tier 4 compliant CR462 paver and

RS446 reclaimer/stabilizer. With the machine’s two-stage engine drive and three-speed cutter transmission that increases break-out force, the RS446D is designed to rival the 500-hp-class machines while saving up to 30 percent on fuel costs. Before the show, check out www.terex. com/roadbuilding.

Willow Designs Booth 3211

Don’t leave the show floor without checking out the big thing in safe pavement edges. The Federal Highway Administration wants all states to adopt the use of the sloped pavement edge and Willow Designs has a tool that you can attach to your endgate to make its creation easier.

Wirtgen America Booth 2021

The team from Wirtgen America has something for everyone at World of Asphalt and AGG1. The Kleemann Group offers information on crushing; Wirtgen offers its latest in cold milling and reclaiming/stabilizing technologies with automation for you to check out; Vogele has its latest Vision pavers; and Hamm has the force in compaction for your perusal. Before the show, visit www. wirtgenamerica.com.

here's how it works

Step 1 After the worker logs in, he stands for the camera to take his picture.

Step 4 The worker orders his eyewear.

Step 3 The worker virtually “tries on” frames; the technology gets him a proper fit.

Step 5 The system automatically manages the worker’s benefits and payment options.

Step 2 The worker feeds his prescription through the scanner.

Honeywell’s Eyelation Program I

f you have difficulty ensuring employees with corrective lenses wear proper protective eyewear, the team at Honeywell Safety Products, Smithfield, R.I., has developed a solution.

The company’s Eyelation program is designed to allow each worker to order his safety eyewear with his current prescription, during work hours and in the human resources (HR) director’s office—or wherever you set up the Eyelation kiosk—so you know it’s done. Here’s how it works.

With no initial setup fee, the HR director installs the Eyelation kiosk in his office (or wherever the company chooses).

68 March 2013

Because the kiosk is available 24 hours a day, workers on any shift can access it to order their eyewear. The worker touches the welcome screen to begin and logs in so the system can access his specific information.

The camera located on top of the monitor captures the worker’s photo.

The worker then feeds his optometrist’s prescription through the scanner, which stores it with the worker’s information.

The worker then selects various safety frames to virtually try on until he finds one he would be comfortable wearing. The “virtual try-on” technology allows the employee to

view a variety of safety frames on his own image as well as get exact measurements taken to ensure a proper fit. The system orders the frames with his prescription lenses.

Because the worker is logged in, the system automatically manages the worker’s benefits, showing the dollar amount available to him to spend on the eyewear. Any additional amount can be charged to his upcoming paycheck or charged to a debit or credit card through the interactive touch screen at the time of ordering.

For more information, call (800) 446-1802. Tell them you saw it in AsphaltPro Magazine.

THOUSANDS OF OPTIONS...

ONE GREAT DEAL! YOUR #1 SOURCE FOR USED EQUIPMENT!

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

Booth #

2411

✓ Custom engineering ✓ Experience with all types of plants ✓ Complete plants and stand alone components

QUALITY EQUIPMENT, EXCEPTIONAL SERVICE RAP-13633 ASTEC 350 TPH DOUBLE BARREL

• 8x40 Double Barrel Drum Mixer • 6 Cold Feed Bin System

• 3-300 Ton Silo System • 58k CFM Baghouse

RAP-13779 GENCOR STATIONARY BAGHOUSE

PLANTS • RAP-13633 • RAP-13637 • RAP-13687 • RAP-13424 • RAP-13580 • RAP-13444 • RAP-13341

Astec 350 TPH Double Barrel Astec 200 TPH Double Barrel Almix 150 TPH Duo Drum CMI Portable PTD-300 CMI Portable PTD-400 Gencor Portable UDP 400 Astec Portable Six Pack Turbo 375 TPH • RAP-13610 Cedarapids 250 TPH PF • RAP-13658 Almix 120 TPH 6626 • RAP-12969 Cedarapids Portable 8835 PF SILO SYSTEMS RAP-13704 (3) Bituma 100 ton RAP-13697 (3) 200 ton Standard Havens RAP-13689 200 Ton Bituma w/elevator RAP-13680 (2) 200 ton Stansteel RAP-13679 (2) 200 ton Cedarapids RAP-13536 (3) 200 ton Gencor RAP-13616 (2) 200 ton Astec w/ Weigh Batchers RAP-13335 (3) 300 ton Bituma w/elevator BAGHOUSES RAP-13706 RAP-12674

• 1995 Model • Nominal 70,000 CFM • Size 132

Dillman 64k CFM Standard Havens Magnum 50k CFM

RAP-12864 RAP-13548 RAP-13692 RAP-12590 RAP-13779

Standard Havens 60k CFM Astec 51k CFM CR Portable 57 k Dusteater Portable 76k CFM Gencor 70k CFM

COLD FEED/RAP RAP-12444 (6) 10 X 14 Cold Feed RAP-12496 (4) 9 X 12 Cold Feed RAP-12531 (4) 10 X 14 Barber Greene Cold Feed RAP-13011 9 X 14 Barber Greene RAP Bin RAP-13224 10 X 15 Gencor RAP Bin DRYERS/DRUMS RAP-13055 Cedarapids E500 CF Drum RAP-13203 Cedarapids Portable 8835 PF Drum RAP-13250 Cedarapids 400 TPH CF Drum RAP-13404 Gencor Ultradrum 300 RAP-12703 H & B 8830 Dryer RAP-13472 Barber Greene 9 X 30 DC70 Dryer

RAP-13055 CEDARAPIDS E500 COUNTERFLOW DRUM MIXER

• 114” x 52’ • Slinger Inlet • Recycle Collar

• Trunnion Drive w/ 60hp Motors • 126 mbtu Burner (M/N CR20N)

RAP-13203 CEDARAPIDS 8835 PORT. DRUM MIXER

• 88” x 35’ Drum Shell • Cedarapids Burner • Recycle Collar

• Cradle Chain Drive • Triple Axle Portability

VIST 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

here's how it works

Step 1 Use the three-drop method to load trucks at the plant. Haul with tarps in place to retain temperature.

Step 4 Heat the screed and elevate it to accommodate the fluff factor in the mix.

Step 2 Don’t allow hopper to run empty.

Don’t lift or fold hopper wings between loads.

Step 5 Watch for mat tenderness while rolling. Allow the temperature to drop 10 to 15 degrees and resume rolling.

Step 3 Keep a consistent head of material feeding the screed.

Step 6 Keep the breakdown roller close to the paver and use a vibratory frequency that delivers between 10 and 14 impacts per foot.

Step 7 Compact the longitudinal joint by overlapping the drum 6 inches.

Paving with WMA Y

ou can get started paving with warm-mix asphalt (WMA) quickly. Additives can be introduced at the plant and some, such as Evotherm® can be added at the asphalt terminal.

Once on the jobsite, good paving practices always apply and there are some tips you can incorporate to set yourself up for success.

WMA is made at considerably lower temperatures than hot mix. Some producers have had success making hot mix with warm-mix techniques. Either way, a mix made with WMA technology typically holds its good properties with long haul distances and cool ambient temperatures.

At the plant: Load trucks using three drops of mix from the silo to minimize aggregate segregation. Hauling with tarps will minimize cooling in transit and maximize workability at the job site.

At the site: To prevent thermal and mix segregation, keep the paver

70 March 2013

hopper at least half full and don’t lift or fold the wings between loads. A consistent head of material, or about half of the auger box, will minimize surging of mix and keep the thickness of the mat more uniform. Finally, the screed should be heated and elevated to a height appropriate to deliver a loose mat that is thick enough to lead to the target thickness after rolling. A good rule of thumb is a quarter inch per inch. For example 2.5 inches of loose mix will yield 2 inches of compacted mix.

Keep a sufficient number of rollers on site to ensure compaction at a speed compatible with the forward velocity of the paver. If the compacted mat is exhibiting signs of tenderness, allow the mat temperature to drop 10 to 15°F and resume rolling.

Keep the breakdown roller close to the paver so you can achieve maximum density on the initial pass. The

breakdown roller should be using a frequency that delivers about 12 impacts per foot. Enough lift of loose mix should be left to compact into a cold longitudinal joint using the 6-inch method.

As in conventional asphalt pavement construction, it is recommended that a pavement density gauge be employed to determine the percent of compaction with roller passes during breakdown rolling as well as the effect of intermediate and finish rolling. Keep roller passes and pavement coverage patterns uniform throughout the project unless density readings indicate a modification is needed. Obtain cores from the first day of paving and correlate them to the pavement density gauge.

For more information about paving with Evotherm WMA, contact Heather Dolan at 843-746-8106 or evotherm@mwv.com.

72 March 2013

resource directory Aesco Madsen……......................... 20 Contact: John Ferris Tel: 253-939-4150 Jferris@aescomadsen.com www.aescomadsen.com ALmix………………....................... .21 Tel: 260-672-3004 sales@almix.com www.almix.com Asphalt Drum Mixers…22-23, 59 Contact: Steve Shawd or Jeff Dunne Tel: 260-637-5729 sales@admasphaltplants.com www.admasphaltplants.com Asphalt Solutions........................... 61 Contact: Pat Ronyack Tel: 629-853-2273 Nosmellasphalt@msn.com www.asphaltsolutions.com Astec, Inc.......................30, 38-39, 49 Contact: Tom Baugh Tel: 423-867-4210 tbaugh@astecinc.com www.astecinc.com B & S Light Industries..................... 47 Contact: Mike Young Tel: 918-342-1181 Sales@bslight.com www.bslight.com BOMAG Industries………….......….11 Tel: 800-782-6624 of 309-853-3571 www.bomag.com/us

CAT Paving…............................... ..19 www.cat.com/paving CEI................................................... 4 Tel: 800-545-4034 info@ceienterprises.com www.ceienterprises.com C.M. Consulting………..............…..73 Contact: Cliff Mansfield Tel: 541-354-6188 Cmconsulting@aol.com www.hotplantconsulting.com Clarence Richard Co…….............. ..72 Contact: Clarence Richard Tel: 952-939-6000 Carrie@clarencerichard.com www.clarencerichard.com Dillman Equipment...................... ..71 Tel: 608-326-4820 www.dillmanequipment.com E.D. Etnyre..................................... 46 Contact: sales@etnyre.com Tel: 800-995-2116 www.etnyre.com EZ Street........................................ 58 Tel: 800-734-1476 Info@ezstreet-miami.com www.ezstreetasphalt.com

Heatec, Inc........... Inside Front Cover Contact: Sharlene Burney Tel: 800-235-5200 sburney@heatec.com www.heatec.com Homestead Valve……................... .32 Tel: 610-770-1100 Sales@homesteadvalve.com www.asphaltvalves.com Humboldt…………....................…..58 Contact: Robin Bailey Tel: 800-544-7220 Rbailey@humboldtmfg.com www.humboldtmfg.com Kenco Engineering….............. ……64 Contact: Brad Brad@kencoengineering.com Tel: 800-363-9856 www.kencoengineering.com KPI-JCI and Astec Mobile Screens…........................... 43 Contact: Lisa Carson Tel: 605-668-2425 lisacarson@kpijci.com www.kpijci.com

Fast-Measure………................ ……72 Tel: 888-876-6050 www.Fast-measure.com

Libra Systems…............................ ..63 Contact: Ken Cardy Tel: 225-256-1700 Sales@librasystems.com www.librasystems.com

Hauck Manufacturing…..............…62 Contact: Michael Blantz Tel: 717-272-3051 Mblantz@hauckburner.com www.hauckburner.com

Maxam Equipment............. ……insert Contact: Lonnie Greene Tel: 800-292-6070 lgreene@maxamequipment.com www.maxamequipment.com

Meadwestvaco….......................….41 Tel: 800-458-4034 www.evotherm.com www.mvw.com PavePro…...................................….31 Tel: 888-389-3189 www.pavepro.com Pine Instruments…................ ……..33 Contact: Dave Savage Tel: 724-458-6391 Dsavage@pineinst.com www.pineinst.com Process Heating…................... ……65 Contact: Rick or Ron Jay Tel: 866-682-1582 Ron@processheating.com Rick@processheating.com www.processheating.com Reliable Asphalt Products............. 69, Back Cover Contact: Charles Grote Tel: 866-647-1782 cgrote@reliableasphalt.com www.reliableasphalt.com Roadtec……...........……………….7, 9 Contact: Sales Tel: 423-265-0600 or 800-272-7100 Sales@roadtec.com www.roadtec.com Rotochopper, Inc.......................... Inside Back Cover Tel: 320-548-3586 Info@rotochopper.com www.rotochopper.com Rushing Enterprises…...............…..72 Contact: Darrell Martin Tel: 800-654-8030 Dmartin@rushingenterprises.com www.rushingenterprises.com

Stansteel AsphaltPlant Products….......... 45, 67 Contact: Dave Payne Tel: 800-826-0223 dpayne@stansteel.com www.hotmixparts.com www.stansteelused.com Stansteel………....................………17 Contact: Dawn Kochert Tel: 800-826-0223 dkochert@hotmixparts.com www.stansteel.com Systems Equipment….................. ..37 Contact: Dave Enyart, Sr. Tel: 563-568-6387 Dlenyart@systemsequipment.com www.systemsequipment.com Tarmac International, Inc................ 51 Contact: Ron Heap Tel 816-220-0700 info@tarmacinc.com www.tarmacinc.com Terex Roadbuilding……............…..55 Contact: Aron Sweeney Tel: 605 987 2603 Aron.sweeney@terex.com www.terex.com Top Quality Paving……...............…73 Contact: John Ball Tel 603-624-8300 Tqpaving@yahoo.com www.tqpaving.com Wirtgen America…....................….29 Tel: 615-501-0600 Info@wirtgenamerica.com www.wirtgenamerica.com World of Asphalt…....................….54 www.worldofasphalt.com www.asphaltpavement.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 73

the last cut

South China Will Have to Sell Low

By AsphaltPro Staff

T

he powers-that-be in China have been making deals to bring in petroleum with whatever currency they wish to use. See the November and December Last Cut departments of AsphaltPro specifically. Now spot bitumen (liquid asphalt cement (AC)) prices in southern China are about to prove problematic. The pundits we’ve been tracking show prices of AC have been dropping because they’ve got more than they need right now. Here’s what’s going on.

Guangdong, Guangxi, Hainan and Fujian are the provinces that make up the bulk of the southern part of China where at least ICIS.com reports the refineries produced 4.4 million tonnes of bitumen (together) in 2012. The region is expected to produce an additional 1.4 million tonnes (above the 4.4 million per year) during the next two years. That’s more than the rest of the country will produce and more than anyone thinks the area will use.

As of press time, sources reported bitumen there was being sold at the equivalent of U.S.$754 to $762 per tonne. It doesn’t take a world economist to see that an increase in production with no one demanding the AC will drive the price down. That means the south area of China will look to the export market.

Its main competitors, whom we watch in this and the Around the Globe departments, are reported to be Singapore and Thailand. According to ICIS, those countries are selling bitumen at U.S.$620 per tonne (at press time). Doing the math, that’s a U.S.$134 to $142 per ton better deal than what the south of China’s offering.

While the south region of China looks for the best way to ship its product, it looks like the refiners there will also be looking for the best way to price and market it.

Doing the math, that’s a U.S.$134 to $142 per ton better deal than what the south of China’s offering.

74 March 2013

Liquid Asphalt Cement Prices—average per ton Company, State

Sept. ’12

Oct. ’12

Nov. ’12

Dec. ’12

ConocoPhillips, Tenn.

$555.00

$565.00

$565.00

$565.00

NuStar Energy, Ga.

575.00

555.00

555.00

555.00

NuStar Energy, N.C.

575.00

565.00

550.00

550.00

NuStar Energy, Va.

570.00

565.00

580.00

565.00

Assoc’d Asphalt Inman, N.C.

570.00

560.00

550.00

550.00

Assoc’d Asphalt Inman, S.C.

570.00

570.00

565.00

565.00

Assoc’d Asphalt Inman, Va.

580.00

570.00

560.00

560.00

Marathon Petroleum, Tenn.

565.00

565.00

565.00

565.00

Marathon Petroleum, N.C.

545.00

545.00

545.00

545.00

Valero Petroleum, N.C.

560.00

560.00

545.00

545.00

California Average

589.10

581.80

554.70

573.20

Delaware Average

571.67

566.67

571.67

563.33

Kentucky Average

563.13

563.13

563.13

563.13

Massachusetts Average

592.50

592.50

592.50

592.50

Missouri Average

516.25

516.25

516.25

523.75

Data for Southeast region, Source: ncdot.org; Data for California, Source: dot.ca.gov; Data for Delaware, Source: deldot.gov; Data for Kentucky, Source: transportation.ky.gov; Data for Massachusetts, Source: mass. gov; Data for Missouri, Source: modot.mo.gov

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

stocks

Nov 2

$84.86

374.8 m bbl

Nov 9

$86.07

375.9 m bbl

Nov 16

$86.67

374.5 m bbl

Nov 23

$88.28

374.1 m bbl

Nov 30

$88.91

371.8 m bbl

Dec 7

$85.93

372.6 m bbl

Dec 14

$86.73

Dec 21 Jan 4

Diesel Fuel Retail Price (dollars per gallon) Nov 5

4.010

Nov 12

3.980

Nov 19

3.976

Nov 26

4.034

Dec 3

4.027

Dec 10

3.991

371.6 m bbl

Dec 17

3.945

$88.66

371.1 m bbl

Dec 24

3.923

$93.09

361.3 m bbl

Jan 7

3.911

Sources: Energy Information Administration

DRUM MIXERS

BAGHOUSES

AC TANKS

COLD FEEDS

SILO SYSTEMS

RAP BINS

CONTROL HOUSES

RECONDITIONED HEATERS

ROTARY MIXERS

THE INDUSTRY LEADER IN

USED EQUIPMENT 866.647.1782 • www.ReliableAsphalt.com