Asphalt Pro - December 2024

State of the Sustainable Industry

PRODUCTION – PROFESSIONALS – PRODUCTS

Step Up to Plant Efficiency

• Recycled Turbine Fibers • Green Your HMA Production • National Grid Captures Carbon • Alabama Rubberizes Park Repairs • Adjust to Inclement Paving Conditions

DECEMBER 2024 WWW.THEASPHALTPRO.COM

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CONTENTS

asphaltPRO December 2024

DEPARTMENTS

36

EDITOR’S LETTER

6 – Working Hard at Landfills

By Sandy Lender

SAFETY SPOTLIGHT 8 – Protect Your Head

By AsphaltPro Magazine

MIX IT UP

10 – Recycled Blades Offer Asphalt Fiber

By AsphaltPro Staff

STREET SMARTS

12 – Best Paving Practices Part 2: Weather Challenges

By Bill Stanley

24

42

TRAINING

16 – Repairing Little Things Saves Big You can’t get top quality paving unless your equipment is in top quality condition

By John Ball

PROJECT MANAGEMENT 24 – Alabama Rubberizes Asphalt Sustainability

By AsphaltPro Staff

PAVEMENT MAINTENANCE 28 – National Grid Demos Carbon-Sequestered Mix From Modern Hydrogen

WOMEN OF ASPHALT

34 – Superior Construction Wins ARTBA Glass Hammer Award From Superior Construction

PRODUCT GALLERY

50 – Lab Products for Mix Design From AsphaltPro Staff

OFF THE MAT

58 – How to Manage DEF Maintain your diesel truck with highquality diesel exhaust fluid

By Bill O’Ryan

FEATURES 36 – Fresh Pavement for Pago Pago

By Sarah Redohl 42 – Expand Into Production Make Your Plant Efficient, Part 1 Industry veterans offer real-world scenarios for planning or updating efficiencies to make your asphalt plant its most sustainable and cost-effective operation.

By Sandy Lender 46 – Expand Into Production Make Your Plant Efficient, Part 2 Reduce your carbon footprint with best practices, optimized equipment, proper training

By Greg Renegar 54 – A Flash of Safety From AsphaltPro Staff

State of the Sustainable Industry

PRODUCTION – PROFESSIONALS – PRODUCTS

Step Up to Plant Eff ffiiciency

• Recycled Turbine Fibers • Green Your HMA Production • National Grid Captures Carbon • Alabama Rubberizes Park Repairs • Adjust to Inclement Paving Conditions

DECEMBER 2024 WWW.THEASPHALTPRO.COM

ON THE COVER

This producer installed a knock-out box to gravityfeed fines into this RAP collar for improved recycling efficiency. See the related article on page 42 for more emissionsreducing and cost-saving ideas. Photo courtesy Tarmac International

E D I TO R ' S L E T T E R

Working Hard at Landfills

O

ne of the issues I’ve mentioned before amid the industry’s sustainability discussion is the danger of turning our pavements into landfills. It would be disastrous to think we can safely fling trash into asphalt mixes, label the practice recycling, and tout that as a fabulous green practice.

Luckily, we have engineers and researchers who test plastics, metal byproducts, glass, fishing nets and other random materials environmental warriors expend energy shredding or melting into an asphalt mix design. We have scientists who weigh the benefits of blending a cohesion agent to force garbage to work with bitumen to ensure the resultant mix will perform long term for a truly sustainable solution. One that won’t require repaving in 24 or 36 months.

The point I’m getting to is it makes me nervous when someone comes along and says, “Hey, we can shred this problematic thing and use it in asphalt roads!” When I, as the editor of an asphalt publication, ask which performance tests research teams conducted or what performance results are available, I don’t always hear back from the marketing agency. Sometimes, those entities fade away.

I offer kudos to the team at Alliant Energy for sharing copious testing data from third-party research with recycled wind turbine blades for asphalt and concrete fibers for use in pavement mix designs. You can read more about that on page 10.

As it turns out, the asphalt industry isn’t alone in seeing oddities creeping into our mixes. On Oct. 1, the Environmental Engineering Materials Research Group at The University of Oulu, Finland, shared new research results—produced as part of the project KaiPa, co-funded by the European Union under the NextGeneration EU programme—about the use of industrial and mining brine wastewaters in concrete. The results were published in a journal titled Desalination under the headline, “Reverse Osmosis Reject Water Management by Immobilization into Alkali-activated Materials.”

Let’s turn to an Oct. 8 press release to learn what’s happened there. The release 6 | DECEMBER 2024

stated industrial and mining brine wastewaters could be mixed into an alternative cementitious binder with sufficient strength for a variety of applications, including mine backfilling. Several industrial sectors, such as battery production, mining or ash processing, generate high levels of saline wastewaters. “Sodium, sulphate and chloride are usually the main components of these effluents....In a new treatment method developed at the University of Oulu, concentrated brines can be stabilised [sic] using so-called alkali activation, which combines brines as a part of cementitious binder. The method, developed by researcher Sima Kamali in her doctoral thesis, mixes a calcium-, silicon- and aluminium-rich raw material with brine and a small amount of sodium hydroxide. The end result is a paste that can be used as a concrete binder, as it achieves sufficient strength for a variety of applications.”

The press release also listed slag as an ingredient in the process and offered more information at the university’s page: Environmental Engineering Materials Research Group at the University of Oulu, Finland.

What struck me was the lengths researchers will go to, to add elements that have not traditionally been a part of a mix, to make use of the elements. Are we being wise in pursuing these lengths?

As a conservationist, I applaud the concept of re-using and recycling materials. If we can prevent the waste of a product, that seems commendable. But are we doing more good than harm or more harm than good when we struggle to put the waste into a road that is performing properly without the waste? Should we be working so hard to add to something that isn’t broken? I’m interested in hearing your thoughts on how much energy we’re expending to remix what isn’t broken.

Stay Safe,

Sandy Lender

December 2024 • Vol. 18 No. 3

asphaltPRO 602 W. Morrison, Box 6a Fayette, MO 65248 (573) 823-6297 • www.theasphaltpro.com GROUP PUBLISHER Chris Harrison chris@ theasphaltpro.com PUBLISHER Sally Shoemaker sally@theasphaltpro.com (573) 823-6297 EDITOR Sandy Lender sandy@theasphaltpro.com (239) 272-8613 DIGITAL EDITOR Sarah Redohl sarah@theasphaltpro.com (573) 355-9775 MEDIA SALES Cara Owings cara@theasphaltpro.com (660) 537-0778 ART DIRECTOR Kristin Branscom BUSINESS MANAGER Susan Campbell (660) 728-5007

AsphaltPro is published 11 times per year.

Writers expressing views in AsphaltPro Magazine or on the AsphaltPro website are professionals with sound, professional advice. Views expressed herein are not necessarily the same as the views of AsphaltPro, thus producers/contractors are still encouraged to use best practices when implementing new advice.

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S A F E T Y S P OT L I G H T

Protect Your Head

BY ASPHALTPRO MAGAZINE

H

ard hats have been worn since their invention in the early 1900s, with regulations requiring their use in the U.S. since the 1960s. Although the concept of head protection remains the same, the variety of solutions and our industry’s collective safety knowledge have grown.

To better understand the state of head protection, J. J. Keller & Associates, Inc., a provider of safety and compliance solutions, and the International Safety Equipment Association (ISEA) conducted a study on head protection practices and challenges. Its results were released in a report titled “A Turning Point for Head Protection.”

“The first step towards achieving this goal is to understand the challenges and usage patterns of safety professionals and head protection users,” said Bob Larsen, vice president of Research & Development with J. J. Keller. “We believe that the findings of this study will inspire meaningful discussions among regulators, safety professionals and industry experts, and ultimately contribute to enhanced worker safety and well-being.”

Let’s take a look at how to apply the study’s key findings to better protect your employees.

1. UNDERSTAND THE TERMINOLOGY

Do you know the difference between hard hats and safety helmets, between Type I and Type II, between ANSI/ISEA Z89.1 and EN 397? While the variety of solutions illustrate important improvements in safety, this can also create confusion.

Hard hats are rigid protective helmets designed to shield the head from falling objects and impacts, while helmets provide enhanced protection against impacts, penetration and electrical hazards. Type I protects against vertical impacts while Type II offers protection from both vertical and lateral impacts.

ANSI/ISEA Z89.1 is a standard primarily used in the U.S. and focuses on industrial hard hats and helmets for a wide range of construction and general industry applications, while EN 397 is the European standard for industrial helmets.

8 | DECEMBER 2024

2. CHOOSE THE RIGHT PROTECTION

“While the growing variety of head protection options provides greater choice, it has also introduced some confusion for safety professionals and workers,” said Cam Mackey, president and CEO of ISEA. Nine out of 10 respondents said they find it challenging to select and implement head protection.

Of the 20% of respondents who reported an employee head injury within the past year, more than half of all injuries occurred when the employee was wearing head protection, citing the wrong protection being worn for the hazard involved and improper fit as the reasons.

The study reminds us that you can’t simply look at a piece of head protection and know the level of protection it offers, recommending to read the label to know if it’s best suited for the job at hand. “Distributors, suppliers, industry associations and third-party experts and consultants can all offer valuable information and support,” said Ray Chishti, senior EHS editor at J. J. Keller.

Chishti reminds us that head protection is not a “one size fits all” approach. “Instead, it’s important for employers to conduct a job hazard analysis and/or a personal protective equipment (PPE) assessment to determine which style of head protection is best for their workers.”

3. GET WORKERS TO WEAR THEM

In less than half of reported head injuries, the employee wasn’t wearing head protection.

On average, the study reports that safety professionals believe employees are wearing head protection correctly 75% of the time.

In fact, only 15% of respondents said they thought head protection was being worn correctly 100% of the time.

“We give them the PPE, but I cannot stand there every day and force them to put it on,” reported one respondent. “Employees at times feel that where they are working hard hats are not necessarily needed,” reported another.

Finding head protection that’s comfortable for all workers and fits employees properly has been a challenge for safety managers, despite the variety of head protection options.

“Effective protection requires wearing protective headgear correctly,” said Robin Marth, J. J. Keller EHS editor. “It must be worn appropriately, fit comfortably and be adjusted to the wearer’s head size and shape.”

4. TAKE CARE OF YOUR PPE

According to the study, only 54% of safety managers train workers how to maintain their head protection. The study reminds us that headgear should be inspected every day for cracks (even hairline cracks), dents and wear.

Any head protection that’s cracked or looks chalky or dull should be discarded.

You should also check the condition of the suspension system and look for torn cradle straps, broken sewing lines, loose rivets, defective lugs and other defects, repairing any issues or replacing the headgear.

The study also stresses the importance of washing head protection, especially the sweatbands and cradles, on a monthly basis with warm, soapy water and rinsing thoroughly.

Sweatbands should be replaced, if needed.

You should also avoid painting or using stickers on your headgear, the study said, adding that paint contains solvents that may affect headgear and stickers can obscure cracks and damage. “OSHA allows stickers only if the manufacturer approves or if the employer proves the adhesive does not impact helmet reliability,” says the study.

CONCLUSION

“A head injury not only can impair an employee for life, but it can also be fatal,” Marth said, adding that in 2021-2022 nearly 96,000 private sector workers nationwide experienced an occupational head injury resulting in days away from work, job restriction or transfer. “The use of PPE… is essential in preventing head-related injuries.”

With the data from this study, J. J. Keller and ISEA “hope to inspire discussion that will further clarify effective head protection practices to keep workers safe and at home with their loved ones at the end of every shift,” Larsen said. “A critical first step toward that end is discovering what safety professionals and those who use head protection understand, where confusion lies, how they are using head protection and what challenges they face.”

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MIX IT UP

Recycled Blades Offer Asphalt Fiber

BY ASPHALTPRO STAFF

R

EGEN Fiber, owned by Travero, a subsidiary of Alliant Energy, offers 100% recycled fibers for use in hotmix asphalt (HMA) and other pavement mix designs from materials discarded by the wind turbine industry. REGEN Fiber produces its asphalt fibers out of a facility in Des Moines, Iowa. Jeff Woods, the director of business development and marketing at REGEN Fiber, explained the asphalt fibers and concrete fibers the company makes are created by two different recycling processes, although both processes are mechanical, avoiding heat or chemicals.

“REGEN Fiber’s asphalt fibers are made from 100% recycled fiberglass that is scrapped during the manufacturing of new wind turbine blades,” Woods shared. “Our process recycles and processes the fiberglass sheets into smaller fibers for asphalt reinforcement applications.”

REGEN Fiber’s concrete fibers and milled powders are made by recycling decommissioned wind turbine blades at the Fairfax, Iowa, facility, according to Woods.

If you research the production of wind turbine blades, you’ll discover their construction includes an epoxy resin to assist in strengthening the blades without adding tonnage to the structure. Asphalt producers don’t have to factor this resin into their mix design plans because Travero receives the material for its asphalt application before resin has been applied.

Woods explained: “REGEN Fiber’s asphalt fibers don’t have epoxy resin. The recycling process of asphalt fibers involves pure fiberglass that is discarded in the new wind turbine blade manufacturing process and happens before the blade is hardened with epoxy resin. However, our concrete fibers do contain epoxy resin because they are made from a recycled blade, which contains epoxy coated fiberglass.”

Woods described the asphalt fiber process: “Epoxy coated fiberglass blankets are 10 | DECEMBER 2024

“THE FIBERGLASS IS DISCARDED BECAUSE IT COULD BE DAMAGED, EXPIRED OR JUST NOT THE RIGHT SIZE FOR THE BLADE MANUFACTURER. INSTEAD OF THE FIBERGLASS GOING TO A LANDFILL, WE RECYCLE IT TO CREATE OUR ASPHALT FIBERS.”—JEFF WOODS used in wind turbine blades to provide lightweight strength. During the manufacturing process of blades, sometimes the fiberglass gets discarded before it is hardened with epoxy. The fiberglass is discarded because it could be damaged, expired or just not the right size for the blade manufacturer. Instead of the fiberglass going to a landfill, we recycle it to create our asphalt fibers.

The fiberglass blankets are delivered to a facility in Des Moines, where they are recycled and processed to create small fibers.

The final product is packaged onsite and ready to use in asphalt paving applications.”

“We are thrilled to offer this innovative solution to concrete and asphalt producers both locally and nationwide,” said Lisha Coffey, president of Travero. “Our process not only provides a sustainable method of disposing of wind turbine blades but also supports businesses in achieving their sustainability goals and reducing the carbon footprint on construction projects that use our products.”

“Our process recycles 100% of the wind turbine blade and blade scrap material, creating fibers and additives that enhance the durability and environmental resistance of concrete and asphalt,” Woods said. “This improves the structural integrity of roads and buildings, making them more resilient.”

The company has performance data from third-party testing agencies, and is building out case studies of the fibers being used in construction projects. A recent paving project at a barge terminal in East Dubuque, Illinois, using the asphalt fibers can be viewed at this link: https://www.youtube.com/watch?v=S6-XbpdlLN0.

Data includes that from Interstate Testing Services, St. Louis, Missouri, and Construction Materials Testing, Des Moines, Iowa, using AASHTO T 324 to assess rutting resistance and stripping potential, and AASHTO-D 7313 to assess cracking resistance, among other assessments. From the results of multiple lab and field tests, the company has shared the key benefits of asphalt fiber-infused mixes include: improved flexural toughness, ductility, energy absorption and fatigue resistance; increased resistance to pothole creation; maximum impression depth reduced 35%; increased cracking resistance by 30% compared to unreinforced; increased stripping inflection point by 20% compared to unreinforced; improved mechanical properties, modulus and dimensional stability; improved melt flow and minimal distortion under high temperatures; and asphalt that is 40% more durable compared to unreinforced.

At this time, the company offers dose bags of REGEN Fiber asphalt fibers in different sizes according to recommended dosage, which varies depending on the applicaton. “We are working with suppliers to be able to provide asphalt producers with a bulk solution,” Woods said.

For more information, visit www.regenfibers.com.

Wind Turbine Recycling Basics: https://youtu.be/ fFxxh6uJB8o?feature=shared

STREET SMARTS Hard-won know-how for the next generation

Best Paving Practices Part 2: Weather Challenges

Just about anyone can pave a project well when they’re picnic paving.

But achieving a quality pavement when you’re laying asphalt in 30° weather is what separates the asphalt Joes from the asphalt pros.

In the fall, American Pavements leaves the canvases on their trucks to and from the plant to retain whatever heat they possibly can.

BY BILL STANLEY

W

hat’s better than working outside when it’s sunny and 70 degrees? I call this ‘picnic paving’. If anything goes wrong on a paving project like this, you certainly can’t blame the weather.

But what about when it drops below freezing overnight, the wind’s fierce, and it barely reaches 50 in the afternoon? Sure, the weather isn’t on your side, but sometimes you’ve got to pave anyway.

The industry standard in our area is 50 degrees and rising. That’s what they’ll say in the classroom, anyway. But based on many years of experience on the job, that’s the first thing the inspector throws out the window.

Come fall, when you get to the job site and it’s not quite warm enough to pave, the inspector might wait for it to warm up a little and then tell you to go ahead and pave—because he knows as well as I do that sometimes you’ve just got to pave if you plan to stay on schedule.

This may be the reality out there, but that doesn’t mean we have a free pass to sacrifice on quality. Here are some of the best practices my crew follows when we’re paving on days when the weather is no picnic.

12 | DECEMBER 2024

START AT THE RIGHT TIME

At the very beginning and end of the season, we might show up to the job at 8 a.m. and the sun’s not even up. In just a couple months, we’ll be able to work 10- to 12-hour days, but on the fringes of the season, we might be lucky to get a 7-hour workday. There’s no point telling the crew to be there at 7 a.m. if we won’t be able to start paving until 9 or 10 a.m.

TAKE CARE OF YOUR EQUIPMENT

Cold mornings equal cold starts. The day before, you need to set yourself up for success by making sure you can fire up your equipment quickly and efficiently the next morning. You don’t want to leave water in any of the machines that could freeze overnight. You don’t want to leave your equipment on the side of the road where the batteries might die, the diesel might gel or the body’s covered in ice or frost.

If you park your equipment in the shed overnight, it’ll be that much closer to being warmed up when you start in the morning.

LEFT: It’s important to build in enough time in the morning to let that equipment get warm before the first load of mix arrives at the job site. RIGHT: Stanley also saves areas that require handwork for the warmer parts of the day.

TAKE THE TIME TO WARM UP

Even though we store our equipment in our shed overnight, the roller wheels are still going to be cold, the paver’s still going to be cold. It’s important to build in enough time in the morning to let that equipment get warm before the first load of mix arrives at the job site.

This might mean we go over to a corner of the parking lot that’s supposed to be 3 inches thick and we might pave an inch of asphalt, sort of like a scratch course, to get the paver and rollers warmed up before we place the rest of the desired thickness.

WORK WITH THE SUN

Let’s say I show up to a warehouse job and the building is 50 feet tall and 1,000 feet long. The north side of that building might be dark until 2 p.m. in the fall. The ground on the shaded side might be frozen solid but the sunny side might be just fine to pave.

I’ve seen it firsthand where the north side of the building has 3 inches of frost on the ground and the other side has nothing because it gets full sun all day, every day. That’s where we’re going to want to start paving and work our way to the shaded parts when it’s warmed up in the afternoon.

When it’s that cold, you have to work with the sun as much as you can.

SAVE IMPORTANT SPOTS FOR BETTER WEATHER

Let’s say we’re paving a Walmart. At the front of the building, there are walkways, handicap parking stalls, slopes and tight tolerances to meet, not to mention it’s the area everyone’s going to see all the time. We definitely don’t want to do that when the ground’s frozen, the equipment’s cold and the crew is stiff first thing in the morning.

Nope, we’re going to head over to the area where they keep the dumpsters in the back of the building until conditions are better to pave the most important, complicated or heavily trafficked parts of the project. Let’s face it, behind the building in front of the dump-

ster pad doesn’t have to be as perfect as the pavement right in front of the entrance. If I’m going to have a blemish or a flaw, I’d rather it be back there where few people are going to go.

HOLD OFF ON HANDWORK It’s not just the important spots that I save for warmer parts of the day; I also save areas that require handwork. Every project is going to require some handwork. With mainline paving, the asphalt will be coming out of insulated or even heated haul trucks, into a paver that’s heated up, and getting compacted immediately.

LEARN MORE Summer Paving is No Picnic!

Although it’s easier to get quality results in hot weather than in cold weather, you should still adjust your best practices when it gets blistering hot. At the height of summer, we might arrive at the job site at 5 a.m. to knock out as much work as possible before the sun starts crackling.

I’m also going to try to plan out the project so the crew isn’t in the middle of a blazing hot parking lot at 2 p.m., while also considering the best way to pave our way out of the lot. Maybe we’ll find a way to pave the middle of the lot first so when we get to the hottest part of the day, we’re paving in a shaded area. It’s important to think about the comfort and safety of the crew.

During these really hot days, we might take the canvases off the haul trucks to let the loads cool off just a little bit because that mix is going to stay very hot for a very long time. The rollers might have to hold back a bit. Even though keeping the tarps on and the rollers close are best practices 90% of the time, in paving there’s an exception to almost every rule.

WWW.THEASPHALTPRO.COM | 13

STREET SMARTS Hard-won know-how for the next generation

LEFT: At the very beginning and end of the season, we might be lucky to get a 7-hour workday. RIGHT: “The more you understand how weather impacts your product, the more you can adjust your methods so every pavement you lay looks like it was paved in picnic weather,” Stanley said.

The mix that needs to be raked by hand has a lot more opportunity to cool, and it’s getting compacted by smaller machinery, so we have to do what we can to maximize quality under those conditions. In November, it may be a beautiful day by 4:30 p.m. That brief window of decent weather is when we want to tackle that handwork.

KEEP THE MIX HOT…

In the fall, we don’t take the cover off the truck body except when it’s being loaded at the plant. Otherwise, we leave the canvas on the whole time to keep the heat in the mix on its way to the job site, but also to retain whatever heat we can in the truck body on its way back to the plant.

Let’s say there’s 20 miles between the job and the plant—if the canvas is off, that steel body is going to be a whole lot colder when the next load gets dropped into it.

Not only is the 300° mix going to cool quite a bit when it drops onto 20° steel, but it’s also going to stick to that cold steel. By the time that load arrives at the job site, the driver’s going to dump it out and a bunch of it’s not going to come out of the truck because it’s stuck.

Leaving the tarp on while the empty truck heads back to the plant keeps things just a little bit warmer.

AND THE ROLLERS CLOSE!

If you want to hit your compaction numbers, you have to make sure that the rollers are right behind the paver. A paver operator who’s interested in quality is going to be constantly looking for the rollers to make sure he’s not outpacing them. If the roller has to stop to refill the water tanks, the paver’s got to slow down or even stop until it’s got a roller right behind it again.

IT’S NOT JUST ABOUT TEMPS

Temperature is one factor, but it isn’t the only factor that matters. We already talked about shade. Now let’s talk about wind. It may be pretty cold and still not be a bad day to pave. A warmer day that’s very windy might be much worse, because that wind will cool your asphalt off fast. If you’re in the middle of an empty parking lot on a windy day, that wind might be ripping across the lot and taking away any heat that asphalt might have. Under these conditions, it’s going to be par14 | DECEMBER 2024

ticularly important to be checking the temperature of the mat with your temp gun and paving at the same speed as your rollers.

WHAT ABOUT RAIN?

We’d rather pave in snow than in rain. But, sometimes you have to do what you have to do. Even when we’re paving in rain (or after rain), we apply best practices for that situation. If the slope of the parking lot goes left to right, we’re paving it left to right so we aren’t paving into puddles.

If the ground is wet, we’re only paving the base course and will pave the top course when the weather’s better.

REASSESS AS YOU GO

Let’s say you’re paving that warehouse I was talking about earlier, the one where the north side is frozen solid and the south side is ready to pave.

An experienced paving crew is going to approach each side completely differently because they know that if they don’t, the owner’s going to come back to them and say ‘It looks like two different companies did this job.’ One side of the project will be perfect and the other—not so much.

‘What happened?’ the owner will ask.

You can blame the weather all you want, but the truth is that it’s your job to know how to pave a quality product in different conditions. The more you understand how weather impacts your product, the more you can adjust your methods so every pavement you lay looks like it was paved in picnic weather.

LEARN MORE It’s In The Soil When we’re paving in fall, it’s not uncommon for us to deal with frost or mud (and if I’m choosing one or the other, I’d choose frost). When we’re dealing with soft, wet ground we might opt to use lighter machines and not load our trucks as heavy as we might otherwise. We may also choose not to use vibration on our rollers, because we’d be pushing that water right through the asphalt and we’d probably end up coming back to fix it the next spring.

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TRAINING

Repairing Little Things Saves Big You can’t get top quality paving unless your equipment is in top quality condition

With the center rubber section missing and the side pieces torn, mix will spill out of the hopper. It will create a quality control problem in front of the paver and will build up on the push rollers, creating a secondary quality control problem. Fix all these issues by replacing the center piece and fixing or replacing the side pieces. All photos courtesy John Ball of Top Quality Paving & Training

BY JOHN BALL

T

his is the time of year when crews are rushing to fit in as many projects as they can before snow flies and even daytime temperatures could prevent top quality paving. As much as your team wants to dive in and start paving at the beginning of the shift to get the job done, you must ensure all the equipment is in working order first.

There’s no point in paving with a warped screed. There’s no point in spraying tack with a distributor that has gummed up nozzles. Instead, let’s look at a few routine maintenance items that can keep your crew working efficiently into this hurry-it-up part of the construction season.

As Sandy and I pointed out in the September article “Increase Quality on Any Job,” we should start with the all-important paver.

And we should start with adjusting the attitude of the workers who are responsible for its upkeep.

There are members of the workforce who don’t yet understand why we’re telling them to take time out of their day to clean a machine.

16 | DECEMBER 2024

They don’t yet know why it’s important to wipe down vital components with release agent and a rag while the paver is still warm. We have to educate them so they understand: • a clean machine will work better; • a clean machine will make their job tomorrow easier; • a clean machine will make it possible to notice if a component is out of order; • a clean machine is safer to work around; and • a clean machine will help them get better quality for full pay on the final job.

All these things come into play because the equipment is clean enough to work properly. It’s up to each crew member to help keep it clean and in good working order.

GET SMOOTH FORWARD MOTION

Starting at the very front of the tractor, if you see material buildup on the push rollers, you want to get at that and scrape it off. When the push rollers stick or fail to roll smoothly against the haul truck tires,

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TRAINING the tractor will experience a jerking or shuddering motion as it drives forward. Even when this shuddering is slight, it affects the performance of the screed, thus the smoothness of the mat.

If you have globs of material built up anywhere else on the tractor or screed, this jerking motion might knock some of that loose, causing it to drop onto the surface and create cooled areas of material segregation. Your roller operators won’t be able to roll that out and you’ll have potholes in your finished project some day or you’ll have an inspector deducting your pay.

All of this can be avoided if you clean the push rollers at the end of each paving shift. While they’re still warm, take a rag and some release agent and wipe them off. It’ll only take one or two minutes to do while the components are warm. If you wait until morning when the paver is cool and stray material has hardened, it’ll require a putty knife, more release agent, more elbow grease and more time.

Another area to watch for material buildup to maintain smooth forward motion is the wheels—or track—of the tractor. We’ve talked about this in AsphaltPro before, but it bears repeating. Check the bogies and track at the end of the shift and clean out any asphalt you see starting to get caked in there. Do it while the components are still hot to make the job easier on yourself.

Ways to prevent the material from getting into the bogies include: • avoid overfeeding the head of material; • avoid flooding the endgates; and • avoid driving over piles of spilled material.

Let’s talk about driving over piles of spilled material for a moment.

One way to prevent spills is through haul truck management and communicating with drivers. A good dump man who can get drivers to employ brakes, raise beds and charge the hopper properly is worth his weight in gold. See the article “Save on Costs with Your Professional Guide to Asphalt Mix Delivery—An Independent Look at Best Haul Truck Practices Part 3” for a tutorial on mix delivery. (https:// theasphaltpro.com/articles/save-costs-professional-guide-asphaltmix-delivery-part-3-independent-look-best-haul-truck-practices/) Another way to prevent spills is to maintain the front of the hopper properly.

Look at the front left and right side of the hopper in these pictures. In the main picture, you can see that the rubbers have been replaced from what you see in the inset picture. The center panel will also be replaced 18 | DECEMBER 2024

IF YOU WAIT UNTIL MORNING WHEN THE PAVER IS COOL AND STRAY MATERIAL HAS HARDENED TO CLEAN COMPONENTS, IT’LL REQUIRE A PUTTY KNIFE, MORE RELEASE AGENT, MORE ELBOW GREASE AND MORE TIME.

but must come from the Caterpillar parts distributor. The conveyor belt material had become worn and torn, allowing mix to consistently fall out of the hopper during the paving day. This made extra handwork for the laborers to shovel material out of the way and often resulted in segregated areas in the mat. This does not lead to top quality paving results. On a state job, it could lead to failed lots or deducts.

By replacing torn or missing rubbers on the hopper, you can prevent some of the spillage that causes extra handwork for your crew and piles of mess that your tractor’s wheels end up running over.

When the bogies pick up that material, it’s a mess to remove later.

LEARN MORE

This Should be Covered Make sure the mechanics and the crew members not only understand their jobs but also care about what they’re doing.

In this picture, we see an uncovered electrical section on the back of a paver, which was sent out to the field for a day of paving. You’ll notice the eccentrics at the lower center of the “box” are caked with asphalt and unable to spin, but what’s worse is this uncovered area is a shock hazard for the screed operator and any other worker who reaches into it. The seven blue boxes are 240-volt electrical connections for the screed.

There’s no excuse for this to go into the field without its panel cover. Don’t let mistakes like this cost someone their life. Instill care and knowledge in your crew.

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TRAINING FOCUS ON THE SCREED

The areas between the front and the screed are important to clean at the end of the shift, of course, and I’m not trying to minimize them by jumping to the back of the tractor. But let’s concentrate on the screed, nose and plates for a few minutes. The screed is your hot iron that will smooth the material into a flat, gorgeous mat. If you have material stuck to the bottom of the screed or caked against different elements, you lessen your chances for success.

In the picture at right, we can see a gap between the endgate and screed. We see mess and material all over the warped metal. This has happened for a number of reasons, including poor loading onto and off of the lowboy, but also because built up material was allowed to prevent good extension and retraction of the endgate and tunnels.

The result is warped metal that can’t line up correctly. If the endgates aren’t flush with your screed, you can’t build a good joint. That spells disaster for a pavement and deducts for your pay.

The buildup of material on the screed or its nose can change your angle of attack. It can degrade the wiring or disrupt the electronics.

For example, if the electric heat is disrupted, the screed will not heat evenly all the way across, leaving you with uneven paving results.

Look at this picture for some of the problems we’re talking about.

On the right side of the picture, the white stones indicate the endgate is too tight. That causes the shadow you’re seeing halfway into the main screed. The screed is cold there and it’s too high, causing the line.

The second area of shading is occurring because the endgate is forcing pressure on the extension. The mis-matched screed sections between the extendible and the main angle of attack isn’t the same, either. You can see this in the mat behind the paver.

The center section is tight and is screeding off correctly. This is good and offers the nice, left-hand side of the picture, which is what we’d like to see across the entire width of the mat. Instead, we’re seeing the uneven results of a screed that hasn’t been maintained properly or double-checked prior to the day’s paving start.

20 | DECEMBER 2024

YOUR ROLLER OPERATORS WON’T BE ABLE TO ROLL THAT OUT AND YOU’LL HAVE POTHOLES IN YOUR FINISHED PROJECT SOME DAY OR YOU’LL HAVE AN INSPECTOR DEDUCTING YOUR PAY.

Your crew can prevent this uneven performance by: • maintaining all components of the screed; • cleaning the different elements of the screed and the underneath side of the screed/screed plate; • removing asphalt material from the nose of the screed at the end of the paving shift; • check to ensure the screed and extensions are parallel; • checking the straightness of the screed plate with a straightedge prior to paving; and • double-checking the electronics to ensure even heating all the way across.

When you see this article appear online, share some of your screed cleaning and maintenance tips, too.

CATCH UP OVER WINTER

With the end of paving season upon us in many parts of North America, now is the time to schedule winter maintenance for all our paving equipment. You can download a paver maintenance checklist from TheAsphaltPro.com white paper repository (https://theasphaltpro. com/maintain-paver-download/) and make a plan for your mechanic to address this all-important machine before season start-up 2025.

Also make a plan to incorporate equipment cleaning in your new-hire training and worker refresher training over the winter. I worked on an online training course with AsphaltPro a few years ago—Asphalt Paving 101, available here https://training.theasphaltpro.com/ and one of the modules in that course outlines each worker’s job on the paving crew.

Don’t let your downtime go by without encouraging workers to do their jobs to the fullest. Some of these men and women come to our industry without any knowledge of the equipment or basics of paving. If we let them flounder and fail, allowing their daily performance to be hindered by gummed-up machines, they’ll have no pride in either the work or the equipment. They’ll leave as soon as something more enticing comes along.

To help the newcomers feel valued, we must show them the “why” behind the things we do. We must help them understand that the task of cleaning a machine at the end of the shift today saves them time and energy tomorrow, makes their job easier and more productive tomorrow, and gives them a top quality paving job with a better chance at full pay tomorrow.

We’ll dive into more equipment upkeep and tips in future articles, so keep an eye out for that in upcoming issues of AsphaltPro. John Ball is the proprietor of Top Quality Paving & Training, Manchester, New Hampshire. For more information, contact him at (603) 493-1458.

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Alabama Rubberizes Asphalt Sustainability

$2 million in ADEM grants from Alabama’s Scrap Tire Fund helped fund repaving projects at three Alabama state parks and keep 156,797 pounds of tire material out of landfills. All photos courtesy of ADEM

BY ASPHALTPRO STAFF

T

he Rubberized Asphalt Foundation, which is a research foundation dedicated to the science and practical use of recycled tire rubber in asphalt, presented its Leadership in Conservation and Sustainability Award to three agencies during the 2024 National Association of State Park Directors Conference.

The Alabama Department of Environmental Management (ADEM), Alabama State Parks, and the Alabama Department of Conservation and Natural Resources (ADCNR) received the national award jointly for partnering to promote the innovative use of recycled tires in recent paving projects at three state parks. The award recognized ADEM, Alabama State Parks and ADCNR for working together to advance the use of rubber-modified asphalt (RMA) made from recycled tires.

SmartMIX, a Liberty Tire Recycling dry mix rubber additive, was used in the Alabama rubberized asphalt state parks projects.

"The Alabama Agencies have been great to work with to develop specifications that can 24 | DECEMBER 2024

use the newer rubberized asphalt technologies, like SmartMIX,” said Doug Carlson, vice president of asphalt products at Liberty Tire Recycling. “As a result of their leadership, the market for rubberized asphalt is developing statewide. Five Alabama-based mix producers have gained the experience of working with the new dry process and engineering and design firms are beginning to use the specification to help improve the durability of the roads that are built or resurfaced while reducing the number of tires going to landfills."

“The market development program has beneficially reused over 19,000 end-of-life tires in the paving of roads and parking lots in Lake Guntersville, DeSoto and Joe Wheeler State Parks,” the award stated. Let’s examine the sustainability efforts of these projects.

The 2024 National Association of State Park Directors Conference was held at Alabama’s Gulf State Park in early September.

HOW TO FUND INNOVATION

The projects were funded primarily with about $2 million in grants provided in recent years by ADEM from the state’s Scrap Tire Fund, which is used to remove scrap tires from illegal dumps, roadsides and other places, as well as promote the recycling of tires, ADEM said in a press release.

“Improperly discarded old tires are an environmental hazard that can cause multiple problems,” ADEM Director Lance LeFleur said. “ADEM, working with our partners, is constantly looking for ways through various demonstration projects to create a market for old tires so they can be recycled rather than just thrown away.

This award is recognition of that work and our partnership with ADCNR and State Parks. Our thanks to our partners and, of course, the Rubberized Asphalt Foundation for the award.”

Alabama State Parks, a division of ADCNR, added some of its own funds so the paving would cover more areas in the parks.

“We have invested a lot of resources and effort to improve the campsites, cottages and other amenities at the parks,” Conservation Commissioner Chris Blankenship said.

“The partnership with ADEM to use the rubber-modified asphalt to pave our roads complements what we have done and what we are continuing to do to upgrade these beautiful parks and make them even more appealing to our customers.

“Repurposing the old tires instead of sending them to a landfill is good for our environment and fits well with our sustainability initiatives in our State Parks. I appreciate the opportunities to work with ADEM to do good work in our beautiful state.”

ADCNR used $829,000 provided by a grant from ADEM in 2022 to repave roads and parking areas at Lake Guntersville and DeSoto state parks with RMA. This spring, ADCNR and ADEM held a ribbon-cutting at Joe Wheeler State Park for roads and parking areas newly repaved with the special asphalt, a project funded by a $1.16 million ADEM grant.

EXECUTING RUBBERIZED PROJECTS

Studies have provided a long list of advantages to using asphalt made with recycled tires, including a quiet, smooth ride for taxpayers. RMA has been shown to reduce tire wear for the end user and offer

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LEFT: ADEM, State Parks and ADCNR received a national award for partnering to use recycled tires in resurfacing road projects. RIGHT: The Guntersville campground receives more than 500,000 visitors per year, proving the use of RMA took place in high-visibility areas.

LEFT: The parking areas at the lodge, marina, cottage area and golf course pro shop at the Joe Wheeler State Park amounted to approximately 162,000 square feet of surfacing. RIGHT: At the Joe Wheeler State Park in spring 2024, the main roads were resurfaced using a balanced mix design (BMD) with recycled rubber additive.

good traction and reduced misting on wet roads, among other benefits that can be reviewed at the Rubberized Asphalt Foundation’s website. To take advantage of these benefits, the Alabama agencies repaved three areas.

At the Joe Wheeler State Park in spring 2024, the main roads were resurfaced using a balanced mix design (BMD) with recycled rubber additive, according to a spokesperson from ADEM’s office of external affairs. The roads are the principal roads used by the public to access the park’s lodge, campground, day use area, trail system, and large 150-space boat launch area, ADEM shared. The agency stated the park annually hosts about 300,000 visitors and provides one of the largest marina facilities on the Tennessee River system.

26 | DECEMBER 2024

That project, using 8,999 tons of asphalt, kept over 103,000 pounds of scrap tire material out of landfills.

“The parking areas at the lodge, marina, cottage area and golf course pro shop, which amount to approximately 162,000 square feet of surfacing, were resurfaced with RMA,” ADEM shared. “There were 103,997 pounds of tire material used. Grayson Carter & Son Contracting performed the work.”

In the end, 6.5 miles of roadways were resurfaced, in addition to the parking areas.

ADEM’s spokesperson explained the Lake Guntersville and DeSoto State Park items were completed together as a single project with several roads within the parks resurfaced using a balanced mix design (BMD) with recycled rubber additive.

These projects used 7,225 tons of asphalt

and kept over 52,000 pounds of scrap tire material out of landfills.

“These projects are highly visible to the public with Guntersville campground receiving more than 500,000 visitors per year,” ADEM shared. “52,800 pounds of tire material was used. Wiregrass Construction performed the paving.”

In the end, 4.9 miles of roadways were resurfaced, in addition to the parking lot.

With the success of using RMA in award-winning partnership, ADEM will continue the sustainable practice. In addition to the State Parks projects, ADEM announced earlier this year that it was awarding more than $1.3 million from the Scrap Tire Fund to St. Clair County to repave a portion of Annie Lee Road near Moody with rubber-modified asphalt.

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National Grid Demos Carbon-Sequestered Mix

Workers sawcut a 4-foot by 4-foot area and cleaned the edges to prepare the demonstration of Modern Hydrogen’s product. Once the HMA with Modern Asphalt was blended and placed, it was smoothed and graded with hand tools. Final compaction was accomplished with a vibratory roller. Photos courtesy of Modern Hydrogen FROM MODERN HYDROGEN

T

his case study of National Grid’s use of Modern Hydrogen’s carbon-sequestered asphalt in New York offers a look at sustainability in the pavement maintenance sphere. In a live demonstration at National Grid’s facility in Long Island on Sept. 30, 2024, Modern Hydrogen showcased its carbon-sequestering asphalt, Modern Asphalt, for the first time in the Northeast.

The technology integrates captured carbon into the asphalt mix and replaces a portion of the bitumen, offering a sustainable solution for decarbonizing road construction. Policymakers, labor unions, asphalt contractors and others came out to view the demonstration and ask questions, as this demonstration aimed to highlight a scalable approach that could be used by Department of Public Works (DPW) and Department of Transportation (DOT) teams in the region.

28 | DECEMBER 2024

DECARBONIZE ASPHALT PRODUCTION

In New York, over 18.5 million tons of asphalt are produced annually and the traditional asphalt binders used in that production are derived from crude oil. Reducing the carbon footprint of road construction requires innovative approaches like the one demonstrated

by Modern Hydrogen. This event marks a milestone, as it is the first demonstration of carbon-sequestering asphalt in the Northeast.

At the event, which brought together regional DPW and DOT officials, engineers, and asphalt producers, the team from Modern Hydrogen introduced its carbon-sequestration technology. This process captures carbon from natural gas and renewable natural gas (RNG) and integrates it into the asphalt binder. By replacing a portion of the bitumen in asphalt, Modern Asphalt locks carbon away from the atmosphere, aligning with New York State’s ambitious climate goals.

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THE ROAD AHEAD: A SCALABLE SOLUTION

With the successful demonstration of Modern Carbon, Tony Tata stated, “Municipalities and asphalt producers now have a scalable solution to reduce emissions during production while using lowercarbon input materials.”

DEMONSTRATE INNOVATION

The demo showcased the practical application of Modern Asphalt by paving a 4x4-foot patch with hot-mix asphalt (HMA) containing 10 pounds of carbon derived from RNG. Key stakeholders and officials, including representatives from National Grid, Rason Materials, Nassau County DPW, Suffolk County DPW, highway engineers, and union leaders, witnessed firsthand how Modern Carbon was seamlessly incorporated into the asphalt mix.

Rason Materials and New York Paving handled the project’s execution. Michael Baba, senior product development manager for Modern Hydrogen, explained, “Rason Materials produced the asphalt. It was delivered in a truck as virgin material, with the final step of blending in Modern Carbon done on-site.”

To prepare the existing patch of damaged asphalt, Baba explained the contractor sawcut the 4-foot by 4-foot area and cleaned the edges. Next, the subgrade was leveled and compacted.

The crew elected not to use tack as it was deemed unnecessary.

Baba explained: “No tack was required to be put down. Rason’s virgin HMA blended with Modern Carbon does not need it.”

Once the HMA with Modern Asphalt was blended and placed in the patch area, “it was smoothed and graded with rakes,” Baba said.

“Final compaction was done with a vibratory roll compactor.”

Baba shared the ambient temperature on the day of the demonstration was around 70F and the mix performed as expected. “Workability was as expected for a standard HMA.” The event sparked excitement about the potential of the technology, with Matthew Aracich, president of the Building and Construc30 | DECEMBER 2024

Modern Hydrogen’s demonstration showed the technical feasibility of carbon-sequestering asphalt. For every ton of Modern Carbon integrated into asphalt, approximately 3.66 tons of CO2 emissions are prevented from entering the atmosphere. Read more about that in the white paper titled “Modern Carbon Slashes HMA Emissions and Costs” at TheAsphaltPro.com. (https://theasphaltpro.com/ modern-carbon-slashes-hma-emissions-costs-white-paper/) Tony Tata, senior advisor for Infrastructure and Energy Security at Modern Hydrogen and former secretary of transportation of North Carolina, remarked, “Today’s demonstration represents a major milestone for the industry. Municipalities and asphalt producers now have a scalable solution to reduce emissions during production while using lower-carbon input materials.” The event underscored the importance of innovation in achieving global and regional climate goals.

With the success of the demo in Long Island, Modern Hydrogen plans to expand the application of its technology across the Northeast and beyond. The company is already looking ahead to scaling the technology for broader implementation.

“As the demand for low-CO2 paving materials continues to grow, municipalities and asphalt producers have two key levers to reduce emissions: first, by targeting the emissions generated during asphalt production, and second, by using input materials that inherently have a lower carbon footprint,” said Tata.

LEARN MORE Technical Insights for Asphalt Producers Throughout the Long Island demonstration, technical questions from asphalt professionals provided valuable insights into the performance and feasibility of Modern Asphalt. Several key areas were addressed: • Recyclability of Carbon-Modified Asphalt: Modern Asphalt retains the recyclability of standard HMA blends, as the carbon does not chemically modify the binder. This means that the carbon-sequestering asphalt can be recycled similarly to traditional asphalt.

• Impact on Reclaimed Asphalt Pavement (RAP): Modern Hydrogen has successfully tested asphalt mixes that include 40% RAP without any negative impact. Following balanced mix design (BMD) principles ensures high performance, even with the addition of carbon.

• Compaction and Flowability: Testing conducted by the University of Wisconsin’s Modified Asphalt Research Center showed carbon-modified asphalt maintains similar compaction and flow characteristics as standard asphalt mixes. The compaction curve remained consistent, even at varying temperatures.

• Health and Environmental Considerations: Another concern raised was whether the inclusion of carbon in the asphalt would create environmental or health risks during recycling or use.

Modern Hydrogen’s team assured attendees that once integrated into the asphalt, the carbon is permanently sequestered.

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Superior Construction Wins ARTBA Glass Hammer Award FROM SUPERIOR CONSTRUCTION

S

uperior Construction, an American family-owned infrastructure contractor, headquartered in Jacksonville, Florida, is a 2024 winner of the American Road & Transportation Builders Association (ARTBA) Glass Hammer Award.

The association gives the annual award to companies in the transportation construction industry that use innovative programs and activities to promote women leaders within their businesses.

In 2022, at the request of CEO Nick Largura, Superior Construction launched the Superior Women in Construction (SWiC) initiative. The internal talent development program empowers women and drives innovation. It was designed in collaboration with a certified executive and team coach to promote a diverse leadership pipeline and access a broader range of talent aligning with Superior’s mission and vision.

In the inaugural year, company executives selected 11 rising women leaders to take part in the pilot program. The women had access to monthly group coaching on leadership topics, individual career coaching sessions, a mentor program and opportunities to learn about various parts of the construction industry. They also completed team projects centered around creating value for Superior Construction.

“The mentorship was especially helpful because it gave me greater access to various aspects of our company and business operations,” said SWiC member Amy Henningfield, who has been with Superior since 2011.

As part of the program, SWiC members were encouraged to volunteer with organizations working to advance and empower women in construction, including industry-related associations and local community groups. Among other activi34 | DECEMBER 2024

Members of the SWiC steering committee accepted the 2024 Glass Hammer Award at ARTBA’s national convention conference in Amelia Island, Florida. Photo courtesy of Superior Construction

ties, SWiC members attended numerous high school and university career fairs to increase awareness about roles for women in the construction industry. They took part in a non-traditional employment workshop to introduce construction career possibilities to eighth-grade girls. In addition, members spoke at an American Heart Association Women in Science, Technology, Engineering, Arts and Mathematics (STEAM) event.

The inaugural SWiC program members graduated in fall 2023. Many of them are now on the SWiC steering committee.

Members of the second SWiC class are currently completing their year-long program.

In launching SWiC, Superior Construction

has created a program it hopes will become an industry standard and generate more advocates for women in construction.

First established in 1923 as the J Largura Company, the now fourth-generation family business evolved into Superior Construction by 1938. Throughout its history, the company’s foundation has always been building the infrastructure of America, successfully delivering projects across numerous delivery methods, with a specialty in design-build. Superior provides unique design solutions, forward-thinking technology, and a safe work environment to create the most value for clients, employees and the community. For more information, visit superiorconstruction.com.

FRESH PAVEMENT FOR PAGO PAGO SARAH REDOHL

36 | DECEMBER 2024

P

Paving on a remote island in the Pacific might sound like a dream job, but paving in paradise presents its own challenges.

Paving consultant Benjamin Everett and the crew of About Asphalt Limited, Auckland, New Zealand, faced formidable challenges while upgrading Runway 5/23 (Phase 3) at Pago Pago International Airport in American Samoa.

Alongside general contractor McConnell Dowell Limited of Melbourne, Australia, Everett’s crew has contended with unpredictable tropical storms, corrosive salt-laden air, and the lack of local infrastructure or vendors to supply essential materials and equipment. Every detail had to be planned meticulously, from securing the right machinery to implementing preventive maintenance strategies to combat the harsh coastal environment.

Despite these hurdles, the crew has been steadily progressing on the project since September 2022, led by general contractor McConnell Dowell Limited, with the Government of American Samoa and the Department of Port Administration of American Samoa as the clients.

The rehabilitation involved a 3-inch mill and inlay of the runway and re-profiling of the shoulders to meet FAA standards. The project, expected to be completed by November 2024, also included upgrades to the taxiways and blast pads, ensuring enhanced safety and performance for the airport.

Everett shared the details of how his crew overcame the challenges this project presented in order to provide a quality pavement for Pago Pago.

The 3-inch mill and inlay on the runway, as well as shoulder reprofiling and significant buildup with asphalt, aimed to correct the pavement’s crossfall and bring the runway up to current FAA requirements, Everett said.

The first step was to build up the shoulders ahead of the runway removal and replacement, in order to pave low to high, Everett said, “and create a shingle effect with the longitudinal joints to ensure water runoff was not impeded.” For this work, About Asphalt used its Vogele Super 1800-3 with tamping screed. “The other reason for placing the low side first was confinement from the previously placed mats prevents mat creep under the compactors.”

According to Everett, this methodology worked well at avoiding lateral displacement of material and maintaining the correct mat thickness. “It has been my experience on previous projects that placement of runs high to low inevitably tends to end up with a thinner, wider mat after compaction due to no downhill confinement,” he said. “Also, to ensure proper compaction against previously placed cold mats (such as the shoulder longitudinal joint) it’s necessary to leave the finished mat around ⅛ inch higher than the cold joint being matched to avoid bridging of the steel roller drums on the existing cold mat, plus it ensures proper water runoff down the slope.”

The depths for this part of the project varied, “as the existing profile was often up and down in the longitudinal plane, as well as the transverse grade,” Everett said. “It had to be built up in multiple layers, which often had to be feathered out to nothing.” There were also some high areas that had to be milled out to ensure correct depth of the new layers.

“The only consistent thing about it was that it was inconsistent, but we nailed it and got it shaped up well.”

Once the shoulder work was done, Everett’s crew milled the runway surface to grade with its Wirtgen W 210, an older twin-engine model with a 2-meter or 6.56-foot cutter. “That entailed quite a lot of intensive The 3-inch mill and inlay on the runway, as well as shoulder reprofiling and significant buildup with asphalt, aimed to correct the pavement’s crossfall and bring the runway up to current FAA requirements.

WWW.THEASPHALTPRO.COM | 37

TOP: About Asphalt’s crew has significant experience on complex airport projects in New Zealand, Australia, Papua New Guinea, Rarotonga, Kiribati, Qatar, Kuwait and American Samoa. BOTTOM: Everett’s crew milled the runway surface to grade with its Wirtgen W 210, an older twin-engine model with a 2-meter or 6.56-foot cutter.

38 | DECEMBER 2024

LEFT: Everett’s crew had to contend with corrosive salt-laden air impacting its equipment and the lack of local infrastructure or vendors to supply essential materials and equipment. RIGHT: The breakdown roller on the project was a Bomag BW151AD tandem vibratory steel, the pneumatic tire roller was an Ammann AP240 ballasted to 26.45 tons, and the finish roller was a Hamm HD90 tandem vibratory steel drum roller.

surveying and was variable in the thickness that was cut,” Everett said.

Each night, the crew milled out 328 lineal feet to the determined depth along one half of the 73.82-foot-wide runway. The next shift, the crew would apply the same methodology to the opposite side of the runway, Everett said, “to keep things squared up as we moved steadily along.”

Next, the crew applied a standard emulsion-based tack at a residual rate of 0.04 to 0.08 gallons per square yard. Then came About Asphalt’s Caterpillar AP500E paver (fed by a Roadtec SB2500D with a Roadtec hopper insert in the Cat paver), this time with Vers-A-Mat AS2252C 8-foot front mount screed to pave 3 inches on the runway and 2.5 inches on the shoulders in 12.3-foot-wide runs. Everett’s automatic grade and slope system of choice for the project was a T.F. Technologies dual grade G224 sonic ski system.

Although the 8-foot screed with built-in extensions could be extended to 10 feet wide, Everett permanently outfitted the paver with 1-foot bolton screed extensions on each side, “which worked well for the 12.3-foot paving runs,” he said. “It also had 1-foot bolt-on auger extensions on either side permanently mounted to ensure the distance from the ends of each auger to the end gates was not exceeding 18 inches to help manage the 3/4-inch material and to keep segregation in check.”

The breakdown roller on the project was a Bomag BW151AD tandem vibratory steel, the pneumatic tire roller was an Ammann AP240 ballasted to 26.45 tons, and the finish roller was a Hamm HD90 tandem vibratory steel drum roller.

About Asphalt’s crew has significant experience on complex airport projects in New Zealand, Australia, Papua New Guinea, Rarotonga, Kiribati, Qatar, Kuwait and American Samoa. Despite the crew’s experience with airport paving in a variety of destinations, the Pago Pago project brought unique challenges.

In spite of the variety of challenges the crew faced, Everett said the project is wrapping up slowly but steadily and is expected to be completed by mid-November.

WWW.THEASPHALTPRO.COM | 39

LEFT: About Asphalt used its Caterpillar AP500E paver to pave 3 inches on the runway and 2.5 inches on the shoulders in 12.3-foot-wide runs.

RIGHT: The crew applied a standard emulsion-based tack at a residual rate of 0.04 to 0.08 gallons per square yard and used a Roadtec SB2500D shuttle buggy to feed the paver.

LEFT: The mix for phase 3 of the Runway 5/23 project at Pago Pago International Airport was a standard FAA type designed in accordance with the requirements and recommendations of the Asphalt Institute MS-2 Mix Design Manual, 7th Edition. RIGHT: Everett’s automatic grade and slope system of choice for the project was a T.F. Technologies dual grade G224 sonic ski system.

“The weather was very challenging, as American Samoa is coastal and subject to frequent tropical cyclones and other events that produce inclement weather,” Everett said. Furthermore, as a remote tropical island with a population of roughly 50,000 people, Everett said American Samoa lacked the infrastructure, support services and vendors typically available on the U.S. mainland or larger Pacific nations like Australia and New Zealand. “We basically needed to think of everything and bring it along, because we can’t just nip down the road to a dealership to get items that we might need.”

The crew also had to contend with the effects of salt-laden air and the damaging and corrosive effect this had on equipment components. “We had to work out strategies to mitigate this, such as regular washing and wrapping hydraulic ram spears and things of this nature and routine treating with lubricants and corrosion inhibitors,” Everett said.

In spite of the variety of challenges the crew faced, Everett said the project is wrapping up slowly but steadily and is expected to be completed by mid-November.

40 | DECEMBER 2024

However, Everett said the success of the project could not have been achieved without Timani Samau (previous American Samoa branch manager for McConnell Dowell) and Apenisa ‘Ben’ Maraivalu (project engineer for McConnell Dowell). “Without them, this project would not have been possible (or nearly as successful as it was),” he said.

“I also could not have delivered this complex project without the dedicated help of five of my best and most skilled right hand men,” Everett said, “some of whom worked for my parents’ business more than 35 years ago and taught me a lot of the skills I have today!”

Everett gave special thanks to his MTV and paver operator Eddie, milling machine supervisor/operator Teuea, skid steer and roller operator Dante, screed and broom operator Rolando, and skilled mechanic and technician Josh, “without whom none of the gear would have worked as well as it did and kept going so steadily.”

Despite the unique challenges Pago Pago presented, ultimately it was teamwork and experience that saw the About Asphalt team through.

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EXPAND INTO PRODUCTION

Ron Heap of Tarmac International Inc., Kansas City, Missouri, once explained incremental production improvement with recycled asphalt pavement (RAP) percentages or tonnage per hour can be achieved via something as simple as improving efficiency in the drying process. As Malcolm Swanson of e5 Engineers outlined in this article, giving attention to dryer flights is important. Tarmac personnel also look to the outside of the drum. One of Heap’s clients achieved success by installing a knock-out box over the dryer, as seen in the photo, that allowed fines to enter the RAP collar with a gravity chute instead of using augers coming from the baghouse. Photo courtesy of Tarmac International

Make Your Plant Efficient, Part 1 Industry veterans offer real-world scenarios for planning or updating efficiencies to make your asphalt plant its most sustainable and cost-effective operation.

BY SANDY LENDER

Editor’s Note: For 2024, AsphaltPro Magazine allows experts in the industry to share how to expand your operations to the next phase of business. Are you ready to build or update your own hot-mix asphalt (HMA) plant? Let’s turn to some professionals who have equipment, services, software and tenure to help you expand to mix design, production, hauling and more. This month’s installment takes a deep dive into the environmentally responsible task of finding and implementing tactics that reduce carbon and increase efficiencies throughout your HMA plant.

42 | DECEMBER 2024

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or our final two-part installment of 2024 in the series on expanding your asphalt business, we’re looking specifically at reducing your carbon and environmental footprint at the hot-mix asphalt (HMA) plant. No two plants are alike, but of course similarities abound. Those constants help us identify scenarios wherein problems can be averted and best practices implemented. For example, at one of the many National Asphalt Pavement Association (NAPA) environmental committee meetings I’ve attended, Ron Sines of CRH shared with the attendees his top “quick tip” of turning off the lights.

No matter which component you’ll put on a variable frequency drive (VFD), the electronics must be installed with care. The drives and their wiring must be located in a dust-free, cool environment. Photo courtesy Patrick Ahern of Ahern Industries

Every asphalt plant that runs past dusk will turn on the lights for safe operation. When the sun comes up, leaving the lights on is a waste of energy as well as utility budget. Doesn’t that sound simple?

Sines has stated that it’s an easy fix for a plant manager to put lights on a timer but it’s not a fix that everyone stops and thinks about.

In the August 2020 issue of AsphaltPro, we reported on the ENERGY STAR program that NAPA and the U.S. Environmental Protection Agency (EPA) were introducing to the asphalt industry. The article at https://theasphaltpro.com/articles/how-to-be-an-energy-star/ includes the “treasure hunt” concept that helps asphalt producers discover simple-to-complex energy savings like the one Sines starts with when decreasing a plant’s environmental footprint.

If you’re in the planning phase of setting up your plant, which is the spirit of the Expand Your Business series, you may not be ready to conduct a treasure hunt in a full-fledged ENERGY STAR capacity. Instead, let’s take a look at the laundry list of great ideas industry veterans like Greg Renegar of Astec Industries, James M. (Jay) Winford, Jr., and Troy Bollich of Prairie Contractors LLC, and Malcolm Swanson of E5 Engineers can add to Sines’ advice above. And as you read this article online, share on our social media platforms the tips you would add to this discussion to showcase your industry knowledge as well.

clude the energy and sustainability discussion. Astec’s vice president, customer service, Renegar, wrote in Part 2 of this feature, “a second sustainability/energy efficiency revolution has started” whereby producers are focusing on where heat can be saved or used more effectively.

For Part 1 of this feature, we’ll look at all manner of energy savings, including heat, to explore areas where producers can improve operations while cutting down on wasteful “emissions.” Winford reminded readers of the brochure NAPA published in 2008. The “101 Ideas to Reduce Costs and Enhance Revenue,” written by Kent Hansen and Roger Sandberg, is available at the NAPA store and includes a list of common-sense tweaks and best practices that a committee of producers shared in the spirit of helping the industry during a fiscally challenging time.

While making upgrades and changes to an asphalt plant is certainly not a game, Winford shared that it doesn’t have to be drudgery either, saying it can be fun to find ways to save money at the plant. “Even if every little incremental change saves a nickel, that adds up to a large amount of savings over a decade because we run such volumes,” Winford said. “The best ways to learn are to visit a best-in-class peer, go to an Astec School and read the AsphaltPro Magazine.”

ACCESS INDUSTRY RESOURCES

If you’re assembling your new HMA facility this winter, the asphalt industry has resources to assist you in making it an efficient operation.

But how does the industry define efficiency? Over the past few years, you might have heard the word “efficiency” shifting in meaning to in-

DOWNLOAD YOUR OWN PLANT MAINTENANCE CHECKLIST FROM HTTPS://THEASPHALTPRO.COM/ PLANT-MAINTENANCE-CHECKLIST-DOWNLOAD/ WWW.THEASPHALTPRO.COM | 43

TOP TIPS

Of course, we think those are great tips from Winford! We also like this list of 10 items he prepared for industry peers: 1. Eliminate air leaks.

2. Pave stockpiles.

3. Cover stockpiles where you can; especially the fine aggregate piles that are prone to higher moisture contents.

4. Insulate everything!

5. Use variable frequency drives where you can. (Editor’s note: Check out the in-depth article titled “Vary Your Energy Use, Increase Your Utility Savings” and see some of the non-traditional places you can make good use of VFDs from the January 2018 issue.)

6. Use more RAP. 7. Take advantage of excess sized materials at the quarry/pit.

8. Maintain proper levels in the silos.

9. Check aggregate/RAP moistures frequently and keep the plant moisture input accurate.

10. Make sure the plant is properly calibrated.

Winford expanded on the concept of RAP, specifically, sharing that not only is it good for the environment when we increase the percentages we use, but that increased use also gives us the opportunity to showcase that we’re engineering the stone back into a valuable product.

For example, Prairie Contractors is one of the producers in our industry that takes milled or fractured concrete and pays a nominal fee to have it crushed to be reused. Every recycled rock that finds its way to Prairie’s yard has a place in our infrastructure. And that’s a win for Prairie, for elected officials and for Louisiana DOT personnel to talk about.

Troy Bollich, the plants manager at Prairie Contractors, reminded readers that fractionating RAP also offers more opportunity. “The process of fractionating the RAP is very important to help in the plant’s efficiency and production.”

INDUSTRY AGREES ON EFFICIENCY POINTS

Swanson is the proprietor of e5 Engineers and shared the nuances of correct baghouse sizing in the December 2023 issue’s “Mix-andMatch Asphalt Plants” article, which you can read here: http://bit.ly/ 4flWGd2.

“As I wrote several months ago, mismatched components can stifle production,” Swanson said. “For instance, a baghouse that is too small for the dryer is the bottleneck to the whole plant system.”

There’s even more insight on this concept in Part 2 of this feature,

by Renegar, on page 46.

Bollich turned to baghouse efficiency when discussing shoring up areas against air leaks. When eliminating air leaks, also check the condition of the bags, Bollich suggested.

For the new plant site, you have the opportunity to slope and pave the area where you’ll build your stockpiles. Renegar shared, if your plant is in an area where rain is frequent, you can better manage aggregate moisture by sloping and paving under the wettest stockpiles. “The impact on energy efficiency and tons produced per day can be significant,” Renegar wrote. “The return on investment occurs quickly.”

Bollich suggested taking the extra time to slope the piles and training the wheel loader to pull material from the “higher” face.

This leads into best practices for your loader operator—you’ll want to train him or her to load from the dry side above the moisture line.

44 | DECEMBER 2024

Industry and entrepreneurs were concerned with NOx reduction back in 1977, the John Zink Company applied for U.S. Patent No. 4,004,875 to develop a low-NOx burner. A year and a half later, Robert Reed filed for a related invention patent to design a burner to control the fuel and air supply within the burner “such as to maintain a minimum value of NOx in the effluent gases” no matter the fluctuations in burning rate or air supply rate. Fast forward to the 2000s and more modern-day companies like Gencor Industries Inc., Orlando, are among those offering low-emissions burners, like the EQUINOX™ combustion system, to help producers meet efficiency ideals. The EQUINOX burner from Genco, under the Gencor umbrella, is completely pre-assembled on a steel unitized frame. Photo courtesy of Genco

“Take the time to explain to your loader man that he can make or break you on the day,” Bollich suggested. “Teaching the loader man to eat the material that is the driest even if it’s eating 2 feet or 3 feet up on the pile is important. A lot of them think it’s just their job to get the material from the pile to the bin. But explaining to them and including them in plant efficiency and operations is key. Remember, they sit in a loader all day without a lot of outside interaction.”

You also want to train incoming aggregate suppliers to dump material where it won’t contaminate the drier material. “This process goes hand in hand with trying to control plant moistures,” Bollich shared. “Moistures need to be checked at least twice a day, if possible. Incorrect moistures can cost you a lot in liquid if not input correctly.”

Moisture will also affect fuel use, as will temperature loss. Winford listed insulation as one of his top 10 efficiency points, and Bollich echoed that idea. “Insulate all asphalt piping. Once piping is insulated, you will need to retune your heater burner so this is running efficiently. Also, while the tech is there, have him tune the drum burner.”

Swanson reminded readers to assess the burner’s age and condition. “Older burner types that have little control of excess air and combustion efficiency are also a detriment to plant productivity and profitability.”

INCREASING THE USE OF RAP ALSO GIVES INDUSTRY THE OPPORTUNITY TO SHOWCASE THAT WE’RE ENGINEERING THE STONE BACK INTO A VALUABLE PRODUCT.

“Calibration is another forgotten key factor in plant efficiency,” Bollich shared. “Not only is it a huge cost savings but also can eliminate the lab tech from having to spend a lot of time trying to figure out mix design issues.” He explained one of the common factors in deducts on jobs can be linked back to plant calibration.

CALIBRATE EFFICIENCY With equipment tuned and calibrated, make good use of the VFDs. Bollich explained that putting the drum on a VFD can help in reducing the drying costs of material. “By speeding it up when it’s dry to slowing it down when it’s wet can save a lot on fuel consumption.”

When you put the drag slat on a VFD, you can expand its wear life. “One of the greatest expenses on a drag is reflooring it,” Bollich shared. “On the average, to redo a drag from material and labor is around $250,000. Slowing the drag down will reduce the wear on the floor and extend the life of the drag floor.”

Swanson also spoke of the opportunity producers have to save on costs and energy when focusing on the dryer and parameters there. “There are many dryers in the industry—and I am includ-

ing drum mixers in this context—that are not performing nearly as well as they could for a small variety of reasons. First, there really are not many good flight systems and some of the good ones are worn. Second, variable frequency drum drives are still not used on many drums and, actually, a VFD typically does not help with conventional flights. It usually only helps with the new generation of flights, the Astec V-Flight and the e5 Engineers FlexFlight, but, with those flights and some understanding of dewpoint temperature, the VFD offers big saving and production gains. It can be used to control baghouse temperature through an extreme range of mix designs including extremes of RAP content.”

One area the producer might overlook when it comes to improving the plant’s sustainability is communication and scheduling. Bollich shared that these elements are key to plant cost and efficiency.

For example, you want to have enough trucks on hand to keep the plant running at a steady pace.

“Also let the plant know what is needed in the future,” Bollich said. “Because once the plant is running, it’s in the plant’s best interest to run as long and as much as possible. Like storing mix for the following day, which goes under silo usage. In order for that to happen the foreman on the job site has to communicate with the plant.

Every time the plant starts and stops, the company will lose, on average, 4 to 8 tons of material.”

With the variety of components to double-check and best practices to implement, HMA producers have ample opportunity to enhance performance. Readers have myriad options for setting up a new facility, or updating an existing one, with efficiency in mind for their most sustainable operation.

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WWW.THEASPHALTPRO.COM | 45

EXPAND INTO PRODUCTION

The self-erecting surge silo (SESS) from Astec Industries is one of the options on the market that offers producers the opportunity to add storage for more efficient management of production. Photo courtesy of Astec

Make Your Plant Efficient, Part 2 Reduce your carbon footprint with best practices, optimized equipment, proper training

BY GREG RENEGAR

Editor’s Note: For 2024, AsphaltPro Magazine allows experts in the industry to share how to expand your operations to the next phase of business.

Are you ready to build or update your own hot-mix asphalt (HMA) plant?

Let’s turn to some professionals who have equipment, services, software and tenure to help you expand to mix design, production, hauling and more.

This installment from Greg Renegar, vice president, customer service at Astec Industries, dives into the environmentally responsible task of implementing tactics that reduce carbon and increase efficiencies throughout the plant.

I

t is possible to work hard at being more energy efficient and not really move the needle. It is also possible to create a culture of efficient plant operational behavior and have an efficient operation that requires little extra effort.

46 | DECEMBER 2024

The key is understanding your plant’s energy needs, knowing how to reduce required energy, reduce energy losses, and understanding how overall plant operations can have a significant impact on energy and profitability.

A sustainability / energy efficiency revolution has started, and this article discusses proven methods and strategies to use significantly less energy.

Producing asphalt with less energy requires understanding where the energy (heat) goes; how much goes into the mix, and how much escapes. In addition to minimizing hidden energy losses, there are operational strategies that can have a significant impact on overall energy consumption. The following suggestions will help producers minimize energy consumption per ton, maximize profitability and maintain high mix quality.

In this discussion, efficiency is defined as producing the greatest quantity of mix with minimal energy. Although the largest portion of the energy (heat) comes through the aggregate dryer burner, there are other plant-related activities that consume energy; e.g., liquid asphalt tank farm, front end loader, etc. For this discussion, the energy consumption considered will begin at the stockpiles and continue to the silo loadout.

Plant operation methodologies can certainly move the needle with respect to efficiency, but there are several efficiency basics that should be considered for every plant operation. Each topic below plays a part in maximizing plant efficiency.

• Operate at the lowest drum gas outlet temperature possible, but always stay safely above the dew point in the baghouse. Excessive stack gas temperature is wasted energy. Using variable frequency drive (VFD) technology to vary the speed of the aggregate dryer (with appropriate flighting) can minimize stack gas heat loss for each individual mix design and production rate.

• Ensure that the burner system is capable and tuned to operate with a balance of minimal excess combustion air and minimal CO emissions while not overheating the dryer shell. This will help minimize the fuel per ton and maximize the tons per hour.

The burner must be tuned to perform in the ranges encountered in day-to-day operation. Electronic air-to-fuel ratio control has an advantage over mechanical linkages in that the efficient burner output range can be maximized.

• Use VFD technology to replace outlet dampers on large centrifugal fan drives, like the baghouse exhaust fan. The electrical energy savings will be significant. There are other benefits as well.

Asphalt Pro 7x4.583 2023-10-19 OUTLINE.indd 1

• Manage the mix temperature. Address excessive mix temperatures, and when possible, use a warm-mix technology (foam or chemical) that allows lower mix production temperatures. A lower mix temperature means less energy is required. The impact can be significant. VFD technology can help keep drum exit gas temperatures above the baghouse dew point while running cooler mixes.

• Select the most economical, emission compliant, available fuel and use it well. For example, waste oil must be conditioned correctly, or it can significantly diminish anticipated fuel cost savings by damaging downstream equipment. Each fuel/burner combination has its own operational characteristics. It is important to be aware of those characteristics. For example, natural gas might be the preferred fuel, but some older technology burners do not completely burn natural gas at higher firing rates.

• Insulate everything too hot to touch on the asphalt tank farm/ hot oil system. When this is not done energy “trickles” away hour by hour.

• Do not neglect hot oil system burner tuning. It is a relatively small burner, but it runs much of the time. Also, recover otherwise wasted heat in the hot oil heater exhaust with available heat exchanger solutions.

• Manage waste mix by minimizing production stops and starts.

Start-up and shutdown at the same low production rate to reduce waste. Covering material in the cold feed bins if rain threatens also helps reduce waste mix.

• Design the plant site to minimize front-end-loader operation.

10/20/2023 8:08:01 AM

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HOW TO RUN A PLANT

Next, two schools of thought regarding how to operate an asphalt plant for maximum efficiency will be examined.

One school of thought is to simply keep the plant running throughout the day, faster or slower, depending on how the day develops. In this scenario, midstream stops/starts are avoided as well as stops and starts where the plant is cleaned out.

Many plant production managers follow this simple methodology because it allows flexibility for unpredictable production demands, produces a higher quality of mix via the steady state flow of mix constituents, and minimizes the risk of unscheduled downtime. Although this strategy is flexible, it is typically reactionary. Often little is done to proactively create conditions where a more efficient operation can occur.

Another school of thought is to run the day’s production at the highest production rate possible and store the mix until needed. The goal is to produce at a rate where the plant is most efficient. This assumes that plants run more efficiently closer to the rated production.

A 2,500-ton day might look like 6.25 hours of production at 400 tph versus 8 hours at 313 tph.

Regarding which school of thought is best, it depends on the plant equipment capabilities, training and local market constraints.

The simplest production scenario is knowing the mix type(s) and quantity(s) required for a day’s production and having adequate surge/storage capacity.

With this ideal scenario, one could make a case for the production methodology of running at the highest efficient production rate and storing the mix until needed.

The most efficient production rate will depend on several factors, which vary from plant to plant. It will be a balance of the highest production rate and the lowest drum exit gas temperature. Also, for this to be the most efficient condition, the burner must also have a balance of the correct amount of combustion air (too much is bad, and too little is bad) and low CO emissions. This requires having the right burner technology, controls, maintenance and adjustment.

For example, if the plant can produce 360 tph, but the stack temperature is 300°F, that is probably not the most efficient operational condition. If the stack temperature is, say, 220°F at a lower tph, then that might be a more efficient point from an energy (fuel) consumption viewpoint.

One could operate at the more efficient, lower production rate or take steps to lower the stack temperature at 360 tph, thus becoming more thermically efficient. If a lower production rate is the most energy efficient condition, one must consider the effect of taking longer to make the mix and the amount of mix that can be supplied in a day/week/year.

Higher level business “efficiencies” could mean the plant should operate at a less-than-optimal condition from a thermal energy consumption viewpoint. Optimizing a single efficiency (plant or business) might not be the best course of action in every situation. The goal is to have the equipment technology and training provide optimized plant production (high tph and high efficiency) simultaneously with optimum business efficiencies.

48 | DECEMBER 2024

Electrical efficiency is another factor to consider. Once the large centrifugal fan drives use VFD technology, the most electrically efficient production rate is where the electrical motors, without VFD drives, are operating between 75% and 100% of rated load. It is important for the electrical power factor (how efficiently electricity is being used) to be high enough to avoid excessive utility bills as well as utility penalties.

The second production scenario is when the mix type and mix quantity is known, but there is not sufficient silo/surge capacity to produce the mix at the maximum production rate. In this case, the best one can do is produce the mix at a production rate that balances demand and silo capacity but keeps the plant running at steady state as much as possible.

Maximum plant energy efficiency in this scenario results from a handful of best conditions: • Running steady (no stops) • Burner efficiency • Dryer heat transfer being efficient at different production rates. In other words, getting the heat into the aggregate while maintaining low stack temperature.

This can be very difficult to accomplish with older plant technology, but is the methodology followed by many production managers. It balances production output, efficiency and mix quality.

When multiple mix designs must be produced from a continuous plant, the most efficient way to operate is to start out producing the finer mixes, and transition to the coarser mixes. The reason for this is to make “on-the-fly” mix changes where the larger aggregate cannot contaminate the next mix being produced. A modicum of communication and planning is required to obtain this degree of efficiency.

One successful contractor was quoted as saying, “We aren’t the best communicators in the world, but we at least try to know what we have to produce the next day.”

Even after communicating as much as possible, changes will occur, but having an idea about mixes and quantities still helps plan for the most efficient production day.

The final scenario describes a very efficient asphalt plant operation. Note that in this last scenario, the energy basics have been addressed; therefore, there is little energy “left on the table.”

• The day starts with silos full of mix produced the previous afternoon. This would have kept the plant running, filling silos, even if the plant was “on hold” while a paving crew determined the final amount of mix needed to finish the previous day.

• Communication with internal and external customers makes it possible for the first round of trucks to depart with mix made the day prior.

• Even if you experience a plant issue that delays start-up, trucks can be loaded with stored mix while it is being addressed.

• The first mix production of the day can be started with only a couple of tons of waste. This can be taken to the RAP pile to be “trickled” in later.

THE GOAL IS TO HAVE THE EQUIPMENT TECHNOLOGY AND TRAINING PROVIDE OPTIMIZED PLANT PRODUCTION (HIGH TPH AND HIGH EFFICIENCY) SIMULTANEOUSLY WITH OPTIMUM BUSINESS EFFICIENCIES. • The day’s production was planned with the finer mixes being made before the coarser mixes so the changes could be made “on-the-fly.”

• There is enough silo capacity to enable transitioning from one mix to another without stopping the plant.

• The day starts with one dedicated silo filled with a fine mix for the private customers who arrive unannounced so they can be serviced quickly. Quick service ensures continued business.

• As the day’s production demands wind down, the plant fills the silos for the first round of trucks the next morning. If the jobs are rained out, the mix can be stored until the weather clears.

• The plant is shut down at a low production rate (same as start-up) and only produces a couple of tons of waste.

• If rain is forecast overnight, the cold feed bins can be covered.

Without a change in moisture in the start-up aggregate, the operator knows where the burner needs to be to start up with minimal waste.

This final scenario illustrates what a very efficient asphalt operation can look like. There is no new technology that makes efficiency suddenly appear. The efficiency is simply a result of taking care of the basics and operating with common sense.

In summary, there are several facets to maximizing plant efficiency.

There are the energy “basics,” some of which are listed above, that every plant operation should consider. Some are major and some are minor depending on each plant/market situation. There are equipment requirements, such as the drying system, exhaust system, storage/surge capacity. There are training requirements so the production manager, plant operator and loader operator understand the “whys.”

There are management requirements to ensure correct actions occur consistently. No efficiency “basic” or methodology is effective without consistent action.

In general, plant efficiencies that are behavior-dependent can be maximized by the three “Rs.” • Record: Anything that is recorded receives more attention.

• Review: Review progress of that which is recorded. This heightens attention to the next level.

• Reward: Done well, this can not only keep efficient behaviors in place, but result in additional efficiencies.

As the asphalt industry continues to hyper-focus on energy efficiency and sustainability, it is important that there is a thorough understanding of the factors that can make a real difference. The good news for producers is that energy efficiency and sustainability can increase quality and profitability. The good news for the public is that energy efficiency and sustainability increase the miles of paving possible for each tax dollar.

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mikeb@butlerjustice.com WWW.THEASPHALTPRO.COM | 49

P R O D U C T GA L L E RY

Lab Products for Mix Design FROM ASPHALTPRO STAFF

W

ith the increased interest in cold central plant recycling (CCPR), the asphalt industry turns again to the concept of “foaming” asphalt and what reduced emissions benefits this technology offers. To assist in the design and testing of mixes using foamed asphalt, a handful of companies manufacture lab equipment for quality control/quality assurance (QC/QA). In this month’s product gallery, we focus specifically on lab equipment, and we include those devices that address foaming excellence.

Below, also take a look at those pieces of equipment that assist with balanced mix design (BMD) and other important performance testing. While many shops and platforms sell or distribute lab devices, it takes a little sleuthing to find the facts from the entities who designed and tested the original equipment—even some who branch out to include "friendly rival” products in their offerings.

In the January issue, we’ll return to listing new and updated products for paving, pavement maintenance and mix production professionals in alternating editions of AsphaltPro. Check out the product gallery tab on www.TheAsphaltPro.com for past listings you may have missed!

ATS

Applied Test Systems, Butler, Pennsylvania, has introduced a new system for Creep and Stress Rupture testing—its SIGMA Testing System.

The company’s website states, “SIGMA is a revolutionary step for WinCCS plus first and second-generation controllers, which have been in use at major testing facilities world over for thirty plus years. The SIGMA system retains WinCCS as the control software, while introducing the new third-generation SIGMA controller, along with new SIGMA testing machines. The SIGMA system is backwards compatible with previous controllers and data to protect your company’s investment in existing WinCCS systems.”

The SIGMA Testing System is an automated system the lab tech uses to perform creep, stress rupture, The SIGMA Series 2610 is now available from Applied Test Systems.

50 | DECEMBER 2024

constant strain and stress relaxation testing. It’s comprised of three parts: • the WinCCS SIGMA control software; • the SIGMA test controller; and • various test machines (based on end user requirements).

ATS offers the SIGMA Series 2320 & Series 2610 machines. The SIGMA Controller is microprocessor-based and controls SIGMA Test Machines' specimen temperature, stress/strain, and the measurement and collection of data. Once the test has been started by the WinCCS SIGMA control software, the SIGMA Controllers are completely self-sufficient and can run the test to completion without further intervention by the host PC, according to the manufacturer. To compliment the SIGMA Controller, an improved SIGMA user terminal has been introduced that has many new features, which include OLED high visibility display and machine jog up/ down buttons for easy setup.

For more information, contact (724) 283-1212 or visit www.atspa.com

FORNEY

Forney LP, Zelienople, Pennsylvania, offers analog and digital centrifuge extractors from the Ploog Engineering Co. The extractors range from the 3000 g Analog (220V/50Hz) to the 1500 g Digital (115V/60Hz) and a variety in between. The devices are used for quantitative determinations of liquid asphalt cement (AC) in HMA paving mixes. If you’re trying to meet ASTM D2172, develop a mix for state specs, determine acceptances, perform research and so on, call on Finley to help you select the right centrifuge extractor for the job.

For more information, call sales@forneyonline.com at (800) 367-6397.

HUMBOLDT

Humboldt Mfg. Co, Elgin, Illinois, manufacturers and offers penetrometers for asphalt binder testing. They are used extensively in asphalt binder evaluations, and other bituminous materials, cement, mortar, petrolatum, waxes, as well as food, cosmetics and pharmaceutical products, according to the manufacturer. They come in three designs, in addition to a lighter, smaller portable penetrometer.

The H-1200 Universal Penetrometer provides a basic precision penetrometer function with its 5-inch diameter, dial indicator, which is graduated in 400 divisions of 0.1mm, corresponding to a 40-mm penetration reading. It provides a zero preset for eliminating reading errors. A large variety of penetration needles are available to accommodate any type of penetration testing.

The H-1240 Electric Penetrometer builds on the basic design by adding an automatic, digital timer. The timer’s release mechanism is switchable between seconds, minutes and hours and accommodates setting to 1/10th of a second intervals. The penetrometer’s plunger is released with a button push and automatically stops at the pre-set time duration.

The 1240DA Digital Penetrometer incorporates a digital gauge for the penetrometer, as well as an auto, digital timer. The use of a digital timer and gauge is designed to provide accurate timing of tests with an auto

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Visit our website at theasphaltpro.com for exclusive content, including videos demonstrating equipment or showcasing various projects and blog posts covering the latest industry news. theasphaltpro.com Join us on Facebook, Instagram, X and LinkedIn for daily tips to improve performance, asphalt industry history and trivia, construction humor, and news and happenings. facebook.com/AsphaltPro instagram.com/theasphaltpro @AsphaltPro linkedin.com/company/asphalt-pro-magazine Sign up for our weekly Toolbox Tip emails to inspire your daily toolbox talks.

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P R O D U C T GA L L E RY stop feature, as well as precise, at-a-glance readings during and at the end of the test.

All three of these Humboldt Penetrometers can accommodate any needle or cone plunger that has a 1-1/8th-inch (3-mm) diameter stem. All three feature a 47.5-g plunger assembly, two additional loading weights (50-g and 100-g) and a standard 2.5-g ASTM D 5 needle.

For more information, call (800) 544-7220.

WINTER

MAINTENANCE

PTI

Pavement Technology Inc., Covington, Georgia, offers a number of asphalt testing devices, including the Warm Mix Asphalt Laboratory Foaming System, which is designed to allow a user to run foam mix asphalt mixes in the lab. Its control system allows a user to pre-set temperatures, flow rates (water and asphalt), air pressures, etc. The foaming unit can be used in tandem with the single or double pugmill mixer, using a high-temp plastic bag, which can be discarded at the end of a foaming cycle.

The foamer height is adjustable and can be set to deposit the foamed asphalt directly into a mixer. In addition to warm mix, the foaming system can also be used for cold mix applications.

For more information, call Wade Collins at (770) 856-9268.

WIRTGEN

The WLB 10 S laboratory plant from Wirtgen Group, a John Deere company, Antioch, Tennessee, is designed to define foamed bitumen quality in a lab setting prior to the start of construction. A control panel allows the lab tech to input and adjust parameters such as water amount, pressure and temperature. The company’s website states: “Direct injection of the foamed bitumen into the mixing chamber of the WLM 30 laboratory mixer enables mixes to be processed under real-life conditions. The WLV 1 is used for the manufacture of test specimens from bitumen-stabilized material. It is equipped with a powerful vibrating hammer and heavy-duty tamping foot.”

For more information, visit https://www.wirtgen-group.com/ ocs/en-us/wirtgen/wlb-10-s-712-p/

www.tarmacinc.com Is it TIME TO REPLACE YOUR WORN OUT CHAIN, FLIGHTS, FILTERBAGS, OR OTHER PARTS? CALL DALE.

contact tarmac at 816-220-0700 or info@tarmacinc.com The WLB 10 S from Wirtgen Group is used to assess foamed asphalt in the lab.

WWW.THEASPHALTPRO.COM | 53

A FLASH OF SAFETY

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BY ASPHALTPRO STAFF

With winter downtime coming up, asphalt professionals are turning their thoughts to seasonal maintenance and component upgrades. Keep best safety practices in mind as personnel go into “mechanic” mode and keep arc flash safety top of mind. When a high-voltage gap exists between a phase bus bar and another phase bus bar, neutral or a ground, the worker can be seriously injured by an arc flash.

The arc flash has been reported to reach temperatures of 35,000° F. It can produce a noise as loud as a gunshot going off next to your worker’s head, reaching 140 decibels.

To avoid an arc flash accident, be aware of worn cable insulation, dirty or corroded contacts, dirty or corroded electrical parts, a dead rodent rotting next to electrical components, and other unclean conditions like dust and dirt buildup around components and switches. Cleanliness matters around electrical devices.

Also make sure workers wear arc-rated, flame-resistant (AR/FR) clothing when they get to work on electrical components. As important as it is to wear the proper personal protective equipment (PPE), it’s just as important to avoid wearing conductive jewelry.

Put on an arc flash suit, hardhat, leather footwear, rubber gloves, arc-rated face shield and more. But avoid wearing metal watches, metal fasteners on clothing, or any other conductive material.

THE ONLY WAY TO ELIMINATE HAZARDS IS TO DE-ENERGIZE EQUIPMENT. TEST FOR THE ABSENCE OF VOLTAGE WHILE WEARING THE APPROPRIATE PPE. UNTIL THE ABSENCE OF VOLTAGE TESTING PROVES THE CIRCUITS ARE DEAD, ASSUME THEY ARE ENERGIZED.

You want workers to use only those tools, meters and other equipment that are suitable for the voltage and current levels present when performing electrical work. Look for tools that meet IEC standards with an independent lab test verifying it.

Four separate industry standards concern the prevention of arc flash incidents: OSHA 29 Code of Federal Regulations (CFR) Part 1910 Subpart S; NFPA 70-2002 National Electric Code; NFPA 70E-2000 Standard for Electrical Safety Requirements for Employee Workplaces; and IEEE Standard 1584-2002 Guide for Performing Arc Flash Hazard Calculations. Make sure workers follow these standards and regulations for safety.

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ASPHALT PLANTS

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• Bituma 88,000 CFM baghouse • Astec 72,000 CFM baghouse • Custom Welding 10’x54’ P-F drum mixer • (2) Dillman 150 ton silos • (2) ADM 100 ton silos & slat conveyor • Bituma 70 ton silo & slat conveyor • Dillman 90”x20’ mixing drum • (2) incline transfer slat conveyors • Gencor 12’x36’ control house with controls & MCC

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AD INDEX ALmix............................................................................................................................... 7 Ammann Group.......................................................................................................... 17 Applied Test Systems.............................................................................................. 49 Asphalt Drum Mixers, Inc................................................................................. 22, 23 Asphalt Materials, Inc.............................................................................................. 45 Astec Industries..................................... Inside Front Cover, Inside Back Cover B & S Light............................................................................................................. 32, 33 Blue Smoke Control................................................................................................. 49 BROCK...........................................................................................................................57 CWMF........................................................................................................................3, 27 Detroit Stoker Company.........................................................................................47 Eagle Crusher..............................................................................................................19 ET Clancy Company, Inc.......................................................................................... 55 Fastmeasure............................................................................................................... 55 Gencor Industries................................................................................................... 4, 9 Meeker Equipment Co............................................................................................. 21 Meyer............................................................................................................................ 56 Pavewise....................................................................................................................... 55 Process Heating........................................................................................................ 54 Reliable Asphalt Products.................................................................... Back Cover Rocky Mountain Asphalt Conference & Equip. Show....................................35 Stansteel.................................................................................................................15, 31 Systems Equipment............................................................................................ 11, 51 Tarmac International................................................................................................53 Top Quality Paving................................................................................................... 56 Weiler............................................................................................................................ 29 Willow............................................................................................................................ 55 WIRTGEN AMERICA..................................................................................................25 World of Asphalt........................................................................................................41

AsphaltPro’s advertiser index 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.

56 | DECEMBER 2024

We’re on it.

Brock is proud to present photos of some of the equipment we’ve built for our customers.

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O F F T H E M AT

How to Manage DEF Maintain your diesel truck with high-quality diesel exhaust fluid

BY BILL O’RYAN

M

aintaining optimal performance and ensuring compliance with emissions standards go hand in hand for operators of diesel trucks. Diesel exhaust fluid (DEF) is a critical component in achieving both. DEF plays a pivotal role in reducing emissions from diesel-powered trucks while preserving engine efficiency. To maximize the benefits of DEF, it’s essential to understand proper purchasing, handling and storage practices. This goes a long way to ensuring your fleet meets regulatory requirements and operates at peak performance.

DEFINE DEF

DEF is a blend of technically pure urea and purified water, and it requires proper handling and storage to maintain its quality. In addition, DEF is a vital part of vehicle emissions systems, and those systems should not be altered.

The quality of the DEF used in your truck is as vital as the quality of the engine oils or fuels. Using American Petroleum Institute (API) licensed DEF ensures it meets the high standards required by engine and vehicle manufacturers. API has established guidelines for drivers purchasing and storing DEF.

DEF WILL EXPAND UP TO 7% WHEN FROZEN AND CAN DAMAGE A STORAGE TANK IF IT IS FULL OR NEARLY FULL WHEN IT FREEZES. KEEP THE TANK LESS THAN FULL TO ELIMINATE THIS RISK.

PURCHASING DEF

When buying DEF, whether at a truck stop or retailer, several factors ensure you get a high-quality product.

1. Truck Stop Purchase: Ensure the DEF brand and manufacturer are identified. Regulations in many states require this information on receipts, but it's always best to verify.

2. Retailer Purchase: a. Buy DEF stored away from direct sunlight in a cool, dry place. b. Inspect the packaging for signs of contamination or damage.

Avoid purchasing compromised products. c. Look for the API certification mark on the bottle. d. Check the expiration date to ensure freshness and effectiveness.

If no date is visible, request the most recently delivered DEF products.

STORING DEF

Proper storage of DEF is crucial to maintain its quality.

• In-Vehicle Storage: Avoid storing DEF in a truck if the area is hotter than the recommended storage temperatures. DEF stored at 86 degrees or higher will last about six months. Sunlight exposure also reduces its shelf life.

• Shop Storage: Store DEF in a cool, shaded area. Properly stored DEF can last 12 months or longer. Use the oldest DEF first to avoid expired products.

POURING DEF

When filling DEF in your truck: 58 | DECEMBER 2024

• Use dedicated equipment for dispensing. Avoid using funnels, pitchers or hoses that have been used for other fluids.

• Clean dispensing equipment with distilled or de-ionized water, followed by a DEF rinse. Do not use tap water for cleaning.

DEF TIPS FOR COLD WEATHER

Handling and storing DEF can be challenging in wintertime for drivers on the road and those storing it in a garage or shop. Some things to keep in mind about DEF use and storage in winter include the following: • If DEF freezes in the vehicle, do not add additives to the tank to help it melt. DEF needs to remain pure for it to work correctly.

• In cold weather, the vehicle will generally start without an issue, and the DEF tank has a heating element that can quickly thaw the DEF. Don’t worry; on-spec DEF is specifically formulated to allow the fluid to thaw at the proper concentration.

Like water, DEF will expand up to 7% when frozen and can damage a storage tank if it is full or nearly full when it freezes. Keep the tank less than full to eliminate this risk.

Bill O’Ryan is the senior manager of EOLCS/DEF at the American Petroleum Institute (API). For more information, check out the API’s downloadable Do’s and Don’ts Guide for DEF storage or the recently launched DEF Consumer Guidance resource page.

SHUTTLE BUGGY® SB-3000

PAVING REVOLUTIONIZED

Roadtec Shuttle Buggy® SB-3000 Astec revolutionized the paving industry with the introduction of the Shuttle Buggy, and now the SB-3000 sets a new standard in material transfer vehicles. Effortless maintenance, unmatched performance, and four steering modes for ultimate agility keep paving seamless.

Experience groundbreaking innovation with the patented Ground Crew Control Station for the ultimate user experience and protection.

The SB-3000 isn’t a machine, it’s a revolution in material transfer, built on Astec’s legacy of industry firsts.

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