Asphalt Pro - February 2024

The Recycling Issue

PRODUCTION – PROFESSIONALS – PRODUCTS

Jones Pass Gets CIR Treatment

• Your New Plant Permit • Rejuvenators in Pennsylvania • Sequestered Carbon in San Antonio

FEBRUARY 2024 WWW.THEASPHALTPRO.COM

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CONTENTS DEPARTMENTS EDITOR’S LETTER

asphaltPRO February 2024

30

6 – In Defense of Segregation

SAFETY SPOTLIGHT

8 – Optimize TMA Markings for Motorist Compliance

By AsphaltPro Staff

MIX IT UP

10 – Using Asphalt Modifiers to Enhance Pavement Performance

By Tanya Nash

PAVEMENT MAINTENANCE 14 – Sequester Carbon in Road Repairs Modern Hydrogen hosts pilot project in San Antonio

By Leigh D’Angelo

36

10

WOMEN OF ASPHALT

20 – Meet a Woman of Asphalt: Rock Road’s Wendy Lou Bloedow

By Sandy Lender

OFF THE MAT

42 – Crude Growth Bitumen industry offers promising sector for advancement

By Harshada Dive

PRODUCT GALLERY

44 – Save Energy During Production From AsphaltPro Staff

NEW TECH

50 – Be Aware of Your Surroundings

By AsphaltPro Staff

FEATURE ARTICLES

The Recycling Issue

PRODUCTION – PROFESSIONALS – PRODUCTS

26 – Expand Into Production Navigate the Permit Process

By Catherine Sutton-Choate 30 – Lindy and Penn State Pilot Rejuvenators

By Sandy Lender 36 – CIR Revitalizes Colorado Mountain Pass

By Sarah Redohl

Jones Pass Gets CIR Treatment

• Your New Plant Permit • Rejuvenators in Pennsylvania • Sequestered Carbon in San Antonio

FEBRUARY 2024 WWW.THEASPHALTPRO.COM

ON THE COVER Before the team could complete the cold-in-place recycling project on Jones Pass Road, they had to weed out a fabric interlayer that wasn’t mentioned in the bid. See related article on page 36. Photo courtesy of APC Construction

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

In Defense of Segregation

W

hen suspect material is delivered to your asphalt production facility, do you instruct haul truck drivers to dump it on one large, recycled asphalt product (RAP) stockpile for crushing, screening and manipulation later—probably over the winter months? If you’re blending millings from multiple sources, you might be doing a disservice to your future mix designs.

Let’s look at why.

Depending on the amount of space you have at your site, you want to separate the incoming piles according to their makeup. Given the conversations happening around Per- and Polyfluoroalkyl Substances (PFAS) in airport and other airfield pavements, you’ll likely want those millings to be in a stockpile built on a paved surface, downhill from a waterway, with its own berm around it. Cover it to protect it from rainfall that might encourage chemicals to “escape” and perform testing to ensure any dangerous chemical residue stays below permissible levels.

Please note I’m not condoning segregation of material within the individual pile. Use best stockpile management practices to keep material a homogenous blend going to the weigh bridge, conveyors, drum and so on.

Other stockpiles can be arranged according to nominal maximum aggregate size (NMAS) or the known PG binder in the roadway you milled up. I recognize it’s piein-the-sky thinking to believe you’ll know the grade of binder used in the surface you’re taking an inch or two off of, but townships or agencies with good records should be able to tell you, “We paved Elmsview Parkway with a PG68-22 back in 2014 and we’d like to mill and fill it with the same.”

By sorting and—dare I say it—segregating your RAP into multiple piles, you give your future mix design and production team a better chance at superb quality control/quality assurance (QC/QA).

That sounds like a lot of work.

Not every mix incorporating RAP—or even high percentages of RAP—requires exact grading, but when the option is available to you, why not use it? You might as well make the best mix with the most accurate ingredients. You might as well separate your stockpiles into known material versus unknown for those exacting specs and PFAS regulations coming down the line.

February 2024 • Vol. 17 No. 5

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

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

Optimize TMA Markings for Motorist Compliance

BY ASPHALTPRO STAFF

T

The goal of truck-mounted attenuators (TMAs) is to alert the traveling public to the presence of road construction and maintenance activities, as well as to shield those crews in the event of a crash. Since 2015, the state of Virginia has experienced annual increases in TMA crashes.

That’s why the Virginia Department of Transportation sponsored the study “Strategies to Reduce Truck Mounted Attenuator Crashes”, performed by the Virginia Tech Transportation Institute (VTTI), to examine the effectiveness of various TMA markings and their influence on driver behavior.

VTTI parked a TMA truck on the right shoulder of US 460 in Blacksburg, Virginia, between Tom’s Creek Road and North Main Street, and collected data on the lane selection and speed of traffic that traveled past the truck based on a number of TMA treatments with various color schemes, patterns and the presence of an upper marking panel.

The goal was to identify TMA treatments that encourage drivers to shift to the left lane and reduce their speed as they approach the TMA, thereby potentially reducing the likelihood of a collision.

Among the different TMA treatments tested, the green/black chevron pattern with an extra upper panel showed the most promise in improving safety, with a left lane occupancy rate of 78% and speed reduction average of 50 mph. In contrast, yellow/ orange chevrons were less effective, showing lower left lane occupancy (69%) and a higher average speed of approximately 56 mph. The standard yellow/black chevrons, used by the majority of surveyed DOTs, showed moderate effectiveness with 73% left lane occupancy and an average speed of approximately 55 mph.

SINCE 2015, THE STATE OF VIRGINIA HAS EXPERIENCED ANNUAL INCREASES IN TMA CRASHES. the effectiveness of TMA treatments in more diverse conditions, including nighttime operations and different road environments.

Despite the study’s limitations, one valuable take-away is that there seems to be room for improvement when it comes to the most common standards for TMA markings.

LEARN MORE Best Practices for Enhancing Truck-Mounted Attenuator Safety Before VTTI decided to study TMA marking patterns and colors for field testing, the researchers performed a literature review identifying existing research on TMA crash countermeasures that could enhance road safety.

Here are 10 findings from studies VTTI referenced in its literature review.

1. Consider Colors and Patterns for Enhanced Visibility 2. Optimize TMA Truck Lighting 3. Effectively Use Dynamic and Static Signage 4. Enhance Seatbelt and Seat Design

AMONG THE DIFFERENT TMA TREATMENTS TESTED, THE GREEN/BLACK CHEVRON PATTERN WITH AN EXTRA UPPER PANEL SHOWED THE MOST PROMISE IN IMPROVING SAFETY.

5. Utilize Intelligent Transportation Systems 6. Improve Seat and Cockpit Safety 7. Maximize Flexibility with Programmable Warning Lights 8. Enhance Lights with Sensor Technology 9. Investigate Automated TMAs for Reduced Human Risk

The study also observed that treatments resulting in the most significant reduction in average speed also led to the highest speed variation. The research team believes that a slower average speed is a more significant safety benefit, offsetting any impact of increased speed variation. However, they note that a long-term data analysis is required to confirm this hypothesis.

Ultimately, the researchers emphasized the need for further research before changing the standard TMA pattern, including investigating additional patterns and color schemes and evaluating 8 | FEBRUARY 2024

10. Stay Informed on Emerging Research and Technologies Of course, applicable federal, state and local regulations must be considered. However, the extensive body of research on TMA best practices certainly offers food for thought on how our industry might enhance the effectiveness of TMAs in work zones and thereby improve safety in our work zones.

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MIX IT UP

Using Asphalt Modifiers to Enhance Pavement Performance

BY TANYA NASH

Editor’s Note: The team at Asphalt Testing Solutions & Engineering (ATS) prepared this guide to using asphalt modifiers in enhancing pavement performance based on Tanya Nash’s presentation of the same title at the National Pavement Expo (NPE) Jan. 23-25, 2024, in Tampa.

The next NPE takes place Jan. 29-31, 2025, in Tampa.

B

alanced mix design (BMD) is not just about performance; it’s also about being able to create an economical and sustainable pavement. Innovation is progressing faster than ever, trying to create this BMD. How do transportation personnel know what’s available on the market and better yet, how do they know it works?

The modifier world is vast and can be confusing. Some examples of the categories and modifiers available are illustrated in Figure 1.

Modify means to make minor or partial changes to improve something or make it less extreme. What do you think of when you hear “modified asphalt?” Depending on your role in the industry, the answer may be different. The modification could pertain to the liquid asphalt binder or the asphalt mixture. No matter what your role, the goal of meeting the specifications is the same for everyone. (See the players in Figure 2).

Why modify asphalt? One reason is due to higher demand on our pavements. The heavier loads and increased volumes create distresses that unmodified pavements cannot withstand. The goal of modification is to increase the service life of the pavement by addressing common failures such as rutting, moisture damage, raveling, cracking and bleeding.

Binder additives undergo quality assurance testing in the lab. All photos courtesy of ATS

Figure 1.

CHEMICAL • Anti-strips • Warm Mix • Stiffening/Softening Agents

REJUVENATORS • Crude Oil • Flux • Bio Oils • Corn Oils • Tall Oils

RECYCLED • Tires (GTR) • Pavement (RAP) • Shingles (RAS) • Engine Oil (REOB)

POLYMERS • Elastomers (SBS) • Terpolymer (Elvaloy) • Plastics • Latex (SBR)

MIXTURE • Fibers • Lime • Pelletized Polymers

Figure 2.

Binder Suppliers Additive Producers

meet specs, but not owner-specific

provide modifier

Owners/Agencies write specs

10 | FEBRUARY 2024

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designs, produces, constructs—relies on modified asphalt to perform

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MIX IT UP

A balanced mix design (BMD), simply put, uses performance tests to help “balance” the mix’s resistance to both rutting and cracking. Mix designers and lab techs alike work to achieve the perfect balance of virgin materials, recycled ingredients, modifiers and so on, to get the optimum performance characteristics.

Basic volumetrics of a mixture will only tell you so much about the long-term performance of the pavement. Waiting 10 years to determine if the mixture performed is impractical. But how do we determine which designs perform before we place them in the field? The balanced mix design process utilizes performance testing to try and answer this question and help us properly evaluate the different modifiers’ impacts on performance. When selecting the performance tests to use for the evaluation it is important that the tests and evaluation maintain three key ideas: • Strong relationship to field performance • Practicality: cost, time, complexity • Repeatable, reproduceable tests Another reason to modify asphalt is to address specification requirements. Specifications range from a recipe to performance driven specification. This creates either the “must use” modification or the need to use it to meet performance requirements. The key to the performance-driven specifications is to let the performance drive the

innovation. Restricting the modifiers to a list starts falling back into a recipe type specification.

Think about the sustainability factors. It appears almost anything can be recycled into asphalt; is this true? While it’s important to consider the environmental aspects we do not want to sacrifice the quality or longevity of the pavement’s life. Sacrificing the pavement performance contributes to the environmental impact at the end of its service life. This may be greater than the benefit of using the recycled modification in the beginning. It is important that the entire life cycle is considered when making the decisions to use modifiers.

Economics also play a large role in asphalt production and paving.

The value of asphalt modification is becoming more apparent, and agencies are starting to pay more for the increase in service life.

Even with these reasons, there are pros and cons of modified asphalt, such as those indicated in Figure 3. Let’s break them down next.

PERFORMANCE

There are three factors to consider regarding performance: constructability, aging resistance, and rutting and cracking. Regarding constructability, some modifiers make the mix too stiff or viscous to compact or properly work by hand. They can also cause the mix to cool too quickly. However, other modifiers help in this area working as compaction aids or viscosity reducers.

Modifiers help the mix resist aging from oxidation. They can work as a “face cream” for the pavement as a surface treatment that reflects UV light. Modifiers can help with rutting or cracking, but it takes balance.

Some modifiers will swing the pendulum too far one way or the other.

SPECS

Quality assurance (QA) is vital to modified asphalt. We learn what is in the binder by testing and performing QA. Performance testing has evolved to include many tests used to verify different performance properties of the liquid or the mixture to differentiate non-modified and modified asphalt. Many modifier suppliers have completed initial lab and field evaluations in conjunction with state departments of transportation (DOTs) willing to work with them to construct, monitor and evaluate these test sections.

Specification updates are crucial as technologies are developed. As mentioned before, some owners are writing recipe specifications that may require modification or some specifications have performance driven criteria using BMD. On Sept. 27, 2019 (effective Oct. 28, 2019), based on a century old Federal requirement, the outdated requirements in 23 CFR 635.411(a)-(e) were rescinded to encourage innovation in the development of highway transportation technology and methods. State specifications have been rewritten to replace words such as “exclu-

Figure 3.

PERFORMANCE • Constructability • Aging Resistance • Rutting & Cracking

12 | FEBRUARY 2024

SPECIFICATIONS • QC/QA • Performance Testing • Initial Evaluations • Acceptance

RECYCLED MATERIALS • Less New Material • Rejuvenate Aged Binder • Environmental Stewards

COST • Asphalt Binder Credit • Recycle More Waste Materials • LCCA

THE KEY TO THE PERFORMANCE-DRIVEN SPECIFICATIONS IS TO LET THE PERFORMANCE DRIVE THE INNOVATION.

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sively” and “shall be produced with” which restrict producers and suppliers to innovate with new products and possible performance enhancers and cost savings.

Approved product lists (APL) traditionally approved products with decades old processes, and some have not been adjusted as new tests and products have evolved over time. With the mindset of driving innovation, many states have developed an innovative products list (IPL) that identifies products under consideration by the department that may not fall into a current APL category.

Further complicating quality control (QC) testing is defining the terms of acceptance of a mixture under performance testing.

As the tests have progressed and the industry is using more of them, most are still looking at different ways to accept and pay for mixtures using these results.

RECYCLED MATERIALS

Using more recycled materials is environmentally friendly, but this means less new materials are being introduced into the mix.

To address this issue, modifiers have been developed specifically to mobilize or rejuvenate the aged binder of RAP and RAS.

COST

Cost is always at the top of everyone’s mind. Modifiers can help with cost in that they can aid in virgin binder replacement, find effective use for waste materials, increase the use of recycled materials and provide a life cycle extension.

Applying these ideas relates to BMD. Danny Gierhart, P.E., at Asphalt Institute, has stated BMD is “asphalt mix design using performance tests to help balance the mixture’s resistance to rutting and cracking.”

BMD offers paths to promote innovation while meeting performance expectations, offering an opportunity for modifiers to play a vital role in the future of asphalt mixes. Modifiers bring valuable and innovative solutions that can help overcome deficiencies in the binder and the mix. They can be cost-effective and sustainable. Knowledge is key and collaboration between agencies, contractors and suppliers drives innovation. It is important for specifications to promote innovation, not prevent it.

Roads are a capital investment, and we must take a proactive approach to protect this asset. Applying the correct modifier in the appropriate scenario can help enhance pavement performance as well as extend the longevity of our roads.

Tanya Nash is the director of engineer at Asphalt Testing Solutions & Engineering (ATS), an approved Florida DOT Construction Training Qualification Program (CTQP) instructor and 2024 president of the Association of Modified Asphalt Producers (AMAP).

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contact tarmac at 816-220-0700 or info@tarmacinc.com WWW.THEASPHALTPRO.COM | 13

PAV E M E N T M A I N T E N A N C E

Sequester Carbon in Road Repairs Modern Hydrogen hosts pilot project in San Antonio

BY LEIGH D’ANGELO

I

n a move blending innovation with environmental stewardship, San Antonio recently embarked on a project to not only fix potholes, but to also enhance its commitment to sustainable practices. This time it used Modern Asphalt, which is a product developed by Modern Hydrogen, Bothell, Washington. The product is characterized by its low embodied carbon as well as its incorporation of sequestered carbon into traditional asphalt.

KEY POINTS:

1. Modern Asphalt uses less binder than traditional asphalt. This lowers the amount of embodied carbon while also cutting costs.

2. Municipal leaders and government officials are leading a push for lower-embodied carbon asphalt projects nationwide with asphalt manufacturers willing to innovate.

3. Solid carbon, which has been stripped from natural gas, is sequestered into Modern Asphalt.

4. San Antonio, the first place to use sequestered carbon in asphalt on public roads, is making sure Modern Asphalt continues to meet specifications in higher temperatures without sacrificing cold-temperature performance.

Step 1 is to saw cut and remove potholed or damaged areas along Old Fredericksburg Road in San Antonio. All photos courtesy Modern Hydrogen

SAN ANTONIO’S PROJECT

Old Fredericksburg Road, usually a mundane backdrop for routine maintenance, transformed into a stage for sustainable innovation. Bexar County, in collaboration with Road Recyclers of Austin and Modern Hydrogen, launched a pilot project leveraging Modern Asphalt for pothole repairs. Mothusi Pahl, Modern Hydrogen’s vice president of business development and government affairs, said: “This serves as a model that will capture the attention of the entire nation.”

The project’s goal transcends the mere repair of road surfaces; it explores the viability of sequestered carbon-amended asphalt in enhancing durability while promoting eco-friendliness. Tony Vasquez, Bexar County DPW director, emphasized the project’s dual focus: “If you have a product that’s eco-friendly but doesn’t work, you can’t use it. But one of the benefits of adding sequestered carbon to the mix is it makes it stronger.”

Step 2, after cleaning the area to be patched, is to fill it with the coldpatch mix containing the Modern Asphalt product. Crew members work the material by hand the same as any traditional mix.

ADVANTAGES AND APPLICATIONS

Modern Asphalt has multiple applications. For hot-mix asphalt (HMA), the sequestered carbon mix acts as an extender, allowing for less binder material use without compromising quality. It’s recommended for low to high traffic volume pavement, dense-graded and asphalt shingle mixes.

For cold-patch mixes, the sequestered carbon is a stabilizer and is designed to improve binder stability in high temperatures. The mix is used for rutting repairs, manholes and utility cuts.

The benefits extend beyond road repairs. The sealer pigment in Modern Asphalt adds a depth of color to asphalt emulsions, enhancing visual appeal, and can be used in slurry seals, fog seals, tack coats and chip seals.

14 | FEBRUARY 2024

Step 3 is to compact the area. (Crew members on the San Antonio project reported no difficulties with this step.)

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The evolution of chains, sprockets and augers are retrofittable to all machines and provide increased wear life.

PAV E M E N T M A I N T E N A N C E This versatility positions Modern Asphalt as a frontrunner in various asphalt applications. Shane McDade, CEO of asphalt manufacturer Road Recyclers, highlighted the uniqueness of the product: “By putting their captured carbon into the patch, we are locking down carbon otherwise going into the atmosphere, so it’s truly green.”

PRACTICAL IMPLICATIONS AND OBSERVATIONS

In San Antonio, the performance of Modern Asphalt under extreme temperatures is under scrutiny—for good reason. The summer of 2023 broke heat records in the Alamo City with 64 days of 100-degree weather, according to the San Antonio Express-News.

As temperature can impact pavement performance, San Antonio offers an ideal testing ground for Modern Asphalt. Bexar County will closely monitor Modern Asphalt for distress such as pavement blowups, shoulder rotation, thermal cracking, rutting, shoving and corrugation, which the Federal Highway Administration (FHWA), reports can all be caused by environmental conditions.

Early observations of Modern Asphalt suggest enhanced durability and a reduced environmental impact. Local stakeholders and public works officials are closely monitoring these developments.

“We can increase traffic loading performance with our mix,” said Michael Baba, a product manager at Modern Hydrogen. “The project’s suc-

cess will pave the way for widespread adoption, potentially revolutionizing the way cities approach HMAs and road maintenance.”

For the world’s most recycled product, ensuring asphalt’s recyclability remains unscathed is a top priority. Modern Hydrogen is attuned to the cities and manufacturers who have experienced workability or recyclability issues with some eco-friendly materials in the past.

Modern Asphalt doesn’t require higher temperatures in its process.

DOTs and other agencies can review ongoing accelerated aging testing data collection from research firms such as the University of Wisconsin Modified Asphalt Research Center.

Although the company says data shows Modern Asphalt maintains its stability, the project leaders say to characterize its performance and do accelerated aging tests to be sure, they need more partners to work with.

The company continues to do binder/oxidative aging testing, which so far has shown no negative impacts.

BROADER IMPACT AND FUTURE OUTLOOK

We are at a critical juncture in the pavement industry's evolution, coinciding with the federal push for clean construction projects. The Biden-Harris Administration's November 2023 announcement of a $2 billion investment in clean energy construction projects underscores the growing importance of low embodied carbon materials in all infrastructure development and is pivotal to the plan to reduce emissions by 40% by 2030.

LEARN MORE Modern Asphalt: Product, Process, Technology Modern Asphalt’s journey begins with methane pyrolysis, a process where methane is heated until it breaks down into solid carbon and hydrogen.

This solid carbon is then introduced into asphalt. This approach not only bolsters the asphalt’s performance but also reduces its carbon footprint.

The exploration into integrating sequestered carbon into paving materials isn’t a recent endeavor.

The company’s research, spanning over four years, finally culminated in a product that asphalt companies actively seeking lower-carbon solutions are now beginning to call for. The mix lowers the cost of asphalt while sequestering carbon into asphalt products, which makes roads more resilient to climate change.

Introduction at the Plant: Modern Asphalt is added directly into the drum mixer with the binder and aggregate, a standard practice for additives. Its unique formula requires less binder.

16 | FEBRUARY 2024

It is designed to integrate seamlessly with standard HMA/WMA production temperatures, avoiding increased fuel requirements or emissions.

Temperature Stability in Transit: Early tests indicate that Modern Asphalt maintains its temperature during hauling, ensuring no change in handling or laying processes.

Behavior at the Paver and Crew Handling: The mix’s minimal impact on binder viscosity means it behaves like standard asphalt at the paver, offering normal workability and setting time. This eases the job for paving crews. Compaction is straightforward,

aligning with standard practices. It doesn't require additional effort, ensuring a smooth, efficient compaction process.

Recycling and Environmental Impact: The elemental carbon in Modern Asphalt, known for its multi-century stability, doesn't alter the chemistry of the asphalt.

This ensures its stability during milling and recycling, making it an environmentally responsible choice.

Its high oxidation temperature further guarantees no release of greenhouse gases during normal processes.

Future Recyclability: Supporting the industry's recycling prowess, Modern Asphalt can undergo the usual milling and recycling procedures. Ongoing accelerated aging tests, in partnership with institutions like the University of Wisconsin, are promising, indicating no negative impact on the asphalt’s aging process. Test results are available upon request at www.

Modern-Asphalt.com.

Modern Asphalt offers substantially lower levels of embodied carbon, which aligns with the government’s “call for offer or commitments to furnish IRA-eligible materials with the lowest available global warming potential values for each applicable material type,” as described in LEC acquisition criteria resources.

CEO and Co-Founder of Modern Hydrogen Tony Pan heralds this approach, saying, “The government, at all levels, should be leading by example and implementing clean energy and low-carbon strategies at government facilities and in public infrastructure; low-carbon roads, runways, and more should be mandated or incentivized for government suppliers.”

MODERN MOTORWAYS: FROM LOCAL LANES TO NATIONWIDE NETWORKS Team members from Bexar County, Road Recyclers and Modern Hydrogen collaborated to transform routine road repair into a sustainability demonstration.

Specifically, the U.S. General Services Administration announced 153 federal government building projects that will prioritize the procurement of low-embodied carbon (LEC) materials. 81 of those projects are slated to share $384 million dedicated to LEC asphalt. Asphalt-only projects are in Table 1 which you can view in the online version of this article.

As cities and regions across the nation grapple with the challenges of sustainable urban development, San Antonio’s pilot with Modern Asphalt presents a compelling case study. Its success could signal a new era in road construction, marrying environmental responsibility with practicality and performance.

The San Antonio pilot project is more than just a local initiative; it’s a beacon of innovation in the asphalt industry. By embracing Modern Asphalt, the city isn’t just repairing roads; it’s paving a path toward a more sustainable future. As this project unfolds, it may very well set a new standard for urban infrastructure, demonstrating that ecological responsibility and high-quality road construction can, indeed, go hand in hand.

TURN ON THE HEAT: REALIZE THE REWARDS Lower Your Operating Costs

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WO M E N O F A S P H A LT

Meet a Woman of Asphalt: Rock Road’s Wendy Lou Bloedow

BY SANDY LENDER

W

endy Lou Bloedow started her construction career as a laborer in the Operating Engineers Local 139’s operating engineer program and worked her way up to join the asphalt industry in 2009. She dove in as a paver operator and also hauled equipment for Rock Road Companies Inc., Janesville, Minnesota. Now she’s a paving foreman for Rock Road and took some time from those responsibilities to share her story as a woman of asphalt.

AsphaltPro: What about that first position as a paver operator with Rock Road was “most cool” to you?

Wendy Bloedow: All of it! Being able to see the operation of what’s ahead of you, going on right there at the paver and the operations behind you.

AsphaltPro: Could you share with the readers your career trajectory since high school and what challenges you’ve overcome along the way? (What part of your education relates best to the career track you’ve been on?)

Wendy Bloedow: I started as a laborer in union trade and worked my way up. I was given the opportunity to join Operating Engineers Local 139. Through the operators, I went through their apprenticeship program.

AsphaltPro: What did you find most valuable about the apprenticeship program?

Wendy Bloedow: The operating engineer program is great, especially for those already in the construction field. I was able to learn how to weld, get familiar with equipment I had never been given an opportunity to operate before, and learn to identify, set and lay grade.

AsphaltPro: Could you share with the readers what your job as a paving foreman for Rock Road requires of you for the asphalt team? (And what are some of your daily responsibilities, too?)

Wendy Bloedow: Paving foreman responsibilities include setting up your daily jobs as far as equipment and employees and trucking. Providing quality production. Training of some of the 20 | FEBRUARY 2024

Paving at the Hyatt in Janesville, Wendy Bloedow ran the screed for a smooth, straight joint. All photos courtesy of Rock Road Companies

new hires. Making sure productivity is where it should be in a safe working environment.

AsphaltPro: Why did you become a paving foreman? What about that position attracted you?

Wendy Bloedow: I had operated the paver for roughly 13 years and was looking for a new challenge. I guess you could say I was intrigued at seeing if I was capable of all the responsibilities and if I succeeded, to be able to look back at the accomplishments of one’s crew.

AsphaltPro: What do you think is the most important skill you’ve brought to your position as a paving foreman in the asphalt industry? (and how would you encourage other women entering the industry to hone a similar skill to be any kind of foreman or lead operator they want to become?)

WO M E N O F A S P H A LT us all. Know the difference between constructive and negative criticism; brush off the negative criticism.

AsphaltPro: What is something you never thought you’d get to do that you’ve experienced because of this career in asphalt?

Wendy Bloedow: Well for one, I never really thought I’d be a foreman, nor be chosen for the Women in Asphalt segment two years ago and now this interview. It is all rewarding! I am excited to do more training this coming spring and see where this asphalt road takes me.

On this night paving project, Bloedow is in the paver operator seat as the team paves in echelon for a seamless longitudinal joint.

AsphaltPro: Let’s talk about teamwork. What is the most challenging project you’ve been a part of and how did you and the Rock Road crew overcome the challenge?

Wendy Bloedow: Every project has its own challenges. Might be weather, density or segregation. As a crew, we might change up rolling patterns, or make adjustments with the paver. Constant communication is key with plant and lab techs. Adjustments can be made accordingly and quickly.

AsphaltPro: Let’s talk about perceptions. What do you think is an incorrect perception that we, as an industry, can re-educate young people about to encourage more women to consider a career in the asphalt business? What is something you would tell a young lady to encourage her in this industry?

Bloedow can operate the equipment or grab a lute to smooth a corner to perfection. She’s worked her way up in the paving industry to the role of paving foreman for Rock Road Companies Inc., Janesville, Minnesota.

Wendy Bloedow: Positive attitude, optimistic outlook and good work ethics along with a sense of pride in workmanship. Encouragement by always working hard.

Never be afraid to fail. If you don’t fail or make mistakes, you’re not learning. Our world is more accepting of everyone than it has been in the past. Just work hard and show your good qualities. It will be noticed by management.

AsphaltPro: What would you say was the most challenging “obstacle” you, as a female on the asphalt crew, had to overcome in the past 14 years, and how did you overcome that obstacle? How do you think other women in the industry can incorporate that skill or habit into their workdays?

Wendy Bloedow: There can be many obstacles in paving! The job itself can be challenging. The biggest obstacle would be facing and dealing with people who don’t believe in you or your abilities nor giving you a chance. You just have to keep trying and work hard.

“Broad shoulders and thick skin” so to speak. It’s a challenge for 22 | FEBRUARY 2024

Wendy Bloedow: This industry is more than just operating equipment. It’s working together as a crew shoveling, raking, compacting, etc., whatever it may take to achieve a job well done. It’s a career choice that one has to have the drive for hard work and long hours. And it is also rewarding on many levels.

AsphaltPro: What is the most rewarding aspect for you of being in the asphalt business?

Wendy Bloedow: Being able to look back at our crews' accomplishments of jobs we’ve paved. Also the amount of things I’ve learned and am still learning every day. It’s endless!

AsphaltPro: Will you tell us about a person who served as a mentor for you and how this person encouraged you? Is there a piece of advice you can pass along?

Wendy Bloedow: Where do I begin? There have been many throughout my career. From the first day of paving, first day operating a paver, roller, road widener, shuttle buggy to where I am now.

It’s hard to choose just one.

My advice to anyone that has the drive to be in the asphalt industry is to be a trainable person. Be willing to work hard, ask questions, listen and never give up. I’ve worked under many foremen and supervisors that could see that drive and they were more than willing to teach me. They want to see you succeed just as much as you want to succeed. You’ve got to want it!

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EXPAND INTO PRODUCTION

Review all local ordinances to determine operating restrictions on parameters such as hours of operation, permissible sound levels, maximum structure height and exterior lighting to name a few. Then, when planning the layout of your site, consider sound contours, stockpile placement and silencers to abate sound levels. Photos courtesy of Astec Industries

NAVIGATE THE PERMIT PROCESS

BY CATHERINE SUTTON-CHOATE

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 take the plunge and start making your own mix? 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 from Astec Industries Inc., Chattanooga, takes an overarching look at the permitting process.

T

There are a few important steps to keep in mind when seeking a permit for a hot-mix asphalt (HMA) facility. Please remember that regulations can vary quite a bit, so the tips we’re providing here are of a general nature. The actual procedures might differ in your area.

If you’re ever unsure about how to move forward, it’s a good idea to reach out to a local consultant who has experience with permitting industrial facilities like HMA plants. This guide is meant to of26 | FEBRUARY 2024

fer helpful suggestions, but it’s not a strict rulebook you must follow to the letter.

SITE AND ZONING

Site selection is an important consideration when contemplating installation of an HMA facility. It’s wise to prepare a thorough site analysis before proceeding further. Several areas need to be addressed at this stage of the project: • Are other plants already servicing the area? If so, research them thoroughly.

• Is there an adequate customer base for my product? How much will the plant produce annually?

• How much truck traffic will the plant generate? Consider the movement of both raw materials and finished product.

• Is there easy access to community arteries from my plant site that can handle the additional traffic?

• Is there a nearby source of raw materials?

• What utilities services are needed and available?

• Are there geological features (i.e., wetlands) at the site that must be considered?

• Are there nearby neighbors that may potentially be impacted by the facility?

• What impact to the environment will there be from the facility?

Another consideration is the zoning classification of the intended site. Though not a necessity, it’s preferable to select property already zoned for industrial use. Rezoning parcels or obtaining waivers to use the site for an industrial facility can be difficult.

Review all local ordinances to determine operating restrictions on parameters such as hours of operation, permissible sound levels, maximum structure height and exterior lighting to name a few. It’s important to verify whether different standards apply for day versus night operations. Facilities are often held to tighter standards during night operations, particularly for properties located adjacent to parcels with different zoning classifications.

Next, determine the applicable environmental requirements.

Some municipalities have local agencies that issue operating permits within their specific jurisdiction. Local regulations take precedent as they must be at least as stringent (but are typically more stringent) as the state-level regulations. It is often helpful to speak personally to a permit engineer in the industrial sources division.

Reviewing the operational requirements will allow you to select plant components to comply with applicable environmental regulations. You will need equipment information for dealing with the local authorities for site approval.

Once a site has been selected, contact the local planning board to schedule an in-person meeting. The intent is to determine if the proposed facility is compatible with the long-term land use plans for the community. Compatibility often depends on zoning classification of adjacent parcels. Communities typically cluster industrial sources and try to locate them away from commercial, institutional and residential land uses. The planning board should be able to indicate whether your facility will be a welcome addition to the community at the preferred site. They can also indicate what permits will be required for installation.

ENGAGE THE COMMUNITY

Many contractors mistakenly try to keep their intentions a secret.

Secrecy often leads to problems further along in the process, even if done for competitive reasons. This is especially problematic for sites near residences. Homeowners are naturally concerned with industrial facilities that may affect their quality of life. They often feel the contractor is trying to “sneak” into the community. Affected neighbors, by law, have the right to make comments during all public hearings.

Public opinion can greatly sway approval decisions by elected officials, even when all operating criteria are met.

Fear causes objections by many people. The public is concerned about their health, property values, truck traffic, odors and obtrusive noise. Contractors should personally contact businesses and homeowners within a reasonable distance of the intended site. Plan to visit the homeowners in person if there are only a few houses. For larger neighborhoods, mail a letter to residents and schedule an in-person visit with community representatives. The letter should contain a

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summary of your proposed project. Include your contact information so residents can respond with concerns. The purpose is to determine the specific concerns of those potentially affected by your facility. You can better respond to, and hopefully allay, their fears, by addressing their specific concerns.

The key to obtaining community approval is education. Great ways to educate the community include hosting an informational meeting for the community and, if possible, organizing a tour of a nearby facility (ideally from the same manufacturer of the proposed equipment).

Limit trips to facilities that are well maintained so it will be a positive experience for the visitors.

Informal gatherings allow the contractor an opportunity to address neighbors’ concerns without the constraints of a formal hearing. In fact, holding an informational meeting may eliminate opposition if a hearing is required.

At the meeting: • Present a short explanation of your project.

• Address any aspects of the opposition’s position that may have been publicly voiced.

• Display pictures or models of equipment similar, if not identical, to what is proposed for the plant site.

• Respond to each concern voiced during the meeting individually to avoid fueling concerns over a separate issue that has no merit or would not have been otherwise considered.

• Never evade a question or respond rudely to the person asking it, even if the question seems silly. If you aren’t sure of the answer, indicate that you don’t know (they will appreciate your honesty and you will gain credibility) but will find out for them. Take their name and contact information so you can respond as soon as you have the answer. It’s important to follow through with supplying the requested information. Engage industry experts as necessary to properly answer the enquiry.

Remember, many people may not want to listen to facts that differ from their opinions and there will be people whose minds you will never be able to change. Arguing with such people can have a negative effect on others in attendance.

Emphasize the benefits to the community. Outline the tax revenue to be generated by the facility. It’s typically best not to over-emphasize job creation, as there are often few actual plant employees. Discuss the economic benefits of competition if there are other nearby facilities. Explain that minimizing haul distance can lower costs to the community for road construction projects because trucking costs are a significant factor in the price of hot mix. If replacing an older plant, note the positive benefits of replacing old equipment with new state-of-the art components, including lower emissions and quieter equipment operation.

To build good will, many contractors participate in community endeavors, such as Little League team sponsorship. Outline how your company intends to positively contribute to the community.

Plan to discuss all aspects of truck travel in and around your plant site. Trucking can have a huge effect on special land use permits and property re-zoning. Commission a traffic study for a greenfield site at the onset of the project. The study should involve determining the composition of traffic currently using the roadways that will be traversed by vehicles entering and departing your property. Pay particular attention to nearby land uses. Schools, hospitals and emergency vehicle stations are problematic as they each have traffic flow issues of their own. Plan your truck routes so that they are directed away from such entities, if possible.

Truck routes should also be planned to minimize impact on the community. Make realistic estimates of all truck flow in and out of 28 | FEBRUARY 2024

the plant site. Account for the delivery trucks bringing in raw materials as well as haul trucks heading to the job site. Include both directions of travel in your traffic estimate, keeping in mind that trucks may enter or depart from the site empty.

Be prepared to address how your facility will minimize odorous impacts to surrounding land. The overwhelming response from the community is that they don’t want to smell asphalt fumes. This largely stems from the assumption that the odors must be harmful. However, that is not the case. Most compounds present in HMA facilities have low odor detection thresholds, meaning they can be smelled at concentrations far below exposure limits designed to protect against adverse health responses. Odors are typically regulated at the local level via zoning ordinance. Some states are beginning to implement odor limits within their air pollution regulations.

SOUND AND EMISSION COMPLIANCE

The emission regulations pertaining to the intended site will influence the plant components necessary for compliance. Facilities will have to install a baghouse filter collector to meet federal particulate standards. Several states are now requiring dispersion modeling for plant emissions to determine pollutant concentrations at the property line and possibly nearby receptors. Modeling results can reveal the need for taller stacks, additional emission controls, and equipment arrangement on the site.

Emphasize that your project will fully comply with all environmental regulations. Local planning or zoning boards have no authority to regulate air emissions. However, they can require implementation of certain mitigation methods as a special use permit condition.

Plant configuration and layout can affect the sound output during operation. When a strict sound ordinance is in effect, conduct modeling to predict the anticipated sound levels. The proposed equipment may have to be amended during this stage. Sound contours for the facility can show how the plant should be oriented on the site, placement of material stockpiles, and whether silencers are required. It is best to abate sound levels through strategic placement of plant components and stockpiles.

CONCLUSION

Obtaining permits for asphalt mixing plants is crucial for environmental compliance and community harmony. Each step, from site selection to zoning, environmental requirements and community engagement, helps ensure a productive and successful process. Following the steps suggested here fosters trust from the community, benefitting both the HMA operation and its surroundings.

Begin preparing the various permit applications as soon as the project has been deemed feasible. Obtaining required permits can take a great deal of time, so start this step as early in the process as possible. Keep in mind that it is usually easier to make amendments to a permit than to obtain one in the first place. While it is better to have already selected specific equipment, it is sometimes possible to make changes once the permit is issued. It is best to check with the permit authority over your project concerning its policy. Required permits may include a special land use permit, building permit, air permit and a storm water permit.

Catherine Sutton-Choate is the IPS Director of Product Documentation & Environmental Compliance for Astec Industries, Chattanooga, Tennessee. For more information, visit AstecIndustries.com.

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Ingevity’s Dominic Barilla shared that the team took 5-gallon bucket samples from the back of haul trucks at the plant for the Tulsa lab. There, technicians performed all volumetric testing, all balanced mix design (BMD) testing and binder aging. Photo courtesy of Lindy Paving

LINDY AND PENN STATE PILOT REJUVENATORS

L

Lindy Paving Inc., headquartered in New Galilee, Pennsylvania, often leads the way with projects and practices in the state. In many cases, the company uses higher recycled asphalt pavement (RAP) contents compared with the widely publicized national average of 21.3%. To test extending such use even further without sacrificing pavement performance, Lindy Paving partnered with the Northeast Center of Excellence for Pavement Technology (NECEPT) at Pennsylvania State University’s Larson Transportation Institute to start a research 30 | FEBRUARY 2024

BY SANDY LENDER

project investigating application and performance of high RAP mixes blended with rejuvenating agents—also referred to as recycling agents (RAs).

Mansour Solaimanian, Ph.D., P.E., is the director and research professor at NECEPT, and he shared that NECEPT is experienced in conducting asphalt related research projects, especially with the use of recycling materials, and the reason Lindy selected Penn State to partner with. He explained the pilot project discussed herein is mutually sponsored

by Lindy Paving and the U.S. Department of

Transportation (USDOT) Region 3 University Transportation Center.

In August 2023, the pilot project was placed on State Route 4018 (SR 4018) by Lindy Paving. Martin Libertini, the daily plant quality control manager for Lindy, stated that Pennsylvania Department of Transportation (PennDOT) District 11 found the road that would make a good candidate for the project. He described it as a “perfect scenario for this mix design.” For the state route with all its curves, driveways, hills, hospital entrance, school zone, sewer inlets, side

roads, and potential for water intrusion, Lindy and Penn State worked with Ingevity Road Technologies, headquartered in North Charleston, South Carolina, and Cargill, headquartered in Wayzata, Minnesota, to test a 35% RAP mix dosed with RAs. “It’s a tough one because it’s a low-volume road, but there’s a hospital and a school,” Libertini said. “Kevin Gnegy with PennDOT developed a provisional spec with the help from Mansour's past experience in research with RAs. Kudos to PennDOT for making this all possible. We couldn’t have asked for a better scenario for this research project.”

BUILDING ON KNOWLEDGE

This project occurred after a successful October 2022 RAs research project with PennDOT in conjunction with Penn State offered optimism from a lab setting. The study titled “Evaluating Testing, Protocols, and Limits for Asphalt Rejuvenating Agents in PA” focused on in-depth lab testing of various recycling agents, recycled asphalt materials and virgin materials.

Kevin Gnegy, P.E., pavement materials engineer with PennDOT, shared that the 2022 study was useful, but didn't include a field component to study ARs. “Yes, we saw improvement,” he said. “We know they can work, at least in laboratory settings.”

No field study was included with the 2022 research project. “It was basically to identify what can rejuvenators do, what percentages can we go up to with recycled agents and in different combinations. We did see improvement in the performance testing of the asphalt mixtures in the laboratory in regard to crack resistance and rutting performance.”

The project in August 2023 took recycling agents to the field with a veteran contractor at the helm.

Gnegy said this pilot showed promise for use of recycling agents with higher RAP mixes. He acknowledged that a concern with higher recycled materials in asphalt mixes is mobilizing the asphalt and offsetting the oxidized and embrittled properties from the recycled asphalt binder. RAs are designed to aid the completed mix from becoming too brittle, thus prone to premature cracking. Dosages of the RAs vary by manufacturer, RAP and virgin mix properties, he shared, thus using balanced mix design (BMD) performance testing can help balance the right amount of RAP, RAs and virgin materials to address the cracking concern while still providing rut resistance.

The Lindy Paving team produced 1,200 tons of a control mix with 15% RAP and Sonnegreenas IV at a 0.25% dosage rate at its Koppel Plant for the first day of paving, Aug. 8. Daily Plant Quality Control Manager Martin Libertini shared that the Neville Island plant is in the research project plans, so switching production of the dosed mixes to the Neville facility merely required a few more haul trucks. Photo courtesy of Ingevity

Gnegy sees this opportunity to partner with industry and pilot RAs fruitful for PennDOT in evaluating beyond lab testing; it could assist with implementation of RAs in Pennsylvania pavements. Gnegy added: “Utilizing higher recycled materials could reduce the cost of asphalt mixtures and be environmentally beneficial.”

THE PROJECT EQUIPMENT AND SPECS

SR 4018 is also known as Dutch Ridge Road—a two-lane road of 11-foot-wide lanes with 1-foot shoulders. The team tackled a 4-mile section in Beaver County. For each day of paving—with the control mix or dosed test mixes—the crew used a 10-foot CAT AP105E paver with an Extend-A-Mat 10-20B screed fed by an Astec 1500D material transfer vehicle (MTV). “The 1500 was specified in our contract,” Project Manager Eric Yauger shared. For compaction, they had a Sakai SW 800-II in the breakdown position; a Sakai SW 774 for intermediate rolling; a Sakai SW 800-II for finish; and a Sakai 320-1 to get the shoulders. They had a CAT AP1055E paver and Sakai SW 774 (intermediate roller) on hand for backup.

“We kept backup equipment close in case of any breakdowns,” Yauger explained.

“Traffic control was a challenge because of the narrow, winding roadway along with the hospital in the middle of the job and many driveway/side roads. We kept our work zone tightly spaced to help keep traffic moving.

Also utilized flowboys because of the trees and power lines.”

As all good science does, the demo project began with a control section.

On Tuesday, Aug. 8, 2023, the team produced at its Koppel plant—a Gencor Ultradrum that ran between 350 and 400 tons per hour (TPH)—a control mix with 15% RAP. This mix used Sonnegreenas IV warm mix additive at a 0.25% dosage rate, according to Lindy’s Martin Libertini, who was on site. The paving crew, under the supervision of Yauger, placed 1,200 tons on the southbound lane that day with 12 trucks hauling about 20 minutes from the plant.

Sonnegreenas IV is an organic wax additive from All States Materials Group®.

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The shoulder roller performed its two passes in vibratory mode.

AT LEFT: Each day’s roller pattern saw all three large rollers performing two passes—for a total of six vibratory—and one static. The shoulder roller performed its two passes in vibratory mode. On the third day of paving—with the 35% RAP mix dosed with Ingevity’s CA-9—this resulted in an average mat density of 95.8%. Photo courtesy of Ingevity AT RIGHT: On the third day of paving, the crew places a gorgeous mat with a 35% RAP mix dosed with CA-9. Photo courtesy of Lindy Paving

On Wednesday, Aug. 9, the team produced at the Neville Island plant—a Gencor plant that ran at 450 TPH—a 35% RAP mix dosed with Cargill’s Anova® 1815 rejuvenator. This one also used Sonnegreenas IV warm mix additive at a 0.25% dosage rate and included the Anova 1815 at 1.3% of virgin AC. The paving crew placed between 1,140 to 1,200 tons on the southbound lane that day with 15 trucks hauling about 45 minutes from the plant.

The team got rained out on Thursday.

On Friday, Aug. 11, the team produced at the Neville Island plant a 35% RAP mix dosed with Ingevity’s Evoflex CA-9 rejuvenator. This one also used Sonnegreenas IV warm mix additive at a 0.25% dosage rate and included the CA-9 at 1.3% of virgin 32 | FEBRUARY 2024

AC. The paving crew placed 1,200 tons on the northbound lane that day with 15 trucks hauling 45 minutes from the plant.

THE PROJECT OBSERVATIONS

On the first day, the team took 5-gallon bucket samples from the back of haul trucks as well as behind the paver for Ingevity’s Tulsa lab and for Penn State University’s lab to collect data on the control mix. There, technicians performed all volumetric testing, HWTT, IDEAL-CT Index testing and binder aging. Ingevity’s Dominic Barilla shared. That day’s roller pattern saw all three large rollers performing two passes—for a total of six vibratory—and one static. The shoulder roller performed its two passes in vibratory mode.

This resulted in an average mat density of 94.6% for the day.

On the second day, to produce the 35% RAP mix with the Cargill rejuvenator added in, the Lindy production team injected Anova 1815 with the liquid AC at the drum at a rate of 1.3% of virgin AC. “Lindy is very well-versed in additives, and they have a manifold set up for this,” Cargill Commercial Manager Steve Haughton said. The team took 5-gallon bucket samples from the back of haul trucks as well as behind the paver for Cargill’s lab and for Penn State University’s lab to collect data on the Anova 35% RAP mix design. The plant held production temperatures around 290-305°F, Haughton said, with mix holding a temperature around 290°F behind the paver after a haul of 45

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Lindy’s Yauger noted that the whole team worked in harmony to incorporate the different elements for the pilot. “Change in mixes was seamless on our end other than adding the additional trucking out of Neville in lieu of Koppel,” he shared. “Everyone was a part of the schedule to help with coordination with other projects. Since N.I. was further and had potential for traffic delays, we adjusted our paving speed to accommodate and added additional trucks. We set up a full day’s production for each mix to eliminate any need to switch materials.”

WORKING WITH A SEASONED CONTRACTOR BRINGS SUCCESS

TOP: “Guys in the field noticed how tight of a mat both mixes produced and how smooth the material flowed in the MTV and paver,” Eric Yauger said. BOTTOM: SR 4018 is also known as Dutch Ridge Road—a two-lane road of 11-foot-wide lanes with 1-foot shoulders. The Lindy team tackled a 4-mile section in Beaver County. Photos courtesy of Cargill

minutes. The rolling pattern remained the same as it was for the first day’s control mat and the team didn’t have to make any changes with the increased RAP in the asphalt mix, resulting in an average mat density of 94.9%.

On the third day of paving, to produce the 35% RAP mix with the Ingevity rejuvenator added in, the Lindy production team injected Evoflex CA-9 at the drum at a rate of 1.3% of virgin AC. The team took ten 5-gallon bucket samples from the back of haul trucks as well as behind the paver, plus a bucket of RAP and an AC sample, for the Tulsa lab and 34 | FEBRUARY 2024

for Penn State University’s lab on the third day of paving, according to Barilla. There, technicians performed all volumetric testing HWTT, IDEAL-CT Index testing and binder aging. The plant held production temperatures around 300-310°F, according to Barilla, with mat temperatures behind the paver between 285 and 300°F after a haul of 45 minutes. The rolling pattern remained the same as it was for the first day’s control mat and the team didn’t have to make any changes with the increased RAP in the asphalt mix, resulting in an average mat density of 95.8%.

One way to ensure mat smoothness is the best practice of keeping the paving train moving. Yauger shared how the seasoned team accomplished this. “Keys to keeping the paver moving were excellent traffic control, the continuous flow of material from the plants with constant communication, adequate amount of trucks, utilizing a material transfer vehicle, sufficient paver speed and amount of rollers to keep up.”

When comparing the control mix to the higher RAP mixes with RAs, the team saw no difference in mix workability and rolling effort on the curvy hilly surface, there was no shoving or pushing, Libertini confirmed. This project had a high amount of handwork and detail work; the crew accomplished this successfully on both mixes, he said.

Yauger’s team on site agreed: “Guys in the field noticed how tight of a mat both mixes produced and how smooth the material flowed in the MTV and paver,” he said.

A tight paving train kept more than final smoothness in line. Haughton noted the way the team worked around physical challenges. Yauger commented earlier on the interruptions in the work zone—interruptions like a hospital entrance and side roads. Best practices and safety protocol worked hand in hand for this success.

With Penn State University working on grant funding to assess the viability of rejuvenator use, this pilot project could provide valuable data for researchers. Not only has Lindy Paving shown best production practices, but they’ve also shown best paving and safety practices along the way. PennDOT’s Gnegy sees next steps involve creating and establishing test methods to validate the performance of various rejuvenating agents and establish long term performance testing criteria and protocols to advance this technology in Pennsylvania.

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The CIR portion of the project required Coughlin to mill to a depth of 4 inches—a total of 24,000 square yards of material—with its Roadtec RX900e rotomill followed by its Roadtec RT500 recycling train, utilizing Suncor for the emulsion and Lhoist for the lime mineral filler.

CIR REVITALIZES COLORADO MOUNTAIN PASS

J

Jones Pass is a mountain in north-central Colorado that reaches an elevation of 12,454 feet at its peak. Nestled in the Arapaho National Forest, Jones Pass Road is the primary route for visitors to Jones Pass and also for traffic to and from the nearby Henderson mine. The Henderson mine, owned by Freeport-McMoRan, has produced molybdenum since 1976 and is North America’s largest producer of the mineral.

“Throughout the week, Jones Pass Road is used for mining operations and on the 36 | FEBRUARY 2024

BY SARAH REDOHL

weekends, for recreational use,” said Reed Poleszak, project estimator for Coughlin Company, St. George, Utah, adding that many years of heavy traffic had resulted in severe age-related distress. That’s why Clear Creek County solicited bids for cold in-place recycling (CIR) and asphalt overlay in the summer of 2023.

“The condition of Jones Pass Road prior to the project would be considered severely distressed with potholing, alligator cracking as well as transverse and longitudinal crack-

ing,” said Stoy Streepy, an engineer with the county. “The CIR process seemed like a good fit for rehabilitating this road based on the condition of the road before this project as well as the cost savings and the reduction in material import/export compared to a full reconstruction project.”

Although the county only has rough estimates from 2020 to illustrate cost savings, it estimates a $19 to $35 cost reduction per square yard of roadway surface between CIR and full depth replacement.

However, it was the first time the county would be using CIR, so it was important that they bring in the necessary expertise.

The county hired Atlas, Austin, Texas, for engineering and design; Coughlin Company, a SurfaceCycle company, for the CIR; and APC Construction, a CRH company, to perform the paving.

CIR TO SPEC

CIR is a pavement rehabilitation method where the existing asphalt surface is milled, pulverized and mixed with a stabilizing agent before being repaved and compacted.

The recent project on Jones Pass Road comprised a 4-inch CIR followed by 5 inches of new hot mix asphalt (HMA). “There’s quite a bit of traffic coming in and out of that mine, so such a robust structural section makes sense for this road,” Poleszak said.

APC Construction, the general contractor on the project, bid for the job in August 2023 and the CIR portion of the project began in October 2023. Although APC has done work for Clear Creek County in the past, this was one of its first CIR projects. The company brought in its sister company, APC Southern, to pave the project since it had experience with CIR and had also previously worked with the CIR subcontractor, Coughlin Company.

Although Coughlin’s parent company SurfaceCycle operates in the milling, CIR, soil stabilization and reclamation space, SurfaceCycle Chief Commercial Officer Roman Lopatko said “Coughlin is probably the company with the most legacy [with CIR] in our portfolio.”

Coughlin has been involved in a number of CIR projects in Colorado, mostly for the Colorado Department of Transportation, including a 43-mile section of Colorado’s State Highway 149 between Creede and Lake City previously reported by AsphaltPro Magazine. “That was one of the biggest CIR projects ever let in Colorado,” Poleszak said. Although the Jones Pass Road project was quite small—one lane in each direction 1 ¾ miles long—the company was able to bring decades of experience across scores of projects big and small to the project.

“We relied on Coughlin for their expertise with CIR, because they are very much an expert with that process,” said APC Project Manager Keary Brown. “We really enjoyed the collaboration we had with Coughlin. This was a really good team effort.”

Also key was the role Atlas played in the CIR mix design and acceptance testing for Clear Creek County. Atlas has significant experience in quality control for CIR projects, frequently working with Coughlin Company when it picks up CDOT jobs, said Atlas Quality Assurance Manager Davis Quinn.

Behind the CIR portion of the project, the APC Southern crew placed a 3-inch lift and a 2-inch lift of asphalt (Grading SX with PG58-28).

The CIR portion of the project comprised 24,000 square yards of material, while the overlay required a total of 6,802 tons of HMA produced at APC’s plant in Golden, Colorado.

“CIR is not hugely popular in Colorado, with most agencies preferring full depth reclamation,” he said. However, Quinn said, this road presented an ideal opportunity to use the process given the significant surface degradation and cracking paired with the good condition of the underlying material.

According to Dan Shellhammer, who is responsible for SurfaceCycle’s CIR projects across the nation, the Jones Pass Road project was simplified and streamlined by Colorado’s existing CIR spec. “Colorado has a great CIR specification,” he said. “Coughlin Group, along with some other folks in the industry, was instrumental in helping them get that written.”

Having a solid standard to rely on made the CIR portion of the project run smoothly. “We basically came in and performed the work to specification,” Poleszak said. “It was a very straightforward job for us.”

EASY CIR

The CIR portion of the project began in early October and was completed within two weeks. Coughlin milled to a depth of 4 inches—a total of 24,000 square yards of material—with its Roadtec RX900e rotomill followed by its Roadtec RT500 recycling train, utilizing Suncor for the emulsion and Lhoist for the lime mineral filler.

WWW.THEASPHALTPRO.COM | 37

The 40-mile haul from the plant to the project presented a challenge APC was able to overcome with adequate trucking. The company had more than 30 haul trucks dedicated to the project.

operate during the warmest part of the day.

Everyone involved ensured all testing requirements were met. “We really relied on Atlas on site to ensure all material was meeting the specifications,” Poleszak said. “Had we not met the specifications, with the cold weather and everything else, we wouldn’t have continued.

But once we saw we were meeting spec, we just rolled right through it and got it done.”

“After Coughlin performed the CIR, we followed behind, paving and rolling what they left for us in a windrow,” Brown said.

Then, the APC Southern crew placed a 3-inch lift and a 2-inch lift of asphalt (Grading SX with PG58-28).

The CIR portion of the project comprised 24,000 square yards of material, while the overlay required a total of 6,802 tons of HMA produced at APC’s plant in Golden, Colorado.

“The only other challenge we faced would have been the distance from our plant up to the project which was approximately 40 miles, but we overcame that with adequate trucking,” Brown said, adding that the company had more than 30 haul trucks dedicated to the project. “We used best practices to retain heat every step of the way.”

CARE GETS RESULTS

Clear Creek County estimates a $19 to $35 cost reduction per square yard of roadway surface between CIR and full depth replacement. These photos show the road prior to and after the CIR was completed.

Coughlin utilized Suncor’s CSS Special emulsion formulated for cold recycle work injected at 3.5% and Lhoist’s hi Calc Quicklime Fines to slurry for the 1.5% mineral filler additive according to Atlas’s mix design.

“We essentially just mixed it and put it in a windrow for [APC Southern] to pick up and pave,” Poleszak said. The most significant challenge during the CIR process was the weather.

“Ahead of this project, we were busy finishing up a CIR project in New Mexico and APC was busy paving Berthoud Pass,” Poleszak said.

Then, a cold front moved in just as Coughlin mobilized its equipment for the Jones Pass Road job. “With CIR, you’re putting quite a bit of water into the mix and if it’s too cold that is 38 | FEBRUARY 2024

not going to get out of that mix as quickly as what would be desirable.”

The company discussed with the county and Atlas some additive options that they’ve used in the past to help material cure more quickly under similar conditions (higher elevation, colder temperatures) in its home state of Utah.

“We’ve had some success introducing cement into a mix design in other climates with cold weather,” Poleszak said, as the Portland Cement reduces the water demand for the CIR mix. “Now, it’s become our standard for these cold weather temps to help get traffic back on here with minimal raveling and distresses.”

However, the county opted to utilize its existing design given the body of testing data it had on lime and emulsion. And, ultimately, the original mix design ended up working out well.

Coughlin ended up starting a bit later in the day than it otherwise might have so it could

“We are pleased with the completed project and hope to have extended the service life of the road surface by another 20 years,” Streepy said. Coughlin and APC share this sentiment.

“We were pleased enough with it to submit it for a sustainability award with the Colorado Asphalt Pavement Association,” Brown said.

“We decided to submit this in the sustainability category because that was one of the reasons the county decided to do this type of pavement application up there. They wanted to try to utilize the existing materials that are there and incorporate them back into the project, as opposed to milling and hauling the millings away and then overlaying.”

“This project was a good candidate for CIR and it came out well,” Poleszak said. “If you have a good candidate for a CIR project, they sell themselves. You’re saving a lot of money and getting quite a lot of structural section back out of the road.”

Although Streepy said the tight curves and steep grades of most of the roads in Clear Creek County don’t allow for the long vehicle trains required for CIR, he said the county looks forward to the opportunity to utilize CIR in the future when the road conditions allow.

“This is an exciting first for the county,” Brown said, “and we can’t wait for them to see the results of this project and how CIR will help in the longevity of the road.”

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THE RISE OF CIR According to Shellhammer, SurfaceCycle has seen a growing interest in cold in-place recycling in the Colorado region in recent years.

“CIR is an alternative to conventional construction that could drastically reduce carbon emissions, so I think the state and the counties in the state are seeing that as a much more viable option,” he said. “There’s been a lot more interest in CIR as Colorado comes out with some initiatives related to tracking emissions and things like that.”

Shellhammer said he’s been seeing greenhouse gas reductions of up to 90% comparing CIR to conventional processes. “We’ve seen individual projects where they’ve reduced their CO2 output by up to 3,000 metric tons on one job.”

However, just as important to the growth of CIR has been innovations in equipment and quality control.

“CIR has been around for decades, but the really great thing that’s happened in the last decade or two is the equipment industry has modernized a lot of tools that we use,” Poleszak said.

For example, grade and slope control systems available on today’s milling machines. “We are milling for depth, but we are also trying to get some of those

bumps and dips out the road while we’re doing that,” Schellhammer said.

Also, the closed loop screening system on recycling trains. “That’s a machine control feature that’s been put in place to ensure 100% of that RAP is sized appropriately,” Schellhammer said. As the material goes into the pugmill, an inline weighbridge monitors the weight of the RAP. “That’s tied to an onboard computer that then meters the amount of emulsion that’s being added back as a percentage by weight. Those are all going through very accurate calibrated pumps, so we’re able to make a very consistent cold mix.”

“In the past, there was none of that,” Shellhammer said.

“There wasn’t a weighbridge. There wasn’t an onboard computer. All it was was basically a dial on the side of the machine you turn up or down for adding more gallons per minute versus less.”

Before these equipment innovations, roughly one to two decades ago, Shellhammer said the industry struggled with material consistency. “With the advancements that have been made, NCAT is actually testing to see if they can increase the structural value of cold mix. Because it is more consistent now, they may not need to be as conservative in the design phase when looking at a job.”

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O F F T H E M AT

Crude Growth Bitumen industry offers promising sector for advancement

BY HARSHADA DIVE

Editor’s Note: While much of the background in this piece is familiar to the AsphaltPro audience, Harshada Dive’s insight offers forward-looking ideas for readers.

I

n recent years, the bitumen industry has witnessed significant growth and evolution. Bitumen plays an important role in the construction and infrastructure sectors and, according to Allied Market Research, the global bitumen market is expected to exhibit a considerable CAGR of 3.5% throughout the forecast timeframe.

Readers will be familiar with the process of bitumen extraction, during which impurities, such as calcium, Sulphur, oxygen and iron, are removed. In the industrial process of bitumen production, crude oil is first distilled at 200°C and then further heated to 300°C to transform it into vapor. This process extracts various lighter components from crude oil, such as gasoline, petrol, diesel, lubricating oils and waxes, leaving bitumen as the final product. To obtain bitumen by vacuum distillation, the remaining crude oil is poured into separate distillation columns, which is called fractional distillation. While bitumen can be produced in factories, it also exists naturally in oil sands, bituminous rocks and lakes.

It should be purified for practical use.

The different types of bitumen depend on various specifications such as constituents, uses and viscosity. Some types of bitumen commonly employed for constructing flexible pavements are paving grade, emulsion and polymer-modified.

• Paving grade bitumen: Paving-grade bitumen is derived from the distillation of crude petroleum and is commonly used in surface and binder applications. Bitumen is typically semi-solid, highly viscous and adhesive at regular temperatures. However, when it is heated, it becomes soft and liquid, and its viscosity decreases as the temperature rises.

• Bitumen emulsion: Bitumen emulsion is prepared by the dispersion of bitumen into small droplets suspended in water, which is facilitated by the use of an appropriate emulsifier.

• Polymer-modified bitumen: Polymer-modified bitumen can be used in the construction of tank foundations containing different fluids. Moreover, it is used to prevent the degradation of railway tracks and roads and to absorb noise and vibrations.

BITUMEN MARKET TRENDS

The need for bitumen is constantly increasing due to the upsurge in road construction projects. Most of the bitumen used is transformed into asphalt for road construction. Asphalt consists of crushed rocks and bitumen. Bitumen acts as a binder that ensures the durability of asphalt.

Asphalt roads can be adapted according to different climatic conditions and operational requirements by using different types of bitumen or mixtures. In addition, asphalt can be used in airport runways, parking structures and port work areas.

The infrastructure activities in the Asia-Pacific region, especially in the transport sector, are growing rapidly because of urban moderniza42 | FEBRUARY 2024

tion and the emphasis placed on developing secondary sectors in these countries. Moreover, an increase in economic growth stimulates the financing of infrastructure in consumer sectors, including transport and manufacturing which are essential for providing raw materials to produce consumer goods.

According to a survey by thе U.S. Census Bureau, public expenditure on infrastructure development, еspеcially on roads and highways, has bееn on thе risе in thе Unitеd Statеs for decades. Additionally, in 2021, the China State Construction Engineering Corporation (CSCEC) signеd an agrееmеnt to build about 2,797.41 miles (4,502 kilometers) of nеw roads, which was morе than thе prеvious year’s 2,601.06 miles (4,186 km). These developments reinforce the positive development of the bitumen market.

Furthеrmorе, India has allocated $1.4 billion for infrastructure investment undеr thе National Infrastructurе Pipеlinе (NIP), with 19% of this budgеt going to roads and highways. Thе country’s approved budgеt includеs plans for thе dеvеlopmеnt of various industrial corridors, which includеs Amritsar-Kolkata Industrial Corridor, Dеlhi-Mumbai Industrial Corridor, Vizag-Chеnnai Industrial Corridor, Bеngaluru-Mumbai Industrial Corridor, and Bеngaluru-Chеnnai Industrial Corridor. It is еxpеctеd that thеsе projеcts will be complеtеd by March 2025 and that thе dеmand for bitumеn will incrеasе in thе upcoming yеars. Owing to thеsе rеcеnt dеvеlopmеnts, it’s еxpеctеd that thе global bitumеn markеt will grow ovеr thе projеctеd pеriod.

INNOVATIONS

Some of the major players in the industry, including Royal Dutch Shell PLC, China Petroleum & Chemical Corporation, Hindustan Petroleum Corporation Limited, Asphalt & Bitumen West Co., and TotalEnergies, are engaging in the development of innovative technologies and introducing new products, strategies and collaborative alliances. For instance, in November 2022, NYNAS AB launched Nypol RE, a novel polymer-modified bitumen. This innovative product incorporates biogenic materials to enhance its durability while minimizing its impact on the environment, which distinguishes it from bitumen alternatives.

In another key development, ExxonMobil resumed the operation of its bitumen production plant in Singapore in May 2021. The production plant is capable of producing approximately 100,000 to 120,000 tons of bitumen per month.

Furthermore, in March 2019, Royal Dutch Shell launched FreshAir, a sustainable asphalt product. The main objective of this initiative is to mitigate any lingering environmental impact caused by the emissions generated in the construction of asphalt roads.

To summarize, thе global bitumеn industry is growing at an accеlеrating pacе, drivеn by thе incrеasing dеmand for road construction and maintеnancе, as wеll as tеchnological innovation. Furthеrmorе, thе construction sеctor is dеvеloping rapidly and is еxpеctеd to progress, with a robust focus on advancеd innovation.

Harshada Dive is a computer engineer. As an associate content writer, she loves to experiment with trending topics and develop her unique writing skills.

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The Cat stand at CES would focus on Caterpillar’s electric machines and energy solutions to meet the evolving needs of customers as they electrify their job sites. Graphic courtesy of Caterpillar

Save Energy During Production

BY ASPHALTPRO STAFF

A

t press time, companies were gearing up to attend a variety of first-quarter trade shows. One of the first in 2024 would be CES in Las Vegas, Nevada, Jan. 9-12, where Caterpillar boasted a display covering nearly 9,600 square feet of real estate. In that space, the OEM would showcase a number of products including those for power generation. Let’s take a look at information from a Caterpillar press release prior to the show.

In the category of sustainable power generation, the company stated: “Caterpillar offers and continues to develop lower-carbon intensity on-site power production solutions such as generators running on a variety of renewable fuels, solar panels and hydrogen powered fuel cells.”

In the category of energy storage and charging solutions, the company stated: “Designed for rapid plug-and-play installation and integration, battery Energy Storage Solutions (ESS) can be used with any combination of diesel, natural gas or renewable energy sources such as solar or wind. They store surplus power from these energy sources and then discharge from their reserves as needed. The XEX60, compact ESS will be shown at CES and can be used to provide power to Caterpillar charging solutions.

“Caterpillar offers and continues to develop charging options to support battery electric machines using industry standard connectors and protocols. The Cat chargers displayed at CES are tested and validated to work with Cat equipment in the same harsh environments where our machines are put to work.”

44 | FEBRUARY 2024

In the category of batteries, the company stated: “The on-board battery pack on display at CES is designed to power the 301.9 mini excavator with a total capacity of 32 kWh and a nominal voltage of 48 volts. Cat battery packs consist of a modular design with factory integrated telematics and a rugged structure to endure the use on our heavy equipment.”

In the category of power system solutions, the company stated: “Additionally displayed at CES will be a Cat 750V Electric Motor and Inverter, components that support a variety of machines and power systems. A 750 DC motor provides mechanical power for the machine movement when commanded by the operator. The inverter transfers power to the electric motor from an onboard Caterpillar machine power source like a generator or battery.”

ASTEC

The closed-top NTEP certified portable self-erecting surge silo (SESS) from Astec Industries Inc., Chattanooga, is designed for convenience, speed and reliability. With its self-erecting mechanism, the surge silo eliminates the need for extensive construction and labor-intensive setup, enabling asphalt manufacturers to quickly establish a highly functional and adaptable storage solution. NTEP certification for the weighing mechanisms ensures accurate ticketing at loadout. An optional oil-sealed gate and enclosed silo top equipped with a grease seal prevent oxygen penetration allowing longer-term storage. The oil-seal gate and top grease-seal in conjunction with premium insulation provides industry-leading storage in a portable silo. The silo and drag share

keeping an aggressive nip angle and crushing stroke. Typical applications for the TJ2440 single-toggle jaw crusher are in a range of industries including mining, quarrying and recycling. It is adept at handling different types of materials like ores and rock, to recycled concrete, according to the manufacturer.

For more information, contact your local Cedarapids dealer.

COMMAND ALKON

The Astec self-erecting surge silo (SESS) offers an optional oilsealed gate and enclosed silo top equipped with grease seal.

a common chassis and are erected together using hydraulic cylinders. A steeper cone angle provides first-in/first-out material rotation to minimize mix segregation.

For more information, visit astecindustries.com.

CATERPILLAR

Caterpillar has announced, starting in early 2024, it will develop an advanced hydrogen-hybrid power solution for off-highway vehicles that will leverage the new Cat® 13D engine platform. Available for early OEM pilots in 2025 and scheduled for production in 2026, the Cat C13D engine is targeted for a wide range of off-highway equipment, including rock crushers, screeners, and grinders; trenchers; material-handling equipment; and more.

A press release from the company stated: “Starting in the first quarter of 2024, Caterpillar will develop a transient-capable system for off-highway applications. The project will demonstrate how state-ofthe-art control systems and electric-hybrid components can help hydrogen-fueled engines meet or exceed the power density and transient performance of traditional diesel engines.”

Caterpillar will serve as the prime contractor on the project, providing engine research and development as well as system integration. As the project progresses, other industry and academic collaborators will be brought into the program to provide additional specialist expertise.

The initiative will be delivered at Caterpillar facilities in Chillicothe, Illinois, and San Antonio, Texas.

With research commencing in 2024, the project is supported and partially funded by the U.S. Department of Energy’s (DOE) Vehicle Technologies Office (VTO) through the Office of Energy Efficiency and Renewable Energy (EERE). It is included among 45 projects across 18 states and Washington, D.C., receiving funding to advance research, development, demonstration, and deployment in several areas critical to reducing greenhouse gas (GHG) emissions in the transportation sector.

The inline, six-cylinder Cat C13D is designed to enable the use of renewable liquid fuels such as 100% HVO, B100 Distilled Biodiesel, and up to B100 Standard Biodiesel by working with the local Cat dealer.

For more information, visit caterpillar.com.

CEDARAPIDS

Cedarapids®, a Terex brand, based in Cedar Rapids, Iowa, introduces its latest addition to the Cedarapids Static Jaw Crusher series, the TJ2440, which features 24-inch inlet gape by 40-inch inlet width. This single toggle jaw crusher is engineered for tight closed side settings while

Command Alkon offers an Operational Assessment (OA), which is a comprehensive review of a company’s business operations, aimed at identifying areas for improvement and providing recommendations to achieve operational excellence. The OA process involves a four-week engagement, during which an experienced Command Alkon business consultant visits the client’s operations and conducts a thorough review of all aspects of the business. This includes dispatch, operations, sales, quality control, billing, human resources and other key components of the quote-to-cash process. The goal is to deliver a comprehensive evaluation of the operations business processes and actionable recommendations to become a best-in-class organization.

Command Alkon’s Operational Assessment is designed to provide clients with a comprehensive set of deliverables, including a detailed assessment brief, a realistic timeline for implementing changes, financial justification for recommended improvements, written observations and clearly defined recommendations across departments. At the completion of the Operational Assessment, clients can also engage in continued improvement opportunities offered in the form of customized training engagements and longer-term advisory services.

For more information, contact Jason Rhodes at jrhodes@ commandalkon.com.

CONVEYOR COMPONENTS

The model TPS (tripper position switch) from Conveyor Components Company, Croswell, Michigan, is designed to indicate when the tripper of a shuttle conveyor is located on a multiple discharge point and will “trip” or activate the dumper when signaled. This unit is designed for adverse field conditions and is commonly used in the coal, metal and non-metal mining industries.

This device is a heavy-duty style control with two SP/DT micro switches rated for 20 amps at 120 VAC, 240 VAC, or 480 VAC. The switch actuation is bi-directional, and the roller orientation is field adjustable with a simple hex bolt adjustment. The white acetyl roller is bi-directional, measures 3 inches in diameter by 1 5/8 inches wide, and is built to withstand pressure, wear and chemical attack. The housing is a rugged cast aluminum enclosure rated for NEMA 4 weatherproof, or NEMA 7/9 explosion proof. Black epoxy powder coating is optional.

EPIROC

Epiroc, Elko, Nevada, announced December 2023 the formal opening and commencement of operations at its national Competency Center. The facility, located at 403 West Idaho Street, Elko, marks a significant strategic achievement for Epiroc USA, enhancing support for mining and exploration customers and providing a platform for business growth. Jon Torpy, president and general manager of Epiroc USA, expressed the importance of this achievement, stating: “The opening of the competency center in Elko is a pivotal strategic goal for Epiroc USA. This facility embodies our commitment to helping customers build the mines of the future, delivering reliable, trustworthy expertise.

It signifies a major step forward in our mission to extend fleets' longevity and contribute to the industry's sustainable development.”

The Competency Center, a centrally located two-story facility, spans 48,000 square feet, featuring 8,000 square feet of office space, a WWW.THEASPHALTPRO.COM | 45

P R O D U C T GA L L E RY 4,000-square foot training center, a 16,000-square-foot warehouse, and a 20,000-square-foot workshop equipped with multiple machine bays and an outdoor staging area.

The Competency Center provides advanced technical assistance, specialized electrification and battery electric vehicle (BEV) expertise, including diesel-to-battery conversions. It features a streamlined supply chain and circularity programs applied to full machine rebuilds, remanufacturing, and planned component replacements.

While delivering customer service, field and workshop support, sales and applications assistance, the Competency Center also serves as a comprehensive training center, addressing the industry's growing need for skilled operators.

PROSTACK

ProStack®, a manufacturer of bulk material handling solutions in the Terex family, is pleased to launch the latest addition to its stacker range—the Ranger 6-24TR tracked radial conveyor. Designed for stockpiling across multiple applications including the quarrying and mining industries. A key highlight is the Ranger 6-24TR’s semi-automated stockpile program that allows operators to stockpile materials in set patterns to suit their specific needs. This feature comes as standard with an optional, fully automated program available. It also features hydraulic discharge height adjustment, allowing for further flexibility when operating in different applications.

The Ranger 6-24TR has a hydraulic fold over feature, which is designed to make transportation easier. The conveyor can be easily folded

for transportation, which reduces downtime and ensures swift relocation to different job sites. Coupled with the already compact design, this feature allows the Ranger 6-24TR to be transported within a shipping container. Alan MacCombe, engineering manager at ProStack said, “We have really focused on making the Ranger 6-24TR easy to use at every stage of design. Features like the automated stockpile program and hydraulic discharge height adjustment, coupled with the fact that this conveyor can be operated with a remote control are a result of this focus.”

The Ranger 6-24TR has a working length of 72 feet (22 meters) and weighs approximately 20 U.S. tons (17,800 kilograms). It is designed to achieve a maximum throughput rate of 600 tons per hour (TPH). A maximum discharge height of 35 feet, 3 inches (10.75 m) is reached at 23 degrees inclination.

For more information, contact your local distributor.

YOKOHAMA

Two new, deep-tread L-5 Galaxy radial wheel loader/dozer tires from Yokohama Off-Highway Tires, Wakefield, Massachusetts, are designed for construction, quarry and mining operators working in both hard rock and muddy surfaces. The all-steel Galaxy LDSR 500 and Galaxy LDSR 510 radial L-5s both feature extra-deep tread with cut-resistant compound, top-of-class tread rubber depth for longer wear, high turnup construction that reinforces their sidewalls for stability and comfort, buttressed shoulders and hefty two-star load ratings, according to the manufacturer.

For more information, visit your Yokohama dealer.

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AD INDEX Ahern Industries, Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46 ALmix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Asphalt Drum Mixers, Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18, 19 Astec Industries . . . . . . . . . . . . . .Inside Front Cover, Inside Back Cover B&S Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24, 25 Blaw-Knox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 BROCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49 CWMF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3, 35 Clarence Richards Company . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47 Command Alkcon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 Eagle Crusher . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 FastMeasure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48 Gencor Industries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 HaulHub . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 Meeker . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 Meyer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47 Olson-Homestead Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 Process Heating Co. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Reliable Asphalt Products . . . . . . . . . . . . . . . . . . . . . . . . Back Cover Stansteel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11, 39 Systems Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21, 50 Tarmac International . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Tri State . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48 Top Quality Paving . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47 Weiler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Willow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48 Wirtgen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 World of Asphalt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43

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.

We’re on it.

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

COLD FEED BINS, RAP BINS, CONVEYORS

INNER DRUMS AND OUTER SHELLS

DRUM MIXERS AND DRYERS

MIXING DRUMS

BAGHOUSES, AUGERS, AND DUCTWORK

HOT OIL HEATERS, AC TANKS, METERING PUMP SKIDS, PIPING

SILOS, DRAGS, AND TRAVERSE CONVEYORS

HOT MIX ASPHALT STORAGE SILOS

ON-SITE SERVICES AND AFTER-MARKET PARTS

QUALITY PRODUCTS | OUTSTANDING SERVICE | GREAT RELATIONSHIPS www.brock.llc | 2011 West Polymer Drive, Chattanooga, TN 37421 | 1.800.441.9528 | 1.423.476.9900

NEW TECH

Be Aware of Your Surroundings

BY ASPHALTPRO STAFF

A

n employee at McGuire & Hester, Alameda, California, had just arrived home to San Leandro in a company-owned white Ford F-550 one evening in the fall of 2023. Upon exiting the vehicle, several thieves who had apparently followed the employee home from the job site jumped the employee and made off with the company truck. Thankfully, the employee was not seriously injured.

It’s common to be told to remain aware of one’s surroundings at the morning toolbox talk, but this event is an important reminder that advice is just as relevant when the workday is over.

WHAT THIEVES WANT

Wes T. Murer, safety director at McGuire & Hester, said equipment theft in general is nothing new to the company. What is unique about this case is that the truck was recovered in good shape, but stripped of all tools and supplies—and that the robbery was particularly brazen.

“This event happened in broad daylight in the employee’s own driveway,” Murer said.

“Usually, theft occurs at night by stealing things off the job site, but thieves are becoming more brazen and more aggressive.” Murer himself was robbed of his laptop while pumping gas in the Oakland area quite recently.

The company has even seen equipment go missing in the short amount of time between when controls are removed from the paver and when they’re locked up in a truck. “We’ve had things stolen from the tailgate in a matter of seconds of being removed from the paver,” Murer said.

The top items of interest to thieves, Murer said, seem to be electronic controls for paving equipment. “Those controls, such as sonar, lasers, GPS, etc., are expensive and universal for use on other pieces of equipment and applications,” he said. “ A complete unit could go for upwards of $15,000—and thieves know exactly what they’re looking for.”

Murer said it’s rare to get any equipment back once it’s been stolen. The trucks from which the equipment is often stolen are usually recovered, but rarely in good condition. “The most expensive part of most theft is the damage done to the ignition, the 50 | FEBRUARY 2024

steering column, or from thieves prying open the lockboxes. We’ve even had trucks recovered that had been completely burned out.”

In this event, the truck was recovered intact. “The thieves just pulled into a secluded area, used the keys they’d stolen to open the lock boxes and take the tools, then ditched the truck,” Murer said. The truck was recovered the morning after the robbery when a local business owner called McGuire & Hester to tell the company one of its trucks was parked near the business with its doors open.

PROTECT YOUR EQUIPMENT

McGuire & Hester has made several improvements to keep its equipment safer. This includes investing in technology to track company vehicles (so long as the thieves aren’t savvy enough to destroy or disable it) and locking equipment in locations inaccessible to the public such as company warehouses.

“Keeping equipment locked up under positive control makes it much harder for thieves to get to it,” Murer said. However, he recognizes that it’s impossible to store equipment under those conditions at all times since it must be transported to and from the job site. That’s why the company has also invested in additional security measures on its truck lock boxes, such as more secure locking systems with drop down bars that are quite challenging to cut without the correct tools. “Sometimes we recover vehicles with damage to those doors from thieves trying to pry them open, but they haven’t managed to get in because of those security bars.”

HOW TO HANDLE A ROBBERY

Murer’s biggest takeaway from the fall 2023 robbery is to remain aware of one’s surroundings. “Work in pairs to keep an eye out together, check that you aren’t being followed home from the job site, and if you are ever confronted do not engage or escalate things,” he said.

“People who have tried to engage with thieves have gotten assaulted or worse. We make it clear to employees that they should give the thieves what they want and we’ll report it to the police, because the thieves will do what it takes to get the tools they’re after. Our employees’ safety is paramount.”

ROCK TO ROAD

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