Asphalt Pro - December 2010

Industry Anticipates State of Funding

Asphalt Stays Environmental Course

California Contractor Sustains Legacy REACH with Overseas Market Viscosity Goes for a Spin Get Your Asphalt App

Save Money: Screen-Media Tips December 2010

16 Matich Corporation does it all from asphalt production to laydown to subcontracting to design/build. With a solid construction legacy behind every action, management starts a new relationship for a new century with a WMA plant and a great attitude to share. See related article on page 16. Photo courtesy of Astec Industries, Chattanooga.

December 2010 Departments

Articles

Letter From the Editor 5 New Concrete Additive Triggers Zombie Apocalypse

20 State of European Standardization

by AsphaltPro Staff

Around the Globe 6 People You Should Know 8 Spotlight on: AASHTO Executive Director John Horsley Safety Spotlight 10 Safety First for Neshaminy Constructors

by AsphaltPro Staff Equipment Maintenance 12 How-to Protect Your Screen Media Profit Center

by Gary Pederson Mix It Up 14 State of Lab Equipment for Viscosity Needs

by Robert G. McGregor

24 State of the Competition

by Sandy Lender 26 Elections Color State of Highway Funding

by Jay Hansen 28 State of the Industry

by Sandy Lender 30 Sell Mix with Your iPad The state of technology in the construction industry spells EZ customer service for asphalt professionals

by Sandy Lender

30 Northeast EZ Street Sales Manager Deana Schuttig shares product applications on the iPad with a New Jersey State League of Municipalities attendee. See related article on page 30. Photo courtesy of EZ Street, Miami.

38 State of REACH

by AsphaltPro Staff

Producer Profile 16 Matich Builds Relationships to Last a Century

by Sandy Lender Equipment Gallery 34 Cummins Weighs in on State of Engine Regs Here’s How It Works 40 Gradall’s XL 3100III Highway Wheeled Excavator Last Cut 42 Refined Panic

by AsphaltPro Staff Resource Directory 46

28 On the cover: C.W. Matthews crews use the KPI-JCI Fast Track® FT4250 HSI crusher (lower left), the KPI-JCI Extendable SuperStacker™ (center), and the Astec Mobile Screens FT2618V (lower right). See related story on page 28. Photo courtesy of KPI-JCI & Astec Mobile Screens, Yankton, S.D.

12 Save some cash when you troubleshoot screen media before making screen box repairs. See related article on page 12. Photo courtesy of Major Wire Industries, LLC, Candiac, Quebec.

ASPHALT PRO 3

December 2010 • Vol. 4 No. 3

New Concrete Additive Triggers Zombie Apocalypse editor’s note

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

publisher Chris Harrison associate publisher Sally Shoemaker

sally@theasphaltpro.com (660) 248-2258

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

operations/circulation manager Cindy Sheridan business manager Renea Sapp graphic design Alisha Moreland Kristin Branscom creative services Ashley Meyer

AsphaltPro is published nine times per year: January, February, March, April/May, June/July, August/ September, October, November and December by The Business Times Company, 2001 Corporate Place, Columbia, MO 65202 Subscription Policy: Individual subscriptions are available without charge in the United Sates, Canada and Mexico to qualified individuals.

One year subscription to non-qualifying Individuals: United States $90, Canada and Mexico $125.00 and $175.00 all other countries (payable in U.S. funds, drawn on U.S. bank). Single copies available $17 each.

This is an editorial column, so I hope everyone sees this use of dramatic license as humorous.

I guess I could have saved it for April 1st but this is the fourth annual State of the Industry issue of AsphaltPro and we should discuss what the competition is up to. Apparently, the Portland Cement Association (PCA) as a collective is preparing to release toxic decomposed organic compounds into the air and groundwater of densely populated communities as the association’s pavements erode, crack and fail during the next decade, slowly turning us into the walking dead.

By the time PCA officials complete this insidious plan, all DOT engineers will have been brainwashed into believing they helped the environment, when in fact they sped society’s eventual collapse by bringing about a zombie apocalypse. I wonder if anyone at MoDOT suspects they’re spurring the end of civilized society in the United States. See the fact-oriented, related article on page 24 and note the integrity of MoDOT to cooperate with AsphaltPro to get information to you about the Ladue Road/photocatalytic concrete project. My hat’s off to the gentlemen there for helping me present just the facts.

As most zombie-causing infectious diseases do, the concept of smog-eating concrete starts with intelligent science. Researchers in Europe have put Titanium dioxide (TiO2) in concrete. This ultra white pigment makes the concrete very pretty.

TiO2 also causes a chemical reaction within the concrete when exposed to ultraviolet light.

Here’s where the zombie movie picks up speed and audience members lean forward in their seats.

The chemical reaction takes place between ultra-ickies from the air (like dirt, soot, mold, etcetera) and the TiO2. The “bad” reactants break down—decompose—but the TiO2 is supposed to remain unharmed and ready for more pollutants from the air to settle on the pavement and get caught in its wily web.

To be honest, that’s pretty cool. But where do the products of the chemical reaction within the pavement go? According to Italian research (Ground Zero in zombie apocalypse terms), the concrete matrix traps the decomposed toxins.

Once again, that’s pretty cool. But there’s a catch. We all know concrete spawls. We all know concrete fails. We all know concrete has those obnoxious bumps every few yards where water gets in and causes the rebar to rust and expand and send cracks up to the surface. We all know concrete has to be “fixed.” As the concrete fails, the decomposed pollutants do what? And, of course, some products of the chemical reaction, by the photocatalytic concrete pavement’s design, wash down and away.

I theorize that these decomposed pollutants escape into the ground water (by design) and into the air (through pavement failures) on a regular basis and en masse during a pavement’s reconstruction. This is the part of the movie where somebody on-screen breathes too deeply, convulses and starts eating his fellow construction worker’s brain. Someone in the audience screams and tosses popcorn. The camera pans to a bloodied hard hat on the ground.

Of course this whole editorial column is designed to be a bit corny. No zombies will rise up from the use of photocatalytic concrete pavements. It’s just interesting to theorize about the displacement of decomposed pollutant products from a chemical reaction within a concrete pavement.

If smog suddenly defies its natural tendency to float skyward, that is. I mean…does it settle onto pavements? There’s a funneling trick I’d like to see.

I’m off to buy an industrial-strength can opener and more ammo for just in case! In the meantime, I wish you all a lovely holiday season devoid of monsters and filled with family and friends.

May you have a peaceful and prosperous 2011.

Stay Safe,

Sandy Lender ASPHALT PRO 5

AROUND THE GLOBE Industry News and Happenings from Around the World Africa If you would like to submit a bulletin paper for the upcoming 11th Conference on Asphalt Pavements in South Africa (CAPSA 11), your deadline to notify the council of your intention is Jan. 31, 2011. The official language of the conference is English.

Details are forthcoming and the site to visit for those details is www.capsa-events.co.za.

Belgium The European Committee for Standardization (CEN) and the European Committee for Electrotechnical Standardization (CENELEC) hosted World Standards Day Oct. 14 in Brussels. The theme this year was “Standards make the world accessible for all.” As the closing presenter at the conference held in conjunction with the annual event, Malcolm Harbour, a member of the European Parliament chairing the committee on Internal Market and Consumer Protection (IMCO), highlighted the importance of standards in facilitating international trade and requested more cooperation with U.S. colleagues for accessible products.

Iran You don’t have to speak Farsi to check on bitumen information coming out of the Middle East. Just check out Petrosil’s ButiMart page on facebook at www.facebook.com/petrosil. Each post links you to www.bitumart.com for product and service information in the language you select. Some sections of the BituMart page are subscriber-based.

Korea Just when you thought it was difficult to find highway funding in the United States, members of the Nov. 10 through 11 G-20 Summit released the “Seoul G-20 Business Summit Preliminary Findings and Recommendations from Participants” suggesting both government and private sector entities, led by the World Bank, get together to come up with ways to entice private investors to put their money in infrastructure around the globe.

AASHTO has a summary titled “The Seoul Summit Document” at http://www.aashtojournal.org in the November documents.

United States * Jerry Lewis (R-Calif.) introduced the American Recovery and Reinvestment Rescission Act (ARRRA), H.R. 6403, Nov. 15. This bill is designed to return unobligated discretionary stimulus funds (estimated at $12 billion) to the U.S. Treasury.

Educate yourself at http://www.washingtonwatch.com/ bills/show/111_HR_6403.html . * For updates, opinion and links concerning funding legislation, 6 December 2010

such as the Administration’s decision to wait to detail its reauthorization strategy until February, be sure to check the blog at www.TheAsphaltForum.blogspot.com and the website at www.theasphaltpro.com.

California A $43 billion high-speed railroad project to begin in the Central Valley is halted now that congressional leaders want to redirect money to deficit-reduction. Twenty-seven House Republicans wish to rescind $2 billion in stimulus funds once promised to California to kick-start the project. The cuts loom close to home for road-builders because the Doyle Drive replacement project in San Francisco, already under way, has been awarded $46 million, and is listed as one of the losers on the docket. Source: San Mateo County Times Colorado * Colorado asphalt industry members have initiated a joint work group in the Colorado Springs area to address several spec and new technology issues including absorption of aggregates, warm mix asphalt, RAP percentages, mix design submittals, thin lift overlays and an owner’s guide to strategy selection. For more information, contact Tom Peterson at tompeterson@co-asphalt.com. * One outcome of the recent Colorado Asphalt Pavement Association and Colorado Department of Transportation Asphalt Industry Forum (AIF) was to establish a Recycled Asphalt Shingles (RAS) task force. The task force will evaluate best practices for quality control and evaluate specs for the use of RAS. Source: Colorado Asphalt Pavement Association Florida The Transportation Research Board released a report Nov. 11 showing not-surprising results concerning traffic congestion trends in Florida. The report also tells the story of that congestion’s impact on Florida’s economy. Download the 225 pages of proof that America needs more highway funding at http://tinyurl.com/ TRBFlaCongestion.

Kentucky * The Plantmix Asphalt Industry of Kentucky (PAIKY), in conjunction with the Asphalt Pavement Alliance (APA), has released a document all road-builders will want to have on hand for their next town hall meeting. The Role of Asphalt in Livable Communities offers four pages of easyto-read facts about the good investment asphalt makes for America. Visit www.paiky.org and link to the association’s whitepaper in their news department.

* Lab techs with experience with AASHTO M320 and who have worked under NBTC techs can register for the Certified Binder Technician program with Asphalt Institute, offered Jan. 25 through 27. To see if you qualify, contact Mike Beavin at (859) 288-4973. (additional dates are Feb. 15 through 17) * Get a Christmas gift for the engineer in your company: Get $1,200 worth of 18 manuals and 21 informational series from the Asphalt Institute for $895 for a limited time. Visit the Asphalt Institute library online or call (859) 288-4960 for the Ultimate AI Bookshelf.

Nevada Dr. Serji Amirkhanian, a former Mays Professor of Transportation from Clemson University, has joined Phoenix Industries, Las Vegas, as the director of research and development. Phoenix is a worldwide provider of waste tire recycling plants and asphalt rubber blending equipment and technology. Source: Phoenix Industries.

New Mexico CEI Enterprises, Albuquerque, announces open registration for its 2011 customer training seminars Jan. 10 through 13, Jan. 24 through 27, and Feb. 7 through 10 at the facility in Albuquerque.

Hands-on instruction includes heater tuning, electrical troubleshooting, combustion analysis, pump rebuilding and more. For course information and to register, call (800) 545-4034 or visit www.ceienterprises.com.

Washington, D.C. * Two calls for fuel tax increases have been introduced into discussion in Washington since the Nov. 2 elections. The Simpson-Bowles proposal would dedicate a 15-cent-per-gallon raise entirely to transportation trust funds in an effort to ward off future bailouts from the general fund. The CarperVoinovich letter suggesting an increase of 25 cents per gallon over three years would raise approximately $270 billion over five years for distribution to a surface transportation reauthorization bill and to deficit reduction (at $83 billion).

Sources: multiple * The Transportation Research Board’s 90th annual meeting to be held Jan. 23 through 27 at the Marriott Wardman Park, Omni Shoreham and Washington Hilton hotels is open for registrations. International guests are encouraged to shore up travel arrangements including Visas and a “letter of invitation,” which you can generate at the TRB website. Visit http://www.trb.org/AnnualMeeting2011 and click on the “International Participation” link for more details.

people you should know Spotlight on:

AASHTO Executive Director John Horsley Name: John Horsley Title and organization: Executive Director, the American Association of State Highway and Transportation Officials (AASHTO) Job description: “I have direct supervision over the American Association of State Highway and Transportation Officials (AASHTO), a Washington-based non-profit advocacy group, working to educate the public and key decision-makers about the critical role transportation plays in securing a high standard of living and a sound economy.

Our association acts as a liaison for state transportation departments in all 50 states, the District of Columbia, and Puerto Rico to Congress and the Federal government. It’s also an internationally recognized leader for setting technical standards for materials and all phases of highway and bridge construction and maintenance.”

Years in the transportation industry: “I’ve spent a total of 37 years in public service.”

Area of expertise: Policy and Government Affairs Education: “I am a graduate of Harvard University and I’ve completed graduate studies at Georgetown University.”

Professional background: “From 1993 to 1999, I served at the U.S. Department of Transportation, as associate deputy secretary. I was elected to five terms as county commissioner in Kitsap County, a community just west of Seattle. I am also an Army veteran, former Peace Corps volunteer and Congressional aide, and a past president of the National Association of Counties. I was also one of the founding members of the Rebuild America Coalition.”

A businessperson I admire: “I admire Charles Potts, CEO, Heritage Construction and Materials; former chairman of the American Road and Transportation Builders Association.”

If I weren’t doing this for a living, I would: “retire.”

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Biggest career or personal obstacle I’ve overcome: “In 1990, redistricting in my home state caused me to reconsider a long held desire to run for Congress. I decided to turn my attention to the presidential election, serving as co-chairman of Bill Clinton’s Washington State campaign. Following Mr. Clinton’s election I was appointed associate deputy secretary at the U.S. Department of Transportation serving as an advocate for intermodal policies and quality of life initiatives, and a liaison to the U.S. Congress and state and local governments.”

A favorite recent project: “The Woodrow Wilson Bridge project near Washington, D.C.” What’s currently on my iPOD: “I don’t own an iPod, but my wife does.”

Favorite movie: Salt Most well-worn book in my library: The AASHTO Green Book!

Family: “I have a wife, daughter, son and a daughter-in-law.”

My pets: “Our dog Thor died last year at age 18.”

What I do for fun: “I love to play golf and I enjoy woodworking. I create instant antiques.”

Favorite place in my hometown: “I live in two places. My favorite place in Virginia is Mount Vernon and my favorite place in Washington State is our home on Hoods Canal.”

Accomplishment I’m most proud of: “I am extremely pleased and proud to be working at AASHTO.” Most people don’t know that I: “played the tuba when I was in middle school.”

SAFETY SPOTLIGHT Safety First for Neshaminy Constructors

by AsphaltPro Staff

Protection Services, Inc., Harrisburg, Pa., installed the FG 300 interstate grade curb system and FG 300 surface mount channelizer post system on a closed roadway for the two sections of the Tyburn Road project.

T

o fix a bridge deck with a hole in it and make good road repairs on State Route 2020, Pennsylvania Department of Transportation turned to Neshaminy Constructors, Feastervl Trvs, Pa. Manta.com shows Neshaminy Constructors keeps between five and nine employees on hand and brings in $1 to $2.5 million per year as a single-family general contractor. This project began in July 2010, has an expected completion date of September 2011, and carries a pricetag of $12.4 million, according to Pexco.

PennDOT owns Tyburn Road and the five bridges in Falls Township, Bucks County, that Neshaminy crews will fix while more than 6,000 vehicles a day rush by, but Protection Services, Inc., Harrisburg, Pa., takes ownership of safety when it comes to the work zone.

“Protection Services, Inc., is the subcontractor for the traffic control,” Jim Kalchbrenner explained. He’s with Davidson Traffic Control Products and Pexco, LLC, Philadelphia, which makes the devices that PSI put in place. In fact,

10 December 2010

Pexco’s Philadelphia plant, which is located less than two miles from the installation site, served as a pre-assembly and materials off-site storage location.

“There are two detours,” Kalchbrenner said.

“One about a half mile long and the other about a mile.”

PennDOT owns Tyburn Road and the five bridges in Falls Township, Bucks County, that Neshaminy crews will fix while more than 6,000 vehicles a day rush by…

To set up a safe work zone for the crews doing the reconstruction, including placing Superpave asphalt mix, PSI used a lane separation system that entailed approximately

12,000 linear feet of FG 300 interstate grade curbing to delineate the detour along the sections of the reconstruction job. The system includes 4,000 modular raised curb sections and channelizer posts.

“The curb system is bolted to the pavement with self-tapping bolts,” Kalchbrenner said.

“Materials were installed on a closed roadway.

When they will be removed and re-installed, they (crew members) will have a crash attenuator (guarding them). Removal requires unbolting and removing the pieces.”

The FG 300 interstate grade curb system and FG 300 surface mount channelizer post comprise the overall lane separation system, but no experts from Pexco were available to describe the combination of parts (see image above). The sections and posts have been tested to withstand 50 impacts at 60 miles per hour. The post is made of polyurethane.

For more information, contact Peter Speer at (253) 284-8041 or visit www.pexco.com and look for updates to the product section.

EQUIPMENT MAINTENANCE How-to Protect Your Screen Media Profit Center

by Gary Pederson

S

creen media inefficiencies can have just as much of an effect on your product quality, production and profit as a poorly performing screen box. Screen media modifications cost less than screen box upgrades, so it’s a good idea to check your screen media before spending money on unnecessary fixes.

Major Wire Industries Limited, Candiac, Quebec, has identified some of the most common screening problems you may encounter at the plant, what their causes typically are and how you can fix them before they take too much of your profit.

Problem #1

Material flows off the end of the deck instead of passing through the screen cloth.

• A cause: The wire diameter is too large for the application, resulting in a loss of open area.

• Solution: Consider reducing wire diameter size to increase the open area, expecting to possibly see some reduction in wear life.

• A cause: The bed depth is too heavy for the screen deck. (e.g., you’re feeding too much material, running 400 TPH on a plant designed for 250 to 300 TPH) • Solution: Make sure you don’t run more material than the screen deck was designed to handle.

Blinding 12 December 2010

Pegging

• A cause: Material is being dropped or fed too far down the screen, wasting potential open area.

• Solution: Reposition the conveyor or drop box feeding the screen so the material hits on the feed plate of the screen, or as close as possible to the back of the feed end. Be sure the material spreads evenly across the screen.

• A cause: The screen cloth is blinded by wet, sticky material, or is pegged with near-size material, resulting in a loss of screen cloth open area.

• Solution: Consider changing the woven wire screen cloth to a selfcleaning screen cloth design. Using a self-cleaning screen media is one of the ways to eliminate this problem. With the Flex-Mat® 3, polyurethane strips bond the individual wires and allow them to vibrate independently at different frequencies. This creates more screening action so properly sized material falls through instead of moving off the end of the deck. These types of screens produce up to 30 percent more screen capacity, providing even more potential for material to fall through.

Damage from heavy product

Problem #2

The screen cloth is breaking or failing before it wears out.

• A cause: The screen cloth is too wide or too narrow for the screen deck.

• Solution: Check to make sure that the screen cloth hooks are not hitting the side of the screen or that the cloth is not too narrow to allow proper tensioning by the clamp rails.

• A cause: The crown bar rubber is missing from the crown rails, or it is worn out.

Breakage

• Solution: Replace the crown bar rubber and be sure to completely cover the crown rails.

• A cause: There are gaps between the screen cloth and the crown bar rubber.

The screen deck may be damaged, or the crown rails might be bent or excessively worn.

• Solution: Check for damage or wear, and make sure all crown bars support the screen cloth with no gaps between the screen cloth and crown bar rubber.

• A cause: The feed material is being dropped from too great a height to the screen deck.

This is a close-up of the OptimumWire® Woven Wire that researchers and designers at Major Wire Industries recommend to deliver a combination of ductility, hardness and tensile strength.

• Solution: Consider repositioning your feed conveyor or chute, or adding a feed lip or feed box.

• A cause: The screen cloth is loose.

• Solution: Check the screen cloth for proper tension, and tighten clamps or add “j-bolts” to cross members if necessary. If the hardware is loose, retighten or replace as necessary. Check frequently.

• A cause: Material feed size may be too large.

• Solution: Reduce material feed size or replace the screen with cloth that has larger diameter wires or a double wire screen cloth designed for applications with heavier feed.

• A cause: The screen may not be level, which can cause uneven wear and/or breakage.

• Solution: Check to make sure the screen is level. If not, check for broken or sagging springs or settling in the foundation and replace springs or crib to re-level the screen.

A stronger woven wire is often the best way to eliminate premature screen cloth breakage. Look for a woven wire with a high carbon and manganese content to hold up to high-impact conditions and abrasive materials. A wire with these characteristics can last up to 40 percent longer than a wire without them, so you change out screen cloth less often and spend more time producing.

This is a close-up of the OptimumWire® Woven Wire that researchers and designers at Major Wire Industries recommend to deliver a combination of ductility, hardness and tensile strength.

Problem #3

The tensioned Flex-Mat 3 from Major Wire Industries has the distinctive lime-green polyurethane strips that bond the individual wires and allow them to vibrate independently at different frequencies. This creates more screening action to allow properly sized material to fall through instead of sticking to the wire. In addition, Flex-Mat 3 is manufactured with the abrasion-resistant OptimumWire Woven Wire seen above.

Materials are bouncing across and over the side of the screen.

• A cause: The screen is underloaded, so there is not enough material weight on the screen, causing the materials to bounce.

• Solution: Increase the feed.

• A cause: The stroke angle is too high, making the material bounce, rather than vibrate on and through the screen.

• Solution: Flatten the stroke angle and/or decrease the stroke amplitude.

• A cause: The screen is running too fast, and not allowing the material time to fall through the screen openings.

• Solution: Decrease the screen RPMs.

Problem #4

The screen deck is overflowing.

• A cause: The screen is overloaded, and the bed depth is not allowing the material to pass through the screen openings.

• Solution: Decrease the feed.

• A cause: The screen is missing a weight plug, or the plugs have been installed improperly.

• Solution: Check to make sure that all of the weight plugs are properly inserted.

• A cause: The stroke timing is off.

• Solution: Increase the RPMs. The tensioned Flex-Mat 3 from Major Wire Industries has the distinctive limegreen polyurethane strips that bond the individual wires and allow them to vibrate independently at different frequencies.

This creates more screening action to allow properly sized material to fall through instead of sticking to the wire. In addition, Flex-Mat 3 is manufactured with the abrasion-resistant OptimumWire Woven Wire seen above.

Prevention is the Cure

Simple maintenance checks can keep your operation running efficiently and often prevent unnecessary wear and equipment failure. Be sure to observe the clamp bar rails to make sure they are never bent or damaged. Either situation can cause the screen cloth to become loose—or damage the cloth due to the flow of large material and volume. Keep bolts and wedges tight.

If bolts or wedges become loose, they will cause the screen cloth to lose its tension and cause damage. Loose bolts can back out and fall on workers underneath. Clamp rails can fall off into the crusher or stockpile.

To protect yourself and your operation from screening problems that could decrease efficiency, and possibly cause injuries, conduct daily inspections before startup and after shut-down. If you recognize one of these situations, fix it before it causes a substantial—and costly—problem.

Gary Pederson is the vice president of sales for Major Wire Industries. For more information, you can reach him at (450) 659-7681 or visit www.majorwire.cc.

ASPHALT PRO 13

Mix it up Measure viscosity in the lab

by Robert G. McGregor

V

irtually all asphalt labs in the United States use rotational viscometers to measure binder viscosity because Federal and state regulations governing highway departments have mandated this method of testing for quite some time. In fact, regulations have required it since long before the Strategic Highway Research Program (SHRP), which started more than 20 years ago.

While the benchtop viscometer is a popular instrument, there is another way to generate viscosity data in a more timely fashion.

Process viscometers, which have been in existence as long as the governing regulations for measurement of binder viscosity have, offer an attractive alternative to the benchtop model. In-line measurement of viscosity can assure that the binder satisfies established quality control (QC) parameters and that the production plant is performing to specification. For example, in automatic blending control systems, viscosity measurement can be used as the process feedback variable to regulate temperature, mixing and heating times, and addition of performance enhancing additives.

Another improvement in the equipment used to conduct the test includes choice of disposable chambers and, in some cases, the spindle used to run the test. The 13R chamber is traditionally used and requires 16mL of sample or less, depending on the spindle size. Common choice of spindle is the number 27, in which case the sample size is slightly more than 10mL. Both items are now available as disposable, which saves the operator cleanup time after the test.

The jacketed container into which the chamber is placed for testing has built-in temperature control, allowing the sample to be brought quickly to the test temperature, which can vary anywhere from 100 degrees F (38 degrees C) to 500 degrees F (260 degrees C), depending on the specific test.

The practical temperature range used for most testing is 192 degrees F (88 degrees C) to 227 degrees F (108 degrees C). Within minutes of placing the chamber in the ThermoContainer, the sample is ready to test.

Another time-saving feature that has come along for improved equipment design is the EZ-Lock method of attaching the spindle to the viscometer.

Measure viscosity in the lab

The American Society of Testing and Materials (ASTM) specifies a method, D-4402, for testing asphalt binder in the lab. The title is “Standard Test Method for Viscosity Determinations of Unfilled Asphalts Using the Brookfield Thermosel Apparatus.� (See Photo 1) The procedure defines the methodology for placing the sample in a chamber, which is then heated to the test temperature and measured for viscosity using a rotating spindle immersed in the binder.

The rotational speed is oftentimes set at 10 revolutions per minute (rpm) or 20 rpm, and the viscosity reading is recorded in units of centipoise.

The objective of this test is to determine the pumpability of the asphalt. Manufacturers will determine target values for viscosity based on experience with individual formulations. When the viscosity exceeds the target value, the consequence 14 December 2010

Photo 1: Brookfield Thermosel System. Photo 2: Brookfield AST-100 Process Viscometer

may be difficulty with pumping behavior and subsequent problems with placement of finished product. It is clearly important to set viscosity limits based on desired flow behavior properties that have been gained from field experience.

Another time-saving feature that has come along for improved equipment design is the EZ-Lock method of attaching the spindle to the viscometer. Traditional rotational viscometers use the screw-on method for connecting the spindle. For busy lab personnel it can sometimes present a small problem. Fingers may be dirty and it becomes difficult to get a firm grip on the spindle coupling. Or there is a tendency to forget that the spindle rotates the opposite way in order to connect. EZ-Lock allows the spindle coupling to be inserted directly into the spindle chuck, which is built into the instrument.

Many operators will simply record the viscosity value, which is displayed on the face of the instrument. Most labs require a docu-

mented record of the test so the question becomes whether to write down the number or have the instrument send the data to a printer or a personal computer. The obvious advantage of today’s digital viscometers is that the results can be automatically captured on paper or electronically, thereby avoiding potential operator error.

Viscosity measurement is a given requirement for all asphalt plants because of government regulations.

Measure viscosity in process

What are some of the reasons why a plant owner considers the more expensive alternative of measuring in-line? The time needed to get the test sample to the laboratory is the first issue. Once the sample has arrived, the sample needs to be reconditioned to reach the desired test temperature. The operator performing the test may need to be a trained test technician. The cleanup after the test is another timeconsuming necessity. Getting the results back to the decision-maker is the final step. All of these combined tasks take time that may affect the product quality of the binder that is produced during that interval.

The popular candidate for in-line viscosity measurement is an instrument that is non-invasive in the sense that there are no moving parts in the fluid stream.

Vibrating probe viscometers fall into this category.

Although there is no defined shear rate (rotational spindle speed) with this type of viscometer, it delivers a kinematic viscosity reading in scientific units of censtistokes. The primary advantage of this approach is the continuous and stable viscosity reading obtained at operating process temperature and flow rate. While sensitive to changes in viscosity, this type of instrument is insensitive to changes in flow rate and process vibrations. Most importantly, it is designed to operate in the environment of an asphalt plant.

Viscosity measurement is a given requirement for all asphalt plants because of government regulations.

The real opportunity, however, is to go beyond the requirement and use viscosity data in a timely way to make sure that asphalt quality is consistent. This guarantees reliable performance of the binder when used by field construction crews that are placing asphalt.

The question to answer is whether to pursue the in-line

measurement of viscosity for the reasons stated or to continue with the standard benchtop measurement that meets the basic regulation.

Robert G. McGregor is with Brookfield Engineering Laboratories, Inc., Middleboro, Mass. For more information, contact him at (800) 628-8139 or r_mcgregor@brookfieldengineering.com. Visit www.brookfieldengineering.com.

producer profile

Matich Builds Relationships to Last a Century

by Sandy Lender

16 December 2010

“All our material comes in by tanker truck,” Steven Matich said. He reported that refiners in his part of the country have recently given up producing asphalt cement (AC) because they couldn’t make money with it any longer. The marketplace is left with only a handful (about two to three) asphalt refiners in Southern California now.

I

t’s not every day that you run into a third-generation family business that’s resisted the call of corporate backing in this industry. Matich Corporation and its subsidiary, Inland Construction Management (ICM), has been operating out of San Bernardino, Calif., since John Matich founded it in 1918. The company grew in 1950 when John’s sons, Jack and Martin set some world records for

production and quality control and expanded operations throughout the Western United States. Now Steven Matich is at the helm of an outstanding contracting, asphalt, construction management and design/build company.

“We’ve been concentrating on our asphalt side for the past 10 years or so,” Steven Matich said.

ASPHALT PRO 17

from that company. Matich remembers that after CMI sold to another entity, Swisher suggested his long-time friend Steven visit Astec Industries in Chattanooga before a big plant purchase in 2007.

“When I went to Astec in ’07, I knew I was on sacred ground,” Matich said. “I wish we had done it sooner. To have Bill (Swisher) speak so highly of him was a feather in Don Brock’s cap. Meeting Don Brock was a turning point. We couldn’t be happier with Astec and the plant we bought.”

The plant Matich bought added high production capacity to an already impressive arsenal (see sidebar on page 19). Even with a down Matich Corporation (ICM), San Bernardino, Calif., purchased an Astec Double Barrel Green 500market the past couple of years, Matich said the company has produced TPH asphalt plant in 2007, installed it in 2008 and fired it up for the first time in the summer of around three quarters of a million tons. Management keeps about 200 2009. Now the plant runs WMA almost daily and adds to the company’s almost 1 million tons of employees and one paving crew on year ’round. During June, July and production each year.

August, they bring on a second paving crew. They own and run 50 He can speak intelligently and in-depth about asphalt, concrete, company-owned trucks every day and bring on another 25 owner-opersubcontracting, air quality control, excellence in environmental stan- ated trucks for asphalt on a daily basis. dards, petroleum price fluctuations and a host of construction industry “Three or four years ago, we were producing 1 and a half million tons topics, but there’s a special passion in his voice and a special message in a year,” Matich said. That kind of production feeds both Matich crews and what he has to teach others when he talks about the relationships you customers. build in an industry like this one. Matich knows what it takes to stay in With the new plant in place, Matich expects production capacity to business for a century, and he’s taken the time out of an extraordinary increase as annual source tests allow it. It’s no secret that air quality stanschedule to share words of wisdom with AsphaltPro readers. dards are high in the state of California. Matich sees the standards his “Relationships and loyalty in business plants must meet from the South Coast Air mean everything to us,” Matich said. For Management District (SCAQMD)— “When you have everything on Quality a few decades, the Matich Corporation one of 35 air quality districts in California— expanded alongside the old CMI Corpothe line, you hold the business as part of doing business, and stated that ration, purchasing plants and plant parts his new Astec plant is one of the cleanest close like family.” from the Oklahoma City company. burning plants he’s seen.

“I was born and raised in the busi“Once the plant was in place, an ness,” Matich explained. “That’s what we grew up in and were exposed to. approved entity took a source test to check for particulate matter, SOx, When you have everything on the line, you hold the business close like NOx, CO2,” he listed. “Because we’re in the L.A. basin we have strict air family. We’re one of the few families that’s not sold to a larger corporation standards affecting anything that has an internal combustion engine or after 100 years. We grew up alongside CMI. Caterpillar grew up with us. puts out an ounce of emission.” Of course such restrictions aren’t excluOur legacy and our involvement with manufacturers like CMI and Astec sive to the Los Angeles basin, but Matich and others in the area feel the help us hold the business close, help us keep our eye fixed on what’s pinch keenly due to the lack of elevation or air movement. “As the annual important.” source tests come in, they (SCAQMD) will grant us permission for addiOne of the facets of the industry that’s important to Matich is trusting tional production.” your partners. He explained that the Matich Corporation remained loyal That kind of testing and air quality control should only tighten as time to CMI, and Bill Swisher, former CEO of CMI, for decades, purchasing its goes on, he predicts. “Jerry Brown is about as green a governor as they plants and parts for the Redlands, Banning, Rialto and Lucerne locations come, which isn’t bad,” he said. “I’ve been doing this for 30 years and I’ve 18 December 2010

Matich Corporation combats fugitive dust by feeding bins with conveyors. Notice that the conveyors are covered and even cold feeds receive material via conveyor, rather than wheel loader bucket. Photos courtesy of Astec Industries, Chattanooga.

seen the pattern. There’s no going backward or relinquishing what they [regulators] have gained, even to help business owners get through a down economy. You just learn to do business with the restrictions or you get out of business.”

One of the ways Matich has learned to conduct environmentally friendly business is through reducing dust. His plants are conveyor-fed.

There’s no loader taking raw material from point A to point B at his Astec plant; the cold feeds have a conveyor system that brings material to the bins. A sprinkler system takes care of fugitive dust. His new plant also has a blue smoke control system from Butler-Justice, Inc., Anaheim, Calif.

He bought the new plant in 2007, installed it in 2008, fired it up in June of 2009 and now runs warm mix asphalt (WMA) with it almost daily.

If a mix allows WMA, he includes it, he said. So far, he’s used the foam injection method for WMA. While he has the additive method system available to him, he hasn’t had a mix that called for its use yet.

After serving in the industry all his life, Matich knows how to hold the business close like family. His grandfather laid the foundation for

Matich Makes the Mix

Matich Corporation, San Bernardino, Calif., now boasts five plants thanks to the latest purchase of an Astec 500-TPH Double Barrel Green.

Location

Make & Model

Production Notes

Redland

9,000-lb. H&B

275 TPH

San Bernardino Cty

Banning

9,000-lb. H&B

300 TPH

Riverside Cty

Rialto

CMI PTB 400

400 TPH

San Bernardino Cty; set up as stationary

Lucerne

CMI PBM 4000

300 TPH

Riverside Cty; mobile

Cabazon

Astec Double Barrel 500 TPH

San Bernardino Cty

Matich Corporation and, unknowingly, the foundation for the company’s new site.

“We’ve got roots here,” Matich said. “My grandfather broke ground and helped build the Norton Air Force Base 75 years ago. It was decommissioned 16 years ago and we located our office here. Back then it was all concrete. Our asphalt plant sits at the end of the runway at the city limit of Redland and now it’s going all asphalt.”

Matich Corporation uses the foaming system to create warm mix asphalt (WMA) mixes for clients and company use.

Management at Matich Corporation elected to put a smoke control system from Butler-Justice, Inc., Anaheim, Calif., on the stack.

ASPHALT PRO 19

State of European Standards

S

etting a standard means creating an accessible level of quality for multiple players. It’s common knowledge that in Europe, to sell hot mix asphalt (HMA) a producer must present his product with a certificate that all members of the production chain recognize. No matter which European Member State you’re in, if you see the CE mark on the ticket for the load you’re receiving, you know the mix has been assessed by specific tests; this is known as Type Testing. The CE mark certifies that the producer has performed type testing for the mix, thus the information presented with the product will detail binder type, voids, target grading, production facility location and more.

The development and use of the CE mark is a sort of “Standards 101” example for the European Union and relies on a testing and certification foundation from the United Kingdom. It’s an easy example to follow when discussing the European standardization issue developing today.

Members of the asphalt industry in Europe have developed the CE marking system to standardize quality product manufacture and use across borders. Authorities wish to put the same concept in place for all levels of construction and manufacture.

tion didn’t account for technical standards the way CEU and the Commission would prefer they did.

Fast forward to 2010.

The European Parliament has not just discussed the new standards set forth by the European Committee for Standardisation (CEN), European Committee for Electrotechnical Standardisation (CENELEC) and European Telecommunications Standards Institute (ETSI). The Parliament has already voted to approve the report on the future of European standardization.

Edvard Kozusnik, a Czechoslovakian Member of European Parliament (MEP), stated during an Oct. 20, 2010, press conference that the committee working on the report wanted to enhance individual European countries’ standards that were working at a global level. He listed Britain and Germany’s standards as examples of long-standing systems that offered bases on which to develop. In the end, he said, the group working on the report wanted to represent all stakeholders’ interests.

The rest of Parliament agreed and voted in favor of the report Oct. 21, 2010. The end result will mean a set of standards for a variety of industry, but this audience’s interest is in the construction materials and equipment that is shared across borders. The next step in reaching that end is the European Commission’s discussion of the report, which is ongoing.

Ste

tep 2

S oes request g rmal ards body.

A fo evant stand rel he to t

Think about the smart car.

While it presents a conundrum for gasoline user fee levels in the United States, the electric car also presents an opportunity for those in the standards community to consider what else is on the horizon for the global transportation industry.

Back in 1984, did members of the European Step 1 Commission envision a row of electric cars d for the new s e e n e h tand plugged into cleverly colored stand-alone tify t n ard e Id . stations in front of movie theaters, grocery stores and train stations when they directed the European Standards Organization (CEU) to get busy with new standards? It was back then that the Commission gave mandates to the CEU to develop “harmonized standards” on a large number FINAL STEP of construction materials.

Publication “In order to ensure the Source: Information for this quality of harmonized stangraphic from the Office for Official dards for products, the stanPublications of the European dards shall be established by Committees the European standards organizations on the basis of mandates given by the Commission in accordance with the procedure laid down in Directive 83/189/EEC 4 and, after consulting the committee he –YE 3 on sta S! referred to in Article 19, in accordance ep ittee ues ten nda t S m q with the general provisions concerning m t sh rd an e co the re oul d h T cooperation between the Commission and s d be. ider cons these bodies signed on 13 November 1984.”

The point was to overcome existing trade barriers while protecting health and safety. Loosely defined “standards” up to that point had allowed businesses to trade within the European Economic Community (EEC), but the directives in EEC legislaPublic commen p 5 validates the t and vo stan t dar ing d.

by AsphaltPro Staff

t.

ep

t St raft s c s d t it ert ha Exp ide w dec

20 December 2010

NO!

The committee reviews the request and the need for the standard.

State of the Competition

by Sandy Lender

A

s the tongue-in-cheek editorial column this month implied, Italcementi Group, Bergamo, Italy, which is the parent company of Portland Cement Association (PCA) member Essroc Cement Corp., Nazareth, Pa., has introduced a European practice to North American departments of transportation (DOTs). The product is designed to collect and break down the pollutants that land on pavements. Italcementi’s product is called photocatalytic concrete and its pollution control takes place through a chemical reaction within a concrete pavement when exposed to ultraviolet light.

According to a PCA executive report, “Using light and air, photocatalytic concrete breaks down organic and inorganic substances responsible for air pollution. The technology is already in use for selfcleaning windows and ceramic tile. The cement is treated with titanium dioxide (TiO2), which reacts with ultraviolet light to decompose pollutants such as smog-forming nitrogen oxides.”

A test project of Italcementi Group’s photocatalytic concrete is under way in the St. Louis area as you read this article. It began in the spring of this year and is set for completion in late summer 2012.

Tom Montes-de-Oca, P.E., project manager for the Ladue Road project, confirmed that the Missouri DOT (MoDOT) is using photocatalytic concrete on a section of the reconstruction in an effort to reduce pollution. While much of the research to date shows photocatalytic concrete placed using precast sections, Montes-de-Oca explained that the low-bid contractor for the project, Fred Weber, Inc., St. Louis, will use a traditional pour method.

“It will be placed in a typical fashion except that it takes a two-lift operation to complete it,” he said. “The bottom lift, I believe 6 inches thick, is placed and then immediately followed by another paver placing a 2-inch thick layer of the smog-eating concrete.”

Montes-de-Oca pointed out that the process is not the new part of this equation. “The two-lift operation is not new technology but it is a process we have not used for many years. The photocatalytic concrete is an expensive mix, therefore placed in the top lift only. Ultimately we are looking at using alternate aggregates in the bottom lift to help cover the costs of the more expensive top lift.”

Another way MoDOT will save money on the test section is by leaving out some of the photocatalytic concrete’s original aggregates. Research shows that the original design of the new concrete calls for white pigment titanium dioxide and white aggregates with white fines. This ensures the surfaces of concrete buildings remain bright despite the pollutants buffeting them, according to Italcemente, where you can find information on the Dives in Misericordia Church in Rome and the Cite de la Musique in France (among other truly lovely architectural feats) where this product has been put to the test. According to Green Building TV website, “Photo catalytic blocks cost about one-third more than usual paving,” but we were unable to track down actual figures by press time.

“The photocatalytic concrete is an expensive mix, therefore placed in the top lift only. Ultimately we are looking at using alternate aggregates in the bottom lift to help cover the costs of the more expensive top lift.”

For the test section on Ladue Road, Montes-de-Oca said MoDOT will use about 4,000 lane feet of the photocatalytic concrete in 12 lane miles of paving. They intend to study its impact on pollution control. The two-lift paving with the test section of concrete is scheduled for placement in the spring of 2012, according to Montes-de-Oca. At this time, members of the Italcementi Group offer presentations with information gathered from a 2001 through 2005 self-study called the PICADA project (Photocatalytic Innovative Covering Applications for De-pollution Assessment) in which they found concrete pavements using mix that included titanium dioxide and receiving UV exposure saw reduced levels of several environmental pollutants. They also suggest rainwater will wash the products of the chemical reaction within the concrete’s structure down through the pavement to the ground below.

Vocabulary

To help newcomers to the photocatalytic marketplace, here are a few terms to have in mind when discussing what PCA members refer to as “smog-eating” concrete.

Catalysis = a process whereby one substance increases the speed of a reaction without being consumed Chromatic control = “reflected light colorimetry using highly reflective materials such as magnesium oxide or titanium” (source: Italcementi’s “White Cement For Architectural Concrete, Possessing Photocatalytic Properties”) Drainage = “a natural or artificial system of drains” (source: The American Heritage Dictionary) Photo = light (for our purposes, light “acting on” a substance) PICADA project = Photocatalytic Innovative Covering Applications for De-pollution Assessment project that took place in Europe from 2001 to 2005 to develop and assess coverings to remove pollution using photocatalysis Water table = “the surface in a permeable body of rock of a zone saturated with water” (source: The American Heritage Dictionary) 24 December 2010

Elections Color State of

by Jay Hansen

W

ith 93 new members in the House of Representatives, now controlled by the Republican party, and 16 new members in the Senate, controlled by the Democrat party, the construction industry as a whole has its work cut out for it when it comes to transportation funding education. Not every representative who reported for work in Washington after the Nov. 2 elections arrived with full knowledge of the need for a long-term surface transportation bill, or the need to reauthorize the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU)—currently in its fifth extension.

Jay Hansen

26 December 2010

The National Asphalt Pavement Association (NAPA) supports a grassroots action plan as a priority for every company, all employees, families and communities to get organized and campaign for a new transportation bill. NAPA’s goal is to secure a six-year surface transportation bill with increased guaranteed funding supported by federally collected revenues. Is that possible with this Congress and Administration?

U.S. Transportation Secretary Ray LaHood has supposedly been working on this since receiving the go-ahead to do so from the President in September. There’s no question that the 2010 midterm election was a significant one for NAPA’s legislative and regulatory efforts, but we’ve yet to see whether the divided Congress means gridlock or compromise when a bill comes through.

One thing the election and divided Congress has given us is new leadership with new goals in the House Transportation and Infrastructure Committee. John Mica (R-Fla.) will chair the committee now and has stated he does not want to increase the gasoline user fee. With a possible reduction in the T&I Committee’s roster, our industry can also see fewer diversions in the transportation funding conversations (see sidebar).

While Rep. Mica isn’t keen on increasing the gasoline user fee, other members of Congress see a legitimate need there. Merely three days after the election, Tom Carper (D-Del.) and George Voinovich (R-Ohio) sent a letter to the National Commission of Fiscal Responsibility and Reform suggesting a 25-cent-per-gallon increase to be gradually instituted over three years. The $200 billion raised over five years would be shared at a rate of $117 billion dedicated exclusively to the highway fund and $83 billion dedicated to deficit reduction. NAPA has written a letter of support for this idea and urges industry members in Delaware and Ohio to show these representatives that you’re behind them as well.

Expectations from the New T&I Committee With the new leadership in Congress, the Transportation and Infrastructure Committee that saw a swell in its ranks as TEA-21 was in development will likely experience a reduction in staff. There are other changes in store when it comes to the committee’s priorities and transportation funding ideals.

Out earmarks gas tax increase $450 billion bill 6-year bill strong federal role high-speed rail MPOs livability transportation enhancements

In smaller committee leverage hwy trust fund fiscally constrained bill shorter bill state flexibility new hwy capacity state DOTs accountability doing more with less*

*instead of building a fancy bridge that wins aesthetic awards, firms will be encouraged to build something that’s merely functional, safe and economical Source: 2010 Elections Impact on NAPA’s Agenda Webinar from Nov. 10

When it comes down to it, each member of the industry will need to get behind the grassroots effort to educate our representatives to the need for funding. The perception in the general populace concerning the American Reinvestment and Recovery Act (ARRA) stimulus is negative; it’s up to us to show the members of Congress that we, as an industry, used the mere $27.5 billion afforded us in the stimulus monies wisely. The general public thinks the entire stimulus went to roads and was wasted. We have to correct that thinking by raising the issue to our representatives and setting the record straight.

By making our talking points known, we can get on track to support a new surface transportation bill before Congress this spring. According to Administration sources, we can expect to see a full reauthorization proposal from USDOT and the White House in the President’s budget request for fiscal year 2012. We have a brief window of opportunity from February, after the Administration presents Obama’s budget Feb. 7, until presidential elections heat up in August, to see a reauthorization bill move through Congress ("see timeline on page 26). There are steps to make that happen.

We have to get leadership behind the bill.

We’ve got to get timely action on the bill.

We must effect critical mass of our representatives behind the bill.

The asphalt industry is capable of great strides in environmental excellence, safety, sustainability, technology and more. We have the ability to come together in an organized fashion to educate our representatives, both experienced and new, about our great accomplishments and our great needs. Visit the Government Affairs page of www.hotmix.org for information, talking points and packets to take with you when setting up a visit with your Congressman. Be part of the industry that gets funding in place for the future.

Jay Hansen is the vice president of government affairs for NAPA. For more information, contact him at (888) 468-6499 or jhansen@hotmix.org, or visit www.hotmix.org.

State of the industry

T

he American Society of Civil Engineers (ASCE) reported in its “Infrastructure Report Card” that United States transportation infrastructure receives a C- grade overall when it comes to maintaining roads and highways. As a nation, we’re not supporting economic activity that is dependent upon a well-maintained system of roads and highways, bridges, rail lines, sidewalks, paths, and transit because we’re not supporting the infrastructure.

by Sandy Lender

28 December 2010

According to the American Planning Association’s “Making Great Communities Happen” report released in October, a 2007 Congressionally-mandated Commission identified the “Consequences of Inaction.” The consequences weren’t surprising, but should have given Congress, as well as industry, a call to action: • The Nation’s transportation system that is already in disrepair will further deteriorate.

• Safety conditions will decline, potentially adding to the 37,000 annual roadway deaths and 2.6 million injuries.

• Congestion will worsen, both expanding to areas not currently affected and extending into longer hours of the day.

• Economic development will be threatened if goods cannot be reliably and efficiently moved.

Whether stockpiling virgin material, fractionated RAP or ground RAS, asphalt producers can keep fugitive dust to a minimum with conveyors and covers, as seen here.

tion, is a valuable tool for both agencies and industry. Thin overlays can • Underinvestment in all travel modes will continue, and all modes be made even more cost-effective by using recycled material; and concombined will not be able to meet future demand.

• Transportation policies and other national policy goals may be in structability can be improved with warm mix.” conflict.

In addition to maintenance projects and the sustainable planning • Transportation financing will be continue to be politicized, prevent- the American Planning Association discusses in its October report, ing the public from developing confidence that infrastructure investasphalt industry members can look forward to leveraging their recyclaments are reached in the public’s best interest. ble product for cost savings over the competition.

• Excessive delays in making investments will continue to waste pub“All construction materials are subject to supply and price fluctualic and private funds. (Source: American Planning Association) tions,” Acott said. “You may remember the spot shortages of cement in Members of the American Planning Association believe we can 2005 and the very steep rise in steel prices over the last few years. It so improve transportation infrastructure by realigning federal, state, and happens that, due to the poor economy, building demand for concrete local transportation policies. Congress had some other thoughts posthas been extremely low, and this has resulted in cement surplus.” election.

Even with its price issues, the “It may surprise you to know that, despite Portland Cement Association (PCA) Congressmen appear to view unused stimulus funds from the backed a European process a decrease in the total number of U.S. has American Recovery and Reinvestknown as photocatalytic concrete refineries over the past few decades, ment Act of 2009 (ARRA) as fair for North American consumption, game for deficit reduction. Nov. 15, you can read about in “State the actual crude distillation capacity has which 2010, Representative Lewis (R-Calif.) of the Competition” on page 24. The grown since 1995.” introduced H.R. 6403, the American asphalt industry still offers environRecovery and Reinvestment Rescismentally tried and true practices sions Act, in which all unobligated balances of the discretionary approsuch as recycled asphalt pavement (RAP), recycled asphalt shingles priations provided by division A of ARRA that were available as of Nov. (RAS), warm mix asphalt (WMA), hot mix asphalt (HMA), crumb rubber 15, 2010, were to be rescinded and redirected for deficit reduction. That additives and a litany of other green products to reduce the use of virdirectly affected road and transit projects. (The bill also stated no Fedgin materials or energy during production. eral agencies could use any of the funds to put up signs congratulating “The asphalt industry, working with agency partners, has made themselves on using funds.) giant strides in reusing and recycling asphalt cement,” Acott said. “Both A variety of factors beyond Congress still influence gasoline user reclaimed asphalt pavement (RAP) and reclaimed asphalt shingles (RAS) fees. Ethanol takes up space in the gas tank that doesn’t contribute to are rich resources that we will be able to mine for years to come. RAP and RAS provide direct substitution for virgin asphalt cement, allowing the user fee, and that space is reaching its regulated peak. According to us to conserve these precious natural resources.” the July Energy Information Administration (EIA) Short-Term Energy OutConserving these natural resources also takes some of the stress off a look, the U.S. DOT projected that the ethanol share of the gasoline pool producer’s shoulders when considering the liquid market (see “Refined could reach 10 percent in the first quarter of 2011 when total gasoline conPanic” on page 42). sumption is expected to average about 8.8 million barrels per day.

“Even without relying on reclaimed material, adequate crude oil Members of the asphalt industry weighed in with some positive thoughts as well (see “Elections Color State of Highway Funding” on inventory levels and underutilized refining capacity show a positive page 26). National Asphalt Pavement Association Executive Director environment for asphalt production,” Acott said.

Mike Acott reminded industry members how policies and funding can “It may surprise you to know that, despite a decrease in the total be leveraged in the asphalt producer’s favor. number of U.S. refineries over the past few decades, the actual crude “We have a mature transportation system, and most of the work is distillation capacity has grown since 1995. Likewise, while the number maintenance and rehabilitation,” Acott said. “That has been true for a of U.S. refineries that produce asphalt cement has decreased over the number of years, and it will remain the case. There is very little capacpast few decades, the actual capacity to produce asphalt cement from ity being added. Some of the big projects now consist of rubblization those refineries has remained steady or slightly risen between 2000 and of concrete pavements at the end of their life, followed by overlay with 2008. Also, as a result of the high crude inventory, the U.S. refinery utiliasphalt. There are several of those on the boards for 2011. zation rate is at historic lows.”

Acott spoke again about competition with good advice for the “Most DOTs and MPOs have little to no money for new construction,” he continued. “Instead, they are doing maintenance to keep their assets asphalt industry. “As a trade association, we don’t track prices; however, we hear many reports from around the country that bids are coming in in good shape. Maintenance is a natural market for asphalt.” below engineers’ estimates. Competition is fierce, and road agencies are Acott suggested a resource for contractors who use maintenance getting a lot of bargains. projects to keep employees working during this economic time.

“The Asphalt Pavement Alliance has two very helpful publications, “Asphalt producers and contractors are using thin asphalt overlays Pavement Type Selection and Keys to a Successful Alternate Bidding Proto help our partners at the road highway agencies keep their systems cess. These valuable tools can help officials ensure that they are using going until economic times get better. NAPA’s free downloadable pubappropriate inputs and assumptions.” lication number IS-135E, Thin Asphalt Overlays for Pavement PreservaASPHALT PRO 29

Sell Mix

with Your iPad The state of technology in the construction industry spells EZ customer service for asphalt professionals

by Sandy Lender

A

s asphalt professionals court city, county and private project owners in real time, having tools that make a point clearly and on-the-spot comes in handy. In our November issue, Don Sullivan, a senior product manager with Emerson Electric’s Industrial Automation Division, Florence, Ky., explained the growing use of smart phones in the field to help operators troubleshoot maintenance issues and help consultants or salesmen get information to clients in a jiffy. The team at EZ Street, Miami, joins the technorati that can make life easier for the construction industry.

Bryan Jean of BBi Creative, a division of EZ Street, explained a number of features for the company’s new EZ Street application for the iPad. “It offers a more relevant sales tool for field interaction and engages customers in a more fluid way at tradeshows. It’s a natural extension of other marketing and sales platforms we currently use. Global updates can be done in one click.”

The EZ Street app isn’t just a sales tool that’s easy to carry around. Jeff Gonzales is the operations supervisor for City and County of Denver Public Works Street Maintenance Division. He agreed that the app saves time and trees by allowing users to see the EZ Street mix applications in action on a hand-held screen instead of looking at brochure pictures. He described an educational tool as well.

“It would be good to show my guys when they ask me if it (EZ Street) can be used in water,” Gonzales said. “This application would help instruct them.”

Gonzales also pointed out, from his iPhone, the app’s tracking feature, which he envisions his department using.

“It would be nice to use the GPS to record where potholes are and where we have patched,” he said. “We could have a picture of it patched with a time stamp. The engineers could use this to know where and how many times we were repatching certain roads to know if they need to evaluate that road.

“This would be useful for the engineers to add notes on where there is alligator cracking and/or where there are 10 holes that have been patched,” he continued. “They could review our notes and even zoom down to street level.”

30 December 2010

PREVIOUS PAGE, TOP: The portability of the iPad allows it to be a part of any presentation, whether it’s in the field or the board room. Here, Jeff Gonzales, the operations supervisor for City and County of Denver Public Works Street Maintenance Division, tours CASI EZ Street with Erin Witt, EZ Street division manager, with the iPad in tow.

PREVIOUS PAGE, MIDDLE: Julie Farina shows Terry Rice, the plant supervisor of CASI, examples of production/operations specific items in a minimally evasive way using the iPad. PREVIOUS PAGE, BOTTOM: We’d be remiss if we didn’t mention how convenient this nifty device makes pulling up our website, anywhere, anytime.

As Gonzales demonstrated, the EZ Street app doesn’t require the iPad to work. BBi’s Jean explained that the app is available through the App store on any mobile device running Apple’s iOS version 4 or 3. EZ Street and BBi Creative will release updates for the app as Apple updates iOS. Currently, this includes iPhones, the iPod Touch and the new iPad. “The app will expand in size and use different graphics when displaying on the iPad to accommodate its larger screen size and higher resolution,” Jean said. “All devices offer the same functionality. Once downloaded, the app will batch-download a pre-selected menu of EZ Street case study content from our database.

“First, the user will see a welcome/loading screen. He or she will then enter the case study selection screen.

From there, the user can scroll through the case studies by swiping up or down. Each case study contains a thumbnail picture, title, location and an abridged description enticing the user to touch and view.

At this time, there are some broadband limitations, but the sky’s the limit for EZ Street’s design team. “Apple and AT&T have very strict bandwidth limitations,” Jean explained. “We have to have our users manually force a download. The app cannot download over a certain limit automatically, so this means no auto updating content. The user must check or ask us.

“We hope to improve the alerting system and add a more comprehensive download center, but we will not be able to make it automatic,” he continued. “The user may switch among five regions: USA, Canada, Australia/New Zealand, Europe/Middle East/Africa, and Latin America.

“We see this having a place in the broader asphalt industry across all levels: production, inventory, warehousing, estimating. As with all new technology, there will be multiple platforms in development, all competing. All companies will gravitate toward one or the other, or choose them all.”

For more information about the EZ Street app, contact the company at (305) 663-3090 or visit www.ezstreetasphalt.com.

“Designing the EZ Street app was all about transferring the ease of use and technological merits of EZ Street to a device that offered a similarly stimulating user experience.”

- Lars Seagren, senior vice president of The EZ Street Co., Miami “There is a teaching component to the app that would be applicable,” Jean continued. “A work crew could potentially watch a similar EZ Street cold asphalt application be performed before they head out and try it for themselves. This could be a great way to learn helpful tips and tricks from other crews.

“Our future plans are to create apps or additions to this app with relevant job site functionality such as an estimation/job calculator tool. The devices will also prompt the user when the updates are available.”

The process of getting the app approved was no walk in the park, but the end result was worth it for EZ Street. “Being part of the Apple community is cool,” Jean said. “And to actually know that you’re in the ‘queue’ to get your app approved, and when it does, that is neat. Some companies spend $100k only to have their app denied.”

ASPHALT PRO 31

Equipment gallery

Cummins Weighs in on State of Engine Regs

Perfect for moving big items at the asphalt plant, the Hyster container handler includes a Tier-4-Interim compliant engine from Cummins.

BELOW: The QSL9 from Cummins offers an integrated air-intake-to-exhaust aftertreatment system to meet upcoming Tier 4 Interim and Stage IIIB regs.

H

yster, Nijmegen, Netherlands, launched a new generation of forklifts, reachstackers and container handlers in early November with low-emissions power from Cummins, Inc. The Cummins engines achieve up to 15 percent improved fuel efficiency, according to the company. The 16- to 48-tonne capacity Hyster Big Truck range features Cummins QSL9 and QSB6.7 engines with an integrated airintake-to-exhaust aftertreatment system meeting U.S. EPA Tier 4 Interim and EU Stage IIIB regulations, which take effect Jan. 1, 2011.

While Cummins engines are found in plenty of OEM machines for the plant, such as the Hyster lifting equipment listed above, a spokesman for the company pointed out that the company also offers a full package of engine overhauls or reconditioned engines to extend equipment life direct to consumers.

While achieving a reduction in fuel consumption and a lower carbon footprint, the QSL9- and QSB6.7-powered trucks provide the same lift capacity, lift speed and travel speed as the equivalent Tier 3/Stage IIIA trucks with larger displacement engines.

These advances in power density and productivity are realized due to Tier 4 technology enhancements, including Cummins Variable Geometry Turbocharger (VGT) enabling faster transient response across the rpm band. A clean, efficient combustion is delivered by Cummins Xtra-High Pressure Injection (XPI) on the QSL9 engine and High Pressure Common Rail (HPCR) fuel system on the QSB6.7 engine.

34 December 2010

Peak power output for the QSL9-powered Hyster trucks is 370 horsepower (276 kW) and 270 hp (201 kW) for the QSB6.7-powered trucks, which places them both within the maximum power capability of the Tier 4 Interim engine platforms. Close collaboration between Hyster and Cummins application engineers has resulted in highly efficient engine calibrations aligned with the new ECO-eLo “fuel efficiency” of HiP “high performance” truck operating modes.

Antoon Cooijmas, product manager for Hyster Big Trucks, said, “With the new trucks, we have improved fuel efficiency and enhanced productivity, thanks to faster engine response.

We worked very closely with the Cummins application engineers to achieve in the region of 15 percent better fuel consumption compared to the previous models, depending on rating, duty cycle and application.

“Our customers at ports, terminals and other material handling operations are taking a keen interest in the Tier 4 Interim Big Trucks, attracted by the prospect of achieving low-emissions standards together with a major reduction in operating costs,” added Cooijmans.

Cummins’ ability to supply a complete Tier 4 engine and system from air-intake-to-exhaust aftertreatment offered an attractive solution to Hyster, with the benefit of packaging efficiency, easier machine integration and inherently higher reliability. This enabled Hyster to undertake an early start with the development of the Tier 4 Big Truck range, and then complete extensive performance validation work ahead of launch.

The Cummins particulate filter replaces the muffler and removes more than 95 percent of all particulate matter (PM) emissions from the

Equipment gallery exhaust. With more than 600,000 Cummins particulate filters currently in service, the technology represents a proven and highly efficient solution.

Field test work with Hyster has demonstrated that the filter operates up to 99 percent of the time in passive regeneration mode. On infrequent occasions when active regeneration is required, this does not affect lift truck operation.

Specifically developed for Tier 4 installations, Cummins Direct Flow air cleaner reduces installation space claim and provides improved air flow to the engine. Filter element service change intervals can be extended compared to those with typical Tier 3 air cleaners. Further information about Tier 4 technology can be found at www.tier4.info.

For more information, contact Cummins at (812) 377-9441 or visit www.cummins.com.

Hamm’s HD+ Asphalt Rollers

The HD+ Series of tandem asphalt rollers from Hamm Compaction Division of Wirtgen America, Inc., Nashville, still smoothes the way for contractors. The series features the HD+ 120 and HD+ 140 articulated rollers.

Both have large operator platforms and will be available in three models with edge lights and halogen lights mounted on the ROPS available in either a four- or six-light configuration. The HD+ 120 has an operating weight of 13.2 tons and a drum width of 78 inches. The HD+ 140 has an operating weight of 15.4 tons and drum width of 84 inches.

For more information, contact Bruce Monical at (615) 501-0600 or bmonical@wirtgenamerica.com or visit www.wirtgenamerica.com.

Hamm’s HD+

Terex’s RS445C Reclaimer/Stabilizer

The new Terex® RS445C Reclaimer/Stabilizer from Terex Roadbuilding, Oklahoma City, Okla., features hydrostatic planetary drive at each wheel.

With no axles, flow dividers or lock differentials, the RS445C delivers high power and traction required for a wide range of applications that may or may not be in the asphalt contractor’s best interest, such as a deep stabilization with lime slurry to a demanding reclamation cut. For the first time with a Terex® reclaimer/stabilizer, the RS445C features a full-width cab as standard equipment.

For more information about Terex’s reclaimers, contact (405) 491-2049 or visit www.terex.com.

Huss’s International MK-System

The international Huss Group, with offices in North America and Europe, offers the MK-System for the exhaust aftertreatment of diesel engines.

It’s integrated into the exhaust line of a vehicle. The high-tech LPS-SiC ceramic within the system is designed specifically for heavy-duty applications with a long life expectancy and filters 99.9 percent of the harmful soot particles out of the exhaust gases, according to the manufacturer.

The active regeneration is executed by a powerful diesel burner, which works independently from the exhaust gas temperature. Depending on the filter size the regeneration takes between 5 and 45 minutes. The entire process is supervised by the HUSS control unit, which controls and monitors fuel supply, glow plug, air supply, temperature control and exhaust backpressure. The MK-System features stainless steel, modular construction to provide a corrosion-free structure.

36 December 2010

Terex’s RS445C Reclaimer/Stabilizer

For more information, contact U.S. supplier Colorado Machinery at (303) 833-5900 or (888) 360-HUSS or visit http://www.hussgroup.com/group/en/.

Roadtec’s SX-7 Modifications Officials at Roadtec, Chattanooga, announce the 700-horsepower soil stabilizer/reclaimer has undergone a transformation with many refinements during the past year. The changes in the body of the machine are mostly related to maximizing visibility. The cab is optional and can slide right or left, past the frame of the machine. Also, the new Roadnet Central Control and Diagnostic System has an easily navigable screen to give the operator feedback on virtually every function of the machine, according to the manufacturer. Additionally, trouble-shooting screens for all systems can be accessed with the touch of a button.

Equipment gallery With the SX-7, water and emulsion are handled by one system. Any single nozzle, or set of nozzles, in the spray bar can be turned off individually to control how much liquid material is put down.

With its variable volume cutter, the drum can be moved up or down in the housing on the fly. To create more mixing space, the drum is moved down. If sizing of the material is critical, the drum can be moved up closer to the housing for the desired result. True maximum cut depth of the SX-7 is 21 inches (53 cm), and standard cutting width is 8 feet, 5 inches (257 cm). With its true Zero Turn radius, the machine can be entirely turned around in one spot. This is a unique Roadtec feature.

Service accessibility was important in the design of the machine, according to the manufacturer. A person can stand up in the cutter housing to change out tools. Engine components and hydraulics are fully accessible.

Roadtec’s SX-7 Modifications

For more information, contact Roadtec at (423) 265-0600 or visit www. roadtec.com.

State of REACH

by AsphaltPro Staff

T

he Conservation of Clean Air and Water in Europe (CONCAWE) leads the way in research pertaining to oil industry environmental issues. Since Dec. 30, 2006, CONCAWE, and others in the bitumen field, have concerned themselves with the Registration, Evaluation, Authorization and Restriction of Chemicals (REACH), which is a regulation first published in the Official Journal of the European Union on that date. The regulation was amended May 29, 2007, and went into effect June 1, 2007. According to CONCAWE, all European member states, including Iceland, Norway and Liechtenstein have adopted the regulation.

Facets of the bitumen industry don’t operate in bubbles, and what happens in the European Union (EU) eventually piques the interest of researchers and lawmakers in all marketplaces. In other words, REACH affects the global asphalt community.

The CONCAWE website reports: “It is the intention of the Commission to implement the Globally Harmonised System of Classification and Labelling (GHS) in parallel with REACH.” In fact, the GHS was developed at the United

38 December 2010

Nations level and U.N. member countries were committed to adopting it by 2008.

Here’s REACH in a nutshell.

Various Parliamentary and regulatory sources agree that REACH is a directive designed to protect both human health and the environment by regulating chemical risks in the EU. It’s not limited to petroleum products, but that is the chemical of interest to this audience.

REACH will also help researchers find new ways to assess the hazards of different substances. The European Chemical Agency (ECHA) website also mentioned the regulation’s goal of enhancing the competitiveness of the EU chemicals industry, which is a key sector for the economy of the EU. The regulation does all this by replacing a number of regulations and directives (about 40, according to ECHA) concerning existing substances and the notification of new substances.

According to CONCAWE, the core elements of REACH are registration and authorization.

“After certain deadlines set by the regulation, substances, including petroleum substances, can no longer be manufactured and/

or imported if they have not been registered.

The deadline for the registration of phase-in substances manufactured or imported in quantities of 1.000 t/a or more at least once after 1 June 2007, is 30 November 2010.”

If a company manufactures and imports a chemical at the rate of more than 1 tonne per year, the company must have identified and managed the risks posed by that chemical, and then submitted a registration dossier for that chemical to ECHA before the deadline. The company then provides the risk information for the product to downstream users via the classification and labeling guidelines discussed next.

To import a petroleum substance into the European Economic Area (EEA), or to trade within the EEA, a producer must adhere to classification, labeling and packaging guidelines in the “CLP” regulation, which went into effect Jan. 20, 2009, as a component of REACH. ECHA has published technical guidance documents to help businesses navigate these waters.

Visit http://echa.europa.eu/reach_en.asp for a wealth of information, fact sheets, restrictions, software tools and more.

here's how it works

Gradall’s XL 3100III Highway Wheeled Excavator

W

hether today’s job has you picking up pavement or excavating a ditch alongside the company’s latest road project, tomorrow’s project may require your excavator on the other side of the county.

The engineers at Gradall, New Philadelphia, Ohio, have three highway wheeled excavators designed to take on highway speeds to get from point A to point B and be ready for work. The XL 3100III offers a working weight of 39,486 pounds (17,911 kg) in the 4 by 2 undercarriage model and 41,176 pounds (18,677 kg) in the 4 by 4 model. Both models offer a rated boom force of 21,940 pounds (97.6 kN) and a rated bucket breakout force of 17,990 pounds (80 kN).

Here’s how the XL 31000III works. While the excavator is stationary and level on a firm sur40 December 2010

face, the operator sets the work mode switch to maximize fuel consumption while working.

He uses two joysticks in the all-weather cab to control the excavator boom and two foot pedals to control forward, reverse and steering movement of the machine. When he has a load of dirt, pavement chunks or other material in the boom’s attachment, he manipulates the joystick for lifting.

Next, a load-sensing axial piston pump sends hydraulic fluid to the two hoist cylinders at a rate of 8 to 55 gallons per minute, depending on the weight of the material being lifted.

The hoist cylinders lift the boom, attachment and material. The operator uses the joystick to swing the boom in the direction he desires.

The operator dumps the load into a waiting haul truck, as in the example illustrated above,

or onto a stockpile, etcetera, and prepares to swing back for another load.

For more information about any of Gradall’s highway wheeled or rough-terrain wheeled excavators, visit www.gradall.com and click on the spec sheets provided on the site. Or contact Michael Norman at (330) 339-2211.

Show us How it Works If you’re an equipment manufacturer with a complex product, let us help you explain its inner workings to the readers of AsphaltPro magazine.

There’s no charge for this editorial department, but our staff reserves the right to decide what equipment fits the HHIW feature. Contact our editor at sandy@theasphaltpro.com.

the last cut Refined Panic

by AsphaltPro Staff

C

ompanies shut down or idle a petroleum refinery for any number of reasons. At the end of November, Exxon Mobil Corp. (XOM) reported that one of the process units at its Torrance, Calif., location was taken out of service with no restart date estimate due to a third party’s failure to provide adequate power. The Dow Jones Newswires reported that the power fluctuation had created “flaring” Nov. 26, which brought a mechanical issue in ExxonMobil’s start-up process to light, according to spokeswoman Aarti Ramachandran.

The restart date might not have been forthcoming at press time, but there was at least hope that production would resume and customers who rely upon the process unit would once again be supplied.

Not all Californians—or asphalt producers—are so lucky; the issue of closed refineries and refineries electing to cease liquid asphalt cement (AC) production has become an epidemic that asphalt industry members have been discussing for years. Of course it’s not exclusive to California.

Information from the Asphalt Institute, the Energy Information Administration and Paramount Petroleum Corp., Paramount, Calif., shows it’s also not yet a crisis.

Here’s a quick primer on the typical refinery’s production to reacquaint industry members with the financial reasons a supplier may elect to cut out the relatively less-lucrative production of AC when times get tough. First, remember that crude oil petroleum comprises mostly hydrogen and carbon atoms. In its natural form, crude oil has little industrial

value and must be processed to make the myriad petroleum products humans use every day—gasoline, diesel fuel, jet fuel, petrochemicals, asphalt, etc.

To refine crude oil, companies use heat, pressure, catalysts and molecular processes as depicted in the illustration below. As you can see, and as Bill Thorpe, current president of the Asphalt Institute and senior vice president of Paramount Petroleum suggested to AsphaltPro, “asphalt comprises a relatively small percentage of the finished product produced from a typical refinery. Asphalt refiners, on the other hand, also produce transportation fuels (gasoline, diesel fuel and jet fuel)—or their components—but have a much larger asphalt percentage.”

What Thorpe’s colleagues pointed out in their prepared document, and what industry members have been warning for years, is that refinery capacity use is a key indicator of refinery industry condition. The use rate for the refining industry is in the 90 percent plus range, according to Thorpe, which allows for planned and unplanned maintenance shutdowns. In 2010, according to Thorpe’s information, refineries failed to ramp up production due to poor profit margins and weak demand. His company saw refineries idle and shut down permanently for economic reasons while others idled units merely to stem losses and conserve cash.

These moves can be attributed to low refinery use rates combined with poor overall refining margins—losses of nearly $1 million per day.

California Statewide Crude Oil Price Index November 2009 through November 2010 Nov ’09 392.1 Dec ’09 402.8 Jan ’10 385.1 Feb ’10 408.0 Mar ’10 400.8 Apr ’10 426.0 May ’10 437.0 Jun ’10 384.0 Jul ’10 393.3 Aug ’10 402.9 Sep ’10 404.2 Oct ’10 399.5 Nov ’10 438.9 Source: State of California Department of Transportation Division of Construction 42 December 2010

Liquid Asphalt Cement Prices 2010 Jan

Feb

Mar

ConocoPhillips, Tenn.

$475.00

$525.00

NuStar Energy, Ga.

410.00

NuStar Energy, N.C.

Apr

May

June

July

Aug

Sep

Oct

Nov

$525.00 $525.00 $505.00 $480.00 $467.50 $450.00 $442.50

$437.50

$437.50

460.00

475.00

510.00

510.00

485.00

485.00

460.00

460.00

455.00

455.00

410.00

460.00

480.00

510.00

510.00

485.00

485.00

460.00

460.00

455.00

455.00

NuStar Energy, S.C.

410.00

460.00

480.00

510.00

510.00

485.00

485.00

465.00

465.00

455.00

455.00

NuStar Energy, Va.

435.00

460.00

485.00

500.00

500.00

485.00

475.00

460.00

460.00

460.00

460.00

Assoc’d Asphalt Inman, N.C.

480.00

480.00

525.00

510.00

510.00

490.00

480.00

465.00

460.00

460.00

460.00

Assoc’d Asphalt Inman, S.C.

480.00

480.00

525.00

510.00

510.00

490.00

480.00

465.00

460.00

460.00

460.00

Assoc’d Asphalt Inman, Va.

480.00

490.00

525.00

510.00

510.00

490.00

480.00

465.00

460.00

460.00

460.00

Marathon Petroleum, Tenn.

445.00

490.00

505.00

505.00

505.00

490.00

470.00

450.00

440.00

440.00

440.00

Marathon Petroleum, N.C.

445.00

510.00

510.00

510.00

480.00

480.00

470.00

445.00

450.00

445.00

435.00

Valero Petroleum, Va.

n/a

n/a

n/a

n/a

505.00

495.00

485.00

485.00

465.00

465.00

460.00

Massachusetts Average

420.00

475.00

487.50

547.50

542.50

532.50

505.00

495.00

495.00

470.00

460.00

California Average

415.10

377.00

402.80

427.30

436.90

360.80

372.30

417.20

376.50

424.10

432.20

Missouri Average

457.50

505.00

510.00

510.00

510.00

496.25

482.50

461.25

440.00

426.25

426.25

Company, State

Data for Southeast region, Source: ncdot.org; Data for Massachusetts, Source: mass.gov; Data for California, Source: dot.ca.gov; Data for Missouri, Source: modot.mo.gov Diesel Fuel Retail Price (per gallon) Jan 4

2.797

Jun 14

2.928

Jan 11

2.879

Jun 21

2.961

Jan 15

2.870

Jun 28

2.956

Jan 25

2.833

Jul 5

2.924

Feb 1

2.781

Jul 12

2.903

Feb 8

2.769

Jul 19

2.899

Feb 15

2.756

Jul 26

2.919

Feb 22

2.832

Aug 2

2.928

Mar 1

2.861

Aug 9

2.991

Mar 8

2.904

Aug 16

2.979

Mar 15

2.924

Aug 23

2.957

Mar 22

2.946

Aug 30

2.938

Mar 29

2.939

Sept 6

2.931

Apr 5

3.015

Sept 13

2.943

Apr 12

3.069

Sept 20

2.960

Apr 19

3.074

Sept 27

2.951

Apr 26

3.078

Oct 4

3.000

May 3

3.122

Oct 11

3.066

May 10

3.127

Oct 18

3.073

May 17

3.094

Oct 25

3.067

May 24

3.021

Nov 1

3.067

May 31

2.980

Nov 8

3.116

Jun 7

2.946

Nov 15

3.184

Nov 22

3.171

Source: Energy Information Administration

The good news Paramount Petroleum management offers is “The asphalt industry can take some comfort that there is adequate asphalt refining capacity to meet the demand for asphalt across the United States. The demand for liquid asphalt currently is about 27.5 milion tons per year (according to the Asphalt Institute) with asphalt refining producing capacity at about 33.4 million tons per year (according to the Energy Information Adminstration).”

What Thorpe’s colleagues recommend is that asphalt contractors, material manufacturers and terminal operators work with asphalt refiners “to anticipate demand patterns and to position asphalt regionally to meet the needs and demands of the market.”

While refineries faced big decisions concerning closure or continued service, they marched in step concerning prices throughout 2010. Take a look at the Liquid Asphalt Cement Prices 2010 table in this department and you’ll see the upward price trend that peaked in May didn’t fully recover (from the asphalt pro-

ducer’s point of view) by November. We’re still paying more for a ton of material now (unless you’re lucky enough to be buying from ConocoPhillips in Tennessee) than we were at the beginning of the year. Perhaps the concept of winterfill was misguided in Tennessee in January 2010; it looks like it was a better bet at press time 2010.

To give a point of reference, we’ve included the crude oil prices for California this past year as well (see sidebar). As we all know, it takes time for fluctuations in crude oil price to influence AC prices, and bean-counters like to complain about it loudly. Take a look at the changes in black and white. When the crude oil price dropped $53 in a month (from May to June), the AC price dropped $76.10 per ton.

Not every region saw such a radical change for the summer start, but the trend toward a dip in materials costs was the type of breath of fresh air on which we can hope to capitalize if we follow Thorpe’s advice in working with industry partners in anticipating market needs and trends.

ASPHALT PRO 43

resource directory ACE Group................................9, 45 Contact: Carl McKenzie Tel: 888-878-0898 sales.enquiries@ashaltacesales.com www.asphaltace.com

AquaFoam LLC............................ 47 Contact: Paul Schwan Tel: 513-874-0201 www.aquafoamllc.com

Asphalt Drum Mixers.......22-23, 27 Contact: Steve Shawd or Jeff Dunne Tel: 260-637-5729 sales@admasphaltplants.com www.admasphaltplants.com

B & S Light................................... 37 Contact: Mike Young Tel: 918-342-1160 Sales@bslight.com www.bslight.com

Bullis Fabrication...........................8 Contact: Greg Bullis Tel: 321-439-0359 gregbullis@bullisfabrication.com www.bullisfabrication.com

CEI...................................................4 Contact: Andy Guth Tel: 800-545-4034 info@ceienterprises.com www.ceienterprises.com

ConExpo...................................... 35 Tel: (800) 867-6060 www.Retoolandwin/asphalt.com

Eagle Crusher.............................. 25 Tel: 800-25-EAGLE Sales@eaglecrusher.com www.eaglecrusher.com

EZ Street...................................... 33 Tel: 800-734-1476 Info@ezstreet-miami.com www.ezstreetasphalt.com

Heatec, Inc. ...................................... ...........................Inside Front Cover Contact: Sharlene Burney Tel: 800-235-5200 sburney@heatec.com www.heatec.com

Hotmix Parts/Stansteel.................7 Contact: Dawn Kochert Tel: 800-826-0223 dkochert@hotmixparts.com www.hotmixparts.com

Libra Systems.............................. 15 Contact: Ken Cardy Tel: 215-256-1700 Sales@librasystems.com www.librasystems.com

Maxam Equipment..................... 11 Contact: Lonnie Greene Tel: 800-292-6070 lgreene@maxamequipment.com www.maxamequipment.com

NAPA............................................ 44 2011 Annual Meeting www.hotmix.org

Reliable Asphalt Products............... .......................................Back Cover Contact: Charles Grote Tel: 502-647-1782 cgrote@reliableasphalt.com www.reliableasphalt.com

Systems Equipment.................... 46 Contact: Dave Enyart Sr. Tel: 563-568-6387 Dlenyart@systemsequipment.com www.systemsequipment.com

Tarmac International, Inc.................. 21, 41 Contact: Ron Heap Tel 816-220-0700 info@tarmacinc.com www.tarmacinc.com

Rotochopper, Inc........................ 32 Tel: 320-548-3586 Info@rotochopper.com www.rotochopper.com

Stansteel Asphalt Plant Products............................ 39 Contact: Tom McCune Tel: 800-826-0223 tmccune@stansteel.com www.stansteel.com

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

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• Single compartment • Coil heated • Skid mounted

RAP-13055 CEDARAPIDS E500 CF DRUM

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

PLANTS • RAP-13138 • RAP-13105 • RAP-12998 • RAP-12800 • RAP-12591

Aedco/CMI 300-tph port.

CR E400 counter flow port.

Astec Six Pack 400-tph CR 200-tph portable Gencor 300 tph port.

COLD FEED & RECYCLE BINS • RAP-13011 9’ x 14’ single recycle bin • RAP-12834 Astec two bin cold feed 10’ x 14’ • RAP-12422 Recycle bin 10’ x 12’ reconditioned • RAP-12881 Single bin recycle system • RAP-12444 CR six bin cold feed 10’ x 14’ • RAP-12496 Four bin cold feed 9’ x 12’ SILOS & SLATS • RAP-13099 CMI 150 ton silo system • RAP-12914 Astec 300-tph transfer slat • RAP-12898 2005 Dillman 400-tph transfer slat • RAP-11929 Std. Havens 300-tph 88’ drag slat • RAP-11543 Std. Havens 300-tph 88’ drag slat

BAGHOUSES • RAP-13101 • RAP-12975 • RAP-13106 • RAP-12858 CONVEYORS • RAP-13091 conveyor • RAP-12921 • RAP-12571 • RAP-12314 • RAP-12313

50,000 cfm stationary 40,000 cfm stationary CMI 70,000 cfm portable SH 85,000 cfm stationary CR skid mtd. 30” x 70 scale Channel frame 30” x 102’ Channel frame 24” x 58’ Truss frame 24” x 65’ Truss frame 24” x 55’

DRYERS/DRUMS • RAP-13055 CR E500 counter flow drum w/ burner • RAP-12892 H&B 76” x 30 dryer • RAP-12703 H&B 7’ x 32’ dryer • RAP-12510 Gencor Ultra Drum 400 frame • RAP-12364 BG 8’ x 30’ dryer w/ Hauck burner • RAP-12779 Stansteel 6’ x 18’ rotary mixer, port.

• RAP-12773 SH 8’ x 43’ parallel flow drum

CONTROL HOUSES • RAP-13064 CR 12’ x 30’ split level w/ MCC • RAP-12888 Astec 11’ x 11’ single level • RAP-12776 Reconditoned 11’ x 16’ single level • RAP-12575 CMI portable 12’ x 20’ • RAP-12436 CR 10’ x 28’ split level w/ MCC • RAP-12195 Reconditioned 10’ x 24’ split level • RAP-12124 Astec 10’ x 13’ elevated single level MISCELLANEOUS • RAP-13089 Heatec oil/oil pre-heater • RAP-13081 Deister 4’ x 10’ single deck screen • RAP-13073 Heatec oil/oil pre-heater • RAP-13063 Heatec 2.5 mbtu heater • RAP-13021 Heatec 1.2 mbtu heater TANKS • RAP-13043 Heatec 30,000 gal., coil heated • RAP-11677 Heatec 30,000 gal., direct fired • RAP-12490 Vertical 20,000 gal., coil heated

VIST US ON THE WEB OR CALL TOLL FREE

Inc.

PO Box 519, Shelbyville KY 40066 • Fax 502.647.1786

www.ReliableAsphalt.com 866.647.1782