Asphalt Pro - December 2013 by The COMO Companies Magazines | COMO Magazine

State of Asphalt Excellence

Prep for FRAP Stay Safe: Watch Your 6 Control What Goes In Direct Asphalt Base Age Prior to Testing December 2013

contents

Departments Letter from the Editor 5 State of Recovering Our Senses

Around the Globe 6 Safety Spotlight 8 Attention Behind the Work Zone By John Ball Equipment Maintenance 10 Maintain Tack Truck for Best Preservation Success by John Ball Camión Rumbo Inspección translated by EZ Street® Company Mix It Up 18 Long, Short Asphalt Binder Aging By Mitch Holdren

Articles

28 State of Metering Controls By Sandy Lender 38 State of Asphalt Funding By AsphaltPro Staff 40 Recycle with High Performance Great asphalt pavements begin with aggregates like slag By Timothy R. Murphy

Producer Profile 22 Brauntex Turns Cast-Offs Into Cash By Michelle Cwach

44 Grow Asphalt Base SAPA executive directors share tips to grow industry presence By Sandy Lender

Equipment Gallery 58 Hauck Burns with Control

52 Set Industry Standard By AsphaltPro Staff

Here’s How It Works 61 Caterpillar’s RM500 Reclaimer 62 International Cybernetics’ SurPRO 3500 Resource Directory 65

54 Educate Yourself Before Financing Asphalt Equipment With older fleets nearing end-of-service-life, here are six considerations to keep in mind if planning to finance new equipment By Philip A. Bruno

Last Cut 66 State of Crude By Sandy Lender

56 That’s a Good Idea Keep Lights Shining By John Ball

8 28

State of Asphalt Excellence

10 On the Cover

PREP FOR FRAP Stay Safe: Watch Your 6 Control What Goes In Direct Asphalt Base Age Prior to Testing DECEMBER 2013

The team at Brauntex Materials, Central Texas, took the leap; they invested in new crushing and screening equipment so they could fractionate their RAP and now produce a variety of new materials for their asphalt plant. See related article on page 22. Photo courtesy of KPI-JCI Astec Mobile Screens, Yankton, S.D.

editor's note December 2013 • Vol. 7 No. 3

State of Recovering Our Senses

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

Chris Harrison publisher

Sally Shoemaker sally@theasphaltpro.com (573) 823-6297 editor

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

Kristin Branscom operations/circulation manager

Cindy Sheridan business manager

Renea Sapp AsphaltPro is published 10 times per year: January, February, March, April, May, June/July, August/September, October, November and December by The Business Times Company, 2001 Corporate Place, Columbia, MO 65202 Writers expressing views in AsphaltPro Magazine or on the AsphaltPro website are professionals with sound, professional advice. Views expressed herein are not necessarily the same as the views of AsphaltPro or Business Times Company staff, thus producers/contractors are still encouraged to use best practices when implementing new advice.

Is the state of economic recovery causing a state of indecision at your company? Despite the U.S. government shutdown in October and the antics of the country’s leaders, that portion of North America is experiencing a comeback that has trickled into the construction industry. Since before 2008, asphalt professionals have worked efficiently to extend the work-life of older pieces of equipment. Keep in mind we face competition from the concrete industry, which appears to toss chemistry experiments into its formula to ingratiate itself with environmentalists and legislators. From the ultra-bright, ultra-expensive pavement outside St. Louis that fails to eat pollution after a few months, to some new artificial intelligence that morphs over cracks to “heal itself,” the PCA marketing arm is hard at work. Asphalt professionals should be tooting our collective horn about the perpetual pavements we’ve installed and continue to preserve. And we should be investing in the essentials that keep quality pavements in style. It’s not easy to convince the state engineer you can hit a density spec when your roller has divots in its steel drums. When your old Barber Greene has a tow point arm that looks like it needs Tommy John surgery, will you order new parts to eek another 25,000 plus hours out of the paver, or are you going to hand your mechanic a roll of duct tape? When your DOT posts a recycle project, will you invest in a RAS bin with weigh belt and control linkup for your plant or just factor in the price of buying the mix from the state-of-the-art competitor down the road? These aren’t easy decisions when we’re headed into a year that will require a new highway funding bill for all of our representatives to agree on. No matter what the kids argue about in Washington, you have to take a look at your fleet and state DOT officials have to take a look at their infrastructure. While pavement maintenance projects have been ongoing for years, there are still miles of concrete sections to be replaced and plenty of other surfaces to be maintained and preserved, no matter what loopty-doo chemistry experiment the PCA is selling these days. Stay Safe,

Sandy Lender “My car’s gone! The road ate my car!”

Self-healing concrete sounded great until Derek got stopped in rush-hour traffic.

Subscription Policy: Individual subscriptions are available without charge in the United Sates, Canada and Mexico to qualified individuals. One year subscription to non-qualifying Individuals: United States $90, Canada and Mexico $125.00. For the international digital edition, visit theasphaltpro.com/subscribe-2. Single copies available $17 each.

“Must. Heal. Self.”

www.theasphaltpro.com | ASPHALT PRO 5

around the globe

Industry News and Happenings from Around the World Gulf Arab States

Colorado

Reuters reported late October that a joint project to construct a $15.5 billion rail line in the Gulf Arab states should begin in late 2014 with a completion date hoped for 2018. A Gulf Cooperation Council (GCC) authority figure will be appointed to oversee the project. When complete, it is to be a railway network that links “Oman in the south to Kuwait in the north through the United Arab Emirates, Qatar, Bahrain and Saudi Arabia,” according to Reuters. The engineering and design work is not yet complete.

• The Clean Energy Action (CEA) group in Boulder, Colo., reports that less than 20 percent of U.S. coal formations will likely be economically recoverable for mining purposes. The group states, “Given the current financial strains affecting U.S. coal companies, it is unclear whether they will be able to support the increased capital and labor costs associated with mining coal that is more difficult to access.” Its report, “Warning: Faulty Reporting of U.S. Coal Reserves” is available at http:// cleanenergyaction.org. • Register now for the 41st Rocky Mountain Asphalt Conference & Equipment Show at the Denver International Airport Crowne Plaza taking place Feb. 19 through 21, 2014. Visit www.rmaces.org.

United Kingdom Customers and distributors from more than 21 countries attended the 2013 Powerscreen Open Day in early October at Arden Brickworks near Brum, England, where the company unveiled the Premiertrak 300 jaw crusher, the Trakpactor 320SR impact crusher and the Warrior 2100 screen.

United States • The American General Contractors (AGC) reported there are $1.4 billion worth of transportation recovery projects ongoing in New York, New Jersey and other states hit by Superstorm Sandy. The agency quotes Transportation Secretary Anthony Foxx. • For up-to-the-minute info and updates that impact the asphalt industry, follow http://twitter.com/AsphaltPro.

Alabama The National Center for Asphalt Technology offers a five-day Asphalt Technology Course at Auburn University Feb. 24 through 28, 2014. The one-week course provides a general understanding of all phases of asphalt technology.

California The League of American Bicyclists gave a Platinum ranking to Davis, Calif., for being a bicycle-friendly community. This takes good engineering and planning for connecting bike lanes and systems. Source: CalAPA’s Asphalt Insider 6 DECember 2013

Florida Attend the National Asphalt Pavement Association (NAPA) 59th annual meeting Feb. 2 through 5, 2014, at the Boca Raton Resort and Club in Florida. The theme is “Driving Decisions” and NAPA staff plans to launch the Go-To-Market Plan that every asphalt professional needs to be a part of. Visit www. asphaltpavement.org for meeting registration information.

Kentucky To become a Certified Binder Technician, a candidate must have work experience with the testing of asphalt binders for compliance with the PG spec (AASHTO M320); either 6 months experience or 60 days working under an NBTC certified tech; and a completed application form and approval for the certification class. Get the NBTC Certification Application at www.asphaltinstitute.org to begin the registration process for the Jan. 14 through 16, 2014, and March 4 through 6, 2014, programs at Asphalt Institute headquarters in Lexington, Ky.

North Carolina The Carolina Asphalt Paving Association (CAPA) proudly co-hosts the International Society for Asphalt Paving (ISAP) 2014 with the North Carolina DOT and others June 1 through 5 in Raleigh.

Pennsylvania

Meeker Equipment Company, Inc., of Hatfield, Pa., has acquired Construction Parts, Inc., of Cleveland, Ohio. Ted Palasz and his daughter, Janet Hein founded Construction Parts in 1977 and Hein will remain a member of the team. CPI will continue to design and manufacture wear parts for asphalt plants to compliment Meeker Equipment’s product division.

South Carolina

A Winthrop University poll conducted in October showed a narrow majority—50.5 percent—of South Carolina residents would support an increase in gas taxes to improve the state’s roadways. Source: www.thestate.com

Tennessee

Astec, Inc., in Chattanooga, offers four sessions of Advanced Customer Schools Jan. 6 through 9 or Jan. 13 through 16 for Level 1 classes; and Jan. 27 through 30 or Feb. 3 through 6 for new Level II classes. Registration is open now at (423) 867-4210.

Texas

The Argus Americas Asphalt Summit celebrates its seventh year March 26 through 28, 2014, at the Woodlands Waterway Marriott Hotel in The Woodlands, Texas. The summit will include topics such as how new crudes impact the asphalt supply, the logistical constraints and availability of rail cars, how new asphalt pavement preservation techniques are impacting the crude and asphalt market, and what issues are impacting the supply and demand in the Americas and the international asphalt market. Visit www.argusmedia.com or contact antonette.jones@argusmedia.com for more information.

Virginia

The Virginia Supreme Court ruled late October that the Virginia Department of Transportation could implement tolls to pay a portion of the Elizabeth River Tunnels Project. The project is estimated to cost $2.1 billion. This is significant because the project is a public-private partnership. Source: AASHTO

safety spotlight

Attention Behind the Work Zone By John Ball

otorists get in a hurry on their way to work or taking their kids to school. There are many distractions that take their eyes off the road. In Norfolk, Va., this summer, a driver took off from the stoplight on a two-lane city road and failed to stop or change lanes before crashing into a truck at the start of the work zone. Luckily, the truck he hit was the crash attenuator and that’s what it’s there for. To protect the crew and equipment in the work zone. It was 8:25 a.m. and we’d just gotten the paver set up. The crash attenuator truck had arrived about five minutes before this happened and the police officer was still on his way to the work zone. While the driver told us traffic had prevented him from merging out of the lane we were setting up in, the officer decided he hadn’t been paying attention. He was ticketed for reckless driving, thus will lose his 8 DECember 2013

The Scorpion crash attenuator is affixed to the back of a work truck that brings up the rear of the work zone. All equipment and personnel— and that includes flaggers, water truck drivers, test equipment operators, mechanics, haul truck drivers, tack truck drivers, dump men, lute men and anyone else you can think of—should be in front of this vehicle. In the event that a distracted, drowsy or drunk driver runs into the back of the work zone, you want his or her first encounter to be with this replaceable safety device, not one of your workers.

license for 30 days and has been fined double the usual fee for his infraction because workers were present. Luckily, no one was hurt. If he’d had time to get up to speed, he could have gotten a serious jolt running into the crash attenuator. If we weren’t using a crash truck, who knows if he would have stopped before running into a piece of equipment or a person. Once a crash attenuator has been bent and/or one of its air bags deployed, it must go to the shop to be fixed or, depending on the amount of damage, replaced. Let this serve as a reminder to you that the first device to set up in the work zone is the safety device. John Ball is the proprietor of Top Quality Paving, Manchester, N.H. For more information, contact him at (603) 493-1458 or tqpaving@yahoo.com.

ABOVE: A distracted driver came up on the work zone too quickly. By the time he realized he needed to change lanes, it was too late. He ran into crash attenuator. RIGHT: The crunch of a car’s impact with the crash attenuator is a sound you don’t forget. On this morning, we were all lucky that the driver didn’t have sufficient space to get up to speed before hitting the crash truck at about 20 to 25 miles per hour; the attenuator was able to do its job of saving lives.

www.theasphaltpro.com | ASPHALT PRO 9

equipment maintenance

Notice how this Grace Pacific tack wagon has clean, non-worn hoses secured off the ground for transport. The spray bar is clean and neatly tucked in for transport as well. Everything about the business end of this distributor tells us that the operator is proud of his equipment and cares about the safety of his working environment and his co-workers. Observe cómo este vagón tack Gracia Pacífico tiene tubos limpios, no gastadas asegurados fuera de la tierra para el transporte. La barra de pulverización está limpio y bien escondido en el transporte también. Todo sobre el final del negocio de la distribución nos dice que el operador está orgulloso de su equipo y se preocupa por la seguridad de su entorno de trabajo y sus compañeros de trabajo.

Maintain Tack Truck for Best Preservation Success

By John Ball, Translated by EZ Street® Company

lacing a tack coat helps open-graded friction courses (OGFC) succeed as mill and fill surfaces. This makes your distributor truck more valuable in the paving train. Let’s look closely at how to perform maintenance on these trucks and distribute material with them.

10 DECember 2013

The operator must pay close attention to detail. He must know his equipment inside and out and must know the best way to inspect it, care for it, clean it, start it up and shut it down to keep himself and his co-workers safe on the job site.

equipment maintenance

This tack truck from E.D. Etnyre & Co., Oregon, Ill., models a clean and efficient spray bar as the Grace Pacific crew uses it on an airport mill and fill project. Este camión rumbo a E.D. Etnyre & Co., Oregon, Illinois, los modelos de una barra de pulverización limpia y eficiente como la tripulación Gracia Pacífico utiliza en un molino de aeropuerto y el proyecto de relleno.

Savvy asphalt companies prepare maintenance sheets that show employees exactly how to care for and operate each piece of equipment in the fleet. The sheet can be 12 DECember 2013

as detailed as management wants it to be—including what personal protective equipment (PPE) to wear. The sheets can require signatures from operators, mechanics, supervisors,

middle managers and safety directors. Let’s take a look at what a maintenance sheet for the tack wagon should include, starting with PPE for the operator:

equipment maintenance • safety glasses • steel-toe shoes • hard hat • protective gloves Next, the sheet should highlight routine maintenance or cleaning. We all know that letting coked material build up and clog the spray bar is bad news. This leads not just to inefficient distribution, but also puts workers in danger of hot material spraying randomly. Operators must follow inspection, maintenance and care sheets to the letter. Here are the tack wagon cleaning steps every operator should be familiar with. Remove dirt, dust and debris from… • the cab with a whisk broom and rag. Throw garbage away every day. Clean windows and mirrors. • the engine with a pressure washer, but be careful not to disconnect any hoses. Also avoid the radiator. • the radiator with an air compressor. • the battery with a whisk broom and rag. • tires and rims with a pressure washer. Remove debris and tack oil from… • the stairs to the cab with a scraper. • the brake pedal and throttle with a scraper. Remove tack from the spray bar with a scraper. Remove dirt, dust and debris from any spare spaces on the machine with a pressure washer. Finally, let the engine run for about five minutes to allow the engine to dry. Make sure the operator is thorough when cleaning the tack truck because this distributor can pose a significant safety hazard if not maintained properly. When the operator takes pride in his equipment and follows the steps for proper routine maintenance, inspection, start-up and shut-down, he follows the steps for a safe working environment. John Ball is the proprietor of Top Quality Paving, Manchester, N.H. For more information, contact him at (603) 624-8300 or tqpaving@yahoo.com. 14 DECember 2013

Tack Truck Inspection Checklist ❒ ❒ ❒ ❒ ❒ ❒ ❒ ❒ ❒ ❒ ❒ ❒ ❒ ❒ ❒ ❒ ❒ ❒ ❒ ❒

walk around the machine to check for cracks, fluid leaks, corrosion make sure the operator’s manual is in the truck check the horn and reverse alarm interior fire extinguisher: make sure the service tag is up to date exterior fire extinguisher: make sure the service tag is up to date turn on the truck and in-cab master switch to check all control switches; check the rear control panel for loose wire connections ensure the left and right wings are secured with lock pins ensure the spray bar is secured check spray bar solenoids for any damage check pressure hoses and joints for leaks; check for loose, cracked or worn hoses check the burner tunnel for debris start up the pump; ensure the pump shaft rotates smoothly check propane tank hose connections for wear, cracks check tack level; fill as necessary check HAZMAT placards on each visible side of truck and tank; check reflective tape for damages or missing sections bleed air tank to check for water wipe asphalt pump fittings; grease them with 1 to 3 shots of grease weekly wipe tack coat pump shaft fittings; grease them with 1 to 3 shots of grease weekly wipe pivot knuckle fittings on each side; grease each with 1 to 3 shots of grease weekly perform daily cleaning as detailed at left

Tack Truck Start-up

Heat the material 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13.

Follow the OEM’s instructions for care of the equipment. Wear PPE. Turn on power take-off (PTO) located in the truck cab. Turn on the propane tank. Open the main valve. Check the material level… a) if the level is below 600 gallons, do not heat it; fill the tank appropriately b) if the level is above 1,200 gallons, use top and lower flumes c) if the level is below 1,200 gallons, use bottom flume only Make sure exhaust flaps are open on the top of the tanker. Turn on the main propane lever. Turn on the top and bottom burner levers. Light the burners. Heat material to 110 to 115oF. Open valve. Turn on emulsion pump to circulate material. When material reaches designated temperature, turn off the main propane lever first, and then turn off the top and bottom burner levers. 14. Shut off the propane tank.

equipment maintenance

Camión Rumbo Inspección L

a colocación de un riego de liga ayuda a los cursos de fricción de granulometría abierta (OGFC) a tener éxito como un molino y llenar superficies. Esto hace que su camión distribuidor más valioso en el tren de extendido. Vamos a ver de cerca cómo realizar el mantenimiento de estos camiones y distribuir el material con ellos. El operador debe prestar mucha atención a los detalles. Él debe saber que su equipo dentro y por fuera y tiene que saber la mejor manera de inspeccionar, cuidarlo, limpiarlo, ponerlo en marcha y apagarlo para mantener a sí mismo ya sus compañeros de trabajo seguro en el lugar de trabajo. Empresas asfalto Savvy preparan hojas de mantenimiento que muestran los empleados exactamente cómo cuidar y operar cada equipo de la flota. La hoja puede ser tan detallada como la administración quiere que sea, incluyendo lo que el equipo de protección personal (PPE) para llevar. Las hojas pueden requerir firmas de operadores, mecánicos, supervisores, mandos intermedios y directivos de seguridad. Echemos un vistazo a lo que una hoja de mantenimiento para el carro rumbo debe incluir, a partir de PPE para el operador: • Gafas de seguridad • Zapatos con puntera de acero • casco • Guantes de protección A continuación, la hoja debe resaltar mantenimiento o limpieza rutinaria. Todos sabemos que dejar material de coque se acumulan y obstruyen la barra de pulverización es una mala noticia. Esto no sólo conduce a una distribución ineficiente, sino que también pone a los trabajadores en peligro de material caliente rociado al azar. Los operadores deben seguir hojas de inspección, mantenimiento y atención a la letra. Aquí están la limpieza wagon tack pasos cada operador debe estar familiarizado. Elimine la suciedad, el polvo y los escombros de ... • la cabina con una escobilla y un trapo. Tire la basura lejos cada día. Ventanas y espejos limpios. • el motor con agua a presión, pero tenga cuidado de no desconectar las mangueras. Evite también el radiador. • el radiador con un compresor de aire. • la batería con una escobilla y un trapo. • Los neumáticos y llantas con agua a presión. Retire los residuos y limpie el aceite de ... • Las escaleras de la cabina con un raspador. 16 DECember 2013

• el pedal del freno y el acelerador con un raspador. Retire tachuela de la barra de pulverización con un raspador. Elimine la suciedad, el polvo y los escombros de los espacios de repuesto de la máquina con agua a presión. Por último, dejar que el motor funcione durante unos cinco minutos para que el motor se seque. Asegúrese de que el operador sea completa para limpiar el camión rumbo porque

Camion Rumbo Inspeccion ❒ camine alrededor de la máquina para comprobar si hay grietas, fugas de fluidos, corrosión ❒ asegurarse el manual del operador está en el camión ❒ compruebe la bocina de alarma y revertir ❒ el interior del extintor: asegúrese de que la etiqueta de servicio se encuentra al corriente ❒ exterior extintor: asegúrese de que la etiqueta de servicio se encuentra al corriente ❒ encender el camión y el interruptor maestro en la cabina para comprobar todos los interruptores de control, consulte el panel de control trasero para conexiones con cables sueltos ❒ asegurar las alas izquierda y derecha se aseguran con pasadores de bloqueo ❒ asegurar la barra de pulverización está asegurado ❒ compruebe solenoides barra de pulverización de los daños ❒ revise las mangueras de presión y las articulaciones que no haya fugas, compruebe las mangueras sueltas, rotas o desgastadas

este distribuidor puede representar un riesgo significativo si no se mantiene correctamente. Cuando el operador se enorgullece de su equipo y sigue los pasos para el mantenimiento adecuado de rutina, inspección, puesta en marcha y parada, que sigue los pasos de un entorno de trabajo seguro. John Ball es el propietario de calidad superior de pavimentación, Manchester, NH Para obtener más información, póngase en contacto con él en (603) 6248300 o tqpaving@yahoo.com.

❒ compruebe el túnel quemador para residuos ❒ poner en marcha la bomba, asegúrese de eje de la bomba gira suavemente ❒ compruebe las conexiones de la manguera del tanque de gas propano para el desgaste, grietas ❒ compruebe el nivel tack; llenar según sea necesario ❒ compruebe pancartas HAZMAT a cada lado visible del camión y el tanque, compruebe cinta reflexiva de los daños o faltan secciones ❒ purgar el tanque de aire para comprobar si hay agua ❒ limpie los accesorios de la bomba de asfalto, grasa con 1 a 3 disparos de grasa por semana ❒ limpie abrigo accesorios eje de la bomba tachuela; grasa con 1 a 3 disparos de grasa por semana ❒ limpie pivote accesorios nudillos en cada lado; grasa cada uno con 1-3 disparos de grasa por semana ❒ realizar la limpieza diaria que se detallan en la página 16

Camión Rumbo Puesta en marcha Calentar el material 1. Siga las instrucciones del OEM para el cuidado de los equipos. Use PPE. 2. Encienda la toma de fuerza, ubicado en la cabina del camión. 3. Encienda el tanque de propano. 4. Abra la válvula principal. 5. Compruebe el nivel de material ... a) si el nivel está por debajo de 600 galones, no lo caliente, llenar el tanque adecuadamente b) si el nivel está por encima de 1,200 galones, use superior e inferior flumes c) si el nivel está por debajo de 1,200 galones, utilice sólo canal de fondo 6. Asegúrese de que las aletas de escape

están abiertas en la parte superior de la cisterna. 7. Gire la palanca principal de propano. 8. Encienda las palancas superior e inferior del quemador. 9. Encienda los quemadores. 10. Calentar material a 110 a 115oF. 11. Abrir la válvula. 12. Encienda la bomba de emulsión para hacer circular material. 13. Cuando el material alcanza una temperatura determinada, desactive la principal palanca de propano, y luego apagar las palancas superior e inferior del quemador. 14. Apague el tanque de propano.

mix it up

Long, Short Asphalt Binder Aging

By Mitch Holdren

imulated binder aging is performed in two parts, short-term and longterm. First let’s look at the short-term aging of asphalt binder, which naturally occurs during production and paving when the binder is subjected to heat and air. To help understand the effects of this short-term aging, the industry leans on the MO-30 Rolling Thin Film Oven (RTFO). The RTFO allows a lab tech to determine percentage of volatiles—smaller molecules in the asphalt binder—that are lost due to elevated temperatures during production and placement. Most specs will allow a volatile loss of <1 percent. When the short-term aging test is complete, there is adequate asphalt binder sample remaining to use in the long-term aging process in the pressure aging vessel (PAV). The tech begins the long-term labcontrolled aging process with the HM-74 Pressure Aging Vessel (PAV) and completes it with the HM-921 Vacuum Degassing Oven (VDO). Both are recognized as industry standard equipment for conditioning asphalt binder samples to simulate the longterm oxidative aging process. They allow asphalt labs to replicate the type of aging that occurs after the asphalt has been placed and in service for 7 to 10 years. In theory, as long-term oxidation occurs, oxygen slowly alters the chemical composition of the binder, causing it to stiffen. This chemical change in the asphalt binder over time may lead to low temperature cracking, fatigue cracking or other pavement distress. To prepare for long-term aging, the lab tech preheats the PAV to a temperature between 194o and 230oF (90° and 110°C). He selects the exact temperature based on the asphalt binder grading as well as the climate for which it is to be used; these values are specified in ASTM D6373 or AASHTO M320.

18 DECember 2013

Gilson’s rolling thin film oven (RTFO) simulates the short-term aging of asphalt binder in hot mix asphalt that occurs during production and paving operations. RTFO tests determine the effect of heat and air on a moving film of asphalt binder, deriving values from measurements of binder properties before and after conditioning in the oven.

He collects the sample from the RTFO bottles into a single container and mixes the sample to ensure homogeneity. After he mixes the sample, he pours 50 grams of it into each sample pan, filling each pan to an approximate film thickness of 0.12 inches (3.2 mm). Up to 10 pans can be placed in the PAV at one time. The pans are loaded into the sample pan holder and placed inside the PAV’s chamber. The chamber door is closed and its bolts are tightened in proper sequence with a torque wrench to the manufacturer’s specs. Once the tech closes the chamber door and selects “age,” the temperature in the PAV will recover to the appropriate temperature set-point. When the chamber temperature reaches the desired temperature and

stabilizes, 2.1MPa (305 PSI) pressure is applied resulting in constant temperature and pressure to the samples for a period of 20 hours. At the conclusion of the 20 hours, the PAV sample chamber is brought back to atmospheric pressure at an approximately linear rate to avoid bubbling and foaming of the samples. This pressure reduction process normally requires 8 to 15 minutes to accomplish. Once the pressure has been equalized, the sample chamber is opened and the sample pans are transferred to a separate warming oven for 15 minutes. At this point, there may be entrapped bubbles in the binder residue that can affect post-aging tests. Best practice is to use the vacuum degassing oven to remove remaining entrapped air in the samples.

mix it up

Gilson’s HM-74 Pressure Aging Vessel pictured here uses heated, pressurized air to simulate long-term oxidative aging of asphalt binders.

To do so, the tech preheats the vacuum degassing oven to 338°F (170°C) and removes the sample pans from the warming oven. He scrapes residue from the PAV sample pans into a container. As soon as a sample is scraped out of the pans into a new container, it is placed back in the warming oven until all separate containers are ready;

loading the vacuum degassing oven must be completed in less than one minute from start to finish. Once the containers are loaded into the vacuum degassing oven chamber, the lid is closed and the samples are heated to 338°F (170°C) for 10 to 15 minutes. At the conclusion of this period, a vacuum of 15 ± 2.5 kPa absolute is immediately applied for a period of 30 minutes. The vacuum is released, and the sample containers removed. There may still be surface bubbles on the samples; these should be removed using a torch or hot knife. One should not expect test results from either the pressure aging vessel or vacuum degassing oven procedures. Both pieces of equipment are used to help simulate the aging expected in a pavement that has been in service for a 7- to 10-year period. Test results are obtained by testing the aged samples from the pressure aging vessel and vacuum degassing oven further in either the dynamic shear rheometer to help determine resistance to fatigue cracking, or the bending beam rheometer and direct

tension tester to determine resistance to low temperature cracking. A comparison of test results between unaged samples and aged samples can provide a greater understanding of how in-service oxidation affects asphalt binder resistance to fatigue and low temperature cracking. This understanding can lead to better predictions of pavement distress related to binder stiffening and can ultimately help better predict inservice life of an asphalt pavement. It’s worth noting that the long-term aging process originally required the vacuum degassing oven to help with the repeatability of the direct tension test. However, it’s currently not required as part of AASHTO specs. Research has shown that similar results are achieved using the bending beam rheometer with or without the vacuum degassing oven process; however, many professionals still feel it necessary to use. Mitch Holdren is the distribution development manager for Gilson Company, Inc. For more information, contact him at (740) 548-7298 ext. 835 or mholdren@gilsonco.com.

Under Pressure to Age To simulate the aging expected in a pavement that has been in service for a 7- to 10-year period, lab techs use various pieces of equipment to get a sample that is just right for testing. Short-term aging can take place in a rolling thin film oven in as little as three to four hours. The process leaves the tech with ample sample for the long-term aging process. Here’s how to conduct those steps with the pressure aging vessel and optional vacuum degassing oven. ❒ 1. preheat the PAV chamber to 194o to 230oF (90° to 110°C) ❒ 2. collect the sample from the RTFO bottles; mix it to ensure homogeneity ❒ 3. pour the sample into PAV pans at 50 grams per pan

20 DECember 2013

❒ 4. load pans; set in chamber; close door; tighten bolts; set “age” ❒ 5. wait 20 hours ❒ 6. equalize chamber pressure ❒ 7. transfer sample pans to warming oven for 15 minutes ❒ 8. preheats the vacuum degassing oven to 338oF (170°C) ❒ 9. scrape bubbles from top of sample pans, one at a time, storing them in warming oven during this process ❒ 10. load pans in vacuum degassing oven—this step must take less than one (1) minute ❒ 11. heat samples at 338oF (170°C) for 10 to 15 minutes ❒ 12. immediately apply a vacuum of 15 ± 2.5 kPa absolute for 30 minutes ❒ 13. release vacuum; remove samples

❒ 14. remove any remaining bubbles with a hot knife ❒ 15. test samples!

Did you know that ASTM and AASHTO specs used to require techs to degas asphalt specimens after aging them in a pressure aging vessel? Gilson’s HM921 Vacuum Degassing Oven is a tabletop piece of equipment; the chamber accommodates four specimens.

producer profile

Brauntex Turns Cast-Offs Into Cash By Michelle Cwach

hen the most expensive product in an asphalt mix is one that can be created on-site using recycled materials, smart producers seek alternative means to use that surplus. For Brauntex Materials in central Texas, management looked at the numbers to see that investing in equipment to work with that surplus product would be a win-win. Brauntex Materials is a leading provider of hot mix asphalt (HMA) and crushed limestone products in central Texas. They performed a cost-benefit analysis and quickly saw that investing in equipment that could produce fractionated reclaimed asphalt pavement (FRAP) would not only eliminate unused material from the company’s operation, but would also save money at the same time. Using a KPI-JCI and Astec Mobile Screens ProSizer 3100 and a Fold’nGo 2612D mobile screening plant purchased from T-K-O Equipment in New Braunfels, Texas, Brauntex Materials managers found they could produce a variety of new materials, including a ½-inch by 3/8-inch product and a minus 3/8-inch for its FRAP product, according to company employee Albert Flores. The company also owns an FT2640 track-mounted jaw crusher to crush recycled concrete and oversized rock that is brought back from other job sites. 22 DECember 2013

The loader operator feeds material up to 6-inch minus into the mobile screening plant. The horizontal shaft impactor breaks it down into usable material for Brauntex Materials.

www.theasphaltpro.com | ASPHALT PRO 23

producer profile “The ½-inch by 3/8-inch product is one of the most valuable products in our asphalt mix because it is the most expensive to purchase as virgin aggregate,” Flores said. “By processing the recycled material using the mobile high frequency screening plant, Brauntex Materials is able to save on virgin aggregate and bring costs down, as well as offer an environmentally friendly solution for our end users.” Brauntex Materials currently produces 160,000 tons of aggregate per year, 20 percent of which is recycled, Flores said. The company has five virgin aggregate bins and two RAP bins on site. “The high frequency screen works much differently than any conventional screen we’ve ever used,” Flores continued. “Because you can’t fractionate the finer products required for FRAP efficiently using a conventional screen, this high frequency screen makes all the

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difference to our operation, and allows us to get the size we require for our asphalt mix.” The ProSizer high frequency screening plant functions by providing an aggressive screen vibration directly applied to the screen media that allow for the high screen capacity for fines removal, chip sizing and dry manufactured sand. The closedcircuit mobile plant incorporates a double-deck Pep Vari-Vibe high frequency screen with a 3136 horizontal shaft impact crusher, which allows Brauntex Materials to recirculate the oversized material; this means two sizes are produced, leaving no wasted product behind, Flores said. “We can handle up to 6-inch minus material in our mobile screening plant,” Flores said. “The horizontal shaft impactor will break down that pancake-size product into usable material, which means we have less waste, giving us a higher return.”

Albert Flores of Brauntex Materials, at left, and John McGimpsey of KPI-JCI and Astec Mobile Screens discuss making FRAP.

By incorporating a high percentage of FRAP into an asphalt mix, producers not only reduce the amount of virgin rock mined and use less asphalt cement, but they also conserve the energy used for trucking and decrease the energy used for processing, according to regional sales manager John McGimpsey. Brauntex Materials selected the ProSizer 3100 because managers knew incorporating FRAP into their asphalt mix was important to achieving a better bottom line, as well as staying environmentally friendly in their operation. “The portability of the ProSizer 3100 allows the producer to move around to multiple job sites and process FRAP back to its original size,” McGimpsey said. “It allows producers like Brauntex Materials to increase its RAP and FRAP use, while adding flexibility and improved control in mix designs.”

Brauntex Materials currently produces 160,000 tons of aggregate per year, 20 percent of which is recycled. Now the company produces a ½-inch by 3/8-inch product and a minus 3/8-inch for its FRAP product.

Dillman builds tough equipment. Equipment that performs reliably for years. Equipment you can count on to produce high quality asphalt mix. Full plants. Single components. Individual parts.

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ot all material transfer devices (MTDs) work in the exact same manner. Windrow elevators are an intermediate paver feeding device that are usually not self-propelled and don’t carry surge capacity although they are used to improve mat quality and production as their cousins the material transfer vehicles (MTVs) are designed to do.

State of Metering Controls By Sandy Lender

et’s look at a familiar situation. Your quality control (QC) team has followed the sound advice outlined by Dr. Ray Brown in the “Asphalt Mix Testing for Laymen” article in the September 2013 issue of AsphaltPro. The team has perfected a mix design for a state project right down to the percentage of binder from recycled asphalt shingle (RAS) material. The test strip your paving crew placed on the back lot showed bonus-worthy density and the haul truck drivers know how to get a perishable product to the job in a timely fashion. This will be the best project ever.

28 DECember 2013

When the department of transportation quality assurance inspector runs a test and your air voids come up all wrong, you naturally assume he’s green. Your crew paves an extra test strip to prove it; strangely enough, they can’t get density to save their lives. What on earth is going wrong? It’s as if a ghost floats around the yard playing “musical signs” with stockpile labels while arbitrarily ramping up the AC delivery. In the November issue’s “Control Your Plant Mix” by Dr. Michael Heitzman and Clarence Richard, we took a close look at the phantoms that disrupt QC. But there’s nothing

supernatural about it; changes in feed materials can go undetected if you don’t know to look for them. When the QC testing and paving procedures are good but you still experience variability in your mix, you may have an issue with gradation or the measured asphalt content at the plant. The problem can lie with the control of minus 200s or asphalt content. Heitzman and Richard discussed these problems in depth to conclude that proper metering and compensation in blending controls for minus 200s and asphalt content is vital to getting phantoms out of mixes and getting an

excellent, uniform product across the asphalt industry. Stephen Payne at Astec Industries, Chattanooga, Tenn., shared information on how to get the most out of your controls and the need to have precision controls systems now and in the future. “With a tough economy, everyone needs to be as efficient as possible,” Payne explained. “You need reliability from your plant and the control system in charge of making that happen. You need to be mindful of the ingredients and systems that control them, especially those that make a major impact on the final product.”

Part I:

The 10-foot by 14-foot reverse weigh style shingle bin from Argo Industries, Inc., in Brookfield, Wis., is designed specifically for holding and feeding RAS. Here are the specifications Argo lists for it: ¼-inch mild steel shell, steep side and back walls, vertical front wall; angle belly band; four tubular steel support legs with bracing; slide gate with side wind manual jack; two vibrator mounting plates; 30inch belt feeder; CEMA C5 carrier idlers; MOR 3-ply 330-PIW cleated conveyor belt with mechanical fasteners; head chute; grizzly section; designed to accept Rice Lake Model RL1600 20,000-pound load cells or customer-preference; optional load cell package, zero speed switch, flow limit switch, vibrators, UHMW liners, and variable speed drive.

Handle, Feed With Care Let’s start a discussion of metering and controlling ingredients such as RAS with tips for handling the material. Mitch Duncklee is a software engineer for Systems Equipment in Waukon, Iowa. He suggested producers could get more consistent feeding results if recycling operations stayed up to date with their practices. “Pre-processing the shingles differently can make a large difference in how the RAS feeds,” Duncklee said. “While making mix, good feedback control in the blend computer can help smooth out the AC content, but any chance to prevent manic speed changes because of poor feeding should be looked into.” He sees pre-processing as a positive step for future innovations. “Pre-processing and storage would go a long way to make RAS behave like a typical ingredient,” Duncklee continued. “It wouldn’t surprise me to see more buildings or shelters to store the more sensitive materials. A lot of money gets spent removing moisture and clumping in process. Why not eliminate it before it even gets to the bin?” While a recycler will look at preprocessing as sorting the deleterious materials out of the shingle pile prior to grinding shingles to produce RAS, the asphalt plant owner can look at pre-processing at his site as declumping the RAS prior to feeding it into his drum. Preston McIntyre, the south central sales representative for Rotochopper, explained that clumping or

compacting of RAS usually occurs in one of two ways. “When material is run over by a loader or similar piece of heavy equipment, it compacts,” McIntyre said. “Another clumping occurrence can happen if a pile of RAS sits for an extended period of time; it can conglomerate due to the heat of the sun and its own weight if the pile is quite high. The outer layer of the pile is typically the only area affected by the sun.” McIntyre suggested if either the problem of agglomeration or clumping occurs, send the effected RAS through the grinder for a quick, second pass to bring the RAS back to usable form. He also reminded readers of a simple additive to prevent clumping. “AdveraWMA is a product that can be fed into the grinder while it’s grinding shingles. It has many uses but one primary use is it keeps RAS from clumping.” As reported in the October 2012 issue’s “Here’s How it Works” department, Advera®WMA is added either during stockpiling or when feeding RAS. Here’s the scoop. When stockpiling or feeding RAS, time, temperature and moisture can cause agglomeration of the particles into clumps that negatively influence quality control. While using sand in the RAS stockpile has the secondary benefit of shining some plant components by preventing RAS from sticking as it goes through production, it can have a negative influence on QC depending on the cleanliness of the sand. Clean sand can be costly. Dirty sand can throw a good mix off kilter. To address all of these issues, PQ Corporation began using its AdveraWMA additive instead of sand to homogenize the stockpile and keep clumping at bay. A hopper-and-auger system deposits 1 to 2 percent Advera WMA per ton of RAS, which is about 20 to 40 pounds per ton of RAS, into the loading hopper of the shingle grinder. The -200 mesh, white powder blends into the grinding process with the RAS. In the other method of introduction, AdveraWMA can be fed into the feed hopper during trommel screening or fed directly onto the belt for blending. Then the loader operator feeds the RAS bin through a grizzly screen, which we’ll www.theasphaltpro.com | ASPHALT PRO 29

Preston McIntyre offered this step-by-step guide for getting recycled asphalt shingles into shape for best feeding at the plant. He summarized, “If asphalt shingles are ground to ½-inch minus or less and are handled appropriately—for example, do not drive on the RAS pile and use the RAS within a reasonable amount of time—the HMA plant should not have any issues feeding RAS.” Basic Grinding Methods 1. Single-pass grinding through a small screen hole size 2. Double-pass grinding through a larger screen, and then a smaller screen 3. Grind, Screen, and then Regrind the Overs Some companies use a combination of methods, but the one you choose comes down to these key considerations: 1. wear costs 2. uptime vs downtime 3. handling costs When you have the right grinder and set-up for your needs, follow these steps: 1. Maintain teeth and screens. Excessively worn teeth and screens may produce coarser material. 2. Keep detailed records of all parameters. Tear-offs may grind more easily, but may also produce coarser material if operators don’t make appropriate adjustments. Ensure all settings and configurations are consistently matched to the raw material and end product specs. 3. Make sure your shingles are free of deleterious material, including steel. A cross-belt conveyor on your grinder can remove ferrous metal, including roofing nails. 4. Carefully handle and store the RAS to prevent aggregation. Some asphalt producers blend RAS with sand or other materials to prevent aggregation, but this method is falling out of favor because the mix specs become harder to control when aggregate quantities added to the mix have to be adjusted to account for the sand blended with the RAS.

discuss momentarily, or directly into the bin. The Advera-treated RAS cascades to the conveyor belt below the RAS bin where it travels to the drum for mixing. McIntyre summarized, “If asphalt shingles are ground to ½-inch minus or less and are handled appropriately—for example, do not drive on the RAS pile and use the RAS within a reasonable amount of time—the HMA plant should not have any issues feeding RAS.” President of Meeker Equipment, Jeff Meeker suggested moisture 30 DECember 2013

is a trouble-spot to watch as well. “Controlling moisture has a huge impact on how RAS feeds or is metered. One of the simplest innovations is using a fabric building to cover the RAS piles to make consistent moisture in the material. Not only does this help in drying costs, it greatly helps in how consistently the material feeds into the plant.” Richard agreed that staying off the RAS pile, timing of RAS use and consistency in moisture are vital. “Time is important,” Richard

shared. “So is keeping the material cool so it doesn’t melt and clump up and keeping it out of the rain so that the material being weighed or metered at the plant has a consistent amount of moisture. The controls should be asked to compensate for a consistent amount of moisture. “The plant doesn’t have an issue feeding RAS if these best practices are followed,” Richard continued. “The plant has an issue feeding it accurately. Keeping the material from compacting or clumping, and keeping it as consistently dry as possible helps the accuracy.” Another way to feed material consistently is to concentrate on the bin handling it. Asphalt Drum Mixers in Huntertown, Ind., offers a recycling system with 15-ton capacity RAP bin. While the bin is marketed for RAP, it has an optional lump breaker that features an adjustable steel breaker plate that is powered by a 30-horsepower motor with an open-mesh covered V-belt drive. The single- and double-deck scalping screens help keep oversized material from entering the mix. The bin offers air cannons and grizzlies, which have benefits for the RAS operation. Argo Industries, Inc., of Brookfield, Wis., offers a bin designed specifically for RAS. “We use a vertical front wall and steeply sloped side and end walls along with a cleated belt to improve flow ability,” Paul Vandermolen of Argo said. “What we have found with our users is that when this material is being processed in bins with flatter slope angles, the material tends to pack.” While producers are familiar with using grizzly screens to keep large material from entering the production stream, it has additional uses in the RAS process. “Grizzly sections over RAS bins should not exceed a 6-inch grid pattern,” Vandermolen said. “The purpose of the grid is two-fold—to prevent large fugitive clumps from getting into the bin and plugging the gate

opening, and to help stratify the material to minimize packing in the drop/delivery process.” Of course, controlling the size of material getting through is vital for innumerable reasons.

Part II:

Control What Enters the Mix Whether it’s mineral filler, minus 200s, dust or fines, you have to monitor and control small particle sizes that affect the absorption of AC in the mix. As discussed in last month’s article, dust affects voids. By controlling and measuring the flow rate of dust—and/or other fines entering the mix—we will improve the quality of the mix. By installing a dust scale control system, producers experience success with consistent mix quality. Vandermolen explained the QC headache producers experience when something gets stuck. “If a fugitive clump is stuck in the gate, the feeder will speed up until the desired weight is moved based on its rated AC content,” Vandermolen said. “On the contrary, in a timed scaled arrangement, if one of your sources is plugged and you are using product of varying AC content as in millings or shingles, the overall percentage could become skewed either higher or lower.” If something in the RAS or dust material feeding goes awry, it’s up to the controls system to adjust percentages of other ingredients to balance the mix. Vandermolen said, “some of the leading asphalt equipment manufacturers have the capability to integrate our system into their existing blending control system.” Ken Cardy of Libra Systems, Harleysville, Pa., addressed the introduction of dust specifically. “With respect to introducing dust, some plants simply return the dust to the mix, leaving gaps and surges in dust content in the mix. Many plants today employ vane feeders with weigh depletion and pneumatic delivery; however, this has traditionally www.theasphaltpro.com | ASPHALT PRO 31

Top: The 8-foot by 14-foot RAS bin from Gencor Industries comes completely assembled with belting installed, laced and factory adjusted. One air cannon is furnished on the bin. The top opening is covered by a hinged grizzly with 12-inch by 12-inch opening; the grizzly is built of 1/2-inch by 4-inch steel bar and 3/4-inch hot rolled steel rod. The 42-inch wide by 14-foot, 9-inch long weigh feeder belt assembly includes closely spaced, flat, lifetime lubricated idlers and a Gencor weigh idler with load cell and test weight. Bottom Left: Keeping RAS as dry as possible is important, but what's more important is keeping the moisture level consistent. Companies like Meeker offer storage bunkers like this to keep condensation, rain and hot sun from affecting RAS piles. Bottom Right: To keep consistency of the materials percentages entering the mix, American Asphalt’s Burlington, N.J., plant uses the PlantWise drum mix control system from Libra Systems, Harleysville, Pa., which employs specialized filtering techniques to smooth the readings from the dust feeder while still giving quick reacting control.

been challenging for automation to control because each slug of material from the vane feeder temporarily reduces the vacuum on the bottom of the weigh hopper. This causes the weight reading from the hopper to oscillate at a frequency that varies with the feeder speed. To address this situation, the Libra PlantWise Drum Mix Control System employs specialized filtering techniques to smooth the readings.” Meeker uses the Libra controls. “At Meeker, we don’t offer a specific plant-wide control for a drum or batch plant. We typically use Libra Systems when it comes to plantwide automation. We do offer specific controls for handling RAP, RAS or 32 DECember 2013

even warm mix. This happens when the plant control manufacturers can’t make changes to their controls. We at Meeker have to control a certain aspect of the process, and then pass some of that function back to the plant controls people.” That’s the type of cooperation and innovation Heitzman and Richard looked for in their article. OEMs are addressing automation that adjusts blending controls. Systems Equipment’s Duncklee shared what they have in place. “All feeders or ingredients in Systems ADP-100 blend computer have the option of running with feedback control. That means that the measured rate will correct the output

signal such that the target rate will be matched as closely as possible. The software handles many types of feedback options, including depletion weigh pods for dust, liquid meters for warm-mix additives and reverse weigh bins for precise control of materials like shingles. Simple tail-shaft tachometers are the most common form of feedback control but they don’t measure the material, only the speed of the bin.” Payne stated that Astec offers the PMII, PMIII and TCII blending packages for ingredient control. Among their many other functions, these packages are designed to recognize when there’s a drop in weight from a material being fed to the drum. “At

TIP 3: If the voids are low it is very likely caused by increased asphalt content or increased percentage passing the No. 200 sieve. This can be determined by looking at the gradation and the measured asphalt content.

that time, the system knows what is lagging,” Payne said. “It also knows the valuable data about the material in the bin such as asphalt content and fines percent. With this information, the system can make dynamic changes to both composite calculation for asphalt content and fines percent going into the mix. This allows the system to make the correction to targets for total asphalt desired in the final mix.” Director of Controls Systems Gregg Gilpin of Stansteel/Hotmix 34 DECember 2013

Parts in Louisville, Ky., explained that the Accu-Trac control his company offers gives the plant operator a back-up system on controls. “With our Accu-Trac control, we independently time every ingredient because not every ingredient moves at the same rate of flow. We time them individually so that they meet up at the mixing and blending point at the same time in the right proportions.” When there’s a weight fluctuation, the Accu-Trac sounds an alarm. “We initiate an alarm or even shut it down if anything isn’t feeding correctly.” In addition to monitoring each component of the plant, the system has a separate device on each component to independently verify that the monitor is working. In other words, the sensor that makes sure the RAS weight is correct has its own independent “tester” making sure it’s working at all times. That kind of control and QC is what Heitzman and Richard sought with their article and it’s the kind of

This screen capture from Systems Equipment Corp., Waukon, Iowa, shows the Modern Asphalt Plant configuration as it appears in the control house for the plant operator.

control and QC that plant owners need to be aware of. As stated in November’s issue, the industry should soon reach a consensus on what to continuously strive for to be as good as we can be. OEMs have technology in place to get us there. For more information, contact the sources for this article. In alphabetical order they are Paul Vendermolen of Argo Industries at (262) 781-3995; Stephen Payne at Astec Industries at (423) 867-4210; Clarence Richard at (952) 939-6000; Dennis Hunt of Gencor at (407) 2906000; Ken Cardy of Libra Systems at (225) 256-1700; Annette Smith of PQ Corp. at (416) 255-7771; Preston McIntyre of Rotochopper at (320) 548-3586; Gregg Gilpin of Stansteel/Hotmix Parts at (800) 826-0223; Mitch Duncklee of Systems Equipment at (563) 568-6387.

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In the Middle of Nowhere, Or in the Middle of Everything.

Astec can configure a plant to fit your site, whether that site is in the middle of nowhere or in the middle of a major metropolitan area. And every Astec plant, no matter where it is located, is also backed by the Astec Service and Parts departments available 24/7 anywhere. Astec is the right choice.

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State of Asphalt Funding By Sandy Lender

hen Congress and President Obama disagreed a few months ago, some people felt uneasy about the way the government shutdown might affect highway funding. Members of the asphalt industry had already made the financial and time commitment to visit with representatives in Washington during the National Asphalt Pavement Association’s (NAPA) fly-in Sept. 10 through 11. No one wants to think the sacrifice was for naught. 38 DECember 2013

The association’s newest government affairs officer, Michele Stanley shared that the government shutdown didn’t directly impact the Federal-aid highway program, thus highway construction projects that were funded by the Highway Trust Fund were able to proceed as scheduled. That means things should have moved along without interruption in the asphalt business. Past tense. What’s happening next?

Legislators made compromises to get the government back up and running Oct. 16. Stanley outlined some specific dates we can keep an eye on, one of which is coming up quickly. “The legislation that passed Congress and was signed by President Obama funds the government under a Continuing Resolution (CR) at fiscal year 2013 post-sequestration levels through January 15, raises the debt ceiling through February 7, and

sets December 13 as the deadline for broader budget negotiations. So the debate over funding and the debt is far from over yet. “The two respective Budget Committee chairs, Senator Patty Murray (D-Wash) and Rep. Paul Ryan (R-Wis) already met as they begin to try to negotiate an agreement on a fiscal year 2014 Budget Resolution and a budget framework for funding the fiscal year 2014 appropriations bills for the remainder of the fiscal year following January 15.” Funding is the key issue. According to the American Road and Transportation Builders Association (ARTBA), Congress enacted an obligation ceiling of $40.256 billion for the federal highway program for fiscal year 2014 (FY14) in the Moving Ahead for Progress in the 21st Century Act (MAP-21). The Congress included an additional $739 billion of contract authority and emergency relief funding that is not subject to the limitation, for a total of $40.995 billion. ARTBA also reported that the Obama Administration requested that identical amount for the federal highway program in its FY14 budget proposal (See Table 1). What legislators have to agree on is how to fund that budget; from where will the money come? “As a result of the October 16 compromise, it is possible during these budget negotiations for Congress to reach agreement on setting a path towards fixing the Highway Trust Fund revenue situation through possible tax reform legislation in 2014,” Stanley said. Rep. Barbara Boxer (D-Calif) will propose a transportation bill in 2014 that will garner attention from all negotiators, but the funding question remains controversial. “While Senator Boxer’s bill, and for that matter Congressman Bill Shuster’s bill, establishes the programs and sets funding levels, all eyes are on the revenue portion of the program and that normally happens in a tax bill,” Stanley said. “This is a matter for the House Ways and Means Committee led by David Camp (R-Mich) and the Senate Finance Committee led by Max Baucus (D-Mont). Rep. Camp and Senator Baucus have been meeting on a

regular basis to discuss tax reform legislation and we know this issue has been on their agenda. The key will be the Ryan-Murray negotiations on the budget, which would set the terms for tax reform legislation to be considered by Congress in 2014. It is in that legislation that a fix for the Highway Trust Fund can and must be done.” That’s where the asphalt industry can focus its valuable time and energy. Stanley explained that the Highway Trust Fund is not on auto-pilot. “There is simply not enough revenue coming into the program to sustain current spending levels….Congress could try and kick the can down the road by transferring funding from the general budget to the Highway Trust Fund, but given the current political climate in Washington, that seems unlikely and the industry would prefer a long-term solution with funding certainty over multiple years.” Something for asphalt professionals to remember is their individual and combined influence. “Asphalt producers are in nearly every district so our grassroots network goes far and wide,” Stanley said. “If our members out in the districts continue to hold plant tours and district office meetings with members of Congress, then our industry’s story and voice will be heard. NAPA provides the messages and helps coordinate the events. This is the most important part of the industry’s advocacy campaign.”

To find messages NAPA has prepared, visit its government affairs page at www.asphaltpavement.org. “We suggest our industry discusses our Asphalt Leave Behind first. It talks about NAPA and the industry more specifically and gives the industry a chance to touch on pavement type selection issues that are specific to the asphalt industry. The industry believes pavement type selection should be left up to state engineers who are best positioned to know what is right for each project in their state. “One of the coalitions we are a part of is the Highway Materials Group, which came up with a Funding Principles document that lays out what we believe Congress must do for transportation infrastructure to be funded at an appropriate level. If six competing associations can agree to these principles for authorization, there is hope for Congress to be able to agree to something also.” Hope is a good message, as is the message of the road building community’s economic boon for the United States. Given the budget requests coming out of the current administration and the apparent needs throughout the U.S. infrastructure, the grassroots efforts of the transportation industry should prove successful in convincing representatives to work together. Let’s give legislators our support toward that goal.

Table 1. The Administration’s Budget Proposal

Program

MAP-21, FAA Act

Budget Request

Federal Hwy Program obligation limitation

$40.256 billion

Hwy Contract Authority not subject to limitation

$739 million

Public Transportation Program (total)

$10.695 billion

$10.91 billion

Inc. Capital Investment Grants

$1.907 billion

$1.981 billion

Airport Improvement Program

$3.35 billion

$2.90 billion

Hwy Safety Programs

$1.252 billion

TIFIA loan program

$1.0 billion

GF transfer to Hwy Trust Fund

$12.6 billion

This table summarizes the Administration’s budget proposal for the core transportation investment programs for fiscal year 2014 (FY14). Source: American Road & Transportation Builders Association (ARTBA) www.theasphaltpro.com | ASPHALT PRO 39

Recycle with High Performance Great asphalt pavements begin with aggregates like slag

he evolution of the asphalt industry has included advancements to pavement thickness design and mixture selection methodology, improvements to mix design methods, enhancements to production facilities, 40 DECember 2013

and improvements with construction equipment and techniques. This evolution has taken decades and it isnâ&#x20AC;&#x2122;t over-continued ingenuity by the asphalt industry makes asphalt pavements last longer and perform better from high

By Timothy R. Murphy

to low volume applications. The past decade has seen the increased and successful use of Reclaimed Asphalt Pavement (RAP), Warm Mix Asphalt (WMA), Reclaimed Asphalt Shingles (RAS), and Ferrous; Iron and Steel Slag

During the perpetual pavement construction of this section of Interstate 70 in 2002 and 2003, the contractor and engineer worked together to make the project a success. I-70 got its facelift from just east of Marshall to the Martinsville Interchange in Illinois. Champaign Asphalt performed the work from the Mill Creek Bridge eastward, placing 9,000 metric tonnes of mix. Howell Paving/Howell Asphalt performed the work from the bridge westward, placing 19,000 metric tonnes. The DOT reports the roadway is still performing at 100 percent.

(Slag). The successes seen today have come from the hard work of agencies, contractors, consultants, academia, and equipment and material suppliers.

of the past, present and future continue to lead slag producers to supply iron and steel slag for this important safety feature.

Mix Design Philosophies

Slags

The asphalt mix design philosophies used over the past several decadesâ&#x20AC;&#x201D; such as Hveem, Marshall, Texas Gyratory and Superpaveâ&#x20AC;&#x201D;each brought strength to the roadway and runway building industry. These improvements occurred as traffic volumes and loadings continued to climb throughout the industrial world. With added stress due to loading on asphalt pavements, improved aggregate quality, strength and classification measurements became the norm in conjunction with a better understanding of the importance of voids, voids in the mineral aggregate (VMA), and voids filled with asphalt (VFA); aka Volumetrics. The overuse of inexpensive beach sands, dirty aggregates and single aggregate stockpile production were identified as the primary causes for premature pavement failures. Each has been fazed out of standards and specs over the years. The use of engineered sharp sands; clean, hard aggregates; and multiple stockpiles of aggregate for input now ensure that longer lasting roadways are built. In addition to stronger asphalt pavements is the need to provide safer roadways. Agencies have recognized this for years and most now have updated geometric criteria and higher frictional requirements of the coarse aggregate as well as improved design, production and construction standards. As stability and friction are typical needs of high speed, high volume asphalt facilities, many asphalt contractors look for one product to fill both needs. Stability and friction ability come from aggregates that are high in crush, hard, durable and reusable. According to the Industrial Resources Council (IRC), air cooled blast furnace slag and steel slag in particular provide good rutting resistance and superior friction properties, making them a choice aggregate for the surface course. The cost-benefit analysis

Blast furnace (BF) slag is formed when iron ore or iron pellets, coke and a flux (either limestone or dolomite) are melted together in a blast furnace. When the metallurgical smelting process is complete, the lime in the flux has been chemically combined with the aluminates and silicates of the ore and coke ash to form a non-metallic product called blast furnace slag. During the period of cooling and hardening from its molten state, BF slag can be cooled in several ways to form any of several types of BF slag products. In a blast furnace, combustion material and ore are supplied from the top while an air flow is supplied from the bottom of the chamber. This forces the chemical reaction to take place throughout the ore, not only at the surface. Steel furnace slag is produced in a basic oxygen furnace (BOF) or an electric arc furnace (EAF). Hot iron and/or scrap metal are the primary metals to make steel in each process. Lime is injected to act as a fluxing agent. The lime combines with the silicates, aluminum oxides, magnesium oxides, manganese oxides and ferrites to form steel furnace slag, commonly called steel slag. Slag is poured from the furnace in a molten state. After cooling from its molten state, steel slag is processed to remove all free metallics and sized into products. Basic oxygen furnace (BOF): Oxygen is blown into the furnace vessel through a water-cooled oxygen lance, oxidizing carbon and the other unwanted elements in the molten iron. Fluxes are added to remove other unwanted elements yielding high quality steel. Electric arc furnace (EAF): Charged material is heated to a liquid state by means of an electric current. The electricity has no electrochemical effect on the metal making it perfectly suited for melting scrap. www.theasphaltpro.com | ASPHALT PRO 41

Steel slag is processed as an aircooled material. The National Slag Association states the metallics are magnetically separated and the remaining slag is sized into construction aggregates, used as an agricultural soil amendment, as a raw ingredient in Portland cement production, as an environmental remediation material and many other uses. The Oregon Department of Transportation Research Report No. ORRD-00-09 of April 2000 stated: “After the steel slag has been crushed and graded into the sizes desired it is stockpiled for delivery. Asphalt concrete has been produced and the pavement constructed readily in Oregon when crushed steel slag is used as a portion of the aggregate.” As discussed in the article titled “Mix in Slag” in the February 2013 issue of AsphaltPro, before an aggregate is considered for use on an agency project, whether it is for aggregate base, HMA or other, the quality of the mined materials must go through rigorous agency evaluation to determine a variety of qualitative measures, including: • Safety – Friction testing • Angularity – Fracture testing • Hardness – LA Abrasion • Durability – Soundness • Absorption – Specific Gravity Slag meets and exceeds all of these quality (ASTM D5106) measures time and again. (See Table)

Table 1. Typical Stone Matrix Asphalt Spec Using Slag

Sieve

Minimum Maximum

¾-inch (19-mm)

n/a

100

½-inch (12.5-mm)

/8-inch (9.5-mm)

#4 (4.75-mm)

#8 (2.36-mm)

#200 (0.600-mm)

Volumetrics

Ndes = 80; Voids = 4%, VMA = 17.0 VFA = 75-80, In-place density = 94-97 of Gmm 42 DECember 2013

Slag Success Stories Slag has been used as the aggregate of choice in the construction of many long lasting asphalt pavements. Around the globe, slag exceeds aggregate requirements for asphalt use and the transition to Superpave only highlighted slag’s features: 1. Coarse aggregate is produced at 100 percent two-faced fractured faces, rough surface texture, good particle shape, and meets the flat and elongated requirements. 2. Fine aggregate at a minimum of 45 percent fine aggregate angularity. In addition slag “may be used as a friction aggregate” in its first and subsequent uses. At the Williams and Margaret intersection in Thornton, Ill., a sign reads: “Home of Thornton Quarry; Largest Limestone Quarry in the World.” There a successful steel slag, stone matrix asphalt (SMA) rehabilitation of the intersection got the state’s attention. The Illinois Department of Transportation (IDOT) has adopted this mixture as the standard for use on interstates in Chicagoland and at high load, high traffic situations where a high friction coarse aggregate is required. Several slag projects are now more than 20 years old and still performing. The extensive use and success of slag in perpetual asphalt pavements has presented another opportunity; that the slag coarse fraction from these cold millings (RAP) are now used a second time in new surface course mixtures and again, demonstrating the global stewardship of resources. For their continuous long-term efforts, IDOT was awarded the 2012 Green Governments Award for education and outreach, transportation, efficiency and conservation.

Society, Sustainability, Future Because of the size of the iron and steel industry in the United States, there are thousands of people employed in the slag industry. Additionally, slag is a sustainable (green) material that can be reclaimed and reused multiple times. Using iron and steel furnace slag will help preserve our natural resources. Based on numerous environmental tests, studies

and reviews by governmental agencies and the iron and steel industry, we know that iron and steel slag is a safe and valuable resource, and we encourage its continued use as a viable environmentally friendly product for building and maintaining the United States’ infrastructure. Because slag is a co-product that comes from the manufacturing of iron and steel; both slag products score high on first use per the Greenroads™ Rating System (Manual v1.5, p. 396). Slag is a regional material that reduces trucking emissions and the need to import aggregates from far away, and it works well with recycled materials such as RAP, ground tire rubber and asphalt shingles. Due to the successful performance and numerous uses of slag over the past several decades, IDOT allows RAP slag to be used in all mixes and all lifts of asphalt. Additionally, IDOT counts the coarse aggregate slag in high volume surface mixes as part of the friction aggregate requirement, because of both the fracture strength and friction supplied to the pavement structure. Finally, as the drive for Total Recycle Asphalt continues, IDOT recently awarded several projects that allow the use of up to 100 percent recycled aggregates where one project uses 72 percent slag and 28 percent RAP. “We recycle and use over a million tons of reclaimed materials on our highways annually as a matter of everyday practice,” Illinois Transportation Secretary Ann L. Schneider said. “We believe Total Recycle Asphalt will take Illinois to a new level of environmental sustainability, and we hope it will inspire others to follow our lead.” These new generation mixes use locally available materials, encourage ingenuity, reduce the overall carbon footprint, and provide for long lasting, strong and durable asphalt roadways time and again when using slag as a component. It is quite possible that these new generation mixes using slag are the most recycled hot mix asphalt pavements ever produced on the planet. Timothy R. Murphy, P.E., is the president of Murphy Pavement Technology, Inc., in Chicago.

Grow Asphalt Base SAPA executive directors share tips to grow industry presence

A AN SI

LO UI

Brian K. Wood, PAIKY, 2014 SAPA Executive Director in asphalt: 13 years

J. Don Weathers, LAPA 2013 SAPA Executive Director

Jim Warren, ACAF in asphalt: â&#x2030;&#x2C6;30 years

Jon M. Young, HAPI in asphalt: 2 years

Tom Peterson, CAPA in asphalt: 14 years

44 DECember 2013

ASSOC IA

William Knopf, APAI in asphalt: 5 years

PAVE ME

ON TI

T AL

ASP H

By Sandy Lender

hen the concrete industry knocks on your client’s door, instinct tells you to up your game. While you have a top notch operation that performs bonus-worthy work on a regular basis, management still wants to strike out the side so the competition at Company PCC gets out of scoring position. One way to make sure agencies, owners, materials engineers, municipal planning organizers and all manner of public opinion-makers understand the value-added benefits of asphalt mixes and pavements is to combine the industry’s efforts. We need to help one another make a uniform product that knocks the results out of the park every time. Make no mistake; I’m referring to state asphalt pavement associations (SAPAs) combining resources to combat and beat concrete industry groups on a local level. Gathering to grow a base shouldn’t be difficult and it’s the task of SAPA executive directors to make it happen. At this time, 38 SAPAs represent 39 states, although some aren’t focused on purely the advancement of asphalt. The New York Construction Materials Association and the Tennessee Road Builders Association are examples of groups that divide their interests. The National Asphalt Pavement Association’s (NAPA) T. Carter Ross shared “Some states without an APA work through the American General Contractors (AGC) or another organization; for example, Arizona AGC at the beginning of the year set up an asphalt study group to focus on asphalt pavement issues.” For a state association, the consistent leader from year to year is typically the executive director. His or her mission may vary depending on the association’s lineup of issues, but the focus is on furthering the asphalt industry within the state for the betterment of the members. For the Asphalt Pavement Association of Indiana (APAI) in Indianapolis, that means the most important aspect of the job is advocacy. APAI Executive Director Bill Knopf takes the goal of advocating for the association’s strategic plan—more tons—seriously. He’s been in the business of trade associations for a quarter of a century.

Advocate “We advocate for asphalt pavement in many key markets, both public and private,” Knopf said. “A large component of our advocacy efforts is ensuring that the various political agencies our members perform work for have adequate funding for a robust highway construction program. Not to be overshadowed, another important element of the advocacy effort is improving quality, and this is accomplished through our extensive educational efforts, directed at both pavement decision makers and specific segments within our member firms.” For the Hawaii Asphalt Paving Industry (HAPI) in Honolulu, Executive Director Jon M. Young takes advocacy right to the materials engineers, although that takes him away from

the aspect of his job that he enjoys the most. “The single-most time-consuming aspect of my job is getting a specification or procedure changed,” Young said. “Many hours are involved and yet it still takes a very long time to get a change approved. For example, the use of warm-mix asphalt is accepted in many parts of the country. Since I started in July 2011, I have met numerous people, responded to questions on the advantages and disadvantages of warm mix, and have been encouraging the county government to allow the use of warm-mix asphalt, but to date, this change has not been approved.” He’s still working toward the goal of WMA’s use while working in the more “fun” parts of the job.

RMACES Certifies Three Categories of Learning During the Feb. 19 through 21, 2014, Rocky Mountain Asphalt Conference & Equipment Show (RMACES) in Denver, attendees who pre-register for the training program will be eligible to receive a Certificate of Achievement in one of three session tracks: Maintenance, Materials, or Equipment and Operators. The certificate program is presented by the Rocky Mountain Asphalt Education Center (RMAEC) in association with the RMACES. To achieve the certificate, the candidate will be required to complete the registration form on which he will indicate his choice of session track and pay an additional fee of $50. At the beginning of each of the required sessions during the conference, the candidate will sign in and obtain a copy of the written test for that session from the session host. At the end of the session, he will complete the test and return it to the session host. No tests will be accepted late. Once enrolled in the sessions, he will be required to successfully complete the written tests for each session and have a combined average score of not less than 80 percent correct to achieve the certificate. In 2011, RMAEC and RMACES offered one session track for certification. In 2012, they offered two tracks. This year, they offer three session tracks. CAPA’s Tom Clayton explained that the conference committee decided the success of the program proves it a benefit to the agencies and industry and justifies the increase in certification offerings each year.

www.theasphaltpro.com | ASPHALT PRO 45

Listening goes hand-in-hand with what ACAF’s Jim Warren enjoys the most about his job as executive director. “Getting out and seeing my members and interacting with customers.” Even his pets—an adopted 6-year-old English bulldog named Sosa and a 10-year-old cat named Cally—get to voice their opinions and be heard. Sosa likes steamed green beans and a Nylabone; Cally likes coffee and beef jerky.

“The aspect I enjoy most about my job and that I find most satisfying is helping members, government agencies, design consultants and elected officials with questions and concerns they may have about our industry,” Young said. “Personal assistance and opportunities to learn more about progressive asphalt technology creates good will for our industry.”

Educate, Legislate That education is something Knopf mentioned above and will execute once again with the APAI Annual Winter Conference Jan. 8 through 10, 2014, and it’s something the Colorado Asphalt Pavement Association’s (CAPA) Executive Director Tom Peterson has expanded during his successful career. Peterson came from eight years with the Federal Highway Administration (FHWA) in 1997 and has led a legislatively active association since. Peterson directs a group in which members are willing and able to get involved with regional spec changes and smooth pavement advances; he also oversees the annual Rocky Mountain Asphalt Conference & Equipment Show (RMACES) in Denver, now on its forty-first year, along with the CAPA asphalt pavement awards program. In cooperation with the Rocky Mountain Asphalt Education Center, CAPA arranged to have continuing education units and 46 DECember 2013

three certification tracks available to conference attendees (See sidebar). Depending on the size of the association staff, the necessary annual meeting takes a different shape in different states, sometimes combining a larger conference for education. For the Asphalt Contractors Association of Florida (ACAF) in Tallahassee, Executive Director Jim Warren hands the credit for a sold-out tradeshow floor and packed seminar room in Orlando each September to his colleagues. The staff comprises two full time employees, Warren and ACAF Director of Governmental Affairs Jim Cordero, and a part time employee. “Jim Cordero is our main contact with the hotels and our Administrative Assistant Victoria handles registration,” Warren said. “We have an annual convention for our members in June and host an annual asphalt conference in September for the entire industry.” The Plantmix Asphalt Industry of Kentucky (PAIKY) in Frankfort saves on convention costs by teaming up with like-minded associations. Executive Director Brian K. Wood explained. “We plan all of our meetings in-house with our three-person staff,” Wood said. “We have a summer meeting and winter training school on our own, plus we co-host the KHI convention with the Kentucky Association of Highway Contractors and the Kentucky Crushed Stone Association.” The winter training school is a stand-alone event to be

held Feb. 26 through 28, 2014, at the downtown Louisville Marriott. HAPI’s Young puts an emphasis on education year-round, but educates both within and without the immediate membership. “The single-most important aspect of my job is to cultivate a positive image of the asphalt pavement and pavement treatment industry in Hawaii,” Young said. He has a fourpart, ongoing outreach system to create the positive image. 1. a monthly newsletter, to which you can subscribe at http://hawaiiasphalt.org 2. the HAPI facebook page at www. facebook.com/pages/Hawaii-Asphalt-Paving-Industry-HAPI 3. the HAPI website, which was a finalist for the NAPA State Asphalt Pavement Association Outstanding Website Award in 2012 4. public visibility by personally meeting with government agencies, design consultants and elected officials “Of equal importance for me is to carry out our mission of ‘providing engineering promotion and education to advance the continuing use of asphalt pavement and pavement treatments throughout the state of Hawaii.’ This is accomplished in two ways: Offering training seminars and workshops; Being available to answer questions and address concerns from government agencies, design consultants and elected officials.” While many of the associations contacted for this article have electronic newsletters, that is only one form of education and communication the staff at headquarters must attend to. ACAF’s Warren mentioned the long hours of answering electronic mail. Louisiana Asphalt Pavement Association (LAPA) and 2013 State Asphalt Pavement Associations Executive Director Don Weathers mentioned committee meetings as a stale yet necessary part of the job. PAIKY’s Wood listed meeting planning as time-consuming. These outward items seem obvious and add to the infrastructure of the director’s job. “Managing the infrastructure of a complex, volunteer-driven association can be time-consuming, but it’s mission-critical,” APAI’s Knopf said. “Consider everything you know that a typical

www.theasphaltpro.com | ASPHALT PRO 47

national association does to comply with laws and servicing the membership; most state associations do at least 90 percent of that with smaller budgets and fewer staff.” (See sidebar.)

State APA Executive Director Job Requirements Develop board of directors Recruit committee members Schedule committee meetings Plan industry meetings Sell/coordinate a trade show Manage state database Assemble/distribute monthly newsletter Handle website/social media Handle membership records Collect dues Develop/administer a budget Handle certification programs File tax returns Ensure governance and bylaw adherence Recruit volunteers Get insurance coverage for volunteers Fundraise for special events Handle public relations Develop education/training partnerships Manage scholarship programs Promote asphalt industry Assist members with legislative visits/tours Lobby for legislative issues

These directors aren’t complaining; they’re telling it like it is. Serving as a state exec means wearing multiple hats, and as mentioned above, one of the most important hats is furthering the asphalt industry within the state for the betterment of all members. LAPA’s Weathers explained, “Interaction with stakeholders is paramount to association work.” Stakeholders include elected representatives, DOT inspectors and materials engineers. You want to interact with and educate stakeholders so they’re aware of asphalt’s many benefits. The more people engaged in this mission, the better. “We work with our members to encourage local meetings and plant tours for elected officials,” ACAF’s Warren said. “We typically have key legislators at our annual meeting in June.” In Hawaii, Young sets a fine example for assisting members with asphalt advocacy in front of representatives. “I am responsible for all business with 48 DECember 2013

officials and elected representatives,” Young explained. “I typically meet with these people at their offices. I also offer an open invitation to conduct site visits to a local asphalt terminal or asphalt plant. About a half dozen of these tours have been conducted in the past two years. Government agencies and elected officials are also invited to our member meeting both as presenters and guests. “Another service HAPI offers is called ‘talk story at lunch.’ Lunch is provided to an agency’s office while we engage in an open and unstructured discussion about any asphaltrelated questions or issues. “I also have an annual goal of visiting each government agency at least once a year,” Young continued. “These include the Federal Highway Administration and all the offices of State Department of Transportation on each of the four major islands and the four counties.”

Propagate By involving the members of the association, state execs show legislators and decision makers the heart of the industry. Without increasing memberships, the heart of our industry goes undiscovered and untapped. The company that joins an association becomes part of the lifeblood of the overall industry. “At a trade association, whether it is a local, state or national organization, the member company is truly an owner,” APAI’s Knopf explained. “And like the old saying goes, you get out in direct proportion to what you put in. You can choose to be a checkbook member and just send in your dues to support the association, or you can become truly an activist and get your key employees passionate and involved and supportive of the mission. That’s when your dividends on the dues paid will increase exponentially.” “Our approach to attracting members is to stay visible in the asphalt and broader community and promote member benefits,” HAPI’s Young said. “Our monthly newsletter is our main effort at reaching out to the public. … I also offer to meet with potential

member companies to introduce them to HAPI. On average, I meet with a potential member about every other month, which has resulted in 10 new members since I started in July 2011.” ACAF’s Jim Warren said the most important aspect of his job is to be a good listener. “There are always at least three sides to every story and like the famous TV show The X-Files taught us, ‘The truth is out there.’ My job is to listen first, get the facts, and then get a consensus on the best way forward. Our mission is to improve the quality of asphalt and expand its use; our members have stepped up and have been successful in making Florida’s roads some of the nicest in the country.” Listening goes hand-in-hand with what ACAF’s Jim Warren enjoys the most about his job as executive director. “Getting out and seeing my members and interacting with customers.” The members of the ACAF and Florida DOT like clear communication and Warren’s ability to listen to their concerns. He doesn’t necessarily recommend that paid staff members are the only ones who can listen and respond to association member needs, though. For state execs who wish to bring additional asphalt companies into the fold, he shared, “It is a coordinated effort, but potential members respond better to their peers—other contractors—than paid staff. Recognizing the benefits of membership such as peer relationships and a seat at the table is important as the state association is the recognized organization that represents the industry in their respective state.”

Get Involved NAPA has a State Asphalt Pavement Associations link—with a list of state groups and their live links—at the bottom of its home page, www.asphaltpavement.org. The following 11 states still have the opportunity to organize an association: Alaska New Hampshire Arizona New Mexico Idaho Rhode Island Montana Vermont Nebraska Wyoming Nevada

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Set Industry Standard By AsphaltPro Staff

nvironmental Product Declarations (EPDs) give concise, quantitative information about a product that has the potential to impact the environment in some manner. By proactively preparing the factual EPDs of asphalt cement and asphalt pavements, the asphalt industry can stave off incorrect, error-filled information that other entities might create concerning these products. During a recent National Asphalt Pavement Association (NAPA) webinar, presenters Steve Baer and Nicholas Santero explained the alphabet soup industry members will encounter during the discussion of declaring AC’s environmental nature.

PCR First, the guidelines that industry follows fall under the Product Category Rule (PCR). According to ISO14025, the PCR is a “[s]et of specific rules, requirements, and guidelines for developing Type III environmental product declarations for one or more product categories.” By working within product category rules, all products are evaluated within identical system boundaries with identical impact categories and with identical methodology. Baer and Santero stressed during NAPA’s webinar that EPDs must be published under a PCR. At this time, a concrete PCR specific to North America is “on the books,” and an asphalt PCR specific to Europe is “on the books,” but there is no PCR for pavements and no asphalt PCR specific to North America. Baer and Santero stressed that it would be unwise to wait around for another entity to create an asphalt PCR specific to North America. The time to act is now. 52 DECember 2013

LCA Next comes the analysis of the product—in this case an asphalt pavement. The Life Cycle Assessment (LCA) is something most asphalt industry members have heard of. According to ISO14040, it is a “[c]ompilation and evaluation of the inputs, outputs and the potential environmental impacts of a product system throughout its life cycle.” From cradle to grave, the gathering of AC to the preservation techniques of an asphalt pavement factor into the LCA of the pavement. NAPA and other entities have extensive research on life cycle analyses of pavements already. This analysis allows authorities to evaluate and report on the environmental impacts of raw materials extraction, the refining and processing of materials, mixing of materials, background data, etc.

EPD Finally we come to the declaration part of the process. This is the EPD. ISO14025 defines it as, “Providing quantified environmental data using predetermined parameters and, where relevant, additional environmental information.” The EPD is a summary of the LCA. It is to be succinct and standardized. It must follow the rules that the PCR initially set while providing additional

environmental information. A “program operator” or third party publishes the EPD and functions as a thirdparty reviewer. This program operator could be from ASTM, NSF or some other recognized standards agency.

USA

At this time, the life cycle data for AC and asphalt pavements is outdated. By creating a factual EPD for the industry’s product, industry can supply up-to-date information to the research and commercial communities while positioning asphalt against the incorrect information existing in the product category. The EPD would support defensible competitive claims and show responsible care concerning our sustainable product information. As seen in Europe, supply chains often require proof of environmental standards and safety. In the event such requirements take greater hold in the road construction industry in the United States, it would be in the asphalt industry’s best interest to be ahead of the legislation. Helping to establish factual and proper PCRs and a correct EPD for asphalt is in the asphalt industry’s best interest. Such marketing and regulation issues will be on NAPA’s radar during the annual meeting in Boca Raton, Fla. Visit www.asphaltpavement.org to register today.

By working within product category rules, all products are evaluated within identical system boundaries with identical impact categories and with identical methodology.

Educate Yourself Before Financing Asphalt Equipment With older fleets nearing end-of-service-life, here are six considerations to keep in mind if planning to finance new equipment By Philip A. Bruno

ost construction businesses are familiar with equipment leasing and financing, but may not know the specific information necessary to make the best financing decisions for their investments in equipment or software. Understanding the ways in which leasing fits your company’s particular needs can help to build a solid business case for or against financing as well as determine which financing option might be best for you. This decision requires an assessment of your financial, operational and other needs, in addition to knowledge of the benefits leasing may provide. The following is a checklist of imporPhilip A. Bruno tant issues to consider when making decisions about leasing equipment: ❒ 1. Whether to buy or lease. Equipment finance industry research shows that in 2013, 55 percent of the projected $1.3 trillion total U.S. investment in equipment and software, or $725 billion, was expected to be financed. The most recent research available shows that in 2011, 72 percent of firms used at least one form of financing. ❒ 2. Cash flow/budget requirements. Financed equipment can generate income for your business that exceeds the cost of the monthly payment. Financing also enables you to stretch your budget to obtain additional equipment you couldn’t have afforded otherwise because it’s more feasible for most businesses to make a monthly payment than to make a large lump sum cash outlay. In addition, 100 percent financing is available so that no down payment is required. If you’re in one of the states that experiences seasonal fluctuations, or you have a project coming up that requires equipment that will not generate revenue immediately, there are lease terms available that allow for these circumstances. Lower initial payments or deferred payments are among lease term options. The important thing to do is assess how long it will be before revenue will be generated from using the equipment to offset the finance payments. ❒ 3. Capital expenditure plans. Most businesses in this economic climate have reduced or limited budgets for business investment. If your company is facing unlimited wants but limited resources, leasing equipment allows capital budgets to be used for other business and operational purposes. 54 DECember 2013

❒ 4. Credit availability. Access to credit is a key driver of business growth. Financing equipment may preserve your lines of credit and enable you to save your bank borrowing capacity. ❒ 5. Tax Benefits. Tax code provisions continue to provide incentives for businesses to invest in equipment. For 2013, the IRS Section 179 Deduction threshold for total amount of equipment that can be purchased is now $2 million, and you can deduct up to $500,000 of equipment cost. ❒ 6. Standard Finance Plans. With a clearer picture of your business situation and equipment needs determined from this checklist, you are ready to think about the type of finance plan for the equipment you are acquiring. Following are some of the most commonly selected ones. Fair Market Value offers the most options both during and at the end of the term, so this is suitable if you are concerned about obsolescence or want a small security deposit and a relatively low monthly payment. At the end of the term, you have three options: extend the term of the agreement, return the equipment, or buy the equipment at its fair market value. 10% Security Deposit also offers a lower monthly payment. It is attractive if you can afford to pay a security deposit of 10 percent of the finance amount at the beginning of the agreement. End-of-term options still apply. The deposit can be used to extend the agreement or you can return the equipment and request a refund of the deposit. 10% Purchase Option offers a fixed purchase option at the end of the term. Upon final payment, you can continue to finance the equipment, return the equipment, or buy it at 10 percent of the original equipment cost. $1.00 Buy Out is the recommended option if you are fairly certain you will want to purchase the equipment at the end of the agreement. Once the term expires, you purchase the equipment for $1. This summary of topics is key to the equipment financing decision-making process. Finding a full-service equipment financing company that can help you address these issues and answer your questions will help ensure that you get the right equipment at the best possible terms for your business. Philip A. Bruno is the senior vice president and chief marketing officer of Marlin Leasing Corp., and has more than 20 years of financial services experience. For more information, contact him at marketing@marlinfinance.com or visit www. marlincorp.com.

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that's a good idea

Keep Lights Shining T

he APAC Mid-South team has come up with a great way to keep the brake lights and other safety signals clean on the back of the tack wagon. Theyâ&#x20AC;&#x2122;ve taken this simple and inexpensive hair net, used when painting indoors, and snapped it around the light. Now when the driver turns on the sprayer to tack a strip of road base prior to paving, the bits of spray-back that would get on the light, making a mess for the crew to spend time cleaning, 56 DECember 2013

By John Ball

adhere to the net instead. At the end of the shift or whenever the team notices the tack has gotten a bit of buildup, they remove the net and replace it with a new one. During normal activities, the light shines through the net just fine, keeping a safe and clean work environment. John Ball is the proprietor of Top Quality Paving, Manchester, N.H. For more information, contact him at (603) 493-1458 or tqpaving@yahoo.com.

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Hauck Burns with Control

Hauck BCS6500 panel with burner

auck Manufacturing Company, Cleona, Pa., has released the latest in its line of single burner control systems for aggregate drying. The Hauck BCS6500 fiber optic panel uses fiber optic cable technology to reduce the dependence on heavy, multi-conductor copper control cable. The panel is based on the BCS6000C control system and uses a fiber optic subsystem connection between the control room and burner installation point. 58 DECember 2013

The two panel units are joined by lightweight 62.5/125 multimode fiber optic cable using ST connectors. This eliminates the copper multiconductor control cable and reduces the potential theft of copper control wire. Optical fiber is immune to RF and EM interference and is less susceptible to corrosion and environmental conditions. The BCS6500 panel is suitable for portable or stationary plants and is available for any Hauck asphalt

burners as well as many other burners in the industry. The BCS6500 panel comes with the same options as the Hauck BCS6000 panel including expanded limits annunciation, integral dryer draft control, fuel flow display and totalization, and data collection interface to MS Excel速. For more information, contact Rick Carpenter at (717) 389-0416 or Rick.Carpenter@elster.com. Let them know you saw it in AsphaltPro Magazine.

Secure Cylindrical Assemblies Henkel Corp., Rocky Hill, Conn., has enhanced three Loctite® anaerobic retaining compounds to allow primerless performance on oily or contaminated surfaces. Used in combination with interference fits to secure bearings, bushings, gears and cylindrical assemblies into housings or shafts, Loctite® 638™, 648™ and 680™ Retaining Compounds are engineered to allow higher load transmission, better performance with existing designs, relaxed machining tolerances and reductions in the size, weight and overall cost of an assembly. This low-viscosity material is certified to ANSI/NSF Standard 61 for use in potable water systems. For additional information and to request a sample of Loctite® 648™ contact (800) 562-8483 or visit www. loctiteretaining.com. Let them know you saw it in AsphaltPro Magazine.

Heat the Core No. 1025 is a 400ºF floor level cabinet oven from The Grieve Corp. of Round Lake, Ill., currently used for heating asphalt road cores at the customer’s facility. Workspace dimensions of this oven measure 46 inches wide by 28 inches deep by 60 inches tall. Incoloy-sheathed tubular elements heat the oven chamber with 14 KW each, while a 1500 CFM, 1.5 HP recirculating blower provides horizontal airflow to the workload.

This Grieve cabinet oven features 6-inch thick insulated walls, topmounted heat chamber, plus an aluminized steel interior and exterior. Controls onboard No. 1025 include a digital indicating temperature controller, SCR power controller, manual reset excess temperature controller with separate contactors and a recirculating blower airflow safety switch. For more information, contact Frank Calabrese at (847) 546-8225 or sales@ grievecorp.com. Let them know you saw it in AsphaltPro Magazine.

measurement applications. The new offering of metric threads and international certifications allows the Bindicator® point level product line to be compatible with global certifications and standards. For more information, contact Tami Stribling at (864) 574-8060. Let them know you saw it in AsphaltPro Magazine.

Point, Level Bindicator® of Spartanburg, S.C., has redesigned the point level product line, including Roto-Bin-Dicator®, Pulse Point™ and VRF® models. The redesign focuses on features included in the electronics, frame construction and certifications. The new features are designed to make the point level product line versatile enough to suit a wide range of dry bulk level www.theasphaltpro.com | ASPHALT PRO 59

equipment gallery

Terramac installs a GPS receiver on every RT9 carrier it makes.

Track Fleet Terramac® LLC, Elburn, Ill., has announced that all its RT9 rubber track crawler carriers come with a GPS receiver and one-year paid subscription to On-Board Communications, Inc., data tracking. The GPS receiver transmits real-time location information and fleet management data such as run time and idle time via cellular network service. On-Board’s patentpending Activity Logging Technology, or ALT, offers Terramac® owners 60 DECember 2013

the added capability of tracking time operating under load. Data is automatically collected and delivered in communication reports that include the exact location of a carrier. These give technicians time to arrange service in the field with advance notice. The reports are intended to reduce downtime as technicians avoid having to pull a carrier out of service for scheduled maintenance or having to replace it with a substitute.

The data, which transports to spreadsheet software, provides documentation useful for billing, for justifying bids and for verifying operation time to customers after project completion. Data is viewed by accessing a web portal. Mobile apps are also available. For more information, contact Monica Coenen at (630) 365-4800 or monica@terramac.com. Let them know you saw it in AsphaltPro Magazine.

Emerson Reduces Speed The Morse Raider Plus speed reducers from Emerson Industrial Automation of St. Louis use additional bearings and special seals to arm them for leak-free performance and are guaranteed for 18 months. Ideal for conveyors, mixers and bucket elevators in a variety of industries, the Raider Plus' computerized gear centering optimizes the gear mesh for reduced heat and debris formation, eliminating unnecessary backlash, and delivering high efficiency and long life. The Raider Plus also features an exclusive non-metallic quill liner that reduces fretting and corrosion, and eases motor removal. Large, singlerow ball bearings absorb radial and thrust loads on higher input speeds, while heavy-duty tapered roller bearings on all output shafts handle inherent gear load and provide maximum overhung load capacity.

Morse Raider Plus bearing from Emerson

Cutaway of Raider Plus bearing

Four unit models are available from stock with a center distance range of 1.0 to 6.0 inches, ratios from 4:1 to 3600:1 and output torques from 82 to 22,416 foot-pounds. All Raider Plus housings, motor adaptors, covers and mounting bases have cast iron single-piece construction. For more information, contact Jackie Catalano at (859) 727-5271 or Jackie.Catalano@emerson.com. Let them know you saw it in AsphaltPro Magazine.

Do you have products or news that other asphalt professionals would like to hear about? Send your information to our editor at sandy@ theasphaltpro.com

here's how it works Step 3

Step 2

Step 1 The crew spreads dry additive and aggregate on the surface of the pavement to be reclaimed.

The RM500 advances at a speed of 20 ft/min.

The rotor turns at one of three speeds, undercutting the pavement.

The rotor has three speeds: First @2100 engine rpm = 110 rpms Second @2100 engine rpm = 152 rpms Third @2100 engine rpm = 205 rpms

Step 4

Water nozzle

Cut pavement is pulverized against heavy-duty breaker bars in the mixing chamber while optional emulsion and water nozzles inject material to combine with the churning ingredients.

Emulsion nozzle Breaker bar

Hydraulically adjustable front door

Hydraulically adjustable rear door

Additive

Asphalt Aggregate base

Caterpillar’s RM500 Reclaimer W

hen a crack in a pavement extends beyond the hot mix asphalt (HMA) pavement layer into the crushed stone base layer below, a simple chip seal process or thin overlay won’t solve the mechanical problem. Base cracks will reflect to the surface before long. The better pavement maintenance solution could be a mill and fill or an inplace reclamation project. The team at Caterpillar Paving Products, Peoria, Ill., offers the RM500 road reclaimer to perform full-depth reclamation projects. It’s designed to ensure mix homogeneity and proper gradation. Here’s how it works. If required for the job, the reclamation crew first spreads dry additives and/or aggregate on the existing roadway that is to be reclaimed. The RM500 62 DECember 2013

advances along the existing pavement at a speed of about 20 feet per minute. The 540-horsepower C15 engine with ACERT™ technology powers the cutter rotor. The rotor turns at one of three speeds while the teeth on the drum undercut the pavement and a portion of the aggregate base, effectively breaking up the existing road and mixing it with the base material. A single pass typically doesn’t exceed 8 inches in depth and cuts at a width of 96 inches. The motion of the rotor throws the material in chunks against the heavyduty breaker bars in the mixing chamber, which assist in sizing the material. If the application requires it, an optional emulsion pump injects emulsion into the chamber or an optional water

pump injects water into the chamber— both at a controlled rate to ensure proper amounts per volume of material. The rotor mixes the reclaimed pavement with the portion of the base along with any introduced aggregates and additives. As the rotor turns, it lays the reclaimed mix down beneath the hydraulically adjustable rear door, which functions like a screed, ensuring uniform material depth. The operator raises the door to allow material to exit the mixing chamber more quickly, resulting in larger gradation. Lowering the door keeps material in the chamber longer and produces smaller gradation. For more information, visit www.cat. com. Let them know you saw it in AsphaltPro Magazine.

Featured Listings

Inc.

1994 400 TPH Astec Double Barrel Plant - RAP 13879

• • • •

8ft Astec Double Barrel Nominal 70,000 CFM Baghouse w/ Horizontal Cyclone 5 Bin Cold Feed System Virgin Screen & Scale Conveyor

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Rap Bin Rap Screen & Scale Conveyor Control House with Plant Controls (Silo System and AC Storage Not Included)

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Virgin Scale Belt Skid Mounted Rap Bin - Lump Breaker and Rap Scale Conveyor Horizontal Fuel Oil Tanks Control House w/ Plant Controls Note: (1) Vertical AC tank not included

Gencor Rotary Mixer Plant - RAP 13971

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(2) 200 ton Cedarapids Silo System w/ Slat and Scales Gencor Nominal 6x18 Rotary Mixer - Modified Bucket Elevator 10x50 Dryer w/ Gencor Ultraflame II Burner Standard Havens Baghouse, KO Box, Ductwork 5 Bin Cold Feed System - KPI-JCI Virgin Screen Nominal 4x10

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here's how it works Step 4

Step 1

ICC SurPRO Utility software interacts with the onboard computer.

Step 5 The operator uses software to analyze data and views the road profile.

The worker calibrates the SurPRO 3500 with a calibration level.

Step 3 The SurPRO 3500 takes pavement readings at a rate of 1,000 samples per second.

Step 2 The worker pushes the SurPRO 3500 along the surface to be measured. She walks at a nominal speed of 1.25 MPH up to 2.5 MPH for best results.

International Cybernetics’ SurPRO 3500 S

moothness has become a discussion in the political realm, but the tried and true process for measuring fuel-saving asphalt pavements is any of a number of devices that measures bumps, dips or imperfections in a surface. The research and development team at International Cybernetics Corporation, Largo, Fla., invented the SurPRO rolling surface profiler in 2001 and launched its next generation, the SurPRO 3500, in 2011. It is used on roads, runways and other structures. Here’s how it works. First, the operator calibrates the unit; it can be field-verified using an optional calibration level. Next, the operator walks behind the SurPRO and pushes it along a straight line of the pavement to be measured.

64 DECember 2013

Wheels of 6 inches in diameter and 2.76 inches in width along with an inertial stabilizer stabilize the unit and an air-transport IATA-approved gel-cell 12 Vdc battery with 15 hours of life power the unit. The machine takes readings of the pavement at a rate of 1,000 samples per second, 900 samples per minute or 1.1 millimeter per sample. It takes the samples at user-specified intervals not limited to 1, 2, 5, 10, 20, 25, 30, 50 and 100 centimeters while the operator walks at a nominal speed of 1.25 miles per hour and a maximum speed of 2.5 miles per hour. ICC SurPRO Utility software interacts with the SurPRO’s on board computer. The operator uses the software to analyze and filter data, and views the

road/surface profile with built-in analysis functions and ICC_Eval. Finally, the operator uses the onboard USB to save the data and transfer to a local computer or notebook to print the profile and roughness reports. For more information, contact (727) 547-0696 or sales@internationalcybernetics.com Show us How it Works If you’re an equipment manufacturer with a complex product, let us help you explain its inner workings to the readers of AsphaltPro magazine. There’s no charge for this editorial department, but our staff reserves the right to decide what equipment fits the parameters of a HHIW features. Contact our editor at sandy@theasphaltpro.com.

resource directory Asphalt Drum Mixers..... 26, 31 Contact: Steve Shawd or Jeff Dunne Tel: 260-637-5729 sales@admasphaltplants.com www.admasphaltplants.com Astec, Inc...............5, 36-37, 49 Contact: Tom Baugh Tel: 423-867-4210 tbaugh@astecinc.com www.astecinc.com B & S Light Industries…..50-51 Contact: Mike Young Tel:918-342-1181 Sales@bslight.com www.bslight.com CEI.......................................... 4 Tel: 800-545-4034 info@ceienterprises.com www.ceienterprises.com Clarence Richard Co…..43, 49 Contact: Clarence Richard Tel: 952-939-6000 Carrie@clarencerichard.com www.clarencerichard.com

Conexpo............................... 53 www.conexpoconagg.com Dillman Equipment......... 24-25 Tel: 608-326-4820 www.dillmanequipment.com

Gilson................................... 47 Contact: Jim Bibler Tel: 740-548-7298 Jbibler@gilsonco.com www.globalgilson.com

RMACES............................... 63

E.D. Etnyre........................... 30 Contact: sales@etnyre.com Tel: 800-995-2116 www.etnyre.com

Humboldt Manufacturing.... 33 Contact: Robin Bailey Tel: 800-544-7220 Rbailey@humboldtmfg.com www.humboldtmfg.com

Tel: 423-265-0600

Libra Systems....................... 61 Contact: Ken Cardy Tel:225-256-1700 Sales@librasystems.com www.librasystems.com

Inc.................Inside Back Cover

Meadwestvaco..................... 17 Tel: 800-458-4034 www.evotherm.com www.mvw.com

Stansteel

NAPA Annual Meeting......... 53 www.asphaltpavement.org

dpayne@stansteel.com

Reliable Asphalt Products........... Back Cover, 63 Contact: Charles Grote Tel: 502-647-1782 cgrote@reliableasphalt.com www.reliableasphalt.com

Stansteel............................... 19

Ergon Inc.............................. 11 Savemyroad.com Fast-Measure........................ 65 Tel: 888-876-6050 www.Fast-measure.com Gencor Industries................. 13 Contact: Dennis Hunt Dhunt@gencor.com www.gencor.com Heatec, Inc................Inside Front Cover Contact: Sharlene Burney Tel: 800-235-5200 sburney@heatec.com www.heatec.com

www.rmaces.org Roadtec.............................. 7, 9 Contact: Sales Sales@roadtec.com www.roadtec.com Rotochopper, Tel: 320-548-3586 Info@rotochopper.com www.rotochopper.com

Asphalt Plant Products......... 33 Contact: Dave Payne Tel: 800-826-0223 www.stansteel.com

Contact: Dawn Kochert Tel: 800-826-0223 dkochert@hotmixparts.com www.hotmixparts.com

Systems Equipment............. 21 Contact: Dave Enyart, Sr. Tel: 563-568-6387 Dlenyart@systemsequipment.com www.systemsequipment.com Tarmac International, Inc...... 35 Contact: Ron Heap Tel 816-220-0700 info@tarmacinc.com www.tarmacinc.com Top Quality Paving............... 65 Contact: John Ball Tel 603-624-8300 Tqpaving@yahoo.com www.tqpaving Willow Designs..................... 47 Contact: Jerod Willow Tel: 717-919-9828 Eoawillow@aol.com www.willowdesignsllc.com WRT Equipment................... 47 Contact: Dean Taylor Tel: 800-667-2025 Or 306-244-0423 Dtaylor@wrtequipment.com www.wrtequipment.com

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

www.theasphaltpro.com | ASPHALT PRO 65

the last cut

State of Crude By AsphaltPro Staff

Liquid Asphalt Cement Prices—average per ton

he state of crude is a running theme in this column, but a story out of Golden Valley, Minn., piqued interest for asphalt producers seeking to trim petroleum-based fuel costs. Lubrication Technologies wants to promote the conversion of asphalt plants from petroleum-based fuels to liquid natural gas (LNG), which it says can yield financial savings while being environmentally friendly. Don Debelak is an LNG specialist and field expert for Lube-Tech. He works directly with operators and suggests they convert their systems to LNG. “Now that some quantitative numbers are starting to be released, customers see a huge payoff.” The numbers Lube-Tech shared come from Mueller & Sons, Hamburg, Minn., and Anderson Bros. in Brainerd. “We’re running hotter, faster and cleaner,” Tim “Bubba” Rohde said. He’s the asphalt plant operator in Belle Plaine for Mueller & Sons. After converting to LNG, “Our hourly rate spiked from 15 to 17 trucks an hour; that’s 10 percent more productive. On top of running more efficiently, LNG is improving profit margins, too.”

Company, State

Jul ’13

Aug ’13

Sept ’13

ConocoPhillips, Tenn.

$550.00

$565.00

550.00

$550.00

NuStar Energy, Ga.

620.00

585.00

550.00

NuStar Energy, N.C.

620.00

587.50

567.50

NuStar Energy, Va.

625.00

590.00

570.00

Assoc’d Asphalt Inman, N.C.

585.00

600.00

590.00

Assoc’d Asphalt Inman, S.C.

590.00

600.00

590.00

Assoc’d Asphalt Inman, Va.

585.00

600.00

590.00

595.00

Marathon Petroleum, Tenn.

550.00

565.00

550.00

Marathon Petroleum, N.C.

535.00

555.00

565.00

550.00

Valero Energy, N.C.

595.00

600.00

605.00

595.00

California Average

559.20

592.30

596.00

552.40

“It’s the 80 to 90 percent savings in pollution emissions that caught our immediate attention.”—Rob Larson, Anderson Bros.

Delaware Average

600.00

578.33

575.00

573.33

Kentucky Average

542.50

553.75

548.75

543.75

Massachusetts Average

607.50

592.50

610.00

Missouri Average

540.00

547.50

Mueller’s saved over $10,000 in energy costs this season. Once Mueller converts its plant burner from diesel to LNG in 2014, company officials say that $10,000 in savings will be realize every week. Rob Larson manages Anderson’s 100-truck fleet and more than 220 employees. That company completed its plant changeover to LNG and had a short time frame to measure the benefits. “It’s the 80 to 90 percent savings in pollution emissions that caught our immediate attention,” Larson said. “That’s an amazing number. It’s one thing to say you’re running cleaner. Now we have the data that supports that.” “LNG is the new frontier in Minnesota energy, and we’re delighted that our asphalt customers are already reaping the rewards,” Jeff May, general manager of energy services at Lube-Tech said. May said it’s satisfying to see his customers “drive profits while also being environmentally friendly.” Source: Lubrication Technologies 66 DECember 2013

Oct’13

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

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

stocks

Aug 2

$106.94

363.3 m bbl

Aug 9

$105.97

360.5 m bbl

Aug 16

$107.46

359.1 m bbl

Aug 23

$106.42

362.0 m bbl

Aug 30

$107.65

360.2 m bbl

Sep 6

$110.53

Sep 13 Sep 20

Diesel Fuel Retail Price (dollars per gallon) Aug 5

3.909

Aug 12

3.896

Aug 19

3.900

Aug 26

3.913

Sep 2

3.981

360.0 m bbl

Sep 9

3.981

$108.21

355.6 m bbl

Sep 16

3.974

$104.67

358.3 m bbl

Sep 23

3.949

Sources: Energy Information Administration

RAP13879 – 1994 400 TPH Astec Double Barrel Plant 8’ Astec Double Barrel Nominal 70,000 CFM Baghouse w/ Horizontal Cyclone 5 Bin Cold Feed System Virgin Screen and Scale Conveyor Rap Bin Rap Screen and Scale Conveyor Control House w/ Plant Controls

RAP-13444 2000 GENCOR DRUM PLANT

• Portable UDP 400 Ultradrum Drum Mixer • Portable 182 Rotoair Baghouse • (2) Skid-Mounted 30,000 GAL AC Tanks

• 5 Bin Portable Cold Feed System • 10x15.5 Skid-Mounted Rap Bin w/ 36 in Feeder

RAP-13779 GENCOR STATIONARY BAGHOUSE

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

RAP-13697 STANDARD HAVENS SILO SYS.

• (2) 200 Ton Silos • Clam Shell Gates • 5 Ton Bintop Batchers

• (1) Transfer Slat • 36in x 88ft Main Drag Slat w/ Oil Heat

RAP-13806 HEATEC 2.0 MBTU HOT OIL HEATER

• NEW Full Modulating Powerflame Burner • Rebuilt Viking Pump • Updated Electric

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

RAP-13789 6X18 DILLMAN DUO DRUM

• Single Tire Design • Fugitive Fan

RAP-13914 ASTEC CONTROL HOUSE

• Split Level Design • Office • Bathroom

RAP-13055 CEDARAPIDS E500 COUNTERFLOW DRUM MIXER

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

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