Asphalt Pro - September 2013

Assure Asphalt Quality

Fewer Joints Yield Great Mat

Road Builders extends the screed for smooth airfield paving

QC/QA Tips: Compaction Test Viscosity Regional AC Specs Check Tank Integrity Testing Primer for Newbies SEPtember 2013

contents

Departments

36

Letter from the Editor 5 Give Me a Reason to Believe Around the Globe 6 Mix it Up 8 Colorado Chooses Regional Specs

By AsphaltPro Staff Safety Spotlight 9 Honeywell Protects Workers’ Eyes International Snapshot 10 International Repairs

By EZ Street

Articles 12 That’s a Good Idea Build Up Lighting Options

By John Ball

Project Management 14 How to Pave with Fewer Joints Hawaii crew meets airfield challenge with 25-foot passes

By John Ball Equipment Maintenance 22 Skew Trunnions for Less Wear

By Cliff Mansfield Equipment Gallery 58 Control Stack Temperature with Astec’s V-Pack™

By AsphaltPro Staff Here’s How It Works 64 Bomag’s Economizer

28

28 Asphalt Mix Testing for Laymen Whether you’re new to quality control/quality assurance or want a refresher, NCAT’s director emeritus offers valuable insight for doing it right

By Dr. Ray Brown 34 Test Asphalt Viscosity

By Robert G. McGregor 38 Get Into Legislation Early

By Sandy Lender 44 Take QC/QA to the Mat

By Sandy Lender

52

50 Inspect Your Tank

By Sandy Lender

Resource Directory 65 Last Cut 66 International Oil Prices

By AsphaltPro Staff

56

54 Go From Patching to Production Here’s how California firm expanded paving operations

By Pete Kennedy

Assure Asphalt Quality

44 Fewer Joints Yield Great Mat

Road Builders extends the screed for smooth airfield paving

QC/QA Tips: Compaction Test Viscosity Regional AC Specs Check Tank Integrity Testing Primer for Newbies SEPTEMBER 2013

On the Cover Road Builders extends the screed for 25-foot passes and a smooth quality controlled job. See related article on page 14. Photo courtesy of John Ball, Top Quality Paving, Manchester, N.H.

editor's note September 2013 • Vol. 6 No. 10

Give Me a Reason to Believe

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) 499-1830 x1008

editor

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

Art Director

Kristin Branscom operations/circulation manager

Cindy Sheridan business manager

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

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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.

If I listened long enough to you I’d find a way to believe that it’s all true Knowing that you lied straight-faced while I cried Still I look to find a reason to believe Maybe it’s because my mom is a serious Rod Stewart fan. Maybe it’s because a Rod Stewart cover band plays at a restaurant not far from my home on a semi-regular basis. Maybe it’s because The Reason Foundation claimed the state-controlled roadway systems in the United States are showing improvement overall. Whatever the cause, this lyric has been going through my head for days. Days, I tell you.

I look to find a reason to believe the self-proclaimed experts who studied our nation’s roads and bridges and freeways, only to wonder if the 20th annual report was sponsored by the White House or some other entity that will benefit from a Demolition Man-style joy joy storyline. I mean, if everything’s coming up roses, we have nothing to fear and no need for billions in federal highway funding.

So I asked what the Legislative Committee thought about it at the recent NAPA Midyear Meeting in Boston. The good news is the majority of the crowd seemed to share my cynicism regarding The Reason Foundation’s credibility and reach. The troubling news is our nation’s infrastructure appears to have shown improvement from a D- grade to a D. That’s not overwhelming greatness worthy of a boldface headline.

You all know I’m a fiction writer on the side, so let’s suspend disbelief for a moment. Think of the nation’s infrastructure as one bridge to the future. If that bridge were your child who needed a good education to someday become self-sufficient, would you be satisfied with her achieving a D grade point average in high school? If you knew that one bridge, poised over one raging river, had received a D rating for structural integrity, would you let your 16-year-old (no matter what her GPA) drive the family mini-van over it?

These are not rhetorical questions. Think about them.

The problem with The Reason Foundation, or the ASCE, leading web updates with vague generalities such as “our infrastructure has improved” is the rhetoric.

When I read the headline about “improved” infrastructure, I went to Google to find out who was funding them. There had to be an agenda behind such a blatant lie.

Then David Yates of MeadWestvaco reminded me that a road can look pretty darn great immediately after a sealcoat. Depending on who did the project and what kind of product the company used, the road might not look that great six months later. You have to consider when the various “inspectors” from The Reason Foundation, which comprises folks who want less government involvement and funding in our lives, went to the different roadways and bridges that were considered in the study.

I’m not going to drag us through a point by point rant on why I disagree with one thought or another in the overall 20th annual report. You readers can make up your own minds about what bits you think make sense if you visit http://reason.org/ blog/show/nations-road-conditions-report. It’s the overall idea that an entity appeared to sugar-coat a serious problem in the United States that got under my skin.

We need to watch our rhetoric and make sure the stakeholders in the infrastructure funding fight know that a D is no more acceptable for public safety than a D-.

Stay Safe

Sandy Lender www.theasphaltpro.com | ASPHALT PRO 5

around the globe

Industry News and Happenings from Around the World China

According to Petrosil’s Bitumart reports, South Korea accounted for 73 percent of China’s bitumen imports during June, although China’s overall imports were down by 19 percent compared to previous months. These reports show China is still pulling bitumen into different ports like Nanjing, Hangzhou and Qingdao.

India

Imports of bitumen to India were down a whopping 33 percent in May as compared to imports in April. Source: Petrosil’s Bitumart

Poland

Donaldson Company, Inc., is building a new filter manufacturing plant in Skarbimierz, Poland, to produce heavy duty air filters for both the on-road and off-road equipment markets.

The new plant will be 108,000 square feet (10,000 square meters) with an anticipated opening date in 2015.

Singapore

Head overseas for Argus Asian Bitumen Conference 2013 this September 25 through 27 in Singapore. Visit www.argusmedia.com/Events.

United States

• The Hill/Transportation blog reported June 27 that a group in the House wants to develop a $750 billion national infrastructure bank to pay for road and transit projects.

It would allow the private sector to finance most of the bank through bonds sold by the government.

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

California

• Mark your calendar for the Fall Asphalt Pavement Conference Thursday, Oct. 24, at the Doubletree Hotel in Sacramento. Visit www.calapa.net.

• In Sept. 2012, Cooper Technology of the United Kingdom acquired James Cox & Sons, Inc., of Colfax, Calif. Effective as of May 2013, Cox & Sons engaged Gilson Company Inc. as its exclusive United States distributor of lab equipment.

Colorado

Enjoy sessions like “How DOT Personnel Can Get Shingles Approved” and “Use of Shingles in Warm Mixes” at the 6th Shingle Recycling Forum in downtown Denver this Nov. 7 and 8.

Get exhibiting, sponsorship and attendee info at www.shinglerecycling.org.

6 SEPTEMBER 2013

Florida

Brian Butler has been appointed director of international sales for Hercules Sealing Products, Clearwater, Fla. He is fluent in Spanish and Portuguese and will oversee international business throughout Latin America, Asia, Australia, Africa and the Middle East. Reach him at (727) 796-1300.

Illinois

AsphaltPro staff sends a big congratulations to Danette Swank, who has been promoted from vice president of internal operations at PhilippiHagenbuch, Inc., Peoria, Ill., to president. Swank has been actively involved in operations at the company since 1997.

Indiana

Indiana Gov. Mike Pence announced July 10 that Karl Browning will return to the position of Indiana Department of Transportation (INDOT) commissioner, where he worked from 2006 to 2009. Asphalt Pavement Association of Indiana (APAI) Executive Director Bill Knopf said, “APAI applauds Governor Pence for his selection of Karl Browning as INDOT Commissioner. Commissioner Browning is a proven leader with a long record of public service to Hoosiers, and our association has enjoyed working with him in the past. Mr. Browning brings a sharp business mindset to the department complemented by strong communication skills, and he is a man of vision and character.”

July 24 that The House voted 123 to 33, and The Senate voted 35 to 5 to override Patrick’s veto and the taxes go into effect at press time.

The Globe quoted Patrick saying, “While it is no secret that today’s transportation finance package shortchanges our transportation needs, it still represents a step forward….Now, it’s time to put these resources to work.”

Missouri

The Reason Foundation has ranked Missouri’s state highway system as 8th in the nation in overall performance and efficiency in its latest Annual Highway Report, which is the same as last year’s ranking for Missouri. Kudos to North Dakota, which ranked No.1. See this month’s Editor’s Note for an opinion piece about the report’s results.

North Carolina

Get ready for the International Construction and Utility Equipment Expo (ICUEE) 2013, also known as “The Demo Expo,” which takes place at the Kentucky Exposition Center in Louisville this Oct. 1 through 3. Registration is open at www.icuee.com.

Former Mayor of North Carolina Anthony Foxx was confirmed as the 17th transportation secretary in late June, stating he would continue to seek creative highway funding options and innovative technologies. In his July 18 blog, he singled out warm-mix asphalt (WMA) as a tool in the Federal Highway Administration’s Every Day Counts initiative that’s been promoting innovation and saving money already. He wrote, “Warm Mix Asphalt is a new paving technology that allows asphalt to be produced and placed on the road at a lower temperature. It uses less fuel, reduces emissions, and extends the paving season into colder weeks, which allows road crews to keep working longer. Under Every Day Counts, the use of Warm Mix has skyrocketed, already resulting in an estimated savings of more than $100 million. By 2020, we project that Warm Mix Asphalt will save more than $3.5 billion dollars—simply by using less fuel in the production and placement of asphalt.”

Massachusetts

Washington, D.C.

Kentucky

An $800 million transportation finance bill passed in the Massachusetts legislature in July to raise taxes on gas, cigarettes and computer software services to generate $500 million in new taxes and fund the state’s transportation system, according to the Boston Globe website July 19. Gov. Deval Patrick wasn’t satisfied with it. He vetoed the bill because it leaves open the possibility that tolls on the Massachusetts Turnpike could be abolished after 2017, allowing the DOT approximately $170 million less in revenue than projected, according to estimates out of Patrick’s office. The Boston Globe quoted Patrick saying, “The Legislature has chosen to deal with it [fate of tolls] later. That uncertainty makes it difficult to plan a steady, disciplined reinvestment plan sufficient to get the Commonwealth to where it needs to be.” The Globe reported

• The Standard Specifications for Transportation Materials and Methods of Sampling and Testing, 33rd Edition and AASHTO Provisional Standards, 2013 Edition contains 400 materials specs and test methods commonly used in the construction of highway facilities, including 60 revised and 7 new specs and test methods and is available for delivery as of July. It has 3,728 pages and is available in the following formats: Windows CD-ROM; Paperback with Windows CD-ROM; Paperback.

• The NAPA Legislative Committee task force will develop NAPA’s legislative recommendations to Congress, which will be released during the NAPA asphalt fly-in Sept. 11 and 12, 2013. To be a part of the fly-in, visit the “Government Affairs” tab at www.asphaltpavement.org.

mix it up

Colorado Chooses Regional Specs T

ype B mix in the state of California is considered a lower-quality mix than Type A, according to the California Asphalt Pavement Association’s (CalAPA) weekly newsletter California Asphalt Insider. There are a few differences in the aggregate portion of the two mixes. For instance, the Type B mix has lower crush-count requirements for coarse and fine aggregate, allows a slightly softer aggregate, and has a lower sand equivalent requirement in the fine aggregate portion of the hot mix asphalt than the Type A, according to Caltrans Standard Specs.

In a July Asphalt Task Group (ATG) meeting, Caltrans officials took the long-time discussion of phasing out the Type B mix’s aggregates a step further. The Insider reported, “Caltrans indicated that they are considering the elimination of Type B mix from the Caltrans Standard Specifications.

Generally, the thought process is that producers/contractors are set up to furnish Type A materials and even if Type B materials are specified, Type A materials are furnished….Some local agencies still specify Type B mix although in many cases they end up getting the more superior Type A mixes because it is too difficult for a plant to produce both.”

One of the aspects of mix change that the newsletter brought up was the source of rock, and that leads us to the concept of considering material origination when making mix.

“Discussion of phasing out Type B aggregates dates back to 2007, but some in industry had noted that with the Hveem design there might be a problem with S-values on ½-inch mixes and the change had the potential to eliminate some rock sources that have a proven history of performance for low volume roads.”

In Colorado, the Colorado Asphalt Pavement Association (CAPA) 8 SEPTEMBER 2013

representatives have been working with department of transportation officials in the state to implement mix specs that take regional conditions into consideration. Western Slope Representative Jim Fife explained that there are currently three regional asphalt specs in Colorado, which readers can check out on the CAPA website, and a fourth in progress.

• Pikes Peak Region Asphalt Spec: in place specifically for conditions in Colorado Springs, El Paso, County • Larimer County Urbanized Area Specification Standard: in place specifically for conditions in Loveland and Ft. Collins, Larimer County • Spec for Metropolitan Government Pavement Engineers Council: in place in approximately 25 of the 60+ Denver area agencies • Roaring Fork & Eagle County Asphalt Mixture Requirements (RFEV): in progress but not yet adopted Fife explained that Superpave provided a mix design methodology that was lean on asphalt cement (AC), which solved rutting problems in areas where pavements experienced rutting. Unfortunately it provided a too-lean mix for some colder climates and allowed thermal cracking in some areas. If one considers the minimal traffic on higher altitude roads in Colorado, the leaner AC mixes aren’t as necessary for those colder climates. Thus mixes with lower voids and higher AC content could be ideal for higher altitudes. Fife said the concept of making the mix more dependent on the area and altitude lets the contractor in the area put his expertise to work as well. The contractor who is experienced with the materials in his location knows how to make the mix work.

“In Colorado, there’s a huge diversity from very hot areas down in Pueblo to colder areas up in the mountains,”

By AsphaltPro Staff

Fife said. “Colorado has a wide range of traffic volumes, altitude changes, aggregate geologies, and temperature and weather variables. Designing asphalt mixes for one specific area of the state doesn’t necessarily work well for another area.”

That makes the use of regional mix specs throughout the state particularly helpful in controlling the quality of pavements while reducing the number of mix designs producers have to keep track of.

“It is my understanding the regional asphalt specifications don’t go beyond the PG scale, but attempt to narrow the potential differences that various agencies are using,” Fife explained. “This applies to gradation, aggregate quality requirements and other mixture parameters. I don’t know how many different mixes are reduced by adopting the regional specs but doing so does reduce some mix designs that are required.

There is less chance of getting the wrong mix delivered to a project, the crews are more familiar with the mix they are placing and there is less time spent recalibrating the asphalt pant for different mixes.”

Regional mix designs also address traffic volumes as Fife mentioned above.

“Another advantage is that a mix that is designed for state and Federal highway traffic volumes is not well suited for rural and low volume roads. The high volume traffic designed mixes will age faster and are more prone to oxidation and thermal cracking when placed on low volume roads.”

The next regional spec in Colorado should be ready soon.

“We are hoping the RFEV spec will be adopted and ready for use either late this paving season or for next year’s projects.”

safety spotlight

Honeywell Protects Workers’ Eyes T

he North brand GX-8 series of safety eyewear from Honeywell Safety Products, Smithfield, R.I., is designed to do more than protect workers’ eyes. It’s supposed to “look cool” enough that workers will want to wear it. Notice the emphasis on style.

“The GX-8 eyewear is a fantastic new option for individuals who value performance, comfort and style on the job,” Kevin Beckerdite said.

He’s the product marketing manager for eye and face protection at Honeywell Safety Products. “Workers who feel comfortable and confident in their safety eyewear are proven more likely to wear it.”

The GX-8 series features springhinge temples, an adjustable padded nosepiece and non-slip temples to ensure a secure, custom fit, according to the manufacturer.

The lenses feature hardcoat to resist scratches and prolong lens life.

Fog-Ban® lens coating is optional on Clear and TSR Gray lenses. The eyewear provides 99.9 percent ultraviolet protection and is certified to the requirements of the ANSI Z8.1-2020 and CSA Z94.3 standards.

Get more information from Customer Care at (800) 430-5490 in the United States or (888) 212-7233 in Canada. Let them know you saw it in AsphaltPro magazine.

www.theasphaltpro.com | ASPHALT PRO 9

international snapshot

International Repairs

By EZ Street

S

treet maintenance crews working in Orivesi, which is in the Pirkanmaa region of Western Finland, have used EZ Street cold asphalt to repair potholes since 2010. On a cold November day in 2011, the ambient temperature was 44.6 degrees F (7 degrees C) when a maintenance crew needed to make repairs. The potholes were about 40 to 50 mm in depth. From previous, successful experience with EZ

10 SEPTEMBER 2013

Street asphalt, the workers knew to use smaller bags on this job. The crew knew from experience that the product is adaptable and well-suited for the Finnish climate. It lasts the life of the road around it.

The installation was simple.

• Step 1: Remove loose debris.

• Step 2: Fill the pothole.

• Step 3: Tamp the material by foot then with the weight of the wheel loader.

Fill the pothole.

Compact the material.

that's a good idea

Build Up Lighting Options W

hen the night paving team needs extra light, you can manufacture it. This crew attached an LED light fixture to an aluminum pole and mounted the pole on the operator’s platform of the paver to create a larger nighttime work zone. The lighting fixture has its

12 SEPTEMBER 2013

own power source in the box you see pictured here. The light illuminates the operator’s platform, the hopper and the area around the paver where the dump man would walk. It’s not only a safety improvement, though.

This good idea also helps the paver

By John Ball

operator monitor the mix as it charges the hopper and the conveyors move it toward the augers.

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.

project management

How to Pave with Fewer Joints Hawaii crew meets airfield challenge with 25-foot passes

W

hen a sensitive airfield project called for exacting smoothness, the Road Builders company of Honolulu, Hawaii, placed the surface with few joints. They built up the back end of their paver for 25-foot passes. Of course that would demand more material than the paver was designed to feed to its screed, so the team built up a hopper insert as well and made plans for continuous feeding from a material transfer vehicle, 27 haul trucks and a dedicated plant. Here’s how they did it.

Build up the equipment In today’s economy, you can’t afford to buy new equipment each time you win a bid. The team at Road Builders has some older pieces of machinery that they’ve kept in ready condition through routine, proactive maintenance. For a recent helicopter pad project that would be able to park about eight hueys, mechanic Aaron Eversaul outfitted the company’s 7-year-old CR462 tracked paver with some extra equipment. The machine already had a Carlson 4 ten-foot screed that could extend to 19 feet, but that wasn’t sufficient for this job.

Eversaul and his assistant Mony Castillejos requisitioned some aftermarket parts from other companies to make it extend further.

They bought two 2-foot extensions from Surefit Parts of Tacoma, Wash., two 1-foot extensions from CEM Paving Products, and Cedarapids tunnel and auger extensions from Herman Equipment. Each piece had heating elements in it so we could keep plugging them into one another like extension cords. Even offbrands can plug into one another to keep the heat flowing from the original screed to the last endgate, but 14 SEPTEMBER 2013

By John Ball

the screed can’t provide that energy.

Eversaul explained how he prepped the paver for the electric needs and strength.

“You need bigger breakers and relays on the paver when you start plugging more things in,” he said.

Because Eversaul had put in an extra generator before this project, the paver was ready for the additional electrical pull.

“The problem with [the screed OEM’s] extensions is the wider you go, the weaker they become,” he said. “That’s why you have to buy the aftermarket parts. [The OEM] doesn’t recommend going out past 2 feet extensions because you have to have strength. There are screeds that can do it.”

With each piece in place, the screed finally measured 25 feet.

No one on the island had done this before. Eversaul was proud to report they’re doing it again. At press time, they had the screed extended to 24 feet for another project on the island.

We used Topcon automation with a ski and a joint matcher.

Folks from Roadtec helped Road Builders build up the Shuttle Buggy to increase its working capacity. I was thrilled with the effort they put into that machine. They replaced the conveyor chains and auger and built up the hopper. They perform some high priority projects that take a toll on equipment, so the upgrading of the Shuttle Buggy started long before the helicopter pad job but came in handy for the job. Having the MTV’s hopper ready for increased capacity meant they were ready for continuous paving with the built-up paver.

For compaction, they rented a Dynapac CC384 high frequency roller

The P409 mix is stony but gets nicely compacted as you can see in this gorgeous saw-cut edge. In the distance, you can see the shoe of the endgate is sitting right on the joint.

That’s why you want the endgate hot to keep material from sticking to it. You can also see the good, stable subgrade in this picture.

www.theasphaltpro.com | ASPHALT PRO 15

project management

ABOVE: In the foreground, the worker wearing his gloves is running the screed and checking the fluff factor and depth of the mat. The worker behind him has a wrench and will adjust the bolt-on extensions up or down to take any lines out of the mat. The worker in back is taking loose material off the mat. Also notice how clean the endgate is. Because the mechanic did such a good job of attaching the heating elements to get heat all the way to the endgates, the material doesn’t cling or cause tears along the joint. This is a group of workers paying close attention to quality control. LEFT: Check depth and measure the fluff factor to maintain quality control during paving.

and a Sakai 850. Overall, they had five rollers on the project. They had two on breakdown, then a pneumatic Rosco, 9-tired, ballasted at 75 psi for intermediate rolling, and then two Bomag 8-tonners on vibratory for back rolling. They used a backhoe to cut hot joints and a saw to cut long joints.

Build smooth joints To do the work the Road Builders crew planned for six days of paving, but it only took three. They bought mix from local supplier, James W. Glover Ltd., who dedicated the plant to them for the job for the three days. They hired 27 haul trucks to deliver the mix, which was a P409 spec.

We paved 900 tons per day. We used the hopper insert so we could move the material as a mass through the paver. That helps monitor the head of material and keeps it from flooding the screed.

The mat went down on a gravel subgrade. The paver has a track, 16 SEPTEMBER 2013

which was good for the gravel subgrade and the gravel subgrade was good for supporting the heavy machine. We set the Shuttle Buggy off to the left of the paver in the unpaved lane so any spills from haul trucks charging it wouldn’t affect our mat. It took three trucks—or 18 tons—to fill the screed before we could even take off. We were paving 3 ½ inches deep with a fluff factor of a quarter inch. We knew we had 283 tons in each lane so we could track our yield.

Another item we tracked was temperature. Even though we planned the project to have fewer joints overall, the long joints in between the 25-foot passes were built for successful and smooth compaction. Keeping the temperature of the mix uniform assisted with a consistent height for the screed and a consistent placement. We also kept the endgates heated and clean not just for a smooth joint with no tearing, but also to get a precompacted

edge. When you pay attention to the details in paving, you can build the joints for success.

Build good judgment One of the steps you always take when building a good job is lining out your job. You want to mark out the area you’ll be paving. For these wide paving passes, lining out the job was unique. The pointer or guide bar couldn’t go out 12 feet so we had to create two guide lines on the subgrade. We needed a double line for wide paving, which you can see in the pictures. The outside line is for the far endgate to follow. The inside line is for the guidebar to follow.

It shows good judgment to use your best people in their best roles.

Two paving crews, thus two foremen, combined to perform the helicopter pad project. Because one of the foremen is also a great paver operator, he was selected for the helm of the CR462. He’s a sincere person.

He listens when you talk to him and

project management

ABOVE: The “marks” you see on this fresh mat are water smudges. The crew cut the edge with an 11-inch diamond studded wet saw blade and sprayed it with tack. Notice the foot—or ski—of the endgate sits right on top of the joint for a perfect match.

LEFT INSET: At right, Aaron Eversaul is the chief mechanic for Road Builders. At left, Mony Castillejos is his assistant. Eversaul and Castillejos did the build-up on the paver. LEFT: The old hopper insert collapsed on the right-hand side, thus you can see the first brace inside the hopper is bent. This happened because the Shuttle Buggy operator was loading from the side instead of in the center of the hopper. Loading off-center causes an erosion of the insert’s wall and floor as material scrapes those portions consistently. It’s important to load properly to get minimal wear on an insert and other components. Set your Shuttle Buggy operator up for best success by painting a target on the front of the hopper insert where he can line up the conveyor end. That will help him get the material loading just right more often than not.

doesn’t jump the gun. That’s the kind of control we wanted for paving a slow and steady 10 feet per minute on this job.

A use of good judgment on this project was to build up the hopper insert to take more material to feed the head of material and the 25 feet of screed. Of course, that made the paver heavy. It made the screed that the tractor was pulling very heavy.

Twenty-five feet of screed is more 18 SEPTEMBER 2013

than 10,000 pounds of metal. Then you have 18 tons of material to fill the screed back there. On the very last pass out of the project, the pressure from the weight of the screed caused the tow point cylinder seal to give way. It began to leak each time the cylinder went up.

We had a decision to make on the fly. Should we stop in the middle of the pass, creating a cold transverse joint by picking up and moving the

paver for an emergency maintenance issue? Picking up and setting back down would have caused an immense bump in the mat given the amount of material we were working with so we made the call to continue and evaluate the material after the pass was laid.

We turned off automation and paved the remainder of the last pass manually. We checked the leak and watched the quality, measuring

project management

LEFT INSET: For wide paving, bolt-on attachments need to be strong enough to handle the increased weight of additional material as well as additional parts and pieces on the screed. Image courtesy of Surefit Parts, Tacoma, Wash.

ABOVE LEFT: In this picture, we can see the Shuttle Buggy to the left and in front of the paver. The crew has painted a set of two lines for the paver operator to follow when paving the pass. The outermost line, the left-hand line, is for the outer endgate to match up to. The inside line is for the guide-bar to match up to, and you can see that easily in the center of the photo. ABOVE RIGHT: For the helicopter pad project, Road Builders combined two paving crews. This gentleman is a foreman, but he’s also a great paver operator, so he took the helm of the CR462 for this job.

ABOVE: The new mat matched up to the existing surface, which the crew cut at about 1 foot from the fencing you see here. The pole of the chain-link fence is in the way, so they measured 1 foot of space and used a self-propelled water saw to cut a long joint. That saw was also used to cut the joints between passes. The 11-inch, diamond studded blade goes about 10 feet per minute. After they cut a long joint they spray tack for bonding to the old material.

carefully and doing all calculations by hand. In the end, it worked beautifully and the machine could be repaired fully after the pass. If we had seen a change in mat quality, we would have had to have milled up that last pass for repaving. That would have required getting more mix from the plant and taking more time for the job. And that’s why good judgment is a valuable tool on any job. You don’t want to take chances with a perishable product or with the quality that affects your paycheck. You want to make decisions that bring about a smooth, long lasting, gorgeous asphalt pavement every time.

By building up your equipment, your joints and your judgment, you go a long way toward building up a top quality job.

John Ball is the proprietor of Top Quality Paving, Manchester, N.H. For more information, contact him at (603) 493-1458.

equipment maintenance

Skew Trunnions for Less Wear I

t’s part of life at the asphalt plant that the dryer or rotary mixer or drum mixer that runs on an incline is going to march downhill. Its own weight and the weight of the aggregate and mix inside develop a downhill axial thrust that, over time, will force the equipment to slip a bit.

22 SEPTEMBER 2013

You stop this phenomenon from causing unnecessary wear to your equipment by skewing the trunnion rollers that cradle the dryer or mixer every so often. I’ve never seen a set of trunnions that needed to be skewed more than 1/8-inch from neutral, and most drums only require about 1/16-inch of skew.

By Cliff Mansfield

But sooner or later, every drum needs adjustment. Let’s look at how to do it.

Before you begin, there are two very important rules that must be adhered to: 1. All four trunnions must be set exactly the same to avoid abnormal wear patterns.

T-Trac Adjustment Another tool for the plant mechanic’s arsenal is the T-Trac trunnion adjustment mechanism from Stansteel Asphalt Products. The name stands for “Trunnion Tire Rotary Alignment Correction” and it’s designed to prevent premature trunnion and tire wear by allowing quick manual alignments at the plant site. As Mansfield has pointed out, the dryers, drum mixers and other rotary equipment develop a downhill axial thrust from the weight of equipment and the product within. If you can skew the trunnion rollers in a precise manner, the axial thrust should be offset by the force developed from the skewing. The T-Trac is designed to establish the properly skewed trunnion roller setting to thrust the equipment in the uphill direction.

The T-Trac from Stansteel is designed to prevent premature trunnion and tire wear.

LEFT OPPOSITE PAGE: The T-Trac tool Stansteel offers also allows the mechanic to determine how much skew to give the trunnion, thus establishing the properly skewed trunnion roller setting. LEFT: The studio image of the T-Trac from Stansteel shows clearly how this type of technology mounts to the side of the trunnion.

2. Do not skew the trunnions any further than absolutely necessary to keep the drum off the thrust stops.

When you’re working on trunnion adjustments, it’s important to remember that if things aren’t going right or something troubles you, just start over. Reset everything back to neutral and begin again. Sure that takes more time, but you start over to make sure you get it right.

Don’t forget safety. I recommend that the circuit breakers for the drum drives and any related equipment be tripped off and locked out per OSHA regulations. Only after this lockout/ tagout procedure is done can you begin.

Remove all trunnion guards and loosen all adjustment plate mount bolts.

It’s also a good idea at this time to make sure all adjusting bolts are free of

corrosion and will turn in their respective threads.

Because the trunnions control ride height of the drum, I recommend that the drum be centered in the inlet and outlet breaching at this time. To raise the drum in the discharge breaching simply move the trunnions at that end of the drum closer together. To lower it move them apart. When the vertical height is correct, but the drum is www.theasphaltpro.com | ASPHALT PRO 23

equipment maintenance

off-center to one side or the other, move both trunnions in the same direction while maintaining their spacing. You must do this at both ends of the drum to get it correctly centered in both the inlet and discharge breaching.

Once this is done you’re ready to begin the adjusting process. The first thing to do is to set all four trunnions to the neutral position.

This means that the centerline of the trunnion shaft is exactly parallel to the centerline of the drum. If the drum were to rotate, the trunnions would exert no influence on the drum’s position with respect to its thrust control mechanism. This is a difficult job requiring some exacting measurements. I’ve manufactured a tool that simplifies this process. It’s a laser alignment tool that uses an industrial ruby laser and a pair of indexing scales with magnetic bases.

24 SEPTEMBER 2013

To use this laser tool you must first clean the sides of the tires and trunnions so the magnetic bases will adhere. Attach the laser to one side of the trunnion on one side of the shaft. Set the scales on a smooth part of the tire.

For example: If you stood inline with your drum and want to work on the left trunnion closest to you, you would put the laser on the trunnion face at 9 o’clock for your first measurement, then at 3 o’clock for your second measurement. You would then put the target scales at 9 o’clock and at 6 o’clock on the drum tire. By reading where the laser’s red dot lands on each of our indexing scales we are able to determine the amount of ‘skew’ in any particular trunnion. To set our trunnions to neutral, we would want both laser readings to land on the same number on their respective scales.

The laser tool Cliff Mansfield designed allows the mechanic to attach the laser—the green device in the center of the image—to one side of the trunnion on one side of the shaft. The scales, or targets, which are the red devices in the image, are to be placed on smooth parts of the tire. By reading where the laser’s red dot lands on each of the indexing scales/targets, the mechanic will be able to determine how much skew to give the trunnion.

With all four trunnions set to neutral, set them up so that they position the drum correctly between the thrust control rollers or flanges.

Drums are set on a slope so that material will travel from the inlet to the outlet as the drum rotates.

When the trunnions are set at neutral, gravity causes the drum to run to the lowest end, exerting considerable force on the lower thrust mechanism. To reduce the wear and tear on the thrust stop we must relieve this pressure. We do this by introducing a controlled amount of skew into the trunnions. I like to set the drum so that when it is empty it just touches the lower thrust stop.

At low rates of production it rides just off the bottom thrust stop and at high rates it rides up near the upper thrust stop.

In order to understand the process it is helpful to think of the trunnions

as the front tires of a car. Stand so that you are facing in the direction that the drum tires roll over the trunnions. If you need to move the drum in a certain direction then you would steer the trunnion the same as the front tires on your car.

Once the trunnions are skewed correctly and the drum is set on a proper slope, you can tighten all adjustment plate mount bolts and replace trunnion guards. Clean up the area and reverse your lockout/ tagout procedures according to OSHA regulations so the team can get back to work.

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

TheAsphaltPro.com. www.theasphaltpro.com | ASPHALT PRO 25

Asphalt Mix Testing for

Laymen

Whether you’re new to quality control/quality assurance or want a refresher, NCAT’s director emeritus offers valuable insight for doing it right

By Dr. Ray Brown

T

o ensure you get a quality product, you need to test asphalt mix during production. You should test the mix to determine the proportions and properties against the job mix formula (JMF) and to identify needed adjustments for mix production. It is important that mix properties are accurately determined. There is always variability in mix testing but this variability should be limited to what is allowed in the precision statements in ASTM or AASHTO. If variability is not limited, you might make wrong decisions about the overall mix quality and the need for mix adjustment.

There are two questions you need to answer when you obtain test results: 1. “Are the test results reasonable and accurate?”

2. “Do we need to take any action concerning mix proportions?”

Sampling Sampling of mix for testing and evaluation can be performed at one of several locations. The most common locations are from the back of a loaded truck or from behind the paver.

There are advantages and disadvantages for either location. When samples are taken from out of a truck, this sampling is typically conducted at the asphalt plant. The testing lab is generally located at the asphalt plant so this makes it quick and easy 28 SEPTEMBER 2013

to transport these samples to the lab for testing.

The guidance from many agencies discourages the use of reheated samples prior to lab compaction. We know if we are going to conduct any type of performance test, the reheating of samples will significantly affect the results because the reheating will result in a stiffer binder. However, there does not seem to be a big effect on volumetrics due to reheating now that we use the Superpave Gyratory Compactor. The issue of reheating is a factor with warm-mix asphalt technology. Most people don’t believe we get the same results when the foamed WMA samples are reheated; this is certainly true if any type of performance testing is performed on the samples.

Taking samples from the truck at the plant makes it easy to transport the samples to the laboratory and conduct compaction prior to the mix cooling below compaction temperature. You can take the samples with a shovel or be more precise with a sampling machine of some nature (See Sidebar).

Taking samples from behind the paver normally means that the samples will have to be transported a significant distance to the laboratory and it may be difficult or impossible to keep the samples hot during this

time. This will often require that the samples be reheated prior to compaction which, as discussed above, may not be allowed. When allowed, the samples are generally reheated in the lab in a forced draft oven. It is advised to cover the samples to minimize the effect of reheating on the stiffness of the asphalt binder.

Another issue with taking samples from behind the paver is safety for those involved. During placement, rollers move back and forth typically operating close to the paver. When samples are being taken, the roller operators have to ensure that they stay away from the technicians and they have to make sure that everyone is out of the way before compaction can be done in the sampling area. This is a safety concern that must be considered during sampling.

Taking samples from behind the paver can also result in some loss of mat smoothness. Removing the material from the mat and patching it by hand is difficult to do without some loss in smoothness.

The biggest advantage of taking samples from behind the paver is that these samples are more representative of what is actually being obtained in the end product. However, if segregation is an issue, the test results on samples taken from

behind the paver should not be used to adjust the mix proportions because variation in mix properties is likely affected as much or more by segregation as it is by actual material variability during production.

Regardless of where you obtain samples, make sure they are representative of the produced mix if you are going to use the results to adjust the mix proportions. When the samples are taken from segregated areas these results should not be used to make mix adjustments. For example, the data shown in Figure 1 was obtained from a project where the mix was uniformly produced but samples were taken in a way that provided a segregated sample (this often happens when samples are improperly taken out of a loaded truck or taken from behind the paver).

The plot shows that as the percentage of material passing the No. 8 sieve increases, the asphalt content increases. This happens because higher asphalt content is contained in the finer portion of the mix and lower asphalt content is contained in coarser portions of the mix. Even though the mix was uniformly produced the segregated samples showed significant variation in the gradation and asphalt content. If you take tests as they are conducted and make a plot similar to that in Figure 1, you should not use these results to adjust mix proportions unless the scatter pattern is near circular. If the scatter pattern is near circular it indicates random variation in materials and testing and not variation caused by materials segregation as shown in the figure.

Need a sample? Here’s an idea!

The Robotic Truck Sampling Device (RTSD) from Pavement Technology Inc., Atlanta, is designed to capture a representative sample of mix from the truck bed and deposit it into a specimen container without endangering workers. It incorporates a telescopic probe, which submerges into the hump of mix at a 60-degree angle and automatically closes a stainless steel gate that traps the asphalt within the probe’s hollow arm. The typical sample size is between 30 and 50 pounds, depending on settings. Contact ronaldc@pavementtechnology.com or wadec@pavementtechnology.com for more information.

Figure 1. Effect of Segregated Samples on Test Results

Test the Mix It is always important to ensure that the mix sampling and testing provides accurate measures of the mix quality. There are a number of tests, varying from state to state, that can be conducted as part of the QC/QA procedures. Tests that are normally required include aggregate gradation, asphalt content and volumetrics (air voids, voids in mineral aggregate (VMA) and voids filled with asphalt).

It is always good to perform a quick reasonableness check on the test results before accepting test values. For the first set of tests on a project, performing a reasonableness check is difficult because there is not much to compare the results to. The plant should be set up to produce the job mix formula (JMF) so the initial test results should more than likely be close to the JMF. Evaluate the results closely

to ensure that calculations are correct and proper formulas were used to make calculations. However, after a few tests have been conducted, each additional test should be compared to the previous four to five tests to ensure consistency in test properties. If these results are plotted on control charts this comparison is very easy to make because a summary of all of the data is provided on the control charts. www.theasphaltpro.com | ASPHALT PRO 29

Many of the tests that are conducted to control the mix are correlated with other tests. This makes it easier to ensure accuracy of test results. For example lower air voids are almost a result of higher asphalt content or an increase in the percentage passing the No. 200 sieve.

Lower VMA is generally caused by an increase in the percentage passing the No. 200 sieve. Higher asphalt content almost always results in a decrease in the theoretical maximum density. Higher percentage passing the No. 200 sieve typically results in higher bulk density. So, if the VMA changes, the first thing that should be evaluated as the potential cause is the percentage passing the No. 200 sieve.

Assume that the air voids in a compacted mix are determined to be lower than that observed in previous tests. The two biggest factors that affect voids are the percentage of material passing the No. 200 sieve and the asphalt content. So 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. If there appears to be no significant change in asphalt content and/or gradation then it is possible that either the bulk density or the theoretical maximum density was measured in error. Determine which one has changed (one had to change if the voids decreased) and closely check the test results for accuracy. If there is no obvious reason for the change in voids it is always possible that a test error has occurred.

Adjust Mix The JMF is determined as a part of the mix design and the JMF is often adjusted during production of the asphalt mix based on lab test results. Mix adjustments are typically made to improve the volumetrics of the mix. If a property such as gradation, asphalt content or volumetrics is consistently near the limits of the JMF or specs, the mix proportions 30 SEPTEMBER 2013

TIP 1 Regardless of where you obtain samples, make sure they are representative of the produced mix if you are going to use the results to adjust the mix proportions.

TIP 2: It is always good to perform a quick reasonableness check on the test results before accepting test values.

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.

Did your air voids change?

Here’s an idea!

You could be experiencing an error in the test or an error in compaction of the mix. Check for: Incorrect temperature Gyratory compactor out of calibration Change in equipment Incorrect number of gyrations

Performing QC/QA? States typically want you to test: aggregate gradation asphalt content air voids voids in mineral aggregate (VMA) voids filled with asphalt (VFA)

are often adjusted to move away from the limits and thus increase the probability that additional test results will be satisfactory. Generally adjustments are based on the most recent two or three test results. Because there is always some variability in mix testing it is not recommended that adjustments normally be made based on one test result.

Testing has variability and making adjustments based on one test

result can lead to improper adjustments. Hence, test results should generally show a clear trend before adjustments in the mix proportions are made.

Control Charts Control charts are often required on projects but in many cases these plots are only prepared and maintained because they are required by the project specs. Control

ABOVE: You could be experiencing an error in the test or an error in compaction of the mix if the gyratory compactor out of calibration. Check this before making mix corrections.

charts, if used correctly, can be very helpful in ensuring control of the produced mix. Control charts that should be plotted include gradation (pick two to four critical sieves), asphalt content, air voids, VMA, theoretical maximum density and bulk density. It is recommended that individual results be plotted as well as running average of the last four to five samples. The individual results will show each individual test and hence will provide a good summary of all test data.

The running average plot reduces the variability in the individual test results and provides a good picture of the trend of results. These charts can be helpful in identifying test results that don’t match previous results and these charts also show trends in the data that are helpful in identifying potential 32 SEPTEMBER 2013

Figure 2. Control Chart for In-Place Density Some states have developed an Excel spreadsheet that labs are required to use. Most labs will use their own Excel spreadsheet for plotting control charts. A number of commercially available software packages include such spreadsheets. Let the state dictate what properties should be plotted on control charts, but keep these charts updated.

The most obvious reason for plotting control charts, beyond the state’s requirement of it, is that the chart is a good way to summarize all of the data in a way that can be easily seen and understood. The charts can also be used to look at trends in the data so that changes in the process can be made before the mix goes out of control. These charts can also be used to look at cause and effect. For example, if the voids are low, one can quickly look at potential causes such as asphalt content and percent passing the No. 200 sieve to see what the cause of the problem may be.

Normally a control chart will show the test results and either the spec limits or the tolerance around the job mix formula (JMF). When the charts are plotted, the tech can quickly see that the results are outside the limits or how close the results are to the limits. If the results are approaching the limits, then adjustments can be made to get closer to the JMF.

problems before they actually occur. An example of a control chart is shown in Figure 2. This plot shows individual values and the running average and it can be seen that the individual values provide a good summary of all of the data and the running average shows the trend in the data.

Visual Observations Testing of the mix provides much needed information about the mix quality and is essential for ensuring that a quality product is constructed. However, visual observations must be included as a part of the mix control procedures. Testing alone cannot identify all of the problems that may occur during production. Many paving problems occur due to issues such as contamination of the mix and segregation. Most

all of these very common issues are identified by visual observations and not through lab testing. Lab testing is essential to ensure that a quality product is obtained.

Mix testing is essential for evaluation of the mix quality and for making adjustments during production to improve these properties when necessary. To be effective the test results must be carefully conducted and the data carefully reviewed to ensure that the test results are accurate and reasonable. Adjustments to improve the mix quality during production can only be made if satisfactory test procedures are used and accurate test results are obtained.

Dr. Ray Brown is the director emeritus at the National Center for Asphalt Technology. For more information, contact him at (334) 7401696 or BROWNEL@auburn.edu.

Test Asphalt Viscosity

By Robert G. McGregor

A

sphalt labs use rotational viscometers to measure binder viscosity as an indicator for its ability to be pumped. Practically speaking, this is also a quality control (QC) test for acceptability of the binder. Highway departments throughout the world have mandated this method of testing for quite some time, in fact long before the U.S. Strategic Highway Research Program started 25 years ago.

Measure Viscosity in the Lab The American Society of Testing and Materials (ASTM) specifies method D-4402 for testing asphalt binder in the lab. The title is “Standard Test Method for Viscosity Determination of Unfilled Asphalts Using the Brookfield Thermosel Apparatus.” The procedure defines the general methodology for placing a sample in a chamber that is heated to an elevated test temperature and measuring the sample for viscosity using a rotating spindle immersed in the binder. Specific test details such as choice of spindle and rotational speeds are left to the user to determine. The method also addresses temperature equilibration of sample and length of time for spindle rotation before making the measurement.

Most asphalt labs will use the RV torque range for choice of viscometer. This is a Brookfield instrument designation that differentiates low viscosity materials measured with the LV torque range from other materials, like asphalt, that are tested with RV viscometers. The rotational speed is oftentimes set at 10 revolutions per minute (RPM) or 20 RPM and the viscosity reading is recorded in units of centipoise.

The objective of this test is to determine the pumpability of the asphalt.

34 SEPTEMBER 2013

Above: Figure 1. The Brookfield Thermosel System is used for the ASTM test “Standard Test Method for Viscosity Determination of Unfilled Asphalts Using the Brookfield Thermosel Apparatus.”

At Left: Figure 2. This is a disposable 13R sample chamber with optional disposable 27 spindle, which are typically used to run the viscosity test.

Manufacturers will specify target values for viscosity based on experience with individual formulations. When the viscosity exceeds the target value, the consequence may be difficulty with pumping behavior and subsequent problems with placement of finished product. It is clearly important to set viscosity limits based on desired flow behavior properties that have been gained from field experience.

Some asphalt manufacturers have requested a more precise definition of preferred test method to differentiate asphalt types and, if possible, a shorter time interval in which to run the test. This would include definition of specific spindles and rotational speeds as well as flexibility for operator judgment on how long it takes to achieve temperature equilibrium of test sample.

An improvement in the equipment used to conduct the test includes the choice of disposable chambers and, in some cases, the spindle used to run the test. The 13R chamber is traditionally used and requires less than 16mL of sample, depending on the spindle size. Common choice of spindle is the number 27 in which case the sample size is slightly over 10mL. Both the 27 spindle and 13R chamber are available as disposable items, which saves operator time by avoiding the messy cleanup after the test (See Figure 2).

The jacketed container into which the chamber is placed for testing has built in temperature control. This allows the sample to be brought quickly to the test temperature, which can vary anywhere from 100ºF (38ºC) to 500ºF (260ºC), depending on the specific test. The practical temperature range used for most testing is 192ºF (135ºC) to 227ºF (170ºC). Within minutes of placing the chamber in the ThermoContainer, the sample is ready to test.

Once the test is in progress, operators record the viscosity value displayed on the face of the instrument after the required time interval. Most labs need a documented record of the test so the question is whether to write down the number, or have 36 SEPTEMBER 2013

the instrument send the data to a printer or a PC. The obvious advantage of today’s digital viscometers is that the results can be automatically captured on paper or electronically, thereby avoiding potential operator error.

Measure Viscosity in Process While the benchtop viscometer is a popular instrument, there is another way to generate viscosity data. Process viscometers have been in existence as long as the governing regulations for measurement of binder viscosity. In-line measurement of viscosity can assure that the binder satisfies established QC control parameters and that the production plant is performing to specification.

For example, in automatic blending control systems, viscosity measurement can be used as the process feedback variable to regulate temperature, mixing and heating times, and addition of performance enhancing additives.

What are some of the reasons why a plant considers the more expensive alternative of measuring in-line?

The time needed to get the test sample to the lab is the first issue. Once the sample has arrived, the sample needs to be reconditioned to reach the desired test temperature. The operator performing the test may need to be a trained test technician.

The cleanup after the test is another time consuming necessity. And getting the results back to the decisionmaker at the plant is the final step.

All of these combined tasks take time, which may affect the product quality of the binder that is produced during that interval.

The popular candidate for in-line viscosity measurement is an instrument that is non-invasive in the sense that there are no moving parts in the fluid stream. Vibrating probe viscometers fall into this category (See Figure 3). Although there is no defined shear rate (rotational spindle speed) with this type of viscometer, it delivers a kinematic viscosity reading in scientific units of centistokes. The primary advantage of this approach

Figure 3. This is the Brookfield AST-100 Process Viscometer used for in-line viscosity measurement.

is the continuous and accurate viscosity reading obtained at operating process temperature and flow rate.

While sensitive to changes in viscosity, this type of instrument is insensitive to changes in flow rate and process vibrations. Most importantly, it is designed to operate in the harsh environment of an asphalt plant.

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

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

The question to answer is whether to pursue the in-line measurement of viscosity for the reasons stated or continue with the standard benchtop measurement that meets the regulation.

Robert G. McGregor is the general manager, Global Marketing for Brookfield Engineering Laboratories, Inc., Middleboro, Mass. For more information, contact him at (508) 946-6200 ext 7143 or r_mcgregor@ brookfieldengineering.com.

Get Into Legislation Early

By Sandy Lender

T

he term “grassroots” comes up frequently when organizations talk about legislation and educating lawmakers. It means we recognize that the people down at the root of an issue can effect change in the issue. For the asphalt industry, that means men and women who take home a paycheck because they’ve put in an honest day’s labor working on a paving or production crew make a difference to the lawmakers deciding on highway funding. The fellow in the lab dropping a puck into a water bath makes a difference to the state representative who will vote on whether or not to increase the budget for road and bridge maintenance. The mechanic who fixes the tow-point cylinder on the paver can fix a congressman’s attitude toward pavement preservation funding over the next five to six years.

I think most readers already understand this concept. Now what have you done about it?

By the time this magazine arrives at your office or shop, a number of asphalt industry professionals will be preparing for their trips to Washington as part of the National Asphalt Pavement Association (NAPA) asphalt legislative fly-in. It’s the first year NAPA has hosted a fly-in separate from the Transportation Construction Coalition (TCC). While our industry is still in alliance with transportation needs, we have some talking points to bring to the table on our own and we have special events to highlight during the Sept.

10 to 11 fly-in. If you’re not participating in the fly-in—and even if you are—there are additional ways to make your voice heard on behalf of the industry.

38 SEPTEMBER 2013

The Asphalt Pavement Alliance (APA) and NAPA have published a guide called “Handbook for State Legislative Advocacy” that is designed to protect and expand asphalt’s share of the market against cement/concrete industry-sponsored legislation. That means you can get a handbook to help you in the fight to keep asphalt on the forefront of the paving scene.

The handbook asserts, “This document presents an outline of best practices to aid state asphalt pavement associations (SAPAs) in countering the cement/concrete industry’s legislative threats at the state level.”

Fact #64 American taxpayers save more than $1.5 billion per year by recycling asphalt.

The state level is the grassroots area that we mentioned above. If harmful legislation passes in one state, other states may use the precedent. That makes every issue part of everyone’s interest. That makes every issue part of what NAPA calls “year-round” advocacy and “year-round” activity.

Remember that elected representatives want to form relationships with their constituents. They want you to vote for them in the future. If you can pick out the representatives who serve on funding committees, highway committees, transportation committees, environment committees, etc., and get to know them personally, you begin to make inroads for your company, your industry and your interests.

If you aren’t sure which member of Congress to seek out, start by visiting www.govtrack.us. If you click on the “Members of Congress” link on the left-hand side of the home page, it takes you to a page where you can input your address to view your district map. You enter your state name to view your senators. There’s a wealth of information behind the links you can click. Also on the home page you’ll see links to upcoming legislation, voting records and the all-important committees you want to investigate. When you visit the www.asphaltpavement.org site that belongs to NAPA, click on the Government Affairs tab to see the list of representatives they suggest are most important to the highway funding and competitive industry discussions.

Making friends and forming relationships takes time. Inviting representatives to your plant for a tour or to a job site for a photo opp takes planning and, again, time. If you want to host a fundraising event for a special legislator who holds a deciding vote in your company’s zoning future or funding needs down the line, you’ll need employees who can help and devote time to the planning. These things can’t be rushed into as the clock is winding down on the next state toll issue or the next national transportation bill. Instead, start planning now.

All members of The Congress have busy schedules with many constituents and lobbyists vying for their time and attention. It makes sense that you have to plan your meeting or event with them in advance. You can bet the competition—the concrete industry—is taking advance meetings with them. That’s why

NAPA’s year-round advocacy stance makes sense as well. If you schedule your meetings early and often, the asphalt industry’s message will stay at the forefront of each congressman’s mind.

Fact #109 Porous asphalt is an environmentally friendly tool for stormwater management.

Now let’s take a look at the message. The handbook that APA and NAPA have developed includes three and a half pages of asphalt’s benefits to the economy and environment. The quick and easy talking points are spelled out in a manner that anyone can understand. Other

40 SEPTEMBER 2013

resources include the APA’s new “asphalt facts” website, located at www.asphaltfacts.com. At this site, the alliance has posted a colorful list of positive facts about asphalt that you can share. And they’ve made the sharing easy.

Of course you can share information from this publication. We’ve run stories about asphalt’s life-saving characteristics in Louisiana and its scientifically proven cooling effect on surroundings in cities. We regularly report on recycling and other environmentally friendly projects and practices. The use of asphalt in positive ways and the community successes of asphalt producers grace our pages all the time. As the concrete industry works hard to make itself look environmentally “legislatable,” the asphalt industry can prove itself better point by point. Use the resources NAPA, APA, the National Center for Asphalt Technology (NCAT) and AsphaltPro provide you

to counter those claims factually.

And do so early and often.

Writing letters, sending emails, making phone calls and visiting representatives at their offices are vital tasks in making your voice heard. Invite some of those representatives to luncheons, plant tours and more.

Don’t forget to introduce yourself to staff members as well.

Staff members can make your appointment-scheduling much easier and often relay messages when representatives have booked schedules and can’t meet with you personally.

Great relationships with staff members are important, too. Remember, we’re all people and we all enjoy constructive conversation about effecting good, safe, positive legislation for our states and the nation in general. Get started early so next year’s transportation bill is another talking point you bring up during golf, lunch or a fundraiser with your elected official.

Take QC/QA to the Mat

By Sandy Lender

W

hen you know you have the mix right and it’s delivered at the correct temperature all the way to the screed, all that’s left is to compact it into the perfect mat. A smooth finish that brings a bonus is as easy as rolling it out. Of course, there are few of us who think getting perfect density is easy. That’s why OEMs like Bomag, Caterpillar, Roadtec, Sakai and others prepare guides; industry paving consultants like John Ball, Tim Murphy, Chuck Deahl and others offer on-site training; and both onboard and aftermarket intelligent compaction (IC) devices are available to help veteran operators 44 SEPTEMBER 2013

and new employees who influence the mat last do the best job possible.

Let’s take a look at some basic tips and interesting twists that help roller operators finish the job well.

Stay on the Mat The roller operator should know that a divot is a small hole or tear in the mat that occurs when a bit of asphalt material sticks to the roller’s steel drum and lifts off—or out of—the new pavement. This is referred to as “asphalt pick-up” and it is to be avoided. As the roller moves across the hot mat with this chunk of material stuck to the drum, she collects

additional material with that chunk, adding to the asphalt pick-up and creating additional, increasingly larger divots in the mat.

A member of the team must recognize what’s happening and stop it. Have the roller come to a stop on the coolest portion of the mat at a 45 degree angle to the screed.

A member of the team must scrape the pick-up off the steel drum, collect it so it doesn’t fall onto the mat where it will cause segregation, and check the roller’s spray nozzles on the spray bar, its lubrication overall and its drums’ temperatures.

ABOVE TOP: Keep the roller on the mat to avoid picking up dirt and debris Above: Having a veteran operator on the job helps the crew achieve quality control on the job. He or she will know when to get on and off the mat for best compaction and achieving best density. He’ll maintain his roller well and keep the drums or tires lubricated and hot during the shift. That kind of operator is worth his weight in gold and can help train up new operators in the ways of good compaction.

Photo courtesy of John Ball, Top Quality Paving, Manchester, N.H.BOTTOM LEFT AND RIGHT: These images show a rural road where a bit of mix stuck to the roller’s steel drum. You can see how much damage can happen in a short space if someone doesn’t notice that the drum has asphalt pick-up. The crew must notice, stop and address the quick cleaning issue. They must also fix the divots in the mat if they want to produce a smooth, quality mat.

If the drums are cool from high winds and ambient temperatures at the job site, you need to find a way to block the winds and hold heat against the drums. If a couple of spray nozzles are blocked on the spray bar, you must clean them so you get good lubrication of the drum. Be aware that dirty water in the water tanks can clog the nozzles and will cause you to perform maintenance steps more often. If you want to stay ahead of spray system problems, be sure to change the main spray system filters on the OEM’s recommended schedule. They test these things; it’s in their best interest and yours if their equipment performs well.

Staying on the mat keeps drums from picking up debris. Don’t let roller operators overhang longitudinal joints too far or pavement edges. If they pick up dirt, rocks or grass, you can bet you’ll find that transferring to your mat and ruining your day.

Staying on the mat keeps drums warm. Once you’ve heated the drums 46 SEPTEMBER 2013

to the point they’ll work without worry of asphalt pick-up, you want to keep them heated. By staying in motion, the operator doesn’t create bumps and creases in the mat and he keeps the roller’s drums heated for optimum use. Even if the paver has to stop, the roller operator doesn’t.

Find the Middle Ground Intermediate rolling—or compaction that takes place in the intermediate rolling zone—typically takes place with a pneumatic tired roller.

Your roller operator will find asphalt pick-up happens with rubber tires on the pneumatic roller just as easily as, if not more easily than, it does on a steel drum roller. A number of OEMs give tips for reducing pick-up with these machines, including a couple you would use with steel drum rollers.

For instance, look at the tire scrapers/drum scrapers and distribution mats. You want these in the right position and well-maintained before you start a job. Also, use a biodegradable release agent to clean

tires. The folks at Rushing Enterprises have helped a number of crews get creative with the use of their release agent; don’t forget creativity in the rolling zone. In the event you do experience pick-up during roller, additional release agent can help in the cleaning. Remember to stop the machine on the coolest portion of the mat at a 45 degree angle to the screed, and then clean the material, capturing it in a manner that keeps it off the mat. While this may give tires time to cool back there, it prevents gouges in the mat where the heavy machine sits. When the tires are clean, run the roller in a warm area of the mat to heat the tires up again.

Smooth Out the Marks For pneumatic tired rollers specifically, heating them means working them on a warm section of the mat before moving to the temperature zone that is the intermediate rolling zone. If you notice that the tire marks are deeper than you prefer, you can adjust the intermediate zone “back” from the

screed or decrease the tire pressure— when specs allow—to reduce the tire contact pressure. Make sure an experienced roller operator or paving foreman handles the latter solution.

When a vibratory roller leaves marks in the mat, you have a number of settings you can fix to smooth out the problem. First of all, too much vibratory energy is going into the mat. If the intermediate and finish rollers can’t smooth the honeycomb within the asphalt layer into its appropriate state, they won’t achieve your best density.

They won’t “take out” the marks.

First, check the working speed of the vibratory roller in breakdown position.

Is it traveling so that it hits the mat with 10 to 12 impacts per foot? The team at Caterpillar Paving Products widens that margin to 8 to 14 impacts per foot. If not, you want to switch to a lower amplitude setting with a slightly higher frequency.

48 SEPTEMBER 2013

Changing the speed of the machine might not be an option when the paver is moving at a pace that keeps up with the plant and the haul trucks. You have a perishable product beneath your drums; changing the number of times you hit it as you roll it will be your best bet. But you don’t want to hit it with the same amount of force if you’re increasing the number of times you’re hitting it per foot. If the machine you have will allow it, try operating with one drum vibrating and the other in static mode, if state specs will allow it, and see if that eliminates the marks in the mat.

Remember, the marks in the mat are a sign that something isn’t right.

You want to correct it the best you can so the pneumatic tire roller in the intermediate zone is working toward achieving density, not correcting mistakes.

ABOVE TOP: If the intermediate and finish rollers can’t smooth the honeycomb within the asphalt layer into its appropriate state, they won’t achieve your best density. They won’t “take out” the marks. Here you can see the mix design in the layer. This is what you’re “putting together” when you compact. Photo courtesy of John Ball, Top Quality Paving, Manchester, N.H. ABOVE: If you notice that the tire marks are deeper than you prefer, you can adjust the intermediate zone “back” from the screed or decrease the tire pressure— when specs allow—to reduce the tire contact pressure. Make sure an experienced roller operator or paving foreman handles the latter solution.

APAI is pleased to provide you with an opportunity to exhibit at our Annual Winter Conference and Trade Show!

Attendees include 400-500 contractor personnel, INDOT staff, FHWA and local government agency employees, PLUS associate members, students and guests. The Winter Conference features specialized educational programming and committee meetings for plant production and QC managers, laydown crew supervisors, safety and environmental managers, owners, partners and senior management executives, project managers and estimators, controllers, etc.

Register Today!

www.asphaltindiana.org Conference Dates January 8-10, 2014 Location Indianapolis Marriott East Hotel Indianapolis, IN Limited Exhibit Booth & Sponsorship opportunities are available.

For more information, visit www.asphaltindiana.org To reserve exhibit space, email or call: Laura Jackson LauraJ@cmcglobal.com | 317-635-4755 Bill Knopf, Executive Director wknopf@asphaltindiana.or | 317-910-5493

Inspect Your Tank

By Sandy Lender

T

he National Asphalt Pavement Association’s (NAPA) environmental committee has been working toward the development of a guidance document to help asphalt plant owners stay ahead of inspection requirements. In the Spill Prevention, Control and Countermeasure (SPCC) Plan requirements for on-shore facilities, the Federal Oil Pollution Prevention regulations require periodic inspection and integrity testing of

all aboveground storage tanks that hold “petroleum oil” if the facility has a total storage capacity of 1,320 gallons or more (for petroleum oil).

As many in the asphalt industry already know, the definitions for petroleum oil and on-shore facilities are such that many asphalt plants situated near creeks or rivers get to participate. The SPCC requirements also state that facility owners carry out the inspections and integrity

Aboveground storage tanks that store materials at temperatures greater than 200 degrees F need different attention than that offered in current inspection standards. NAPA’s environmental committee addresses that void with the upcoming guidance material.

50 SEPTEMBER 2013

testing according to an industry standard. At this time, the American Petroleum Institute (API) and the Steel Tank Institute (STI) have nationally recognized standards in their “API 653 Tank Inspection, Repair, Alteration and Reconstruction” and “STI SP001 Standard for the Inspection of Aboveground Storage Tanks,” respectively. Those standards work well for tanks that store materials at 200 degrees F or lower, according to

NAPA’s findings, thus the association wished to assist its membership— and beyond—with tank inspections and integrity testing for tanks that store materials at 200 degrees F and higher. Please note that those two standards are a good place to begin your inspection and integrity testing procedures if you don’t already have a plan/schedule in place.

Given the stricture of a document called a standard, the members of the Environmental Committee chose to call the document they’re working on a guide. They’re developing the “Industry Guidance for the Inspection of Aboveground Storage Tanks at Asphalt Paving Plants Containing Asphalt Cement” to supplement the existing NAPA SPCC Guidance manual. The new guidance manual should be available by the end of the year, or at least by the annual meeting, according to the committee. A formal call for revisions on the draft had a deadline of the end of August.

One of the items the committee discussed in depth was the use of

certified inspectors for the periodic inspection and integrity testing of tanks. At this time, many asphalt plant owners use their own personnel for tank testing and maintenance. That doesn’t necessarily have to change.

While there are many certified tank inspectors one can hire through STI or private companies, one can send an employee “to school” to get certified and have that expertise on staff. The committee discussed the five-day course that STI offers for tank inspectors. It’s offered several times a year in different parts of the United States. Once an employee is certified, the qualification for having tanks tested by a certified inspector becomes a much easier task to schedule. At press time, the concept of including language in the guidance stating inspections be performed by a certified inspector had not been resolved. As mentioned previously, the document will be a guidance document, and will make a number of suggestions to improve

the asphalt facility owner’s opportunities to make his or her facility the best and most secure it can be.

STI SP001 Training The Steel Tank Institute’s SP001 Aboveground Tank System Inspector Training occurs several times a year in different areas of the United States.

The quarterly newsletter “Education Connection,” gives information about the five-day course and other news.

Send your name and email address to Lucy Hales at lhales@steeltank.com or contact her at (847) 438-8265, ext.

248 to receive the newsletter and get more information.

NAPA Environmental Committee Contacts Chairman: Jon E. Callahan, Palmer Paving Corporation Vice Chairman: Beth Mowrey, The Shelly Company

www.theasphaltpro.com | ASPHALT PRO 51

Go From Patching to Production Here’s how California firm expanded paving operations 54 SEPTEMBER 2013

By Pete Kennedy

On a recent overlay project for the city of San Diego, the paving crew placed 84,000 tons over dozens of individual projects. AT RIGHT For the San Diego project, the mat was typically compacted at 270 degrees F behind the screed. A pneumatic roller made four passes on a mat of about 200 degrees F. The finish roller hit with four passes when the mat was about 170 degrees F.

did some paving—mostly trench patching. Then TC turned its occasional paving efforts into a full-fledged production paving business.

“Paving is a completely different animal,” TC Vice President Austin Cameron said. “We knew that going in.”

The veterans who work with Cameron agree that paving presents unique challenges. The TC Construction team— consisting of Cameron and key superintendents Jeep Tharp, Vic Lewis, John Willson, Rick Halm and Estimator Art Hernandez —shared some hints on how to make the upgrade.

First Step: Add paving capabilities to current strengths.

TC started as an underground utility and earthmoving company. Its range of services soon included crushing, material recycling and erosion control. “Some of these areas we simply had to offer because they’re part of our process,” Tharp said. Erosion control, for example, is extremely important throughout Southern California and goes hand in hand with the other trades TC performs.

TC routinely handled a minimal amount of trench patching and small paving surfaces in conjunction with its pump stations and utilities. Those efforts did not originally include production paving.

“We never did overlays,” Willson said. “In those days, 2006 and before, we did 10,000 to 15,000 tons per year.”

In late 2006 and early 2007 TC decided to make a move into production paving, and its growth has been impressive since: Last year, the company placed about 200,000 tons. “We’re certain an expansion into paving was the right decision,” Cameron said. “The numbers are starting to show that.”

Second Step: Leverage strengths.

S

even years ago, TC Construction Company, Inc., of Santee, Calif., was primarily an underground utility contractor that mixed in a little bit of everything else. Its offerings included wet and dry utilities, water and wastewater pumping stations, and small grading work. The firm even

Larger jobs are there for the taking. Superintendent Lewis said many customers want a one-stop shop. “We can do the underground work and the paving, and the customer only has one point of contact,” he said. “They save time not having to schedule two different subs for the underground work and then the paving. We just handle it. It’s a lot easier for the customer.” www.theasphaltpro.com | ASPHALT PRO 55

TC gains efficiencies from handling all aspects of the job.

Those efficiencies, in turn, can be passed along to customers in the form of lower bids. Lower bids, of course, lead to more work. “Offering that complete package makes us more competitive,” Halm said.

Timing is a strength the production paving company has on its side. Controlling an entire project helps ensure crews are available when necessary. The various crews, including paving, sometimes begin their portion of a project earlier. “We’re willing to work around each other,” Halm said. “We don’t need 100 percent of one phase to be completed before we start another. Some contractors require that.” The result is quicker completion, more deadlines met—and happier customers.

Third Step: Get to work. Expand By expanding, TC has endured the recession and wants a more diverse customer base, Cameron said. “Now we are able to bid on more jobs and broaden that base,” he said. “We also have a large variety of work that can keep the production crew busy between production jobs. When the production paving is halted, they have plenty of trench patch or grading work to keep them busy.”

To effect the expansion, TC bought a paving firm. “We branched into the paving business when we bought a paving company,” Cameron said. Doing so provided equipment at a reasonable rate. Perhaps more importantly, the purchase provided an experienced crew.

56 SEPTEMBER 2013

Be patient “There’s a lot of growing to do until you get all the parts together,” Willson said. “Realize it will take some time to get really good at it. Know that going in.”

Communicate “Everyone needs to be on the same page, and know what the other parts are doing,” Lewis said.

While that’s the case with all companies, it’s particularly important when developing a new capability. “Not everyone understood paving as much, so there was a learning curve,” Lewis said. “The people who knew the most about paving had to take the time to explain more to the others in the beginning. Some learning had to be done, and communication helped that happen.”

Hire the right people “Estimating paving takes a great deal of knowledge and experience. Without that experience, it would be hard to provide accurate estimating when you’re starting a new division,” Cameron said.

Cameron is proud of new estimator Art Hernandez, who has more than 30 years experience in the San Diego area paving business. “He is very knowledgeable, and his experience was crucial at the start.”

Paving crews need more supervision than earthmoving and utility crews, Cameron believes. “Since material is such a large factor in paving cost, our crews have zero margin for error, which in turn requires intense supervision,” Cameron said.

“Someone has to be on top of what is happening and responsible because a paving mistake is usually much more costly to fix than some other types of construction.”

“Find the really good operators, because they solve so many problems before they happen,” Lewis said. That search should be ongoing, he said.

Willson believes there is yet another aspect to hiring the right people. “With paving, you need a good team, and people who can get along with one another,” he said. “Paving is different than, say, underground work. A paving crew has 11 to 12 guys within 30 to 40 feet of each other—all day, every day. They have to get along, know their responsibilities, be on the same page, be respectful of others and be safe.”

Cross-train employees TC has 11 estimators, and all are now cross-trained on how to bid paving projects as well. Operators, too, are cross-trained.

If one division is slow, the operators are able to take on duties with other crews. That also is the case if completion of a job is particularly urgent. “We can throw a lot of manpower at a particular job,” Willson said.

Be a team when it’s time to buy equipment. Tharp, as the equipment supervisor, considers factors such as ease of maintenance and access to service points. Halm, as a paving supervisor, is worried about the paver pushing end-dumps up grades that routinely exceed 10 percent and sometimes go beyond 15 percent. “If you work together, there is equipment you can agree on,” Tharp said.

Ultimately, the move into paving is well worth the effort, Cameron said. “We feel we’re stronger positioned than ever before,” he said. “It’s not easy, but if the commitment is there, you can get it done.”

equipment gallery

Control Stack Temperature with Astec’s V-Pack™ H

ow many mix types do you run in a week’s time?

Does the frequent change in mix types, temps and moistures wreak havoc on your stack temperature? The team at Astec has developed a patent-pending product to assist. Here are the product specs on the V-Pack™ Stack Temperature Control System from Astec Inc., Chattanooga, Tenn.

The system’s V flights and use of variable frequency drives (VFDs) are keys to the control system managing an asphalt plant’s exhaust gas temperature and increasing efficiency. The stack temperature control system is designed to automatically control exhaust gas temperature across a range of mix types and operating condition by making drum speed changes. The system keeps baghouse temperature relatively stable as temperature changes and as mix types change from HMA to WMA, from all-virgin to high RAP, or from dense-graded to open-graded, according to the manufacturer. These kinds of production changes would cause baghouse temperature changes of more than 100 degrees F (38 degrees C) without the Vpack system, according to the manufacturer.

This specially designed system increases or decreases veiling in the drum as necessary to maintain consistent exhaust gas temperature. This in turn improves the performance of the dryer. Without such control, as the exhaust temperature of the dryer increases over 375 degrees F (190 degrees C), the risk of damaging the bags in the baghouse increases. If the exhaust temperature falls below 220 degrees F (104 degrees C), mud deposits can form in the baghouse, in the feed end of a counterflow dryer or within the exhaust ductwork itself.

Changes in the amount of aggregate surface area in the air in the drum cause temperature variations. For example, when making dense-graded virgin mix, the flights will tend to be quite full. The mix has a great deal of surface area, which results in a “normal” stack temperature.

When making a mix with a higher percentage of RAP, the flights are usually less than half full. The aggregate veil will have a big hole in it on the uplift side of the drum.

With less aggregate in the air and a hole in the veil, less surface area is exposed and stack temperature rises. As stack temperature rises, production rate drops.

The V-pack system is designed to monitor the exhaust gas temperatures at the baghouse inlet as the primary reference for control. As the exhaust gas temperature rises, the control system checks it against a set point. When the temperature exceeds the set point, the control system speeds up the drum rotation, thus controlling temperature to the set point. The system can vary the drum 58 SEPTEMBER 2013

speed from a minimum of about seven revolutions per minute (RPM) to a maximum of about 12 RPM. The V-pack system is designed to use the V-flights to produce a uniform veil of virgin aggregate across the entire drum, regardless of how full the drum is, what the plant’s production rate is, or what percentage of RAP is used. This is what enables drum speed changes as a means of controlling stack temperature. Because the Vflights are supposed to shower aggregate uniformly without regard to how much material is in them, they should never leave a hole in the veil. More revolutions per minute merely place more aggregate in the air—increasing veil density and decreasing exhaust temperature.

For more information, contact Astec at (423) 867-4210.

Let them know you saw it in AsphaltPro magazine.

ABOVE TOP: This illustration shows the difference in veiling when using V-flights versus standard flights. Because the V-flights are designed to shower aggregate uniformly without regard to how much material is in them, they should never leave a hole in the veil. When the drum speeds up, the veil will increase in density. When the drum slows down, the veil will decrease in density without developing holes.

ABOVE BOTTOM: Engineer Greg Renegar points out the V formation of properly installed flights.

equipment gallery BOMAG Expands Territory

These screenshots show the satellite image of the actual area to be illuminated—on the left—and the virtual setup the contractor can use with well-placed light towers—on the right.

App Sheds Light on Tower Placement Responding to a growing need for assistance in determining the number and placement of portable light towers on a given worksite, Allmand Bros., Inc., Holdrege, Neb., offers an iPad/iPhone application to help. It’s available free through the Apple App Store. Although the app is developed and offered by Allmand, it can be used as the basis for setting up 1000-watt or 1250-watt metal halide light towers from almost any manufacturer. The mobile app is designed for contractors who need to illuminate large areas.

To use the app, locate the area to be lit on the satellite image using either the general ZIP code, the name of a city, or the specific address. Touch the screen to define the boundaries of the actual area to be illuminated and virtually set up and aim the portable light towers to determine the placement and quantity of the towers as well as the light configuration that most efficiently lights the work site to the desired level of illumination, which is measured in foot-candles (fc). A number of typical lamp configurations may be selected to determine the most efficient lighting setup.

After you determine the number of towers you need, you can request sales, rental and other specific info through the app. Additionally, the Allmand website has specs, sales literature and manuals you can get to through the app as well. The iPhone version of the app also has a “hidden” flashlight mode on the initial screen.

In the Apple App Store, search “Allmand” to download.

For more information, contact Doug Dahlgren at (800) 562-1373. Let them know you saw it in AsphaltPro magazine.

60 SEPTEMBER 2013

At the end of July, officials from BOMAG Americas, Inc., Kewanee, Ill., announced the expansion of Five Star Equipment Inc.’s territory into northeastern Pennsylvania. In the expanded Pennsylvania territory and in eastern New York, Five Star will specialize in soil and landfill compaction with BOMAG’s line of single drum and light tandem/combination rollers and embankment and refuse compactors. In Five Star’s western Pennsylvania territory, they will represent these same product lines as well as the MPH Series of recyclers/stabilizers, heavy tandem and combination rollers, milling machines and pneumatic tired rollers.

“The Marcellus Shale formation provides a lot of opportunity within this territory, and the BOMAG line of compaction and rehabilitation equipment gives us something new to talk about with our customers and allows us to offer more job site solutions,” Bill Bochicchio said. He’s the vice president and general manager of Five Star Equipment. “We have invested heavily in our rental fleet over the last few years, and the BOAMG compaction line fits well with our rental strategy.”

Five Star Equipment’s corporate office is located in Dunmore, Pa. It operates out of four offices in Pennsylvania and New York. For more information, visit www.fivestarequipment.com. Let them know you saw it in AsphaltPro magazine.

The BW213PDH-40 soil compactor is one of the machines Five Star will have in its heavy equipment arsenal now that the northeastern company carries product lines from BOMAG Americas.

equipment gallery Komptech Boosts Parts Ops

Read Orange Info

Tony Pierce is the Parts Manager for Komptech USA, Denver, Colo. He said the company’s goal in boosting its parts stock is to “make sure everybody is well stocked so dealers can support customers smoothly.” To do that, Pierce will visit dealers during 2013 and train specialists on the ins and outs of Komptech parts service. Pierce breaks parts out into high-turnover A-list items like oil filters and wear parts, which are stocked centrally as well as by dealers for direct service to customers, and less frequently needed B-list parts, which are kept centrally in Denver.

The company is also undertaking an expansion of its central parts warehouse in Denver.

Officials of Eriez®, Erie, Pa., now offer a white paper titled “Orange University®: An Eriez Educational Concept to Help Industries Understand and Apply Innovative Technologies.” The document gives a comprehensive overview of the Eriez mobile training unit and explains that the mobile training and education center continually travels North America. It’s a free download at http://orangeuniversity.eriez.com.

Clean Up

The existing space at the Komptech parts warehouse in Denver was getting crowded so the company doubled the space in 2012. It’s added more space this year. “I can order two parts instead of one when I call in orders, and build up more reserves,” Tony Pierce said.

62 SEPTEMBER 2013

Kafko International, Skokie, Ill., offers the Oil Eater Flex Line parts washers that include ready-to-use units with basic, premium and professional level features. The water-based systems have a modular design, interchangeable features and add-on options. Each includes six gallons of Oil Eater Original cleaner/degreaser and a threeyear limited warranty.

The basic level unit includes: a working The Kafko International offers a line tray with 440-pound of parts washers for getting oil and capacity; flow-through grease off equipment. brush with adjustable fluid control; adjustable “goose neck” spigot; Oil Eater skimmer pads to soak oil from the reservoir tank; stainless steel drain screen; 26-gallon soaking capacity; and a thermally protected 350-gallon per hour pump.

The premium model has all of the basic model features plus a preset fluid heater, low fluid level protection switch and asecondary 50-micron fluid filtration.

The professional model adds a high-impact HDPE lid, pump protector drain magnet, 20-piece cleaning brush kit and 10w moisture resistant LED work light.

Add-on options include a washable-reusable stainless steel filter, drain magnet and stainless steel parts basket.

The unit is 44 inches high by 35 inches deep by 37 inches wide with lid. The inside tank is 12 inches high by 33 inches deep by 33 inches wide. Height of the work deck is ideal for reducing worker fatigue caused by bending over.

For more information, contact Bob Kafkis at (818) 3837641. Let them know you saw it in AsphaltPro magazine.

www.theasphaltpro.com | ASPHALT PRO 63

here's how it works

Bomag’s Economizer W

hen going for a density bonus, repeating passes to get additional compaction could be a mere waste of fuel and operator time, and could actually damage results. To keep roller operators from guessing at quality control (QC), the engineers at BOMAG Americas, Kewanee, Ill., developed the Economizer measuring technology. Here’s how it works.

The Economizer technology is installed on a tandem roller, such as the BW 138 AD-5 depicted above.

An acceleration sensor on the frame of the machine sends data to a computing unit. That unit uses a special algorithm to convert the incoming signals to a measured value. The 64 SEPTEMBER 2013

value increases as the mat stiffness increases. The 10 yellow LEDs on the viewable display on the operator’s platform light up around a dial to signify to the operator the increasing compaction levels during the compaction process.

When the number of LEDs stops increasing, the operator knows he’s achieved maximum compaction of an area. If the number of lit LEDs suddenly drops, the operator knows he’s passing a weak area of material.

The single red LED lights up when the operator drives over an area that is about to be overcompacted. This signals to the operator to cease compactive efforts or risk fracturing aggregate in the mat.

For more information, contact Chris Connolly or Dave Dennison at (309) 853-3571 or visit www.bomag. com/us. Watch the YouTube video at http://tinyurl.com/BOMAGEconomizer. Let them know you saw it in AsphaltPro Magazine.

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 Almix...................................31 Tel: 260-672-3004 sales@almix.com www.almix.com

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

Asphalt Drum Mixers...................... 24, 26-27 Contact: Steve Shawd or Jeff Dunne Tel: 260-637-5729 sales@admasphaltplants.com www.admasphaltplants.com

C.M. Consulting..................65 Contact: Cliff Mansfield Tel: 541-354-6188 Cmconsulting@aol.com www.hotplantconsulting.com

Astec, Inc........... 35, 42-43, 63 Contact: Tom Baugh Tel: 423-867-4210 tbaugh@astecinc.com www.astecinc.com B & S Light Industries..........33 Contact: Mike Young Tel:918-342-1181 Sales@bslight.com www.bslight.com BOMAG Industries........ 52-53 Tel: 800-782-6624 or 309-853-3571 www.bomag.com CAT Paving..........................19 www.cat.com/paving

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

Dillman Equipment....... 20-21 Tel: 608-326-4820 www.dillmanequipment.com

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

E.D. Etnyre..........................25 Contact: sales@etnyre.com Tel: 800-995-2116 www.etnyre.com

Meadwestvaco....................59 Tel: 800-458-4034 www.evotherm.com www.mvw.com

Ergon Inc.............................11 Savemyroad.com EZ Street.............................40 Tel: 800-734-1476 Info@ezstreet-miami.com www.ezstreetasphalt.com Fast-Measure.......................63 Tel: 888-876-6050 www.Fast-measure.com

Roadtec.............................7, 9 Contact: Sales Tel: 423-265-0600 Sales@roadtec.com www.roadtec.com Rotochopper, Inc...............Inside Back Cover Tel: 320-548-3586 Info@rotochopper.com www.rotochopper.com Rushing Enterprises............63 Contact: Darrell Martin Tel: 800-654-8030 Dmartin@ rushingenterprises.com www.rushingenterprises.com

Pine Instruments.................39 Contact: Dave Savage Tel: 724-458-6391 Dsavage@pineinst.com www.pineinst.com

Stansteel AsphaltPlant Products.........57 Contact: Dave Payne Tel: 800-826-0223 dpayne@stansteel.com www.stansteel.com

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

Stansteel..............................17 Contact: Dawn Kochert Tel: 800-826-0223 dkochert@hotmixparts.com www.hotmixparts.com

Systems Equipment............45 Contact: Dave Enyart, Sr. Tel: 563-568-6387 Dlenyart@ systemsequipment.com www.systemsequipment.com Tarmac International, Inc.....61 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....................56 Contact: Jerod Willow Tel: 717-919-9828 Eoawillow@aol.com www.willowdesignsllc.com Wirtgen America.................37 Tel: 615-501-0600 Info@wirtgenamerica.com www.wirtgenamerica.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

International Oil Prices

By Sandy Lender

A

ccording to Petrosil Group’s Bitumart report in mid-June, global bitumen demand during calendar year 2011 was 103.94 million tons. The group based in Mumbai, India, expects the demand to grow to 121.99 million tons in 2018.

That’s five years away and represents the whole world’s use.

Bringing things closer to AsphaltPro headquarters and current day, the Energy Information Administration released in June its 2013 Refinery Capacity Report showing how at least one country—the United States of America—is meeting demand. Let’s take a look at EIA’s refinery recap from the asphalt professional’s viewpoint.

To begin, the parts of this 62-page report that interest us most will be in the residuals. OSHA’s Technical Manual defines asphalt as “the portion of the residual fraction that remains after primary distillation operations.” We can also produce asphalt through solvent deasphalting, which is an extraction process. If I counted correctly in EIA’s report, 18 refineries in the United States have the ability to perform the deasphalting process. “Separating occurs in a rotating disc contactor, based on differences in solubilities,” OSHA explains. Let’s take a look at what the operable petroleum refineries in the United States as of January 1 could supply for this market place. All numbers come from the June 2013 release of the EIA Refinery Capacity Report, which you can access at http:// www.eia.gov/petroleum/refinerycapacity.

The amount of vacuum distillation capacity from operable petroleum refineries in PAD District I (which comprises Delaware, Georgia, New Jersey, Pennsylvania and West Virginia) was 586,400 barrels per stream day (bbl/day) as of Jan. 1, 2013. For PAD District II (which comprises Illinois, Indiana, Kansas, Kentucky, Michigan, Minnesota, North Dakota, Ohio, Oklahoma, Tenessee and Wisconsin) it was 1,703,312 bbl/day.

For PAD District III (which comprises Alabama, Arkansas, Louisiana, Mississippi, New Mexico and Texas) it was 4,781,775 bbl/day. For PAD District IV (which comprises Colorado, Montana, Utah and Wyoming) it was 240,600 bbl/day. For PAD District V (which comprises Alaska, California, Hawaii, Nevada and Washington) it was 1,626,006 bbl/day.

The amount of fuels solvent deasphalting capacity from refineries in PAD District I was 22,000 bbl/day. For PAD District II it was 17,850 bbl/day. For PAD District III it was 241,400 bbl/day. For PAD District IV it was 6,000 bbl/day. For PAD District V it was 80,300 bbl/day.

The production capacity of asphalt and road product in operable petroleum refineries in PAD District I was 110,165 bbl/day. For PAD District II it was 260,414 bbl/day. For PAD District III it was 217,725 bbl/day. For PAD District IV it was 76,350 bbl/day. For PAD District V it was 75,933 bbl/day.

66 SEPTEMBER 2013

Liquid Asphalt Cement Prices—average per ton Company, State

Apr.’13

May ’13

Jun ’13

Jul ’13

ConocoPhillips, Tenn.

$550.00

$550.00

$550.00

$550.00

NuStar Energy, Ga.

545.00

550.00

550.00

555.00

NuStar Energy, N.C.

545.00

550.00

550.00

555.00

NuStar Energy, Va.

545.00

555.00

555.00

575.00

Assoc’d Asphalt Inman, N.C.

547.50

560.00

560.00

560.00

Assoc’d Asphalt Inman, S.C.

565.00

565.00

565.00

565.00

Assoc’d Asphalt Inman, Va.

540.00

550.00

540.00

550.00

Marathon Petroleum, Tenn.

550.00

550.00

550.00

550.00

Marathon Petroleum, N.C.

545.00

545.00

520.00

535.00

Valero Petroleum, N.C.

545.00

560.00

560.00

560.00

California Average

613.50

577.10

607.90

548.80

Delaware Average

538.33

535.00

546.67

561.67

Kentucky Average

546.25

546.25

546.25

546.25

Massachusetts Average

620.00

620.00

620.00

620.00

Missouri Average

528.75

528.75

528.75

535.00

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

Mar 8

$91.95

384.0 m bbl

Mar 15

$93.45

382.7 m bbl

Mar 22

$93.71

385.9 m bbl

Mar 29

$97.23

388.6 m bbl

Apr 5

$92.70

388.9 m bbl

Apr 12

$91.29

Apr 19 Apr 26

Diesel Fuel Retail Price (dollars per gallon) Mar 4

4.130

Mar 11

4.088

Mar 18

4.047

Mar 25

4.006

Apr 1

3.993

387.6 m bbl

Apr 8

3.977

$88.01

388.6 m bbl

Apr 15

3.942

$93.00

395.3 m bbl

Apr 22

3.887

Sources: Energy Information Administration

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