apro december 2013

December 2013

State of Asphalt Excellence

control What Goes InDirect Asphalt baseAge Prior to Testing

Stay Safe:Watch Your 6

PreP for frAP

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contents

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

DECEMBER 2013

State of Asphalt Excellence

Control What Goes InDirect Asphalt BaseAge Prior to Testing

Stay Safe:Watch Your 6

PREP FOR FRAP

DePARTMenTSLetter from the editor5 State of recovering our Senses

Around the Globe6

Safety Spotlight8 Attention behind the Work ZoneBy John Ball

equipment maintenance10 maintain Tack Truck for best Preservation Successby John BallCamión Rumbo Inspeccióntranslated by EZ Street® Company

mix It Up18 Long, Short Asphalt binder AgingBy Mitch Holdren

Producer Profile22 brauntex Turns cast-offs Into cashBy Michelle Cwach

equipment Gallery58 Hauck burns with control

Here’s How It Works61 caterpillar’s rm500 reclaimer62 International cybernetics’ SurPro 3500

resource Directory65

Last cut66 State of crudeBy Sandy Lender

ARTiCleS28 State of metering controlsBy Sandy Lender

38 State of Asphalt fundingBy AsphaltPro Staff

40 recycle with High PerformanceGreat asphalt pavements begin with aggregates like slagBy Timothy R. Murphy

44 Grow Asphalt baseSAPA executive directors share tips to grow industry presenceBy Sandy Lender

52 Set Industry StandardBy AsphaltPro Staff

54 educate Yourself before financing Asphalt equipmentWith older fleets nearing end-of-service-life, here are six considerations to keep in mind if planning to finance new equipmentBy Philip A. Bruno

56 That’s a Good IdeaKeep Lights ShiningBy John Ball

18

State of Recovering Our SensesIs the state of economic recovery causing a state of indeci-sion at your company? Despite the U.S. government shutdown in October and the antics of the country’s leaders, that portion of north America is experiencing a comeback that has trickled into the construction industry. Since before 2008, asphalt profes-sionals have worked efficiently to extend the work-life of older pieces of equipment.

Keep in mind we face competition from the concrete industry, which appears to toss chemistry experiments into its formula to ingratiate itself with environmentalists and legislators. From the ultra-bright, ultra-expensive pavement outside St. louis that fails to eat pollution after a few months, to some new artificial intelligence that morphs over cracks to “heal itself,” the PCA marketing arm is hard at work.

Asphalt professionals should be tooting our collective horn about the perpetual pavements we’ve installed and continue to preserve. And we should be investing in the essentials that keep quality pavements in style. it’s not easy to convince the state engineer you can hit a density spec when your roller has divots in its steel drums. When your old Barber Greene has a tow point arm that looks like it needs Tommy John surgery, will you order new parts to eek another 25,000 plus hours out of the paver, or are you going to hand your mechanic a roll of duct tape? When your DOT posts a recycle project, will you invest in a RAS bin with weigh belt and control linkup for your plant or just factor in the price of buying the mix from the state-of-the-art competitor down the road?

These aren’t easy decisions when we’re headed into a year that will require a new highway funding bill for all of our representatives to agree on. no matter what the kids argue about in Washington, you have to take a look at your fleet and state DOT officials have to take a look at their infrastructure. While pavement maintenance proj-ects have been ongoing for years, there are still miles of concrete sections to be re-placed and plenty of other surfaces to be maintained and preserved, no matter what loopty-doo chemistry experiment the PCA is selling these days.

Stay Safe,

Sandy lender

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

2001 Corporate PlaceColumbia, MO 65202

573-499-1830 • 573-499-1831www.theasphaltpro.com

GROuP PuBLISHERChris Harrison

PuBLISHERSally Shoemaker

[email protected](573) 823-6297

EdITOR

Sandy [email protected]

(239) 272-8613

ART dIRECTORKristin Branscom

OPERATIOnS/CIRCuLATIOn MAnAGERCindy Sheridan

BuSInESS MAnAGERRenea 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.

SuBSCRIPTIOn POLICy: Individual subscriptions are available without charge in the united Sates,

Canada and Mexico to qualified individuals.

One year subscription to non-qualifying Individuals: united States $90, Canada and

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Single copies available $17 each.

“My car’s gone! The road ate my car!”

“Must. Heal. Self.”

Self-healing concrete sounded great until Derek got stopped

in rush-hour traffic.

www.theaSphaltpRO.cOm | aSphalt pRO 5

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

united KinGdOmCustomers and distributors from more than 21 countries attended the 2013 Pow-erscreen Open Day in early October at Ar-den Brickworks near Brum, england, where the company unveiled the Premiertrak 300 jaw crusher, the Trakpactor 320SR impact crusher and the Warrior 2100 screen.

united StateS• The American General Contractors

(AGC) reported there are $1.4 billion worth of transportation recovery proj-ects ongoing in new York, new Jersey and other states hit by Superstorm San-dy. The agency quotes Transportation Secretary Anthony Foxx.

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

alabamaThe national Center for Asphalt Tech-nology offers a five-day Asphalt Technol-ogy Course at Auburn University Feb. 24 through 28, 2014. The one-week course provides a general understanding of all phases of asphalt technology.

califORniaThe league of American Bicyclists gave a Platinum ranking to Davis, Calif., for being a bicycle-friendly community. This takes good engineering and planning for con-necting bike lanes and systems. Source: CalAPA’s Asphalt Insider

cOlORadO• The Clean energy Action (CeA) group in

Boulder, Colo., reports that less than 20 percent of U.S. coal formations will like-ly be economically recoverable for min-ing purposes. The group states, “Given the current financial strains affecting U.S. coal companies, it is unclear whether they will be able to support the increased cap-ital and labor costs associated with min-ing coal that is more difficult to access.” its report, “Warning: Faulty Reporting of U.S. Coal Reserves” is available at http://cleanenergyaction.org.

• Register now for the 41st Rocky Moun-tain Asphalt Conference & equipment Show at the Denver international Air-port Crowne Plaza taking place Feb. 19 through 21, 2014. Visit www.rmaces.org.

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

KentucKyTo become a Certified Binder Technician, a candidate must have work experience with the testing of asphalt binders for compli-ance with the PG spec (AASHTO M320); ei-ther 6 months experience or 60 days work-ing under an nBTC certified tech; and a completed application form and approval for the certification class. Get the nBTC Certification Application at www.asphaltin-stitute.org to begin the registration process for the Jan. 14 through 16, 2014, and March 4 through 6, 2014, programs at Asphalt in-stitute headquarters in lexington, Ky.

nORth caROlinaThe Carolina Asphalt Paving Association (CAPA) proudly co-hosts the international Society for Asphalt Paving (iSAP) 2014 with the north Carolina DOT and others June 1 through 5 in Raleigh.

pennSylvaniaMeeker equipment Company, inc., of Hat-field, Pa., has acquired Construction Parts, inc., of Cleveland, Ohio. Ted Palasz and his daughter, Janet Hein founded Construc-tion Parts in 1977 and Hein will remain a member of the team. CPi will continue to design and manufacture wear parts for as-phalt plants to compliment Meeker equip-ment’s product division.

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

tenneSSeeAstec, inc., in Chattanooga, offers four ses-sions of Advanced Customer Schools Jan. 6 through 9 or Jan. 13 through 16 for level 1 classes; and Jan. 27 through 30 or Feb. 3 through 6 for new level ii classes. Registra-tion is open now at (423) 867-4210.

texaSThe Argus Americas Asphalt Summit cele-brates its seventh year March 26 through 28, 2014, at the Woodlands Waterway Marriott Hotel in The Woodlands, Texas. The summit will include topics such as how new crudes impact the asphalt supply, the logistical constraints and availability of rail cars, how new asphalt pavement preserva-tion techniques are impacting the crude and asphalt market, and what issues are impacting the supply and demand in the Americas and the international asphalt market. Visit www.argusmedia.com or con-tact [email protected] for more information.

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

around the globe

6 decembeR 2013

safety spotlight

Attention Behind the Work Zoneby JOhn ball

Motorists get in a hurry on their way to work or taking their kids to school. There are many distractions that

take their eyes off the road. in norfolk, Va., this summer, a driver took off from the stoplight on a two-lane city road and failed to stop or change lanes before crashing into a truck at the start of the work zone. luckily, the truck he hit was the crash attenuator and that’s what it’s there for. To protect the crew and equipment in the work zone.

it was 8:25 a.m. and we’d just gotten the paver set up. The crash attenuator truck had arrived about five minutes before this happened and the police officer was still on his way to the work zone. While the driver told us traffic had prevented him from merging out of the lane we were set-ting up in, the officer decided he hadn’t been paying atten-tion. He was ticketed for reckless driving, thus will lose his

license for 30 days and has been fined double the usual fee for his infraction because workers were present.

luckily, no one was hurt. if he’d had time to get up to speed, he could have gotten a serious jolt running into the crash attenuator. if we weren’t using a crash truck, who knows if he would have stopped before running into a piece of equipment or a person.

Once a crash attenuator has been bent and/or one of its air bags deployed, it must go to the shop to be fixed or, depending on the amount of damage, replaced. let this serve as a reminder to you that the first device to set up in the work zone is the safety device.

John Ball is the proprietor of Top Quality Paving, Man-chester, N.H. For more information, contact him at (603) 493-1458 or [email protected].

The Scorpion crash attenuator is affixed to the back of a work truck that brings up the rear of the work zone. All equipment and personnel—

and that includes flaggers, water truck drivers, test equipment operators, mechanics, haul truck drivers, tack truck drivers, dump men, lute men and anyone

else you can think of—should be in front of this vehicle. in the event that a distracted, drowsy or

drunk driver runs into the back of the work zone, you want his or her first encounter to be with this

replaceable safety device, not one of your workers.

8 decembeR 2013

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


equipment maintenance

Maintain Tack Truck for Best Preservation Success by JOhn ball, tRanSlated

by eZ StReet® cOmpany

Placing a tack coat helps open-graded friction courses (OGFC) succeed as mill and fill surfaces. This makes

your distributor truck more valuable in the paving train. let’s look closely at how to perform maintenance on these trucks and distribute material with them.

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

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

10 decembeR 2013


Savvy asphalt companies pre-pare maintenance sheets that show employees exactly how to care for and operate each piece of equip-ment in the fleet. The sheet can be

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

middle managers and safety direc-tors. let’s take a look at what a main-tenance sheet for the tack wagon should include, starting with PPe for the operator:

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

12 decembeR 2013


• safety glasses• steel-toe shoes• hard hat• protective gloves

next, the sheet should highlight routine maintenance or cleaning. We all know that letting coked material build up and clog the spray bar is bad news. This leads not just to in-efficient distribution, but also puts workers in danger of hot material spraying randomly. Operators must follow inspection, maintenance and care sheets to the letter.

Here are the tack wagon cleaning steps every operator should be fa-miliar with.Remove dirt, dust and debris from…• the cab with a whisk broom and rag.

Throw garbage away every day. Clean windows and mirrors.

• the engine with a pressure washer, but be careful not to disconnect any hoses. Also avoid the radiator.

• the radiator with an air compressor.• the battery with a whisk broom

and rag.• tires and rims with a pressure

washer.Remove debris and tack oil from…• the stairs to the cab with a scraper.• the brake pedal and throttle with a

scraper.Remove tack from the spray bar

with a scraper.Remove dirt, dust and debris from

any spare spaces on the machine with a pressure washer.

Finally, let the engine run for about five minutes to allow the en-gine to dry.

Make sure the operator is thor-ough when cleaning the tack truck because this distributor can pose a significant safety hazard if not main-tained properly. When the opera-tor takes pride in his equipment and follows the steps for proper routine maintenance, inspection, start-up and shut-down, he follows the steps for a safe working environment.

John Ball is the proprietor of Top Quality Paving, Manchester, N.H. For more information, contact him at (603) 624-8300 or [email protected].

❒ walkaroundthemachinetocheckforcracks,fluidleaks,corrosion

❒ makesuretheoperator’smanualisinthetruck

❒ checkthehornandreversealarm

❒ interiorfireextinguisher:makesuretheservicetagisuptodate

❒ exteriorfireextinguisher:makesuretheservicetagisuptodate

❒ turnonthetruckandin-cabmasterswitchtocheckallcontrolswitches;checktherearcontrolpanelforloosewireconnections

❒ ensuretheleftandrightwingsaresecuredwithlockpins

❒ ensurethespraybarissecured

❒ checkspraybarsolenoidsforanydamage

❒ checkpressurehosesandjointsforleaks;checkforloose,crackedorwornhoses

❒ checktheburnertunnelfordebris

❒ startupthepump;ensurethepumpshaftrotatessmoothly

❒ checkpropanetankhoseconnectionsforwear,cracks

❒ checktacklevel;fillasnecessary

❒ checkHAZMATplacardsoneachvisiblesideoftruckandtank;checkreflectivetapefordamagesormissingsections

❒ bleedairtanktocheckforwater

❒ wipeasphaltpumpfittings;greasethemwith1to3shotsofgreaseweekly

❒ wipetackcoatpumpshaftfittings;greasethemwith1to3shotsofgreaseweekly

❒ wipepivotknucklefittingsoneachside;greaseeachwith1to3shotsofgreaseweekly

❒ performdailycleaningasdetailedatleft

Heat the material1. FollowtheOEM’sinstructionsforcareoftheequipment.WearPPE.2. Turnonpowertake-off(PTO)locatedinthetruckcab.3. Turnonthepropanetank.4. Openthemainvalve.5. Checkthemateriallevel… a) ifthelevelisbelow600gallons,donotheatit;fillthetankappropriately b) ifthelevelisabove1,200gallons,usetopandlowerflumes c) ifthelevelisbelow1,200gallons,usebottomflumeonly6. Makesureexhaustflapsareopenonthetopofthetanker.7. Turnonthemainpropanelever.8. Turnonthetopandbottomburnerlevers.9. Lighttheburners.10. Heatmaterialto110to115oF.11. Openvalve.12. Turnonemulsionpumptocirculatematerial.13. Whenmaterialreachesdesignatedtemperature,turnoffthemainpropaneleverfirst,

andthenturnoffthetopandbottomburnerlevers.14. Shutoffthepropanetank.

Tack Truck Inspection Checklist

Tack Truck Start-up

14 decembeR 2013


Camión Rumbo Inspecciónla colocación de un riego de liga ayuda a

los cursos de fricción de granulometría abierta (OGFC) a tener éxito como un mo-lino y llenar superficies. esto hace que su camión distribuidor más valioso en el tren de extendido. Vamos a ver de cerca cómo realizar el mantenimiento de estos camio-nes y distribuir el material con ellos.

el operador debe prestar mucha aten-ción a los detalles. Él debe saber que su equipo dentro y por fuera y tiene que saber la mejor manera de inspeccionar, cuidarlo, limpiarlo, ponerlo en marcha y apagarlo para mantener a sí mismo ya sus compañeros de trabajo seguro en el lugar de trabajo.

empresas asfalto Savvy preparan ho-jas de mantenimiento que muestran los empleados exactamente cómo cuidar y operar cada equipo de la flota. la hoja puede ser tan detallada como la adminis-tración quiere que sea, incluyendo lo que el equipo de protección personal (PPe) para llevar. las hojas pueden requerir fir-mas de operadores, mecánicos, supervi-sores, mandos intermedios y directivos de seguridad. echemos un vistazo a lo que una hoja de mantenimiento para el carro rumbo debe incluir, a partir de PPe para el operador:

• Gafas de seguridad• Zapatos con puntera de acero• casco• Guantes de protecciónA continuación, la hoja debe resalt-

ar mantenimiento o limpieza rutinaria. Todos sabemos que dejar material de coque se acumulan y obstruyen la bar-ra de pulverización es una mala noticia. esto no sólo conduce a una distribución ineficiente, sino que también pone a los trabajadores en peligro de material cali-ente rociado al azar. los operadores de-ben seguir hojas de inspección, manten-imiento y atención a la letra.

Aquí están la limpieza wagon tack pasos cada operador debe estar familiarizado.elimine la suciedad, el polvo y los es-combros de ...• la cabina con una escobilla y un trapo.

Tire la basura lejos cada día. Ventanas y espejos limpios.

• el motor con agua a presión, pero tenga cuidado de no desconectar las mangueras. evite también el radiador.

• el radiador con un compresor de aire.• la batería con una escobilla y un trapo.• los neumáticos y llantas con agua a

presión.Retire los residuos y limpie el aceite de ...

• las escaleras de la cabina con un raspador.

• el pedal del freno y el acelerador con un raspador.Retire tachuela de la barra de pulver-

ización con un raspador.elimine la suciedad, el polvo y los escom-bros de los espacios de repuesto de la má-quina con agua a presión.

Por último, dejar que el motor funcione durante unos cinco minutos para que el motor se seque.

Asegúrese de que el operador sea com-pleta para limpiar el camión rumbo porque

este distribuidor puede representar un ries-go significativo si no se mantiene correcta-mente. Cuando el operador se enorgullece de su equipo y sigue los pasos para el man-tenimiento adecuado de rutina, inspección, puesta en marcha y parada, que sigue los pasos de un entorno de trabajo seguro.

John Ball es el propietario de calidad superior de pavimentación, Manchester, NH Para obtener más información, pón-gase en contacto con él en (603) 624-8300 o [email protected].

❒ caminealrededordelamáquinaparacomprobarsihaygrietas,fugasdefluidos,corrosión

❒ asegurarseelmanualdeloperadorestáenelcamión

❒ compruebelabocinadealarmayrevertir❒ elinteriordelextintor:asegúresedequela

etiquetadeservicioseencuentraalcor-riente

❒ exteriorextintor:asegúresedequelaeti-quetadeservicioseencuentraalcorriente

❒ encenderelcamiónyelinterruptormae-stroenlacabinaparacomprobartodoslosinterruptoresdecontrol,consulteelpaneldecontroltraseroparaconexionesconcablessueltos

❒ asegurarlasalasizquierdayderechaseaseguranconpasadoresdebloqueo

❒ asegurarlabarradepulverizaciónestáasegurado

❒ compruebesolenoidesbarradepulver-izacióndelosdaños

❒ reviselasmanguerasdepresiónylasarticulacionesquenohayafugas,com-pruebelasmanguerassueltas,rotasodesgastadas

❒ compruebeeltúnelquemadorpararesiduos

❒ ponerenmarchalabomba,asegúresedeejedelabombagirasuavemente

❒ compruebelasconexionesdelamangueradeltanquedegaspropanoparaeldesgaste,grietas

❒ compruebeelniveltack;llenarsegúnseanecesario

❒ compruebepancartasHAZMATacadaladovisibledelcamiónyeltanque,compruebecintareflexivadelosdañosofaltansecciones

❒ purgareltanquedeaireparacomprobarsihayagua

❒ limpielosaccesoriosdelabombadeas-falto,grasacon1a3disparosdegrasaporsemana

❒ limpieabrigoaccesoriosejedelabombatachuela;grasacon1a3disparosdegrasaporsemana

❒ limpiepivoteaccesoriosnudillosencadalado;grasacadaunocon1-3disparosdegrasaporsemana

❒ realizarlalimpiezadiariaquesedetallanenlapágina16

Camion Rumbo Inspeccion

Calentar el material1. SigalasinstruccionesdelOEMparael

cuidadodelosequipos.UsePPE.2. Enciendalatomadefuerza,ubicadoen

lacabinadelcamión.3. Enciendaeltanquedepropano.4. Abralaválvulaprincipal.5. Compruebeelniveldematerial... a)sielnivelestápordebajode600

galones,nolocaliente,llenareltanqueadecuadamente

b)sielnivelestáporencimade1,200galones,usesuperioreinferiorflumes

c)sielnivelestápordebajode1,200galones,utilicesólocanaldefondo

6. Asegúresedequelasaletasdeescape

estánabiertasenlapartesuperiordelacisterna.

7. Girelapalancaprincipaldepropano.8. Enciendalaspalancassuperioreinferior

delquemador.9. Enciendalosquemadores.10.Calentarmateriala110a115oF.11. Abrirlaválvula.12.Enciendalabombadeemulsiónpara

hacercircularmaterial.13.Cuandoelmaterialalcanzauna

temperaturadeterminada,desactivelaprincipalpalancadepropano,yluegoapagarlaspalancassuperioreinferiordelquemador.

14.Apagueeltanquedepropano.

Camión Rumbo Puesta en marcha

16 decembeR 2013

mix it up

Long, Short Asphalt Binder Aging by mitch hOldRen

Simulated binder aging is performed in two parts, short-term and long-

term. First let’s look at the short-term aging of asphalt binder, which natural-ly occurs during production and pav-ing when the binder is subjected to heat and air. To help understand the effects of this short-term aging, the industry leans on the MO-30 Rolling Thin Film Oven (RTFO).

The RTFO allows a lab tech to deter-mine percentage of volatiles—smaller molecules in the asphalt binder—that are lost due to elevated temperatures during production and placement. Most specs will allow a volatile loss of <1 percent. When the short-term ag-ing test is complete, there is adequate asphalt binder sample remaining to use in the long-term aging process in the pressure aging vessel (PAV).

The tech begins the long-term lab-controlled aging process with the HM-74 Pressure Aging Vessel (PAV) and completes it with the HM-921 Vacuum Degassing Oven (VDO). Both are recognized as industry standard equipment for conditioning asphalt binder samples to simulate the long-term oxidative aging process. They allow asphalt labs to replicate the type of aging that occurs after the as-phalt has been placed and in service for 7 to 10 years.

in theory, as long-term oxidation oc-curs, oxygen slowly alters the chemi-cal composition of the binder, causing it to stiffen. This chemical change in the asphalt binder over time may lead to low temperature cracking, fatigue cracking or other pavement distress.

To prepare for long-term aging, the lab tech preheats the PAV to a tem-perature between 194o and 230oF (90° and 110°C). He selects the ex-act temperature based on the asphalt binder grading as well as the climate for which it is to be used; these values are specified in ASTM D6373 or AAS-HTO M320.

He collects the sample from the RTFO bottles into a single container and mixes the sample to ensure ho-mogeneity. After he mixes the sam-ple, he pours 50 grams of it into each sample pan, filling each pan to an ap-proximate film thickness of 0.12 inch-es (3.2 mm). Up to 10 pans can be placed in the PAV at one time. The pans are loaded into the sample pan holder and placed inside the PAV’s chamber. The chamber door is closed and its bolts are tightened in proper sequence with a torque wrench to the manufacturer’s specs.

Once the tech closes the chamber door and selects “age,” the temper-ature in the PAV will recover to the appropriate temperature set-point. When the chamber temperature reaches the desired temperature and

stabilizes, 2.1MPa (305 PSi) pressure is applied resulting in constant tempera-ture and pressure to the samples for a period of 20 hours.

At the conclusion of the 20 hours, the PAV sample chamber is brought back to atmospheric pressure at an approximately linear rate to avoid bubbling and foaming of the samples. This pressure reduction process nor-mally requires 8 to 15 minutes to ac-complish. Once the pressure has been equalized, the sample chamber is opened and the sample pans are trans-ferred to a separate warming oven for 15 minutes. At this point, there may be entrapped bubbles in the binder res-idue that can affect post-aging tests. Best practice is to use the vacuum de-gassing oven to remove remaining en-trapped air in the samples.

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

18 decembeR 2013

mix it up

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

loading the vacuum degassing oven must be completed in less than one minute from start to finish.

Once the containers are loaded into the vacuum degassing oven chamber, the lid is closed and the samples are heated to 338°F (170°C) for 10 to 15 minutes. At the conclu-sion of this period, a vacuum of 15 ± 2.5 kPa absolute is immediately ap-plied for a period of 30 minutes. The vacuum is released, and the sample containers removed. There may still be surface bubbles on the samples; these should be removed using a torch or hot knife.

One should not expect test results from either the pressure aging ves-sel or vacuum degassing oven proce-dures. Both pieces of equipment are used to help simulate the aging ex-pected in a pavement that has been in service for a 7- to 10-year period. Test results are obtained by testing the aged samples from the pressure aging vessel and vacuum degassing oven further in either the dynamic shear rheometer to help determine resistance to fatigue cracking, or the bending beam rheometer and direct

tension tester to determine resis-tance to low temperature cracking.

A comparison of test results be-tween unaged samples and aged samples can provide a greater under-standing of how in-service oxidation affects asphalt binder resistance to fatigue and low temperature crack-ing. This understanding can lead to better predictions of pavement dis-tress related to binder stiffening and can ultimately help better predict in-service life of an asphalt pavement.

it’s worth noting that the long-term aging process originally required the vacuum degassing oven to help with the repeatability of the direct tension test. However, it’s currently not re-quired as part of AASHTO specs. Re-search has shown that similar results are achieved using the bending beam rheometer with or without the vacu-um degassing oven process; however, many professionals still feel it neces-sary to use.

Mitch Holdren is the distribution development manager for Gilson Company, Inc. For more information, contact him at (740) 548-7298 ext. 835 or [email protected].

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

To simulate the aging expected in a pavement that has been in service for a 7- to 10-year period, lab techs use various pieces of equipment to get a sample that is just right for testing. Short-term aging can take place in a rolling thin film oven in as little as three to four hours. The process leaves the tech with ample sample for the long-term aging process. Here’s how to conduct those steps with the pressure aging vessel and optional vacuum degassing oven.❒ 1. preheat the PAV chamber to

194o to 230oF (90° to 110°C)❒ 2. collect the sample from the

RTFO bottles; mix it to ensure homogeneity

❒ 3. pour the sample into PAV pans at 50 grams per pan

❒ 4. load pans; set in chamber; close door; tighten bolts; set “age”

❒ 5. wait 20 hours❒ 6. equalize chamber pressure❒ 7. transfer sample pans to warming

oven for 15 minutes❒ 8. preheats the vacuum degassing

oven to 338oF (170°C)❒ 9. scrape bubbles from top of

sample pans, one at a time, storing them in warming oven during this process

❒ 10. load pans in vacuum degassing oven—this step must take less than one (1) minute

❒ 11. heat samples at 338oF (170°C) for 10 to 15 minutes

❒ 12. immediately apply a vacuum of 15 ± 2.5 kPa absolute for 30 minutes

❒ 13. release vacuum; remove samples

❒ 14. remove any remaining bubbles with a hot knife

❒ 15. test samples!

UnDer PreSSUre To AGe

Did you know that ASTM and AASH-TO specs used to require techs to de-gas asphalt specimens after aging them in a pressure aging vessel? Gilson’s HM-921 Vacuum Degassing Oven is a table-top piece of equipment; the chamber accommodates four specimens.

20 decembeR 2013

producer profile

When the most expensive prod-uct in an asphalt mix is one that

can be created on-site using recycled materials, smart producers seek alter-native means to use that surplus. For Brauntex Materials in central Texas, management looked at the numbers to see that investing in equipment to work with that surplus product would be a win-win.

Brauntex Materials is a leading pro-vider of hot mix asphalt (HMA) and crushed limestone products in central Texas. They performed a cost-benefit analysis and quickly saw that investing in equipment that could produce frac-tionated reclaimed asphalt pavement (FRAP) would not only eliminate un-used material from the company’s op-eration, but would also save money at the same time.

Using a KPi-JCi and Astec Mo-bile Screens ProSizer 3100 and a Fold’nGo 2612D mobile screening plant purchased from T-K-O equip-ment in new Braunfels, Texas, Braun-tex Materials managers found they could produce a variety of new ma-terials, including a ½-inch by 3/8-inch product and a minus 3/8-inch for its FRAP product, according to company employee Albert Flores. The compa-ny also owns an FT2640 track-mount-ed jaw crusher to crush recycled concrete and oversized rock that is brought back from other job sites.

Brauntex Turns Cast-Offs Into Cashby michelle cwach

22 decembeR 2013

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

into usable material for Brauntex Materials.

By incorporating a high percentage of frap into an asphalt mix, producers not only reduce the amount

of virgin rock mined and use less asphalt cement, But they also conserve the energy used for trucking

and decrease the energy used for processing.


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

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NOV AP DILLMAN.indd 1 10/11/13 2:28 PM

producer profile

“The ½-inch by 3/8-inch product is one of the most valuable products in our asphalt mix because it is the most expensive to purchase as virgin ag-gregate,” Flores said. “By processing the recycled material using the mobile high frequency screening plant, Braun-tex Materials is able to save on vir-gin aggregate and bring costs down, as well as offer an environmentally friendly solution for our end users.”

Brauntex Materials currently pro-duces 160,000 tons of aggregate per year, 20 percent of which is recycled, Flores said. The company has five vir-gin aggregate bins and two RAP bins on site.

“The high frequency screen works much differently than any conven-tional screen we’ve ever used,” Flores continued. “Because you can’t fractionate the finer prod-ucts required for FRAP efficient-ly using a conventional screen, this high frequency screen makes all the

difference to our operation, and al-lows us to get the size we require for our asphalt mix.”

The ProSizer high frequency screening plant functions by provid-ing an aggressive screen vibration directly applied to the screen media that allow for the high screen capac-ity for fines removal, chip sizing and dry manufactured sand. The closed-circuit mobile plant incorporates a double-deck Pep Vari-Vibe high fre-quency screen with a 3136 horizon-tal shaft impact crusher, which allows Brauntex Materials to recirculate the oversized material; this means two sizes are produced, leaving no wast-ed product behind, Flores said.

“We can handle up to 6-inch mi-nus material in our mobile screening plant,” Flores said. “The horizontal shaft impactor will break down that pancake-size product into usable material, which means we have less waste, giving us a higher return.”

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

not all material transfer devices (MTDs) work in the exact same manner. Windrow elevators are an intermediate paver feeding

device that are usually not self-propelled and don’t carry surge capac-ity although they are used to improve mat quality and production as their cousins the material transfer vehicles (MTVs) are designed to do.

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

Dillman gets the job done

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By incorporating a high percent-age of FRAP into an asphalt mix, pro-ducers not only reduce the amount of virgin rock mined and use less as-phalt cement, but they also conserve the energy used for trucking and de-crease the energy used for process-ing, according to regional sales man-ager John McGimpsey.

Brauntex Materials selected the ProSizer 3100 because managers knew incorporating FRAP into their asphalt mix was important to achiev-ing a better bottom line, as well as staying environmentally friendly in their operation.

“The portability of the ProSizer 3100 allows the producer to move around to multiple job sites and pro-cess FRAP back to its original size,” McGimpsey said. “it allows produc-ers like Brauntex Materials to in-crease its RAP and FRAP use, while adding flexibility and improved con-trol in mix designs.”

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

let’s look at a familiar situation. Your quality control (QC) team has fol-

lowed the sound advice outlined by Dr. Ray Brown in the “Asphalt Mix Testing for laymen” article in the Sep-tember 2013 issue of AsphaltPro. The team has perfected a mix design for a state project right down to the per-centage of binder from recycled as-phalt shingle (RAS) material. The test strip your paving crew placed on the back lot showed bonus-worthy density and the haul truck drivers know how to get a perishable product to the job in a timely fashion.

This will be the best project ever.

When the department of transpor-tation quality assurance inspector runs a test and your air voids come up all wrong, you naturally assume he’s green. Your crew paves an extra test strip to prove it; strangely enough, they can’t get density to save their lives. What on earth is going wrong? it’s as if a ghost floats around the yard playing “musical signs” with stockpile labels while arbi-trarily ramping up the AC delivery.

in the november issue’s “Con-trol Your Plant Mix” by Dr. Michael Heitzman and Clarence Richard, we took a close look at the phantoms that disrupt QC. But there’s nothing

supernatural about it; changes in feed materials can go undetected if you don’t know to look for them.

When the QC testing and paving procedures are good but you still ex-perience variability in your mix, you may have an issue with gradation or the measured asphalt content at the plant. The problem can lie with the control of minus 200s or asphalt con-tent. Heitzman and Richard discussed these problems in depth to conclude that proper metering and compensa-tion in blending controls for minus 200s and asphalt content is vital to getting phantoms out of mixes and getting an

State of Metering ControlSby Sandy lendeR

28 decembeR 2013

excellent, uniform product across the asphalt industry.

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

PArT I:Handle, feed With carelet’s start a discussion of metering and controlling ingredients such as RAS with tips for handling the material. Mitch Duncklee is a software engineer for Systems equipment in Waukon, iowa. He suggested producers could get more consistent feeding results if recycling operations stayed up to date with their practices.

“Pre-processing the shingles differ-ently can make a large difference in how the RAS feeds,” Duncklee said. “While making mix, good feedback control in the blend computer can help smooth out the AC content, but any chance to prevent manic speed chang-es because of poor feeding should be looked into.”

He sees pre-processing as a positive step for future innovations. “Pre-pro-cessing and storage would go a long way to make RAS behave like a typi-cal ingredient,” Duncklee continued. “it wouldn’t surprise me to see more buildings or shelters to store the more sensitive materials. A lot of money gets spent removing moisture and clumping in process. Why not eliminate it before it even gets to the bin?”

While a recycler will look at pre-processing as sorting the deleterious materials out of the shingle pile prior to grinding shingles to produce RAS, the asphalt plant owner can look at pre-processing at his site as declump-ing the RAS prior to feeding it into his drum. Preston Mcintyre, the south central sales representative for Ro-tochopper, explained that clumping or

compacting of RAS usually occurs in one of two ways.

“When material is run over by a load-er or similar piece of heavy equipment, it compacts,” Mcintyre said. “Another clumping occurrence can happen if a pile of RAS sits for an extended period of time; it can conglomerate due to the heat of the sun and its own weight if the pile is quite high. The outer layer of the pile is typically the only area af-fected by the sun.”

Mcintyre suggested if either the problem of agglomeration or clumping occurs, send the effected RAS through the grinder for a quick, second pass to bring the RAS back to usable form. He also reminded readers of a simple addi-tive to prevent clumping.

“AdveraWMA is a product that can be fed into the grinder while it’s grind-ing shingles. it has many uses but one primary use is it keeps RAS from clump-ing.” As reported in the October 2012 issue’s “Here’s How it Works” depart-ment, Advera®WMA is added either during stockpiling or when feeding RAS. Here’s the scoop.

When stockpiling or feeding RAS, time, temperature and moisture can cause agglomeration of the particles into clumps that negatively influence quality control. While using sand in the RAS stockpile has the secondary bene-fit of shining some plant components by preventing RAS from sticking as it goes through production, it can have a nega-tive influence on QC depending on the cleanliness of the sand. Clean sand can be costly. Dirty sand can throw a good mix off kilter. To address all of these is-sues, PQ Corporation began using its AdveraWMA additive instead of sand to homogenize the stockpile and keep clumping at bay.

A hopper-and-auger system deposits 1 to 2 percent Advera WMA per ton of RAS, which is about 20 to 40 pounds per ton of RAS, into the loading hopper of the shingle grinder. The -200 mesh, white powder blends into the grinding process with the RAS.

in the other method of introduction, AdveraWMA can be fed into the feed hopper during trommel screening or fed directly onto the belt for blending. Then the loader operator feeds the RAS bin through a grizzly screen, which we’ll

The 10-foot by 14-foot reverse weigh style shingle bin from Argo industries, inc., in Brookfield, Wis., is designed spe-cifically for holding and feeding RAS. Here are the specifications Argo lists for it: ¼-inch mild steel shell, steep side and back walls, vertical front wall; angle belly band; four tubular steel support legs with bracing; slide gate with side wind manu-al jack; two vibrator mounting plates; 30-inch belt feeder; CeMA C5 carrier idlers; MOR 3-ply 330-PiW cleated convey-or belt with mechanical fasteners; head chute; grizzly section; designed to accept Rice lake Model Rl1600 20,000-pound load cells or customer-preference; option-al load cell package, zero speed switch, flow limit switch, vibrators, UHMW liners, and variable speed drive.


Preston Mcintyre offered this step-by-step guide for getting recycled asphalt shingles into shape for best feeding at the plant. He summarized, “if asphalt shingles are ground to ½-inch minus or less and are handled appropriate-ly—for example, do not drive on the RAS pile and use the RAS within a rea-sonable amount of time—the HMA plant should not have any issues feed-ing RAS.”

Basic Grinding Methods1. Single-pass grinding through a small screen hole size2. Double-pass grinding through a larger screen, and then a smaller screen3. Grind, Screen, and then Regrind the Overs

Some companies use a combination of methods, but the one you choose comes down to these key considerations:1. wear costs2. uptime vs downtime3. handling costs

When you have the right grinder and set-up for your needs, follow these steps:1. Maintain teeth and screens. excessively worn teeth and screens may pro-

duce coarser material.2. Keep detailed records of all parameters. Tear-offs may grind more easi-

ly, but may also produce coarser material if operators don’t make appro-priate adjustments. ensure all settings and configurations are consistently matched to the raw material and end product specs.

3. Make sure your shingles are free of deleterious material, including steel. A cross-belt conveyor on your grinder can remove ferrous metal, including roofing nails.

4. Carefully handle and store the RAS to prevent aggregation. Some asphalt producers blend RAS with sand or other materials to prevent aggregation, but this method is falling out of favor because the mix specs become hard-er to control when aggregate quantities added to the mix have to be ad-justed to account for the sand blended with the RAS.

discuss momentarily, or directly into the bin. The Advera-treated RAS cascades to the conveyor belt below the RAS bin where it travels to the drum for mixing.

Mcintyre summarized, “if as-phalt shingles are ground to ½-inch minus or less and are handled ap-propriately—for example, do not drive on the RAS pile and use the RAS within a reasonable amount of time—the HMA plant should not have any issues feeding RAS.”

President of Meeker equipment, Jeff Meeker suggested moisture

is a trouble-spot to watch as well. “Controlling moisture has a huge impact on how RAS feeds or is me-tered. One of the simplest innova-tions is using a fabric building to cover the RAS piles to make con-sistent moisture in the material. not only does this help in drying costs, it greatly helps in how con-sistently the material feeds into the plant.”

Richard agreed that staying off the RAS pile, timing of RAS use and consistency in moisture are vital. “Time is important,” Richard

30 decembeR 2013

shared. “So is keeping the ma-terial cool so it doesn’t melt and clump up and keeping it out of the rain so that the material being weighed or metered at the plant has a consistent amount of mois-ture. The controls should be asked to compensate for a consistent amount of moisture.

“The plant doesn’t have an is-sue feeding RAS if these best practices are followed,” Richard continued. “The plant has an is-sue feeding it accurately. Keeping the material from compacting or clumping, and keeping it as con-sistently dry as possible helps the accuracy.”

Another way to feed material consistently is to concentrate on the bin handling it. Asphalt Drum Mixers in Huntertown, ind., offers a recycling system with 15-ton ca-pacity RAP bin. While the bin is marketed for RAP, it has an op-tional lump breaker that features an adjustable steel breaker plate that is powered by a 30-horsepow-er motor with an open-mesh cov-ered V-belt drive. The single- and double-deck scalping screens help keep oversized material from en-tering the mix. The bin offers air cannons and grizzlies, which have benefits for the RAS operation.

Argo industries, inc., of Brook-field, Wis., offers a bin designed specifically for RAS. “We use a ver-tical front wall and steeply sloped side and end walls along with a cleated belt to improve flow abil-ity,” Paul Vandermolen of Argo said. “What we have found with our users is that when this material is being processed in bins with flat-ter slope angles, the material tends to pack.”

While producers are familiar with using grizzly screens to keep large material from entering the production stream, it has addition-al uses in the RAS process. “Griz-zly sections over RAS bins should not exceed a 6-inch grid pattern,” Vandermolen said. “The purpose of the grid is two-fold—to prevent large fugitive clumps from getting into the bin and plugging the gate

opening, and to help stratify the material to minimize packing in the drop/delivery process.”

Of course, controlling the size of material getting through is vital for innumerable reasons.

PArT II:control What enters the mixWhether it’s mineral filler, minus 200s, dust or fines, you have to monitor and control small particle sizes that affect the absorption of AC in the mix. As discussed in last month’s article, dust affects voids. By controlling and measuring the flow rate of dust—and/or other fines entering the mix—we will im-prove the quality of the mix. By in-stalling a dust scale control system, producers experience success with consistent mix quality.

Vandermolen explained the QC headache producers experience when something gets stuck. “if a fugitive clump is stuck in the gate, the feeder will speed up until the desired weight is moved based on its rated AC content,” Vander-molen said. “On the contrary, in a timed scaled arrangement, if one of your sources is plugged and you are using product of varying AC content as in millings or shin-gles, the overall percentage could become skewed either higher or lower.”

if something in the RAS or dust material feeding goes awry, it’s up to the controls system to ad-just percentages of other ingredi-ents to balance the mix. Vander-molen said, “some of the leading asphalt equipment manufactur-ers have the capability to inte-grate our system into their exist-ing blending control system.”

Ken Cardy of libra Systems, Harleysville, Pa., addressed the introduction of dust specifical-ly. “With respect to introducing dust, some plants simply return the dust to the mix, leaving gaps and surges in dust content in the mix. Many plants today employ vane feeders with weigh deple-tion and pneumatic delivery; however, this has traditionally


been challenging for automation to control because each slug of mate-rial from the vane feeder temporar-ily reduces the vacuum on the bot-tom of the weigh hopper. This causes the weight reading from the hopper to oscillate at a frequency that var-ies with the feeder speed. To address this situation, the libra PlantWise Drum Mix Control System employs specialized filtering techniques to smooth the readings.”

Meeker uses the libra controls. “At Meeker, we don’t offer a spe-cific plant-wide control for a drum or batch plant. We typically use li-bra Systems when it comes to plant-wide automation. We do offer specif-ic controls for handling RAP, RAS or

even warm mix. This happens when the plant control manufacturers can’t make changes to their controls. We at Meeker have to control a certain aspect of the process, and then pass some of that function back to the plant controls people.”

That’s the type of cooperation and innovation Heitzman and Richard looked for in their article. OeMs are addressing automation that adjusts blending controls.

Systems equipment’s Duncklee shared what they have in place. “All feeders or ingredients in Systems ADP-100 blend computer have the option of running with feedback control. That means that the mea-sured rate will correct the output

signal such that the target rate will be matched as closely as possible. The software handles many types of feedback options, including de-pletion weigh pods for dust, liquid meters for warm-mix additives and reverse weigh bins for precise con-trol of materials like shingles. Simple tail-shaft tachometers are the most common form of feedback control but they don’t measure the material, only the speed of the bin.”

Payne stated that Astec offers the PMii, PMiii and TCii blending pack-ages for ingredient control. Among their many other functions, these packages are designed to recognize when there’s a drop in weight from a material being fed to the drum. “At

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

32 decembeR 2013

that time, the system knows what is lagging,” Payne said. “it also knows the valuable data about the materi-al in the bin such as asphalt content and fines percent. With this informa-tion, the system can make dynamic changes to both composite calcu-lation for asphalt content and fines percent going into the mix. This al-lows the system to make the correc-tion to targets for total asphalt de-sired in the final mix.”

Director of Controls Systems Gregg Gilpin of Stansteel/Hotmix

Parts in louisville, Ky., explained that the Accu-Trac control his com-pany offers gives the plant operator a back-up system on controls. “With our Accu-Trac control, we indepen-dently time every ingredient be-cause not every ingredient moves at the same rate of flow. We time them individually so that they meet up at the mixing and blending point at the same time in the right proportions.”

When there’s a weight fluctu-ation, the Accu-Trac sounds an alarm. “We initiate an alarm or even shut it down if anything isn’t feeding correctly.”

in addition to monitoring each component of the plant, the sys-tem has a separate device on each component to independently verify that the monitor is working. in other words, the sensor that makes sure the RAS weight is correct has its own independent “tester” making sure it’s working at all times.

That kind of control and QC is what Heitzman and Richard sought with their article and it’s the kind of

control and QC that plant owners need to be aware of. As stated in no-vember’s issue, the industry should soon reach a consensus on what to continuously strive for to be as good as we can be. OeMs have technology in place to get us there.

For more information, contact the sources for this article. In alpha-betical order they are Paul Vender-molen of Argo Industries at (262) 781-3995; Stephen Payne at Astec Industries at (423) 867-4210; Clar-ence Richard at (952) 939-6000; Dennis Hunt of Gencor at (407) 290-6000; Ken Cardy of Libra Systems at (225) 256-1700; Annette Smith of PQ Corp. at (416) 255-7771; Preston McIntyre of Rotochopper at (320) 548-3586; Gregg Gilpin of Stansteel/Hotmix Parts at (800) 826-0223; Mitch Duncklee of Sys-tems Equipment at (563) 568-6387.

This screen capture from Systems equip-ment Corp., Waukon, iowa, shows the Mod-ern Asphalt Plant configuration as it appears in the control house for the plant operator.

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.

34 decembeR 2013

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Astec can configure a plant to fit your site, whether that site is in the middle of nowhere or in the middle of a major metropolitan area.

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STaTe of aSPHalT fundIngby Sandy lendeR

When Congress and President Obama disagreed a few months

ago, some people felt uneasy about the way the government shutdown might affect highway funding. Members of the asphalt industry had already made the financial and time commitment to visit with representatives in Washing-ton during the national Asphalt Pave-ment Association’s (nAPA) fly-in Sept. 10 through 11. no one wants to think the sacrifice was for naught.

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

legislators made compromises to get the government back up and run-ning Oct. 16. Stanley outlined some specific dates we can keep an eye on, one of which is coming up quickly.

“The legislation that passed Con-gress and was signed by President Obama funds the government under a Continuing Resolution (CR) at fis-cal year 2013 post-sequestration lev-els through January 15, raises the debt ceiling through February 7, and

38 decembeR 2013

sets December 13 as the deadline for broader budget negotiations. So the debate over funding and the debt is far from over yet.

“The two respective Budget Com-mittee chairs, Senator Patty Murray (D-Wash) and Rep. Paul Ryan (R-Wis) already met as they begin to try to ne-gotiate an agreement on a fiscal year 2014 Budget Resolution and a bud-get framework for funding the fiscal year 2014 appropriations bills for the remainder of the fiscal year following January 15.”

Funding is the key issue. According to the American Road and Transpor-tation Builders Association (ARTBA), Congress enacted an obligation ceil-ing of $40.256 billion for the federal highway program for fiscal year 2014 (FY14) in the Moving Ahead for Prog-ress in the 21st Century Act (MAP-21). The Congress included an additional $739 billion of contract authority and emergency relief funding that is not subject to the limitation, for a total of $40.995 billion. ARTBA also reported that the Obama Administration re-quested that identical amount for the federal highway program in its FY14 budget proposal (See Table 1). What legislators have to agree on is how to fund that budget; from where will the money come?

“As a result of the October 16 com-promise, it is possible during these bud-get negotiations for Congress to reach agreement on setting a path towards fixing the Highway Trust Fund revenue situation through possible tax reform legislation in 2014,” Stanley said.

Rep. Barbara Boxer (D-Calif) will pro-pose a transportation bill in 2014 that will garner attention from all negotia-tors, but the funding question remains controversial.

“While Senator Boxer’s bill, and for that matter Congressman Bill Shuster’s bill, establishes the programs and sets funding levels, all eyes are on the rev-enue portion of the program and that normally happens in a tax bill,” Stanley said. “This is a matter for the House Ways and Means Committee led by David Camp (R-Mich) and the Senate Finance Committee led by Max Bau-cus (D-Mont). Rep. Camp and Sena-tor Baucus have been meeting on a

regular basis to discuss tax reform legislation and we know this issue has been on their agenda. The key will be the Ryan-Murray negotiations on the budget, which would set the terms for tax reform legislation to be considered by Congress in 2014. it is in that legis-lation that a fix for the Highway Trust Fund can and must be done.”

That’s where the asphalt industry can focus its valuable time and energy. Stanley explained that the Highway Trust Fund is not on auto-pilot. “There is simply not enough revenue com-ing into the program to sustain cur-rent spending levels….Congress could try and kick the can down the road by transferring funding from the general budget to the Highway Trust Fund, but given the current political climate in Washington, that seems unlikely and the industry would prefer a long-term solution with funding certainty over multiple years.”

Something for asphalt profession-als to remember is their individual and combined influence. “Asphalt pro-ducers are in nearly every district so our grassroots network goes far and wide,” Stanley said. “if our members out in the districts continue to hold plant tours and district office meet-ings with members of Congress, then our industry’s story and voice will be heard. nAPA provides the messages and helps coordinate the events. This is the most important part of the in-dustry’s advocacy campaign.”

To find messages nAPA has pre-pared, visit its government affairs page at www.asphaltpavement.org. “We suggest our industry discuss-es our Asphalt leave Behind first. it talks about nAPA and the indus-try more specifically and gives the industry a chance to touch on pave-ment type selection issues that are specific to the asphalt industry. The industry believes pavement type se-lection should be left up to state en-gineers who are best positioned to know what is right for each project in their state.

“One of the coalitions we are a part of is the Highway Materials Group, which came up with a Fund-ing Principles document that lays out what we believe Congress must do for transportation infrastructure to be funded at an appropriate level. if six competing associations can agree to these principles for authorization, there is hope for Congress to be able to agree to something also.”

Hope is a good message, as is the message of the road building com-munity’s economic boon for the United States. Given the budget re-quests coming out of the current ad-ministration and the apparent needs throughout the U.S. infrastructure, the grassroots efforts of the trans-portation industry should prove suc-cessful in convincing representatives to work together. let’s give legisla-tors our support toward that goal.

PrograM MaP-21, faa aCt Budget requeSt

federal Hwy Program obligation limitation $40.256 billion $40.256 billion

Hwy Contract authority not subject to limitation $739 million $739 million

Public transportation Program (total) $10.695 billion $10.91 billion

inc. Capital investment grants $1.907 billion $1.981 billion

airport improvement Program $3.35 billion $2.90 billion

Hwy Safety Programs $1.252 billion $1.252 billion

tifia loan program $1.0 billion $1.0 billion

gf transfer to Hwy trust fund $12.6 billion $12.6 billion

Table 1. The administration’s Budget Proposal

This table summarizes the Administration’s budget proposal for the core transportation invest-ment programs for fiscal year 2014 (FY14). Source: American Road & Transportation Builders Association (ARTBA)


The evolution of the asphalt indus-try has included advancements to

pavement thickness design and mix-ture selection methodology, improve-ments to mix design methods, en-hancements to production facilities,

and improvements with construction equipment and techniques. This evolu-tion has taken decades and it isn’t over--continued ingenuity by the asphalt in-dustry makes asphalt pavements last longer and perform better from high

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

Recycle with high PeRfoRmanceby timOthy R. muRphyGreat asphalt pavements begin with aggregates like slag

40 decembeR 2013

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

mIx DeSIGn PHILoSoPHIeSThe asphalt mix design philosophies used over the past several decades—such as Hveem, Marshall, Texas Gyra-tory and Superpave—each brought strength to the roadway and runway building industry. These improve-ments occurred as traffic volumes and loadings continued to climb through-out the industrial world.

With added stress due to loading on asphalt pavements, improved aggre-gate quality, strength and classifica-tion measurements became the norm in conjunction with a better under-standing of the importance of voids, voids in the mineral aggregate (VMA), and voids filled with asphalt (VFA); aka Volumetrics. The overuse of inexpen-sive beach sands, dirty aggregates and single aggregate stockpile production were identified as the primary causes for premature pavement failures. each has been fazed out of standards and specs over the years. The use of en-gineered sharp sands; clean, hard ag-gregates; and multiple stockpiles of aggregate for input now ensure that longer lasting roadways are built.

in addition to stronger asphalt pave-ments is the need to provide safer roadways. Agencies have recognized this for years and most now have up-dated geometric criteria and higher frictional requirements of the coarse aggregate as well as improved de-sign, production and construction standards. As stability and friction are typical needs of high speed, high vol-ume asphalt facilities, many asphalt contractors look for one product to fill both needs. Stability and friction ability come from aggregates that are high in crush, hard, durable and reus-able. According to the industrial Re-sources Council (iRC), air cooled blast furnace slag and steel slag in particular provide good rutting resistance and superior friction properties, making them a choice aggregate for the sur-face course. The cost-benefit analysis

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

SLAGSBlast furnace (BF) slag is formed when iron ore or iron pellets, coke and a flux (either limestone or dolomite) are melted together in a blast furnace. When the metallurgical smelting pro-cess is complete, the lime in the flux has been chemically combined with the aluminates and silicates of the ore and coke ash to form a non-metallic product called blast furnace slag. Dur-ing the period of cooling and harden-ing from its molten state, BF slag can be cooled in several ways to form any of several types of BF slag products.

in a blast furnace, combustion ma-terial and ore are supplied from the top while an air flow is supplied from the bottom of the chamber. This forc-es the chemical reaction to take place throughout the ore, not only at the surface.

Steel furnace slag is produced in a basic oxygen furnace (BOF) or an elec-tric arc furnace (eAF). Hot iron and/or scrap metal are the primary metals to make steel in each process. lime is in-jected to act as a fluxing agent. The lime combines with the silicates, alumi-num oxides, magnesium oxides, man-ganese oxides and ferrites to form steel furnace slag, commonly called steel slag. Slag is poured from the fur-nace in a molten state. After cooling from its molten state, steel slag is pro-cessed to remove all free metallics and sized into products.

Basic oxygen furnace (BOF): Ox-ygen is blown into the furnace ves-sel through a water-cooled oxygen lance, oxidizing carbon and the oth-er unwanted elements in the molten iron. Fluxes are added to remove other unwanted elements yielding high quality steel.

electric arc furnace (eAF): Charged material is heated to a liquid state by means of an electric current. The elec-tricity has no electrochemical effect on the metal making it perfectly suited for melting scrap.

During the perpetual pavement construc-tion of this section of interstate 70 in 2002 and 2003, the contractor and engineer worked together to make the project a suc-cess. i-70 got its facelift from just east of Marshall to the Martinsville interchange in illinois. Champaign Asphalt performed the work from the Mill Creek Bridge eastward, placing 9,000 metric tonnes of mix. Howell Paving/Howell Asphalt performed the work from the bridge westward, placing 19,000 metric tonnes. The DOT reports the road-way is still performing at 100 percent.


Steel slag is processed as an air-cooled material. The national Slag Association states the metallics are magnetically separated and the remaining slag is sized into construction aggregates, used as an agricultural soil amendment, as a raw ingredient in Portland ce-ment production, as an environ-mental remediation material and many other uses.

The Oregon Department of Trans-portation Research Report no. OR-RD-00-09 of April 2000 stated: “Af-ter the steel slag has been crushed and graded into the sizes desired it is stockpiled for delivery. Asphalt concrete has been produced and the pavement constructed readily in Oregon when crushed steel slag is used as a portion of the aggregate.”

As discussed in the article titled “Mix in Slag” in the February 2013 issue of AsphaltPro, before an ag-gregate is considered for use on an agency project, whether it is for aggregate base, HMA or other, the quality of the mined materials must go through rigorous agency evalua-tion to determine a variety of quali-tative measures, including:• Safety – Friction testing• Angularity – Fracture testing• Hardness – lA Abrasion• Durability – Soundness• Absorption – Specific Gravity

Slag meets and exceeds all of these quality (ASTM D5106) mea-sures time and again. (See Table)

SLAG SUcceSS STorIeSSlag has been used as the aggre-gate of choice in the construction of many long lasting asphalt pavements. Around the globe, slag exceeds ag-gregate requirements for asphalt use and the transition to Superpave only highlighted slag’s features:1. Coarse aggregate is produced at

100 percent two-faced fractured faces, rough surface texture, good particle shape, and meets the flat and elongated requirements.

2. Fine aggregate at a minimum of 45 percent fine aggregate angularity.in addition slag “may be used as a

friction aggregate” in its first and sub-sequent uses. At the Williams and Mar-garet intersection in Thornton, ill., a sign reads: “Home of Thornton Quar-ry; largest limestone Quarry in the World.” There a successful steel slag, stone matrix asphalt (SMA) rehabilita-tion of the intersection got the state’s attention. The illinois Department of Transportation (iDOT) has adopted this mixture as the standard for use on inter-states in Chicagoland and at high load, high traffic situations where a high fric-tion coarse aggregate is required.

Several slag projects are now more than 20 years old and still performing. The extensive use and success of slag in perpetual asphalt pavements has presented another opportunity; that the slag coarse fraction from these cold millings (RAP) are now used a second time in new surface course mixtures and again, demonstrating the global stewardship of resources. For their continuous long-term ef-forts, iDOT was awarded the 2012 Green Governments Award for edu-cation and outreach, transportation, efficiency and conservation.

SocIeTY, SUSTAInAbILITY, fUTUreBecause of the size of the iron and steel industry in the United States, there are thousands of people em-ployed in the slag industry. Addi-tionally, slag is a sustainable (green) material that can be reclaimed and reused multiple times. Using iron and steel furnace slag will help preserve our natural resources. Based on nu-merous environmental tests, studies

and reviews by governmental agen-cies and the iron and steel industry, we know that iron and steel slag is a safe and valuable resource, and we encourage its continued use as a vi-able environmentally friendly product for building and maintaining the Unit-ed States’ infrastructure.

Because slag is a co-product that comes from the manufacturing of iron and steel; both slag products score high on first use per the Greenroads™ Rating System (Manual v1.5, p. 396). Slag is a regional material that reduc-es trucking emissions and the need to import aggregates from far away, and it works well with recycled materials such as RAP, ground tire rubber and asphalt shingles.

Due to the successful performance and numerous uses of slag over the past several decades, iDOT allows RAP slag to be used in all mixes and all lifts of asphalt. Additionally, iDOT counts the coarse aggregate slag in high volume surface mixes as part of the friction ag-gregate requirement, because of both the fracture strength and friction sup-plied to the pavement structure.

Finally, as the drive for Total Recy-cle Asphalt continues, iDOT recently awarded several projects that allow the use of up to 100 percent recycled aggregates where one project uses 72 percent slag and 28 percent RAP.

“We recycle and use over a million tons of reclaimed materials on our highways annually as a matter of ev-eryday practice,” illinois Transporta-tion Secretary Ann l. Schneider said. “We believe Total Recycle Asphalt will take illinois to a new level of environ-mental sustainability, and we hope it will inspire others to follow our lead.”

These new generation mixes use lo-cally available materials, encourage ingenuity, reduce the overall carbon footprint, and provide for long last-ing, strong and durable asphalt road-ways time and again when using slag as a component. it is quite possible that these new generation mixes us-ing slag are the most recycled hot mix asphalt pavements ever produced on the planet.

Timothy R. Murphy, P.E., is the pres-ident of Murphy Pavement Technolo-gy, Inc., in Chicago.

Sieve MiniMuM MaxiMuM

¾-inch (19-mm) n/a 100

½-inch (12.5-mm) 90 993/8-inch (9.5-mm) 50 85

#4 (4.75-mm) 20 40

#8 (2.36-mm) 16 24

#200 (0.600-mm) 8 11

Table 1. Typical Stone Matrix asphalt Spec using Slag

Volumetricsndes = 80; voids = 4%, vMa = 17.0vfa = 75-80, in-place density = 94-97 of gmm

42 decembeR 2013

gRow aSPHalT BaSeSAPAExECUTivEdirECTOrSSHArETiPSTOGrOWindUSTryPrESEnCE

by Sandy lendeR

JOnM.yOUnG,HAPiinASPHALT:2yEArS

BriAnK.WOOd,PAiKy,2014SAPAExECUTivEdirECTOrinASPHALT:13yEArS

WiLLiAMKnOPF,APAiinASPHALT:5yEArS

J.dOnWEATHErS,LAPA2013SAPAExECUTivEdirECTOr

TOMPETErSOn,CAPAinASPHALT:14yEArS

JiMWArrEn,ACAFinASPHALT:≈30yEArS

LOUISIAN

A

ASP

HALT PAVEMENT ASSOCIATION

44 decembeR 2013

When the concrete industry knocks on your client’s door, instinct tells

you to up your game. While you have a top notch operation that performs bonus-worthy work on a regular basis, management still wants to strike out the side so the competition at Com-pany PCC gets out of scoring position.

One way to make sure agencies, owners, materials engineers, municipal planning organizers and all manner of public opinion-makers understand the value-added benefits of asphalt mixes and pavements is to combine the in-dustry’s efforts. We need to help one another make a uniform product that knocks the results out of the park ev-ery time. Make no mistake; i’m refer-ring to state asphalt pavement asso-ciations (SAPAs) combining resources to combat and beat concrete industry groups on a local level. Gathering to grow a base shouldn’t be difficult and it’s the task of SAPA executive direc-tors to make it happen.

At this time, 38 SAPAs represent 39 states, although some aren’t focused on purely the advancement of asphalt. The new York Construction Materials Association and the Tennessee Road Builders Association are examples of groups that divide their interests. The national Asphalt Pavement Associa-tion’s (nAPA) T. Carter Ross shared “Some states without an APA work through the American General Con-tractors (AGC) or another organiza-tion; for example, Arizona AGC at the beginning of the year set up an asphalt study group to focus on asphalt pave-ment issues.”

For a state association, the consis-tent leader from year to year is typi-cally the executive director. His or her mission may vary depending on the association’s lineup of issues, but the focus is on furthering the asphalt industry within the state for the bet-terment of the members. For the As-phalt Pavement Association of indi-ana (APAi) in indianapolis, that means the most important aspect of the job is advocacy. APAi executive Direc-tor Bill Knopf takes the goal of ad-vocating for the association’s strate-gic plan—more tons—seriously. He’s been in the business of trade associa-tions for a quarter of a century.

ADvocATe“We advocate for asphalt pavement in many key markets, both public and private,” Knopf said. “A large com-ponent of our advocacy efforts is en-suring that the various political agen-cies our members perform work for have adequate funding for a robust highway construction program. not to be overshadowed, another impor-tant element of the advocacy effort is improving quality, and this is accom-plished through our extensive educa-tional efforts, directed at both pave-ment decision makers and specific segments within our member firms.”

For the Hawaii Asphalt Paving in-dustry (HAPi) in Honolulu, executive Director Jon M. Young takes advoca-cy right to the materials engineers, although that takes him away from

the aspect of his job that he enjoys the most.

“The single-most time-consuming aspect of my job is getting a spec-ification or procedure changed,” Young said. “Many hours are in-volved and yet it still takes a very long time to get a change approved. For example, the use of warm-mix asphalt is accepted in many parts of the country. Since i started in July 2011, i have met numerous people, responded to questions on the ad-vantages and disadvantages of warm mix, and have been encouraging the county government to allow the use of warm-mix asphalt, but to date, this change has not been approved.”

He’s still working toward the goal of WMA’s use while working in the more “fun” parts of the job.

duringtheFeb.19through21,2014,rockyMountainAsphaltConference&EquipmentShow(rMACES)indenver,attendeeswhopre-registerforthetrainingprogramwillbeeligibletoreceiveaCertificateofAchievementinoneofthreesessiontracks:Maintenance,Materials,orEquipmentandOperators.ThecertificateprogramispresentedbytherockyMountainAsphaltEducationCenter(rMAEC)inassociationwiththerMACES.Toachievethecertificate,thecandidatewillberequiredtocompletetheregistrationformonwhichhewillindicatehischoiceofsessiontrackandpayanadditionalfeeof$50.Atthebeginningofeachoftherequiredsessionsduringtheconference,thecandidatewillsigninandobtainacopyofthewrittentestforthatsessionfromthesessionhost.Attheendofthesession,hewillcompletethetestandreturnittothesessionhost.notestswillbeacceptedlate.Onceenrolledinthesessions,hewillberequiredtosuccessfullycompletethewrittentestsforeachsessionandhaveacombinedaveragescoreofnotlessthan80percentcorrecttoachievethecertificate.in2011,rMAECandrMACESofferedonesessiontrackforcertification.in2012,theyofferedtwotracks.Thisyear,theyofferthreesessiontracks.CAPA’sTomClaytonexplainedthattheconferencecommitteedecidedthesuccessoftheprogramprovesitabenefittotheagenciesandindustryandjustifiestheincreaseincertificationofferingseachyear.

RMaCeS Certifies Three Categories of learning


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

eDUcATe, LeGISLATeThat education is something Knopf mentioned above and will execute once again with the APAi Annual Win-ter Conference Jan. 8 through 10, 2014, and it’s something the Colora-do Asphalt Pavement Association’s (CAPA) executive Director Tom Pe-terson has expanded during his suc-cessful career. Peterson came from eight years with the Federal High-way Administration (FHWA) in 1997 and has led a legislatively active as-sociation since. Peterson directs a group in which members are willing and able to get involved with regional spec changes and smooth pavement advances; he also oversees the an-nual Rocky Mountain Asphalt Confer-ence & equipment Show (RMACeS) in Denver, now on its forty-first year, along with the CAPA asphalt pave-ment awards program. in coopera-tion with the Rocky Mountain Asphalt education Center, CAPA arranged to have continuing education units and

three certification tracks available to conference attendees (See sidebar).

Depending on the size of the associ-ation staff, the necessary annual meet-ing takes a different shape in different states, sometimes combining a larger conference for education. For the As-phalt Contractors Association of Flori-da (ACAF) in Tallahassee, executive Di-rector Jim Warren hands the credit for a sold-out tradeshow floor and packed seminar room in Orlando each Septem-ber to his colleagues. The staff compris-es two full time employees, Warren and ACAF Director of Governmental Affairs Jim Cordero, and a part time employ-ee. “Jim Cordero is our main contact with the hotels and our Administrative Assistant Victoria handles registration,” Warren said. “We have an annual con-vention for our members in June and host an annual asphalt conference in September for the entire industry.”

The Plantmix Asphalt industry of Kentucky (PAiKY) in Frankfort saves on convention costs by teaming up with like-minded associations. executive Di-rector Brian K. Wood explained.

“We plan all of our meetings in-house with our three-person staff,” Wood said. “We have a summer meeting and winter training school on our own, plus we co-host the KHi convention with the Kentucky Association of Highway Contractors and the Kentucky Crushed Stone Association.” The winter train-ing school is a stand-alone event to be

held Feb. 26 through 28, 2014, at the downtown louisville Marriott.

HAPi’s Young puts an emphasis on education year-round, but educates both within and without the immedi-ate membership. “The single-most im-portant aspect of my job is to cultivate a positive image of the asphalt pave-ment and pavement treatment industry in Hawaii,” Young said. He has a four-part, ongoing outreach system to cre-ate the positive image.1. a monthly newsletter, to which you

can subscribe at http://hawaiias-phalt.org

2. the HAPi facebook page at www.facebook.com/pages/Hawaii-As-phalt-Paving-industry-HAPi

3. the HAPi website, which was a final-ist for the nAPA State Asphalt Pave-ment Association Outstanding Web-site Award in 2012

4. public visibility by personally meeting with government agencies, design consultants and elected officials“Of equal importance for me is to

carry out our mission of ‘providing en-gineering promotion and education to advance the continuing use of asphalt pavement and pavement treatments throughout the state of Hawaii.’ This is accomplished in two ways: Offering training seminars and workshops; Be-ing available to answer questions and address concerns from government agencies, design consultants and elect-ed officials.”

While many of the associations con-tacted for this article have electronic newsletters, that is only one form of ed-ucation and communication the staff at headquarters must attend to. ACAF’s Warren mentioned the long hours of answering electronic mail. louisiana As-phalt Pavement Association (lAPA) and 2013 State Asphalt Pavement Associa-tions executive Director Don Weathers mentioned committee meetings as a stale yet necessary part of the job. PAi-KY’s Wood listed meeting planning as time-consuming. These outward items seem obvious and add to the infra-structure of the director’s job.

“Managing the infrastructure of a complex, volunteer-driven association can be time-consuming, but it’s mis-sion-critical,” APAi’s Knopf said. “Con-sider everything you know that a typical

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

46 decembeR 2013

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

These directors aren’t complain-ing; they’re telling it like it is. Serving as a state exec means wearing mul-tiple hats, and as mentioned above, one of the most important hats is furthering the asphalt industry with-in the state for the betterment of all members. lAPA’s Weathers ex-plained, “interaction with stake-holders is paramount to association work.” Stakeholders include elected representatives, DOT inspectors and materials engineers. You want to in-teract with and educate stakeholders so they’re aware of asphalt’s many benefits. The more people engaged in this mission, the better.

“We work with our members to en-courage local meetings and plant tours for elected officials,” ACAF’s Warren said. “We typically have key legislators at our annual meeting in June.”

in Hawaii, Young sets a fine example for assisting members with asphalt advocacy in front of representatives. “i am responsible for all business with

officials and elected representatives,” Young explained. “i typically meet with these people at their offices. i also offer an open invitation to con-duct site visits to a local asphalt ter-minal or asphalt plant. About a half dozen of these tours have been con-ducted in the past two years. Govern-ment agencies and elected officials are also invited to our member meet-ing both as presenters and guests.

“Another service HAPi offers is called ‘talk story at lunch.’ lunch is provided to an agency’s office while we engage in an open and unstruc-tured discussion about any asphalt-related questions or issues.

“i also have an annual goal of vis-iting each government agency at least once a year,” Young continued. “These include the Federal Highway Administration and all the offices of State Department of Transportation on each of the four major islands and the four counties.”

ProPAGATeBy involving the members of the as-sociation, state execs show legisla-tors and decision makers the heart of the industry. Without increasing memberships, the heart of our indus-try goes undiscovered and untapped. The company that joins an association becomes part of the lifeblood of the overall industry.

“At a trade association, whether it is a local, state or national organiza-tion, the member company is truly an owner,” APAi’s Knopf explained. “And like the old saying goes, you get out in direct proportion to what you put in. You can choose to be a checkbook member and just send in your dues to support the association, or you can become truly an activ-ist and get your key employees pas-sionate and involved and supportive of the mission. That’s when your divi-dends on the dues paid will increase exponentially.”

“Our approach to attracting mem-bers is to stay visible in the asphalt and broader community and promote member benefits,” HAPi’s Young said. “Our monthly newsletter is our main effort at reaching out to the public. … i also offer to meet with potential

member companies to introduce them to HAPi. On average, i meet with a potential member about every other month, which has resulted in 10 new members since i started in July 2011.”

ACAF’s Jim Warren said the most important aspect of his job is to be a good listener. “There are always at least three sides to every story and like the famous TV show The X-Files taught us, ‘The truth is out there.’ My job is to listen first, get the facts, and then get a consensus on the best way forward. Our mission is to improve the quality of asphalt and expand its use; our members have stepped up and have been successful in making Florida’s roads some of the nicest in the country.”

listening goes hand-in-hand with what ACAF’s Jim Warren enjoys the most about his job as executive direc-tor. “Getting out and seeing my mem-bers and interacting with customers.” The members of the ACAF and Florida DOT like clear communication and War-ren’s ability to listen to their concerns.

He doesn’t necessarily recommend that paid staff members are the only ones who can listen and respond to association member needs, though. For state execs who wish to bring ad-ditional asphalt companies into the fold, he shared, “it is a coordinated effort, but potential members re-spond better to their peers—other contractors—than paid staff. Recog-nizing the benefits of membership such as peer relationships and a seat at the table is important as the state association is the recognized organi-zation that represents the industry in their respective state.”

AlaskaArizonaidahoMontananebraskanevada

newHampshirenewMexicorhodeislandvermontWyoming

get InvolvednAPAhasaStateAsphaltPavementAsso-ciationslink—withalistofstategroupsandtheirlivelinks—atthebottomofitshomepage,www.asphaltpavement.org.Thefol-lowing11statesstillhavetheopportunitytoorganizeanassociation:

developboardofdirectorsrecruitcommitteemembersSchedulecommitteemeetingsPlanindustrymeetingsSell/coordinateatradeshowManagestatedatabaseAssemble/distributemonthlynewsletterHandlewebsite/socialmediaHandlemembershiprecordsCollectduesdevelop/administerabudgetHandlecertificationprogramsFiletaxreturnsEnsuregovernanceandbylawadherencerecruitvolunteersGetinsurancecoverageforvolunteersFundraiseforspecialeventsHandlepublicrelationsdevelopeducation/trainingpartnershipsManagescholarshipprogramsPromoteasphaltindustryAssistmemberswithlegislativevisits/toursLobbyforlegislativeissues

State aPa executive director Job Requirements

48 decembeR 2013

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environmental Product Declara-tions (ePDs) give concise, quan-

titative information about a product that has the potential to impact the environment in some manner. By pro-actively preparing the factual ePDs of asphalt cement and asphalt pave-ments, the asphalt industry can stave off incorrect, error-filled information that other entities might create con-cerning these products.

During a recent national Asphalt Pavement Association (nAPA) webi-nar, presenters Steve Baer and nich-olas Santero explained the alphabet soup industry members will encoun-ter during the discussion of declaring AC’s environmental nature.

PcrFirst, the guidelines that industry fol-lows fall under the Product Category Rule (PCR). According to iSO14025, the PCR is a “[s]et of specific rules, re-quirements, and guidelines for devel-oping Type iii environmental product declarations for one or more product categories.”

By working within product catego-ry rules, all products are evaluated within identical system boundaries with identical impact categories and with identical methodology. Baer and Santero stressed during nAPA’s we-binar that ePDs must be published under a PCR. At this time, a concrete PCR specific to north America is “on the books,” and an asphalt PCR spe-cific to europe is “on the books,” but there is no PCR for pavements and no asphalt PCR specific to north Ameri-ca. Baer and Santero stressed that it would be unwise to wait around for another entity to create an asphalt PCR specific to north America. The time to act is now.

LcAnext comes the analysis of the prod-uct—in this case an asphalt pave-ment. The life Cycle Assessment (lCA) is something most asphalt in-dustry members have heard of. Ac-cording to iSO14040, it is a “[c]om-pilation and evaluation of the inputs, outputs and the potential environ-mental impacts of a product system throughout its life cycle.”

From cradle to grave, the gathering of AC to the preservation techniques of an asphalt pavement factor into the lCA of the pavement. nAPA and other entities have extensive research on life cycle analyses of pavements already. This analysis allows authori-ties to evaluate and report on the en-vironmental impacts of raw materials extraction, the refining and process-ing of materials, mixing of materials, background data, etc.

ePDFinally we come to the declaration part of the process. This is the ePD. iSO14025 defines it as, “Providing quantified environmental data us-ing predetermined parameters and, where relevant, additional environ-mental information.”

The ePD is a summary of the lCA. it is to be succinct and standardized. it must follow the rules that the PCR initially set while providing additional

environmental information. A “pro-gram operator” or third party pub-lishes the ePD and functions as a third-party reviewer. This program operator could be from ASTM, nSF or some other recognized standards agency.

USAAt this time, the life cycle data for AC and asphalt pavements is out-dated. By creating a factual ePD for the industry’s product, industry can supply up-to-date information to the research and commercial communi-ties while positioning asphalt against the incorrect information existing in the product category. The ePD would support defensible competi-tive claims and show responsible care concerning our sustainable product information.

As seen in europe, supply chains often require proof of environmen-tal standards and safety. in the event such requirements take greater hold in the road construction industry in the United States, it would be in the asphalt industry’s best interest to be ahead of the legislation. Helping to establish factual and proper PCRs and a correct ePD for asphalt is in the as-phalt industry’s best interest.

Such marketing and regulation is-sues will be on NAPA’s radar during the annual meeting in Boca Raton, Fla. Visit www.asphaltpavement.org to register today.

By working within product category rules, all products are evaluated within identical

system Boundaries with identical impact categories and with identical methodology.

by aSphaltpRO Staff

Set induStry StandardSet induStry Standard

52 decembeR 2013

Most construction businesses are fa-miliar with equipment leasing and

financing, but may not know the specific information necessary to make the best financing decisions for their investments in equipment or software. Understand-ing the ways in which leasing fits your company’s particular needs can help to build a solid business case for or against financing as well as determine which fi-nancing option might be best for you. This decision requires an assessment of your financial, operational and other needs, in addition to knowledge of the benefits leasing may provide.

The following is a checklist of impor-tant issues to consider when making de-cisions about leasing equipment:

❒ 1. Whether to buy or lease. equipment finance indus-try research shows that in 2013, 55 percent of the projected $1.3 trillion total U.S. investment in equip-ment and software, or $725 billion, was expected to be financed. The most recent research available shows that in 2011, 72 percent of firms used at least one form of financing.

❒2. Cash flow/budget requirements. Financed equip-ment can generate income for your business that ex-ceeds the cost of the monthly payment. Financing also enables you to stretch your budget to obtain additional equipment you couldn’t have afforded otherwise because it’s more feasible for most busi-nesses to make a monthly payment than to make a large lump sum cash outlay. in addition, 100 percent financing is available so that no down payment is re-quired.

if you’re in one of the states that experiences sea-sonal fluctuations, or you have a project coming up that requires equipment that will not generate rev-enue immediately, there are lease terms available that allow for these circumstances. lower initial pay-ments or deferred payments are among lease term options. The important thing to do is assess how long it will be before revenue will be generated from using the equipment to offset the finance payments.

❒ 3. Capital expenditure plans. Most businesses in this economic climate have reduced or limited budgets for business investment. if your company is facing unlimited wants but limited resources, leasing equip-ment allows capital budgets to be used for other business and operational purposes.

❒4. Credit availability. Access to credit is a key driver of business growth. Financing equipment may preserve your lines of credit and enable you to save your bank borrowing capacity.

❒5. Tax Benefits. Tax code provisions continue to provide incentives for businesses to invest in equipment. For 2013, the iRS Section 179 Deduction threshold for total amount of equipment that can be purchased is now $2 million, and you can deduct up to $500,000 of equipment cost.

❒6. Standard Finance Plans. With a clearer picture of your business situation and equipment needs determined from this checklist, you are ready to think about the type of finance plan for the equipment you are acquir-ing. Following are some of the most commonly select-ed ones.

Fair Market Value offers the most options both during and at the end of the term, so this is suitable if you are concerned about obsolescence or want a small security deposit and a relatively low monthly payment. At the end of the term, you have three options: extend the term of the agreement, return the equipment, or buy the equipment at its fair market value.

10% Security Deposit also offers a lower monthly payment. it is attractive if you can afford to pay a security deposit of 10 percent of the finance amount at the beginning of the agree-ment. end-of-term options still apply. The deposit can be used to extend the agreement or you can return the equip-ment and request a refund of the deposit.

10% Purchase Option offers a fixed purchase option at the end of the term. Upon final payment, you can continue to fi-nance the equipment, return the equipment, or buy it at 10 percent of the original equipment cost.

$1.00 Buy Out is the recommended option if you are fairly certain you will want to purchase the equipment at the end of the agreement. Once the term expires, you purchase the equipment for $1.

This summary of topics is key to the equipment financing decision-making process. Finding a full-service equipment fi-nancing company that can help you address these issues and answer your questions will help ensure that you get the right equipment at the best possible terms for your business.

Philip A. Bruno is the senior vice president and chief mar-keting officer of Marlin Leasing Corp., and has more than 20 years of financial services experience. For more information, contact him at [email protected] or visit www.marlincorp.com.

by philip a. bRunO

educate yourself Before financing asphalt equipmentWith older fleets nearinG end-of-service-life, here are six

considerations to keep in mind if planninG to finance neW equipment

Philip A. Bruno

54 decembeR 2013

Registrationnow available online at www.rmaces.org

Asphalt PavementThe Road to Quality

Rocky MountainAsphalt Conference &Equipment Show

41st Annual

CONFERENCE REGISTRATION BROCHURE

Crowne Plaza I Denver International Airport Denver, Colorado

FEBRUARY 19-21, 2014

28 BREAKOUT SESSIONS 21 EDUCATIONAL SESSIONS

OUTDOOR DEMONSTRATIONS PLANT TOUR

ASPHALT LAB TOUR 60,000 SQ. FT. TRADESHOW

www.rmaces.org

that's a good idea

Keep Lights ShiningThe APAC Mid-South team has come up with a great

way to keep the brake lights and other safety signals clean on the back of the tack wagon. They’ve taken this simple and inexpensive hair net, used when painting in-doors, and snapped it around the light. now when the driver turns on the sprayer to tack a strip of road base pri-or to paving, the bits of spray-back that would get on the light, making a mess for the crew to spend time cleaning,

adhere to the net instead. At the end of the shift or when-ever the team notices the tack has gotten a bit of buildup, they remove the net and replace it with a new one. During normal activities, the light shines through the net just fine, keeping a safe and clean work environment.

John Ball is the proprietor of Top Quality Paving, Man-chester, N.H. For more information, contact him at (603) 493-1458 or [email protected].

by JOhn ball

56 decembeR 2013

equipment gallery

Hauck Burns with Control

Hauck Manufacturing Company, Cleona, Pa., has released the

latest in its line of single burner con-trol systems for aggregate drying. The Hauck BCS6500 fiber optic pan-el uses fiber optic cable technology to reduce the dependence on heavy, multi-conductor copper control ca-ble. The panel is based on the BCS-6000C control system and uses a fiber optic subsystem connection be-tween the control room and burner installation point.

The two panel units are joined by lightweight 62.5/125 multimode fi-ber optic cable using ST connectors. This eliminates the copper multi-conductor control cable and reduces the potential theft of copper control wire. Optical fiber is immune to RF and eM interference and is less sus-ceptible to corrosion and environ-mental conditions.

The BCS6500 panel is suitable for portable or stationary plants and is available for any Hauck asphalt

burners as well as many other burn-ers in the industry. The BCS6500 panel comes with the same options as the Hauck BCS6000 panel includ-ing expanded limits annunciation, in-tegral dryer draft control, fuel flow display and totalization, and data collection interface to MS excel®.

For more information, contact Rick Carpenter at (717) 389-0416 or [email protected]. Let them know you saw it in AsphaltPro Magazine.

Hauck BCS6500 panel with burner

58 decembeR 2013

SecUre cYLInDrIcAL ASSembLIeSHenkel Corp., Rocky Hill, Conn., has enhanced three loctite® anaerobic retaining compounds to allow prim-erless performance on oily or con-taminated surfaces. Used in com-bination with interference fits to secure bearings, bushings, gears and cylindrical assemblies into housings or shafts, loctite® 638™, 648™ and 680™ Retaining Compounds are en-gineered to allow higher load trans-mission, better performance with existing designs, relaxed machining tolerances and reductions in the size, weight and overall cost of an assem-bly. This low-viscosity material is cer-tified to AnSi/nSF Standard 61 for use in potable water systems.

For additional information and to request a sample of Loctite® 648™ contact (800) 562-8483 or visit www.loctiteretaining.com. Let them know you saw it in AsphaltPro Magazine.

HeAT THe coreno. 1025 is a 400ºF floor level cabi-net oven from The Grieve Corp. of Round lake, ill., currently used for heating asphalt road cores at the customer’s facility. Workspace di-mensions of this oven measure 46 inches wide by 28 inches deep by 60 inches tall. incoloy-sheathed tubu-lar elements heat the oven chamber with 14 KW each, while a 1500 CFM, 1.5 HP recirculating blower provides horizontal airflow to the workload.

This Grieve cabinet oven features 6-inch thick insulated walls, top-mounted heat chamber, plus an alu-minized steel interior and exterior.

Controls onboard no. 1025 include a digital indicating temperature con-troller, SCR power controller, manual reset excess temperature controller with separate contactors and a recir-culating blower airflow safety switch.

For more information, contact Frank Calabrese at (847) 546-8225 or [email protected]. Let them know you saw it in AsphaltPro Magazine.

PoInT, LeveLBindicator® of Spartanburg, S.C., has redesigned the point level prod-uct line, including Roto-Bin-Dicator®, Pulse Point™ and VRF® models. The redesign focuses on features includ-ed in the electronics, frame construc-tion and certifications. The new fea-tures are designed to make the point level product line versatile enough to suit a wide range of dry bulk level

measurement applications. The new offering of metric threads and inter-national certifications allows the Bin-dicator® point level product line to be compatible with global certifica-tions and standards.

For more information, contact Tami Stribling at (864) 574-8060. Let them know you saw it in AsphaltPro Magazine.


equipment gallery

TrAck fLeeTTerramac® llC, elburn, ill., has an-nounced that all its RT9 rubber track crawler carriers come with a GPS re-ceiver and one-year paid subscrip-tion to On-Board Communications, inc., data tracking. The GPS receiver transmits real-time location informa-tion and fleet management data such as run time and idle time via cellular network service. On-Board’s patent-pending Activity logging Technolo-gy, or AlT, offers Terramac® owners

the added capability of tracking time operating under load.

Data is automatically collected and delivered in communication reports that include the exact location of a carrier. These give technicians time to arrange service in the field with advance notice. The reports are in-tended to reduce downtime as tech-nicians avoid having to pull a carrier out of service for scheduled mainte-nance or having to replace it with a substitute.

The data, which transports to spreadsheet software, provides doc-umentation useful for billing, for jus-tifying bids and for verifying opera-tion time to customers after project completion. Data is viewed by ac-cessing a web portal. Mobile apps are also available.

For more information, contact Monica Coenen at (630) 365-4800 or [email protected]. Let them know you saw it in AsphaltPro Magazine.

Terramac installs a GPS receiver on every RT9

carrier it makes.

60 decembeR 2013

emerSon reDUceS SPeeDThe Morse Raider Plus speed reduc-ers from emerson industrial Automa-tion of St. louis use additional bear-ings and special seals to arm them for leak-free performance and are guar-anteed for 18 months. ideal for con-veyors, mixers and bucket elevators in a variety of industries, the Raider Plus' computerized gear centering optimizes the gear mesh for reduced heat and debris formation, eliminat-ing unnecessary backlash, and de-livering high efficiency and long life. The Raider Plus also features an ex-clusive non-metallic quill liner that reduces fretting and corrosion, and eases motor removal. large, single-row ball bearings absorb radial and thrust loads on higher input speeds, while heavy-duty tapered roller bear-ings on all output shafts handle in-herent gear load and provide maxi-mum overhung load capacity.

Four unit models are available from stock with a center distance range of 1.0 to 6.0 inches, ratios from 4:1 to 3600:1 and output torques from 82 to 22,416 foot-pounds.

All Raider Plus housings, motor adap-tors, covers and mounting bases have cast iron single-piece construction.

For more information, contact Jackie Catalano at (859) 727-5271 or [email protected]. Let them know you saw it in AsphaltPro Magazine.

Cutaway of Raider Plus bearing

Morse Raider Plus bearing from emerson

do you HaVe PRoduCTS oR newS THaT oTHeR

aSPHalT PRofeSSIonalS would lIke To HeaR aBouT? Send youR

InfoRMaTIon To ouR edIToR aT Sandy@

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here's how it works

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

Step 1The RM500 advances at a speed of 20 ft/min.

Hydraulically adjustable front door

Breaker bar

Additive

Asphalt

Aggregate base

Emulsion nozzle

Water nozzle

Hydraulically adjustable rear door

Step 2

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

Step 4

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

Step 3

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

Caterpillar’s RM500 ReclaimerWhen a crack in a pavement ex-

tends beyond the hot mix asphalt (HMA) pavement layer into the crushed stone base layer below, a simple chip seal process or thin overlay won’t solve the mechanical problem. Base cracks will reflect to the surface before long. The better pavement maintenance so-lution could be a mill and fill or an in-place reclamation project.

The team at Caterpillar Paving Prod-ucts, Peoria, ill., offers the RM500 road reclaimer to perform full-depth recla-mation projects. it’s designed to ensure mix homogeneity and proper grada-tion. Here’s how it works.

if required for the job, the reclama-tion crew first spreads dry additives and/or aggregate on the existing road-way that is to be reclaimed. The RM500

advances along the existing pavement at a speed of about 20 feet per minute.

The 540-horsepower C15 engine with ACeRT™ technology powers the cutter rotor. The rotor turns at one of three speeds while the teeth on the drum undercut the pavement and a portion of the aggregate base, effec-tively breaking up the existing road and mixing it with the base material. A single pass typically doesn’t exceed 8 inches in depth and cuts at a width of 96 inches.

The motion of the rotor throws the material in chunks against the heavy-duty breaker bars in the mixing cham-ber, which assist in sizing the material. if the application requires it, an op-tional emulsion pump injects emulsion into the chamber or an optional water

pump injects water into the chamber—both at a controlled rate to ensure proper amounts per volume of ma-terial. The rotor mixes the reclaimed pavement with the portion of the base along with any introduced aggregates and additives.

As the rotor turns, it lays the re-claimed mix down beneath the hydrau-lically adjustable rear door, which func-tions like a screed, ensuring uniform material depth. The operator raises the door to allow material to exit the mix-ing chamber more quickly, resulting in larger gradation. lowering the door keeps material in the chamber longer and produces smaller gradation.

For more information, visit www.cat.com. Let them know you saw it in As-phaltPro Magazine.

62 decembeR 2013

PO Box 519, Shelbyville KY 40066 • Fax 502.647.1786

Inc.

CALL US NOW FOR DETAILS 866.647.1782 VIEW ALL OUR INVENTORY ONLINE AT:

www.ReliableAsphalt.com

Featured Listings1994 400 TPH Astec Double Barrel Plant - RAP 13879

Gencor Rotary Mixer Plant - RAP 13971

• (2)200tonCedarapidsSiloSystemw/SlatandScales• GencorNominal6x18RotaryMixer-ModifiedBucketElevator• 10x50Dryerw/GencorUltraflameIIBurner• StandardHavensBaghouse,KOBox,Ductwork• 5BinColdFeedSystem-KPI-JCIVirginScreenNominal4x10

• VirginScaleBelt• SkidMountedRapBin-LumpBreakerandRapScaleConveyor• HorizontalFuelOilTanks• ControlHousew/PlantControls• Note:(1)VerticalACtanknotincluded

SeevideooftheseplantsatourYouTubeChannel:www.youtube.com/user/asphaltplantpros

• 8ftAstecDoubleBarrel• Nominal70,000CFMBaghousew/HorizontalCyclone• 5BinColdFeedSystem• VirginScreen&ScaleConveyor

• RapBin• RapScreen&ScaleConveyor• ControlHousewithPlantControls• (SiloSystemandACStorageNotIncluded)

here's how it works

The worker calibrates the SurPRO 3500 with a calibration level.

Step 1

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

Step 2

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

Step 3

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

Step 5ICC SurPRO Utility software interacts with the onboard computer.

Step 4

International Cybernetics’ SurPRO 3500Smoothness has become a discus-

sion in the political realm, but the tried and true process for measuring fuel-saving asphalt pavements is any of a number of devices that measures bumps, dips or imperfections in a sur-face. The research and development team at international Cybernetics Cor-poration, largo, Fla., invented the Sur-PRO rolling surface profiler in 2001 and launched its next generation, the Sur-PRO 3500, in 2011. it is used on roads, runways and other structures. Here’s how it works.

First, the operator calibrates the unit; it can be field-verified using an optional calibration level.

next, the operator walks behind the SurPRO and pushes it along a straight line of the pavement to be measured.

Wheels of 6 inches in diameter and 2.76 inches in width along with an in-ertial stabilizer stabilize the unit and an air-transport iATA-approved gel-cell 12 Vdc battery with 15 hours of life power the unit.

The machine takes readings of the pavement at a rate of 1,000 samples per second, 900 samples per minute or 1.1 millimeter per sample. it takes the samples at user-specified intervals not limited to 1, 2, 5, 10, 20, 25, 30, 50 and 100 centimeters while the operator walks at a nominal speed of 1.25 miles per hour and a maximum speed of 2.5 miles per hour.

iCC SurPRO Utility software interacts with the SurPRO’s on board comput-er. The operator uses the software to analyze and filter data, and views the

road/surface profile with built-in analy-sis functions and iCC_eval.

Finally, the operator uses the onboard USB to save the data and transfer to a local computer or notebook to print the profile and roughness reports.

For more information, contact (727) 547-0696 or [email protected]

ShOw uS hOw it wORKSif you’re an equipment manufacturer with a complex product, let us help you explain its inner workings to the read-ers 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 [email protected].

64 decembeR 2013

asphalt drum mixers .... 26, 31 Contact: Steve Shawd or Jeff DunneTel: [email protected]

astec, inc. .............5, 36-37, 49Contact: Tom BaughTel: [email protected]

b & S light industries…..50-51Contact: Mike YoungTel:[email protected]

cei ......................................... 4Tel: [email protected] www.ceienterprises.com

clarence Richard co…..43, 49 Contact: Clarence RichardTel: [email protected]

conexpo .............................. 53www.conexpoconagg.comdillman equipment ........ 24-25Tel: 608-326-4820www.dillmanequipment.com

e.d. etnyre .......................... 30Contact: [email protected]: 800-995-2116www.etnyre.com

ergon inc. ............................ 11Savemyroad.com

fast-measure ....................... 65Tel: 888-876-6050www.Fast-measure.com

Gencor industries ................ 13Contact: Dennis [email protected]

heatec,inc ...............inside front coverContact: Sharlene BurneyTel: [email protected]

Gilson .................................. 47Contact: Jim BiblerTel: [email protected]

humboldt manufacturing ... 33Contact: Robin BaileyTel: [email protected]

libra Systems ...................... 61Contact: Ken CardyTel:[email protected]

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

napa annual meeting ........ 53www.asphaltpavement.org

Reliable asphalt products .......... back cover, 63Contact: Charles GroteTel: [email protected]

RmaceS .............................. 63

www.rmaces.org

Roadtec ............................. 7, 9

Contact: Sales

Tel: 423-265-0600

[email protected]

www.roadtec.com

Rotochopper,

inc ................inside back cover

Tel: 320-548-3586

[email protected]

www.rotochopper.com

Stansteel

asphalt plant products ........ 33

Contact: Dave Payne

Tel: 800-826-0223

[email protected]

www.stansteel.com

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

Contact: Dawn Kochert

Tel: 800-826-0223

[email protected]

www.hotmixparts.com

Systems equipment ............ 21Contact: Dave enyart, Sr.Tel: 563-568-6387Dlenyart@systemsequipment.comwww.systemsequipment.com

tarmac international, inc ..... 35Contact: Ron HeapTel [email protected]

top Quality paving .............. 65Contact: John BallTel [email protected]

willow designs .................... 47Contact: Jerod WillowTel: [email protected]

wRt equipment .................. 47Contact: Dean TaylorTel: 800-667-2025Or [email protected]

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.

resource directory


the last cut

State of Crudeby AsphAltpro Staff

The state of crude is a running theme in this column, but a story out of Golden Valley, Minn., piqued interest

for asphalt producers seeking to trim petroleum-based fuel costs. lubrication Technologies wants to promote the conversion of asphalt plants from petroleum-based fuels to liquid natural gas (lnG), which it says can yield financial savings while being environmentally friendly.

Don Debelak is an lnG specialist and field expert for lube-Tech. He works directly with operators and sug-gests they convert their systems to lnG. “now that some quantitative numbers are starting to be released, customers see a huge payoff.”

The numbers lube-Tech shared come from Mueller & Sons, Hamburg, Minn., and Anderson Bros. in Brainerd.

“We’re running hotter, faster and cleaner,” Tim “Bub-ba” Rohde said. He’s the asphalt plant operator in Belle Plaine for Mueller & Sons. After converting to lnG, “Our hourly rate spiked from 15 to 17 trucks an hour; that’s 10 percent more productive. On top of running more effi-ciently, lnG is improving profit margins, too.”

Mueller’s saved over $10,000 in energy costs this sea-son. Once Mueller converts its plant burner from diesel to lnG in 2014, company officials say that $10,000 in sav-ings will be realize every week.

Rob larson manages Anderson’s 100-truck fleet and more than 220 employees. That company completed its plant changeover to lnG and had a short time frame to measure the benefits. “it’s the 80 to 90 percent savings in pollution emissions that caught our immediate attention,” larson said. “That’s an amazing number. it’s one thing to say you’re running cleaner. now we have the data that supports that.”

“lnG is the new frontier in Minnesota energy, and we’re delighted that our asphalt customers are already reaping the rewards,” Jeff May, general manager of en-ergy services at lube-Tech said. May said it’s satisfying to see his customers “drive profits while also being environ-mentally friendly.”

Source: Lubrication Technologies

“it’s the 80 to 90 percent savings in pollution emissions that caught our immediate attention.”—roB larson, anderson Bros.

Liquid Asphalt Cement Prices—average per ton

Company, State Jul ’13 Aug ’13 Sept ’13 Oct’13

ConocoPhillips, Tenn. $550.00 $565.00 550.00 $550.00

nuStar Energy, Ga. 620.00 585.00 550.00 550.00

nuStar Energy, n.C. 620.00 587.50 567.50 567.50

nuStar Energy, Va. 625.00 590.00 570.00 570.00

Assoc’d Asphalt Inman, n.C. 585.00 600.00 590.00 590.00

Assoc’d Asphalt Inman, S.C. 590.00 600.00 590.00 590.00

Assoc’d Asphalt Inman, Va. 585.00 600.00 590.00 595.00

Marathon Petroleum, Tenn. 550.00 565.00 550.00 550.00

Marathon Petroleum, n.C. 535.00 555.00 565.00 550.00

Valero Energy, n.C. 595.00 600.00 605.00 595.00

California Average 559.20 592.30 596.00 552.40

delaware Average 600.00 578.33 575.00 573.33

Kentucky Average 542.50 553.75 548.75 543.75

Massachusetts Average 607.50 592.50 610.00 610.00

Missouri Average 540.00 547.50 547.50 547.50

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

Sources: Energy Information Administration

Crude Oil Activity (u.S. Crude)

futures spot data stocks

Aug 2 $106.94 363.3 m bbl

Aug 9 $105.97 360.5 m bbl

Aug 16 $107.46 359.1 m bbl

Aug 23 $106.42 362.0 m bbl

Aug 30 $107.65 360.2 m bbl

Sep 6 $110.53 360.0 m bbl

Sep 13 $108.21 355.6 m bbl

Sep 20 $104.67 358.3 m bbl

diesel Fuel Retail Price (dollars per gallon)

Aug 5 3.909

Aug 12 3.896

Aug 19 3.900

Aug 26 3.913

Sep 2 3.981

Sep 9 3.981

Sep 16 3.974

Sep 23 3.949

66 decembeR 2013

PO Box 519, Shelbyville KY 40066 • Fax 502.647.1786

Inc.

VIEW ALL OUR INVENTORY ONLINE AT:

www.ReliableAsphalt.com866.647.1782

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

RAP-13779 GENCOR STATIONARY BAGHOUSE

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

✓ Custom engineering✓ Experience with all types of plants ✓ Complete plants and stand alone components

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

• Trunnion Drive w/ 60hp Motors

• 126 mbtu Burner (M/N CR20N)

RAP-13055 CEDARAPIDS E500 COUNTERFLOW DRUM MIXER

RAP-13915 ASTEC 58K CFM BAGHOUSE

• RBH-58:DB 98-007• Horizontal Cyclone• Auger Dust Return System• Skid Mounted Arrangement

8’ Astec Double BarrelNominal 70,000 CFM Baghouse w/ Horizontal Cyclone5 Bin Cold Feed SystemVirgin Screen and Scale ConveyorRap BinRap Screen and Scale ConveyorControl House w/ Plant Controls

RAP13879 – 1994 400 TPH Astec Double Barrel Plant

• Portable UDP 400 Ultradrum Drum Mixer

• Portable 182 Rotoair Baghouse

• (2) Skid-Mounted 30,000 GAL AC Tanks

• 5 Bin Portable Cold Feed System

• 10x15.5 Skid-Mounted Rap Bin w/ 36 in Feeder

RAP-13444 2000 GENCOR DRUM PLANT

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

Batchers

• (1) Transfer Slat • 36in x 88ft Main

Drag Slat w/ Oil Heat

RAP-13697 STANDARD HAVENS SILO SYS.

• NEW Full Modulating Powerflame Burner

• Rebuilt Viking Pump• Updated Electric

RAP-13806 HEATEC 2.0 MBTU HOT OIL HEATER

• Single Tire Design• Fugitive Fan

RAP-13789 6X18 DILLMAN DUO DRUM

• Split Level Design• Office• Bathroom

RAP-13914 ASTEC CONTROL HOUSE

apro december 2013

Documents

asphalt professionals

asphalt plant

indirect asphalt baseage

state of indeci

editor5 state

asphalt professionals

state of economic recovery

new crushing