asphalt pro - august / sepetember 2012

august/september 2012

Preservation Takes Priority

remix rasuse more tack

manage materialOhio smoothes seal

stay safe:Lockout pugmill

Freshen binder with gtr

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contents

DepartmentsLetter from the editor5 asphalt Industry preserves more

around the globe6

safety spotlight8 stop before You start upby Cliff mansfield

mix It up10 Heavier tack Coat Improves surface performanceby nam tran

equipment maintenance18 maintain tack truck for best preservation successby John Ball

producer profile22 perrin preserves Family asphalt businessby sandy Lender

equipment gallery52 prepare employees for training

Here’s How It Works58 gilson’s sg-16a62 KpI-JCI’s green Coating process

resource Directory65

Last Cut66 China makes Oil movesby sandy Lender

On the Cover…the mix produced at this Gencor plant included asphalt rubber and evotherm warm-mix additive. the use of ground tire rubber and other recycle agents takes the concept of preservation to another level. see related article on page 40. Photo courtesy of MeadWestvaco.

AUGUST/SEPTEMBER 2012

Preservation Takes Priority

Remix RASUse More Tack

Manage MaterialOhio Smoothes Seal

Stay Safe:Lockout Pugmill

Freshen Binder with GTR

artiCLes28 N.b. West stresses remixing rasby Sandy Lender

34 manage Incoming materials for Optimum preservation resultsby T.J. Young

40 rejuvenate binder with gtr in rapby Sandy Lender

44 Ohio smoothes preservation resultsby Cliff Ursich

48 top 10 tips to measure training rOIby ESI International, Edited by AsphaltPro Staff

50 arrow gives Chicago magnificent green asphaltby Sandy Lender

63 preserve parts, environment with powder processby Sandy Lender

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Asphalt Industry Preserves MoreIn the asphalt industry, pres-ervation means more than maintaining something on a special schedule. asphalt professionals save roads, natural resources, materials, agency budgets and more. You’ll see evidence of these concepts in this issue of As-phaltPro.

as you’ve probably read in half a dozen places by now, the national asphalt pave-ment association (napa) held its midyear meeting in the Drake Hotel alongside the magnificent mile in July. the Chicago Department of transportation (CDOt) elected to use a variety of recycle materials in the asphalt mill and fill of michi-gan avenue, saving copious amounts of natural resources and keeping a bunch of tires out of landfills. see “arrow Gives Chicago magnificent Green asphalt” on page 50.

even though the use of ground tire rubber (Gtr) has a bit of extra cost in-volved, which an anonymous source discussed with me in private, it offers ben-efits that agencies are finding worth the expense. Consider the need for engi-neered agents and extra dwell time/agitation for blending the binder and you can see for yourself where some extra costs would come in. then check out the “rejuvenate Binder with Gtr in rap” article on page 40 to see some of the ben-efits. they include improving asphalt cement (aC) binder performance and revi-talizing aged binders in rap.

in other words, if you’re milling and filling, adding Gtr should offer a way to boost the rap’s oxidized aC’s efficacy. that’s no small matter when it comes to reducing premature cracking. as more research comes in, such as that ongoing in Los angeles County, we may see that the cost savings of adding more rap off-sets the engineered additive carry and other costs associated with Gtr.

that’s preservation at its best. Convincing an agency to throw oil on a road and squeegee in some rocks isn’t necessarily going to preserve a pavement so much as it’s going to set the agency up for insurance claims from motorists with bro-ken windshields. What a good preservation plan needs is, by definition, planning.

asphalt pavements, whether thin overlays of ¾ inches or a little thicker fills of 2 inches or so can use emulsions and emulsifiers, virgin or recycled asphalt cements, polymers, engineered additives, and more to effect best aggregate bonding and structure all while providing a variety of lifetime expectancies from which agencies can choose. By adding in resource preservation that also enhanc-es performance characteristics, agencies suddenly get a win-win-win scenario that helps stretch budgets, lifecycles and materials.

You can’t beat the asphalt industry when it comes to preservation. When you get right down to it, asphalt professionals preserve all those items listed above, and by doing so, preserve jobs.

stay safe,sandy Lender

aug./sept. 2012 • Vol. 5 no. 9

2001 Corporate PlaceColumbia, MO 65202

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

PUbLIShErChris harrison

aSSOCIaTE PUbLIShErSally Shoemaker

[email protected](573) 499-1830 x1008

EdITOr

Sandy [email protected]

(239) 272-8613

arT dIrECTOrKristin branscom

OPEraTIOnS/CIrCULaTIOn ManagErCindy Sheridan

bUSInESS ManagErrenea Sapp

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editor's note

The AsphaltPro Staff wishes our friend Chuck Deahl the very best in his endeavors as he prepares for retirement—again.

www.theasphaltpro.com | asphalt pro 5

Industry News and Happenings from Around the WorldchInaDuring the month of may, China firmed its bi-tumen imports up by 16 percent as compared to the month of april, with imports from Ko-rea comprising 51 percent of the total. ex-ports stalled right around 10,731 megatonnes in may, with 92 percent of that leaving through the Zhanjiang port for countries such as Bur-ma and north Korea. the nanning port was the more trafficked in april, with 90 percent of China’s bitumen exports going through there. Source: Bitumart

Irelandterex Washing systems, Dungannon, northern ireland, expanded its UK dealer network July 1 when it signed an agreement with and ap-pointed Blue machinery scotland, which is part of the Blue Group, as its dealer for scotland. Blue is a specialist provider of equipment for the quarrying and waste recycling industries.

russIathe U.s. senate has introduced a bill to repeal the 1974 Jackson-Vanik amendment and grant permanent normal trade relations (pntr) with russia. the amendment was created in response to the soviet Union preventing cer-tain citizens from emigrating. Following the collapse of the soviet Union, russia has been found to be in full compliance with the Jack-son-Vanik freedom-of-emigration criteria. Until the amendment is repealed, the United states will continue to be prevented from granting russia pntr. all other member states in the World trade Organization will economically benefit by most-favored-nation status immedi-ately upon russia’s entry. as mentioned in the COneXpO russia article last month, russia is considered one of the world’s fastest grow-ing economies. U.s. machinery exports to rus-sia averaged $1.3 billion and accounted for 11 percent of total U.s. industrial goods ex-ports from 2008 to 2010. Source: Association of Equipment Manufacturers

sIngaporeregister by aug. 31 to save U.s.$300 on ad-mission to the 8th argus asian Bitumen Con-ference, held in shangri-La’s rasa sentosa re-sort, singapore, Oct. 10 through 12. Contact [email protected] for more informa-tion, hotel reservations and sponsorship op-portunities.

turkeyOguzhan toprak is the new international min-ing sales manager for the astec aggregate and mining Group and will be based from his home office in istanbul, turkey. He’ll be responsible for territories in europe, turkey and the Com-monwealth of independent states (Cis). to con-tact him, e-mail [email protected].

unIted states• Congress cleared H.r. 4348, the moving

ahead for progress in the 21st Century act (map), June 29. president Obama signed it into law July 6. the legislation doesn’t find new monies for the Highway trust Fund, but does shore up funding for the remainder of FY2012 at $39.1 billion. it is to provide $39.7 billion for highway funding in FY2013 and another $40.3 billion in FY2014. according to the national asphalt pavement associa-tion (napa), the act does not include fed-eral mandates on pavement design meth-ods. the act does allow for a Government accountability Office study on life-cycle cost analysis best practices and secures $12 mil-lion annually for a new FHWa program to ac-celerate implementation and deployment of innovative pavement technologies. Sources: various.

• For up-to-the-minute info that impact the as-phalt industry, follow http://twitter.com/as-phaltpro.

coloradothe Colorado Department of transportation added more projects for bid. Check out the i-270 resurfacing with sma (im 2706-035) and the removal of a silica fume overlay to place an sma overlay (Br 0252-422) among others at www.coloradodot.info/business/bidding/fu-ture-bidding-opportunities.

nebraskanebraska Gov. Dave Heineman appointed ran-dy peters, Lincoln, Director and state engineer of the nebraska Department of roads begin-ning aug. 4. peters has served as Deputy Direc-tor of engineering since 2009 and will succeed retiring Director monty Fredrickson.

north carolInatroxler electronic Labs, inc., research triangle park, n.C., received its formal a2La accredita-tion to the isO 17025 standard for calibration in June.

oklahomaBill rieken celebrated his 35th year with terex® roadbuilding, Oklahoma City, July 10. He is the paver applications specialist and service techni-cian for the company.

pennsylvanIathe new brochure “equipment for the aggre-gates industry” is available from eriez, erie, pa., in both pDF and hard copy formats. Visit eriez.com/products/markets/aggregate for the goods. the company also announces its 114,000-square-foot facility on Wager road in erie is up and running at full production for 2012, which represents eriez’s 70th anniversary.

south dakotaGet $100 in early bird savings on or before aug. 31 for the sept. 25 through 27 advanced Lev-el track mounted products course from Kpi-JCi and astec mobile screens, Yankton, s.D. attendees train in the scheid-iverson training Center in Yankton. Contact terry Haas at (605) 668-2545 or [email protected].

texasthe texas Department of transportation an-nounced that it will cost the state about $2 bil-lion to repair farm-to-market and local roads that have been damaged by gas well production in the Barnett shale. interstate and state highway maintenance will cost more. early in the drill-ing activity “rush,” energy companies often vol-unteered to assist with road repair costs. now large operators have left as drilling activity has “slowed significantly.” the smaller subcontrac-tors left to haul mere salt water and mud don’t have the deep pockets necessary to assist with road maintenance. Source: Star-telegram.com

vIrgInIaCongratulations go out to Joe Vig, group vice president of Kpi-JCi and astec mobile screens, Yankton, s.D., who has been appointed chair-man of the manufacturers & services Division of the national stone, sand and Gravel associa-tion (nssGa), alexandria, Va.

washIngton, d.c.the equipment Leasing & Finance association released a statement June 26 showing may’s new business volume was up by 11 percent year-over-year and up 16 percent year-to-date according to its monthly Leasing and Finance in-dex (mLFi-25).

around the globe

6 august/september 2012

safety spotlight

Stop Before You Start Upby clIff mansfIeld

the asphalt plant and surrounding yard can offer a dangerous work environment. accidents happen far

too often when workers don’t pay attention to details, aren’t taught good safety practices or become compla-cent over time. most accidents can be traced to the same root cause: production needs supersede common sense safety practices. Let’s take a look at one such case in the western United states.

On the west coast about four years ago, shortly past 7 a.m., a long line of trucks waited for loadout when the su-perintendent drove up to the batch plant. For this story, we’ll change his name to John.

He’d tried, and failed, to contact the plant by radio nu-merous times. if someone had asked him, he’d have to have admitted he was pretty steamed when he pulled into the yard and saw that the plant wasn’t running. the plant’s new operator, who we’ll call George, had been late on several other days and had caused some expensive delays. John wasn’t going to have another expensive delay this morning.

He climbed the stairs to the batch plant’s elevated, di-vorced control house to find it empty. He checked the switch room to confirm that none of the starter circuit break-ers were tripped or locked out.

in the stockpile area, he could see the loader working the piles, so he knew the loader operator was ready to go. as a recently promoted ex-plant operator, John knew that time was money. He decided to get the plant running himself.

a split second after starting the pugmill he knew his mis-take. the pug’s access door was open. the fledgling asphalt plant operator with less than six months on the job was in the pug tightening a loose shank.

George was 22 years old with a wife, two kids and a long life in front of him. the devastated superintendent took early retirement.

How could John have avoided this accident? Was it his responsibility to walk the plant yard checking every nook and cranny for the missing plant operator? in this case poor training, operator error and, yes, management’s impatience are to blame.

there’s no doubt that if George had locked out the pug-mill circuit breaker that morning he’d still be alive. pugmills

the pugmill isn’t always fully visible from the control house, so make sure workers use proper lockout/tagout procedures before performing maintenance on the component. also make sure plant operators or others with the authority to touch controls in the control house know where the maintenance personnel are at all times. a simple walkie-talkie system gives the person in the control house a chance to do a sound-check for all members of the ground crew. Photo courtesy of Astec, Inc.


and slat conveyors are exceedingly dangerous and no-toriously unforgiving to their victims, yet nearly every accident involving them can be traced to that one sim-ple failing—failure to follow lockout/tagout procedures.

OsHa regulations require that the power source be disconnected, manually locked out and tagged to pre-vent accidental start-up before any work is performed on a piece of machinery. in this incident the operator failed to follow regulations, resulting in his death.

Beyond that, another issue surfaces. John simply had no business touching anything at the plant without first ascertaining the location of everyone involved at the facility.

as mentioned above, a common thread in asphalt plant accidents is a disregard for safety issues in def-erence to production pressures. asphalt plant opera-tors often feel tremendous pressure to produce by any means possible. Unfortunately, this shifts the focus off safety and onto money without anyone realizing it’s happened.

a clear-cut set of guidelines dealing with the compa-ny’s policy on safety issues should be drawn up and dis-tributed to everyone involved with the plant. Be sure to include the paving superintendent so he or she doesn’t unknowingly exert pressure on the plant operator.

remember: everyone wants to do a good job that the state inspector or owner/agency will approve. sometimes employees go to great lengths to get re-sults. to that end, conditions are overlooked that would never be overlooked or forgotten under normal circum-stances. When dealing with safety issues, one must keep in mind the fact that you need to be safe all the time; you need only be careless once for tragedy to strike.

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

this clean pugmill features a platform with safety railing and an access ladder. Photo courtesy of Astec, Inc.


mix it up

Heavier Tack Coat Improves Surface Performanceby nam tran

Highway agencies have tradition-ally used open-graded friction

course (OGFC) as a road’s final riding surface to provide safety and environ-ment benefits. those benefits include improved friction, minimized hydro-planing, reduced splash and spray, and reduced noise level.

With improvements in design and construction practices and the use of better materials, especially poly-mer-modified asphalt (pma) binders, the performance of OGFC has im-proved through the years. However, compared to a conventional hot mix asphalt (Hma) mix, OGFC mixes are often more prone to pavement dis-tresses such as cracking and raveling, which results in a shorter service life.

the performance of OGFC as a sur-face layer depends on three things:• durability of the mix• integrity of the underlying layer• interface bond

One way to potentially improve the performance of OGFC is to en-hance the interface bond between the OGFC and underlying layers by apply-ing a heavier tack coat. the Florida Department of transportation (FDOt) sponsored a study in the fourth nCat pavement test track research cycle to evaluate the effectiveness of a heavier tack coat application on the field per-formance of OGFC.

Crews milled test sections n1 and n2 on the nCat test track and inlaid them with three asphalt layers for the study. the buildup, which consisted of four asphalt layers, was the same for the two sections. the only difference in the two sections was the tack coat applied at the interface of the OGFC and the underlying layer.

For section N1: the crew used a spray paver to apply a polymer-mod-ified tack coat (Crs-2p modified with

sBs) at a heavy spray rate of 0.21 gal/yd2.

For section N2: the crew used a conventional tack coat distribution truck to apply a trackless tack (ntss-1Hm) at a spray rate of 0.05 gal/yd2, as required in the FDOt standard specification.

the OGFC mix was designed with a pG76-22 asphalt binder modified with styrene-butadiene-styrene (sBs) ac-cording to the Florida DOt Construc-tion specification for an FC-5 mix. the aggregate mix was a blend of virgin granite aggregate, hydrated lime and 15 percent reclaimed asphalt pave-ment (rap).

the rap consisted of two fraction-ations from east alabama paving in Opelika, ala. the first rap stockpile was crushed and screened on a 1-inch screen. the second stockpile was frac-tionated on the #4 (4.75-mm) sieve. in addition, the OGFC mix design was

evaluated and passed the require-ments for drain-down susceptibility, moisture susceptibility and abrasion resistance.

after construction was completed in august 2009, these test sections and other test track sections were traf-ficked with a fleet of five triple-trailer trucks operating two shifts a day, five days a week. By the end of the 2009 research cycle, the test sections were loaded with approximately 10 million equivalent single-axle loads (esaLs).

researchers conducted weekly evaluation and monitoring of each section on mondays. sections were inspected for signs of cracking, and multiple measurements of rutting and surface texture were made. Falling-weight deflectometer (FWD) testing was conducted several times a month, and strain at the bottom of asphalt structure, vertical pressure in the ag-gregate base and subgrade pressure

notice that the measurements of aC strain, base pressure and subgrade pressure were remarkably stable over time for section n1, which is the section that tested the polymer-modified tack coat (Crs-2p modified with sBs) at a heavy spray rate of 0.21 gal/yd2.

Figure 1. aC strain, Base pressure, subgrade pressure for sections n1, n2


mix it up

measurements from 15 truck passes were obtained weekly in each section.

KeY FINDINgsmeasurements of asphalt concrete (aC) strain, base pressure and sub-grade pressure were remarkably sta-ble over time for section n1. see Figure 1 for a visual interpretation of

data. this observation is supported by the relatively stable moduli for n1 ob-tained from the FWD back-calculation. these observations (i.e., aC modulus and measured responses) indicate a structure in reasonably good health.

Conversely, the pavement response measurements for section n2 in-creased between mid-november 2010 and early February 2011. this

time period corresponded with the general decline in back-calculated aC modulus experienced in section n2 from October 2010 through February 2011. Clearly, the drop in back-calcu-lated aC modulus had an impact on the measured pavement responses.

section n1 had about half the to-tal rutting compared to section n2. the international roughness index

Figure 2. rutting, surface texture, Cracking measurements for section n1a

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mix it up

(iri) for section n2 started lower than that for n1 but increased more quick-ly starting in October 2010. this in-crease corresponded to the time pe-riod when the aC strain increased and the aC modulus declined. Cracks can be seen throughout section n2, and the level of severity and the area of severe cracks were greater in section n2 than in section n1.

permeability test results showed that permeability was not signifi-cantly affected by the tack coat ap-plication rate or method. However, during heavy rains, section n2 with the lower tack coat rate appeared to provide better drainage than sec-tion n1. the OGFC layer in section n1, where the heavier tack coat was applied, performed better than that

of section n2, where a convention-al tack coat was used. therefore, it is recommended that a heavier tack coat be used to improve the perfor-mance of OGFC surfaces.

Nam Tran is an engineer with the National Center for Asphalt Tech-nology (NCAT). For more informa-tion, you can reach him at (334) 844-6228.

Figure 3. rutting, surface texture, Cracking measurements for section n2a

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equipment maintenance

Maintain Tack Truck for Best Preservation Successby John ball

With growing evidence that tack coats help open-graded fric-

tion courses (OGFC) succeed as mill and fill surfaces, distributor trucks make their way to the paving train more often. Whether performing maintenance on these trucks or dis-tributing material with them, op-erators need to be careful when working around liquid asphalt dis-tributors.

the operator must pay close at-tention 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 thejob site.

savvy asphalt companies prepare maintenance sheets that show em-ployees exactly how to care for and operate each piece of equipment in the fleet. the sheet can be as de-tailed as management wants it to be—including what ppe to wear—and as committed as management wants it to be—requiring signatures from operators, mechanics, super-visors, middle managers and safety directors. Let’s take a look at what a maintenance sheet for the tack wagon should include, starting with

personal protective equipment for the operator:• safety glasses• steel-toe shoes• hard hat• protective gloves

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


Here are the tack wagon cleaning steps every operator should be famil-iar with.remove dirt, dust and debris from…❑ the cab with a whisk broom and

rag. throw garbage away every day. Clean windows and mirrors.

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

❑ the radiator with an air compressor.

❑ the battery with a whisk broom and rag.

❑ tires and rims with a pressure washer.

remove debris and tack oil from…❑ the stairs to the cab with a

scraper.❑ the brake pedal and throttle with

a scraper.❑ remove tack from the spray bar

with a scraper.❑ remove dirt, dust and debris from

any spare spaces on the machine with a pressure washer.

❑ Finally, let the engine run for about five minutes to allow the engine to dry.

make sure the operator is thorough when cleaning the tack truck because this distributor can pose a significant safety hazard if not maintained prop-erly. When the operator takes pride in his equipment and follows the steps for proper routine maintenance, in-spection, 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].

tack truck InspectIon❑ walk around the machine to check

for cracks, fluid leaks, corrosion❑ make sure the operator’s manual

is in the truck❑ check the horn and reverse alarm❑ interior fire extinguisher: make

sure the service tag is up to date❑ exterior fire extinguisher: make

sure the service tag is up to date❑ turn on the truck and in-cab mas-

ter switch to check all control switches; check the rear control panel for loose wire connections

❑ ensure the left and right wings are secured with lock pins

❑ ensure the spray bar is secured❑ check spray bar solenoids for any

damage❑ check pressure hoses and joints

for leaks; check for loose, cracked or worn hoses

❑ check the burner tunnel for debris❑ start up the pump; ensure the

pump shaft rotates smoothly❑ check propane tank hose connec-

tions for wear, cracks❑ check tack level; fill as necessary❑ check HaZmat placards on each

visible side of truck and tank; check reflective tape for damages or missing sections

❑ bleed air tank to check for water❑ wipe asphalt pump fittings;

grease them with 1 to 3 shots of grease weekly

❑ wipe tack coat pump shaft fit-tings; grease them with 1 to 3 shots of grease weekly

❑ wipe pivot knuckle fittings on each side; grease each with 1 to 3 shots of grease weekly

❑ perform daily cleaning as detailed detailed at left

tack truck start-upHeat the material#1. Follow the Oem’s instructions

for care of the equipment. Wear ppe.

#2. turn on power take-off (ptO) located in the truck cab.

#3. turn on the propane tank.#4. Open the main valve.#5. Check the material level…

a) if the level is below 600 gallons, do not heat it; fill the tank appropriately

b) if the level is above 1,200 gal-lons, use top and lower flumes

c) if the level is below 1,200 gal-lons, use bottom flume only

#6. make sure exhaust flaps are open on the top of the tanker.

#7. turn on the main propane lever.#8. turn on the top and bottom

burner levers.#9. Light the burners.#10. Heat material to 110 to 115oF.#11. Open valve.#12. turn on emulsion pump to circu-

late material.#13. When material reaches desig-

nated temperature, turn off the main propane lever first, and then turn off the top and bot-tom burner levers.

#14. shut off the propane tank.

paGe 18: 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. riGHt: 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.

equipment maintenance


producer profile


Perrin PreservesFamily Asphalt BusinessBY sanDY LenDer

When parents see their family growing faster than their in-

come, they get innovative. in the case of Charlie and pat perrin, they made a decision in 1963 after the birth of their fourth child to start perrin asphalt Company, inc., ak-ron, Ohio.

pat bought Charlie his first pick-up truck and sent him on his way. the business grew from sealcoating driveways to paving of driveways, parking lots and roadways. at the same time, their family grew from four to eight children. as it stands today, all eight children are involved in different aspects of the business. Currently, there are five grandchil-dren learning the trade. perrin grew from five employees in 1963 to 85 employees in 2012.

in 2004, perrin Concrete services LLC opened its doors. in 2008, p K Crushing & materials was estab-lished as a recycling facility. this fa-cility was started due to the lack of available dump sites for broken as-phalt and concrete excavated from job sites. p K Crushing & materials purchased an eagle 1200 crushing plant and started producing approx-imately 750 to 1,000 tons of usable aggregate products; therefore, they reduced the amount of waste in landfills.

today, perrin puts down approxi-mately 150,000 gallons of sealer and approximately 100,000 tons of

the perrin family launched p K Crushing & materials in 2008 with the purchase of an eagle 1200 crushing plant. With this recycling facility, they’re able to provide a site in northeast Ohio for broken asphalt and concrete excavated from job sites, keeping waste material out of landfills.


asphalt each year throughout north-east Ohio. the crews mill up about 50,000 to 80,000 tons of millings a year and re-sell them in their yard.

to get that amount of millings, the company does its own asphalt milling and also provides grinding services to other asphalt paving contractors. the machines the perrin team uses for milling include a Wirtgen W1900 and a Wirtgen Grinder W1200F.

the company recycles 100 percent of the used asphalt and concrete from job sites. they also accept this material from other contractors with no dumping fees, enabling them to reduce their costs. materials pro-duced at this facility are then sold back to the contractors at a lower cost than virgin aggregate materials.

producer profile

aBOVe tOp: pat and Charlie perrin are pleased to have 13 members of the family working in the business. aBOVe: perrin asphalt paved the entire hangar area with the Goodyear blimp in a hurry to get going.


producer profile

management is proud of every-one’s dedication to preserving the environment. Workers are encour-aged to operate in as green a man-ner as possible. in their green ef-forts, perrin participates in the U.s. Green Building Council’s Leadership in energy & environmental Design (LeeD) program. perrin asphalt has been working with asphalt produc-ers, national and metro park districts implementing porous pavement in their asphalt surfaces to provide cost-effective pavements that pro-vide storm water management sys-tems. the crews completed the po-rous asphalt pavement at nordonia High school, monroe Falls metro park and the national park District, among others.

the company takes the used oil from the equipment fleet to heat the ga-rage bays. they also recycle all paper and cardboard products. they have switches throughout headquarters that automatically turn lights on and off as people enter or leave a room.

perrin asphalt participates in a number of certification and industry programs:• Ohio Department of

transportation• summit County Better Business

Bureau• subcontractors association• Builders exchange• Drug-free Workplace• Leadership in energy &

environmental Design• Construction materials recycling

associationin addition to programs that bol-

ster business, perrin works on pro-grams that help the community as well, such as charity golf outings and other fund drives. One of the own-ers, Kim Hengle said, “We all feel for-tunate to be able to work with our parents and each other to help grow the family business to what it has be-come today. this is a very exciting in-dustry with room to expand.”

according to pat and Charlie, “Work hard, respect those you work for and those who work for you, and nothing is beyond your reach.”

step 1. perrin performs the sitework. step 2. perrin gets the base ready. step 3. perrin paves and compacts a smooth asphalt surface. step 4. perrin provides a gorgeous asphalt pavement for its customer.

step 1. step 2.

step 3.

step 4.


N.B. West stresses remixiNg rAs

During a rainy early 2011, a crew from n.B. West Contracting, st.

Louis, mo., took on a pavement pres-ervation project on route 72 that in-cluded the use of evotherm 3G m1, recycled asphalt shingles (ras) and re-claimed asphalt pavement (rap). For best quality control (QC), they found that remixing the shingle product before production and remixing the warm-mix product at the paving train served them well. Here’s what they did for owner-agency missouri De-partment of transportation (moDOt).

the resurfacing project ran from march 11 to april 12, 2011. it encom-passed a warm-mix asphalt (Wma) overlay on 9.33 miles of route 72 from County road 5220 to County road 209 south of rolla in phelps and Dent counties. the Bp-1 Wma contained a high amount of rap and ras. nB West sullivan produced 25,617 tons of mix and hauled it to the site. they described the mix as a “warm mix

asphalt using evotherm 3G m1 and greater than 30 percent effective vir-gin binder replacement.” according to the company, “the Bp-1 mix on this project used the latest technology to implement the maximum amount of recycled materials allowed by mo-DOt. the mix was hauled from over an hour away and still performed re-markably well even in wet early sea-son paving.”

steve Jackson, manager for nB West, said ras made up one-third of the 30 percent binder replace-ment. “recycled binder was 1.8 percent of the mix; 0.6 percent from the shingles.”

their shingle grinder is asphalt shingle Grinding service, LLC, peru, ind., but they have learned to avoid sand in the mix.

“the sand can help the shingles feed through the plant by helping keep the surfaces clean,” Jackson said. “it’s more difficult to get a build-up when

everything is clean; however, some people started overblending the sand-to-shingles ratio and were mak-ing dry mixes. i believe that the sand helps keep the shingle aC from build-ing up on the plant, especially around the hot areas on a plant where the shingles start to get sticky, like the rap collar or chutes feeding the ras into the plant.”

One of the issues the nB West crew saw with the use of ras was a propen-sity to retain moisture. Given the wet paving season they started out with in 2011, moisture was on their minds.

“moisture causes the shingles to clump up in the stockpile and into the plant,” Jackson said. “if these ag-glomerations make it out to the job, they’ll tear the mat under the screed. also, you don’t get the asphalt out of the shingles that you’re expecting if the shingles ball up and don’t get dried out. Wet shingles tend to build up in your drum on your flights. the

by sandy lender


asphalt content is impacted by the moisture in the shingles not being ac-curately input into the computer.”

the solutions Jackson offered start with the stockpile. “manage your stockpiles well. Cover the stockpile. if you do have a wet stockpile, the load-er operator can spread the stockpile out in thinner lifts on the paved area to allow the sun to help dry the shin-gles and the water to drain out quick-er. Loader operators need to work the face of the pile to make sure that the shingles haven’t formed large clumps. if the outside of the pile is wet, you can remove a layer off of the pile and get to the dryer shingles further in.

“adequately determine the mois-ture content of your shingles, rap and virgin materials; however, be careful

to not change too many variables at the same time without quality control testing because you can greatly im-pact your asphalt content if you’re not careful.”

the evotherm 3G m1 that nB West used is a surfactant that “ties up” some of the residual moisture in the mix. Jackson said he believes this had a huge impact on the job. even though the product is used to gain Wma temperatures, the technology can be used with higher tempera-tures for a hot mix with Wma ben-efits. “You may have to increase your temperature some if you have really wet aggregate, shingles and rap,” Jackson said.

For the route 72 job, nB West shut down the job on rainy and foggy days to avoid the worst of the moisture problems. they didn’t have to do any pavement drying before paving be-cause, as Jackson stated, “the traffic was high enough to dry the road be-fore we paved the next day.”

LeFt: “i believe the transfer machine eliminates the bumps due to the truck-paver engage-ment and also re-blends the mix for the best possible mat,” Jackson said. “the warm mix technology keeps any moisture in the road joints or cracks from steaming when a hot mix is placed on them. the warm mix helped keep the ride smooth.” BeLOW the nB West sullivan plant produced the mix at 265oF for a haul about an hour away. the temperature behind the paver remained steady enough for crews to get smooth results from plant to mat.


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For teams without that kind of time luxury, Jackson shared that the nB West sullivan plant has paved the ma-jority of its stockpile areas and has constructed a structure to cover the shingle pile. Keeping the truck beds hot is important, too. nB West used propane brush burner torches to heat the beds before loading.

From loadout, the trucks delivered the mix to a transfer vehicle.

“shingle aC is stiffer and as a result it tends to cool more quickly,” Jackson reported. “remixing can make a job look great and break up any lumps.”

the nB West crew placed the Bp-1 at a depth of 8.2 inches per mile (2 inches) to achieve a 46.1 percent ride improvement on the road and achieved a 103 percent smoothness. “the project was designed to im-prove the ride quality of the route,” the company provided. “in order to obtain the highest smoothness values possible, we made sure to look at our entire production and laydown prac-tices to maximize our bonus. Because

we were hauling mix for over an hour to the job, we required everyone on the project to perform at their highest level. We met with the truck drivers, plant personnel, laydown crew and QC inspectors to make sure everyone knew our expectations of them.”

“the smoothness was the reason that we did many of the things that we did on this job,” Jackson said. He explained that the company used a transfer machine and warm mix to enhance their chances of getting smoothness. He drove the job in the spring of 2012 and determined it’s still a smooth ride.

“the project received a bonus for greater than a 30 percent ride im-provement between the preliminary profilograph and the final after the project was paved,” Jackson said. “i believe the transfer machine elimi-nates the bumps due to the truck-paver engagement and also re-blends the mix for the best possible mat. the warm mix technology keeps any mois-ture in the road joints or cracks from

steaming when a hot mix is placed on them. the warm mix helped keep the ride smooth.”

all the technology nB West had on the job helped get the smooth finish they were after, but best practices came into play as well. Jackson joked that a team can’t have tailgate talks often enough.

“Because this was the first big job of the year, we spent a lot of time re-minding everyone of best paving prac-tices. We have found that if you start off establishing a high quality routine at the beginning of the paving sea-son, then it carries through the year. if you let things slide, then you have to fight it all year long. Because the quality control lab is at the plant, we have good communication between the plant, truck drivers and QC. We did spend some additional time on the project when we started to make sure the mix would work and to de-velop rolling patterns.”

Jackson had some good recom-mendations for other contractors who


have a long haul for a ras mix. First, he suggests the use of a transfer ma-chine. then he turns to temperature.

“Don’t try to run at extreme tem-peratures greater than 350 degrees thinking that will make the mix bet-ter. it only burns the mix aC that is there and makes the mix dry and brit-tle. also remember to tarp and strap. Fill the truck as much as you can. Full loads will stay warm longer. avoid us-ing large trucks and small loads; the mix will cool rapidly if the mix isn’t

touching the sides, front or tailgate of the bed.”

in the end, the company attributes this pavement preservation success to several factors. “We had a very wet spring; using a high amount of recycled materials could have been problematic and caused delays to the project because we started paving

in mid-march. By using evotherm 3G m1, which is a surfactant, we were able to continue paving without de-lay. Good paving practices, such as using a transfer machine, prop-er loading of trucks in three drops, tarping, and heating the truck bed allowed us to pave in cold weather with a long haul.”

"Because this was the first big job of the year, we spent a lot of time reminding ev-eryone of best paving practices,” Jackson said. “We have found that if you start off es-tablishing a high quality routine at the be-ginning of the paving season, then it car-ries through the year.” Here the compaction team uses a quality rolling pattern to roll longitudinal joints behind the paver.


producers and quality control (QC) managers know that managing the

integrity of incoming aggregate mate-rial is critical to production success. in-coming recycled materials offer unique challenges, though. Let’s take a look at those challenges and how to meet them successfully.

Large quantities of reclaimed asphalt pavement (rap) come into the plant site and much of mix production in to-day’s economy revolves around recon-struction work. recycled mixes have become the standard for most owner-agency projects, whether they are Fed-eral Highway administration (FHWa), state departments of transportation (DOts), county, parrish or city projects. as a result, each reconstruction or re-habilitation project generates an abun-dance of rap.

For instance, a 20,000-ton mill-and-fill project with 25 percent rap re-use generates 15,000 tons of excess rap.

a 30,000-ton project with 33 percent rap re-use generates approximate-ly 20,000 tons of additional rap. a 40,000-ton job with 40 percent rap re-use generates 24,000 tons of excess rap, and so on.

this rap is valuable to the producer. With liquid asphalt cement (aC) aver-aging around $600 per ton across the United states and Canada, and with asphalt content in the rap between 4 and 5 percent, each ton of rap re-used in the mix is worth $24 to $30 as a cost offset to the producer.

every 10 percent of rap used drops the cost of production about $2.40 or $3.00 per ton. Our economies have evolved to understand that allowing our producers to take ownership of the rap, and allowing our mix designers to design mixes to the maximum amount of rap content without sacrificing fi-nal performance properties is the pathway to success in lowering public

infrastructure costs. simply stated—recycling, private ownership of aggre-gate materials and competition lower pavement costs. the producer that doesn’t maintain an adequate supply of this valuable resource will find him-self on the uncompetitive side of the bidding table at a letting.

stOCK-pILe up beNeFItsWhat does the industry do with this much rap? the stockpiles are grow-ing. a complicating factor in rap stor-age is that rap comes in from a project in one of two forms—as millings and as total depth removal.

millings typically have higher asphalt content and less base material mixed with them. they are essentially surface pavement, reduced to small chip-sized material.

rap from total depth removal—also called rubble—will include a wider

Manage Incoming Materials for Optimum Preservation Resultsby t.J. young


variety of mix types, may contain small quantities of base aggregate material mixed in with it, and can be large and slab shaped.

experience has shown that modern impact style crushing and screening equipment can reduce any rap mate-rial, whether millings or rubble, back into a consistent rap product that can be reused in new hot or warm mix.

the advantage of processing mill-ings separately is that the asphalt con-tent in the final product will typically be higher. Fractionating the material as it is processed, or splitting it into differ-ent sizes, will raise the asphalt content even further, allowing the producer to gain even more value from the liquid asphalt in the rap.

typical fractionating sizes in the in-dustry are ½-inch minus (or ½-inch x 0) and ½-inch plus (typically with a ¾-inch or 1-inch top size which would create a ¾-inch x ½-inch or 1-inch x ½-inch

product); or 3/8-inch x 0 and 5/8-inch x 3/8-inch and 1-inch x 5/8-inch; or ¼-inch x 0 and ½-inch x ¼-inch and ¾-inch x ½-inch.

Because millings have higher asphalt content to start with and are “pure pavement,” fractionating millings re-sults in a very rich, fine rap product to put back into the plant, especially the fine fractions. Because rubble has a certain percentage of base mixed in with it, fractionating rubble will result in some uncoated fines in the 3/8-inch x 0 or ¼-inch x 0 product and the fine fractions won’t be as rich. While this is still a valuable product, and when properly processed will be very consis-tent in gradation and asphalt content, the asphalt content from the full depth or rubble material cannot and will not be as high.

For this reason, producers should stockpile their rap from millings sepa-rately from their rap coming in from total depth removal.

also, because incoming quantities are voluminous for the reasons not-ed above, and because plant space is limited, many producers are “go-ing vertical” with their pre-processed stockpiles. When you create a pre-pro-cessed stockpile with a sloped ramp, you can store even more material on a given footprint.

Consider the benefits. trucks dump on an inclined ramp. an angle of about 15 to 16 degrees to this ramp appears to be ideal. experience has shown that this is not so steep as to create insecu-rity to truck drivers, and that even fra-meless trailers can dump material safe-ly at this angle as long as the ramp is level side-to-side.

a rubber-tired loader then pushes this material off the ramp to create a face to the stockpile. this face, of course, will grow outward and upward, and this will be the face that is mined by the crushing crew.

if the loader operator raises his buck-et ever so slightly as he pushes off this ramped surface, and drives straight forward without cribbing or turning his loader while he does so, he accom-plishes two things. First, he will main-tain a level surface from side-to-side for safe dumping. second, he will leave a small quantity of fines behind that his

wheels will compact to create a sealed surface to the ramp. this has the add-ed benefit of keeping rain water from entering the stockpile. the moisture falling on the ramp simply runs back down the ramp and off the stockpile.

turning or cribbing the loader while he pushes off, however, will result in a crowned ramp that is not level side to side. the loader operator needs to push straight off, raising his bucket ever so slightly as he moves forward, and then backing down the ramp to re-position the loader to again move for-ward in a straight fashion. Using this technique allows a producer to maxi-mize the amount of pre-processed rap material he can store in his yard.

the producer now has a choice of which stockpile to process. He can start with the milling stockpile with the higher rap content. Or he can select the rubble stockpile, which can be pro-cessed into a consistent rap product to feed into the plant, but with lower asphalt content.

Create mOre OptIONsWhat if you don’t want to go vertical? What if you want to take fresh millings, stockpile them, and then reuse them running them over a scalping screen, running them through a lump breaker, or running them through an in-line cir-cuit that sizes and crushes material as it feeds directly into the plant? You have options available to you when manag-ing incoming recycle material.

millings that are destined to be im-mediately reused can be stockpiled with a loader in a windrow fashion, or in a conical shape, but should be stockpiled only as high as the loader can reach. this creates a sloped sur-face that will keep moisture from rain from accumulating in the rap. the so-lar effect of the sun typically creates a thin crust on the surface of the stock-piles and allows moisture to “shed” off the stockpile.

avoid running loader tires up on the edge of either a conical stock-pile or windrow pile to create a taller pile. this will compact the rap and re-agglomerate the particles into large chunks. this forces you to use sizing equipment to reprocess the material.

contInued on page 38

matich Corp. uses long stacking con-veyors to build separate stockpiles for separate materials. it’s just as im-portant for producers to create differ-ent piles for recycle material as it is to create different piles for virgin materi-als. Build one pile for your millings with high asphalt content and another pile for rubble that has yet to be processed and screened into a consistent rap product. By creating fractionated rap and separate stockpiles for material, you always know what you’re putting in your mix and you keep a firm grasp on your quality control.


contInued from page 35When using a windrow approach,

multiple windrows can be separated so that rain water can run between the stockpiles, especially if the grade has a downward sloping surface. Feed the plant from the downhill side to mini-mize moisture entering the stockpile during production runs.

avoid stockpiling more material with a loader immediately next to the wind-row or conical shape. this would even-tually create a long, low, flat-topped stockpile where moisture would per-colate into the stockpile, raising fuel consumption and lowering production rates. Wetter rap is more difficult to dry and heat. rap, like any fine mate-rial, typically doesn’t drain once it gets wet, so when moisture has a chance to enter the stockpile, you can count on it still being there months later.

Obviously, a conical or windrow stockpiling technique takes a lot of geography, and this is why many pro-ducers have opted to stockpile verti-cally and then resize with a crushing

or screening plant, stacking resized material with a conveyor to create an even taller conical pile for reintroduc-tion into the plant. While this resizing costs a bit more money, more rap material can be stockpiled in a small-er space, and the value of rap is high enough to justify this additional repro-cessing cost. Crushing and screening, or resizing and stacking material from a large vertical stockpile typically costs less than $5 per ton. Because the value of rap is $30+ per ton to the produc-er, this additional processing cost can comfortably be absorbed.

there’s more than one way to man-age your incoming rap. the overall objectives are to protect the quality of the rap, minimize moisture entrain-ment and maximize the amount of ma-terial you can store in the geography you control. While windrowing and cre-ating conical stockpiles with the loader help protect rap product quality, more and more producers are electing to go vertical with two different stockpiles to maximize the amount of aC they can

reclaim from their incoming rap, mini-mize moisture entrainment in the prod-uct, and maximize the amount of mate-rial they can store in their yard.

T.J. Young is the proprietor of T2AS-CO, Kansas. For more information, contact him at (913) 634-4967 or [email protected].

mIllIngs vs. rubblemillings are typically the top surface of removed pavement, reduced to small chip-sized material. rap from millings usually has a high asphalt content and minimal base material mixed in.

rubble typically represents total depth removal of a pavement and may include large, slab-shaped parts as well as chip-sized pieces. the content will include a variety of mix types as the cutting depth includes multiple courses, thus multiple designs. this means the asphalt content in rubble will vary as well.

Good news: modern impact style crushing and screening equipment has been shown to reduce any type of rap material back into a consistent rap product for use in new hot or warm mix designs.


Rejuvenate Binder with GTR in RAP by sandy lender

team Ghilotti, petaluma, Calif., preserves Ca1 in marin County between stinson Beach and Olema for Caltrans District 4. Dutra materials, san rafael, Calif., produced the ½-inch rHma-G mix. it uses asphalt rubber binder with 20 percent rubber content from the wet process and con-tains evotherm. Photo courtesy of MWV Specialty Chemicals Division, North Charleston, S.C.

as virgin materials costs such as crude oil, asphalt and fuel have

fluctuated in an ever-ascending arc upward, the newly formed rub-berized asphalt Foundation (raF) shares that the price of ground tire rubber (Gtr) has remained rela-tively constant since the summer of 1996. What’s interesting about that is Gtr’s scope of use has increased while the price has remained steady. states can use Gtr• with Wma,• with rap,• with ras,• as an alternate modifier in pG76-

22 binders,• to reduce pavement thicknesses

and, best of all,• to cover concrete.

representatives of the rubber pavement association (rpa) share that in addition to the list of Gtr uses here, Gtr can be recycled. Be-cause many asphalt rubber projects are performing well, they don’t need to be recycled. Doug Carlson of Lib-erty tire recycling said the Califor-nia Department of transportation (Caltrans) set out to do a feasibility-of-recycling study on rubber-mod-ified paving materials in early 2006 only to learn that more than eight agencies had reported successful recycling projects at 15 percent or greater rubberized rap.

that’s been a while ago, so let’s take a look at how Gtr is work-ing for pavement preservation and resource preservation today. sam Cooper of the Louisiana transporta-tion research Center shared that the Louisiana DOt requires elastomer-ic type of polymer modifier—spe-cifically styrene butadience styrene (sBs) for enhanced performance against rutting and fatigue cracking. the DOt allows 20 percent rap in binder courses and allows the use of rejuvenators like crumb rubber. that’s good news considering the positive information Cooper had to share at the 21st Century asphalt

pavement Conference concerning asphalt rubber.

He pointed out that crumb rubber has absorptive properties that allow it to carry engineered additives, thus improving aC performance and revi-talizing aged binders in rap. We un-derstand that as asphalt pavements age, the asphalt binders harden and oxidize, which can cause prema-ture cracking. By softening the aC with engineered additives, LDOt has seen a reduction in this type of premature cracking. a crumb rub-ber carrying the engineered addi-tive that softens the aC allows the DOt to specify a higher percentage of rap in the mix.

Cooper reminded the audience, the use of rap and other recycled materials poses a positive impact on both agency costs and the en-vironment. Using recycled materi-als helps architects and builders get their much-needed green credits for Leadership in energy and environ-mental Design (LeeD) projects.

Doug Carlson of Liberty tire recy-cling, lists some common gradations you’ll see for rubberized asphalt.

Table 1. Common rubberized asphalt gradations

Sieve Size

Field blend ar

Terminal rubberized

asphalt

% passing % passing

2.36 mm (#8) 100 100

2.00 mm (#10) 100 100

1.18 mm (#16) 50 100

600 um (#30) 9 70

300 um (#50) 3 25

150 um (#100) 1 6

75 um (#200) 0 1

During his presentation titled “Gtr Use in asphalt—What You need to Know” at the napa 21st Century asphalt pavements Con-ference in Cincinnati, Carlson ex-plained that plant mixes of rubber in the past used to suck up all the


asphalt cement (aC). “now we only use about 10 percent.”

the rubber is delivered in super-sacs (or in bulk) and added by the rap collar directly into the mixing drum. it needs about 45 minutes of dwell time in the mix, which Carl-son said can include haul time to the paving site. He reminded attendees that the rubber will swell a bit in the mix, so contractors should plan for that. “the rubber and asphalt gel becomes like a sponge for fines.”

Other current methods of mixing Gtr include using a 16 minus rubber and a performance grade (pG) Gtr asphalt with 30 minus rubber. the asphalt rubber with 16 minus is field blended with particles suspended through mechanical means. it’s used in heavy duty chip seals, open grade and gap grade mixes at about 30 pounds of rubber per mix ton.

the pG Gtr asphalt uses a 30 mi-nus rubber blended at the terminal. the rubber is suspended with chem-ical additives and is added at about 10 pounds per mix ton.

When talking about additives, the industry recognizes two basic meth-ods for crumb rubber engineered additives: the wet process and the dry process. the difference lies mostly in the inclusion or exclusion of a long chain wax in the first and second crumb rubber components of the crumb rubber additive. Let’s take a look at the components and their performance tests.

Cooper explained that to develop crumb rubber additives using the wet process, the engineer will use 50 percent of Cr Component 1, which is made of 10 percent long chain wax, 70 percent 30-mesh crumb rubber and 20 percent asphaltenes, and 50

RAFThe newly formed Rubberized Asphalt Foundation is a research foundation dedi-cated to the science and beneficial use of recycled tire rubber in asphalt. RAF is a comprehensive, expert resource providing scientific knowledge and awareness to enhance the development and broad use of rubberized asphalt.As a 501(c)3, RAF is not allowed to lobby, but the members are able to develop a library of research publications that demonstrate specific and quantifiable benefits of various asphalt mixes and pavement preservation strategies; the growing library can be found on the foundation’s website. An advisory board will also conduct research studies to expand the knowledge of rubberized asphalt engineering and board mem-bers will present their expertise at events that will enhance this ongoing discussion.

RAF Board of Directors

Chairman George B. Way, P.E. Chief pavement design engineer (retired) Arizona DOT Mark Belshe, P.E. Director Rubber Pavement Association Dr. Kamil Kaloush, P.E. Professor Arizona State University Richard Stubstad, P.E. Engineer at Dynatest K.C. Evans, P.E. Engineer TexDOT Doug Carlson VP Liberty Tire Recycling Jeff Smith International Surfacing Systems

www.ra-foundation.org Contact RAF through Executive Director Elizabeth Dempsey Becker at (202) 560-0500

or [email protected].

percent of Cr Component 2, which is made of 10 percent long chain wax, 70 percent 30-mesh crumb rubber and 20 percent de-metalized aC. the engineer will perform the loaded wheel and dynamic modulus perma-nent deformation tests. to test dura-bility, he’ll perform the semi-circular bend test, the dissipated creep strain energy test and the Lottman test for moisture susceptibility. all of these are performed in triplicate. Va = 7.0 percent +0.5.

mark Belshe, executive director of the rubber pavements association, states that the industry’s experience to date with the dry process has been variable. “the problem mostly with the dry process has been the af-finity of the crumb rubber to absorb the light ends out of the binder; it dries up the mix, sometimes to fail-ure through raveling. there are some new processes where the rubber is being pretreated that are coming into the market to address this prob-

lem, but i haven’t seen any extensive data on them.”

Cooper explained that to develop crumb rubber additives using the dry process, the engineer will use 50 per-cent of the Cr Component 1, which is made of 80 percent 30-mesh crumb rubber and 20 percent asphaltenes, and 50 percent of the Cr Compo-nent 2, which is made of 80 percent 30-mesh crumb rubber and 20 per-cent de-metalized aC. the engineer performs the same tests as with the wet process, and the same number of times.

Cooper pointed out that the addi-tion of crumb rubber additives has a positive influence on an aC bind-er—to the point that an extract-ed 64rap40 binder can be graded as a pG70-28. tests show moisture susceptibility improving and critical strain energy (from the semi-circu-lar bend test) meeting the minimum value of 0.6 required for fatigue re-sistant mixes. Using crumb rub-ber and additives can improve the

performance characteristics of a mix, according to the facts Cooper pre-sented. “the use of crumb rubber is a promising technology with signifi-cant potential to enhance pavement performance while satisfying current market needs with respect to sup-porting the recycling of scrap tires.”

Belshe shared current Gtr stats. “You can get about 12 pounds of us-able crumb rubber from a 21-pound passenger tire.”

Given the promise of improved mix characteristics and the amount of material industry can get from even a single tire, the asphalt indus-try has another green process keep-ing a waste product out of landfills when using Gtr. a current study in the County of Los angeles that Belshe mentioned will give more in-sight on the use of asphalt rubber mixes with rap. this may offer more data for the revitalization of aged or oxidized aC with Gtr-carried addi-tives, thus more positive use of this green resource.

Editor’s Note: This information is from the presentation titled “Innovations in Thin Asphalt Overlays: Ohio’s Smooth-seal” that Cliff Ursich, executive direc-tor of the Flexible Pavements of Ohio, gave during the 21st Century Asphalt Pavements Conference in Cincinnati June 19.

We’ve been doing thin seals in Ohio since the 1960s when Fire-

stone began studying them with the department of transportation (DOt). Back then, they looked at a sand mix with ground tire rubber (Gtr). By 1991, the asphalt industry started an initia-tive to use thin lifts with some simple goals. the goals were to preserve the pavement by providing some struc-ture, while improving safety and ride, and keeping costs reasonable. We wanted something economical. Let’s take a look at how Ohio’s smoothseal spec accomplishes all that.

When we talked about the econom-ics of the thin lift, we wanted to make sure the materials remained non-pro-prietary. this would allow the use of local contractors and local materials. the very nature of the thin lift kept the cost per square yard minimized.

We sought guidance from other states—taking a survey of state as-phalt association practices and materi-als. We checked out the napa publica-tion thin Hot mix asphalt surfacings. We started with the ODOt spec for la-tex modified emulsified asphalt, which readers will recognize as microsurfac-ing today. in fact, ODOt wanted a spec that gave a mix rich in binder and good durability volumetrics like one a latex modified asphalt offered. We specifically went to the city of rock-ville, md., to fulfill a pavement main-tenance contract with smoothseal on various streets. that used a systematic approach to pavement maintenance, letting us plan preventive mainte-nance. it took advantage of asphalt’s attributes of restoring smoothness and speedy construction.

ODOt’s microsurfacing spec gra-dation and binder type served as the launching point for developing the smoothseal spec. We used the mar-shall method for mix design. We didn’t have performance tests on hand, so we partnered with ODOt to construct a test project.

By 2002, the Federal Highway ad-ministration’s (FHWa) pm initiative in-vigorated interest in preventive main-tenance and thin-lift asphalt surfacings were included in ODOt’s catalog of pm treatment options. Between 2005 and 2012, smoothseal became ac-cepted as a standard spec, renamed as item 424—Fine Graded polymer asphalt Concrete. ODOt uses this as a pavement preservation (pm) treat-ment. in 2012, ODOt let an experi-mental contract with item 424 as the wearing course in new construction. item 424 has two mix types. the first is a recipe mix for all traffic types—light, medium and heavy. But the second type, type B, is the smoothseal mix. it is a volumetric mix design using the marshall method for light, medium or heavy traffic pavements.

the type B composition has ½-inch maximum sized coarse aggregate and

sand particles with minimum polymer binder content of 6.4 percent. this is a 76-22 sBs or a 64-22 with 5 percent sBr. it includes 100 percent two-faced crushed coarse aggregate for heavy traffic mixes to provide stability. a sili-con dioxide requirement on the fine aggregate ensures good skid resis-tance. We use polymer modification to enhance mix toughness, stability and longevity. rap is permitted up to 10 percent. We set narrow grading bands to reduce variability and ensure con-sistently good statewide performance (see Figure 1).

Ohio Smoothes Preservation Results

Figure 2. economics per square Yard

Figure 1. Material Characterization of Item 424, Type b

Sieve % passing

½ inch 100

3/8 inch 95-100

no. 4 85-95

no. 8 53-63

no. 16 37-47

no. 30 25-35

no. 50 9-19

no. 100 n/a

no. 200 3-8

by clIff ursIch


not all pavements are going to be perfect for a thin asphalt overlay. Good candidates for the smoothseal surface treatment show the following distresses:• dry-looking, bony pavements that

are porous or permeable• pavements that have begun to ravel• pavements with extensive cracking

too fine for crack sealing• pavements with cracking of the sur-

face too extensive for crack sealing alone

• pavements where curb reveal doesn’t permit heavy lift thicknesses

• pavements that don’t have unre-paired structural (fatigue) damage

• pavements that don’t have apprecia-ble rutting (<1/4-inch)

• pavements that have sufficient re-maining structural capacity to last the life of the treatmentKeep in mind that rapidly deteriorat-

ing pavements aren’t good candidates for pm. rapid deterioration is indicative of inadequate pavement strength. the

thin-lift asphalt layer is not intended as a crack-attenuating layer. it’s only placed at ¾-inch to 1 ½-inch thick-ness. if the pavement surface has significant irregularity, it will require a leveling course or milling prior to placement of the smoothseal.

to place it, you first make it. start with the Hma plant.

manufacturing smoothseal will be similar to other polymer-modified Hma. it will use greater heat dur-ing production to get an elevated mix temperature at the project site. the maximum you want is 350oF pro-duction and at least 290oF behind the screed. Keep it hot enough to compact, but not so hot as to cause binder draindown. as a side note, smoothseal has been successfully manufactured as a warm-mix asphalt.

to place smoothseal, pay extra at-tention to smoothness factors. make sure you have uniform production, temperature, mix delivery, head of material and compaction. minimize handwork and avoid feathering. We recommend butt joints. Construct hot long joints or seal cold joints with bituminous material thoroughly coat-ing the vertical face without runoff.

place the material on a clean, dry surface with a minimum of 60oF sur-face temperature. make sure the tack coat is applied uniformly. Do not use pneumatic tire rollers on the job.

as i mentioned earlier, when we started looking into the use of a spec like smoothseal, we were interested in watching costs. Based on the aver-age number of years between treat-ments, and using price data from may 2010 to may 2012 for materi-als, we found that it would cost 35 cents per square yard to perform mi-crosurfacing, but the agency would be forced to lay out that cash every 5 years. a smoothseal type B placed at ¾-inch thick would cost the agency 27 cents per square yard and would be required every 13 years (see Fig-ures 2 and 3).

in fact, during our work, we found a farm-to-market test road in Logan County, Ohio, (route 508) that had been paved with a 1-inch overlay with a 5 percent sBr latex. it performed well for 13 years, but reflective

Figure 3. economics per Lane mile

Figure 4. Value is more than Cost


cracking from the original pavement was its final demise.

While counting the years a pave-ment preservation method extends a pavement’s life is one way to assess its worth, we also looked at measur-able values, weighing them against other popular preservation methods (see Figure 4). When studying the rutting potential of smoothseal, for example, we monitored binder con-tent, the amount of natural sand in the mix, the deformation in millime-ters achieved at three different tem-peratures using 8,000 cycles of the Georgia wheel tracking device. all designs used the pG76-22 modified with sBs. that gave us true, measur-able, tangible values for rutting resis-tance of the smoothseal type B mix-es (see Figure 5).

in the end, Ohio came away with a pavement preservation method designed by industry for industry. it’s a spec that local contractors can use with local materials to save lo-cal agencies money while preserving

their qualifying pavements for an extended period of time. Ohio’s smoothseal is a success story for the motoring public.

Cliff Ursich, P.E., is the executive di-rector of the Ohio Flexible Pavements Association. For more information, visit www.flexiblepavements.org.

Figure 5. rutting potential as a tangible Value


Top 10 Tips To Measure Training roi

1 You don’t need to go overboard in calculating rOi. You only need to prove beyond a reasonable doubt that your program is cost-justified.

2 shift your thinking from a quality mindset to an impact and re-sults mindset. rOi is more than a calculation; it’s a way of think-ing. Learning professionals often focus on the quality of their training rather than the impact of the learning, assuming that quality leads to learning and learning leads to impact. While quality is important, it doesn’t go far enough in proving that training positively impacts the business.

3 Calculate rOi continuously so you always know how much ben-efit your program is generating. there are two ways to waste training dollars—train people who don’t need it or train people who don’t use it. neither of these things has to happen if you have a handle on what is working and what is not.

4 Build your case for rOi step by step. Getting to rOi is like build-ing a court case. You make arguments and then present facts to support them. Ultimately, the arguments and facts prove your training program generates more value than it costs.

5 the more data points you have, the better. the people who matter when it comes to making your case are typically analyti-cal—COO and CFO types—and will likely want an explanation as to how you reached your conclusion. Validate your findings with as much data, from as many different perspectives, as pos-sible. that means the trainees’ responses immediately after the course and a couple of months after, as well as their managers’.

When a consultant comes to your site for hands-on training, he can offer data points that you may not think of in a classroom setting. For instance, John Ball of top Quality paving, manches-ter, n.H., steps onto the job with his video camera in hand. He records the crew’s mistakes and missteps as well as the crew’s good practices so he can go over each lesson in detail with them later. that footage, combined with footage of the crew paving flawlessly a day or two later, is evidence of the fantastic return management gets for its training budget.

6 rOi isn’t just about money. analyze results that lead to rOi across the following four levels of learning measurement: qual-ity, effectiveness, job impact and business results.

as mentioned above, the quizzes that the Clarence richard online training program offers give a clear track of the student’s progress. this allows a manager to measure the quality and ef-fectiveness of the training the student received. in the event that the student needs safety training to qualify for OsHa cred-its, money isn’t the driving force behind the training and mea-surement. Having a way to analyze results offers proof of train-ing that organizations often require.

7 Be as conservative as possible in your rOi calculations. self-reported scores should be factored down to compensate for bias. additionally, you should use the delivered job impact number reported in the follow-up survey rather than what was predicted immediately after the class. Often, students are very enthusiastic about the learning right after the com-pletion of the course, which causes bias. the follow-up sur-vey results allow for a truer measure.

Be aware that you can take surveys when employees re-turn from classroom training at the industry facilities set up for professional education, such as the roadtec, Wirtgen, Caterpillar, Kpi-JCi, Brookfield Labs and many other centers. and then you can contact those centers with follow-up ques-tions in the future. the opportunity for rOi doesn’t necessar-ily end when the training ends.

8 Know the investment outlay. it stands to reason that you can’t calculate a return without knowing the investment it-self. First, calculate the investment: class cost added to the salary of the learners for the days in class. then, calculate the return: multiply the average salary by the percent students said their work improved due to training.

9 Communicate the story behind the numbers. When you’re discussing your program with stakeholders, clearly state

the goals of your program as you first envisioned it, the chal-lenges you faced and how you overcame them to make a dif-ference for the business.

10 Don’t get discouraged by low rOi numbers. they can be im-proved. taking a proactive stance and a comprehensive view of job support and other adoption practices will get your rOi numbers where they need to be and ensure the continuation and advancement of your learning programs.

by esI InternatIonal, edIted by AsphAltpro staff

if you can’t prove a return on invest-ment (rOi) from your training pro-

gram, then you run the risk of having it cut. You may think that measur-ing an rOi on something intangi-ble is difficult. However, if you fol-low these fast, hard rules, you’ll be on your way to proving your learn-ing program has measurable impact.

Consider the method that Clarence richard Company uses for its online asphalt courses.

the Clarence richard courses are built so that the student tests his skill set or knowledge base before training begins to establish a base line. Quizzes throughout the course and at the end track the student’s learning. this not

only catches the areas where the stu-dent needs extra study, but it also pro-vides management with a clear trail of how that student improved his knowl-edge base through the course(s). For a company wishing to improve safety skills or meet OsHa standards, such measurements do more than preserve the training program budget.


arrow gives Chicago Magnificent green asphaltby sandy lender


riGHt: John Healy of arrow road Construction Co. reported that the company used a 500-tpH Gencor plant at the mt. prospect location, which offered a 21-mile round trip for haul trucks. the plant site features a 300-tpH 5600Lp fraction-ator for processing rap. it has two dust silos and six binder tanks. the team made about 150 tons to place a test strip at the mt. prospect parking lot so they knew they’d be in the ballpark for Vma and compaction. the crew milled 2 inches off the existing surface, placed a trackless tack and paved six consecutive nights to complete the project. Healy stressed the importance of using the trackless tack, keeping the distributor on the project all night and paving immediately behind the distributor. segregation of the mix wasn’t an issue. “Because of the ras in there and the stiffness of the mix, it just didn’t segregate,” Healy said. For building the longitudinal joints, he said they rolled 6 inches from the hot side and pinched to the cold side. something novel the crew had to work with was foot traffic. new York might have the tagline of “the city that never sleeps,” but Chicago holds that distinction as well. pedestrians—sober and otherwise—wandered into and around the work zone. “people would walk across the hot mat, behind the pav-er, oblivious,” Healy said. “then lots of people were out lending advice.” riGHt BOttOm: When the team took cores of the original pavement, they found a thick band of sheet asphalt—which is aC with some sand—at different depths. that led to the decision to mill only 2 inches from the surface so they could stay away from the sheet asphalt. John Healy explained that the crew did structure adjust-ments when milling during the day to speed tacking and paving at night. the proj-ect took 23 days total, which included curb removal, milling, paving and striping, etc. in the end, arrow road Construction Co. built an innovative pavement preser-vation project that used rubber from 2,200 tires, tear-off shingles from about 130 houses and 24 truckloads of rap.

BeLOW: Chicago Department of transportation (CDOt) Commissioner Gabe Klein told the audience at the national asphalt pavement association (napa) midyear meeting in Chicago that the new asphalt surface on mich-igan avenue is quieter than the former pavement. He said that now “You can hear the kids laughing across the street.” What makes this pavement so special? Both napa and Jay Behnke of s.t.a.t.e. testing LLC report-ed that the project involved a bumped binder and lots of recycled materi-als. the contractor started with a pG58-28 base liquid asphalt, but the use of 3.3 percent ground tire rubber (Gtr) in the mix gave an effective final binder grade equivalent to a polymer-modified pG70-28 and stiffened the

mix sufficiently to prevent the need for fibers. Check out the “rejuvenate Binder with Gtr in rap” article in this issue for a discussion on Gtr’s abili-ty to carry aC rejuvenators. arrow road Construction also used rap and ras in the mix. totals were high for CDOt. Behnke explained that us-ing rap and ras with a rubber bind-er to create a stone matrix asphalt in a warm-mix asphalt system was a big change for CDOt. rap made up 1 percent of the 6 percent binder; ras made up 2 percent.

aBOVe From left, Cindy Williams of CDOt, Jay Behnke of s.t.a.t.e. testing LLC, Gabe Klein of CDOt, Kurt Bechthold of napa, John Healy of arrow road Construction Co. and mike acott of napa stand on the wisely preserved surface of Chi-cago’s magnificent mile with the napa environmental Lead-ership award. the bus in the background is one of the many that’s in constant rotation on this stretch of pavement. Klein, Williams and Behnke spoke of the bus routes that punish pave-ments in Chicago. eleven routes send buses filled with com-muters at quick speeds and hard stops, thus CDOt needed the strength of an sma mix with its stone-on-stone structure. Wil-liams shared with the napa midyear meeting audience that CDOt typically performs maintenance or preservation on 25 to 30 miles of pavement per year. that’s not the story for 2012.

this year, contractors will perform more than 100 miles of 2-inch mill and fill for the arterial resurfacing program. Klein said something similar: “We’ll do double the pav-ing with the same amount of money this year.” Check out more about projects and lettings at www.chicagodot.org.

LeFt: CDOt Commissioner Gabe Klein (center) accepts the environmental Leadership award from 2012 napa Chair-man Kurt Bechthold (at left) and executive Director mike acott (at right) on behalf of Chicago mayor rahm emanuel.


equipment gallery

Prepare Employees for TrainingWhether you invite a consultant to observe and assist

your plant and paving crews or you sign your employ-ees up for online or classroom education, you can set the stage for successful training. Figure out what your employ-ees already know about their jobs, their equipment, qual-ity control and other aspects that are important to your company’s success prior to training. at the end of training, you’ll be able to see the improvement in employee perfor-mance. reinforce that improvement and watch your com-pany performance improve, too. Here are a few specific training opportunities coming up this winter, but of course we encourage you to check out the websites of companies that regularly offer education in your area of interest.

astec, inc., Chattanooga, announced the dates for the advanced Customer schools in late July. When registra-tion opens October 1, students can choose to attend one of five sessions.• Dec. 10-13, 2012• Jan. 7-10, 2013• Jan. 14-17, 2013• Jan. 28-31, 2013• Feb. 4-7, 2013

in addition to hands-on maintenance and advanced troubleshooting techniques, astec and Heatec engineers and service techs will offer a new controls class this school year. the three-hour controls class covers networking, di-agnostics, hard pLC, warm mix and calibrating for the pmii, pmiii and tCii systems. Visit www.astecinc.com for more information.

Brookfield engineering, middleboro, mass., announced the way to take your lab to the next level this fall: take a one-day training session at the company’s headquarters (or at a major metropolitan area) to improve r&D and QC testing. the “practical Course on Viscosity measurements” provides attendees with the tools and concepts they need to make precise measurements and is designed to benefit beginner to advanced operators. the “applied Course on Viscosity test methods” is designed or the intermediate

to advanced Brookfield instrumentation user and focuses on test methods and techniques. Visit www.brookfielden-gineering.com/services/educationalprograms.

Immerse Heat WItH prOCess HeatINgprocess Heating Co., inc., seattle, offers its flanged immersion heat-ers for use in tanks, large vats and reservoirs. the heaters consist of a standard 150-pound or 300-pound flange for mounting and pHCo’s exclusive heating elements.

the heating elements are “dry well” and “low density” design. the dry wells allow the elements to be serviced or replaced without draining the tank. the low-watt den-sity design keeps the element sheath temperature low, re-ducing the chance of coking or buildup on the heater. the flange and heater tubes can be made of mild steel or vari-ous grades of stainless steel depending on the application.

these direct immersion heaters are virtually 100 percent efficient, meaning all the energy consumed is transferred to your process, and easily controlled. the heaters can be supplied either with pHCo’s custom, U.L.-listed industrial control panels integrally mounted and wired to the heaters or without if controls are already present. Flanged immer-sion heaters are one of the most widely used methods of heating liquids.

For more information, contact Rick Jay at (866) 682-1582 or visit www.processheating.com. Tell them you saw it in asphaltpro Magazine.

pOWersCreeN LauNCHes WarrIOr 1400Xnew for 2012, powerscreen of Dungannon, northern ireland, has launched the powerscreen® Warrior 1400X screen. the 1400X has been designed with economy in mind. With reduced engine running speed and enhanced hydraulics, the 1400X offers a reduction in fuel consump-tion of up to 15 percent in comparison to its predecessor, according to the manufacturer. standard stockpiling capac-ity on all conveyors has increased by up to 25 percent. With the chassis riser option and the telescopic side conveyor option, the fines and mid-grade stockpiling capacity is in-creased to more than double that of a standard Warrior 1400. Optimal chute design in conjunction with the new feeder under-tray slide-out feature will minimize any po-tential spillage and reduce any harmful material buildup around the machine. the Warrior 1400X can be fitted

contInued on page 56astec has added a new three-hour controls class to this school year.


equipment gallery

contInued from page 52

with either a tier 3 / stage 3a Caterpillar C4.4 ataaC - 4 cylinder diesel engine developing 90kW (120hp) at 1800 rpm, or a tier 4i / stage 3B Caterpillar C4.4 - 4 cylinder diesel engine developing 82kW (110hp) at 1800 rpm.

For more information, contact a local dealer by visiting www.powerscreen.com. Tell them you saw it in asphaltpro Magazine.

HONeYWeLL prOteCts WOrKers’ eYesHoneywell safety products, smithfield, r.i., launched the Uvex® Carbonvision wide-view safety goggle in late June. the goggles are designed to de-liver supreme protection with lightweight comfort. Weighing only 46 grams, the goggles should be a non-nuisance to workers.

the style’s proprietary Uvex Durastreme dual lens coat-ing is intended to ensure maximum anti-scratch and an-ti-fog properties for longer lens life, clear vision and im-proved worker safety. the goggles are made to protect workers from impact, dust and other airborne particles, and chemical splash hazards.

Uvex Carbonvision is available in clear and gray lens tints.Honeywell safety products also added spectrum Con-

trol technology (sCt) tints to its popular Uvex seismic sealed eyewear line earlier in the year. these goggles are designed for use in dirty, high-particulate matter areas and the tints available to consumers are sCt-Gray and sCt-Low ir. these tints incorporate unique dyes and tints that ab-sorb select wavelengths of light into the polycarbonate lens to reduce spectral hazards and more.

For more information, visit www.uvex.us or call (800) 430-5490 in the United States and (888) 212-7233 in Cana-da. Tell them you saw it in asphaltpro Magazine.

paINt FOr LONg-term aspHaLt pavemeNtsValspar Corp., Chicago, offers water-based traffic paint, marking paint and line saving paint for long-lasting paint performance. the product manager, Ka-tie Whiting said the aero-sols have been reformu-lated. they dry to the touch in 15 minutes, resist all types of elements and leave markings in place for “a very long time.”

Valspar’s marking paint is water-based. it can be sprayed by hand or in a marking wand. it sprays upside down for easy use on the job. it’s available in an assortment of colors including bright fluorescents and OsHa colors.

For more information, contact John Lanctot at (312) 768-7376 or visit www.valsparglobal.com. Tell them you saw it in asphaltpro Magazine


here's how it works

The lab tech records the mass of a prepared HMA sample in the empty, dry pycnometer; this is input A.

The SG-16A Pycnometer is an aluminum volumetric canister 7.5 inches in diameter x 6 inches deep with a transparent vacuum lid. It tests a maximum 2,000-gram sample, sufficient for mixes with up to ¾-inch aggregates.

The SGA-5R Vibro-Deairator automates sample agitation.

Step 1

He adds water and places the cover on the pycnometer.

Step 2

He applies a vacuum for 15 minutes while an SGA-5R agitates the water, removing any entrapped air.

Step 3

The tech puts the pycnometer in a water bath for 10 minutes.

Step 4

After drying the pycnometer, the tech weighs it again; this repeated process results in an average; this is input E.

Step 5

Numbers in an equation offer Gmm.

Step 6 *Be sure to secure the pycnometer in place, but don’t over-tighten, which can damage the pycnometer, and that means loss of action.*

Gilson’s SG-16Athe standard test method to deter-

mine theoretical maximum specific Gravity (Gmm) is commonly referred to as the rice test. the team at Gil-son Co., inc., Lewis Center, Ohio, de-veloped the sG-16a to assist in deter-mining Gmm. the instrument allows the lab technician to weigh an uncom-pacted Hma sample and determine its volume by calculating the volume of water it displaces. Here’s how it works.

First, the lab technician calibrates the sG-16a. step 1 for calibration is to fill the entire vessel with water at ex-actly 25°C.* next the tech places the cover on the pycnometer, making sure no air bubbles are trapped. For the third step, he dries the outside of the device, weighs it, and then records the mass to the nearest gram (D).

to perform the rice test, the tech prepares an Hma sample and places it in an oven at 135°C (±5°C) for at least 2 hours—or a time that matches the mix design procedure. the emp-tied pycnometer is dried and tared on a scale. the tech adds the sample and records the mass to the nearest 0.1

gram. this is the mass of the sample in air (a).

next, the tech adds water to cover the sample completely and places the cover on the pycnometer. a vacuum is applied until the ma-170C residual pressure manometer reads 3.7 ±0.3 kpa. Vacuum is held at this level for 15 minutes (±2 minutes). During this time, an sGa-5r Vibro-Deairator me-chanically agitates the water to help remove any entrapped air.

after the vacuum has been applied for 15 minutes, the tech gradually re-leases it at a rate not to exceed 8 kpa per second. He then places the pyc-nometer in a 25°C water bath for 10 minutes (±1 minute). He places the cover in the bath as well, but not yet on top of the pycnometer. While it’s in the water bath, the cover goes back on top of the pycnometer in the same fashion as during calibration, mak-ing sure to avoid entrapping air. the tech then pulls the pycnometer out of the bath, dries it carefully, and then weighs it.

the process is repeated without the 10-minute wait until successive

readings are within 1.0 gram of each other. the average is recorded as (e). the recorded numbers are used in the following equation to report theoreti-cal maximum specific gravity to the third decimal place.

Where:Gmm = maximum specific gravity;a = mass of dry sample in air, g; D = mass of lid and bowl w/water at 25°C, g; and e = mass of lid, bowl, sample, and water

at 25°C, g.* if the technician fills the pycnom-

eter with water at any other tempera-ture, he will have to develop a calibra-tion curve to allow for varying water temperature ranges likely to be en-countered during the test.

For more information about the SG-16A, contact Gilson at (800) 444-1508 or [email protected] them you saw it in asphaltpro Magazine.

aa + D – eGmm =


here's how it works

Gilson’s SG-16A

A worker hangs a component such as a guard and sends it into the first of five wash stations.

Step 1Inside the wash stations, the patented Zirconization™ process cleans the metal to help the coating stick.

Step 2The part enters the powder paint booth for coating.

Step 3

The part passes in front of an 850° IR heater bank for one minute.

Step 4The part hangs in a 350° oven for 50 minutes.

Step 5The part travels through a cool-off tunnel for 8 minutes.

Step 6The fully cured and cooled part goes to assembly.

Step 7

Hard-to-reach crusher, conveyor or other components are just as

prone to corrosion as ductwork or the outside of a silo. engineers at Kolberg-pioneer, inc., (Kpi-JCi), Yankton, s.D., came up with a pretreatment process that helps the coating stick to the met-al and slows rusting if the paint gets damaged during use. Here’s how it works.

the Kpi-JCi worker hangs the part, which could be a guard, a mounting bracket or any bolt-on assembly part that will fit in the booth opening, to be painted on a line and sends it through a five-station wash for pretreatment. the metal is cleaned using the Zircon-ization™ process, which is a patented, water-based, low-temperature tech-nology based on corrosion-resistant

materials that are free of solvents, phosphates and heavy metals.

next, the part enters the powder paint booth. no primer application is required, according to randy Heying, a manufacturing engineer at Kpi-JCi. He stated that the cost ratio of powder paint to liquid paint is about 1:5.

Once the part is painted, it passes in front of an 850-degree infrared heater for one minute. While the powder coat oven and ir bank has a natural gas in-put requirement of 4.5 million btu per hour, Heying points out that there is a slightly higher energy requirement when using spray booths for liquid sol-vent based paints.

From the ir heater, the compo-nent enters a 350-degree oven for 50 minutes. Finally, it enters the cool-off

tunnel for 8 minutes where one fan supplies the tunnel with fresh air and a second fan pulls the fresh air across the parts and blows the heated air back into the facility for heating purposes (in the winter) or sends it outside (in the summer).

Once the part is cooled and fully cured, the worker can send it to as-sembly. the pretreatment and coating process takes approximately 2.5 hours, which is a shorter turn-around period than when using liquid paint, according to mark Folkers, production manager at Kpi-JCi.

For more information about the green coating process, contact Lisa Carson at (605) 668-2524 or [email protected]. Tell them you saw it in asphaltpro Magazine.

KPI-JCI’s Green Coating Process


preserve parts, environment with powder process

electrical boxes, garbage dump-sters, underbody automotive parts,

hydraulic cylinders and more are eligi-ble for the Zirconization™ pretreat-ment and powder-coating process. such a finish also serves the asphalt and crushing industry, and the folks at Kolberg-pioneer, inc. (Kpi-JCi), Yank-ton, s.D., have put a new twist on the process into practice on more than the typical plant features you’d expect.

Bruce Dunham of DuBois Chemical Company explained that it’s not new to powder-coat components, but it is novel of Kpi-JCi to use infra-red heat as a boost to help cure thicker parts that some manufacturers might leave uncoated. “What’s unique or rare is the combination of the technologies—zir-conization pretreatment, powder coat and ir boost to help curing.”

the zirconization that Dunham men-tions is the specific washing and pre-treating process a part goes through. Kpi-JCi hangs the component on a conveyor that carries it through a five-stage washer where production man-ager mark Folkers said the DuBois zir-conization process happens.

Dunham explained that the wash-ing system uses ambient process

temperatures instead of 120 to 140-de-gree temperatures used in some pre-treating processes. also, the DuBois zirconization process is devoid of phosphates, which eliminates eutro-phication, and devoid of heavy metals that require expensive waste water treatment.

“Zirconization is much easier to op-erate than zinc phosphate with less controls, titrations and maintenance,” Dunham shared. “it has higher cor-rosion resistance for a longer lasting durable good. there’s a reduction in sludge generation with our zirconiza-tion compared to iron or zinc phos-phate process.”

randy Heying, a manufacturing engi-neer at Kpi-JCi, pointed out additional environmental benefits to the process. “in addition to the benefits of the zir-conization process used in the washer, other powder coating process benefits that Kpi realized include an estimat-ed 17 percent reduction of Haps and VOCs emitted to the atmosphere. salt spray and impact tests have confirmed greatly improved part finish quality and outstanding corrosion protection.

“Liquid paint required a primer ap-plication before the top coat,” Heying

continued. “a primer application is not required with powder paint. Cost ratio of powder paint to liquid paint is about 1 to 5. parts that were sprayed with liquid paint frequently required touch up after the assembly process was complete. that task is eliminated completely with powder coated parts. Finally, throughput has increased dra-matically. small parts painting used to be a significant bottleneck in our pro-cess—not any longer.”

With savings in time, energy, cost and environmental concerns, Kpi-JCi uses its innovative combination of technologies to create corrosion-resistant components for its custom-ers. to see how it works, visit page 62 at right.

Left: mark Folkers, production manager at Kol-berg-pioneer, inc., stands in front of a painted part that is waiting to be fully-cured and sent to assembly. top: One of the steps Kpi-JCi uses during its process is to cure the powder coat in an infra-red chamber. the part is subjected to one minute in front of an 850-degree ir heater and 50 minutes in a 350-degree oven.

eutrophication = increasing how quick-ly organic matter enters an ecosystem; used in relation to a body of water re-ceiving high concentrations of nutrients. Source: toxics.usgs.gov

titration = similar to an experiment; one solution gets added to another solution, after the solution reacts under certain conditions, the added volume is measured. Source: chemistry.about.com

by sandy lender


PO Box 519, Shelbyville KY 40066 • Fax 502.647.1786

Inc.

VISIT US ON THE WEB OR CALL TOLL FREE

www.ReliableAsphalt.com866.647.1782

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•RAP 13548 – Astec 51k CFM Stationary•RAP 12674 – 50k CFM Standard Havens Magnum

•RAP13224 – Gencor 10x15 Rap Bin•RAP 13568 – 9x14 Barber Greene Rap Bin•RAP 13523 – 9x12 Gentec Rap Bin•RAP 13561 – (4) 9x13 Barber Greene Cold Feed BinsRAP 12531 – (4) 9x12 Cold Feed System

HOT OIL HEATERS•RAP 13605 – 1.5mbtu Gentec Serpentine •RAP 13604 – 1.0mbtu Stansteel Helical•RAP 13416 – 1.2mbtu Heatec •RAP 13492 – 1.0mbtu Heatec•RAP 13438 – 1.2mbtu Heatec•RAP 13360 – 2.1mbtu Gencor-HyWay•RAP 13377 – 6.0 Gencor –HyWay•RAP 13264 – 6.0 Fulton Vertical

•RAP 13418 – 2007 4x8 Telsmith Double Deck•RAP 13422 – 1998 4x8 Telsmith Single Deck•RAP 13410 – 1997 4x8 Telsmith Single Deck•RAP 12176 – Telsmith 5x12 Double Deck•RAP 13585 – Deister 6x14 4 Deck Batch Plant Screen

ace group .........................................45, 57Contact: Carl mcKenzietel: 888-878-0898sales.enquiries@asphaltacesales.comwww.asphaltace.com

asphalt drum mixers ....................16-17, 41 Contact: steve shawd or Jeff Dunnetel: [email protected]

astec, Inc. .................... 13-14, 25, 36-37, 43Contact: tom Baughtel: [email protected]

b & s light Industries ...............................59Contact: mike Youngtel: [email protected]

boca construction ....................................47tel: 419-668-5575www.bocaconsructioninc.com

bomag Industries .....................................49tel: 800-782-6624 or [email protected] www.bomag.com

bullis fabrication ......................................30Contact: Greg Bullistel: 866-981-8965gregbullis@bullisfabrication.comwww.bullisfabrication.com

ceI ..............................................................4 Contact: andy Guthtel: [email protected] www.ceienterprises.com

c.m consulting ........................................65 Contact: Cliff mansfieldtel: [email protected]

dillman equipment .............................54-55tel: 608-326-4820www.dillmanequipment.com

e.d. etnyre ...............................................42Contact: [email protected]: 800-995-2116www.etnyre.com

eZ street ............................................29, 31tel: [email protected]

fast-measure ............................................56tel: 888-876-6050www.Fast-measure.com

gencor Industries .....................................11Contact: Dennis [email protected]

heatec, Inc. .................... Inside front coverContact: sharlene Burneytel: [email protected]

herman grant co., Inc .............................39Contact: paula shufordtel: [email protected]

humboldt manufacturing ........................38Contact: robin Baileytel: [email protected]

maxam equipment ...................................33Contact: Lonnie Greenetel: [email protected]

meadwestvaco .........................................21tel: 800-458-4034www.evotherm.comwww.mvw.com

napa ........................................................60annual meetingwww.asphaltpavement.org

reliable asphalt products ...............................back cover, 64 Contact: Charles Grotetel: [email protected]

roadtec ..................................................7, 9Contact: salestel: [email protected]

rotochopper, Inc ............. Inside back covertel: [email protected]

rushing enterprises ................................ .47Contact: Darrell martintel: 800-654-8030Dmartin@rushingenterprises.comwww.rushingenterprises.com

stansteel asphaltplant products ..............19Contact: Dave paynetel: [email protected]

stansteel ...................................................27Contact: Dawn Kocherttel: [email protected]

tarmac International, Inc ..........................53Contact: ron Heaptel [email protected]

top Quality paving ...................................65Contact: John Balltel [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

Cliff Mansfield Inc. • P.O. Box 407 • Odell, OR 97044 Office 541-352-7942 • Fax 541-352-7943 • www.hotplantconsulting.com

“Hot Mix Asphalt, Paving the Highway to the Future”

C.M. ConsultingLooking for a used 150 tph hot plant?

WE CAN HELP!2007 TEREX Counter-Flow Drum Plant, w/diesel fuel burner, 50-ton selferecting, back weighing silo w/batcher & 200 tph slat conveyor. 4-bin cold feed w/scale conveyor & slinger conveyor, computer controlled AC oil pump injection system, baghouse with exhaust fan, dust return blower and rotary air compressor. Portable 20,000 gallon AC tank. Plant moves in 4 loads. This plant has made less than 20,000 tons since new. Plant is FOB Seattle Washington and is available now. CMC is available for set-up & operational training.

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New Portable Counterflow Drum Plants, 100 to 500 TPH .......................................... Call.2005 ADM 160 TPH Skidded Drum Plant, 2-AC Tanks, 3-bin, 90t Silo ..................... .Call.1980s Boeing MS-200 250 TPH Portable Drum with Slinger & Burner .................... Call.90-Ton Silo 350 TPH Drag & 12-Ton Weigh Batcher, very nice! .............................. Call. 1978 Wylie 40 tph Hot Plant. Baghouse. Generator, AC tank Complete & Running ... Call.1966 MADSEN 5,000-Lb. Batch Plant, Baghouse w/silo and drag ......................$80,000.

Many New and Used Asphalt Plants for Sale


by sandy lender

the energy information administration reported may 31 that total U.s. crude imports fell about

94,000 barrels per day (bbl/d) from the first quarter of 2011 to Q1 2012. eia considers the continued rise in flows from Canada into the midwest to be the most important development in U.s. crude oil import pat-terns. that flow grows thanks to what eia calls “con-tinued production growth” from the oil sands in al-berta. in fact, reports show the oil sands account for virtually all of the imports into the midwest (paDD 2) to the tune of an average 1.76 million bb/d in Q1 2012. eia’s petroleum supply monthly figures that to be a 323,000-bb/d, or 22 percent, increase from a year ago.

China comes into play because state-run compa-nies seem to be taking an interest in U.s. suppliers. Officials for a Chinese state-run oil company named CnOOC announced July 23 that they would buy nex-en, a Canadian oil and natural gas company, for $15.1 billion, according to the new York times’s DealBook. the Canadian industry minister will review the deal.

nexen’s properties include the oil sands in the al-berta province that represent the starting point of the controversial Keystone XL pipeline. nexen also owns assets in the United states. it has oil drilling platforms in the Gulf of mexico, which would give China a foot-hold in north american oil territory.

in related news, DealBook reported that another Chinese oil company—sinopec—announced July 23 that it had purchased a 49 percent stake in talisman energy’s holdings in the north sea for $1.5 billion.

the eia reported that the United states imports the majority of its crude from Canada at 2.5 million bbl/d in Q1 2012. the next closest supplier is saudi arabia at 1.4 million bbl/d. the volume of crude the United states takes in from mexico, Venezuela and iraq has declined since last year. the amount taken in from ni-geria has dropped significantly.

Liquid asphalt Cement Prices—average per ton

Company, State apr ’12 May ’12 June ’12 July ’12

ConocoPhillips, Tenn. $625.00 $625.00 $635.00 $605.00

nuStar Energy, ga. 630.00 630.00 630.00 615.00

nuStar Energy, n.C. 630.00 630.00 630.00 615.00

nuStar Energy, Va. 650.00 650.00 650.00 610.00

assoc’d asphalt Inman, n.C. 640.00 645.00 645.00 625.00

assoc’d asphalt Inman, S.C. 640.00 645.00 645.00 625.00

assoc’d asphalt Inman, Va. 640.00 645.00 645.00 625.00

Marathon Petroleum, Tenn. 610.00 625.00 625.00 600.00

Marathon Petroleum, n.C. 615.00 630.00 630.00 600.00

Valero Petroleum, n.C. 625.00 625.00 620.00 605.00

Massachusetts average 647.50 645.00 637.50 610.00

California average 655.50 640.90 518.00 520.80

Missouri average 577.50 591.25 592.50 570.00

Colorado average 394.20 421.35 371.93 xxx

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

May 4 $98.49 379.5 m bbl

May 11 $96.13 381.6 m bbl

May 18 $91.48 382.5 m bbl

May 25 $90.86 384.7 m bbl

Jun 1 $83.23 384.6 m bbl

Jun 8 $84.10 384.4 m bbl

Jun 15 $84.03 387.3 m bbl

Jun 22 $79.76 387.2 m bbl

Jun 29 $84.96 382.9 m bbl

diesel Fuel retail Price (dollars per gallon)

May 7 4.057

May 14 4.004

May 21 3.956

May 28 3.897

Jun 4 3.846

Jun 11 3.781

Jun 18 3.729

Jun 25 3.678

Jul 2 3.648

the last cut

China Makes Oil Moves

Officials for a Chinese state-run oil company named CNOOC announced July 23 that they would buy Nexen, a Canadian

oil and natural gas company, for $15.1 billion.


asphalt pro - august / sepetember 2012

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