Professional Documents
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NCAT Retests Asphalts Strength
Alabama Achieves Same
Performance with Thinner Pavements
How A Porous Friction
Course Improves Runoff Water
World of Asphalt
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JANUARY/FEBRUARY 2010 VOLUME 15, NUMBER 1
C O N T E N T S
NAPA National Officers Features
Chairman of the Board
14
James E. Weeks
14 Permeable Asphalt Passes the Water Test
Colas Inc.
Cincinnati, Ohio 24 Are We Underestimating
First Vice Chairman The Strength of Asphalt?
Blaine M. Johnson
Midwest Asphalt Corp. 30 How Alabama Gets More Bang for Its
Hopkins, Minn. Asphalt Buck
Second Vice Chairman
Kim W. Snyder 36 When Opportunity Knocked
Eastern Industries Inc.
Center Valley, Pa.
44 The World of Asphalt 2010:
Third Vice Chairman
Kurt Bechthold
Facts, Figures and Insights 30
Payne & Dolan Inc.
Waukesha, Wis. 49 How to Manage Recycled Asphalt
Resources
Secretary
John J. Keating
Oldcastle Materials Inc. 55 The Benets of Asphalt
Leominster, Mass.
Treasurer Column
Larry H. Lemon
Haskell Lemon Construction Co. 9 Chairmans Commentary
Oklahoma City, Okla.
NAPA Executive Staff
In Every Issue
Mike Acott
President
10 Industry News 49
Margaret Blain Cervarich 59 Tools for the Trade
Vice President, Marketing & Public Affairs
Tracie Christie 63 Calendar of Events
Associate Director of Awards & Marketing
R. Gary Fore 72 Advertiser.com
Vice President, Environment,
Health & Safety 74 Index of Advertisers
Jay Hansen
Vice President, Government Affairs On the cover: This view of winter was taken by
Kent Hansen, P.E. photographer Ray Hillstrom, Hillstrom Stock Photos,
Director of Engineering on the high plains of the Rockies.
Mike Kvach
Vice President, Product Deployment
Nancy Lawler
Vice President, Convention & Meetings National Asphalt Pavement Association Publishers: Mike Acott, NAPA President
All contents copyright NAPA 2009, world rights reserved. 3rd class postage Chris Hodges, Naylor, LLC
Patricia Davitt Long paid at Fargo, ND Subscriptions to HMAT are complimentary to qualified public Editor: Patricia Davitt Long, NAPA, Director of Communications
Director of Communications works officials, pavement consulting engineers, architects, and others involved
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CHAIRMANS COMMENTARY
H
ow appropriate that my first commentary of the new year and my
last as Chairman of NAPA is about change. Change is the only
constant there is in this world and our industry has certainly seen
its share, especially these past few years. But, whether we like it or
not, more change is on the way. This change is more subtle, but it
will impact our businesses in very real ways. As always, those of us who embrace
it will survive and prosper. Those of us who dont, will not.
Change is evident in the month-to-month funding schemes that are keeping
our highway program running. It is evident in proposed environmental
legislation and regulations that seem to have nothing to do with highway By Jim Weeks
funding, but will ultimately impact how we do business. And, change is evident
in the livable communities initiatives of this new administration, supported in
large part by a generation that is coming of age.
The first big change coming our way has to do with transportation funding.
For now, we are stuck on a short-term, stop-gap roller coaster ride. Not only is
the current funding too low, but the lack of a real bill, makes it nearly impossible
A New Era in
for companies to plan for the future. And, while the Congress plays politics
waiting through the mid-term elections for the economy to improve and
Transportation
representatives to find the will to make tough decisionsthe uncertainty grows.
We need increased funding and a plan for the future.
The climate change debate will also bring changes for asphalt. While the
Congress struggles to reach a compromise, the Environmental Protection
Agency is moving ahead with regulations. For now, asphalt plants (at least those
that produce less than a million tons annually) are exempt, but this regulation
is only the beginning. A climate change bill, if enacted, is certain to have a
transportation component. Going forward, transportation projects will most
likely be measured by their impact on the environment. The two will be linked
in ways that they have never been before. NAPA has done a great job getting
the word out about the sustainable qualities of asphalt, but we need to keep that
drumbeat going.
Finally, we have an administration and a new generation of Americans
driving the movement towards more livable communitiescommunities where
people can live and work without a car. Transportation funding dedicated solely
for road building is no longer a given. In the future, highway projects may be
competing with intermodal projects for funding. All initiatives will need to meet
established sustainability goals.
So, where does that leave asphalt? It leaves us exactly where we have always
beenat the top of our technological game, embracing change and advancing
developments that help our products compete and take advantage of new
markets. Our technological advances are being used to become even more
sustainable (through increased use of RAP and warm mix), safer (through
open-graded surfaces) and economical (through Perpetual Pavement). Livable
communities also present future markets for asphalt. High-speed rail and bus
rapid transit should run on a bed of asphalt. New sidewalks and bike paths can
and should be laid with asphalt.
Americas roads are vital to the nation and they will always be part of
Americas future. We need funding and a plan for the future. New initiatives are
an opportunity, not a threat to our industry. In more ways than one, we are the
flexible pavement and best pavement! Let us seize the day. HMAT
Jim Weeks is Senior Vice President of Colas, Inc. He is the 2009 Chairman of the
National Asphalt Pavement Association
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INDUSTRY NEWS
EPA Finalizes Mandatory quality and water quality, provide tri-fold brochure gives a bulleted
Greenhouse Gas Reporting Rule green jobs, and reduce the carbon summary of both environmental and
On September 22, 2009, the U.S. footprint of pavements. The 12-page performance advantages of asphalt.
Environmental Protection Agency report can be downloaded from www. The look of the brochure is keyed to
(USEPA) finalized their Mandatory hotmix.org/sustainability. Printed the look of the sustainability report.
Greenhouse Gas Reporting Rule. While copies of the report are available for Printed copies are available in packs
a number of specific industries are $45 for a package of 25. of 25 for $12.50. Order through
targeted for the mandatory reporting, The companion brochure, Benefits NAPAs online store at http://store.
the asphalt pavement industry is NOT of Asphalt (order number PS-35), is hotmix.org/, by calling toll-free at
among them. designed as a trade show giveaway or 888-600-4474, by fax at
However, asphalt plants could fall as a leave-behind for meetings with 412-741-0609 or by email to
under Subpart CGeneral Stationary important customers. The attractive napa-orders@abdintl.com. HMAT
Fuel Combustion Sources. According
to the rule, a facility would need
to report if it annually emits more
than 25,000 metric tons of CO2. A
preliminary calculation using EPA
methodology indicates that only those
facilities that are producing slightly
above 1 million tons of hot-mix
asphalt pavement material annually
will approach the threshold reporting
value.
In anticipation of this rule, NAPA
has developed a greenhouse gas
calculator for asphalt plants which can
be used to assess a facilitys potential to
emit CO2. Regardless of the outcome of
climate change legislative efforts, EPA
will continue to move forward with
regulating greenhouse gas emissions.
C
an a permeable pore spaces filled with accumulated
pavement actually material.
improve the While porous asphalt surfaces
environmental quality are often used to reduce wheel
of runoff water? spray and pavement noise, only a
Common sense says it does, and few studies have linked them to
so does a small, but growing library improved runoff water quality.
of practical research. Barrett and Charbeneau cite a 1999
The newest addition to this library Dutch study that found 99 percent
comes from two researchers at the lower total suspended solids in OGFC
University of Texas who added a runoff than conventional asphalt
dramatic new dimension to the runoff, and a 2000 study in France
challenge. that found an 81 percent reduction
Michael Barrett, Ph.D., P.E., and in total suspended solids after a
Randall Charbeneau, Ph.D., P.E., conventional pavement was overlaid
based Effects of the Permeable with OGFC.
Friction Course (PFC) on the Quality The work done by Barrett and
of Highway Runoff on the study of Charbeneau supports the European
storm water runoff from an Austin findings and goes a step further,
four-lane highway before and after showing that the reduction in solids
the installation of a permeable continues even 52 months later.
open-graded friction course (OGFC).
Their objectives were to measure Methodology
the quality of runoff water before Barrett and Charbeneau monitored
and after the OGFC overlay was two sites on Loop 360, a four-lane Two University
constructed, and to continue testing state highway in Austin with an of Texas
students
the OGFC runoff to see if further average daily traffic volume of
measure the
changes in water quality might about 48,000, from 2004 through permeability of
occur as the pavement aged and 2009. One site monitored the two the pavement.
Results
Data produced by Barrett and Charbeneau
showed the same dramatic reduction in total
suspended solids (TSS) from the OGFC pavement
that the European researchers discovered. One site
had a 93 percent reduction in solids, while the other
had an 88 percent reduction.
The porous pavement proved to be especially
efficient at reducing undissolved particles of
pollutants, including phosphorus, lead, copper
and zinc. As the Table 1 shows, concentrations of
these metals in the porous pavement runoff were
38 to 88 percent lower than in the runoff from the
impervious pavement.
Table 1: Constituent Event Mean Concentrations (EMCs) for Conventional and Permeable Asphalt at Two Test Sites
First Site Second Site
Permeable Permeable
Conventional Reduction Conventional Reduction
Constituent EMCs Friction Friction
Asphalt % Asphalt %
Course Course
Total Suspended Solids (TSS)
117 8.7 93 148 18 88
(mg/L)
Total Kjeldahl Nitrogen
1.13 1.01 11 1.10 0.92 16
(TKN) (mg/L)
Nitrate/Nitrite (NO3/N)2)
0.43 0.39 9.3 0.17 0.25 -47
(mg/L)
Total Phosphorus (P) (mg/L) 0.13 0.08 38 0.15 0.05 67
Dissolved Phosphorus (mg/L) 0.06 0.06 0 0.03 0.03 0
Total Copper (ug/L) 27 13.6 50 30 13 57
Dissolved Copper (ug/L) 5.9 10.6 -80 6.3 9.0 -43
Total Lead (ug/L) 12.6 1.5 88 11 1.3 88
Dissolved Lead (ug/L) <1.0 <1.0 NA <1.0 <1.0 NA
Total Zinc (ug/L) 167 32 81 130 21 84
Dissolved Zinc (ug/L) 47 22.4 52 18 11 39
Chemical Oxygen Demand
64 61 4.7 75 60 20
(COD) (mg/L)
Credit: Barrett and Charbeneau, Effects of Permeable Friction Course on the Quality of Highway Runoff, copyright 2009,
International Association of Hydraulic Engineering and Research
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Hot Mix Asphalt Technology JANUARY/FEBRUARY 2010 23
Co-author David Timm, shown here lecturing at
Auburn University, is one of America's leading
authorities on asphalt and was a principle
designer of the NCAT test.
F
or nearly two decades, the Alabama coefficient are widely used, there was a growing suspicion
Department of Transportation, like many at ALDOT and elsewhere that the 50-year-old tests on
state agencies, has determined pavement which they are based have limited application to todays
thickness by following the procedures outlined designs.
in the AASHTO Guide for Design of Pavement While the limitations are many, some of the most
Structures. critical include that only 1.1 million load repetitions
This procedure involves calculating the Structural were applied to the pavement sections, the thickest
Number (SN) for the pavement based on projected loads asphalt pavement section at the road test was six inches,
over its design life, then selecting a combination of and the test used materials that predated the Superpave
materials and thicknesses to achieve the SN. Each material mix design system. Todays designers have to rely on
has a corresponding structural coefficient that represents performance predictions made by the AASHTO system for
its strength relative to other materials in the pavement traffic levels, thicknesses and materials that were never
cross section. The total SN is simply the sum of each tested during the road test.
layers structural coefficient, multiplied by its thickness. Within ALDOT, this led to the conviction that
Since 1990, ALDOT has used the structural coefficient many of their asphalt pavement designs were too thick,
0.44 for asphalt. The research that produced this prompting an investigation to recalibrate the AASHTO
coefficient was the AASHO Road Test conducted in system for observed performance in Alabama.
northern Illinois between 1958 and 1960 (HRB, 1962). That investigation has produced data showing that
Though the AASHTO method and this structural Alabamas asphalt pavement designers can now use a
TLA-X is a warm mix additive providing grade bump to the next higher
level with load bearing enhancement and environmental benefits.
Hot Mix Asphalt Technology JANUARY/FEBRUARY 2010 27
Are We Underestimating the Strength of Asphalt? continued
About the Authors
provide multiple calibration points. In
David Timm, PhD, PE is the Gottlieb Associate Professor of Civil Engineering at
other words, the structural coefficient
Auburn University.
in Section N1 was found to minimize
the error between measured and Kendra Davis is a research engineer with the National Center for Asphalt
predicted traffic at five distinct points Technology at Auburn University.
in time corresponding to the selected
pt levels. References
AASHTO. AASHTO Guide for Design of Pavement Structures. American
Results Association of State Highway and Transportation Officials, Washington, D.C., 1993.
Graphs such as Figure 4 were created Davis, K.P. and D.H. Timm. Recalibration of the Asphalt Layer Coefficient. Report
on a section-by-section basis and the No. 09-03, National Center for Asphalt Technology, Auburn University, 2009.
structural coefficient was determined HRB. The AASHO Road Test. Special Reports 61A, 61C, 61E. Highway Research
per section in addition to an overall Board, 1962.
average. These data are summarized in
Figure 1. Though there were variations
in the structural coefficient, there were
no consistent trends regarding asphalt
binder type or mix design. Rather,
it appears to be random variation
inherent in pavement performance.
Two sections, N8 (2003) and N10
(2006) had structural coefficients
less than the current value of 0.44.
These two sections had documented
bond failures between lifts of asphalt
that may have contributed to their
N
ew research refining the AASHO Road Tests of 1958-
held from 1958-1960 at Ottawa, Ill.
or recalibrating the 1960.
structural coefficient One of the main parameters
of asphalt layers is in an asphalt pavement design
letting the Alabama system is the asphalt layer
Department of Transportation structural coefficient. The
decrease its hot-mix asphalt structural coefficient is an index
pavement thicknesses by nearly 19 that expresses the structural
percent. contribution of the asphalt layer(s)
The new data enable the DOT relative to all the other layers.
to meet structural requirements Based on research from the
with thinner asphalt pavements, 1956 AASHO Road Tests, the
allowing more square yards of existing asphalt layer structural
asphalt pavement to be placed layer coefficient value used by
within the same budget beginning Alabama and many other states
in 2010. has been 0.44. The new research
The new research from the incorporates actual performance
National Center for Asphalt of modern materials and designs
Technology (NCAT) at Auburn at the NCAT Test Track at Auburn
University in Alabama, Recalibration University, and has resulted in a
of the Asphalt Layer Coefficient, by new structural layer coefficient
Kendra Peters-Davis and Dr. David value of 0.54.
H. Timm, P.E., was published in From a practical standpoint, this
August and establishes that in permits a thinning of a pavement
the age of Superpave and other by about 18.5 percent while still
advanced pavement designs, getting the same load-bearing
todays asphalt layers are stronger performance as before. Beginning
structurally than layers used during next year, the resulting savings will
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Hot Mix Asphalt 1 Technology JANUARY/FEBRUARY 2010 6/30/09 7:11:49 PM
Transferring Technology Transfer of this new finding and make presentations, Timm
Beyond Alabama to the industry at large will said. And we prepared a paper
Alabama is looking forward to accelerate, Timm said. A for the American Society of Civil
sharing this new technology with webinar on the 0.54 value has Engineers, which was submitted in
other states. The research will be been conducted by NCAT and is September. HMAT
shared with any states that want available on demand from its Web
to look at it, Harper said. But site. A presentation was held in The NCAT report is available
the data are so new that beyond late summer at the Southeastern online to all. To download NCAT
the states that participated with Association of State Highway Report 09-03, Recalibration of the
Alabama in the test sections, the & Transportation Officials Asphalt Layer Coefficient, visit
word is not yet out. (SASHTO) meeting in Biloxi, http://www.eng.auburn.edu/center/
The Alabama research may be Miss. Well continue to speak ncat/reports/rep09-03.pdf.
applicable to other states, but they
will have to go carefully, Timm
said. Other states should read
the report, look at what type of
mixtures we used in our climate,
and see how different their
N ovaStar
mixtures might be, he said.
For example, Florida placed Ultra Low NOx Burner
some sections in this research
for Aggregate Drying
and certainly the results would
transfer to their conditions,
Timm said. But if you were to
go to a northern-tier state, they
would want to look at the research
much more closely. Many states
have been using the 0.44 since
the 1960s. If they havent taken a
critical look at it since then, this
might be a good opportunity to
re-examine that value, and this
study might point them in the
right direction. But the farther
away you get from where we did WORLD OF ASPHALT
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Test Track, research will continue
on the new asphalt layer coefficient.
Ultra low NOx emissions of <15 ppm @ 3%
At the test track we just finished O2 on natural gas
reconstructing a number of sections,
and left a number of sections Precise air flow control via VFD for stability
in-place, Timm said. We have and fuel efficiency
two more years of traffic to apply, Reduced energy consumption with VFD
which just started in September. Compact modular design
We will continue to monitor these
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ILLINOIS EDOT
Trucks move across the Illinois River flood plain on the asphalt section of I-180 in late 2009. The roads base
and intermediate lift are more than 40 years old.
I
llinois DOT engineers knew they had a special didnt even consider asphalt for such projects and were
challenge in 1969. They were engineering lobbying to change that.
Interstate 180, a route extending south of I-80 in In addition, the I-180 project was subject to public
central Illinois, to accommodate a large surge in scrutiny because of its size: according to Dick Nelson,
truck traffic anticipated as a new steel mill opened one of the owners of Advanced Asphalt and the paving
in the area. contractor for the east-west spur, the I-180 contract was
The problem faced by IDOT: key sections of the the largest in Illinois history at that time.
roadway had to cross a marshy area with unstable soils.
Of particular concern was a two-mile east-west spur Pioneering project
that linked the steel plant to the north-south sections of IDOTs Wegmeyer credits Larry Smith, the squad
I-180. This spur crossed the Illinois River flood plain. In leader for the I-180 team, with the design for the
addition to unstable soils, the flood plain sections were roadway. The team flew planning sheets to the
subject to wet conditions in the spring and summer, and contractor every day, he recalls.
to deep freezes in the winter. The basic design parameters for Illinois first full-
IDOT engineer John Wegmeyer recalls that the squad depth asphalt Interstate section included a 3- to 4-inch
engineering the road decided the east-west section was granular subbase, a 12-inch asphalt-stabilized base, a 2.5-
a special challenge. The north-south section was built inch asphalt binder lift, and a 1.5-inch surface course.
on cuts and fills in a valley, he says. But the east-west The granular subbase was river gravel, according
section was built on the Illinois River flood plain. We to Wegmeyer, intended just to create a platform for
would dig it out and fill it with granular material, but we the pavement above the dirt. It was compacted with a
anticipated settlement issues. We thought the situation pneumatic roller.
would favor a flexible pavement. IDOT specified its standard BAM (Basic Asphalt
This was no small decision. To date, IDOT had built Mixture) for the base. The low-grade mix allowed the use
its Interstate highways out of concrete exclusively. of gravel instead of crushed stone and a high percentage
Asphalt contractors in the state complained that Illinois of dirt and sand. Dick Nelson recalls that the asphalt
2 Overlay
cement content was 3 or 3.5 percent: Dry by todays factors were expected to be somewhat higher due to
standards, he comments, but very flexible. the high percentage of truck traffic.
Both the binder course and the surface course used The actual traffic volume and loads turned out to
standard Illinois asphalt mix specifications, including be much lower than expected as the steel mill never
crushed limestone aggregate. produced the high volumes of product that had been
John Nelson says that his company used new projected.
technology in placing the pavements. We used a Today, says Wegmeyer, the north-south section
prototype Blaw Knox profiler, he recalls. It was their averages about 4100 average daily traffic (ADT) and
first. We also used an electronic leveling system for the the east-west asphalt pavement is averaging about
first time in Illinois and the first vibratory roller. The 2400 ADT.
contractor also employed pneumatic rollers. While Illinois first full-depth asphalt Interstate
pavement was not tested by loads, it has been fully tested
Low traffic volume by timeand passed with flying colors.
Engineers with IDOT anticipated low volumes In its 40-year life, the asphalt section of I-180 has
of traffic for this rural Interstate, although loading never needed a patch. In 2004 it won a Perpetual
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When Opportunity Knocked continued
Pavement award from the Asphalt Pavement Alliance in
recognition of its time-tested structural soundness.
The pavements original 1.5-inch surface course
lasted 18 years before the first intervention. Even then,
says Wegmeyer, the 1-inch mill and fill was conducted
mainly because the state had to patch and overlay the
concrete sections of I-180 anyway.
The asphalt surface was just bleached out from time
and exposure, explains Wegmeyer. The superficial mill-
and-fill just extended the life of the pavement at a low
cost.
In 2001, IDOT gave I-180 a 2-inch overlay. The
Article 21
14-year-old surface course of the full-depth asphalt House Ad/Exhibit Hall
section was still in good shape, but the roads concrete
sections needed an overlay and including the asphalt fp
section was an economical, life-extending intervention.
IDOTs Wegmeyer credits the long life of the surface CMYK
course to the low traffic volumes and to the success of the
flexible pavement in its wet, freeze/thaw environment. The
rigid concrete pavements have been much less successful in
that environment, he notes.
Contractor Dick Nelson also emphasizes how vital the
pavements flexibility has been to its longevity. Indeed,
he has worried that some modern mixes have become too
brittle, and hails the trend toward warm-mix pavements as
a step in the right direction.
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__________________________________________________________________
42 Hot Mix
406275_BearCat.indd 1 Asphalt Technology JANUARY/FEBRUARY
2/12/09 11:34:24 AM 2010
as the other lifts: it was a 2-inch
stone matrix asphalt (SMA) mix
that featured steel slag aggregate
transported to the site from a steel
plant in northwest Indiana.
Joint venture contractors
Howell Asphalt, Howell Paving and
Champaign Asphalt provided the
state a five-year warranty on the Live Bottom Trailers
pavement that covered everything
from repairs to smoothness and
rutting. Through that period, the
I-70 Perpetual Pavement section
performed flawlessly. It required no
work at all. After five years, its IRI
smoothness index was 51 inches
per mile (the warranty threshold
was 110 inches). Rutting was almost Heavy Duty Trailers
immeasurable at 0.07 inch (the
warranty threshold was 0.30 inch).
This aerial view shows the eastern The continuously reinforced
extension of I-180, the first full-depth
asphalt interstate in Illinois. concrete pavement that is adjacent
to the east end of the asphalt section
did not fare as well, reportedly
and 10 years later the overlay was requiring several warranty repairs
milled and a new 3.25-inch overlay during the five-year period.
was placed.
Asphalt Transports
The new section was designed for Next step
a lifetime of 78.6 million ESALs, says While the acceptance of full-
Pine. depth asphalt as a viable option
Some 9.8 miles of the asphalt for Interstates has come slowly in
section were built over rubblized Illinois, the progress has been solid
CRCP concrete. The old asphalt with each new project succeeding
overlay was milled off, then a in passing the test of time.
multiple head breaker was employed There remain more challenges
to fracture the concrete, and both for Perpetual Pavement to meet in
vibratory and pneumatic rollers were order to be widely used on Illinois ChipSpreaders
used to seat the base. Interstates and higher volume
Atop the rubblized concrete, roads.
IDOT called for 17.5 inches of The most immediate challenge
asphalt lifts. Marvin Traylor and is reducing the cost of the states
IAPA lobbied for 12.5 inches, but Perpetual Pavement specification.
the state considered the project The asphalt industry is working
experimental and preferred the with IDOT to adopt new algorithms
security of a thick structure. for determining pavement
Bill Pine notes that polymer- thickness. Since the I-70 project Asphalt Distributors
modified asphalt cement was was built, the University of Illinois
specified in all lifts, and RAP was and others developed a new, flatter
allowed only on the shoulders. Even algorithm curve that would have
the bottom lift was a Superpave mix called for 12.5 inches of asphalt on
with 4 percent air voids, as opposed this project, rather than 17.5 inches.
to the rich bottom base usually Pine also counsels that the new
specified for asphalt pavements full-depth asphalt pavements may
E. D. Etnyre & Co.
in Illinois. In all, the project used achieve maximum performance
www.etnyre.com
four lifts of Superpave for a total with fewer lifts of polymer-modified
800-995-2116
thickness of 15.5 inches. The asphalt cement, ample use of RAP,
email: sales@etnyre.com
surface course was just as special and other cost-saving measures. HMAT
at Union Terminal
erminal Ezza
rd Ch
arles
World of Asphalt
Show and Conference
Dr.
56
30
Cincinnati Zoo
& Botanical
Garden
19 50 84
Uptown -
University of
Cincinnati
Facts, figures 85
12
Ede
nP
ark
Dr
61
Main Street 44
Entertainment
tainment
District
Dis
48 63
Mar tin
51
27
26
43 Mount
35 Adams
55
13 Pede
stria
nW
69 alkw
ay
21 33 36
8
77 42
17
Lois & Richard
Rosenthal Center Aronoff
for Contemporary Center
Art for the Ar
Arts
45 1
20
Theodore M. Berry
80 64 International
Duke 24 53 Friendship Park
Energy
Center 31 29 11 81
47 82
32
79 78
41 72 38 18 10 aft Museum
Taft
of Art 54
4 86
46
9
73
st
Ea
Transportation ay 3
Center (underground) eW Bicentennial
s
Ro Park
te 67
Pe
National
Rosa Parks
34 U.S. Bank
Brid
Arena 22
op n )
Casinos
Pe estria
Great American 74
le
Ball Park y
6 Wa
ng
rple(Ped
hri
Me 62 Me
To Indiana hri 65
ng 57 75
Wa National
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Riverboat
Row
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t
Airpor
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Related Events:
nati/NK
71
Cincin
76
71 87 o Asphalt Pavement Alliances Asphalt
a lk
37 28
erw
40 14 25
Registration Information
On-line Registration:
www.worldofasphalt.com
Customer Service: CompuSystems Inc.,
708-486-0769 or Toll Free (866) 710-0769
Monday through Friday between the hours
of 8:00 am - 5:00 pm CST
and insights
When: Monday, February 15 Thursday, February 18, 2010
Where: Duke Energy Convention Center, Cincinnati, OH
People, Plants and Paving
40 seminars running from 2/16 through 2/18.
Recycled
Asphalt
Resources
Here is a new set of NCAT-researched best-practices for
Fractionating RAP provides much greater flexibility in designing mixes.
A
s we trend toward ever higher ratios of recycled In many areas of the country, this milled material is
asphalt product in high-performance asphalt used directly in mix designs without further processing.
mixes, the quality of the RAP becomes ever An advantage of this practice is that the dust content of
more paramount to success. the RAP is kept as low as possible. High dust content often
Some agencies who are resisting higher RAP limits how much RAP can be used and still meet mix
ratios base their reluctance on the belief that RAP stockpiles design requirements.
are highly variable and, used in high ratios, could have On the other hand, for small quantities of millings, most
a negative impact on the consistency of the mix and the contractors do not consider it worth the trouble of setting
performance of the pavement. up a mix design for a small production run. Therefore,
This perception of high variability may come from they typically combine small milling quantities with other
the notion that all RAP stockpiles are a heterogeneous sources of RAP to create the GOK stockpiles. It is common
agglomeration of reclaimed materials from a range of for the multiple-source RAP stockpiles to contain paving
sources. Such stockpiles are sometimes euphemistically materials from small milling jobs, plant waste, rejected
referred to as GOK piles because God Only Knows what is asphalt pavement material, and pavement rubble from
in them. complete demolition of roads or parking lots.
However, this kind of crude, multiple-source RAP
stockpile is not used in new asphalt mixes without Processing Integrated RAP
processing it into a much more uniform RAP material. What contractors and agency personnel want to know
Many contractors maintain separate stockpiles of RAP is, what are the best ways to process multiple-source,
obtained from different sources. When a large quantity integrated RAP stockpiles to achieve consistency in the
of millings is obtained from a single project for example material?
5000 tons or more then it makes perfect sense to keep it The National Center for Asphalt Technology (NCAT)
stockpiled separately from other RAP. Considering that the in Auburn, Alabama is working to find the best RAP
millings came from a given project that was originally built management practices by surveying contractors across
under strict quality assurance specifications, it is fairly the U.S., examining quality control data, and identifying
safe to assume the millings will be a consistent and high- what techniques provide the most uniform RAP materials.
quality material. NCAT has collected information on the current state of the
50 388844_Bituminous.indd
Hot Mix Asphalt Technology
1 JANUARY/FEBRUARY 2010 9/15/08 11:12:38 PM
practically any mix. In general, bins. Contractors want to avoid frequency for sampling the RAP
it is easier to use more total RAP moving materials any more than for QC testing is at least one test
in a mix when it is fractionated needed because it adds cost to the per 1000 tons. At least five samples
compared to a crusher-run RAP. materials, but moving the processed of each RAP stockpile should be
5. Stop Processing RAP When RAP is an opportunity to further obtained and tested before starting
it Rains: There is not a lot of data improve consistency. Moving the mix designs. Further details on
to substantiate this, but when we processed RAP should be done RAP testing methods and material
fractionated RAP for the NCAT so the material is further mixed properties that are needed are the
Test Track in summer 2009, RAP and blended as it is being loaded subject of a future article.
stockpiles produced during a heavy and unloaded. However, sloppy In QC testing and mix design,
afternoon thunderstorm changed moving practices can also lead to technicians often focus on average
markedly in gradation, which segregation, which will have the values of key properties such as
dramatically affected the mixes opposite effect on consistency. asphalt content and gradation of
so much so that we had to remove 7. Covered, Sloped, and Paved: the RAP aggregate. However, it is
a couple of test sections. It makes RAP stockpiles tend to retain a also important to understand the
sense that RAP will not screen as lot of moisture, which increases variability of a product. The most
efficiently when it is wet because the drying and heating cost for common measure of variability is
the material sticks together more superheating the virgin aggregate the standard deviation, which is
and the screens tend to clog up or and limits the mix production rate. easily calculated for a set of test
blind. Relatively few contractors currently results in Excel or by a statistical
6. Blend Again When Moving: cover any of their stockpiles, but package.
Usually, after processing RAP those who do know that covering
through a crushing system and/ their RAP stockpiles gives the best Standard Deviations
or fractionation unit, the new payback. NCAT tabulated standard
stockpile(s) will have to be moved 8. Testing and Analyzing: deviations from more than 70
from the processing location The best time to test RAP is as RAP stockpiles and from over
to another location closer to the stockpile is being built at its 60 crushed-stone products from
the asphalt plants cold feed final location. The recommended quarries in six states. Analysis
1.800.537.4183
www.humboldtscientic.com
800-363-9859 www.kencoengineering.com
Benefits
Asphalt reduces crashes
A
Smooth asphalt roads give vehicle tires
ssuperior contact with the road, improving
safety. Open-graded asphalt surfaces allow
rainwater to drain through the pavement surface,
reducing the amount of splash and spray kicked up
by vehicles. Resurfacing with open-graded asphalt
of
Asphalt
has been shown to reduce crashes and fatalities on
highways.
Perform
Performance
The road doesnt wear out
T
Perpetual Pavements constructed from
asphalt are the ultimate in sustainability. When
a
Editors Note: appropriately designed and constructed, the road itself
The National Asphalt Pavement Association has introduced doesnt wear out. For maintenance, the top layer is
two new publications, a sustainability report and a companion removed for reuse/recycling, then replaced quickly
brochure. For decades, the asphalt pavement industry has without causing traffic congestion.
been proactive in reducing the impact of its operations on the Noise reduction
environment. The new report discusses some of the products Asphalt is the quiet pavement. Studies show that
we have developed - warm-mix asphalt, reuse/recycling, porous the noise-reducing properties of asphalt last for many
asphalt, and Perpetual Pavements - and shows how an accelerated years. Noise reductions of 3 to 10 dB(a) are common.
deployment program could lead to even greater achievements. Reducing noise by 3 dB(a) is about the same as
Below are excerpts from the companion brochure, Benefits of doubling the distance from the road to the listener, or
Asphalt, which is designed as a trade show giveaway or as a leave- reducing traffic volume by 50 percent.
behind for meetings with important customers. The attractive tri-
fold brochure gives a bulleted summary of both environmental and Traffic Relief
performance advantages of asphalt. Asphalt moves traffic along
A
Both publications are available as a free download. Printed In crowded urban areas, where closing a road
copies of Benefits of Asphalt (order number PS-35) brochures ffor rehabilitation or reconstruction would dump
are available in bundles of 25 for $12.50. The sustainability increased traffic on to neighboring routes, asphalt
report Black and Green: Sustainable Asphalt, Now and is the answer. Highways and roads can be milled
Tomorrow (publication number SR-200) is also available in for reuse/recycling, then overlaid, during off-peak
bundles in bundles of 25 for $45.00. Orders for the brochure hours. An entire freeway can be resurfaced without
may be placed through NAPAs online store at www.hotmix.org, commuters ever being inconvenienced.
by calling toll-free at 888-600-4474, or by fax at 412-741-0609 In congested conditions, cars and trucks consume
or by email to napa-orders@abdintl.com. fuel and produce excess greenhouse gases. Asphalts
speed of construction allows planners and managers
a way to fix congestion hot spots and bottlenecks,
Reuse/Recycling quickly and cost-effectively.
Americas leading recycler
The asphalt industry reuses and recycles Water Quality
nearly 100 million tons of its own product every Stormwater management with porous asphalt
S
year, making it Americas number one recycler. Porous asphalt pavement systems are recognized
Reclaimed asphalt pavement (RAP) actually reduces bby the U.S. EPA as a best management practice (BMP)
the amount of virgin asphalt cement needed for ffor stormwater management. When used for parking
constructing new roadways. When RAP is incorporated lots, roads, walking/biking paths, and other applications,
into new pavement, the asphalt cement in the old porous pavements can turn runoff into infiltration; restore
pavement is reactivated, becoming part of the glue the hydrology of a site, or even improve it; improve water
that holds the new pavement together and replacing quality; and eliminate the need for detention basins.
some of the virgin asphalt cement that would Environmental applications
otherwise be required. This makes the final product Drinking water reservoirs are often lined with asphalt,
less vulnerable to market fluctuations in raw material and asphalt cement is used to line water pipes that supply
prices while conserving precious natural resources. potable water to humans. Landfills are often lined and
Other materials including rubber from used tires, capped with asphalt. Some state fish and wildlife agencies
glass, and asphalt roofing shingles are recycled into even use asphalt pavement to line their fish rearing
asphalt pavements. ponds.
NEW CONTROLS
YOUR OPERATORS WILL LOVE
Pity the plant operator that is running out of hot The new controls can instantly pinpoint any of the
mix and has a long line of trucks waiting to be common conditions that cause a shut down.
lled. An unknown condition has shut down his
hot oil heater. His crew is struggling to nd the The old status lights are gone. In their place are
cause and restart the heater. new Fireye controls known as BurnerLogix. A
display mounted on the front of the heater control
There are ten or more abnormal conditions that panel provides important messages about the
can cause a heater to shut down to prevent unsafe operating status of the heater.
operation. One is low media (hot oil) level.
Another is high media temperature. Another is If there is an alarm condition with the heater, the
low media differential pressure, etc. message shown on the display reveals the exact
cause. The x is usually easy once the cause is
The challenge is to gure out which condition is determined.
the cause. Thats not an easy task. It can be time
consuming. New controls from Heatec take the Please call for more information.
guess work out of the job.
BurnerLogix is a Fireye trademark
HEATEC
58 PaveSmart.indd
Hot Mix Asphalt
1 Technology JANUARY/FEBRUARY 2010 11/5/09 10:28:19 PM
TOOLS FOR THE TRADE
Roadtec Screed Boost Can Increase Mat Smoothness
Screed Assist has been a staple in the industry for some time and simply helps to support
the weight of the screed whether the paver is moving or stopped. Roadtec now offers an
exclusive, additional option called Screed Boost to manage the settling of the screed only
when the paver is stopped. The feature also compensates for settling of rubber-tired pavers
during stops, caused by the tires compressing and squatting. Rubber tire compression
causes the screed to descend and has led some in the industry to conclude that it is more
difficult to get the same mat smoothness from a rubber-tired paver than a track paver.
Screed Boost effectively addresses this issue giving road builders the tools to pave even,
smooth mats with both types of pavers.
Roadtec Screed Boost pressurizes the bottom of the screed lift cylinders only during
stops and thus prevents the screed from settling and causing a dent in the mat. This
pressure will be enough to help the screed from dropping plus help account for tires being
compressed with added loads. The operator can adjust the pressure as needed.
When the paver starts back into motion the screed boost shuts off and the screed
returns to free floating. Screed Boost has a delay switch that allows the boost to stay on 0,
New Mid-Size Loaders 3 or 6 seconds after the paver goes into motion. This allows the operator to create a smooth
from Volvo transition by selecting a longer delay that lets him ease into fine-aggregate mixes that tend
Volvo Construction Equipment to compress more. For less pliable mixes he would use a shorter delay. While the paver is in
has upgraded two mid-sized wheel motion the screed free-floats and is not affected by Screed Boost whatsoever.
loaders to their F-Series: the Volvo
L45F and L50F. For more information, contact Roadtec at www.Roadtec.com or 423.265.0600.
The mid-sized wheel loaders
feature patented torque parallel loader linkage, separate working hydraulic
pumps for maximum power and 100 percent axle differential locks.
The torque parallel linkage gives both machines smooth, parallel lift,
high rollback torque and excellent lifting power throughout the lift range. It
also provides good pallet visibility and a clear view of attachments. A wide
rollback angle helps retain loose bucket material, while the parallel lift action
makes it suited for material handling and pallet handling.
The Volvo L45F and Volvo L50F have separate hydraulic pumps for power
train and implement hydraulics to ensure full power. Volvo uses load-sensing
pumps that automatically adjust to work demand. The result is lower fuel
consumption during lighter work and increased component life without
compromising performance in tough conditions or demanding applications.
Trust Troxler
to completely redesign our newest gyratory
compactor with improved electronics, a
hydraulic motor and software adjustable angle
of gyration.
Trust Troxler
453290
molds for Asphalt Mix Performance Testing
Troxler
and a Shear Measurement option.
Patents Pending
fp
CMYK
Trust Troxler
to make testing easier with a keypad
adjustable angle, the most ergonomic design
on the market and USB and serial ports for
data storage and downloading.
Trust TROXLER
The Leader in Construction Testing Equipment
TOOLS FOR THE TRADE
Trailer is 85-Ton Lightweight to lift the load. The air-ride, six-axle, West Coast walking
Etnyre Trailer Company has recently introduced a beam suspension allows the trailer to travel over uneven
new lightweight Blackhawk 85-ton-capacity hydraulic terrain without bridging. The trailer also incorporates disc
power tower trailer. The trailers empty weight is brakes and 245/70R 17.5 tubeless radial tires. HMAT
approximately 52,500 lbs.
The Blackhawk trailer features a patent-pending power For more information contact Cathie Grover, 815-732-2116,
tower with 24 inches of vertical travel providing the ability or e-mail sales@etnyre.com.
Total Visibility
Compaction is high-precision work,
and the experienced operator
knows exactly what a perfect job
looks like. That is why visibility is
one of Dynapacs primary
design characteristics. Dynapacs
unique design gives a perfect
view of drum edges, surfaces
and sprinkler nozzles. Even the
largest model lets the operator
see an object of 3 feet in height,
at a distance of only 3 feet an
important safety feature.
www.dynapac.com
February 3-4
Sheraton Overland Park Hotel before the NAPA annual meeting and at the World of
at the Convention Center Asphalt in February to learn more about turning tires
Overland Park, Kansas into economic and environmental paving materials.
https://engineering.purdue.edu/NCSC
Visit www.rubberpavements.org and click Special Events
NAPA Thin Overlays Webinar
February 10
www.hotmix.org 3AVES 4IME s 1UICK 0AY "ACK s
9EAR 7ARRANTY s &ROM
445198_Rubber.indd 1 11/23/09 5:04:30 PM