Asphalt Pro - August 2014

August 2014

Reuse Reclaim Repurpose

100% RAP ReadyCrushing Desert Rock

sealed With a Certificate

Reversesafely

ReCyCleBrazil’s CIR Leaves a

Smooth Surface

24

44

50

30

contents

On the CoverThe asphalt industry performs a multitude of environmentally sound projects every year. A recent CIR job in Brazil restores a highway to smooth asphalt perfection. See related article on page 40.

AUGUST 2014

Reuse Reclaim Repurpose

100% RAP ReadyCrushing Desert Rock

Sealed With a Certificate

ReverseSafely

RECYCLEBrazil’s CIR Leaves a

Smooth Surface

Departments

Editor's Note5 See Turtles Benefit

Around the Globe6

Safety Spotlight8 Put Safety in Forward When Looking in ReverseBy AsphaltPro Staff

Project Management12 Sealing Guarantees FutureBy Sandy Lender

Equipment Gallery54 Powercrusher Line Expands Reach

Here's How It Works62 CEI’s Vertical Asphalt Booster Heater

The Last Cut66 How Does Your Pipeline Flow?

articles

20 Constitutional Responsibility for Highway FundingFrom NAPA

24 Domres Recycles Mountain, Desert AggregateBy Tom Kuennen

30 100 Percent RAPThe paving industry’s epic journey of vision, persistence to produce full recycled asphalt pavement mixBy Bob Frank and Daniel Brown

36 Temper Recycling PercentagesBy Jarrett Welch

40 International CIR

44 Franchise RestorationBy Sandy Lender

50 That’s a Good IdeaFold the Hopper UpBy John Ball

60 Rubber Modified Asphalt Increases Sustainability, PerformanceBy Ryan Alleman

12

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see turtles BenefitFrom the first weekend in May until the end of October, every Saturday morning finds me crossing a quaint, weathered footbridge to the beach. I walk beneath a canopy of overhang-ing seagrapes and leafy branches as if stepping through a rift between my busy world of computers, debates and flurried schedules to the serene scene of dawn spreading across the Gulf of Mexico. The only sounds are those of the tide moving along the shore and puffy plovers suggesting I not walk too close to them. At that moment, I anticipate finding evidence of ancient endangered species. That’s the begin-ning of sea turtle patrol for the day.

I’ve walked that same stretch of beach at that same time of day for that same season for the past nine years. Imagine how pleased I was to learn this winter that the asphalt in-dustry has a small part in protecting the sea turtles that I’ve spent countless hours helping. I learned that the offshore drill-ing platforms have such robust security that their safety officers proactively keep com-mercial fishing vessels—including shrimp trawls—a set distance from their platforms. To protect pipelines and cables from damage, drilling platforms workers keep trawlers and other fishing boats at bay.

This means the Gulf or ocean floor beneath each offshore platform is pristine. The reefs thriving there provide homes for fish, coral and my beloved sea turtles. They’re beautiful. Of course I worked toward preparing an article about this unplanned yet good stewardship for the annual “liquids” issue of AsphaltPro in June/July, but I found absolutely no one willing to discuss it.

No one in “big oil” wanted to toot their horn. The very good opportunity for some very good publicity went unanswered. What a shame.

I had better luck finding members of the asphalt industry who wished to share the very good news about our recycling efforts. We’re still finding innovative ways to re-use and reclaim materials for our roadways to not only save natural resources, but also to save costs for agen-cies, owners and end users. Don’t be afraid to toot your horn when you do something good for the environment and the industry. We’re here to share and support ideas and innovations, whether ecological or economic or what-have-you. This month’s issue of AsphaltPro focuses on recycling and crushing for recycling because it’s an important facet of what our industry offers to the agencies trying to stretch their infrastructure maintenance dollars. As you find yourself participating in the environmentally responsible choices our industry makes day in and day out, share your experiences with me and we’ll get that good publicity into the pages of the magazine for others to admire and learn from.

Stay Safe,

Sandy Lender

August 2014 • Vol. 7 No. 9editor's note

2001 Corporate PlaceColumbia, MO 65202

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

GrOuP PublisherChris harrison

Publishersally shoemaker

[email protected](573) 823-6297

editOr

sandy [email protected]

(239) 272-8613

Art direCtOrKristin branscom

OPerAtiOns/CirCulAtiOn MAnAGerCindy Pudney

business MAnAGerrenea sapp

AsphaltPro is published 10 times per year: January, February, March, April/May, June/July, August, september, October, november and

december by the business times Company, 2001 Corporate Place, Columbia, MO 65202

Writers expressing views in AsphaltPro Magazine or on the AsphaltPro website are professionals

with sound, professional advice. Views expressed herein are not necessarily the same as the views of AsphaltPro or business times Company staff, thus producers/contractors are still encouraged to use best practices when implementing new advice.

subsCriPtiOn POliCy: individual subscriptions are available without charge in the united sates,

Canada and Mexico to qualified individuals.

One year subscription to non-qualifying individuals: united states $90, Canada and

Mexico $125.00. For the international digital edition, visit theasphaltpro.com/subscribe-2.

single copies available $17 each.

Don Long of Neyra Industries discusses a great sealcoat job with Editor Sandy Lender. See the related story on page 12.

www.theasphaltpro.com | asphalt pro 5

Industry News and Happenings from Around the WorldcanaDaThe cement industry is up to something big. Hol-cim and Lafarge SA were in the process of working out a $50 billion merger to create the world’s larg-est cement company and supplier of crushed stone, sand and gravel. According to company releases, combined they have approximately 9,000 employ-ees and have control over 50 percent of the market in Canada, trading mostly in Ontario and Quebec.

JapanFrom January to June, Japan’s FOB bitumen price was down by 4 percent. Source: Petrosil’s Bitumart

UniteD states• The Associated General Contractors of

America (AGC) reported that the Dis-trict of Columbia and 40 states added workers between May 2013 and May 2014. “[M]any firms are slowly rebuilding their depleted payrolls,” Stephen Sandherr, AGC’s CEO said. “But if overall economic growth slows, construction employment could backslide in many state.” Sand-herr noted that a passage of a long-term surface transportation bill would “give many construction employers the securi-ty they need to begin adding to their pay-rolls.” AGC reported at the end of June that the House of Representatives was likely to pass a surface transportation fix that would merely tide over the High-way Trust Fund “for nine to 12 months to make sure that the highway projects that are underway will continue.”

• Like us at www.facebook.com/Asphalt-ProMagazine. Follow us @AsphaltPro.

californiaGov. Jerry Brown and legislative leaders struck a $107.8 billion budget deal and the governor signed it into law in mid June. The action ensures the state enters the new fiscal year July 1 with a budget in place so contractors and others who perform state work should see no disruptions. The deal does not return truck weight fees of nearly $1 billion to the highway account, but does preserve an early payback of loans made from the highway fund during the state budget crisis a few years ago. A 15 percent of cap-and-trade revenue

going to transportation on top of the high-speed rail allocation still causes concern as entities such as the Sierra Club start to doubt its efficacy at mitigating pollution. Source: CalAPA

floriDaThe Construction Angels 3rd annual Charity Golf Tournament takes place Friday, Sept. 26, at the Woodlands Golf Course & Country Club in Tamarac, Fla., from 7 a.m. to 4 p.m. Spon-sorship opportunities were almost sold out at press time, but you can still participate in this rewarding event. Contact Kristi Ronyak at [email protected].

inDianaJennifer Rumsey has been named vice president, engineering for Cummins Engine Business, Co-lumbus, Ind., effective July 1. She succeeds Steve Charlton, who retires after 20-plus years with the company. Rumsey joined the company in 2000 and most recently served as vice president, engineering for the heavy-, medium- and light-duty engine business. She received a bachelor of science in mechanical engineering with high-est honors from Purdue University in 1996 and a master of science in mechanical engineering from the Massachusetts Institute of Technolo-gy in 1998. Her awards include the SAE Interna-tional Association of Equipment Manufacturers Outstanding Young Engineer Award and 40 Un-der 40 Up-and-Coming Purdue Alumni.

loUisiana• The Louisiana Asphalt Pavement Associa-

tion provided information to the Central, La., City Council recently to avoid possible future conflicts near an asphalt mix produc-tion facility. A developer sought approval for a zoning change that would allow hous-es to be built next to an industrial zone that had included the asphalt plant for many years. The council members recognized the potential for conflicts should a residential community be built next to an industrial zone and instead recommended the devel-opment away from the area. Source: NAPA

• The 2014 Asphalt Sustainability Confer-ence takes place at the Omni Royal Orleans in New Orleans Nov. 4 through 5. Visit www.asphaltpavement.org for more information.

marylanDWorking with the National Center for Asphalt Technology and state asphalt pavement associ-ations, NAPA is testing several localized Thin-lay mixes with a high level of recycled materi-als, which will be used to craft guidelines states can use to develop sustainable thin overlays to best meet their local conditions and materials. Check out the new paper from NAPA, “Thinlays: The Pavement Preservation Tool of Choice,” at www.AsphaltPavement.org/ThinIsIn.

missoUriMissouri representatives have a chance to im-prove road funding. The Senate voted April 29 in favor of a less than one cent sales tax in-crease. If the House approves it, voters will see the transportation funding measure on the ballet in November. Source: Kansas City Star online

nevaDaSave the date for the Trimble Dimensions 2014 conference this Nov. 3 through 5 at the Mirage Hotel & Events Center in Las Vegas. Visit www.TrimbleDimensions.com.

texasHCSS will host its course titled HeavyBid 101 in Houston Sept. 25 through 26. Visit www.hcss.com/training. The course will be offered, along with HeavyBid 201 in Seattle Oct. 16 through 17.

Washington, D.c.• The NAPA Fly-In in cooperation with the

National Stone, Sand and Gravel Associa-tion takes place Sept. 9 through 10 at the Grand Hyatt Hotel. Visit www.asphalt-pavement.org and the meetings tab.

• The Association of Equipment Manufac-turers (AEM) joined 100 fellow trade show organizers and exhibitions industry lead-ers on Capitol Hill June 16 and 17 to pro-mote the economic and business value of face-to-face events, and push for policies that allow qualified international visitors as well as government employees to more easily attend trade shows and meetings.

around the globe

6 august 2014

Ad name

The EC5605-WK wireless revers-ing camera system from ECCO is designed to decrease installa-

tion complexity and expense. The com-pany encourages fleet managers to re-duce time, energy and money by eliminat-ing the need to hardwire reversing camera systems. The concept makes sense.

As much as safety directors try to guard against complacency, workers can be-come so used to the consistent noise of backup alarms and shouts in work zones and in the yard that they unknowingly start to tune out important sounds. Back-up alarms and flashing lights become part of workers’ everyday surroundings.

One way to safeguard ground per-sonnel is to make them more visible. Of course, no amount of bright PPE mat-ters if a worker is standing in the load-er operator or tack wagon driver’s blind spot. To expand visibility, safety equip-ment manufacturers came up with re-versing camera systems that direct a lens in the areas that were “dark” to the operator before. To make even that sys-tem a little more convenient, ECCO Safety Group of Boise, Idaho, has taken wires out of the equation.

ECCO provides the Gemineye™ camera systems, which have both wired and wireless options. In the wireless category the compa-

ny has recently introduced the EC5605-WK 5.6-inch LCD color wireless system.

For this system, the mechanic installs the EC5605-WM monitor in the cab or on the operator’s station of the vehicle. The moni-tor is 6.32 inches by 4.51 inches by 1.06 inch-es. It weighs 2.87 pounds and is designed to allow for unobtrusive installation without compromising viewable screen area, ac-cording to the manufacturer.

The mechanic also installs the EC2014-WC color infrared camera on the back of the vehicle. The camera is 2.87 inches by 2.99 inches by 2.98 inches and weighs 0.89 pounds. The lens size is 1/3 inch with an angle of 120 degrees. It’s equipped with a microphone and a day/night light sensor for additional safety.

The system will allow up to four camer-as to feed information to the monitor so the operator can have increased visibil-ity, so the mechanic can place additional units on the sides or in other areas where line-of-sight is compromised.

When in use, the 2.4-GHz digital sys-tem sends a wireless signal from each camera to the monitor’s ECANTE-R re-mote antenna. As the operator drives the vehicle, he or she can view items that may be lurking in the machine’s blind spot(s) by looking at the monitor’s screen. The monitor features touchscreen menu con-trol, which is of benefit when the system is used with multiple cameras.

ECCO offers remote controls and sunshades for monitors with other sys-tems, so check with the manufacturer about the options available on the wired and wireless reversing camera systems. There are wireless adapter kits and mul-tiple types of cameras for fleet manag-ers to look into. There’s no reason to for-go safety when one considers the multi-tude of backup camera systems available as options from OEMs and aftermarket suppliers today.

For more information, contact ECCO at (800) 635-5900.

2014 CAMERA SYSTEMS

safety spotlight

Put Safety in Forward When Looking in ReverseBy ASphALtpro StAff

BackUp alarms anD flashing lights Become part of Workers’ everyDay sUrroUnDings.

8 august 2014

sealinggUaranteesfUtUre

By SANDy LENDEr

12 august 201412 august 2014

When a contractor performs a quality job, he doesn’t have to reinvent the wheel when the

client is ready for another job a few years later. If that client is a property manag-er or other commercial client who has a board of directors to appease, the client doesn’t have to reinvent the wheel either. For D&G Sealcoating and Striping of Fort Myers, Fla., a solid reputation for quality work is backed by a warranty, and prop-erty managers around Southwest Florida know it. When Patrick McGuire wanted to perform preventive maintenance for his community of Heritage Palms Golf & Country Club in Fort Myers, he wanted to get the 750,000-square-foot project on D&G’s schedule before summer started.

“We do maintenance around the prop-erty all year, but kick it up during this sea-son,” McGuire said. “We wanted to get on D&G’s schedule for after Easter, before rainy season when most of our residents are away.”

McGuire explained that only about 25 percent of his residents are still in their southern home for the hot part of sum-mer, which means a significant number of the 3,200 to 3,500 members typically in residence during season have gone north. This makes road and parking lot projects much easier to plan and execute.

Scheduling makes a difference in the quality of a sealcoating job for a number of reasons, including weather as McGuire im-plied above. But D&G’s product of choice and application method helps with sched-uling and with quality as well. Owner Gail the finished product is a sealed pavement, striped and protected against the elements.

BELoW Commercial projects such as parking lot and driveway paving with follow-up sealcoating bring refer-rals and repeat business for a busy company like D&G Sealcoating and Striping. the management at heritage palms Golf & Country Club have not only selected D&G for multiple projects, it has recommended the company to other residential communities who need large projects accomplished. A quality asphalt job takes time and at-tention to detail; it pays dividends.


Shaw and President Dennis Deibel have a warranty in place not just on their work, but also on the Jennite sealer from Neyra Industries, Inc., Cincinnati.

Both Deibel of D&G and Don Long of Neyra explained the warranty that comes with using the Jennite sealer. When a con-tractor wants to purchase Jennite for use on a project, that contractor has to be trained and certified in its use. “We have an exact mix design and an exact coverage rate that’s been the Jennite spec since 1938,” Long said.

The company does training with crews on the jobsite and with classroom sessions, and then verifies quantities of material ordered and used on projects based on project sizes. Each load of sealer delivered from a Neyra plant to a certified customer is delivered with a certificate and batch number. This means all material can be traced and tracked. If something goes wrong at any step in the pro-cess, the problem can be found and correct-ed. In the event that a contractor ceases op-eration, Neyra still stands behind its product.

For the Heritage Palms project, three tankers delivered Jennite sealer to the D&G facility’s tank at intervals. It doesn’t have to be stored above ambient temperatures. The crew adds 15 percent water to the concen-trate and mixes it thoroughly in a 700-gal-lon tank. Next, they slowly add 5 pounds of sand per gallon of Jennite concentrate.

Neyra’s Long explained that it’s impor-tant to add the sand slowly, pouring it at a slow and steady rate so as not to over-whelm the auger paddles of the agitator

top Neyra delivered three tankers of Jennite concentrate to D&G headquarters throughout the project. BottoM At D&G headquarters, the crew mixes Neyra polyprime in the 1,000-gallon tank at a rate of two parts water to one part prime. the polymer is a surfactant package from Neyra that D&G uses on high-traffic areas such as the drive around the club-house. It sprays on gray and dries black.

14 august 2014

Mix seAleR/sAnD CoRReCtly

step 1. put the concentrate in the tank.

step 2. Add water at a ratio of 15 percent.

step 3. Mix the Jennite concentrate and water thoroughly.

step 4. Start adding the sand with the agitator turning at 8 revolutions per minute.

step 5. once the sand is in suspension, the agitator can be reduced to 4 revolutions per minute.

If you’ll be using the sealer each day, you’ll turn on the agitator for about 20 minutes prior to pumping the material into a sprayer. If you’ll go for a number of days without using the sealer, it’s best practice to turn the agitator on for 20 minutes at least once every three days. “once the sand is in suspension, it takes a while to settle out,” Long explained. “But if it settles, the agitator can become stuck, requiring the mechanic or operator to clean out the bottom of the tank.”

in the tank. The idea is to mix the sand into suspension and not have any clumps. That’s one of the keys to getting a smooth, consistent spray and a gorgeous seal like the one in the images here. During ini-tial mixing, Long recommends 8 revolutions per minute for the agita-tor. Once the sand is fully suspended, he says it’s fine to back off to 4 revolutions per minute.

When ready to pump the material into a sprayer, the crew turns on the agitator about 20 minutes prior to pumping. For the Heritage Palms project, the D&G crew pumped the mixed Jennite sealer into the Paver Saver II machine from Rayner Equipment. As an interesting side note for contractors, Shaw and Deibel have done such a good job of educating their customer and communicating with their customer that McGuire was able to explain how the Paver Saver II has made the scheduling of this project easier on him.

You see, the D&G Sealcoating and Striping crew sealed a number of parking lots and drives for the property three years ago when the crew had a smaller machine and did a majority of the work by hand. Now it’s time to touch up some areas and re-seal for long-term per-formance and D&G has the Paver Saver II spray machine helping the crew get the application of sealer down quickly; the material has time to dry before Florida’s afternoon rain storms move in.

“I’ve seen a difference in the residents this time,” McGuire said. “They don’t care that they’re getting a nice new drive; they’re just angry that they can’t get into their driveways. This time is faster be-cause they [D&G] have the Paver Saver. I can see a marked difference in time from last time.”

Scheduling is a big part of project management and customer sat-isfaction with a project like this. “We make a schedule and stick to the schedule,” Deibel said. “With a complex like this, you have to.”

Luckily for Deibel, he’s working with a property manager who un-derstands the importance the schedule has on the end result of the pavement. “We have a three-day schedule on the website for mem-bers right now,” McGuire said. “We send out emails to update them on what’s going on. Every car in here has a scan pass on it so if some-one has left his car in a parking lot, we can go out and check the decal and get in touch with the owner to have the car moved.”

That kind of cooperation is helpful for getting the job started on time each day, but McGuire’s cooperation doesn’t stop there.

Add the sand with the agitator in the tank turning at 8 revolutions per minute.

It’s best practice to add about 5 pounds of sand per gallon of Jennite concentrate. If it seems as if the team gives a lot of attention to the amount of sand and its treatment, that’s because the mixing of sand is important to the consistency of quality results.

ABoVE pallets of sand wait their turn to be mixed in for sealcoating perfection. At 5 pounds per gallon of concentrate, D&G needed many pallets.

16 august 2014

ABoVE the crew performed repairs with infrared heat and in-place recycling where necessary before sealing. Attention to detail keeps curbs, gutters and even grassy areas clean in the residential golf and country club.

18 august 2014

He understands that the sealer takes time to harden fully and he follows Deibel’s recommended time frames for keeping residents off the newly sealed surfaces.

“It’s dry for foot traffic in an hour,” Long said. “It’s dry for driving traffic with-in about 24 hours. The coating will contin-ue to harden enough to resist power steer-ing marks over three to four weeks.”

Deibel recommends his customers keep driving traffic off the surface for 24 hours. McGuire recognizes the im-portance and keeps cones and caution tape in place for 24 hours plus an extra night. Thus McGuire explained his res-idents refrain from driving on the new surface for about 32 hours.

An extra quality measure Deibel and Long recommend prior to sealcoating is the use of Neyra PolyPrime. D&G had a 1,000-gallon tank of PolyPrime on site to use on high-traffic areas such as the drive around the clubhouse and in entranceways. The crew mixes the product at two parts water to one part prime. The polymer is a surfactant package from Neyra that clings to ex-posed rock and assists in the adher-ence of sealer. It works similarly to a tack coat, gripping both the rock and the “top coat” to reduce wear in high

traffic or problem areas. It sprays on gray and dries black.

Given the cooperation among Neyra, D&G and Heritage Palms, the residents at this golf and country club should have a top quality infrastruc-ture for years to come. This is the sec-ond application of sealer in many ar-eas of the complex, which means the parking lots and drives have quality locked in now. Oxidation will be min-imal from here on out. The areas D&G paved in August 2013 are being sealed for the first time now, putting them on the path to excellent preservation as well.

Six #70 nozzles spray an even coat from the back of the Spray paver II.

“it’s Dry for Driving

traffic Within aBoUt

24 hoUrs. the coating

Will continUe to

harDen enoUgh to

resist poWer steering

marks over three to

foUr Weeks.”

—Don long


As of June 19, the Highway Materi-als Group commended Senators Chris Murphy (D-Conn.) and Rob-

ert Corker (R-Tenn.) on their bipartisan proposal to ensure future funding of the nation’s surface transportation system by increasing the federal motor fuels tax by 12 cents. In light of the pending insolvency of the Highway Trust Fund, this proposal ad-dresses the longer term revenue issues. To prevent the burden of the motor fuels in-crease from falling so heavily on hardwork-ing men and women, popular tax breaks would be permanently extended.

In unveiling the proposal, Sen. Murphy said, “I think on our side of the aisle we rec-ognize that it’s time to stop talking theo-retically and start talking really in practi-cal terms.” He added that only a bipartisan proposal can move through the Senate.

After noting lawmakers should be em-barrassed for letting things get to this point, Sen. Corker talked about backbones: “If Americans feel that having modern roads and bridges is important, then Congress should have the courage to pay for it.”

Under the plan, the gas tax would be in-creased 6 cents over each of the next two

years and then indexed to inflation using the Consumer Price Index to ensure that it remains viable into the future. The pro-posal is expected to raise $164 billion over 10 years. According to the senators, the tax increase would be offset by extending several popular tax breaks.

The proposal adheres to funding princi-ples the Highway Materials Group has cir-culated among lawmakers, including main-taining the integrity of the user-fee-based funding mechanism and ensuring long-term stability and solvency of the Highway Trust Fund. It reinforces that the federal government has a significant role in pro-viding for a strong and efficient national surface transportation system, something our Founding Fathers outlined in Article 1, Section 8 of the U.S. Constitution.

The Highways Materials Group is com-posed of the National Stone, Sand & Gravel Association; the National Asphalt Pavement Association; the Portland Ce-ment Association; the National Ready Mixed Concrete Association; the Ameri-can Concrete Pavement Association; and the Concrete Reinforcing Steel Institute. The group looks forward to working with Senators Murphy, Corker and other mem-bers of Congress to ensure the efficiency and cost-effectiveness of America’s sur-face transportation network, which is es-sential to business enterprise, economic growth, global competitiveness, and the way of life Americans enjoy.

it reinforces that the feDeral government has a significant role in proviDing for a strong anD efficient national sUrface transportation system, something oUr foUnDing fathers oUtlineD in article 1, section 8 of the U.s. constitUtion.

Constitutional Responsibility foR HigHway fundingfroM NApA

20 august 2014

Domres recycles mountain, Desert aggregate

Domres Grading, Inc., of phoenix will use its new MC 110 Zi EVo in the yard to crush demolition concrete and stone from excavations, but personnel can also take it to mountainside residential home sites to crush material on-site.

By toM KuENNEN


www.theasphaltpro.com | asphalt pro 25www.theasphaltpro.com | asphalt pro 25

In Arizona’s Valley of the Sun, a new jaw crusher produces aggregate from demolition concrete, reclaimed as-

phalt pavement (RAP) and virgin stone brought to the yard from housing sites in the mountains above Phoenix and sub-urbs. Ultimately, the crusher will take its place up on the mountainsides, crushing excavated virgin stone from home sites for use right there on the spot.

The new Mobicat MC 110 Ri EVO and MC 110 Zi EVO mobile jaw crushers from Kleemann made their debut to the North American market at CONEXPO-CON/AGG 2014, and the same MC 110 Zi EVO shown there now works with multiple applications for Domres Grad-ing Inc., an Arizona contractor, and its recycling subsidiary.

homes With a vieWThe MC 110 Zi EVO acquired by Domres Grading Inc. with independent double-deck prescreen does more for its own-

ers, who use it in their yard for processing demolition concrete and milled asphalt into recycled concrete aggregate (RCA) and reclaimed asphalt pavement (RAP), and for crushing virgin stone removed from construction sites. But in the Phoe-nix area, mountainside homes with sce-nic views and cool breezes are preferred places to live. Domres specializes in pre-paring sites for mountainside residences, and ultimately Domres will use the por-tability and mobility of its new MC 110 Zi EVO tracked jaw crusher to bring the ma-chine to the mountainside construction sites, crushing excavated stone for re-use right there.

“We needed a machine that would pro-duce for us in our yard, but also have the mobility to get into small, tight areas, like our hillside excavation work on the sides of mountains,” company president Tom Domres said. “We do custom homes, and need to be able to climb up a mountain, get on a small site and crush. Not only is this machine more maneuverable, but it has a big jaw in a small body, so to speak. We can get onto a small, postage stamp-sized site and produce a lot of material. We will take the rock out of the ground, drop it in the hopper, and it will come out the other end at minus 3-inch, ready to lay down.”

The machine’s compact size and pow-erful tracks make work on mountain-side home sites possible, he said. “That’s where this crusher will shine, because un-til track-mounted crushers came out, we had to haul the excavated rock out and crush it down below, at considerable ex-pense,” he added.

LEft the loader feeds the MC 110 Zi EVo. ABoVE While the Domres managers are pleased with the elliptical motion of the pre-screen on the machine, Kleemann offers both vibrating grizzly (r) and independent pre-screen (Z) models in modern configurations for 2014. “We want to offer a machine with the same features as competing manufacturers, while present-ing a different model that may cost a little more, but provides the enhanced productivity of the independent pre-screen,” Kleemann technical service manager Kelly Graves said. Both models are tier 4 final emissions-compliant. the new MC 110 ri EVo has a vibratory feeder with inte-grated grizzly, while the value-added MC 110 Zi EVo incorporates a vibrating feeder with an in-dependent, double-deck, heavy-duty pre-screen.

“We can’t Believe the amoUnt of fUel that We are not Using.”—tom Domres

26 august 2014

This on-site process cuts costs in a number of ways, Ryan Domres said. He’s the manager of Resource Recy-cling of Arizona LLC, an affiliated firm. “We eliminate the trucking costs, plus no dump fees for bad material, no fees for purchasing new material to replace the bad, and no fees for hauling new material back in.” Exhaust emissions and airborne particulate matter from haul trucks also are eliminated.

Also, reuse of excavation material on site makes the res-idential project eligible for Leadership in Environmen-tal and Energy Design (LEED) certification. This is desir-able for owners of upscale architect-designed residences, as points may be awarded for LEED Materials & Resourc-es credits based on diversion of construction waste from landfills, resource reuse, recycled content, and use of re-gional materials.

“Our nation is moving toward recycling and reuse, and we want to be a part of that,” Tom Domres said.

pre-screen Boosts throUghpUt“The pre-screen is a real big deal for us,” Ryan Domres said. “With the grizzly in our old machine, mud would build up and blind over to where it could not be side-dis-charged. It would pack up with mud all the way to the


grizzly, and all the fines would be forced through the jaw.

“The way this pre-screen shakes, all the mud and wet material falls through,” Ryan Domres said, “whereas with the old machine it would be compacted into a blob that would ride across the griz-zly feeder and into the jaw. It would then lock up in the jaw and you would be crushing wet, sticky mud, sand and dirt.”

“The pre-screen provides a totally dif-ferent motion from the vibrating griz-zly,” Tom Domres said. “The grizzly has a linear motion, while the pre-screen has an elliptical motion, just like a stand-alone screen would have. It separates the material instantly, and that’s big for us.”

miserly fUel consUmptionUsers of the new MC 110 Zi and MC 110 Ri benefit from a newly designed crush-er unit with an extra-long, articulat-ed crusher jaw. Like the EVO Mobirex mobile impact crushers, the new Mo-bicat EVO mobile jaw crushers use di-rect drive crushers and electric drives for the vibrating conveyors, belts and

the pre-screen. This permits efficient operation with low fuel consumption, and allows optimal loading of the crush-er. Beneath the crusher a deflector plate keeps tramp metal from degrading the conveyor belt.

Although he had less than 100 hours on the machine when interviewed, Tom Domres already could see substantial fuel savings due to the Mobicat’s diesel-electric drive system.

“Today, fuel consumption is a big deal,” Tom Domres said. “We don’t have the exact numbers this early, but not

only is the Mobicat ‘crushing’ our other crushers, but all our other equipment in fuel consumption. We can’t believe the amount of fuel that we are not using. We had not been familiar with the diesel-electric drive but now are believers in its fuel economy.”

The Kleemann CFS is designed to manage a more equal loading of the crushing area, in which the conveying frequencies of the feeder trough and the pre-screen are adapted independently of each other to the level of the crusher, thus boosting performance.

The new Mobicat crushers incorpo-rate a newly designed longer swing jaw, which prevents blocking of coarse mate-rial while moving all mounting elements of the crusher jaw from the wear area. In addition, the transfer from the pre-screen or the feeder trough is designed so material simply tilts into the crush-ing jaw, providing an even material flow. With this property and other features the new Kleemann Mobicat MC 110 Ri and MC 110 Zi achieve outputs of up to 300 tons per hour.

“the grizzly has a linear motion, While the pre-screen has an elliptical motion, JUst like a stanD-alone screen WoUlD have.”—tom Domres

28 august 2014

ABoVE Both have been completely redesigned with a lighter transport weight to ease portability, with the MC 110 ri EVo weighing 85,000 pounds, and the MC 110 Zi EVo weighing 87,100 pounds. the new design includes hopper walls in-tegrated in the chassis, and a fully hydraulic crushing gap adjustment via touch panel. BELoW With the Kleemann Continuous feed System (CfS), each step the material goes through in the plant is wider than the diameter of the step be-fore it, eliminating choke or wear points; the CfS also keeps a choke feed to the crusher, eliminating stop/starts of the feed system and improving production, material shape and wear.


By BoB frANK AND DANIEL BroWN

the paving industry’s epic journey of vision, persistence to produce full recycled asphalt pavement mix


For nearly 40 years, garage inventors have designed, built and operated a variety of asphalt plants capa-ble of producing 100 percent recycled asphalt pave-

ment (RAP) hot mix. A few have enjoyed success and op-erate today. Many other designs were never commercial-ized, and those plants sit idle across the country. This is a story of successes and near misses, of men who risked a comfortable retirement searching for elusive solutions. It’s a story of entrepreneurs risking it all.

Interest in RAP plants is growing around the world. Traditional asphalt plant manufacturers are introducing plans for their own RAP plants. Some of them have designs similar to the innovations described here. Public agencies are getting on board, too. In 2015 New York City will man-date a minimum 30 percent recycle content with no ceil-ing for all pavements under city jurisdiction. New York State DOT is considering accepting 100 percent recycled mix for temporary pavement and shoulders pending de-velopment of specs for plant approval.

The American history of RAP plants begins in the late 1970s with Robert Mendenhall. Mendenhall received nu-merous patents on a variety of asphalt recycling compo-nents including center-entry RAP collars. He also manu-factured two models of RAP Plants; Eagle One, a mobile asphalt recycler; and the Golden Eagle, a smaller station-ary unit intended for use with conventional asphalt plants.

The Eagle One was intended to be fed directly by a mill-ing machine that dumped into a hopper. The hopper fed RAP into a parallel flow dryer with direct fired propane burner. RAP entered the drum under the burner’s flame, where a heat shield protected the material from radiant energy of the flame.

Mendenhall sold several mobile recyclers.The Eagle One could produce mix at something less than

100 tons per hour, and the Golden Eagle worked along at about 15 to 20 tons per hour. Neither model had the benefit of pollution control, so attempts to operate plants in urban areas did not survive long.

Frank Gelewski remembers setting up and operating a Golden Eagle plant in Totowa, N.J., in 1984. At that time, it was among the first attempts to recycle in the state. “The plant produced smoke that could be seen for 20 miles,”

Gelewski said. “We had the plant set up to discharge into the drag conveyor to the silos. The plan was to have the batch plant feed the silos at the same time. In reality the recycle plant fed the silos with no virgin material or re-cycling agent resulting in a mess. The product was burnt, hard to handle and stunk. In 1986 the plant was sold to a contractor in Utah.”

cyclean, inc.microWave heating Chronologically, Mendenhall’s direct-fired dryers were fol-lowed by microwave tunnels for heating RAP. Jeppson (1) was granted the first patent for a microwave unit in 1981, and that patent was followed closely by a patent issued in 1982 to Don Alexander and Robert Sindelar—also for a mi-crowave tunnel. The Alex-Sin microwave tunnel was put into production in 1992-93 as part of the Cyclean Cool-Flow dryer invented by Robert Nath, Assistant Secretary of Transportation in the Reagan Administration.

Cyclean, Inc. was originally founded by Nath in 1983 in Woodland Hills, Calif. The company got its start with a multi-year contract to supply the city of Los Angeles with 100 percent recycled mix in 1987. According to Thomas Hartshorn, former vice president of plants with Cyclean, the city of Los Angeles used a Cyclean plant to recycle more than 1 million tons of asphalt, for a savings of approximately $10 million during the five-year contract.

Cyclean plants were also operated in Georgia, Texas, Michigan, Pennsylvania and the Netherlands. The Cy-clean business plan promoted the idea of producing vir-gin-quality hot mix made with 70 to 100 percent RAP. The company would sell systems, license the technolo-gy, and then form joint ventures or serve as a subcontrac-tor on a project.

In the Cyclean plant, RAP was fed into a convention-al drum with special burners and heated to 260 degrees. From the drum, the RAP went into the microwave tunnel with eight 100kW microwave generators. The units were expensive to buy and even more costly to operate. At best the microwave tunnel only raised the temperature of the RAP by 10 degrees. The microwave tunnel was followed by a continuous mixer where rejuvenator was added to

the Voyager 120 plant from the Astec families is a highly portable plant designed to produce mixes with up to 30 percent rAp. A spokesperson for the company shared that helping customers use rAp is a key position for Astec. the Astec Double Barrel® drum runs 50 percent rAp and the Double Barrel hr, which is the high rAp option, is designed to efficiently run upward of 60 percent. Innovations such as the V-pack™ stack temperature control system from Astec help operators use higher percentages of rAp in mixes as well. photo courtesy of Astec Industries.

www.theasphaltpro.com | asphalt pro 31www.theasphaltpro.com | asphalt pro 31

restore the original characteristics to the asphalt cement (AC).

Witco Corp. was a supplier of the re-juvenating agents, Hartshorn said. Recy-cling with aromatic oils produced better viscosity results than using naphthenic or paraffinic cutting oils.

In building the Cyclean plant, Nath used generic plenum heaters. Air was heated by a burner system, and the hot air circulated through the Cyclean drum. Build-up on the dryer flights was a prob-lem that required weekly attention. Com-bustion gases and moisture-laden air would go through a baghouse that filtered out the dust.

To protect the bags in the baghouse, Nath coated the bags with a layer of diato-maceous earth called Neutralite. The pre-coat captured oil droplets during produc-tion and was pulsed off the bags at the end of the day. “Yes, we were expert at chang-ing out a set of bags on a weekend,” Harts-horn said. “Coating the filters was a help to longer bag life.”

Alexander said the Cyclean plant was slow to produce mix when running in the

parallel flow mode with heating in the microwave tunnel. However, after turn-ing off the microwaves and switching to counterflow mode, the machine could produce close to 300 tons per hour.

Jeppson in U.S. Pat. No. 4,594,022 as well as in U.S. Pat. Nos. 4,319,856, 4,175,885, 4,252,459 and 4,252,487 describes various methods and apparatus for heating pave-ments with microwave energy.

Don alexanDer, roBert sinDelaralex-sin plantNext in the order of progression is the Al-ex-Sin plant, invented in 1992 by Don Al-exander and Robert Sindelar. The Alex-Sin plant is unique among RAP plants because it uses both direct and indirect heating and is equipped with numerous small burners.

The plant has a ceramic insulated heating chamber that resembles a semi-trailer van. Inside the chamber is a con-ventional shell dryer. Underneath the dryer, in the mid-section, is a 22-foot combustion zone with seven 7.5 MMBTU burners. Approximately 700 stainless steel fins are welded to the outside of the drum surface. “Those fins have a tri-pur-pose,” Alexander said. “They move the air, agitate the air, and act as heat sinks

a technical analysis of mix properties Was presenteD DUring the 2014 transportation research BoarD meeting of afh60 sUBcommittee on flexiBle pavement constrUction anD rehaBilitation that confirmeD eqUal performance of high rap mixes to conventional pavements.

this cross-section of the Mendenhall Eagle one rAp plant shows the early design. Image courtesy of Bob frank.

32 august 2014

on the outside of the drum transferring heat from combustion gases to the in-terior of the dryer.”

Most hot combustion gases exit the insulated heating chamber at the mate-rial discharge end and are drawn by the exhaust fan through a center pyrolizer tube inside of the dryer in counterflow to the RAP.

The feed end of the drum is made of aluminum with aluminum fins on the outside. Alex-Sin uses proprietary hot flights in this zone that are heated by combustion gases from the heating chamber. The exhauster draws hot gas-es through the flights at the front where the material is the coldest. The combi-nation of heated aluminum shell and heated flights dries the RAP, and cools combustion gases in the pyrolizer tube to improve efficiency.

Maintaining mix temperature on the Alex-Sin plant was more complex than with traditional plants. Because the stainless steel dryer shell is heated di-rectly by the seven burners their output is restricted by infrared readers so shell temperature doesn’t exceed 900 de-grees. The first three burners typically fire at 100 percent because the cold RAP keeps shell temperatures cool. The last four burners are modulated to keep the drum at only 900 degrees F, a tempera-ture that heats RAP gently, avoids coke build-up inside the dryer and maintains desired mix discharge temperature.

The Alex-Sin plant was moved to Cali-fornia, produced mix to pave the host con-tractor’s parking lot, and is shut down now because burners do not comply with South Coast Air District NOx emission standards for asphalt plants. “So far the plant has not been proven for commercial use,” Rick Gove said. “It has demonstrated that it can produce 250 to 300 tons per hour of mix

at a temperature of 300 degrees F us-ing 100 percent RAP feeds with mois-ture content near 5 percent and not ex-haust any fines or volatile organic com-pounds to the atmosphere.”

rap technologiesmoDifieD conventional plantThe modified conventional plant, patented by Robert Frank, consists of standard hot mix components as were used in the FHWA High RAP Demonstration Project 39 of the 1980s. The singular exception is a pollution control system that is op-timized to remove blue smoke in ad-dition to airborne particulates. A ro-tary shell dryer with a direct fired burner dries RAP as if it were fresh aggregate. No attempt is made to minimize formation of blue smoke because a special pollution control device removes it. Neither is RAP protected from radiant energy of flame because recycling agents are added to replace maltene oils lost during service and recycling.

The All-RAP Plant is equipped with three cold feed bins to me-ter three RAP fractions. Separating sand from stone facilitates produc-tion of most conventional grada-tions for both dense and open grad-ed designs. Individual RAP fractions are surprisingly consistent and re-quire infrequent mix design changes to comply with typical job mix for-mulas. A variety of generic recycling agents have been used successfully, and many are waste-derived to earn the 100 percent recycled designa-tion. Work is underway to produce high performance polymer modified mixes for specialty pavements that

those first streets paveD in novemBer 2001 With 100 percent recycleD mix are still in service anD look no Different than conventional mix placeD in echelon. one hUnDreD percent recycleD mix is still Being placeD Daily in neW york city With a larger all-rap plant operateD UnDer license By michael capasso’s green asphalt llc.


include porous pavements, stress relief layers and high performance thin over-lays (thinlays).

RAP Technologies hired B&W Con-structors in Boyerstown, Pa., to build a portable “proof of concept” plant in 1999 from an assortment of new and used com-ponents. The decision proved fortuitous when the New York City DOT issued a re-quest for proposals to rent a 75 ton per hour 100 percent RAP plant in 2001. Those first streets paved in November 2001 with 100 percent recycled mix are still in service and look no different than conventional mix placed in echelon. One hundred per-cent recycled mix is still being placed dai-ly in New York City with a larger All-RAP Plant operated under license by Michael

Capasso’s Green Asphalt LLC. The origi-nal pilot plant is headed to northern Can-ada where it will move from town to town producing mix for mill-and-fill projects. Future projects include marketing a win-ter mix plant and launching All-RAP Plants in major cities across the United States.

gove, alexanDercargo Box plant In 2004, Rick Gove and Don Alexander built a second Cargo Box Plant to pro-duce 100 percent RAP mixes. This plant also has an outer, ceramic-insulated, heat containment chamber similar to the Al-ex-Sin plant. Inside the chamber as a U-shaped horizontal trough. Two burners are mounted at opposing ends of the con-

tainment chamber and heat the U-tube by direct radiation. Burners are adjusted to create a pencil flame 15 feet in length that distributes radiant energy over the entire length of the U-tube.

Inside the U-tube are double lifting flights connected to a rotating steel pipe that moves RAP along the U-tube. Every revolution of the lifting flights dumps RAP onto the center steel pipe that is also heated.

Hot air from the combustion cham-ber on the bottom moves through ducts from the middle of the Cargo Box up to the top of the U-shaped tube. Hot air at 900 degrees is drawn with suction into both the upstream and downstream ends of the center space in the U-trough. RAP

the All-rAp plant is equipped with three cold feed bins to meter three rAp fractions. Separating sand from stone facilitates production of most conventional gradations for both dense and open graded designs. photo courtesy of Bob frank.

34 august 2014

going into the U-tube is heated initially in counterflow. A second 900 degree air stream moves in parallel with material to the downstream end. At the discharge end, the RAP exits through a drop chute that passes through the combustion zone. “We were putting RAP through it at 50 tons per hour and it discharged 268-de-gree mix with just three minute retention time,” Alexander said.

Brooks constrUction hyrapOn June 11, 2011, Brooks Construction Company held a grand opening for a new asphalt plant and introduced Hy-RAP—100 percent recycled RAP. Locat-ed in Fort Wayne, Ind., Brooks’ HyRAP has multiple recycle collars to introduce fractionated RAP progressively along the length of the parallel flow dryer. A con-tinuous mixer is used at dryer discharge to blend in a proprietary recycling agent supplied by Crowley Chemical.

Coarse particulate is removed from dryer exhaust gases with a high efficiency prima-ry cyclone followed by a conventional bag-

house to remove fine particulates. Similar to the Cyclean plant on which it is modeled, the HyRAP plant uses a thermal oxidizer to destroy hydrocarbon emissions from the RAP. Hot exhaust gases from the oxidizer (1800 degrees F) are re-introduced at the four RAP collars to supplement heat from the Hauck EcoStar II burner.

A one-mile demonstration project with HyRAP mix was completed along Eggeman Road in Fort Wayne. A tech-nical analysis of mix properties was presented during the 2014 Transporta-tion Research Board meeting of AFH60 subcommittee on Flexible Pavement Construction and Rehabilitation that confirmed equal performance of high RAP mixes to conventional pavements. North Central Superpave Center at Purdue University assisted with the mix testing.

Having a plant capable of producing 100 percent recycled mix is just one step. As Gove said, “Equally problematic is to develop mix designs and find a binder that reliably rejuvenates aged RAP bind-er. In sum, the basic concept is prov-en—the gamble now is whether to spend enough extra money to put the machine to work and develop workable mix de-signs.” It has been a long road for many innovators due to the challenges of both plant design and knowing how to make a quality mix.

next in the orDer of progression is the alex-sin plant, inventeD in 1992 By Don alexanDer anD roBert sinDelar. the alex-sin plant is UniqUe among rap plants BecaUse it Uses Both Direct anD inDirect heating anD is eqUippeD With nUmeroUs small BUrners.


By JArrEtt WELCh

tempeR ReCyCling

peRCentages


Recycling waste products has be-come popular in today’s society. By going green to help save our

environment and extend our natural resources, we have become fixated on finding the means and methods for re-cycling everything we can. Our indus-try is no different, with the use of re-cycled materials in our asphalt pave-ments being commonplace.

From the use of reclaimed asphalt pavement (RAP) and recycled asphalt shingles (RAS) to ground tire rubber (GTR), we are recycling more materi-als into our pavements today than ever before. In fact, RAP continues to be the most recycled product in the Unit-ed States (see sidebar). With all of this recycling, the question arises; are we pushing the limits too far?

The use of these products in our pave-ments is not only due to the trendiness of going green, but is also driven by eco-nomics. The increased use of RAP and RAS has tempered the rising cost of vir-gin aggregates and virgin liquid asphalt binder. These reductions, primarily in the liquid binder, translate into big sav-ings compared to mixes containing no recyclables. With the evidence of sav-ings, the desire to increase the amount of these materials in our mixes has swelled. Several studies have been done in the past, and current research tri-als are underway in our country to de-termine the extent to which we can use these materials, and the performance of these products in our pavements.

Having spent most of 16 years work-ing for asphalt producers, I am acutely

aware of the economic benefits; how-ever, I have also seen instances when the performance of pavements has suf-fered because someone was not dili-gent in the effort to provide a product that had equal or better performance characteristics as that of a compara-ble mix. Both RAP and RAS contain binder that has oxidized over the years and has become stiffer through the ag-ing process. Roofing shingles by de-sign have a hardened binder to with-stand the punishment dealt by weather events. By using these products in our mixes, we have to be aware of the phys-ical characteristics of the materials we are introducing into our pavements, and how those will translate into our mixtures’ performance. As we come to understand these characteristics, it is imperative for the future of our indus-try to focus our energy on how to prop-erly incorporate these recycled mate-rials into our pavements with quality and performance in mind. The trendi-ness of going green or the economic benefits will not be sustainable with-out the excellent performance of the pavements we build.

Over the past few years, there has been a shift in how we look at the percentage of binder-rich recyclables we use in our mixes. Typically, we quantify the amount of RAP or RAS in a mix by percentage of weight. Research data indicates we need to quantify the amount of recycled as-phalt binder incorporated into a mix by percentage of binder replaced as op-posed to percent material replaced.

As an example, if we use 20 percent RAP that contains 5 percent asphalt binder, we are effectively reducing the amount of virgin binder by one per-cent. If a mix design has an optimum asphalt binder content of 5 percent, then we have replaced 20 percent of the virgin binder.

It gets more complicated as we assess the effective binder content of a mix versus total binder content. The effec-tive binder content is essentially the to-tal asphalt content minus the amount of asphalt absorbed into our aggregates.

In this example, let’s say that the ef-fective asphalt content of this mix is 4.5 percent. Replacing one percent virgin binder, we would have a binder replace-ment of approximately 22 percent.

Now that we have a firmer grasp of what binder replacement actually is, we can begin to understand how the recy-cled binder is influencing the character-istics of our mixes as a whole. Based on research, data indicates that somewhere around the 25 percent range of binder replacement, the asphalt obtained from the RAP or RAS does not significantly affect the overall performance grade of the virgin binder. From this, direction has been given to use blending charts to establish a new PG binder to utilize if the mix exceeds 25 percent.

As an example, if a PG64-22 bind-er is typically used, and the binder re-placement is above 25 percent, then we would want to drop (grade bump) the PG binder by one grade to a PG58-28 or equivalent. Moving to a softer vir-gin binder will help offset the stiffness that is being contributed from either the RAP or RAS.

About five years ago, I wanted to know what effect the recyclables were having on the mixes my company at the time was using, and so I started my own research. To get a handle on this, I had our plant produce mixes at vary-ing recycled percentages with a virgin control mix. Knowing beforehand that the recyclable binders were stiffer, I opted to start with a PG58-28 binder. As expected, the higher the recycle percentage the stiffer the mix got. In this study, blends that were between the 30 percent and 50 percent binder replacement had a significant change in PG properties, with the high end temperature near 88°C and the low end temperature range of -10°C. The high end temperature properties were better than the low end temperature properties. A -10°C on the conversion scale equates to +14°F, which in the cli-mate this material was being produced and placed is worrying due to the po-tential for thermal cracking. A valuable

research Data inDicates We neeD to qUantify the amoUnt of recycleD asphalt BinDer incorporateD into a mix By percentage of BinDer replaceD as opposeD to percent material replaceD.

Warm mix asphalt (Wma) technology has helpeD increase the effective Use of recycleD proDUcts in oUr mixes.

38 august 2014

lesson was learned not only by the data but also the performance. Of the pavement placed, which was above 30 percent binder replacement, thermal crack-ing and reflective cracking was present within six months of construction.

Since my limited study, the use of recycled products has risen. I have seen pavements constructed that were near 50 percent binder replacement that look 10 years old after only one year of service. These pavements ex-hibited advanced and extreme oxidation, raveling and cracking within the first several months to one year. During construction, some of the pavements contain-ing a high percentage of reclaimed asphalt binder had problems during placement. In my experience, there have been compaction issues in obtaining the specified density, the presence of check cracking, and the ability for the mix to bond. These mixes tended to look too dry and gave the paving crew and quality control person-nel headaches during the placement process.

I have also seen similar pavements that are perform-ing quite well, with little or no sign that binder replace-ment was elevated above the recommended 25 per-cent. The latter is what we strive to achieve, but does not do so by chance. Warm Mix Asphalt (WMA) tech-nology has helped increase the effective use of recy-cled products in our mixes. By using WMA, the virgin binder coats the aggregate particles in the mix very well. Produced at lower temperatures than hot mix asphalt, WMA mixes benefit from reduced oxidation during the mixing process, which helps extend the ser-vice life of the pavement.

In conclusion, replacing a significant portion of vir-gin binder with RAP or RAS or other recyclable materi-als has a potential to adversely affect the performance of a mix. Should a producer be inclined to “push the limits” on binder replacement in the name of econom-ics, I would hope he has done his due diligence in mak-ing every attempt to assure the mix being produced is as good if not better than it’s virgin cousin.

One caveat to my study—it was performed with ad-verse and varying weather conditions with several freeze thaw cycles over the life of the pavement. Loca-tions where thermal cracking may not be an issue may not have the same experience, and performance may vary from region to region. I would recommend know-ing what is being done to the PG of the overall mix prior to increasing the percentage of high recycled product.

i WoUlD recommenD knoWing What is Being Done to the pg of the overall mix prior to increasing the percentage of high recycleD proDUct.

ReCyCling Risesthe staff at the National Asphalt pavement Association provided the most recent statistics for use of recyclables in our industry.In the calendar year of 2012:

Source: NApA

you can see the growth in recycled asphalt material use in the past few years:

of Rap went into new Hma/wma mixes

6.3 million tons

was used in aggregate, cold mix and other purposesan additional 4 million tons

went into landfills, which is less than 1%approximately 200,000 tons

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International CIR

international snapshot

By JEff WINKE

traffic was diverted to one lane and the speed was posted at 35 mph. the crew worked on both sides of the equipment train, so they remained aware of traffic safety.

40 august 2014

Brown Brown, a road building con-tractor, is located in Paulinia in the state of Sao Paulo in the Southeast

of Brazil. A recent two-year project for the company was the rehabilitation of por-tions of highway BR-381 from Sao Paulo to Belo Horizonte. Highway BR-381 or Rodo-via Fernão Dias stretches some 360 miles through the states of São Paulo and south-ern and eastern regions of Minas Gerais.

Because HMA costs are high in Brazil, Brown Brown owners Edgardo and Max Lucas, in conjunction with technical staff from Roadtec, have developed cold in-place recycling (CIR) processes and tech-niques that are tailored for the tropical cli-mate and for roadways with heavy traffic. Over many years of research and applica-tion experience they have improved emul-sion chemistry, surface preparation, CIR plant configuration, paving techniques and compaction to produce a high quality CIR roadway with good surface finish.

The cold recycler train start-up for the BR-381 project was located near the city of Pouso Alegre. The two-lane highway has heavy truck traffic. The work is monitored by both Federal and State highway inspec-tors who take test samples of the product to measure emulsion percentage, water content, aggregate size and other vari-ables. Brown Brown has its own mobile test lab to monitor quality control.

The roadwork train consisted of a wa-ter truck in front, emulsion tanker truck, Roadtec RX-900e cold planer, Roadtec RT-500 mobile recycle trailer, a Caterpil-lar paver, a Cat steel roller compactor and a Cat rubber tire compactor.

The pairing of the two Roadtec pieces created the CIR process. Max Lucas point-ed out that the Roadtec RT-500 functioned like a material transfer vehicle by providing a steady flow of RAP material to the paver allowing for continuous, steady production runs, which resulted in smooth pavement.

The emulsion system in the Brown Brown CIR system worked as follows: Ground asphalt road base from the RX-900e milling machine is conveyed to the RT-500 overhead feed conveyor. The RAP material is screened and crushed to 1¼-inch or smaller material. All sized RAP material product is discharged from the JCI 5142LP screen onto an underscreen conveyor. A precision belt scale built into the underscreen conveyor measures the mass rate of wet RAP material being con-veyed into the pugmill. The computerized rate control system (CRC) receives the instantaneous scale RAP weight data and automatically maintains the proper per-centage amounts of emulsion and water added to the RAP material. A pugmill mix-es the RAP material and emulsion to gen-erate cold asphalt, which is loaded into a paver from the pugmill by an end delivery conveyor. The CRC controls flow of emul-sion into the pugmill by regulating the

ABoVE the CIr system allowed material from the pugmill to be deposited directly into the paver, and then smoothed onto the lane as a gorgeous asphalt mat.


international snapshot

the Brown Brown team had an experienced crew to work the CIr train.

emulsion pump speed and the number of spray nozzles that are active in the emul-sion spray bar located in the pugmill.

The process typically involves lay-ing lime in front of the cold planer at this stage. A skid-mounted hopper with adjust-able wire controls the amount of material.

The emulsion used was an engineered emulsion that was polymer modified and is designed to break just after the paver. The emulsion has a density of 0.998 Kg/L, so it is almost the same as water. When the emul-sion sets and dries it becomes very sticky and stringy when pulled. The long strings are caused by the polymer additives.

BR-381 is constructed with fine grain hard granite aggregate, which is a chal-lenge to mill. The contractor used Ken-nametal teeth, which were replaced every two to three days of operation. The mill typically cut 4.33-inches (11 cm) deep and averaged 30 fpm (9 M\min).

The condition of the roadway was so cracked that it was in some spots a chal-lenge to mill. Several crew members cleaned the sides of the cut with shovels

and brooms. If the side of the cut cracked from the mill side guides, then the crew would break and remove the cracked ma-terial. As the crew working on the passen-ger side of the road cleaned the area, the loose material was deposited on the side of the road. The crew on the driver’s side deposited the loose material in piles lo-cated in the center of the cut.

A mixture of emulsion and water is poured on the sides and top of the milled road edges to bond and seal the cold asphalt.

One crew member is responsible for op-eration of the Roadtec RT-500. This work-er would adjust the emulsion and water additive percentages for the proper mix-ture based on the current roadway mois-ture content, evaporation rate and weath-er conditions. They also adjust the end de-livery conveyor position. Typically more cold asphalt is generated than required for the roadway, so at times the end deliv-ery conveyor is pivoted to discharge on the side of the road or into the loader bucket.

The emulsion percentage was adjust-ed from 2.8 percent to 3.5 percent and

the water was adjusted from 1.8 percent to 3.5 percent during operation. Edgardo Lucas commented that during hot days the water requirements can go as high as 4.5 percent.

Workers stationed between the RT-500 and the paver scrape the cut surface using large flat-plate hoes and shovels to remove the loose material. The piles from the driv-er’s side crew near the RX-900 milling ma-chine are also removed at this point.

The steel roller compactor followed closely behind the paver due to the fast breaking emulsion. A rubber wheel compac-tor was the final compaction. Each compac-tor made six passes without using vibration.

As the Lucases look back on the finished roadway, they credit the CIR system as be-ing instrumental in the quality achieved. “The advantage of this style of CIR plant is that material from the pugmill is direct-ly deposited into the paver—much like a shuttle buggy—which appears to help gen-erate an improved surface finish on the new pavement,” Mike Fischer, Roadtec field service technician said.

As the articles throughout this edi-tion illustrate, asphalt recycling takes on many forms. For asphalt

patching or repairs, a patented technol-ogy makes in-place recycling an easy-to-market strategy for contractors and pro-ducers who wish to add the service to their repertoire. Heatwurx®, Inc., of Gar-dena, Calif., and its subsidiary Dr. Pave, use the Heatwurx technology to repair damaged Southern California roadways.

The Heatwurx company developed the preservation and repair equipment, and the method to reduce consumption of raw materials by re-using existing asphalt, ex-tending the life of asphalt pavements, and decreasing costs of recurring repairs. Dr.

Pave offers asphalt restoration services using the Heatwurx repair technology and offers the opportunity to perform this ser-vice yourself. Heatwurx CEO Dave Dwor-sky discussed the process.

To perform the work, two crew members heat the distressed pavement area with the patented electric HWX-30 pavement heat-er. “They typically process 2 to 3 inches deep, comparable to a 6-inch depth. The longer you leave the machine in place, the deeper it will heat the pavement area,” Dworsky ex-plained. “Of course, you don’t want to get into the base,” he cautioned.

When the pavement area has been heated to about 350 to 375 degrees F, the workers remove the HWX-30 and rake the

surface. The workers sprinkle a measured amount of polymer pellets and place three rejuvenating strips on the raked area and use an attachment on a skid steer to pro-cess the area. The pellets available for the work are proprietary products from Heat-wurx designed to provide a hardening ef-fect for strengthening the repair. The re-juvenating strips are referred to as Oil Strips and come from Heatwurx in a 1/8-inch thick strip in a band or roll that the workers will roll out. Heatwurx typically recommends using three strips of 5-foot lengths per repair, but Dworsky said this can be altered.

“You’ll know very quickly by the color or dryness of the asphalt if you need more,”

FranchiserestorationBy SANDy LENDEr

44 august 2014

he said. “The strips’ material is all pre-mea-sured and how much you use depends on the age and condition of the pavement.”

The mixing and homogenization takes place in a timely fashion to take advantage of the heated existing material. The poly-mer pellets and rejuvenating strips have melting points of 120 degrees F, thus work-ers aren’t pressed to perform the mixing in a hurried manner.

The attachment that performs the ho-mogenization includes patented bev-eled tines on its ends to help control the material. Crew members can add RAP to the head of material at this stage as well. When mixing is complete, the attachment is used as a screed to level off the material. The final step is to pinch the joint to a pre-compacted height with a plate compactor or small roller, and then compact the area.

Dr. Pave has successfully entered into pothole restoration contracts with a num-ber of Southern California municipalities, including Long Beach and Redlands. Us-

ing Heatwurx-designed infrared electric heat and patented asphalt processors, the two-person Dr. Pave crews combine ex-isting pavement with recycled materials in the manner described above to create water-resistant repairs. At this time, both Heatwurx and its subsidiary Dr. Pave are headquartered in California. To acquire a Dr. Pave franchise, Dworsky said Dr. Pave management likes the contractor to have an established clientele to demonstrate fi-nancial stability.

“There’s a huge market for our prod-uct and we’re looking for entrepreneurs,” Dworsky said. Even though he’s interest-ed in contractors and producers who have that entrepreneurial spirit, he’s looking for companies that perform quality work. “We want to make sure the franchisee can operate the equipment and perform the repairs. They get certified and we assist them with their first repair.”

In preparation for growth, Heatwurx and subsidiary Dr. Pave brought in a spe-

cialist in growing businesses in Southern California, Alexander Kramer, to serve as CFO. “Alex is a proven strategist who un-derstands the opportunities and chal-lenges that come with managing a grow-ing business in Southern California as well as serving customers on a national level,” Dworsky said. “As more and more cities and businesses realize the financial bene-fits of our permanent repair solution, we will rely on Alexander’s counsel to prepare for and support rapid growth.”

Photos courtesy of Heatwurx, Inc.

Be a part of recyclingto get in on the franchise opportunity with Dr. pave, contractors can contact Kris Simonich at (630) 416-8109. the company launched the franchise in July.

46 august 2014

that's a good idea

Fold the Hopper Up By JohN BALL

50 august 2014

Paving crews have had the luxu-ry of folding hopper wings for many years now. Paver manufac-

turers build this function into their ma-chines and we’re able to lift the sides of the hopper to direct mix from the cor-ners or sides of the hopper to the center of the hopper. This helps direct mix to the head of material while it’s still hot if the paver operator remembers to per-form this simple task after each truck load or as each load starts to get low in the hopper.

Paver operators may notice that there’s about a foot of space at the very front of the hopper where mix col-lects and cools. Lately, Caterpillar and Vogele have designed pavers that have a mechanism that allows the operator to fold the hopper in a different direction. By tilting the front end of the paver up-ward, the mix collecting at the very front is fed to the center and moved to the head of material.

Not only does this tilting action help get material to the back of the hopper

while it’s still hot, this lifting exposes the push rollers so the dump man or me-chanic can clean them. You want to keep the push rollers clean so they’ll continue to turn smoothly and so they won’t get a build-up of cool material that falls in a chunk in front of the screed where your new mat is being laid. That cool clump of asphalt will create a problem for compac-tion and a potential future pothole.

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

that's a good idea

Be sure to maintain the rubber that builds up the hopper sides.

52 august 2014

equipment gallery

Powercrusher Line Expands ReachAggregate and recycling profession-

als saw new crushing and screen-ing equipment in action at Pine

Bush Equipment’s Holmes, N.Y., location this spring. The event introduced the PC2 crusher and HS1 screen to Pine Bush cus-tomers and served as a key step in the train-ing process for the dealership’s sales force.

“Pine Bush Equipment has been proud to represent products within the Atlas Cop-co family for years, so it was only natural we would look to feature a reliable crusher line,” Holly Bodnar, president of PBE Group said.

PBE specialist Dave Ewald said the Pow-ercrusher PC2 is a great fit for either rent-al or purchase, in both recycling and small job aggregate work. “The PC2 and HS1 have a small footprint,” he said, “and that is important to a lot of customers who have sites where other screens might not fit.”

The Powercrusher PC2 jaw crusher fea-tures a unique Quattro Movement that causes a figure-8 motion in the moving jaw, increasing feed capacity and producing a post-crush at the crusher outlet. The initial swing-stroke movement of the jaw is de-signed to give 100 percent crushing across the entire surface of the jaw plate. The PC2 material inlet is an opening 40 by 28 inches wide, with a capacity of 330 tons per hour.

As a supplement to the Powercrusher, the single-deck HS1 screener enables custom-ers to produce two salable products. The screen box has large clearances to help elim-inate blockages. The re-circulating convey-or option deposits oversize materials di-rectly back into the hopper of the crusher.

Ewald said that the HS1 screen can pro-vide both fines for pre-pavement work and also aggregates for drainage or fill.

Eric Amberson, the Powercrusher prod-uct line manager in the United States, agreed that the versatility of the equipment is a key feature. “The screen offers the advantage of being able to produce two products from one machine,” Amberson said. “The PC2 can also create its own spec product out of the end of the jaw when the screen is not attached.”

Founded in 1956, Pine Bush Equipment has evolved over the years to become one of the leading construction equipment provid-ers in the region. With locations in Pine Bush and Holmes, N.Y., and Newington, Conn., Pine Bush serves 10 counties in southern New York, the state of Connecticut, Pike County, Pa., and Sussex County, N.J.

PBE isn’t the only new Powercrusher specialist. Swanson Industries, Morgan-town, West Virginia, is now carrying the Powercrusher crushing and screening line of equipment.

Jeff Skovira, manager of rock and coal tools for Swanson Industries, said, “Swan-son Industries, through its CWS Distribu-tion Group, is excited by the opportunity to represent Atlas Copco’s full line of Pow-ercrushers. Our relationship with Atlas Copco has been longstanding and benefi-cial, and we are pleased with the chance to expand and grow with Atlas Copco.”

Swanson Industries has been repre-senting Atlas Copco’s surface crawlers and rock drilling tools for more than 15 years. “Their attention to customer sup-port is second to none, and we are very much looking forward to having Swanson provide sales and support for our Power-crusher product line,” said Atlas Copco District Sales Manager Jerry Enyeart.

The Powercrusher line of track-mounted mobile crushers and screeners is ideal for de-molition, recycling, quarrying and road con-struction applications. The product range covers jaw crushers, impact crushers and cone crushers with a crushing capacity from 242 to 606 tons per hour and includes screen-ers with a capacity of 242 to 485 tons per hour.

Founded in 1964, Swanson Industries provides products and services for the con-struction, power and oil and gas industries.

For more information, contact Atlas Copco at (800) 732-6762 or visit www.atlascopco.us.

ABoVE Atlas Copco powercrusher crushers shown in a Swanson yard.

54 august 2014

Wrangle yoUr rapThe RAPWrangler is a portable crushing machine from The ACE Group of Minne-sota that is designed to render football-sized chunks of asphalt to suitable gra-dations of 1-inch diameter (or less) recy-cled asphalt pavement (RAP) at a rate of up to 250 tons per hour. The material is then ready to introduce to drum mixers or batch plants.

The RAPWrangler has a receiving hop-per that is 30 inches by 42 inches wide. In-coming material falls through the hopper to a crushing chamber where a 20-inch rotor spins at 127 rotations per minute to slam the asphalt into a breaker plate of ½-inch AR450 steel.

For more information, contact ACE Group at (888) 878-0898 or [email protected].

volvo penta goes onshoreThe Volvo Group’s engine manufacturer and supplier to OEM’s, Volvo Penta of the Americas out of Chesapeake, Va., offers a full range of Tier 4 Final emissions-compli-ant 143- to 700-horsepower engines. These engines come in 5-, 8-,11-, 13- and 16-liter dis-placements and are suited to a host of off-road applications, according to the manu-facturer, including material handling, con-struction, quarrying and mining. For power generation, Volvo Penta also offers a com-plete line of Tier 3-compliant engines.

Volvo Penta’s selective catalytic re-duction (SCR) Tier 4 Final technology doesn’t require regeneration or a diesel particulate filter, which makes it a simple, versatile option for customers, according to the manufacturer. To meet Tier 4 Final

emissions legislation requirements, Vol-vo Penta redesigned the SCR technology already installed in its Tier 4 Interim en-gines. With SCR technology AdBlue™ is injected into the exhaust line and reacts with harmful nitrogen oxide (NOx) in the catalytic converter to become nitrogen and water. Because NOx is created at high temperatures, a light exhaust gas recircu-lation (light EGR) further contributes to reducing NOx by lowering the engine’s peak temperature.

Volvo Penta is also putting research and development muscle into new fea-tures that can help operators use their machines more efficiently. A new start/stop function on 5- and 7-liter Tier 4 In-terim units shuts down the engine dur-ing extended idle periods and turns it back on when the operator presses a ped-al or pulls a lever. The feature reduces fuel consumption, as well as emissions and noise.

For more information, contact Volvo Pen-ta at (757) 436-2800.

eriez Uses oem partsEriez® of Erie, Pa., provides rebuilds for a wide variety of Eriez and non-Eriez mag-netic, vibratory and inspection process-ing equipment in the crushing and recy-cling industry. Eriez 5-Star Service in-spects and services a broad assortment of equipment, including magnetic sepa-rators, feeders, conveyors, screeners and classifiers, metal detectors, eddy current separators, lifting magnets, magnetic coolant cleaners, magnetic belt convey-ors, and magnetic chip and parts convey-ors. The service also includes inspection/

preventive maintenance, lift magnet cer-tification, a magnet exchange program and more.

For more information, contact Eriez at (888) 300-3743.

stripe at easeTitan™ of Plymouth, Minn., is making pavement striping easier for operators with the introduction of the Titan LazyLiner™ series drivers. These patented, ride-on driv-ers attach to Titan PowrLiner™ series line stripers, as well as competitors’ models, making line striping less labor-intensive while increasing speed and productivity.

Three models are available: Titan Lazy-Liner Elite, Titan LazyLiner Pro and Titan LazyLiner Compact. They are designed to attach easily to Titan’s top-selling Pow-rLiner series including models 2850, 4950, 6950 and 8950. Options are available for fitting them to competitors’ stripers.

All Titan LazyLiners are outfitted with Subaru engines featuring overhead cam designs for increased production and smooth operation. The LazyLiner Elite and Pro come standard with high ca-pacity oil systems for better cooling and more torque, adjustable foot pedal and seat controls, and under seat storage. For carrying additional items needed for jobs, an attachable tray system accesso-ry is available. The LazyLiner Compact is a portable, one-wheel, drive-on sys-tem that can be loaded, along with a line striper, in the back of a pickup truck. All Titan LazyLiners are back by a warranty of four years.

For more information, contact Chris Noto at www.titantool.com.

equipment gallery

ABoVE the rApWrangler from ACE Group produces rAp at a rate of up to 250 tph.

ABoVE titan LazyLiner ride-in driver

56 august 2014

equipment gallery

compact soil With honDaHonda has introduced an all-new, GXR120 general purpose engine designed for use in rammer equipment for soil compaction or other heavy-duty applications. The Honda GXR120 is designed to meet the high de-mands that rammers require of the engine, frame and operator. With a displacement of 121 cc, the engine can power 110-pound to 175-pound rammers at multiple altitudes, according to the manufacturer. Additional-ly, a new, cast-iron cylinder sleeve and a high carbon-steel, dual-ball bearing crankshaft provide improved engine strength. To fur-ther enhance engine durability, the recoil starter and fan cover of the new GXR120 now incorporate steel in the design.

When developing the GXR120 for the rammer marketplace, Honda engineers identified the need for a more compact and lightweight engine footprint to al-low for more versatility in frame mount-ing. Using an overhead camshaft (OHC) orientation similar to the Honda GX100, Honda designers incorporated a mainte-nance-free, low-noise timing belt to cre-ate a smaller, lighter and quieter engine.

With the rammer machine operator in mind, Honda integrated several features into the design of the GXR120 that make it easy and comfortable to control, according to the manufacturer. It includes a newly designed a compact muffler, which is 0.87 inches nar-rower than the muffler used as standard on the Honda GX100 engine. This smaller muf-fler, combined with the OHC engine layout, reduces operation noise by 1 decibel over the current GX100 engine. In addition, a heavy-duty recoil starter, together with an auto-matic decompression system, allow for easy engine starting, while an oil alert feature pre-vents the engine from starting if the oil level is too low. Also, a simple lubrication system with a dual-breather chamber optimizes en-gine lubricating performance in most ram-mer operating conditions.

For more information, visit www.honda.com.

colD millBomag Americas, Kewanee, Ill., expand-ed its cold milling product range with the new rear rotor design BM-35 series. This is the second generation of Bomag’s inven-tive milling models. Its prior BM 500/600

series became a market success in the trimmer mill category by giving contrac-tors exclusive quick change rotors.

This next generation of commercial mills has three new models: the BM 1000-35, 1200-35, and 1300-35. Bomag worked with experienced operators throughout the -35 design conception to maximize the cutting tool life, while minimizing tool replacement labor. BOMAG developed its unique BMS 15 interchangeable holder system to accom-plish this. This new cutting system uses a single bolt for holder retention and requires a low tightening torque of 75 foot-pounds. Additionally, the low front face position increases efficiency and therefore overall milling power while allowing desirable full tooth rotation. A special tempered steel ma-terial offers a long service life.

Operators also called for simplicity and ease of operation. The -35 models incor-porate a logical operating layout, intuitive controls and low noise levels. The vibra-tion isolated operator’s stand features a swivel seat design, which allows all work to be done while seated.

For more information, contact Bomag at (309) 853-3571 or [email protected].

replace the glassTree limbs, aggregate, mud or construc-tion debris are a few of the dangers equip-ment operators may face during a typi-

cal shift. Replacing glass operator cab windows with polycarbonate glazing in construction or other types of heavy-du-ty vehicles can help protect personnel from occupational hazards. Bayer Mate-rialScience LLC, Pittsburgh, Pa., offers a range of polycarbonate sheet products designed for heavy-duty equipment win-dow glazing, which is an application with rigorous requirements, including high optics, impact resistance and enhanced weathering capabilities.

Bayer’s engineered polycarbonate sheet products for this market feature proprie-tary hardcoat technology for abrasion and chemical resistance, and long-lasting out-door weathering performance. Bayer’s product portfolio for this market includes:

• Makrolon® HV (heavy vehicle) polycarbonate sheet

• Makrolon AR (abrasion resistant) polycarbonate sheet

• Makrolon FC (farmable hard coat) polycarbonate sheet

• Makrolon TX (truck glazing) poly-carbonate sheet

• Hygard® laminate• Makrolon OP (optical grade) poly-

carbonate sheetA supplier of extruded thermoplastic

sheet products for more than 60 years, Bay-er offers an extensive stocking inventory and full range of standard industry colors.

For more information, contact Bayer at (800) 628-5084.

New rear rotor design BM-35 series mill from Bomag

58 august 2014

The asphalt industry has a focus on sustainability, improving its re-use of materials and reducing waste.

Road and highway applications have seen the greatest improvements in sustainabil-ity, due in part to the emergence of Rub-ber Modified Asphalt (RMA)—also known as rubberized asphalt concrete. RMA is in-creasing in popularity as a method for en-hancing the performance and sustainabil-ity of asphalt, as it incorporates post-man-ufactured recycled material into its formu-lation. Most RMA uses crumb rubber, also known as ground tire rubber, typically made of ground tire chips between one inch and 30 mesh in size, with associated fiber and steel removed. Asphalt rubber is the largest market for ground tire rubber in the United

States, with more than 12 million tires being used for RMA each year.

Advancements in rubber processing technology have led to the development of new post-industrial recycled rubber mate-rial, unlocking materials that can improve RMA performance and reduce its cost. A new functional material, Micronized Rub-ber Powder (MRP), is being used in RMA to-day. This powder is produced via a cryogen-ic turbo mill, which freezes then processes end-of-life tires and post-industrial rubber into micron-scale rubber powders from 80 mesh to 300 mesh in size.

MRP further improves sustainability for products in which it is incorporated. By us-ing end-of-life tires and post-industrial rub-ber as feedstocks, MRP eliminates waste

that would otherwise go into landfills, and reduces the need for oil- and rubber-based virgin feedstocks.

Lehigh Technologies of Atlanta, Ga., manufactures more than 100 million pounds of the product annually, and has been leading the development of MRP for asphalt applications. Over the past few years, Lehigh has partnered with the National Center for Asphalt Technology (NCAT) to develop economic and tech-nical assessments of the viability of RMAs manufactured with Lehigh’s powders. Two published studies found that RMA produced with MRP provides high perfor-mance, sustainability and cost benefits.

Following the collaboration with NCAT, Lehigh partnered with Rheopave LLC, an

RubbeR modified aspHalt inCReases sustainability, peRfoRmanCe

By ryAN ALLEMAN

60 august 2014

asphalt additive technology company, to un-lock new RMA formulations that boost per-formance and improve the sustainability of modified asphalt and bitumen systems. The partnership’s flagship product, Rheopave XP10 offers a number of end-to-end benefits for RMA from formulation to application.

Production of Rheopave XP10 requires a heated blending tank and a Cowles mixer blade—also known as a toothed-disc mix-er—which replaces the typical paddle mix-er blade in a tank. While in theory, single-tank production is possible, two tanks have always been employed in the field to date. Mixing in both tanks can be done simulta-neously, resulting in a total batch time of 1 hour, 40 minutes.

To create a 1.5 percent Rheopave XP10/10 percent MD400TR final blend, Tank A must be charged with half of the asphalt base binder for the batch, then agitated with the Cowles mixer blade and heated to between 375 and 385° Fahr-enheit. When the target temperature is reached, Lehigh’s MicroDyne™ 400-TR (40 mesh MRP) is slowly added to create a 16.7 percent ground tire rubber concen-trate while maintaining temperature and

agitation. Mixing continues for an hour at the same temperature.

Tank B is then charged with the remain-ing asphalt base binder, then brought to the same agitation and heat conditions as Tank A. After Tank B reaches the tar-get temperature, Rheopave XP10 is slow-ly added to create a 3.7 percent Rheopave XP10 concentrate while maintaining tem-perature and agitation. After an hour at this temperature, the MRP/binder slurry is pumped from Tank A into Tank B, and continues mixing for 45 minutes at the same temperature.

Once the binder has been tested to the specific test protocols, the XP10/MRP RMA binder is ready for use. Contractors use con-ventional equipment and methodology to apply the Rheopave XP10. Rheopave mixes are paved at conventional polymer-mod-ified asphalt temperatures. This enables XP10 to be processed in most asphalt termi-nals as well as mixing plants, with no major changes to equipment needed. Rheopave XP10 can be produced with high-shear mills or low-shear mixers.

XP10’s formulation promotes the ad-hesion of ground tire rubber particles and

binder onto aggregates to achieve enhanced mix adhesive and cohesive strength, giving XP10 great load-bearing capabilities and long pavement life. The binder and aggre-gate mix meets or exceeds the same speci-fications for Performance Grading, Phase Angle and Multiple Stress Creep Recovery (MSCR). XP10 also provides a number of benefits for cold-weather applications. Hy-drogreen Rejuvenators are incorporated into the binder through a simple engineered binder, or as a post addition at the mixing plant or terminal.

RMA has already been a successful prod-uct for the asphalt industry. MRP repre-sents a new material that can improve the functional benefits of RMA. Lehigh has partnered with industry leaders to acceler-ate understanding of MRP chemistry and its adoption in the field. As the industry works toward meeting ambitious cost and sus-tainability goals, MRP helps to provide as-phalt contractors with a product that can help meet these dual objectives.

Ryan Alleman is sales director for Lehigh Technologies. Alleman joined the company in 2007 and brings 20 years of technical expertise in the specialty chemicals business.


here's how it works

CEI’s Vertical Asphalt Booster HeaterThe asphalt producer and terminal

owner alike seek ways to stretch the utility dollar without jeopar-

dizing the quality of material at the plant or terminal. To keep heating costs under control, the terminal owner can hold large inventory tanks at a lower temperature—approximately 285 degrees F—than is ide-al for moving liquid asphalt cement—ap-proximately 360 degrees F.

He then boosts the temperature of the stored material as it is transferred

to a tanker for transport. CEI Enter-prises, Inc., Albuquerque, N.M., de-signed its vertical asphalt booster heat-er for this purpose.

Here’s how it works.Liquid asphalt cement (AC) at the

holding tank temperature is pumped into the vertical asphalt booster heater’s heli-cal coil from the lower end.

A direct-fired burner sends a flame up through the center of the tank. The hot gases turn at the top of the coil at the top

of the tank, and flow along the outer sur-face between the coil and the wall of the tank. This transfers radiant and convec-tive heat to the coil and the AC flowing inside it.

The AC travels upward through the coil, gaining heat as it moves around and up the tank. The heated AC then exits the booster heater and is piped to the loading rack for loading into a tanker truck.

For more information, contact CEI at (800) 545-4034.

62 august 2014

PO Box 519, Shelbyville KY 40066 • Fax 502.647.1786

Inc.

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

www.ReliableAsphalt.com

Featured Listings1994 400 TPH Astec Double Barrel Plant - RAP 13879

Gencor Rotary Mixer Plant - RAP 13971

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

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

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

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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

Ace Group ............................................. 47Contact: Carl McKenzieTel: 888-878-0898Sales.enquiries@asphaltacesales.comwww.asphaltace.com

Asphalt Drum Mixers ....................34, 48 Contact: Steve Shawd or Jeff DunneTel: [email protected]

Astec, Inc...............................…..22, 27, 57Contact: Tom BaughTel: [email protected]

B & S Light Industries ..........................37Contact: Mike YoungTel: [email protected]

BOCA Construction ...........................60Tel: 419-668-5575www.bocaconstructioninc.com

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

Dillman Equipment ............................ 42Tel: 608-326-4820www.dillmanequipment.com

E.D. Etnyre ............................................19Contact: [email protected]: 800-995-2116www.etnyre.com

Eagle Crusher .......................................17Tel: [email protected]

Ergon Inc ............................................... 11www.savemyroad.com

Fast-Measure ..................................61, 65Tel: 888-876-6050www.fast-measure.com

Gencor Industries ................................ 15Contact: Dennis [email protected]

Heatec, Inc. ............Inside Front CoverContact: Sharlene BurneyTel: [email protected]

KPI-JCI & Astec Mobile Screens .......45Contact: Michelle CwachTel: [email protected]

Meadwestvaco ......................................21Tel: 800-458-4034www.evotherm.comwww.mvw.com

NAPA Annual Meeting ....................... 59www.asphaltpavement.org

Quality Paving Consultants ..............60Contact: Jarrett WelchTel: 970-361-1525qualitypavingconsultants@gmail.comwww.qualitypavingconsultants.com

Reliable Asphalt Products ..........................Back Cover, 64Contact: Charles GroteTel: [email protected]

Roadtec ................................................7, 9Contact: SalesTel: [email protected]

Rock Systems ........................................61Contact: Mike Bruce, [email protected] or Vicki Savee, [email protected]: 916-921-9000www.rocksystems.com

Rotochopper, Inc......Inside Back CoverTel: [email protected]

Stansteel AsphaltPlant Products ....................... 63Contact: Dave PayneTel: [email protected]

Stansteel ................................................55Contact: Dawn KochertTel: [email protected]

Systems Equipment ............................ 51Contact: Dave Enyart, Sr.Tel: 563-568-6387Dlenyart@systemsequipment.comwww.systemsequipment.com

Tarmac International, Inc ................. 29

Contact: Ron Heap

Tel 816-220-0700

[email protected]

www.tarmacinc.com

Top Quality Paving ............................. 65

Contact: John Ball

Tel 603-624-8300

[email protected]

www.tqpaving.com

Wirtgen America ................................ 53

Tel: 615-501-0600

[email protected]

www.wirtgenamerica.com

Willow Designs ................................... 35

Contact: Jerod Willow

Tel: 717-919-9828

[email protected]

www.willowdesignsll.com

WRT Equipment ................................ 35

Contact: Dean Taylor

Tel: 800-667-2025 or 306-244-0423

[email protected]

www.wrtequipment.com


In mid-June, the Energy and Natural Resourc-es Committee held a vote concerning the Key-stone XL pipeline. The Senate committee end-

ed up voting in favor of a bill that would let Trans-Canada Corp (TRP) build the pipeline and then op-erate it. The vote was close; 12 in favor, 10 against.

Chairman Mary Landrieu (D-La.) helped write the bill and was reported as saying it represents what U.S. energy policy should look like going for-ward. She said there is a need to boost construction employment in the United States. She said there is a need to expand oil imports from U.S. allies such as Canada and Mexico. What she didn’t say is how the committee plans to get the legislation by the Sen-ate chamber or the President. It may have to be pre-sented as an amendment on an energy efficiency bill or other legislation in the future.

At this time, the National Resources Defense Council (NRDC) opposes constructing the pipe-line for a variety of reasons, top of which is the con-cern that its operation would boost greenhouse gas (GHG) emissions. The State Department is still working on an interagency review of the pipeline proposal. There’s a legal challenge in place con-cerning the pipeline’s proposed route through Ne-braska, which the state Supreme Court had yet to resolve as of press time.

What the June committee vote boils down to ap-pears to be nothing more than political posturing while reviewing agencies continue their legal bat-tles and research.

Sources: multiple, facts from Bloomberg’s www.businessweek.com

the last cut

Liquid Asphalt Cement prices—average per ton

Company, State feb’14 Mar’14 Apr’14 May’14 June ’14

phillips 66, tenn. $540.00 $560.00 $560.00 $580.00 $595.00

Axeon Specialty products, Ga. 550.00 540.00 540.00 565.00 565.00

Axeon Specialty products, N.C. 565.00 555.00 550.00 565.00 567.50

Axeon Specialty products, Va. 560.00 550.00 540.00 565.00 565.00

Assoc’d Asphalt Inman, N.C. 570.00 570.00 565.00 575.00 585.00

Assoc’d Asphalt Inman, S.C. 570.00 570.00 570.00 580.00 590.00

Assoc’d Asphalt Inman, Va. 570.00 550.00 555.00 575.00 585.00

Marathon petroleum, tenn. 540.00 540.00 560.00 580.00 580.00

Marathon petroleum, N.C. 540.00 540.00 560.00 570.00 600.00

Valero Energy, N.C. 560.00 565.00 565.00 555.00 575.00

California Average 547.30 583.70 553.30 550.10 564.40

Delaware Average 560.00 546.67 541.67 553.33 561.67

Kentucky Average 534.38 539.38 545.63 557.50 565.00

Massachusetts Average 640.00 640.00 615.00 615.00 595.00

Missouri Average 532.50 545.00 550.00 560.00 572.50

Data for Southeast region, Source: ncdot.org; Data for California, Source: dot.ca.gov; Data for Delaware, Source: deldot.gov; Data for Kentucky, Source: transportation.ky.gov; Data for Massachusetts, Source: mass.gov; Data for Missouri, Source: modot.mo.gov

Sources: Energy Information AdministrationSources: Energy Information Administration

Crude oil Activity (u.S. Crude)

futures spot data stocks

Apr 4 $101.14 384.1 m bbl

Apr 11 $103.74 394.1 m bbl

Apr 17 $104.30 397.7 m bbl

Apr 25 $100.60 399.4 m bbl

May 2 $99.76 397.6 m bbl

May 9 $99.99 398.5 m bbl

May 16 $102.02 391.3 m bbl

May 23 $104.35 393.0 m bbl

May 30 $102.71 389.5 m bbl

Jun 6 $102.66 386.9 m bbl

Jun 13 $106.91 386.3 m bbl

Diesel fuel retail price (dollars per gallon)

Apr 7 3.959

Apr 14 3.952

Apr 21 3.971

Apr 28 3.975

May 5 3.964

May 12 3.948

May 19 3.934

May 26 3.925

Jun 2 3.918

Jun 9 3.892

How Does Your Pipeline Flow?By ASphALtpro StAff

What she DiDn’t say is hoW the committee plans to get the legislation By the senate chamBer or the presiDent.

66 august 2014

PO Box 519, Shelbyville KY 40066 • Fax 502.647.1786

Inc.

VIEW ALL OUR INVENTORY ONLINE AT:

www.ReliableAsphalt.com866.647.1782

• 5-10x12 Cold Feed Bins w/ 70’ Collecting Conveyor

• 8’ Dryer M/N DC65X166-S• Gencor UF ST55 Burner• Custom Baghouse w/

Fugutive Air System

• 150 Ton Bituma Silo/Slat w/ 10x61 CMI Truck Scale

• 20,000 Gallon IAP Direct Fire Tank

• 10x16 Control Tower w/ Libra Gen II Plant Controls

• Rap System

RAP-13229 1972 BARBER GREENE 6,000# BATCH PLANT

3Qualified listings3Complete retrofit capability3All types of component reconditioning

3Custom engineering3Experience with all types of plants 3Complete plants and stand alone components

• 25 hp motor and gearbox thoroughly checked

• New rolls with hardened teeth

• New bearing

• New side-liners• Sandblasted• Primed and painted• Support structure also

available

• 7ft x 30ft dryer - 6ft x 16ft rotary • Hauck Ecostar 75 burner• Fuel and AC pumps• Control room• BHP585-9 portable baghouse• 5 (14x10) cold feed bins w/

vibrators• Virgin scale conveyor• (2) 100 ton silos w/ truck scale

• 200 tph drag slat• Transfer slat• Control house - ADP-100 controls• (2) 20k horizontal coiled AC tanks• 1.4 mbtu hot oil heater, burns

fuel oil• Recycle system - bin, conveyor,

screen• 18k gallon fuel oil tank

RAP-14016 RECONDITIONED GENTEC TURBO RAP GATOR

RAP-14274 HEATEC HORIZONTAL AC TANK

• 35,000 Gallon Capacity• Split Compartment• Dual Agitators

375 tphPortable lime silo nom. 500bbl(2) 25k gallon portable oil tanksSEB asphalt siloTruck scalePortable 5 bin cold feedPortable screen conveyorPortable scale conveyor with pug mill318 BH w/ impulse controls

RAP14242 – CMI Portable parallel flow drum plant

• (2) 200-ton, 300 tph drag

• Silos have safety gates

• Single strand chain drag

• Bin top transfer slat

RAP-14291 BITUMA SILO SYSTEM RAP-14256 ADM MILE MAKER-225 DUAL DRUM

• Bin with grizzly• Individual feeder

scalping screen• Incline transfer belt

conveyor

RAP-14289 PORTABLE ASTEM RAP SYSTEM

• Single Tire Design• Fugitive Fan

RAP-13789 6X18 DILLMAN DUO DRUM

RAP-14150 ASTEC SILO W/ WEIGH BATCHER

• 100 ton capacity• 14ft x 12ft2in x 56ft

overall long (legs are bolt on)

• Oil seal gates at bottom, knife seal

gates over batcher• Nominal 6 ton weigh

batcher, steel cone liners recently installed

Documents

Asphalt Pro - August 2014