Hot Mix Asphalt Technology

VOLUME 15, NUMBER 3
MAY/JUNE 2010
PUBLISHED BY THE NATIONAL ASPHALT PAVEMENT ASSOCIATION
WWW.HOTMIX.ORG
Going Green
Theres More to Being a Green Producer
Than Warm Mix and Recycling
Eliminating Delamination
in Asphalt Overlays
The Evolution of
Perpetual Pavements
Tack Coats:
Setting the Record Straight
Warm Mix: Where We Are,
Where Were Going
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The RAPwranglerTM is designed to be powerful, efficient and

easy to maintain. It can shred football sized asphalt chunks,
down to more suitable gradations for introduction into both
stationery and portable drum mix and batch plants. It
eliminates off-site pre-crushing of asphalt materials to be
recycled. It is powered by either a 30HP or a 50HP TEFC motor,
and can be shive belt or direct driven.
Shaker decks are a very economical way to filter out

oversized aggregate or RAP from getting into your mix.
Shaker decks are economical, durable, dependable,
rugged and affordable. As a result of their simple
construction, there is less to maintain and break down.
Shaker decks are constructed to use common size
screen cloths, thereby making it easy to locate the
various sizes you need to get your mix done.
The 20" rotor is equipped with 312 replaceable tungstentipped milling teeth that shred chunks of asphalt down to 1"
at a rate of 250 tons per hour. The rotor spins at a constant
127rpm undermining the material in the 30" x 40" hopper
directly above it.
Shaker decks can be custom made - such as mounting

the motor on a certain side, should you be tight for
room.
A custom stand can also be manufactured for your
shaker deck. Alternatively, you can have a conveyor line
in either stationery or portable configurations
manufactured.
Shaker decks come in various sizes. Single decks range
from 3' x 5' up to 5' x 10'.
Screen cloths are also available.
Lake Asphalt of Trinidad and Tobago (1978) Limited

Head Ofce
Brighton, La Brea, Trinidad, West Indies
Tel: 1.868.648.7572 / 8521
Fax 1.868.648.7433
Web: www.trinidadlakeasphalt.com
United States of Amercia Ofce

Trinidad Asphalt Corporation of America (TACA)
One Gateway Center, Suite #2600
Newark, NJ 07012
Tel: 973.622.3423
TLA-X is a warm mix additive providing grade bump to the next higher
level with load bearing enhancement and environmental benefits.
C a l l F M I To d a y f o r Yo u r M e r g e r a n d A c q u i s i t i o n N e e d s
MERGERS & ACQUISITIONS | FINANCIAL ADVISORY SERVICES
The assets, barging,

quarry and construction
aggregates operations of
Jim Smith Contracting
has been acquired by
Superior Asphalt &

Concrete 2
Western States Asphalt
Transtate Asphalt
Mid Columbia Asphalt
Blue Mountain Asphalt
Basin Asphalt
have been acquired by
The assets of
2
and
Mirimec Trucking Inc.
The stock of
Gibraltar National
Corporation2
has sold its

Gunnison County Colorado
operations to
and
(a subsidiary of
Triss Corporation)
Tom Brook, Inc.
Elmer Larson, LLC
were acquired by
Oldcastle
Materials, Inc.
(a U.S. subsidiary of CRH,
Dublin, Ireland)
Florida Rock Industries, Inc.
Nally & Haydon, LLC 2

and its affiliates
FMI Corporation is the premier investment banking
sold its
Eastern Kentucky
operations to a
subsidiary of
and management consulting firm serving the worldwide engineering and construction industry. For
(a Rinker Group
Limited company)
more than 55 years, FMI has built a reputation for

Selected assets of
2
J.C. Compton Company

(dba Riverbend Sand & Gravel
Valley Concrete & Gravel
and Salem Road & Driveway)
Heavy Civil Division

assisting our clients in the creation and realization

of value in their firms.
Oldcastle
Materials, Inc.
(a U.S. subsidiary of CRH,
Dublin, Ireland)
2 Company
noted has been represented by FMI Corporation
For more information, visit our website at www.fminet.com, or contact:

George Reddin at 919.785.9286 / greddin@fminet.com
Will Hill at 303.398.7237 / whill@fminet.com
MAY/JUNE 2010 VOLUME 15, NUMBER 3
THE VOICE OF THE ASPHALT PAVEMENT INDUSTRY
C O N T E N T S
2010 National Officers
CHAIRMAN
Larry H. Lemon
Haskell Lemon Construction Co.
Oklahoma City, Oklahoma
FIRST VICE CHAIRMAN
Kim W. Snyder
Eastern Industries, Inc.
Center Valley, Pennsylvania
SECOND VICE CHAIRMAN
Kurt Bechthold
Payne & Dolan, Inc.
Waukesha, Wisconsin
THIRD VICE CHAIRMAN
John J. Keating
Oldcastle Materials Grp.-East
Leominster, Massachusetts
SECRETARY
William C. Ensor, III
Maryland Paving, Inc.
Timonium, Maryland
TREASURER
Michael Cote
The Lane Construction Corporation
Cheshire, Connecticut
NAPA Executive Staff
Features
13 Book Review: Third Edition of Hot-Mix Asphalt
Materials, Mixture Design and Construction
16 Eliminating Delamination in Asphalt Overlays
18 The Evolution of Perpetual Pavements
22 Going All Green: A Contractors Guide to
Environmental Stewardship
34 Unlocking the Potential of Porous

Asphalt Pavement
40 Warm Mix: Where We Are, Where Were Going
Column
9
Chairmans Commentary
In Every Issue
46 On the Road with Pavia Systems
A Closer Look at How Warm Mix is Produced
49 Tools for the Trade
Margaret Blain Cervarich

Vice President, Marketing & Public Affairs
50 Calendar of Events
R. Gary Fore
Vice President, Environment,
Health & Safety
Jay Hansen
Vice President, Government Affairs
Kent Hansen, P.E.
Director of Engineering
Mike Kvach
Vice President, Product Deployment
Nancy Lawler
Vice President, Convention & Meetings
Patricia Davitt Long
Director of Communications
Howard Marks, Ph.D., J.D.
Director of Regulatory Affairs
David Newcomb, P.E., Ph.D.
Vice President, Research & Technology
Carolyn E. Wilson
Vice President, Finance & Operations
22
11 Industry News
Mike Acott
President
Tracie Christie
Associate Director of Awards & Marketing
16
30 Tack Coats: Setting the Record Straight
49
52 Index of Advertisers
54 Advertisers.com
On the cover: APAC Southeast, Inc.
in Kissimmee, FL has been a recipient
of NAPAs Diamond Achievement
Commendation since 2000.
National Asphalt Pavement Association

All contents copyright NAPA 2010, world rights reserved. 3rd class postage
paid at Fargo, ND Subscriptions to HMAT are complimentary to qualified public
works officials, pavement consulting engineers, architects, and others involved
with paving materials and pavement design, construction and maintenance at
U.S. addresses. To receive HMAT, send your request on your agency or company
letterhead to the address below. Address all editorial inquiries and
correspondence to Editor, HMAT, National Asphalt Pavement Association,
5100 Forbes Blvd., Lanham, MD 20706-4407, 301-731-4748,
fax: 301-731-4621, e-mail: napa@hotmix.org, or visit www.hotmix.org.
Address advertising insertion orders and inquiries to Naylor, LLC,
HMAT Magazine, 5950 Northwest 1st Place, Gainesville, FL 32607-2025,
800-369-6220, 352-332-1252, fax: 352-331-3525, or visit www.naylor.com.
Published by Naylor, LLC., 5950 Northwest 1st Place,
Gainesville, FL 32607-2025, 800-369-6220,
352-332-1252, fax: 352-331-3525, www.naylor.com
Publishers: Mike Acott, NAPA President

Chris Hodges, Naylor, LLC
Editor: Patricia Davitt Long, NAPA Director of Communications
Managing Editor: Catherine Jones, Naylor, LLC
Project Manager: Tom Schell
Sales Manager: Tom Schell
Publication Director: Paul Walley
Advertising Sales: Ryan Griffin, Rick Sauers,
Jamie Williams, Chris Zabel
Contributing Writer: Mary Lou Jay
Layout and Design: Emma Law
Advertising Art: Reanne Dawson
Published April 2010/NAP-S0310/9736
Hot Mix Asphalt Technology MAY/JUNE 2010 7
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CHAIRMANS COMMENTARY
A Legacy of Which
We Can All Be Proud
What you leave behind is not what is engraved in stone
monuments, but what is woven into the lives of others.
Pericles
by Larry Lemon
s I take the reins as

NAPA Chairman for
2010, there is one thing
of which I am certain;
the greatest asset my
generation of contractors can leave
to the next generation is long-lasting
asphalt roads that are built as Perpetual
Pavement. The legacy that we, as a
road building industry, can provide for
future generations will be pavements
that remain a permanent asset for this
nation. Through research and a desire
for continuous improvements, the
asphalt paving industry has created the
technology to produce high-quality
pavements that our grandchildren
and their grandchildren will be able
to use, pavements that are infinitely
reclaimable, reusable, and renewable.
Without a doubt, asphalt perpetual
pavement is the greatest thing thats
happened to the road construction
industry. It is the best value for the
owner/engineer, and for the American
taxpayer. It has transformed the way we
engineer and build our roads and has
created a new generation of highways
that are safer and smoother for the
traveling public.
Perpetual Pavements are defined as
an asphalt pavement designed and
built to last longer than 50 years without
requiring major structural rehabilitation
or reconstruction, and needing only
periodic surface renewal in response
to distresses confined to the top of the
pavement. This concept was validated
by the Asphalt Pavement Alliance (APA)
in 2001 with structural engineering of

current asphalt materials and designs.
However, our industry has been
building long-lasting asphalt pavements
since the 1960s, and more than 69
pavements across the nation have
already received awards for being built
as Perpetual Pavements, since they
have been giving their owners long life,
with minimum maintenance.
The APA recognized that many
well-built, thick asphalt pavements
that were categorized as either fulldepth or deep-strength have been in
service for decades, with only periodic
surface rehabilitation to remove
defects and improve ride quality.
Using these pavements as a model,
the APA designed the methodology
for a pavement that resists bottom-up
fatigue cracking and deep structural
rutting. When the structure of a
roadway can support the millions of
cars and trucks that will be using it,
our only needed maintenance will be
to renew the surface every 15 or 20
years. What a great benefit our families
receive when we are able to renew the
driving surface with the latest, safest,
anti-skid materials of the day and give
the roadway a completely new life.
And even better, we can do this in offpeak hours when most of America is
asleep, to minimize the inconvenience
of our construction. Theres no need
for the entire highway to be removed
and replaced from the ground up, as
with other pavement types. Perpetual
pavements are more environmentally
friendly than other pavements because

they reduce the amount of material
resources over the life of the pavement
and recycle any materials removed for
the old pavement surface.
This issue of HMAT includes
a perpetual pavement synthesis
overview that lays out the history of
perpetual pavements and the design
philosophies that have been shown
to provide adequate strength over
extended life cycles. Incredibly, these
asphalt pavements have endured
an unprecedented amount of traffic
growth a 580 percent increase in the
average daily ton-miles of freight from
1970 to 1998. And, that freight loading
continues to increase 2.7 percent per
year.
To my mind, the story of perpetual
pavements is an example of true
leadership in action. It reflects vision
and execution and results in a greater
good for our society and for generations
to come. It is just one of the reasons
why Im proud to be an active member
of the asphalt industry, and the
Chairman of the National Asphalt
Pavement Association. My children, and
their children, will be better off, both
economically and environmentally,
because of the asphalt roads we are
building today. Thats a legacy of which
we can all be proud.
HMAT
Larry Lemon is the president of Haskell
Lemon Construction Co. He is the 2010
Chairman of the National Asphalt
Pavement Association.
LETS WORK.
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INDUSTRY NEWS
Global Alliance Fosters New
Asphalt Initiatives
The Global Asphalt Pavement
Alliance (GAPA), an international
group of asphalt pavement
associations organized to foster
greater international coordination
within the industry, held their second
meeting in January, immediately
following the NAPA Annual Meeting.
Represented were Europe (EAPA),
Southern Africa (SABITA), Australia
(AAPA), Japan (JRCA), and the United
States (NAPA).
Each association gave presentations
on the challenges and opportunities
in its country and the group
formulated some key agreements with
regard to industry initiatives.
The Alliance agreed to release
a position statement extolling the
benefits of warm-mix asphalt,
including support for an international
warm-mix conference in 2011. The
group also agreed to evaluate the
UKs carbon calculator, and create a
statement on the differences between
re-use and recycling to highlight
the benefits of asphalt in this regard.
The Alliance elected NAPA
President Mike Acott as Chairman of
GAPA for 2010-2011.
Roads Fail in Engineers 2009

Infrastructure Report Card
The condition of Americas roads
continues to worsen, according
to the American Society of Civil
Engineers (ASCE). The groups fouryear Infrastructure Report Card,
issued earlier this year, gave roads a
grade of D-.
Roads, transit and aviation were
cited by ASCE as having worsened
since its 2005 report card, while
bridges and most other types of
infrastructure were thought to have
stayed the same. Joining roads at
the D- grade level, the lowest on
the 2009 report card, were drinking
water, inland waterways, levees and
wastewater.
The highest grade on the 2009

report card, a C+, went to solid
waste infrastructure.
ASCE said the 2009 report
card reflected the need for a fiveyear investment of $2.2 trillion
from all levels of government
and the private sector. The
group also noted that the cost
of needed improvements has
increased by more than a half
trillion dollars since the 2005
report card.
Biodiesel Passes
the Mining Test
Advocates of biodiesel fuels are
touting a new 206-page report by
the federal governments Mine
Safety Health Administration
that gives the alternative fuels
high marks for air quality in
underground mining tests.
After testing multiple biodiesel
blends, MSHA concluded that
biodiesel reduces emissions,
especially when combined with
the use of after-treatment devices
on diesel engines. The result is
a cleaner and healthier working
environment for miners, MSHA
states.
Biodiesel is touted as a cleaner
burning, renewable fuel, and may
be part of a future certification
program for green highway
contractors. It is made from
agricultural co-products, such as
soybean oil, other vegetable oils,
fats, and recycled cooking oil.
Road Usage Increased in 2009

The Federal Highway
Administrations estimate of
Vehicle Miles Traveled increased
by 1.4 percent in November 2009
compared to November 2008,
the latest month reported at press
time. Travel for the month was
estimated at 236.4 billion vehicle
miles, up 3.2 billion vehicle miles
from the same period in 2008.
Highway and street usage

peaked at 2,789 billion vehicle
miles traveled in 2007, then
declined to 2,687 VMT in 2008.
Road usage has increased
since the end of the first quarter
of 2009, though VMT values
dropped slightly in October
before rising again in November.
FHWA projects that VMT will
increase 0.3 percent for the year.
DOT Report Targets

Construction Inflation
Spending by all levels of
government on the nations
highways and transit lines has
increased substantially in recent
years but steep increases in
construction costs have eroded
the purchasing power of this
investment, according to a U.S.
Department of Transportation
report released earlier this year.
The report, 2008 Status of
the Nations Highways, Bridges,
and Transit: Conditions and
Performance, focused on changes
in various indicators from 1997
through 2006.
In nominal dollar terms,
combined investment by all
levels of government in highway
and bridge infrastructure has
increased sharply since TEA21 was enacted, according
to the report, AASHTO News
reported. Those expenditures
jumped 58 percent between
1997 and 2006.
However, capital spending
dropped 4.4 percent in
constant dollar terms during
that timeframe because
of construction inflation.
The Federal Highway
Administrations Composite Bid
Price Index shot up 43 percent
between 2004 and 2006 due to
notable increases in the prices of
such materials as steel, asphalt,
and cement.
HMAT
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technologies; no hoping your density numbers will catch up on the intermediate or final pass.
Caterpillar is the market leader because we offer proven technology that makes turning a
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CAT, CATERPILLAR, their respective logos, Caterpillar Yellow and the POWER EDGE trade
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and may not be used without permission. 2010 Caterpillar All Rights Reserved
BookThird Edition
Review
of Hot-Mix Asphalt Materials,
Mixture Design and Construction
(E. R. Brown and N. Tran)
Reviewed by: Monte Symons, National Center for Asphalt Technology
ot-Mix Asphalt Materials,

Mixture Design and
Construction was first
written in 1991, and
the second edition
was prepared in 1996. The third
edition of the book was completed
in 2009 and is now available from
the National Asphalt Pavement
Association (NAPA). It has been
nearly 13 years since the second
edition and many innovations have
been developed and implemented
in recent years. Prior to the
development of the first edition
of this book, there was very little
comprehensive information available
in one location on hot-mix asphalt
(HMA). Only a few academic
programs at universities throughout
the country were available to address
HMA technologies and pavement
construction practices. In fact,
engineers who worked with asphalt
pavements received most of their
experience on the job, resulting
in a trial and error approach that
detracted from the quality and cost
effectiveness of HMA. The hot-mix
asphalt industry has come to rely
upon the Hot-Mix Asphalt Materials,
Mixture Design and Construction
textbook to inform and educate
future leaders. The third edition
remains dedicated to continuing
this work and providing information
on all aspects of producing and
delivering quality hot-mix asphalt.
In the third edition, the latest
HMA technologies are incorporated
and general background and basic
fundamentals are updated. Chapter
1 provides the background and
importance of this all inclusive
text book on HMA pavements.
Chapter 2 covers the production
and classification of asphalt cement.
This includes the basics of crude
refining, asphalt classifications

and latest technologies in asphalt
testing. Chapter 3 is about the
production and characteristics
of aggregates used in HMA. Basic
aggregate mineralogy, crushing and
characteristic of quality aggregates
and gradation are provided in
this chapter. Chapter 4 addresses
mix design procedures including
Marshall, Hveem and Superpave. The
background for development of each
method is provided and example mix
designs are illustrated. Chapter 5 was
completely rewritten to include the
most recent technical developments
in evaluating the mechanistic
engineering properties of asphalt
mixtures. Basic empirical tests such as
Marshall, Hveem and wheel tracking
tests are explained. This chapter also
gives insight into tests that identify
basic engineering properties of HMA.
Resilient modulus, indirect tensile,
dynamic modulus, flow number
and complex modulus properties
are discussed. In addition, the
relationships between these tests
and predicted field performance
are provided. The chapter also
provides introductory information
on emerging concepts such as creep
compliance and dissipated energy
determinations. Chapter 6 provides
information on the latest equipment
and construction techniques for
production and field operations
required for quality HMA. This
includes batch and drum mixers,
calibration of plant operations, paver
fundamentals, roller basics and
density measurement equipment.
Chapter 7 addresses issues and
requirements of special mixtures and
additives. This chapter incorporates
new warm-mix technologies and
includes stone mastic and recycled
mix fundamentals. Chapter 8
gives information on performance

measure and distresses associated
with HMA. Present serviceability
index, construction smoothness
requirements and common visual
distress present on HMA are discussed
in this chapter. Chapter 9 addresses
maintenance rehabilitation and
reconstruction of HMA. This chapter
discusses timing of maintenance
procedures and typical application
of procedures to preserve HMA
pavement or correct deficiencies.
The comprehensive coverage of
the production, placement, and
performance of HMA in the third
edition of Hot Mix Asphalt Materials,
Mixture Design and Construction is
unparalleled.
The asphalt paving industry is a
key component of the transportation
system. Over 94 percent of all paved
roads have asphalt surfaces, with
more than 500 million tons of HMA
produced each year. The industry is
very important to the financial well
being of local, state, and national
government agencies as areas with
good transportation systems have
been proven to be more successful in
attracting new industry and creating
jobs. The third edition of Hot-Mix
Asphalt Materials, Mixture Design and
Construction provides the new and
practicing pavement engineer with
the latest information needed to fulfill
the promise of delivering high quality
HMA pavement to the transportation
community.
HMAT
This review was written by Monte
Symons. Mr. Symons is retired from
the Federal Highway Administration
where he worked for over 30 years in
various pavement and materials-related
positions. He is currently the Director
of the Airfield Asphalt Pavement
Technology Program.
When purchasing a new asphalt plant, theres a bit of

intimidation that goes along with the purchase. ADM
didnt just cash the check and wave goodbye. They have
been very helpful in setting up our plant and teaching
our employees how to operate and maintain it.
Dave Covington, DECCO
WE DONT JUST SELL YOU A PLANT.

WE HELP YOU BUILD IT.
If youre looking for more service than a friendly
wave goodbye, call ADM at 260-637-5729.
Asphalt Drum Mixers, Inc.

admasphaltplants.com
Delamination
Delaminat
Eliminating
in Asphalt Overlays
Louisiana Researchers Evaluate the Importance of Tack Coat

By Skip Paul, P.E.
ne of the most
avoidable causes
of cracking and
potholing in surface
pavements is the
type of delamination that occurs
when the surface lift separates
from the pavement structure below
it due to insufficient bonding
between the layers. Delamination
is characterized by crescent-shaped
cracks resulting from horizontal
forces induced by traffic load.
It is most commonly found in
pavements subject to the stresses
of stop and go traffic, or where
vehicles turn frequently. This form
of delamination can be prevented
with a strong tack coat treatment
prior to the placing of the surface
course.
The Louisiana Transportation
Research Center is breaking
new ground in this area with
the ongoing study, Optimization
of Tack Coat for HMA Placement
(National Cooperative Highway
Research Program project 9-40). In
this work, Louisiana researchers
are determining the optimum
application methods, equipment
type, calibration procedures,
application rates, and asphalt
binder materials for tack coats. They
also will recommend revisions to
relevant AASHTO methods and
practices related to tack coats. Louay
Mohammad, Ph.D., Louisiana State
University Civil and Environmental
Engineering professor and Manager
of the Engineering Materials

Characterization Research Facility
at the research center is currently
spearheading the project as its
principal investigator.
Why tack coat?

A tack coat provides necessary
bonding between pavement surface
layers to make sure they act as a
monolithic system to withstand
the traffic and environmental
loads, explains Dr. Mohammad.
Strong tack coat bonding between
pavement layers is critical to
transfer radial tensile and shear
stresses into the entire pavement
structure.
Mohammad also stresses that
an insufficient bond decreases the
pavement bearing capacity and
may cause slippage. In addition,
insufficient bonding may cause
tensile stresses to be concentrated at
the bottom of the wearing course.
Such concentrated stresses may
accelerate fatigue cracking and lead
to total pavement failure.
To evaluate the quality of the
bond strength of tack coat materials
for this NCHRP research, a new
test device named the Louisiana
Tack Coat Quality Tester has been
developed. Researchers evaluated
three emulsions (CRS-1, SS-1h,
and trackless) as well as PG 64-22
asphalt cement on an existing
pavement surface with the Quality
Tester. They found that each
tack coat material developed its
16 Hot Mix Asphalt Technology MAY/JUNE 2010
One of the tell-tale signs of delamination

crescent-shaped cracking.
maximum tensile strength at a
different temperature, and that
each products softening point
had a strong relationship to the
temperature at which it exhibits its
maximum tensile strength. They
concluded that they can conduct
the tack coat pull-off test in the
field at the softening point.
The research team also developed
a direct shear device, known as the
Louisiana Interlayer Shear Strength
Tester to measure the interface shear
strength of cylindrical specimens.
The device is designed to fit into
any universal testing machine.
It has a nearly frictionless linear
bearing to maintain vertical
travel and can accommodate
sensors that measure vertical and
horizontal displacements. The
Shear Strength Tester can also
This illustration depicts

distress modes at the
pavement interface under
service conditions.
apply a constant normal load up

to 689 kPa and it accommodates
specimens with 100-mm or 150mm diameters. Researchers used
the device to evaluate the interface
shear strength of emulsified tack
coats under a wide range of testing
conditions commonly encountered
in field applications. Three types of
emulsified tack coats (CRS-1, SS-1h,
and trackless) were considered
at three application rates, 0.14/
m2, 0.28/m2, and 0.70 l/m2. In
addition, a no tack coat condition
was included in the analysis. The
effects of construction conditions
such as wet (rainfall) and dusty
conditions were also evaluated.
Laboratory direct shear tests were
performed at 25C. To simulate
these test conditions, cores were
extracted from a full-scale test site
at the Centers Pavement Research
Facility. This test site was designed

and constructed using conventional
tack coat application and paving
equipment over an existing asphalt
pavement surface.
A preliminary analysis of the
results showed that the trackless
tack coat produced the highest shear
strength at the three application
rates, while SS-1 and CRS-1
resulted in the medium and lowest
strengths, respectively. The majority
of the cases showed a statistically
significant difference between clean
and dusty conditions. However, no
significant difference was found
between dry and wet conditions.
Results on the roadways

Dr. Mohammad explains,
Its worth noting that the test
method for the measurement of the
interface bond strength using the
Researchers tested the

interface shear strength
of three different tack
coats at different
application rates. The
trackless tack coat
produced the highest
shear strength at each
application rate.
LISST device developed during this

NCHRP project was successfully
used in a recent forensic analysis of
a distressed pavement. Louisiana
researchers also discovered that
low interface shear strengths, less
than 40 psi, measured between
the wearing and binder course,
confirmed the potential for future
problems.
In summary, to prevent future
delamination failures, agencies
should ensure the total structural
design is sufficient and insist on
good tack coat material that must
be applied uniformly at sufficient
rates to produce minimum shear
strength at the interface of the top
two layers.
References
Mohammad, L.N., Bae, A., Elseifi,
M., Button, J., and Scherocman,
J. Development of Pull-Off Test
Device and Methodology to
Evaluate the Bond Strength of Tack
Coat Materials in the Field. Journal
of the Transportation Research Board,
TRR No. 2126, 2009, pp. 1-11.
Mohammad, L.N., Bae, A., Elseifi,
M., Button, J., and Scherocman,
J. Interface Shear Strength
Characteristics of Emulsified Tack
Coats. Journal of the Association of
Asphalt Paving Technologists, Vol. 78,
HMAT
2009, pp. 249-278.
Harold Skip Paul is the Director of
the Louisiana Transportation Research
Center.
The Evolution of Perpetual

Pavements An Overview
By Dave Newcomb, P.E., Ph.D
APA, through the

Asphalt Pavement
Alliance (APA), has
developed a new
technical document
Perpetual Asphalt Pavements:
A Synthesis, which can be found
on the APA Web site at www.
asphaltroads.org.
The concept of Perpetual
Pavements was introduced in 2000
by the Asphalt Pavement Alliance
(APA). They defined a Perpetual
Pavement as an asphalt pavement
designed and built to last longer
than 50 years without requiring
major structural rehabilitation
or reconstruction, and needing
only periodic surface renewal in
response to distresses confined
to the top of the pavement. At
that time, it was recognized that
many well built, thick asphalt
pavements that were categorized as
either full-depth or deep strength
pavements had been in service for
decades with only minor periodic
surface rehabilitation to remove
defects and improve ride quality.
The advantages of such pavements
include:
1. Low life-cycle cost by avoiding
deep pavement repairs or
reconstruction,
2. Low user delay costs since minor
surface rehabilitation of asphalt
pavements only require short
work windows that can avoid

peak traffic hours, and
3. Low environmental impact by
reducing the amount of material
resources over the pavements
life and recycling any materials
removed from the pavement
surface.
Pavement engineers have been
producing long-lasting asphalt
pavements since the 1960s.
Research at institutions such as
the University of Washington and
the University of California has
shown that well-constructed and
well-designed flexible pavements
can perform for extended periods
of time. Many of these pavements
in the past forty years were the
products of full-depth or deep
strength asphalt pavement designs,
and both have design philosophies
that have been shown to provide
adequate strength over extended
life cycles. It is significant that
these pavements have endured an
unprecedented amount of traffic
growth. For instance, from 1970
to 1998, the FHWA estimates the
average daily ton-miles of freight
increased by 580 percent, and the
average freight loading continues
to increase 2.7 percent per year. As
the demand on existing pavements
in the U.S. increases with probably
minimal funding for expansion
and rehabilitation, efficient design
of new and rehabilitated sections

through Perpetual Pavement
design will become increasingly
important. Congestion on the
existing system requires pavements
that can be maintained with
minimal disruption of traffic.
Full-depth pavements are
constructed by placing asphalt
pavement on modified or
unmodified soil or subgrade
material. Deep strength pavements
consist of asphalt pavement layers
on top of a thin granular base. Both
of these design scenarios allow
pavement engineers to employ a
thinner total pavement section
than if a thick granular base were
used. By reducing the potential for
fatigue cracking and by confining
cracking to the upper removable/
replaceable layers, many of these
pavements have far exceeded
their design life of 20 years with
minimal rehabilitation; therefore,
they are considered to be superior
pavements.
Pavements which are either
under-designed or poorly
constructed exhibit structural
distresses, such as fatigue
cracking and rutting, before
their design life is achieved. The
successes seen in the full-depth
and deep strength pavements
are the result of designing and
constructing pavements that
Expenditures per 4-Lane Mile ($2001)
$3,500,000
$3,000,000
$2,500,000
$2,000,000
$1,500,000
$1,000,000
$500,000
$0
10
15
20
25
30
35
40
45
Pavement Age (Years)

PCCP
HMA
A study of Interstate Highways in Kansas by Professor Steve Cross showed that over a
40-year period asphalt pavements cost less than concrete pavements. Perpetual Pavements
are economical.
1000
HMA (Lane Miles)
PCCP (Lane Miles)
800
Lane Miles
resist these detriments to the

pavements structure. In recent
years, pavement engineers have
begun to adopt a methodology
of designing pavements to resist
bottom-up fatigue cracking and
deep structural rutting, the
two most devastating pavement
distresses, and through this change
in thinking the idea of Perpetual
Pavements or long-lasting
pavements has evolved.
The approach to the design
of Perpetual Pavements requires
a different strategy than that
which has normally been applied
to pavement design in the past.
Empirical pavement design must
rely on relationships between
observations of pavement
performance, a scale that
represents traffic, some gross
indicator of material quality such
as a structural coefficient, and
the thickness of the layers. For
a given level of material quality,
the thickness of the pavement
increases with increasing traffic.
A somewhat unified approach
to designing Perpetual Pavements
was adopted by a number of
experts based on mechanisticempirical concepts originally
proposed by Professor Carl
Monismith in the design of the
I-710 freeway in California. The
premise to this approach was that
pavement distresses with deep
structural origins could be avoided
if pavement responses such as
stresses, strains, and deflections
could be kept below thresholds
where the distresses begin to
occur. Thus, an asphalt pavement
could be designed for an indefinite
structural life by designing for the
heaviest vehicles without being
overly conservative.
This contrasts to empirical
methods that predated the
Perpetual Pavement design
approach. In those design
procedures, greater volumes of
heavy vehicles resulted in greater
pavement thickness. This was due
largely to the way these empirical
600
400
200
0
0 - 10
11 - 20
21 - 30
31 - 40
41 - 50
51 - 60
61 or More
Age (Ye a rs)
A study of Interstate Highways in Washington State by Professor Joe Mahoney showed that
asphalt pavements are as old or older than concrete pavements. Asphalt pavements have a
track record of long life.
1 Award
2 Awards
3 Awards
5 Awards
6 Awards
7 Awards
Since 2001, the Asphalt Pavement Alliance has given out more than 56 Perpetual Pavement
Awards to agencies who have submitted long-lived pavement sections across the country.
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PERPETUAL PAVEMENTS continued

methods were developed. For
instance, the 1993 American
Association of State Highway and
Transportation Officials (AASHTO)
Guide for the Design of Pavement
Structures was based on the results
of a road test conducted in the
late 1950s and early 1960s. In that
two-year study, pavements were
subjected to 1 million axle load
applications, and failures were
monitored over time. The heaviest
single axle load used at the Road
Test (30,000 lb) applied about 8
million equivalent single axle loads
(ESAL) (18,000 lb equivalents) to
the thickest asphalt section. Since
that time, pavement structures
have been designed for heavy
traffic volumes that exceed the 8
million ESAL level by 25 times,
thus forcing pavement designers
to extrapolate the road test results
far beyond the conditions for
which they were developed. The
result of this extrapolation was
ever increasing thickness with
higher traffic volume, instead
of recognizing the pavement
thickness at which the heaviest
loads could be sustained without
additional structure. Thus, the
idea of Perpetual Pavements came
into existence as much to prevent
over-design as to provide a long-life
structure.
Since the time of the
introduction of Perpetual
Pavements in 2000, the some of the
important milestones have been:
The Asphalt Pavement Alliance
presented 69 Perpetual Pavement
awards through 2009.
The International Society for
Asphalt Pavements dedicated
a special session to Perpetual
Pavements in 2002.
Three international conferences
have been held on the topic at
Auburn University in 2004 and
Ohio University in 2006 and
2009.
The Transportation Research
Board held a workshop session
on Perpetual Pavements in 2001.
The Federation of European

Highway and Road Laboratories
(FEHRL) has undertaken a series
of efforts to define long-life
pavements.
Three major national studies
on Perpetual Pavements were
initiated through the National
Cooperative Highway Research
Program (NCHRP).
State studies on Perpetual
Pavements have been or are
currently being conducted
in Kansas, Ohio, Wisconsin,
Pennsylvania, Oklahoma, Texas,
Michigan, New Mexico, Illinois,
Washington, and California.
Perpetual Pavement design
workshops have been held in
Ohio, Kansas, Oregon, Colorado,
Texas, Minnesota, Tennessee,
Georgia, Hawaii, Wisconsin,
Oklahoma, and Indiana.
The National Center for Asphalt
Technology (NCAT) Test Track
has pavement test sections
designed as Perpetual Pavements
which are instrumented to
validate the design concepts.
Two pavement design computer
programs specifically for
Perpetual Pavements have been
developed at Auburn University.
The concept of the endurance
limit has been incorporated
in the new American
Association of State Highway
and Transportation Officials
(AASHTO) MechanisticEmpirical Pavement Design
Guide (MEPDG).
As research continues on
many different fronts, greater
refinements in the design of
Perpetual Pavements will improve
the structural and economic
efficiency. As progress continues
to be made even more state
departments of transportation
and local agencies will consider
methods to incorporate the
concepts of Perpetual Pavement
design into their asset management
strategies to more wisely spend
HMAT
their infrastructure funds.
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Hot Mix
Asphalt Technology
MAY/JUNE 2/3/09
2010 8:46:38
21 PM
418121_EDEtnyre.indd
1
Going All Green

Theres more to being a Green producer than Warm Mix and recycling.
How a comprehensive approach can prepare you for future certification.
by Tom Kuennen
heres more to green asphalt production

and paving than simply promoting increased
percentages of reclaimed asphalt pavement
(RAP) or waste roofing shingles in mixes, or
boosting the use of low-emission warm mix
asphalt.
Instead, field experience shows that being an
environmentally conscientious producer encompasses
the whole of a plants operations, from administration to
extraction to production to placement.
Being a green asphalt producer includes, at a
minimum, an analysis or audit of the degree to which
a plant meets or exceeds federal and state emissions
regulations.
But it goes further, to include such considerations
as how well the plant suppresses fugitive dust from its
roads and noise from its operations; how effectively it
shields its operations from its neighbors; whether or not
it fuels its burners with recycled oil or uses biodegradable
asphalt release agents. It even extends to the field, to
how carefully a contractor places tack coats, or cleans
equipment at the end of the day.
And it all has nothing to do with climate change.
Whether or not you believe that man-made climate
change is taking place, maintaining a smaller
environmental footprint when producing asphalt and
placing pavements can pay dividends both now and in
the future.
A smaller environmental footprint will not only
make your operation more acceptable to residents and
businesses adjoining it, but it will also prepare you to
meet coming roadbuilding environmental standards
and certification now being modeled after the highly
successful Leadership in Energy and Environmental Design
(LEED) program aimed at commercial, institutional,
government and residential structures.
Its a lot to contemplate in a down market. At the same
time, the asphalt industry always has existed in a state of
transition, and the trend toward smaller environmental
footprints is just one more chapter in the saga.
Comprehensive Challenge
Green asphalt begins, but doesnt end, with RAP.
Asphalt pavement reuse and recycling is ubiquitous
in this country, said Mike Acott, president, National
Asphalt Pavement Association, at a U.S. House
Subcommittee on Technology and Innovation hearing
last year. Reuse/recycling and other sustainable
technologies are so completely integrated into our
normal processes that virtually all 300,000 of our
workers could be considered green collar workers.
Today, emissions from asphalt plants are low and well
controlled, and this has resulted in the Environmental
Protection Agency declaring that asphalt plants are not
major sources of hazardous air pollutants.
Total emissions from asphalt operations decreased
by 97 percent from 1970 to 1999, while production of
asphalt pavement material increased by 250 percent,
Acott pointed out in his testimony. The industry is
proud of its record of environmental stewardship and its
proactive position of continuously reducing emissions,
including greenhouse gas emissions.
Ecologically friendly asphalt mixes also are enhancing
the industrys environmental bona fides. The industry
has taken the initiative in demonstrating to road
agencies that mixes with significantly larger percentages
of RAP are functional, even in friction or surface courses.
Lower-energy warm mixes produce lower levels
of emissions both at the plant and in the field, with
measurable savings in terms of heat input at the plant.
Foamed asphalt mixes produced either at the plant,
or in-situ are becoming more and more popular. And
porous asphalt pavements provide a means by which
storm water may be captured and stored in a stone
recharge bed until it percolates into the soils below the
pavement. This results in improved water quality and a
reduction in surface runoff.
We have used recycled material for years, but now we
are stressing moving the bar up and using more recycled
products in mixes, said Steve Moyna, project manager,
Grimes Asphalt & Paving Corp., Grimes, Iowa. Because
GRANITE CONSTRUCTION CO.
In January 2010, Granites Utah Cottonwood plant received NAPAs

2009 Ecological Award for a New Asphalt Facility.
this is governed by the road agencies we contract with,

we are promoting the use of more and more recycled
materials in our products. We would like to theoretically
achieve 100 percent of our RAP into the mix, but we
have to bring the specs up to allow use of more recycled
products.
But a comprehensive approach to green asphalt
production and paving goes beyond plant emissions
and controls, and environmentally friendly mixes. It
will begin with a look at reduction of energy costs and
emissions at every step of production, including drying
of aggregate, heating of stored liquid asphalt and hot mix
asphalt, and electricity consumption.
We consider ourselves to be a green producer,

said Tom Mitana, material resource manager, Pace
Construction Co., Inc., St. Louis. Pace has 10 plants in
Missouri, including a traveling plant, and Pace places
asphalt as well as produces it. We recycle RAP and tearoff shingles, recycle oil for our burner fuel, and place
warm mix.
Pace sells used oil from its mobile equipment to a
collector. Its collected here in our shop, and then a
company takes it and recycles it, Mitana said. They pay
us, although it used to be the other way around. Now
that things are going green, and there is a demand for
recycled oil, they pay us.
In Missouri, Fred Weber, Inc. is using methane
gas derived from landfills to reduce the energy costs
associated with liquid asphalt and to dry aggregates.
Landfill gas (LFG) is generated by the decomposition of
organic waste, the company states. Landfill gas typically
is composed of approximately 50 percent methane and
50 percent carbon dioxide.
In 1983, we began using landfill gas to heat the
oil burner at the North Asphalt plant, Fred Weber
said. The success of this innovative effort led to the
utilization of LFG as an alternative fuel to heat the rotary
dryers at the asphalt plant. The improvements to the
system have created an opportunity for the company to
optimize the energy potential from landfill gas.
Following improvements in the LFG filtration
process, Fred Weber has been able to boost its use of
Opportunities for controlling energy consumption are

explored in detail in NAPAs Quality Improvement Series
126 publication, Energy Conservation in Hot-Mix Asphalt
Production (2007). Energy costs constitute a significant
percentage of the total cost of HMA production, so
conserving energy can improve the bottom line for hotmix producers, author T.J. Young writes.
The publication outlines ways to reduce energy use
via reduction of aggregate moisture content, insulation
of dryer shells and surfaces, reduction of exit gas and exit
material temperatures, use of alternate fuels, use of more
efficient hot oil heater designs, use of more effective
piping, tank and silo insulation, and use of variable
frequency drives on large motors.
Covered stockpiles, which keep moisture out of fine
aggregates or RAP (neither of which drain freely) are
indicated instead of exterior storage, because drier raw
materials require lower heat input.
Just as used oil drained from mobile equipment
should be recycled, many asphalt producers benefit from
burning low-cost recycled oil in their plants.
FHWA
Reducing energy consumption
Keeping RAP under cover reduces its moisture content, resulting

in lower burner fuel costs.
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the byproduct. The North Asphalt Plant is now able

to use more renewable green energy and less natural
gas, resulting in a real environmental benefit and a
significant cost reduction, the company said.
Plants can reduce their electrical load as well as
their fossil fuel consumption. Producers operating
automated aggregate plants sometimes can take
advantage of lower off-peak electric rates by running
the next days production the night before.
Many more producers can take advantage of
variable frequency drives as recommended in the
NAPA publication Energy Conservation in Hot-Mix
Asphalt Production. Variable frequency drives allow
conservation of electrical energy on large fan motors
by slowing the fan, instead of using dampers to restrict
air flow. Todays lower prices for VFDs make them an
energy-saving option for the large exhaust fan motors
and burner blower motors used in asphalt plants,
Young said.
Production of warm-mix asphalt definitely will
reduce the energy demand. Paces Mitana told HMAT,
Use of warm mix is becoming more and more
common in our area, and we see a nice, steady growth
in its use.
Auditing Environmental Practice

A comprehensive audit can be conducted to determine
a plant and paving operations green profile or footprint.
We are going above and beyond emissions
guidelines, not only with the plant, but with the area
around the plant, Grimes Asphalts Moyna told HMAT.
Controlling dust, and any material washing off, is an
important task. We either water the roads, or use dust
control measures on the roads and on the stockpiles. We
do it as a good neighbor policy. We also install berming
and tree plantings, everything we can to isolate what
weve got going from passers-by.
A top-to-bottom plant environmental audit will
help asphalt producers get a grasp on where they
stand in terms of their greenness. For example, out
West, Granite Construction has developed a complete
assessment of the environmental impact of various
construction, rehabilitation and maintenance operations.
We developed a carbon footprint calculator for
RAP, asphalt shingles and warm mix, and looked at
it from a holistic standpoint, from taking materials
from the ground, to placing them on the roadway,
said Christopher Robinette, quality control engineer,
Granite Construction, Inc., Sparks, Nev. We have been
able to establish the carbon and energy footprint of a
typical operation, down to a ton of hot mix. Robinette
described the guidance at the January annual meeting
of NAPA.
Sometimes the industry can partner with the state
regulatory agencies. In 2000-2002, the Colorado
TOM KUENNEN
Going all Green continued
Place tack coats evenly and pave over them before motorists or
workers spread tack material outside paving lane.
Asphalt Pavement Association (CAPA) worked with
the Colorado Department of Public Health and
Environment to launch a voluntary Compliance
Assurance Pilot program, dubbed Compass. The
program involved integrating pollution prevention
and environmental leadership principles into ongoing
compliance efforts, via a partnership between the
division and the industry through CAPA.
Compass was a program in which the state
provided an inspector to audit our members
production facilities, said Tom Peterson, P.E., CAPA
executive director. They benchmarked them from a
compliance standpoint, and went back a year later to
compare. They then went back another year later, and
overall, the results were very favorable in terms of the
improvements.
The project was undertaken as a joint effort with
the environmental agency, not as an adversarial
inspection. We worked in partnership to address
each others concerns, and in the long run, improve
air quality, Peterson said. We were recognized for
that, and in 2003 were recognized with the governors
Environmental Leadership Award.
While the Colorado Compass partnership lasted
just a few years, other states continue to work in
partnership with asphalt producers. For example, in
Missouri, Fred Weber, Inc. has been involved in the
Missouri Environmental Management Partnership
(MEMP) with the Missouri Department of Natural
Resources (MDNR) since 2008. Thats when the firms
North Complex became part of a very select group
which recognizes companies for their high level of
environmental commitment and performance. MDNR
began the program to encourage the development of
voluntary Environmental Management Systems (EMS) in
all companies to help manage the environmental impact
of an organization.
Fred Webers EMS displays a commitment to
regulatory compliance, continual improvement through
performance-based objectives and periodic review,
and evaluation of the performance to ensure the firms
Going all Green
continued
environmental impact is diminished, and its operations

are more sustainable, the firm says.
There are benefits to the contractors involvement.
The MEMP program features a single point of contact,
or gatekeeper, for communications between MDNR
and Fred Weber, Inc.s EMS; expedited reviews of
permit applications; flexibility in permitting new
control technologies; streamlined reporting; a process
for resolving some regulatory violations without
formal enforcement action; and forms of public
recognition, including the use of the MEMP logo on
corporate facilities and in public venues.
Recognizing Achievement
To provide an avenue for continuous improvement
and to assist their members in reaching environmental
and other goals, NAPA launched the Diamond
Achievement Commendation for Excellence in Asphalt
Plant/Site Operations in 1999.
Various NAPA initiatives over the years have
addressed aspects of continuous improvement, but the
Diamond Achievement is the crown jewel of NAPAs
efforts to recognize and encourage excellence in
operations at asphalt plants.
This comprehensive process begins with a selfassessment of six aspects of plant/site operations:
appearance, operations, environmental practices,
safety, permitting and regulatory compliance, and
community relations. It also includes verification by
an outside third party who is not associated with the
company. Nearly 800 plant/sites are current Diamond
Achievement recipients.
Green Practice in the Field

A pavers environmental footprint can be reduced
with the right type of equipment, especially the type
of engines (Tier III and Tier IV, for example), machine
productivity, and the type of fuel used. Biodiesel,
derived from soy products, may be a green option to
diesel fuel. Use of biofuels in the equipment is one
way an operation can be made greener, Paces Mitana
said. The trend is that way, everything is going green,
and there is no reason asphalt contractors cant do the
same.
Engine idling can be limited. Excessive idling
contributes to the deterioration of air quality and
the production of unnecessary emissions. Idling also
wastes fuel and may damage vehicle engines. The City
of Dallas requires its contractors to limit idling time to
five minutes for work vehicles with a GVW rating equal
to or greater than 14,000 lbs.
Care must be taken to keep tack coat material from
migrating into side streets, parking lots and even
tracked into retail establishments. Usually, the longer
a tack coat is exposed, the greater the chance it has of
being tracked. New high-performance, value-added

tack coat materials set quickly and preclude tracking.
Use of biodegradable release agents in truck
hoppers is an environmentally friendly option. We
lean toward these environmentally friendly release
agents, Mitana said. We dont allow dump truck
beds to be sprayed down with diesel fuel, and one
plant has an automated system that sprays the release
agent in the bed of each dump truck before it enters
the load-out.
Likewise, diesel fuel now is precluded from endof-day cleanup of tools and screeds; environmentally
friendly release agents have taken its place.
We have all but eliminated the use of diesel fuel
to clean shovels, rakes and hand equipment around
the paver, CAPAs Peterson said. Its been replaced
across the board by environmentally friendly
release agents, and its a very clear movement in the
environmental direction by operations.
An exhaustive listing of road construction
environmental best practices is contained
in the publication Construction Practices for
Environmental Stewardship from AASHTOs Center for
Environmental Excellence; it can be found at http://
environment.transportation.org/environmental_
issues/construct_maint_prac/compendium/
manual/4_1.aspx. Also, NAPA has produced 101
Ideas to Reduce Costs and Enhance Revenues, which
can be found at the NAPA store on www.hotmix.org.
Why do it?
Why should asphalt producers begin focusing now
on greening facilities, operations and management
practices?
From a purely pragmatic point of view, because
some kind of environmental certification program
is probably coming in the months ahead. The rapid
spread of LEED certification through the structural
sector was driven by architects and corporations,
but since then governments, showing leadership for
their communities, have gotten on the bandwagon
and are demanding LEED certification for their new
structures.
That means the states, cities and counties with
which asphalt contractors work eventually will
probably require green certification for their road
projects. Indeed, such a thing may be encouraged in
the next U.S. surface transportation bill now being
debated in Washington. But beyond pragmatism, it is
the right thing to do.
When we reduce our impact on the
environment, said NAPA president Mike Acott, we
make our industry and our individual businesses
more acceptable to our communities. In the long run,
HMAT
thats good for business.
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Tack Coats:
Setting the
Record Straight
By Dan Brown
LEFT. Note that all nozzles are working and are adjusted at the same
angle to the spray bar. MIDDLE. Excessive tack coat application can
cause a slip plane between the two layers of pavement. RIGHT. This
spray bar has major problems; tack coat distribution is totally nonuniform because some nozzles are plugged, others are not set at the
right angle.
pplying a tack coat to

an existing pavement
is such a simple and
inexpensive process
that its importance
is often overlooked. In many
specifications, the tack coat is
considered to be an incidental
expense, so it is not paid for
directly, but is included in the cost
of other items in the contract.
The proper application of a
tack coat, however, is critical to
the performance of an asphalt
pavement. When you apply a tack
coat correctly, it can significantly
improve the bond between the
pavement layers, says consulting
engineer Jim Scherocman, an
experienced expert on the subject.
The tack coat can reduce the
tendency for the surface layer
to slide on the underlying layer

under the force of accelerating or
decelerating traffic. And the tack
coat may reduce top-down cracking
in the surface course layers.
Residual amount of binder

Scherocman says the application
rate of the tack coat is not nearly as
important as the residual amount
of asphalt binder the material
remaining on the surface after the
tack coat has set. The residual
amount normally does not cover
the entire pavement surface. In the
vast majority of paving situations,
Scherocman says the tack coat
should be distributed over only 90
to 95 percent of the existing surface.
That leaves 5 to 10 percent of the
surface visible after the tack coat
has been applied.
The amount of desired residual

coating is up for debate, says Don
Etnyre, sales manager for E.D.
Etnyre & Co., a manufacturer of
tack application equipment. Some
people like to cover 100 percent,
and some people like streaks, he
says. Scherocman says it depends on
the pavement surface.
If the existing pavement surface
is porous, you should have 100
percent coverage, says Joe Button,
senior research fellow at the Texas
Transportation Institute, Texas
A&M University, because some
of the material will seep into the
pores.
Too little tack coat may result
in a significant reduction in
the strength and durability of
the pavement structure, says
Scherocman. Too much tack coat
will create a slip plane between

the layers and cause the upper
pavement to slide on the lower
layer.
Type of material
Typically an asphalt emulsion
is used for the tack coat, and it can
be a rapid-set or a slow-set material.
For the rapid-set emulsions, usually
an RS-1, RS-1h, CRS-1 or CRS-1h
material is specified. For the slowset emulsions, the most common
grades are SS-1, SS-1h, CSS-1, and
CSS-1h. For some high-traffic
roadways, the asphalt emulsion may
be polymer modified.
In some areas, asphalt binder
is used for the tack coat instead
of emulsion. In that case, the tack
coat material is 100 percent asphalt;
usually the grade of binder selected
is the same as the grade contained
in the asphalt pavement overlay.
Most grades of asphalt emulsion
contain approximately 60 to 65
percent asphalt binder, and the
remainder is water and emulsifying
agent. After the tack coat, or
emulsion, has been applied, the
water evaporates and the residual
asphalt content remains on the
surface. For practical purposes, you
can assume that an emulsion is twothirds binder and one-third water.
Tack coats are applied at 0.04 to
0.10 gallons per square yard, says
Scherocman. Based on an applied
rate of 0.06 gallons of emulsion per
square yard, the residual asphalt
binder in an undiluted emulsion
would be 0.06 X 2/3, or 0.04 gallons
per square yard.
If an emulsion is diluted 1:1 with
water, then the residual amount of
asphalt binder is only one-third of
the application rate. So, a diluted
EXISTING PAVEMENT CONDITION

New asphalt layers
Old, oxidized asphalt
Milled asphalt surface
Milled PCC surface
Portland Cement Concrete
emulsion has to be applied at twice

the application rate compared to an
undiluted emulsion to achieve the
same residual amount on the road.
For a diluted emulsion, to achieve a
residual amount of 0.04 gal/square
yard, it would be necessary to apply
0.12 gal/sq.yd. (0.12 X 1/3 equals
0.04 gal./sq.yd.)
The chart below gives
Scherocmans recommended
residual application rates for various
pavement surfaces:
Recent research, says
Scherocman, indicates that you
may not need to place a tack coat
on a milled asphalt surface. Thats
because the roughened surface
helps provide a mechanical, shearresistant bond between the two
layers. In that case, you need to
make sure the milled surface is very
clean, says Button. Sweeping with
a rotary broom will not be enough;
you need to use pressurized air or
water, he says. Merely sweeping will
leave debris in the texture of the
milled surface.
Common mistakes
Uniform tack coat application
depends on the size of the nozzles
used on the distributor spray
bar. Dont make the mistake of
applying tack coat with the same
nozzles you use for a chip seal, says
Scherocman. The nozzles for a chip
seal have much larger holes than
you need for a tack coat, because
application rates for a chip seal are
much greater. If you use chip seal
nozzles, the holes will be too large,
and the emulsion will come out in
longitudinal streaks. You will not
get uniform coverage.
A chart is usually supplied
with each distributor to provide
RESIDUAL RATE (GAL./SQ. YD.)

0.02-0.03
0.04-0.06
0.05-0.07
0.05-0.07
0.04-0.06
information on the proper nozzle

size to use for different application
rates. Dont neglect the pump
pressure or the ground speed of the
distributor both must match the
desired application rate of the tack
coat.
Next, you need to make sure
that all nozzles on the spray bar
are set at the correct angle and are
functioning properly. The nozzle
opening, or slot, should be set at an
angle of approximately 30 degrees
to the axis of the spray bar. If all of
the nozzles are not set at the same
angle, you will not get a uniform
application of tack coat.
If the distributor has not been
used for some time, it is a good
practice to do a trial run on an
unused area. In addition, the
trial run can be used to judge the
uniformity of application and
confirm the proper application
rate. If you want, you can calibrate
the distributor application rate
according to ASTM D 2995.
If the existing pavement surface
is dusty, Scherocman warns, the
application of the tack coat may not
provide a bond between the layers
of asphalt. It is extremely important
to clean the existing surface before
the tack coat is applied. It may
be necessary to sweep or flush
the existing pavement with highpressure water to remove any dust
film.
Pick-up on truck tires

When an asphalt emulsion
breaks, the asphalt binder particles
separate from the water. When the
water has evaporated, which takes
place in 15 minutes to two hours,
the emulsion has set. Once the
emulsion has set, it is ready to
have the fresh asphalt placed on
it. Between the tack coat emulsion
break time and the set time, the
tack coat is very sticky and will
adhere to the haul truck tires and be
carried away.
That obviously defeats the
purpose of applying a tack coat in
Tack Coats continued

the first place, says Scherocman.
However, the pick-up of the
tack coat on truck tires can be
reduced by driving over the asphalt
emulsion before it has broken. If
that cant happen, then the only
way to prevent the tack coat pickup problem is to assure that the
coat completely sets before driving
the haul trucks on it. That can
significantly delay the placement of
the asphalt mixture.
The pick-up problem can be
minimized by using the following
techniques:
Minimize the tack coat
application rate;
Achieve uniform tack coat
application across the pavement
by using the proper nozzle size,
nozzle angle, and spray bar height;
Use an asphalt binder for the tack
coat;
Apply the tack coat as far ahead of
the paver as is feasible, depending
on traffic safety requirements.
Research has shown that even a

set tack coat material will cut down
the friction available to a vehicle
tire, especially if the surface is wet.
Use caution in placing the tack
coat ahead of the paver. If rain is
imminent, the amount of tack coat
placed ahead should be controlled.
And if the tack coat is exposed to
traffic, you might apply a light layer
of sand to the tack coat.
Getting it Right
To get the best performance
from a tack coat, it is important
to understand the basics: Its main
purpose is to provide a bond between
the existing pavement surface and
a new layer of asphalt. The bond
reduces the possibility of a sliding
failure between the new and the old
pavement layers.
The tack coat need not completely
cover the underlying surface only
90 to 95 percent of the surface area
needs to be covered to achieve a
32 467339_PQ.indd
Hot Mix Asphalt
Technology MAY/JUNE 2010
1
bond. Too little or too much tack

coat material is detrimental to the
performance of the pavement.
The residual amount of asphalt
binder is of primary importance.
When using undiluted emulsions, you
should calculate the residual amount
of tack coat based on the applied rate
times two-thirds (the percentage of
binder in the emulsion).
Tips when applying emulsion,
Scherocman says, include the
following:
Make sure all nozzles on the spray
bar are open and fully functioning;
All nozzles should be set at the
same angle to the axis of the bar
and all the fans should be in the
same direction;
The height of the spray bar above
the ground should provide for a
double or triple overlap of the fans.
The proper uniform application of
an asphalt tack coat will contribute
greatly to the durability of the new
HMAT
asphalt layers.
2/16/10 4:45:27 PM
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Farm Buildings Barns Grain Leg Set-Ups Tanks Silos

Corn Cribs Bins Industrial Buildings Concrete Plants
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Truck Terminals Steel Structures & Red-Iron
Unlocking the Potential of
Porous Asphalt Pavement

What every pavement professional should know about the
potential and limitations of porous asphalt.
By Kirk Landers
orous asphalt is a concept that essentially

makes a pavement into a high-performance
retention area for runoff water. It filters the
runoff through an open-graded asphalt
pavement, then a coarse single-size aggregate
base which serves as a retention area until the water
can percolate into the uncompacted native soil below. It
optimizes right of way utilization, avoids erosion problems
due to water runoff, enhances water quality, and creates
a driving surface which virtually eliminates wheel spray
and hydroplaning.
A steady rain clearly delineates this parking lots wet

conventional asphalt from its nearly dry porous asphalt
pavement section. Porous asphalt eliminates wheel spray
and hydroplaning in addition to enhancing water quality and
minimizing erosion.
While there are additional costs associated with porous

pavements, significant savings can be realized by avoiding
other stormwater mitigation structures. It has performed
admirably in test applications in high load and relatively
high traffic count situations.
The use of porous asphalt pavements has expanded
as environmental stewardship has become an ever more
prominent theme in the design and construction of roads
and parking lots. Just how significant porous asphalt
will be in the full spectrum of pavement technologies
depends upon who you talk to. Most believe it will be an
Porous asphalt pavement is one of the hallmarks of Salem,

Oregons Pringle Creek subdivision, one of Americas most
advanced green construction projects.
Pringle Creek photos: Oregon Asphalt Pavement Association
important specialty pavement, used to deal with special

environmental considerations. Some think it could be
more widely used than that, because it may outperform
conventional pavements in some applications.
Porous pavement basics

According to Tom Cahill, P.E., of CH2M Hill, engineers
began using porous asphalt designs back in the 1970s as a
way to control runoff water and its effects on everything
from soil erosion to water quality. The introduction of nonwoven geotextiles in 1979 gave rise to todays designs that
combine high-voids asphalt and a high-voids aggregate base
to create an in-situ water retention and percolating facility.
The environmental benefits of porous asphalt roadways
stem from two basic facts: the structure is effective in
filtering impurities from stormwater, including heavy
metals; and the in-situ water retention and percolating
feature minimize the impact the paved surface has on
soil erosion, flooding, and water quality in streams and
lakes. In addition, the porous asphalt pavement reduces
the amount of space needed for the pavement and
management of its runoff water.
In recent years, porous asphalt projects have
flourished as pavement engineers have become more
confident in the performance and durability of the
design principles and materials involved. High profile
early projects, such as a Visitor Center parking lot at
Walden Pond in Massachusetts, led the way. The Walden
Pond lot, created in 1976, is still in service today.
Subsequent projects have tested porous pavements
ability to perform under higher loads, from ever larger
parking lots, to industrial areas, to residential streets, and
even to highway applications.
Out of the parking lot

In recent presentations on porous pavement by the
National Asphalt Pavement Association, presenters
agreed that the case for porous asphalt is based on
its contributions to water quality, reduced runoff,
groundwater recharge, and also its safety virtues
(it eliminates puddles, vision-blocking spray, and
hydroplaning).
Presenters also agreed that it has limitations. It costs
more to build than a conventional pavement, but it
can be less expensive than a conventional pavement
and a drainage and retention system. It works best on
upland soil with good drainage and adequate depth to
groundwater and rock.
That leaves thousands of lane miles of potential road
and street applications, and untold acres of parking lots
as potential applications for porous pavement.
One of porous pavements most knowledgeable
advocates is Jim Huddleston, head of the Oregon Asphalt
Pavement Association. He recited a long list of successful
porous asphalt projects in a presentation titled Not Just
for Parking Lots Anymore at the 2009 World of Asphalt,
including residential street applications in Portland and
A key concern in constructing

porous asphalt pavements is
protecting the open-graded friction
course during construction. In this
photo of the Pringle Creek (OR)
subdivision project, contractors
use geotextiles to protect the opengraded asphalt friction course from
contamination, and plywood to
protect it from scuffing while the
asphalt is curing.
the environmentalist-touted Pringle Creek Community

in Salem, Oregon. He also described successful
experimental porous pavements installed in high load
applications, such as a Portland industrial area, and a
busy Chandler, Arizona highway.
Theres no question you can engineer a porous
asphalt pavement to handle heavy traffic loads, he told
HMAT. It may or may not be adequate for the highest
volume Interstates, but it certainly could be deployed in
many applications.
One of the examples Huddleston cites of this is a test
pavement on U.S. 87 in Chandler, a Phoenix, Arizona
suburb. When the Arizona DOT replaced about a mile of
pavement in 1985, they used porous asphalt pavement
Haul trucks plied Pringle

Creeks unfinished porous
roads during Oregons wet
winter months without
causing any damage.
Porous Asphalt Pavement continued

Figure 1: Typical Porous Pavement Cross Section
This illustration shows

how open graded
asphalt and opengraded base aggregate
are combined with an
uncompacted subgrade
and geotextiles to
create a pavement
that also functions as
a water retention and
percolating facility.
on two lanes going in one direction,

and conventional asphalt pavement
for the two lanes going in the other
direction. The porous pavement
lanes served 20 years under
growing traffic volumes without a
repair before being replaced as part
of a larger-scale reconstruction of
the highway.
Jim Delton, now the Arizona
DOT State Materials Engineer,
was the agencys supervising
construction engineer on the
project.
It was a 20-year pavement
design, Delton told HMAT, But
the traffic volume on the road
quickly exceeded the projections
we used for the design. It probably
hit our lifetime traffic volume goal
in 14 or 15 years. The pavement
continued to stand up to traffic
well beyond its design life, said
Delton. It also handled stormwater
with splashless efficiency for its
entire life, though Delton noted
that after four or five years, the
speed with which water drained
from the surface was somewhat
less impressive than when the
pavement was new.
Constructing porous asphalt

pavements
Porous asphalt pavements
require permeable soils with at
least two feet to bedrock and
three feet to high water. They are
generally not recommended for
roads built on fills, or for surface
slopes greater than 5 percent. The
classic porous asphalt pavement

construction begins with an
uncompacted subgrade topped
by a non-woven geotextile, then
clean, uniformly graded 2-3 inch
aggregate (40 percent voids). This
coarse aggregate layer may be
covered with a uniformly graded
layer of half-inch crushed aggregate
for enhanced stability, then one or
more lifts of open-graded asphalt.
NAPA recommends that the
asphalt mix have a minimum of
16 percent air voids to assure good
permeability. Their engineers
also recommend a minimum 5.75
percent asphalt binder content by
weight of total mix to enhance its
durability. And they recommend
a draindown test threshold of 0.3
percent maximum to make sure the
binder doesnt drain down during
storage.
The actual construction of a
porous pavement involves more
planning and care than the
construction of a conventional
pavement. For example, care
must be taken not to compact the
subgrade with work-vehicle tires,
or to rut the aggregate base. In
addition, it is vital to keep mud,
dirt, dust and other solids out
of the base and the asphalt lifts
during construction in order to
avoid clogging the voids that are
the key to the structures ability to
efficiently channel and hold storm
water.
For this reason, in NAPAs
2009 webinar on porous paving,
NAPA Director of Engineering

Kent Hansen, PE, recommended
extra attention to scheduling.
In projects like subdivisions, he
said, Its important to build the
pavement late in the construction
process, after the vegetation is
established, or to keep sediment
controls in place until vegetation
has stabilized the adjacent soils.
To avoid compacting the
subgrade during general
construction, contractors can
excavate the bed to a foot or so
above the planned elevation so the
road can be used by work vehicles.
When general construction
is completed, the bed can be
excavated to the planned elevation,
and construction of the porous
pavement can begin.
Only tracked machines with soft
footprints or backhoes should be
used to grade the subgrade, says
Hansen.
After the subgrade has been
graded, the geotextile is laid. Where
the sheets of fabric meet, they
should overlap by 16 inches, and
at the ends of the project about
four feet of excess fabric should be
left. This fabric will be pulled over
the aggregate course as temporary
protection from voids-clogging dust
and dirt and other contaminants;
it is removed when paving
commences.
After drain pipes (if any) are
installed, the stone recharge bed
is placed. In this process, trucks
cannot drive on the fabric, so they
dump their loads at the edges of the

roadway and track-type machinery
spreads and grades the aggregate from
there. The coarse aggregate of the
recharge bed is typically placed in 8to 12-inch lifts, and compacted by a
roller working in static mode.
An optimal choker course of halfinch clean-washed aggregate covers
the recharge bed. Its role is to lock up
the coarse aggregates surface to keep
the structure stable during paving.
Paving is done with a trackmounted paver. Hansen says
care must be taken to limit truck
movement on the stone bed since the
structure doesnt achieve full stability
until the asphalt lift sets up. Explains
Hansen, The open-graded aggregate
achieves good stability when it is
confined, and the final piece of the
confinement is the OGFC.
Caltrans recommends placing
the open-graded mix at 200 to
250 degrees F. Mix temperature is
important, especially with modified
388844_Bituminous.indd 1
binders which can be difficult to work

at lower temperatures. If the paving
crew engages in too much handwork
or other delays, porosity can be
compromised.
After compaction two to four
passes with a steel-wheel roller in
static mode traffic should be
limited for 24 hours to allow the
asphalt to cure.
Porous pavement maintenance
focuses on protecting the porosity of
the asphalt lift. It should be vacuum
swept periodically, and it should not
get conventional seal coat treatments
since they can reduce porosity. Sand
should not be used for de-icing.
Sand clogs the pavement structures
porosity. Salt may be used, but
research has shown that the amount
of salt used will be 25 percent or
less of that used for an impermeable
pavement. Either dense or porous
asphalt can be used for patching.
If dense-graded asphalt is used for
the patch the area should be limited
to about 10 percent of the porous

pavement area.
Whats next for porous asphalt?

Porous asphalt pavement has
been used successfully in light traffic
applications like residential streets
and parking lots all over the United
States, from hot climates to cold,
and from wet climates to dry ones. It
works.
The cost of the asphalt portion
of a porous pavement is similar to
the cost of conventional hot-mix
asphalt, says NAPAs Kent Hansen.
But the cost of the gravel bed is more
than subsurface construction in a
conventional pavement.
However, adds Hansen, porous
asphalt pavement can provide
significant savings when an agency
accounts for the cost of complying
with stormwater regulations
using conventional stormwater
management technologies. In some
cases, the rights of way needed for
Hot Mix Asphalt Technology MAY/JUNE

2010 PM
37
9/15/08 11:12:38
Porous Asphalt Pavement continued

drainage and retention ponds are
only available at a very high price,
and sometimes not at any price.
Porous asphalt is currently
considered a specialty pavement,
useful in conforming to
stormwater regulations in areas
with native soils and grades that
make it feasible.
Jim Huddleston thinks it may
have more potential than that
in the long run, as a residential
street pavement that pays for
itself with a longer service life

than conventional impervious
pavements.
Most low-volume road designs
specify a minimum amount of
asphalt placed on dense-graded
aggregate bases, he explains.
One of the most common ways
these pavements fail is when those
dense-graded bases get saturated
with water. Under traffic the
saturated base rock loses strength
and deflects. The high deflections
Food | Aggregate | Feed & Grain | Asphalt

Wood Processing | Pet Food | Fertilizer | Concrete
Its SMART
to choose
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BUSINESS
INTELLIGENCE SERVER
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38 Hot Mix
436160_WEM.indd
1
Asphalt Technology MAY/JUNE 2010
10/22/09 10:40:21 PM
create tensile strains in the asphalt

that lead to alligator cracking and
potholes.
In porous asphalt systems,
the porous base rock performs
equally well wet or dry, he notes.
Its not hard to imagine porous
asphalt pavements outlasting any
other pavement design for lower
volume streets in wet climates and
delivering a better life-cycle cost as
a result.
Porous asphalt pavement has
gained broad acceptance as a costeffective, environmentally sound
solution for parking lot design
and construction, and it is gaining
interest as a road pavement,
too. While it remains to be seen
how significant it will be in the
total scope of the road market,
pavement engineers and asphalt
contractors alike should consider
porous asphalt pavement a proven
technology for solving difficult
environmental challenges for
parking lots and streets.
HMAT
For More Information

There is a growing library of valuable references
on porous asphalt pavement. Here is a limited
sampling of the current offerings.
Porous Asphalt Pavements for Stormwater
Management:Design, Construction and
Maintenance Guide (IS-131), National Asphalt
Pavement Association, Lanham, MD.
www.hotmix.org.
Design, Construction and Maintenance of OpenGraded Asphalt Friction Courses (IS-115), National
Asphalt Pavement Association, Lanham, MD.
www.hotmix.org.
Porous Asphalt: The Right Choice for Porous
Pavements, Thomas H. Cahill, et. al., Hot Mix
Asphalt Technology, Sep/Oct 2003 issue,
National Asphalt Pavement Association, Lanham,
MD. www.hotmix.org.
Porous Pavements, E Thelen, 1978. The Franklin
Institute Research Laboratories.
University of New Hampshire Stormwater Center
2007 Annual Report (2007), University of NH
Stormwater Center, Durham, NH.
Porous Pavements Working in Northern Climates,
Chuck MacDonald, Hot Mix Asphalt Technology,
Jul-Aug 2006 issue, National Asphalt Pavement
Association, Lanham, MD. www.hotmix.org.
Porous Asphalt Pavements with Stone Recharge
Beds, slide presentation, Brandon Milar,
California Asphalt Pavement Association, www.
californiapavement.org.
80 & 130 TPH
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Warm Mix:
Since warm-mix asphalt burst on the scene in 2002, technology, techniques
and expectations have expanded rapidly. Here is a reality check.
By Brian Prowell
Caltrans and contractor North

Bay Construction employed
warm mix for a resurfacing
project in the Point Arenas
area, part of Californias
environmentally pristine
Mendocino County.
PHOTOS: CATHRINA BARROS, CALTRANS
ighway agencies and the asphalt industry

face mounting pressures from rising
costs, shrinking budgets, and the need for
environmental stewardship. Warm-mix
asphalt (WMA) is one of the technologies
that the industry has been developing to address these
concerns.
The warm-mix asphalt concept was introduced to the
United States from Europe in 2002 through a study tour
sponsored by the National Asphalt Pavement Association
(NAPA). Its growth in the intervening eight years has
been remarkable, particularly considering the time it
typically takes new technologies to be adopted within
the industry. Certainly, early partnerships such as the
Federal Highway Administration/NAPA WMA Technical
Working Group, co-chaired by Matthew Corrigan and
Ron White, played a leading role.
Still, this adoption was not mandated. In many
cases, industry invested in warm mix prior to agency
acceptance. This article attempts to examine the
incentives for adopting warm mix and to see how these
incentives may influence choices regarding warm-mix
technology. In many cases, incentives which appear
to be driving its use are different from those initially
envisioned by the 2002 NAPA study group.
Incentives are really benefits or perceived benefits

that lead us to an action. Understanding potential
benefits and potential risks can help contractors and
agency officials make informed decisions regarding the
investment in or adoption of warm-mix technologies.
Some benefits have been scientifically documented,
while others have not. The selection of a particular
warm-mix technology appears to impact the available
incentives.
Everyone Wants to be Green

A green campaign has been sweeping the U.S. and
much of the world in recent years. Certainly, we should
all strive to continually improve our environmental
stewardship and to build more sustainable pavements.
Todays marketing campaigns, however, thrive on being
green, which raises the question: Are the environmental
benefits of warm mix driving its growth?
The primary incentive for the development of warm
mix in Germany was worker exposure. Germanys
mastic asphalts, such as Gussasphalt, are used as longlasting pavements, bridge surfaces, sidewalks, and
even interior flooring. Historically, these mixes were
produced at temperatures in excess of 450F. These high
temperatures result in increased fumes not experienced
Where We Are,
Where Were Going
with conventional hot-mix asphalt. The adoption of
warm-mix technologies for Gussasphalt production in
Germany significantly reduced fumes.
Mastic asphalts, however, are not used in the U.S.
Shell and Kolo Veidekkes work to develop WAM-Foam
was aimed at reducing plant emissions as well as worker
exposure. These incentives, along with potential fuel
savings, were the initial benefits reported from the 2002
NAPA Study Tour.
Stack emission tests have been reported for some 17
warm-mix projects, representing six different warmmix technologies. It is difficult to compare one project
or technology against another since conditions varied
between the trials. Nitrogen oxides (NOx) were reduced
in all cases. Results for sulfur dioxide (SO2) and volatile
organic compounds (VOCs) were less clear, with a few
observed increases that may have been due to issues such
burner tuning or the evaporation of water.
National Coooperative Highway Research Program
Project 9-47A, Engineering Properties, Emission, and
Field Performance of Warm-Mix Asphalt Technologies,
is tasked with documenting emissions from warm mix
and comparable hot-mix mixtures.
Industrial hygiene testing has been reported from
four projects, including a multi-technology project.
Testing indicates reduced worker exposure and many
of the results showed specific compounds were not
even detectable. It should be noted that testing on
corresponding hot-mix asphalt sections also produced
Fuel Usage Vs CO2
70
y=0.92x + 3.85
R_=0.71
60
Reduction in CO Emissions, %
2
50
40
30
20
10
Do Fuel Savings Pave the Way for Warm Mix?

Todays fuel prices are lower than their peak in the
summer of 2008, but they are still a concern. One
of the reported benefits of warm mix is reduced fuel
consumption for the heating of the aggregate. Reported
fuel savings in the literature range from 15 to 77
percent! The average of the fuel savings reported to date
is 23 percent.
Fuel savings will vary with the temperature reduction
and warm-mix technology employed. Larger fuel
savings are reported for mixes produced close to the
boiling point of water (212F).
Some of the data appears questionable, or results
from extremely short production runs when the plant
was previously warmed up. There is concern that
electrical usage could actually increase during the
production of warm mix due to reduced workability and
the resulting increased strain on motors for components
like the pugmill, coater, or drag slat conveyor. An
important component of NCHRP 9-47A is documenting
fuel and electrical consumption during the production
of warm-mix and corresponding hot-mix control mixes.
So the question remains, do fuel savings make warm
mix cheaper to produce than hot mix? The current
answer appears to be yes, but it does not completely
offset warm-mix costs in all instances. Typical fuel
savings are about $1.00 per ton. This is less than the
typical cost for warm-mix additives. Reduction in fuel
consumption results in other benefits whose dollar
value is less clear. Foremost, fuel usage and production
of carbon dioxide are linearly related. So a 20 percent
reduction in fuel consumption results in approximately
a 20 percent reduction in CO2 production (Figure 1).
Foamed Asphalt
Foamed asphalt was developed in the U.S. by Cysani

in the 1950s. The concept of foamed asphalt is simple.
-10
Line of Equality
-20
-30
-30
results within acceptable exposure limits. More sensitive

tests are being employed as part of NCHRP 9-47A to
better quantify reductions in worker exposure.
-20
-10
10
20
30
40
Reduction in Fuel Usage, %
50
60
70
FIGURE 1. Reduction in CO2 vs Reduction in Fuel Usage. Data for 14

warm-mix projects shows a linear relationship between fuel usage
and carbon dioxide production.
PARTS
Dale Wiemerslage
Cell: 608-778-5383
Fax: 608-326-7575
dawiemerslage@dillmanequipment.com
SERVICE
Bill Winkers
Cell: 317-695-0465
Fax: 608-326-5116
biwinkers@dillmanequipment.com
Warm Mix continued

Water expands some 1600 times
as it turns to steam. If that water
is encapsulated in hot binder,
the binder will expand or foam,
resulting in a reduction in viscosity
as well as improving coating.
Two of the original warm-mix
technologies developed in Europe
WAM-Foam and Aspha-minwere
foaming technologies. WAM-Foam
requires a two-part binder addition.
The aggregate is first coated with
a soft binder or flux and then a
harder grade binder is foamed into
the mixture. The combined soft and
hard binders are selected to meet
the specified grade. On-site binder
blending is an accepted practice in
Europe, but is not widely accepted
in the U.S.
Aspha-min and a newer product,
Advera WMA, are synthetic zeolites.
Synthetic zeolites release stored
water upon heating. This released
water provides localized foaming of
the asphalt. The synthetic zeolites,
and its associated cost, are added
to each ton of asphalt mixture.
Additive costs, or any cost related
to warm- mix technologies, are a
concern for asphalt contractors.
Asphalt plant manufacturers
have developed free-water foaming
systems that can be retro-fitted
to existing plants. As of the
fall of 2009, there were seven
manufacturers of free-water foaming
systems in the U.S. All but one
uses a nozzle or a series of nozzles
to inject water under pressure into
the hot asphalt. The systems vary
in their complexity. The amount
of water added is typically small,
approximately 2 pounds per ton,
compared to approximately 28
pounds per ton for Low Emission
Asphalt (which uses damp fine
aggregate) or 55 pounds per ton for
emulsion based systems. One of
the advantages of these systems is
that water is very inexpensive; so
inexpensive that some contractors
are reportedly foaming all of the
time, even when producing at hot
mix temperatures, to prevent the
possibility of clogging their foaming

nozzles.
Generally, foaming systems
do not seem to be able to achieve
as much temperature reduction
as additive-based warm-mix
technologies. One contractor friend
refers to foaming systems as warm
hot mix. Production temperatures
typically range from 250 to 275F.
An Ohio study indicates average
fuel savings for free-water systems
are 14 percent, with fuel savings
of approximately $0.50 per ton. To
amortize the cost of the free-water
systems over three years (covering
the upfront equipment and
retrofitting costs and a 12 percent
interest rate) with fuel savings
of $0.50 per ton, the modified
plant would have to produce
approximately 85,000 tons of warm
mix each year.
European practice suggests all
warm mix should contain antistripping agents. Anti-stripping
agents are intrinsic to some warmmix additive technologies, but
would be a separate cost with
foaming systems. How best to
replicate foaming systems in the
lab is another concern, but this
can be a concern for all warm-mix
technologies.
Paving Solutions
Warm mix has provided solutions
to a number of other paving problems
contractors face. One of the most
common problems is cool-weather
paving. In some areas of the country,
contractors find themselves paving
late (or early) in the season. On other
projects, long-haul distances or longhaul times add difficulties. Add in a
modified binder and things can really
be interesting. California Department
of Transportation (Caltrans) has
combined all three of these factors
in warm-mix pilot projects. Three
technologies are currently approved
in California Advera, Evotherm
DAT, and Sasobit. Overall, the use of
warm mix in both dense and opengraded mixtures seems to improve
the mat quality under difficult paving
conditions. Good paving practices,
such as tarping trucks and in some
cases remixing, are a must.
Paving over rubberized crack
sealant, particularly fresh crack
sealant, can result in bumps in the
new pavement. Initially proposed
by Pace Construction in Missouri,
warm mix has been used by Missouri
contractors and Texas DOT officials
to prevent bumps in overlays of sealed
pavements. Experience in Missouri
suggests this is a long-term solution.
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433410_Jamar.indd 1
Hot Mix Asphalt Technology MAY/JUNE6/19/09

2010 5:08:05
43 PM
Warm Mix continued

In the simplest sense, warm
mix is a compaction aid. The
benefits of good in-place density
on long-term performance are
clear. Many specifications clearly
incentivize in-place density. There
is, however, a balancing point
between temperature reduction and
improved density. If production
temperatures are too low, the ability
to achieve improved density may be
negated.
If warm mix is only to be
used intermittently as a tool to
solve specific paving problems,
then additive technologies may
make more sense than the capital
investment necessary for free-water
foaming systems. Certain additive
systems allow larger (down to
212 F) reductions in production
temperatures, not available with
free-water systems.
Synergy with Recycling

Using reclaimed asphalt pavement
(RAP) and recycled asphalt shingles
(RAS) saves natural resources and
reduces cost. Why not use more?
Agencies typically cite two primary
concerns: Consistency and effect of
the aged binder in the RAP or RAS.
Stockpile management practices
and fractionation can help with
the former. Warm mix may be a
solution for the latter. One solution is
to use softer grades of virgin binder
or recycling agents. In some cases,
this produces difficulties in binder
storage, depending on the number
of grades typically used and the
number of available tanks. It has
been demonstrated that the lower
production temperatures associated
with warm mix reduce the initial
aging of the binder. This lower
initial stiffness may allow additional
recycled product to be added to match

the net binder stiffness of hot mix
immediately after construction. The
inclusion of recycled asphalt or shingles
in warm mix may also eliminate
certain production concerns, such as
low baghouse temperatures, that are
possible with virgin warm mix.
So Why Warm Mix?

The use of warm mix has
expanded faster than initially
expected, especially considering the
economic challenges of recent years.
It is important to understand what
agencies and contractors perceive as
the benefits of warm mix, and then
work to document these benefits using
sound science.
Meanwhile, warm mix is being
used for a whole range of different
reasons, some of which were not
initially expected. In some cases, it
solves immediate problems such as
cold-weather paving, long hauls or
paving over crack sealant. In other
cases, it may be a demonstration
of environmental stewardship, or
preparation for the possibility of
stricter regulations in the future. Most
likely, it is a combination of all these
factors.
Brian Prowell is the Principal Engineer
for Advanced Materials Services, LLC
located in Auburn, Alabama.
FIGURE 2. Warm mix was specified for this
stretch of composite pavement in Texas
because of its ability to cover crack sealant
without producing bumps.
Warm-Mix Asphalt References

Newcomb, D. An Introduction to Warm-Mix
Asphalt. National Asphalt Pavement Association.
Accessed from http://fs1.hotmix.org/mbc/Introduction_to_
Warm-mix_Asphalt.pdf August 8, 2007.
Prowell, B., A. Kvasnak, G. Hurley, R. West, T.
Kreich, L. Osborn, B. Frank, K. Peregrine, and D. Jones,
NCHRP 9-47A, Engineering Properties, Emissions, and
Field Performance of Warm-Mix Asphalt Technologies.
Interim Report Volume 1: State of the Practice,
Transportation Research Board, Washington DC, 2009.
Prowell, B. Warm-Mix Asphalt: Best Practices.
National Asphalt Pavement Association. Accessed from
http://store.hotmix.org
Powers, D., Summary Report of 2008 Warm-Mix

Asphalt Trials. Interoffice Communication, Ohio
Department of Transportation, November 2008.
DAngelo, J., E. Harm, J. Bartoszek, G. Baumgardner,
M. Corrigan, J. Cowsert, T. Harman, M. Jamshidi, W.
Jones, D. Newcomb, B. D. Prowell (Report Facilitator),
R. Sines, and B. Yeaton, Warm-Mix Asphalt: European
Practice. International Technology Scanning Program,
Federal Highway Administration, December 2007.
Barros, C. B., WMA in California. Presentation
NAPA Warm-Mix Asphalt and Recycling
Symposium, Sacramento, CA, June 2009.
HMAT
On the Road With Pavia Systems
A closer look at how warm mix is produced
How does warm mix technology work? There are two basic
techniques available, which involve foaming the asphalt
binder or inserting additives in the mix. Both of them rely
on physical properties of materials to produce an asphalt mix
at lower temperatures than conventional hot mix, but keep
the mix workable throughout the paving process.
FOAMING Foaming technologies work by introducing

water into the asphalt mix. The water can be introduced
in various ways, but the fundamental result is the same
in that the binder expands and reduces the viscosity of
the mix. Foaming depends on the fact that water expands
dramatically in volume when it turns into steam, so if the
mix is above the boiling point of water, any water content
will cause the binder to expand as well.
Foaming options include wetting aggregate before it is
added to the mix, injecting water into the mix, or adding
zeolites to the mix. Zeolites are natural or synthetic crystals
that contain a percentage of water in their structure, which is
released during the mixing process.
ADDITIVES Additives that do not rely on foaming can work

by reducing the viscosity of the mix, so that it remains
workable at lower temperatures, or by strengthening the
bond between aggregate and asphalt binder. The additives
may be either organic or chemical in nature. Common
organic additives include special types of wax which, when the

mix exceeds the melting point of the wax, decrease the viscosity
of the asphalt binder.
Chemical additives are normally of a type known as
surfactants, which act on the surface where the aggregate and
asphalt bond to each other, and enhance the adhesion between
them. This helps ensure the aggregate is still properly coated at the
lower temperatures used to produce warm mix. Some chemical
additives are added as an emulsion in water, so there may also be
an aspect of foaming in this type of warm-mix process.
IMPLEMENTATION AT PRODUCTION FACILITY Warm- mix

technology can be implemented as a straightforward variation of
hot-mix asphalt with basic modifications at the asphalt plant.
The water or additives are introduced either by:
Adding an injection point on the asphalt line
Installing a second line or feeder system
Adding the material directly to the drum or pug mill
To learn more about warm mix, visit www.paviasystems.com/
warmmix for a free introductory online training
module developed in cooperation with NAPA, NCAT,
HMAT
and Pavia Systems.
Pavia Systems (www.paviasystems.com) is an online training
provider for the asphalt pavement industry. Pavia partners
with NAPA to cover education topics.
Warm Mix Should Be More Than Just A Lower Temperature

30+ Million Mix Tons already used worldwide
Open to traffic sooner
Improved Workability
Compaction Aid
Excellent in GTR Mixes and Latex Mixes
Improved Rut Resistanceeven without RAP
Increase the use of RAP
Add to the Binder and store for up to 5 Years
Inject into Drum or Batch Plant
Used in Airports, Container Ports, Race Tracks
Safe to use, Non-toxic
For all your warm mix projects - NOT just the easy ones!
Contact: John Shaw (203) 267-4585 WWW.SASOBIT.COM
John.Shaw@us.sasol.com
46 467911_Sasol.indd
Hot Mix Asphalt
1
2/23/10 8:08:37 PM
THE REAL
ALTERNATIVE.
A you looking for an
Are
alternative to LMC, Epoxy or
Spray Applied Overlay Systems?
Rosphalt is the solution.

With over 25 years of success
Rosphalt offers continued

long term performance.
For more information for your design or value engineered

changes please contact Chase Construction Products:
Doug Zuberer at dzuberer@chasecorp.com Cell: (508) 341-4961
TOOLS FOR THE TRADE

Road Milling Tools Offer
Improved Rotation
Kennametal Inc.
has introduced Road
Razor II, an extension
of its Road Razor
line of road milling/
stabilizing tools. It
features an improved
retainer clip design,
which provides
superior rotation
in the machine;
excellent penetration
in rock, asphalt and
other tough, abrasive materials;
and a strong fit for long service
life. The Road Razor II has a forged
body design with enhanced wear
characteristics and Kennametalreliable tips that are field-proven for
good rotation and impact resistance
in hard cuts.
The Road Razor II products are
offered in several tip styles and sizes.
The RZ and RP body series have
0.76-inch diameter shanks and the
SR body series has 0.86-inch shank
diameters.
For more information, call 800-4583608 or visit www.kennametal.com.
faster, especially when moving big

loads around a jobsite.
The XL 5300 III has an operating weight of 51,216 lbs. with a
maximum lift capacity of 13,508
lbs. Rated boom force is 24,941 lbs.,
while bucket breakout force is rated at
25,405 lbs.
The excavator features the
Gradall boom, which tilts and
telescopes for precise positioning
of buckets, grapples, hammers and
other attachments for excavating,
demolition, trenching, pavement
removal and material loading and
unloading with trucks. All boom
movements are controlled with
convenient joystick controls.
For additional information, call
Gradall Industries Inc. at 330-339-2211.
TenCate Geosynthetics launches

TenCate GeoDetect in North
America
Volvo, VT LeeBoy
Announce Alliance
Following successful trials in

Europe over the past several years,
TenCate is now rolling out its new
TenCate GeoDetect geotextile
system in North America.
TenCate GeoDetect is the worlds
first intelligent geotextile, providing
early warning of deformations in soil
structures. It consists of a geotextile
that incorporates optical glass
fibers plus special instrumentation
equipment and software. TenCate
GeoDetect registers at an early
Volvo Construction Equipment

and VT LeeBoy have finalized a
strategic alliance agreement for
LeeBoy to supply certain pavers
and road wideners to Volvo dealers
under the Blaw-Knox brand. LeeBoy
will also take full responsibility for
product support of these machines,
including the existing field
population.
The equipment will be marketed
under the Blaw-Knox brand under a
five-year brand licensing agreement
with Volvo Construction Equipment
and distributed through Volvo road
machinery dealers who will thus
maintain access to these models
in order to continue serving their
customers in a variety of road
development operations.
The agreement with LeeBoy
enables Volvo to concentrate its
road machinery technical and
engineering expertise and production
operations on high-volume Volvo
paving, compaction and motor grader
equipment that serves our industrial
and commercial customer bases, said
Gran Lindgren, president of Volvo
Construction Equipment North
America, in a written statement.
New Excavator Is Designed for High

Productivity and Versatility
Gradall Industries Inc. has
introduced the XL 5300 III excavator,
the largest model in its excavator
family of on/off highway machines.
The XL5300 IIIs unique design, with
front axle oscillation locks, enables
it to work at the front, rear or either
side of the machine without the need
to lower outriggers or the optional
front blade. The machines excellent
stability without extra stabilizer
support allows it to accomplish many
different high productivity jobs
stage the slightest settlements and

changes in temperature and strain
in structures like embankments and
dykes, making it possible to take any
necessary measures to avoid breaches.
The system is built into dyke bodies
during the construction of seawalls,
roads and railways and into retaining
walls, tunnels, underground
structures and pipelines.
TenCate GeoDetects successful
pilot projects include the construction
of the embankment for the rails of
SNCFs (the French Railway) highspeed line and the IJkdijk project
in The Netherlands, which tested
new inspection and monitoring
technology for dams and seawalls.
For more information, visit www.
tencate.com or email j.mckay@tencate.
com.
TOOLS CONTINUED
CALENDAR OF EVENTS
Production of upgraded and

redesigned Blaw-Knox road wideners
(models RW100 and RW195D) and
pavers (models PF150 and PF161)
is expected to begin within the
next few months at the LeeBoy
production facilities in Lincolnton,
N.C.
It is with a great deal of pride
that we have announced the
agreement to our employees, said
LeeBoys President and CEO, Kelly
Majeskie. Blaw-Knox is one of
the most prominent road building
brands in North America.
Volvo Construction Equipment,
one of the worlds largest
manufacturers of construction
equipment and road machinery,
acquired the Blaw-Knox product
line in its purchase of the Ingersoll
Rand road machinery business in
2007.
For information, visit http://www.
volvo.com/constructionequipment/na/
en-us/BAHome.htm.
BAUMA International
Trade Fair
April 19-25
New Munich Trade Fair Center
Munich, Germany
www.bauma.de/en
HMAT
Paving Smarter with

Asphalt Conference
May 4-5
Austin, TX
Programming is packed with best
practices, mix selection guidance,
warm mix and more. Learn costsaving techniques to keep your
business on track and ahead of
the competition in 2010. This
conference is sponsored by the
Federal Highway Administration
and supported by Arkansas Asphalt
Pavement Association, Oklahoma
Asphalt Pavement Association,
Louisiana Asphalt Pavement
Association and Texas Asphalt
Pavement Association.
TCC Legislative Fly-In
May 25-26
Washington, DC
www.hotmix.org
50 334111_TrailKing.indd
Hot Mix Asphalt1 Technology MAY/JUNE 2010
NAPA Midyear Meeting

July 26-28
Washington, DC
In addition to the plenary
sessions on legislative and
funding issues, the Midyear
Meeting features a special
event at the Smithsonians
National Museum of American
History. Newly reopened last
fall after major renovations,
the museum will host a private
NAPA event in the America
on the Move exhibition
followed by a dinner held in
the museums beautiful new
rotunda. It will make you
proud. Dont miss it!
2010 APWA Public Works
Congress & Exposition
August 15-18
Boston Convention & Exhibition
Center, Boston, MA
NAPA Sustainability
Conference: Paving
Greener with Asphalt
November 17-18
Denver, CO
HMAT
6/6/07 2:38:29 PM
Sustainability
NAPAs 56th
Annual Meeting
Funding
Waldorf Astoria Orlando &

Hilton Orlando Bonnet Creek
Committee Meetings:
January 22 - 23, 2011
Annual Meeting Program:
January 23 - 28, 2011
Technology
Networking
INDEX OF ADVERTISERS
ADDITIVE, WARM MIX ASPHALT
PQ Corporation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
AFTERMARKET PARTS
Astec, Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 & 29
AFTERMARKET PARTS FOR PLANTS
Ace Group, LLC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Astec, Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 & 29
Dillman Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
Reliable Asphalt. . . . . . . . . . . . . . . . . . Outside Back Cover
AIR POLLUTION CONTROL EQUIPMENT
ASPHALT
Lake Asphalt of Trinidad & Tobago. . . . . . . . . . . . . . . . . . 5
NuStar Asphalt. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
ASPHALT ADDITIVES & MODIFIERS
Innophos, Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MeadWestvaco . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Royston . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Sasol Wax North America, Corp. . . . . . . . . . . . . . . . . . .
52
44
47
46
ASPHALT DISTRIBUTORS
E.D. Etnyre & Company . . . . . . . . . . . . . . . . . . . . . . . . . 21
ASPHALT EQUIPMENT
ASPHALT PAVERS
Roadtec, Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
ASPHALT PLANT MANUFACTURING
Asphalt Drum Mixers, Inc. (ADM) . . . . . . . . . . . . . . 14 & 15
Astec, Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 & 29
ASPHALT PLANT PRODUCTS

Astec, Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 & 29
AUTOMATION
WEM Automation, Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . 38
BAGHOUSES
Astec, Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 & 29
BINS & SILOS
Astec, Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 & 29
BURNERS, CONTROLS & EQUIPMENT
Astec, Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 & 29
CHIP SPREADERS
COMPACTORS, TAMPERS & ROLLERS
Volvo Construction Equipment, NA . . . . . . . . . . . . . . . . . 10
Wirtgen America . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
COMPUTERS HARDWARE & SOFTWARE
Astec, Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 & 29
CONSTRUCTION WEAR PARTS
CONTROL SYSTEMS
Astec, Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 & 29
CONTROLS
DISTANCE MEASURING EQUIPMENT
Jamar Technologies, Inc. . . . . . . . . . . . . . . . . . . . . . . . . 43
FILLER DUST SYSTEMS
Astec, Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 & 29
HEATERS
CEI Enterprises . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
Heatec, Inc. . . . . . . . . . . . . . . . . . . . . . . .Inside Back Cover
INSURANCE
Bituminous Insurance Companies . . . . . . . . . . . . . . . . . 37
LIME SILOS BLENDERS & SLURRY SYSTEMS
Astec, Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 & 29
MAINTENANCE & REPAIR SERVICES
R.L. Painting & Mfg., Inc. . . . . . . . . . . . . . . . . . . . . . . . . 33
MANUFACTURING FACILITIES NEW
Astec, Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 & 29
MANUFACTURING FACILITIES USED
Astec, Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 & 29
MATERIALS/WARM-MIX ASPHALT
MeadWestvaco . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
MERGERS & ACQUISITIONS
FMI Corporation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Extreme
Performance
Innovations In Asphalt
Used alone or in patented combinations with polymer or

ground tire rubber, INNOVALT polyphosphoric acid
modifiers deliver performance and value by reducing
your modification costs. Get extreme asphalt performance.
Contact Innophos today to learn more about our complete line
of INNOVALT additives including modifiers, emulsifiers and antistrips.
Polyphosphoric Acid Modifiers
N INNOVALT XL - Polymer cross linked modified asphalt

N INNOVALT E - Polymer modified asphalt
N INNOVALT R - Crumb rubber modified asphalt
N INNOVALT N - Modified asphalt
Additives
N INNOVALT W - Adhesion promoter

N INNOVALT T - Asphalt emulsions
Add INNOVALT to your asphalt
*Purchase of these products confers the right to practice these applications under the
following patents: XL WO9714753, WO9743342, US patent application Serial No. 11809086,
International Application WO2006047044; E WO984404; R WO2004081098, US20060249049,
US20060243163; T WO2007034081, other patents pending.
52 452755_Innophos.indd
Hot Mix Asphalt1 Technology MAY/JUNE 2010
I N NOVATE WITH PHOSPHATE
Contact us today: 866.631.7394

Innophos.com or INNOVALT.com
10/27/09 12:42:53 PM
INDEX OF ADVERTISERS CONTINUED
ADVERTISERS.COM
PAVING EQUIPMENT MANUFACTURERS

Caterpillar, Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Vogele America Inc.- Division of Wirtgen America . . . . . . 8
Volvo Construction Equipment, NA . . . . . . . . . . . . . . . . . 10
Wirtgen America . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Ace Group, LLC

www.asphaltace.com . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
RECYCLING EQUIPMENT
Recycling & Processing Equipment, Inc.. . . . . . . . . . . . . 24
TANKS, BULK STORAGE/TRANSPORT

TESTING EQUIPMENT, MATERIALS
& MEASUREMENT
Troxler. . . . . . . . . . . . . . . . . . . . . . . . . . Inside Front Cover
TRAILERS
Trail King Industries . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
ROAD MILLING MACHINES

Wirtgen America . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Asphalt Drum Mixers, Inc. (ADM)

www.admasphaltplants.com . . . . . . . . . . . . . . . . . 14 & 15
Astec, Inc.
www.astecinc.com . . . . . . . . . . . . . . . . . . . . . . . . 28 & 29
Bituminous Insurance Companies
www.bituminousinsurance.com. . . . . . . . . . . . . . . . . . . 37
Caterpillar, Inc.
www.cat.com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
SOFTWARE
CEI Enterprises
www.ceienterprises.com . . . . . . . . . . . . . . . . . . . . . . . . 39
Dillman Equipment
www.dillmanequipment.com . . . . . . . . . . . . . . . . . . . . . 42
E.D. Etnyre & Company
www.etnyre.com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
FMI Corporation
www.fminet.com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Heatec, Inc.
www.heatec.com. . . . . . . . . . . . . . . . . . .Inside Back Cover
Innophos, Inc.
www.innophos.com . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
Jamar Technologies, Inc.
www.jamartech.com . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
Lake Asphalt of Trinidad & Tobago
www.trinidadlakeasphalt.com . . . . . . . . . . . . . . . . . . . . . 5
MeadWestvaco
www.meadwestvaco.com . . . . . . . . . . . . . . . . . . . . . . . 44
THE LEARNING
NuStar Asphalt
www.nustarenergy.com. . . . . . . . . . . . . . . . . . . . . . . . . 48
PQ CORPORATION
www.pqcorp.com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
STARTS NOW
R.L. Painting & Mfg., Inc.

www.rlpainting.com. . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
Recycling & Processing Equipment, Inc.
www.recyclingandprocessing.com. . . . . . . . . . . . . . . . . 24
Reliable Asphalt
www.reliableasphalt.com. . . . . . . . . . . Outside Back Cover
Roadtec, Inc.
www.roadtec.com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Put down this magazine and flip on your computer for some
free industry webcasts. Theyre crammed with practical
information you can use right now. Sure makes waiting for
the sunny days of CONEXPO-CON/AGG 2011 a little easier.
MARCH 22-26
LAS VEGAS USA
Sasol Wax North America, Corp.

www.sasobit.com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
Trail King Industries
www.trailking.com. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
Check out any or all of these webcasts free (each a $70 value).
Troxler
www.troxlerlabs.com. . . . . . . . . . . . . . . Inside Front Cover
Concrete Always Cracks

Prevent callbacks by eliminating this
perennial problem.
Paydirt: Mass Excavating Alternatives

for Mass Profit
Choose the right equipment to pile up profits.
Project Management Fundamentals

Become a better project manager,
whether youre a rookie or a veteran.
Best Practices for Fleet Management

Save 2% to 5% in your fleet maintenance
budget with these efficiencies.
Vogele America Inc.- Division of Wirtgen America

www.vogeleamerica.com. . . . . . . . . . . . . . . . . . . . . . . . . 8
Volvo Construction Equipment, NA
www.volvoce.com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
WEM Automation, Inc.
www.wemautomation.com . . . . . . . . . . . . . . . . . . . . . . 38
Wirtgen America
www.wirtgenamerica.com . . . . . . . . . . . . . . . . . . . . . . . 27
Register to view whenever at

www.conexpoconagg.com/tasteof2011
Co-located
with
2010 Association of Equipment Manufacturers
54 Hot Mix Asphalt

AEM_PreReg_Editorial_Ad.indd
1
2/24/10 9:38:59 PM
Asphalt terminal. Heatec and Astec built and installed the heating system, piping system, electrical system,
rail unloading system, truck load-out station, polymer blending system, computerized controls, tanks, etc.
Heatec emulsion terminal.
Heatec polymer blending system
ASPHALT TERMINAL, EMULSION TERMINAL OR POLYMER BLENDING SYSTEM

Is one in your future? You might want to consider having
your own terminal. There are several advantages:

You can purchase asphalt on a seasonal basis when

prices are down.
You are not affected by supplier shortages that drive
prices up.
You can control operating costs.
You can locate your terminal for the most favorable
trucking to HMA plants.
H E AT E C , I N C .
Heatec can build your new terminal.

We control all aspects of the construction, including
engineering design, fabrication, and on-site installation.
Because we actually build most of the parts and equipment
at our factory, our services are far more
extensive than those offered by others.
Call today to discuss your interests.
HEATEC
5200 WILSON RD CHATTANOOGA, TN 37410 USA 800.235.5200 FAX 423.821.7673 heatec.com
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AquaFoam is a cost effective water injection asphalt foaming system

used in the manufacture of warm mix asphalt (WMA). This simple
design with eld proven technology easily retrots to any existing
plant, either drum mix or batch. At the heart of the AquaFoam
is a hydro-dynamically engineered, hot oil jacketed Injection
Accelerator.
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The AquaFoam pump system includes a positive displacement pump

controlled by a variable frequency drive. The pump is operated and
monitored via a standalone computer system or your plant blend
control system. The AquaFoam offers trouble free installation,
simplicity in design, easy operation and low maintenance.
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Its easy to installits compactits

competitively priced.it saves us a lot of
fuel.it worked as soon as we red up.
Tom Jones, Plant Superintendent
MarZane Asphalt
P.O. Box 519
Shelbyville, KY 40066
Call Us Toll Free 866.647.1782

Fax 502.647.1786
View all of our asphalt products at www.reliableasphalt.com

Hot Mix Asphalt Technology

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VOLUME 15, NUMBER 3

PUBLISHED BY THE NATIONAL ASPHALT PAVEMENT ASSOCIATION

Troxler Model 5850 Gyratory Compactor

molds for Asphalt Mix Performance Testing

Buying American is good,

and when you have questions or want to order parts,

its great to talk direct to the factory.

Why? Because it helps them save time and make money.

an Astec Industries Company

The RAPwranglerTM is designed to be powerful, efficient and

Shaker decks are a very economical way to filter out

Shaker decks can be custom made - such as mounting

Lake Asphalt of Trinidad and Tobago (1978) Limited

United States of Amercia Ofce

The assets, barging,

has been acquired by

has been acquired by

Superior Asphalt &

has been acquired by

has been acquired by

has sold its

Tom Brook, Inc.

Elmer Larson, LLC

has been acquired by

has been acquired by

has been acquired by

Florida Rock Industries, Inc.

Nally & Haydon, LLC 2

FMI Corporation is the premier investment banking

more than 55 years, FMI has built a reputation for

J.C. Compton Company

Heavy Civil Division

assisting our clients in the creation and realization

has been acquired by

noted has been represented by FMI Corporation

For more information, visit our website at www.fminet.com, or contact:

MAY/JUNE 2010 VOLUME 15, NUMBER 3

THE VOICE OF THE ASPHALT PAVEMENT INDUSTRY

34 Unlocking the Potential of Porous

Margaret Blain Cervarich

30 Tack Coats: Setting the Record Straight

National Asphalt Pavement Association

Publishers: Mike Acott, NAPA President

Hot Mix Asphalt Technology MAY/JUNE 2010 7

VGELE SUPER 700

Track gauge 3 ft. 7 in.

ROAD AND MINERAL TECHNOLOGIES

s I take the reins as

in 2001 with structural engineering of

friendly than other pavements because

Hot Mix Asphalt Technology MAY/JUNE 2010 9

Roads Fail in Engineers 2009

The highest grade on the 2009

Road Usage Increased in 2009

Highway and street usage

DOT Report Targets

Hot Mix Asphalt Technology MAY/JUNE 2010 11

(E. R. Brown and N. Tran)

Reviewed by: Monte Symons, National Center for Asphalt Technology

ot-Mix Asphalt Materials,

refining, asphalt classifications

gives information on performance

Hot Mix Asphalt Technology MAY/JUNE 2010 13

When purchasing a new asphalt plant, theres a bit of