Read 38586-04 PAPA Apr_june text version

PAPA

Volume 6 · Number 2 · April/May/June 2004

PENNSYLVANIA ASPHALT PAVEMENT ASSOCIATION

3540 NORTH PROGRESS AVENUE, SUITE 206 · HARRISBURG, PENNSYLVANIA 17110-9637 · 717-657-1881 · FAX 717-657-0687 WEBSITE: www.pahotmix.org E­MAIL: [email protected]

People living along the highway liked the quieter sound after the Arizona DOT placed an open-graded asphalt rubber mix on U.S. 60 between Tempe and Mesa (shown here)

by Prithvi S. Kandhal, P.E., Associate Director Emeritus, National Center for Asphalt Technology Roadside noise as experienced by people living near highways has become one of the major environmental concerns in the past decade. This environmental pollution does affect public's comfort, health, and general standard of living. The impact of roadside noise is acute at night when the other background noises are minimal. The traffic noise from the adjacent highway which is experienced as a "roar" during the day changes to successive individual sounds--the "gunshot" effect--at night. The problem of roadside noise is becoming increasingly severe as the traffic is increasing on highways, especially in urban areas. The roadside noise problem is not new. It has always been associated with the type of pavement surface. More than 2000 years ago, the clickety-clank of iron wheels on cobblestone pavement surfaces was a problem. This probably resulted in the first documented noise regulation. In 44 BC Julius Caesar declared: "Hence-forward, no wheeled vehicle whatsoever will be allowed within the precincts of the city, from sunrise until the hour before dusk... Those which shall have entered during the night, and are still within the city at dawn, must halt and stand empty until the appointed hour." It is apparent from the regulation Caesar preferred noise at night instead of during the daytime for unknown reasons. This contrasts with what Roman author Martial wrote: "the noise on the streets at night sounded as if the whole of Rome was traveling through my bedroom." The same roadside noise problem still existed almost two thousand years later. In 1869, the British physician, Sir Norman Moore, wrote the following concerning

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London streets paved with granite blocks: "Most of the streets were paved with granite set (blocks) and on them the wagons with iron-tyred wheels made a din that prevented conversation while they passed by. The roar of London by day was almost terrible--a never varying deep rumble that made a background to all other sounds." This description of the noise is similar to aforementioned "roar" during the day and "gun shots" at night experienced by people living near highways at the present time. Although macadam roads became popular in the US for rural road construction during the 1830s and 40s, the cities reverted to the use of block and brick street construction similar to what existed in Europe. Obviously, the public in US cities began experiencing the noise problem similar to what the British physician described. This led most major cities in the US during the 1870s to start using wooden blocks for street pavements in lieu of granite blocks. This was the first time a pavement surface type was used as a noise mitigation strategy. The noise issue was so important during the late 1800s that communities were willing to accept the significantly shorter service life of wooden blocks compared to granite blocks. Wood blocks also presented a fire hazard, as experienced in the Chicago fire of 1871.

CONTENTS Asphalt Pavements Mitigate Tire/Pavement Noise ................1 PAPA's is in Its 72nd Year of Service to the Hot-Mix Industry ........................................................8 A Safer and More Efficient Roadway ..................................11 NAPA's Diamond Achievement ..........................................12 Practice Sound Basic Paving Principles ..............................13 What's Happening in Pennsylvania ......................................14 PAPA Meets with PENNDOT and DGS ..............................16 Pine Instrument Company to the Rescue..............................17 Pennsy Supply Provides Foundation for CowParade Harrisburg 2004 ..................................................................17 IA Construction Converts to Post Drum Mixer....................18 AASHTO Binder ..................................................................19 President's Note ....................................................................20 Company Profile: Devorsetz Stinziano Gilberti

Heintz & Smith, P.C. ................................................21

The early 1900s saw the advent of hot-mix asphalt along with the development of motorized vehicles. The asphalt pavements were smooth and quiet. During the 1900s the use of motorized vehicles became increasingly common, resulting in ever-increasing noise levels. However, during the 1900s pavement surface types were not generally used to mitigate noise as was commonly done at the end of the 1800s. It is still uncommon today as a policy, which is a complete turnabout in just one hundred years. NOISE AND ITS CONTROL: SOME BASICS Noise is defined as "unwanted sound." Like all other sounds, noise is a form of acoustic energy. An understanding of the physics of sound and how humans respond to it is required to understand noise. Sound is an acoustic energy or pressure that is measured in decibels. It is not appropriate to use a linear scale to measure sound because human hearing covers a large range of sounds. If a linear scale of 0 to 1 were used to measure sounds, most sounds occurring in daily life would be recorded between 0.0 and 0.1. Thus, it would be difficult to discriminate between sound levels encountered in our daily lives using a linear scale. Therefore, a logarithmic scale is used to represent sound levels in decibels or dB. The term dB(A) is most commonly used to represent the noise level perceived by a human ear. In other words, the inclusion of A after dB indicates the scale has been adjusted or "fine-tuned" for hearing by humans. Since dB(A) is used with a logarithmic scale, a doubling of the sound is represented by a ten dB(A) increase. For example, a dB(A) of 90 is twice as loud as a dB(A) of 80. Similarly, if we combine two sounds of equal loudness we increase the total noise by only 3 dB(A). As shown in Figure 1, adding two freeway noise levels of 65 dB(A) each results in a total noise level of only 68 dB(A). This indicates that an increase of only 3 dB(A) in noise level is very significant since this is the equivalent of doubling the traffic volume. Both national and international noise test data, reported later in this article, have shown the noise level of Portland cement concrete (PCC) pavements generally to be about 3 dB(A) higher than that of dense-graded hot-mix asphalt (HMA) pavements. Again, this is equivalent to doubling the traffic volume. In addition, in some instances asphalt

Environmental Update ..........................................................22 New Members ......................................................................23 Price Index ............................................................................24 Dates to Remember ..............................................................24 2004 PENNDOT Letting Schedule ......................................24

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overlays of concrete pavements have shown a noise differential as high as 8 dB(A). Therefore, we see that a proper selection of pavement surface type can minimize the noise problem. The decibel scale ranges from 0 dB(A), which is the threshold of human hearing, to 140 dB(A), which can cause serious hearing damage. Table 1 gives dB(A) values for some common noises. The noise level alongside a freeway might be in the range of 70 to 80 dB(A). Once the exterior continuous noise levels reach 65-70 dB(A), people inside a building have to close windows to hold a conversation. Ideally, noise levels in homes should not exceed 40-45 dB(A), levels that are often exceeded by traffic noise with the windows closed. How do we control the noise? For roadside noise, we have to think of noise in terms of a source, a path, and a receiver. Typically, a source would consist of a passenger car or a truck. The path is the area between the vehicle creating the noise and any location where noise is objectionable. The receiver would be the facility or home where noise is objectionable. Although trucks are louder as sources of noise, traffic that is primarily comprised of cars can sometimes be more annoying due to the constant "whining." At high speeds, the noise from tire/pavement interaction stands out over the noise from the vehicles' exhaust and engines. Again, a proper selection of pavement surface type is important to mitigate tire/pavement noise. Generally, noise control is attempted in the path in two ways: increasing the distance between the source and receiver or inserting an obstruction (such as a noise barrier wall). Both methods will reduce noise levels. Distance is a natural way of controlling the noise because geometric spreading reduces the level of sound. A vehicle in motion and bumper-to-bumper with other vehicles behaves like an endless train and is considered as a line source of noise rather than a stationary point source. Line source noise expands in a cylindrical shape and will decrease approximately 3 dB(A) each time the distance from the line source is doubled. This is shown in Figure 2. For example, if the noise level from a stream of vehicles (a line source) at 100 feet is 67 dB(A), it would be 64 dB(A) at 200 feet. This can be restated in terms of pavement surface types, which have a difference of 3 dB(A) in noise

generation at the pavement/tire interface. With the same amount of traffic, the noise level at 100 feet from an HMA pavement can be equal to the noise level at 200 feet from a PCC pavement. The second option of noise control in the path is to construct noise barrier walls or berms to intercept the noise. Walls need to be at least as high as the line of sight from the vehicle to the building for effective mitigation of noise. Once the wall height intercepts the line of sight, a good rule of thumb is: increase the height by an additional 2 feet for each 1 dB(A) reduction in noise levels. For example, after a wall is constructed to intercept the line of sight and the resultant noise level at the roadside residence is 67 dB(A), it would require an increase of approximately 6 feet of wall height to obtain a noise level of 64 dB(A) at the residence. There are two major disadvantages in using noise barrier walls for mitigating highway noise. First, noise barriers are very expensive. A study by the University of Louisiana showed that the national average cost of noise barriers is $1.25 million per mile. Second, noise barriers are not completely effective. Sound not only diffracts over the top of walls, it also diffracts around the end of walls. This typically requires the noise barrier to extend 400 feet beyond the last building for each one hundred feet behind the wall it is located. Therefore, noise walls are not effective on arterial streets due to the many driveways and side streets that allow noise to bend around the ends of walls.

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TABLE 1. COMMON INDOOR AND OUTDOOR NOISE LEVELS

Noises Threshold of pain Jet flyover at 1000 feet Gas lawn mower at 3 feet Diesel truck at 50 feet Food blender at 3 feet Garbage disposal at 3 feet Vacuum cleaner at 10 feet Heavy traffic at 300 feet Dishwasher next room Library Threshold of hearing

Sound Level dB(A) 140 110 100 90 90 80 70 60 50 35 0

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Depending on the level of noise to be mitigated, it is possible to eliminate the noise barrier walls/berms by a proper selection of pavement surface type such as dense-graded hot-mix asphalt (HMA), stone matrix asphalt (SMA), or open-graded asphalt friction course (OGFC). In other words, reduce the noise at the source rather than by erecting a barrier as shown in Figure 3. PAVEMENT SURFACE TYPES AND NOISE GENERATION European countries have been very proactive in using pavement surface type as a noise mitigation strategy. Numerous studies were conducted in Europe in the 1980s and 1990s to determine comparative noise levels of dense-graded hot-mix asphalt (HMA), open-graded asphalt friction course (OGFC), and PCC (Portland cement concrete) pavements. General conclusions from some studies are given in Table 2. The World Road Association (PIARC) has reported

Country/Agency (Year Reported) World Road Association (1993)

noise data from different pavement surfaces. The ranges of noise levels are given in Table 2 and are illustrated in Figure 4. Many countries have guidelines for selecting pavement surface type based on the comparative noise levels. In the United Kingdom, for example, the Roads Agency's strategy for mitigating noise pollution is to overlay all trunk roads (highways) with asphalt by 2010. The Danish government has planned to reduce the number of dwellings exposed to noise levels above 65 dB(A) by 66 percent by year 2010. In extreme cases, two-layer OGFC or porous asphalt is being used as a noise-reducing strategy in lieu of noise barrier walls. As shown in Figure 5, this system incorporates a large stone mix (16 or 22 mm) in the lower layer and a smaller stone mix (5 or 8 mm) in the upper layer. This configuration not only dampens the noise, it also prevents the OGFC from clogging during service. The Alabama DOT has plans to construct a similar system in an urban area.

TABLE 2. NOISE FROM DIFFERENT PAVEMENT SURFACE TYPES: INTERNATIONAL STUDIES

Surface Types General Conclusions Evaluated* HMA, OGFC, PCC, Chip The following ranges of noise levels have been reported in this extensive Seal report (see Figure 4): OGFC 69-77 dB(A); HMA 72-79.5 dB(A); and PCC 76-85 dB(A). This indicates the HMA is at least 4 dB(A) quieter than the PCC. HMA, OGFC, PCC HMA was quieter than PCC (old pavement) by 3.4 dB(A). OGFC was quieter than PCC by 7.5 dB(A). OGFC was quieter than transverse grooved PCC by 10.5 dB(A). Rolled Asphalt, OGFC, PCC HMA, OGFC HMA, OGFC HMA, OGFC HMA, OGFC HMA, OGFC HMA, OGFC HMA, OGFC HMA, OGFC HMA, SMA HMA, SMA OGFC was quieter than Rolled Asphalt surface (used in U.K.) by 4 decibels. OGFC was quieter than PCC by 6-7 decibels. After three years in service, the OGFC is quieter than the HMA by 3.5 to 4.0 dB(A). OGFC was quieter than HMA by 3 dB(A). OGFC was quieter than HMA by 4 to 5 dB(A). OGFC was quieter than HMA by 3.5 to 4.5 dB(A). OGFC was quieter than HMA by 3 to 5 dB(A). OGFC was quieter than HMA by about 3 dB(A). A joint Nordic project determined OGFC to be quieter than HMA by 3 to 5 dB(A). OGFC was quieter than HMA by 4 dB(A). As much as 7.0 dB(A) reduction in noise level has been reported at 110 km/h when a 15 mm SMA was compared to a 15 mm HMA. SMA was 2.5 and 2.0 dB(A) quieter than HMA, respectively, in 1991 and 1998 studies. PCC = Portland cement concrete SMA = stone matrix asphalt

Belgium (1994)

United Kingdom (1993) British Columbia, Canada (1999) Italy (1990) Germany (1990) Sweden (1990) France (1990) Netherlands (1990) Nordic Countries (1994) Danish Road Institute (1992) Italy (1998) Germany (1991 and 1998)

* HMA = dense-graded hot-mix asphalt OGFC = open-graded asphalt friction course

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As summarized in Table 3, noise level studies have also been conducted in the US for pavement surfaces comprised of HMA, OGFC, PCC, and SMA. The most extensive study was conducted by the Volpe National Transportation Center of the US Department of Transportation in multiple states to collect data for developing FHWA's noise model. This extensive study showed PCC pavements were louder than dense-graded HMA by about 3 dB(A) for automobiles. At the present time, the FHWA noise model used for designing noise barrier walls does not take the surface type into account. The difference in noise levels of HMA and PCC surfaces increases further when PCC is grooved or tined transversely to improve skid resistance. In the case of HMA, if further reduction in noise level is desired, one can use SMA, one-layer OGFC, and two-layer OGFC in that order. Not only is the noise level reduced with these surface types, the skid resistance is also increased and hydroplaning is minimized. Based on the international and national studies (Tables 2 and 3), the average comparative noise levels given in Table 4 are recommended at the present time for selecting pavement surface type as a noise mitigation strategy. The dense-graded HMA has been considered as a base reference. Conventional HMA pavements have a surface texture which is isotropic; that is, the texture is similar in all directions. The opposite is anisotropic, which has an orientated texture; that is, the texture is mostly periodic and is in one direction. Common types of anisotropic textures are found in PCC pavements, which have been transversely or longitudinally grooved or have been brushed, usually in the transverse direction. Studies have shown that tire/road noise generation on an anisotropic surface is extra high if the texture is orientated in a transverse direction. Some old PCC pavements may have faulted transverse joints, which make a "clap" sound when the tires pass over them. Most noise studies do not report these annoying "peak" sounds at the joints, even though they are certainly important to the people nearby. One study in Japan (1998) reported the peak "clap" noise to be 5 dB(A) higher than the "constant" noise from the surrounding road surface.

RECENT SUCCESS STORIES Federal guidelines require noise levels of 67 dB(A) or less at roadside residences. However, pavement surface type has not been allowed as a noise mitigation strategy by the FHWA. This has resulted in a mushrooming of noise barrier walls that often border highways, especially in urban areas. According to the FHWA, 1,630 miles of sound barriers were built in the US between 1970 and 1998 at a cost of $1.9 billion. Things are changing now. Some states such as Arizona, California, and Texas have become proactive by initiating field research projects to investigate the use of pavement surface type as a noise mitigation strategy. After the Arizona DOT placed an asphalt rubber OGFC on the Superstition Freeway (US 60) between Tempe and Mesa, drivers and people living along the highway liked the quiet roadway. Although the DOT had been using asphalt rubber OGFC for a number of years, the Superstition Freeway was the first to set off a public movement to demand more of the same. Arizona's state and local governments soon responded with a $34 million plan to resurface 115 miles of existing urban concrete freeways in the Phoenix metropolitan area with asphalt rubber OGFC. The California Department of Transportation (CALTRANS) has also used asphalt rubber OGFC successfully as a noise mitigation measure on Interstate 80 near Davis, California. CALTRANS is beginning additional research on different pavement surface types. Construction of test sections will begin this year. The US Department of Transportation's Volpe Research Center will measure noise levels for five years. The Texas DOT has also experienced outstanding success with the use of asphalt rubber OGFC as an overlay over the existing continuously reinforced concrete pavement (CRCP) on a project in San Antonio. The OGFC reduced the noise levels by an average of 8 decibels and improved the surface friction by more than 200 percent. Numerous positive comments were received related to noise reduction from local business owners and residents. The Institute for Safe, Quiet and Durable Highways (SQDH) at Purdue University is the only center in the US dedicated to research aimed at mitigating highway noise while still maintaining the safety and durability of the pavement. Created by the Transportation Equity

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TABLE 3. NOISE FROM DIFFERENT PAVEMENT SURFACE TYPES: NATIONAL STUDIES

State/Agency (Year Reported) U.S. Department of Transportation (1995) Surface Types Evaluated* HMA, OGFC, PCC General Conclusions Volpe National Transportation Center of the U.S. Department of Transportation made numerous noise measurements in multiple states to collect data for FHWA's noise model. For automobiles, PCC pavements were about 3 dB(A) louder than dense-graded HMA. OGFC was about 1.5 dB(A) quieter than dense-graded HMA. (Note: These OGFCs do not represent European type new-generation OGFCs which are used now in the US and are significantly quieter.) The noise from HMA pavements was about 2 to 5 dB(A) less than PCC pavements. A limited number of pavements were tested by close proximity method. Considering the noise data obtained at 60 mph with an aggressive tire pattern the following noise levels were recorded in dB(A): SMA=98.3, HMA=98.8, and PCC=98.9 to 100.8. For PCC, the quietest surface was the diamond ground with 98.9 dB(A), which was about equal to HMA Compared to PCC pavements, the OGFC pavements were 5.7 to 7.8 dB(A) quieter. The OGFC was quieter by 2.3 to 3.6 dB(A) than the PCC pavement. One PCC pavement and one HMA pavement were overlaid with SMA. Noise levels were determined before and after overlays. Measurements during the afternoon rush hours showed SMA to be quieter than PCC by 4.1 dB(A), and quieter than HMA by 2.1 dB(A). The HMA pavement was quieter than PCC by 2.0 dB(A) before overlays. OGFC was found to be quieter than HMA in the 1979 study. HMA was found to be quieter than PCC in all three studies. Noise level studies were conducted in Arizona, California, and Nevada. Based on average dB(A) values, OGFC was quieter than HMA by 2 dB(A), and HMA was quieter than PCC by 1 dB(A). Again, old design OGFC were tested. An existing continuously reinforced concrete pavement (CRCP) was overlaid with asphalt-rubber OGFC. On average, the roadside noise was reduced from 85 to 71 decibels. The reduction of 14 decibels is very high and is possibly the largest noise reduction ever recorded on a Texas DOT project. The first study (2000) was conducted on Interstate 275, west of Detroit. It indicated SUPERPAVE HMA was 4-5 dB(A) quieter than PCC. The second study (2001) conducted on Interstate 94, west of Ann Arbor, indicated a 12.5 mm SMA was approximately 4 dB(A) quieter than 12.5 mm SUPERPAVE HMA. After four years in service on Interstate 80 near Davis, the OGFC is quieter than the HMA by 4 to 6 dB(A). Average noise level of SMA was 1 dB(A) lower than HMA. Similar to Maryland, average noise level of SMA was 1 dB(A) lower than HMA. PCC = Portland cement concrete SMA = stone matrix asphalt

Wisconsin (1997) Michigan (2002)

HMA, PCC HMA, SMA, PCC

Oregon (1994) Maryland (1990) New Jersey (1994)

OGFC, PCC OGFC, PCC HMA, SMA, PCC

Minnesota (1979, 1987, and 1995) FHWA (1975)

HMA, OGFC, PCC HMA, OGFC, PCC

Texas (2003)

OGFC, PCC

Michigan (2000, 2001)

HMA, SMA, PCC

California (2002) Maryland (1994) Wisconsin (1993)

HMA, OGFC HMA, SMA HMA, SMA

* HMA = dense-graded hot-mix asphalt OGFC = open-graded asphalt friction course

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Act for the 21st Century of 1997 (TEA-21), Pavement Surface Type dB(A) the SQDH Center has built a huge tire/pavement test apparatus which looks like a -4 giant drum with different types of pavement Open-graded asphalt friction course (OGFC) mounted on its perimeter. Tires roll over the -2 pavement and the resulting noise is measured. Stone matrix asphalt (SMA) After a year of research, the SQDH 0 (reference) researchers report that different types of tires Dense-graded hot-mix asphalt (HMA) do not mitigate the noise very much--but Portland cement concrete +3 different types of pavement can. Now, the FHWA is also supporting research * Noise level is likely to be significantly higher if PCC has transverse that tests how different pavement surfaces grooves or tining reduce highway noise, by initiating pilot programs in Arizona and California. Acknowledgment The first attempt to use pavement surface type for Some illustrations and material for this article were noise mitigation was made in the US during the 1870s obtained from Arizona DOT Local Technical by substituting wooden blocks in lieu of granite blocks Assistance Program newsletter "Arizona Milepost," for street pavements. It appears that, after a lapse of Spring 2003. some 130 years, we are going to make a second Reprinted from HMAT Magazine, March/April 2004, by permission of National Asphalt Pavement attempt. N Association.

TABLE 4. AVERAGE COMPARATIVE NOISE LEVELS OF DIFFERENT PAVEMENT SURFACE TYPES

THE WISDOM OF THE AGES

If you gathered 100 experienced managers together and asked for their advice, they probably wouldn't say much about "competing valued model" or "temporal rhythms." Instead, this is a good idea of what you'd hear: "Don't be afraid of the phrase, `I don't know.'" If you don't know the answer, don't try to talk around it. If something is your fault, take the blame. If you're wrong, apologize for it. A wise person once said, "If you always tell the truth, you never have to remember anything." "Never Gossip." If someone wants to gossip with you, politely say you're not interested. This corporate adage rings true: When someone gossips, two careers are hurt-the person being talked about, and the person doing the talking. "Share the credit whenever possible." Managers who spread credit around look much stronger than those who take all the credit themselves "Ask for help." If you think you're in over your head, you are. Before it gets out of hand, ask someone for help. Most people enjoy giving a hand. Besides saving yourself from embarrassment, you'll make a friend and an ally. "Keep your salary to yourself." Discussing salary is a no-win proposition. Either you'll be upset because someone is making more than you, or someone will be upset with you. "Let it go." What shouldn't happen often does: you weren't given the project you wanted, you were passed over for the promotion you deserved. Be gracious and diplomatic... and move on. Harboring a grudge won't advance your career

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by Ronald J. Cominsky, P.E., Executive Director, PAPA Did you know that the Pennsylvania Asphalt Pavement Association is in its 72nd year of existence! Yes, the Association was formed in 1932. In 1932 the depression smothered the country. In that year southeastern Pennsylvania representatives of six cold mix bituminous concrete manufacturing operations began moving toward recovery. They discussed forming an association to band together to get their part of the industry growing again. Subsequently on July 1, 1932, the Bituminous Concrete Association (BCA) was chartered. The initial efforts of BCA were directed toward working with the Pennsylvania Department of Highways (now PENNDOT) in establishing attainable product standards for maintenance and construction work. However, as the National Recovery Administration (NRA) emerged in Washington and began the push to re-establish the economy from a federal level, BCA expanded to become a statewide association with more clout. By 1934 the BCA's officers functioned as regional code authority for the Cold Laid Bituminous Concrete Division of the Crushed Stone, Sand and Gravel, and Slag Industries. Through the 1930s, BCA expanded its national influence by providing technical data and wage and hour recommendations to various levels of the NRA structure in Washington. During this time the BCA had created the Technical Committee, whose function was to conduct tests and research to improve product and manufacturing methods. The Technical Committee later developed a program of endowments to Bucknell and Pennsylvania State Universities for the creation of testing laboratories, and the establishment of annual bituminous concrete industry conferences at which the latest advancements, technology, and future problems were explored. As the 1940s began, the bituminous concrete industry in Pennsylvania appeared to be on a strong upward growth trend. Then World War II changed the trend. Asphalt shortages and critical demands on

PAPA'S IS IN ITS 72ND YEAR OF SERVICE TO THE HOT-MIX INDUSTRY

railroad transportation hit the industry. BCA's technical work expanded in an attempt to hold its share of the market. With the close of the war, the momentum that had carried BCA through turbulent times began to slow down, until 1949, when a mood of revitalization took hold. BCA became the Bituminous Concrete Association of Pennsylvania in 1949. Within the next eight years, BCA of Pennsylvania pushed harder to advance its industry. BCA focused on the investigation of sampling methods and extraction tests of hot-mixed, hot-laid bituminous concrete; various aggregate samplings and tests; and comparisons of materials and workmanship quality. At the close of the 1950s the Association was actively engaged in developing specifications for architects, consulting engineers, and local road and street departments, as well as developing a plant safety program and a drive for expanded membership. The Association entered its third decade by beginning its District Visitation Program through which members and Highway Department personnel developed important dialogue in the field. It also launched its annual Bituminous Concrete Highway Conferences, released its first Design Manual, and expanded its program of promotion for the use of asphalt for the primary, secondary, county, and local roads programs. In the second half of the 1960s, relative tranquility collapsed. Highway cutbacks were announced due to lack of funds - a new breed of political activist appeared in America - the environmentalist. Consequently the air had to be made cleaner than at anytime in the earth's history. Noise had to be abated to levels lower than the echoes heard at the time of creation. And, anyone who even hinted an interest in road building was considered an enemy of every precious fish, fowl, and toad that swam, flew or hopped across the face of the earth. And still to come was the impact of OSHA regulations. Work moved forward to assist members

BCA

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to comply with the avalanche of regulations and to reasonably resist and change those which were most unreasonable or unfeasible. Work also moved forward to expand use and acceptance of our product. Thick lift testing was conducted and coordinated with the Department of Highways. Total asphalt depth was conceived and promoted. Skid resistance testing was initiated as an Association program. At the Association's Annual Meeting in December, 1969, the Bituminous Concrete Association of Pennsylvania adopted its present identity as the Pennsylvania Asphalt Pavement Association (PAPA). The attention of the Association in the early 1970s continued toward advancement of technology and uniformity of specifications and equipment regulations. More importantly, however, efforts were increased to obtain relief for the industry from the severe hardships caused by the Air Pollution Code, specifically Regulation IV. And, the energy crunch began. An asphalt supply shortage set in. It looked like the 1970s would be filled with challenges and problems as severe to the industry as those faced in the 1930s and 1940s. But Association efforts gained results. During the 1970s and 1980s, the Association faced a swelling tide of PENNDOT hot-mix asphalt specification changes and plant and field equipment requirements. PAPA's

Technical Committee worked in partnership in developing the majority of these changes. Plants were to have computer systems (the terminology then was automated and recorded). The vibratory roller was on its way in, and the rubber-tired roller was on its way out! PENNDOT introduced its infamous Section 402, Restricted Performance Specification. The price index for liquid asphalt was created for price adjustment of asphalt with PENNDOT contracts. Rutting of HMA was a serious problem during the 1980s, and the Association was active in developing the so-called "anti-rutting" ID-3 mixes. The 1990s presented an entirely new slate of issues confronting the Association. Warranty projects, pavement smoothness specification (ride quality), notched-wedge longitudinal joints, technician certification, and the introduction of SUPERPAVE kept PAPA busy. The Asphalt Paving Quality Improvement Task Force (APQITF) was formed in November 1994. This Task Force provides a joint effort (partnering) between industry (PAPA members) and PENNDOT to address key issues influencing quality asphalt pavements. The environmental folks were kind enough to include us in their regulatory repertoire with the storage tank regulations, residual waste permits, and the clean fill policy (or is it safe fill? or management of fill?).

PAPA developed an aggressive marketing and promotion effort in the late 1990s to promote HMA pavements. A public awareness campaign was developed through radio advertisements and billboards promoting smooth, quiet asphalt pavements and ease of construction. PAPA invested in a display

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booth for advertising HMA Pavements at various trade shows. PAPA's newsletter was completely revamped to provide for timely technical articles and member company profiles. A Pavement Awards program and a joint annual PENNDOT/PAPA Bus Tour of HMA projects were developed. In the 2000s PAPA's Environmental Committee has been actively involved with (need we say) environmental issues, such as, used oil, RAP General Permits, Air Permits, and yes, our favorite environmental topics, management of fill (remember clean fill?) The re-write of PENNDOT's specifications (Publication 408) kept the Association's Technical Committee quite active with the so-called electronic (e) specifications. Perpetual Pavements for HMA has become the latest "buzz" word and PAPA is working ardently pursuing the pavement life-cycle

cost analysis issue with PENNDOT. Porous asphalt pavements are being promoted to planners and public works officials for parking lots in order to manage stormwater in an environmentally friendly way. PAPA developed a strategic plan identifying eight strategic plan points and adopted an Association vision statement. A new HMA Design Guide was prepared for local governments. As in the beginning, today PAPA continues its efforts to protect the industry from undue external pressures, and to elevate the industry's standards, quality and share of the market. Some basic premises have remained constant throughout the past 72 years: attention to education, dedication to applied research, legislative watchfulness, and maintenance of the integrity of a vital industry. Throughout its history, the strength of PAPA has been, and will continue to be, in its Membership, its Officers and Board of Directors' leadership and its technical competency. N

In Memory of Carl W. Lubold . . .

It is with profound sadness that the Association was informed of the untimely death of the past Executive Director, Mr. Carl W. Lubold, Jr. Carl served the Association as Executive Director from 1983 to 1996. Carl was lead instructor for the Pennsylvania Transportation Institute, creating and teaching advanced certification classes in hot-mix asphalt plant production and asphalt paving, a position he held since 1996. He served as a District Engineer for the Asphalt Institute and held a position of bituminous engineer with the Pennsylvania Department of Highways. Carl was a Life Member of the Association of Asphalt Paving Technologists. He was regarded as a highly respected asphalt technologist in the asphalt industry and received many awards for his work, including the W. J. Emmons Annual Award in 1989. He also worked as an independent asphalt consultant, and his expertise in this area was highly sought after. Carl received his Bachelor of Science degree in Civil Engineering from the Pennsylvania State University in 1965, and studied advanced civil engineering at Penn State Harrisburg. N

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A S A F E R A N D M O R E E F F I C I E N T R OA D WAY --

SR 0016-015, FRANKLIN COUNTY, TRUCK CLIMBING LANE

by Edward Norcross, Engineer/Superintendent Contract Division, Valley Quarries, Inc. On November 7, 2003 Valley Quarries, Inc. employees joined Senator Terry Punt, Representative Pat Fleagle, local municipality and PENNDOT representatives for the "Ribbon Cutting" Ceremony for the SR 0016-015 project. yard. In order to complete these improvements, Valley Quarries, Inc. crews and our subcontractors installed over 5000 lf of new storm sewers and numerous drainage structures, relocated over 4000 lf of an existing 8" sanitary sewer main, excavated over 55,000 cy of material, placed more than 12,000 tons of subbase supplied from OUR Chambersburg Quarry and placed over 36,000 tons of bituminous material supplied from OUR Gettysburg and Chambersburg Blacktop facilities.

Joe Zimmerman, Valley Quarries, Inc., (second from right) joins State Senator Terry Punt (third from left), Representative Pat Fleagle (far left), Barry Hoffman, P.E., PENNDOT District 8-0 Engineer, and other local officials at the Route 16 ribbon cutting ceremony.

Valley Quarries, Inc. was the successful bidder on this project in June of 2002 and immediately started construction stakeout, storm sewer installation, and clearing and grubbing during the month of August 2002 and completed the project in November of 2003. The project was approximately two miles long and included the addition of a third "truck climbing" lane up the mountain as well as the addition of a fourth center turn lane into the Washington Township transfer station and new PENNDOT maintenance

Post Stage 1, Pre-Stage 2 third lane widening and center turn lane addition area..

Stage 1 Clearing and grubbing for third lane widening and dedicated left turn lane.

The maintenance yard improvements included the clearing, excavation, and grading for the new facility as well as a new three-bay salt storage structure, which replaced a smaller undersized facility on the opposite side of the roadway. The third "truck climbing" lane up this steep grade as well as a dedicated turning lane will allow traffic to move more efficiently and safely on this section of roadway. Prior to this project, all traffic was confined to a single lane in each direction, which slowed traffic, especially when following loaded trucks. In addition to the slower moving traffic up the mountain, eastbound traffic would have to stop when waiting for vehicles to cross traffic to enter into the Washington Township Transfer Station. This project was completed in three separate phases or stages. Phase one included the excavation, storm sewers, sanitary sewer relocation and widening on the

Continued on page 12...

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...Continued from page 11

right side, or eastbound lane, of the roadway. Phase two included the excavation, storm sewer installation and widening on the left side, or westbound lane, of the roadway. The final phase included the bituminous leveling course to achieve the proper cross slope and the final wearing surface and safety improvements. The widened pavement section consisted of 6 inches 2A subbase, 8 1/2 inches of 37.5 mm SUPERPAVE Base Course, and 2 inches of a 19 mm SUPERPAVE intermediate course. Due to the roadway centerline realignment, cross slope corrections, and improved super-elevations, the existing roadway was "shaped" to grade by first performing variable depth milling to remove the existing roadway crown and then several

Completed view third, "truck climbing" lane and center turn lane to Washington Twp. Transfer Station and new PENNDOT maintenance yard. Construction on the right side is a future commercial medium volume entrance/driveway.

Storm sewer installation Stage 2 construction

courses of 9.5mm SUPERPAVE leveling course to correct the existing cross slopes and rates of superelevation. Upon completion of the roadway widening and cross slope corrections, the entire roadway section was overlaid with 12.5 mm, PG 76-22, SRL-H, SUPERPAVE Wearing Course. A project of this magnitude with multiple stages of work requires the resources, management and flexibility in order to meet the project schedule and cost requirements. Again, Valley Quarries, Inc. crews and personnel showed the dedication, commitment, and quality of workmanship to complete another project on schedule and under cost.N

NAPA'S DIAMOND ACHIEVEMENT

Congratulations ­ Pennsy Supply Inc.

Pennsy Supply Inc.'s Silver Springs Plant has earned NAPA's Diamond Achievement Commendation for Excellence in Hot-Mix Asphalt Plant/Site Operations. The commendation is designed to recognize Hot-Mix Asphalt (HMA) production facilities that operate in an exemplary manner. Earning the Diamond Achievement Commendation serves as a signal to employees and neighbors that an HMA facility is a good neighbor and that it will go the extra mile for excellence. Congratulations Pennsy Supply Inc.! N

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by John J. Soltis, Jr., Manager ­ Allied and Paving Products, Beckwith Machinery Company together. The increased paving speed will throw In the real estate business an agent will tell you that off the pavers material feed system changing the hot properties sell because of their location. In the road head of material. Out pacing truck and plant building business smooth roads are achieved when the capacity will cause the operator to have to stop contractor practices sound basic paving principles. the paver when he runs out of trucks. Often times a contractor purchases a new piece of 3. Maintain a consistent head of material. Variations equipment like a in head material can result in poor ride numbers. "shuttle buggy," a Resist the temptation to override the feeder new grade control system. A large head of material will cause the system, a new high screed to climb. A small head of material with frequency roller, or cause the screed to dive. Instead of overriding the even a new paver but augers to fill the extensions, install additional does not achieve the auger segments and keep the head of material smoothness or halfway up the auger shafts. compaction results he Worn Screed Plate 4. Maintain a consistent auger speed. Augers should was hoping for. For always be running between 30 to 40 rpms when this reason Beckwith Machinery Company employs the paver is moving. Fluctuations in auger speed Bob Kostelic as our Paving Products Support can result in auger stripping and material Specialist. Mr. Kostelic came to us nine years ago after segregation. If the augers are stopping or a 25-year career at Russell Industries. As a fulltime tunneling through an overloaded head of material, instructor, Bob increases our shop and field service mat defects including segregation will make efficiencies by training Beckwith technicians during compaction very difficult. the winter months. He spends the paving season out in 5. Never run the flight chains empty between the field training customers on the proper maintenance truckloads. This will always lead to end-of-load of their new Caterpillar Paving Products, helping segregation. Compaction will be difficult if not technicians complete more difficult repairs, and impossible to achieve in segregated areas. generally making sure our customers are utilizing their Bob's philosophies of paving include the following: machines to the fullest. · Good paving practices take the same amount of Bob has witnessed the frustration of customers when time and effort as poor ones. they invest money in new equipment but are still · Using poor paving practices and expecting concerned with ride and desirable results will never work. compaction numbers. · Using good paving practices does not cost the More times than not, company any money, but using poor practices frustrations are experwill cost the company bonus, if not penalties. ienced because sound For additional training information, Bob Kostelic can paving practices are not be reached at Beckwith Machinery Company, 724-468being followed. Here is 3685, or email [email protected] Have a safe a list of Bob Kostelic's paving season. N top paving tips that are often overlooked in the Winter Maintenance at Beckwith CAT Altoona. field: 1. Make sure your paving equipment has been well maintained and is in top operating condition. Simple items like warped or poorly adjusted screed plates and worn or missing auger segments can make a huge difference in mat quality. 2. Maintain a constant paving speed. Match the paving speed with truck and plant output, not truck delivery. For example, if plant and truck capacity dictates a paving speed of 30 feet per minute, resist the temptation to speed up the Cause of End-of-Load Segregation paver just because a few trucks have arrived

Paving the Way April/May/June 2004 ·

PRACTICE SOUND BASIC PAVING PRINCIPLES

13

hat 's ing in ... Pennsylvania W en Happ

PENNDOT'S DISTRICT 8-0 VIEWS SUPERPAVE PAVEMENTS AS A HUGE SUCCESS

by Ronald J. Cominsky, P.E., Executive Director, PAPA With all the bad media reports coming out of Pittsburgh concerning the use of SUPERPAVE on the Parkway West, it is time to report the success stories of SUPERPAVE. District 8-0 has done just that. Now for the rest of their story. On April 7, 2004, representatives of PENNDOT's District 8-0, the Materials and Testing Division, and the industry toured a number of SUPERPAVE projects placed in the District. The oldest SUPERPAVE project placed in the state is in District 8-0, on U.S. 11 at the Flying J Truck Stop near Carlisle, PA. This section is east of the I-81 interchange and has the highest truck turning movements in the state. Prior to 1995, District 8-0 used several mix combinations on this four-lane section of U.S. 11, but to no avail. Rutting, shoving, cracking and other pavement distresses occurred prematurely due to the extreme truck traffic. In 1995, the District replaced the entire section with eight inches of a 19 mm SUPERAPVE mix containing a PG 76-22 asphalt. Kinsley Construction, Inc., performed the paving. The pavement will be nine years old with no distresses, to the District's satisfaction and most certainly to the trucker's satisfaction!

Rt. 11 ­ Flying J Truck Stop, looking west

Three projects (Sections 20, 21 and 22) on I-81 south of Harrisburg were reviewed. These north- and southbound sections are located in Cumberland County and include heavily congested truck traffic areas. All three projects were constructed by resurfacing of existing concrete with a 19 mm variable depth leveling course, 25 mm binder course placed at

I-81 (Section 20) southbound lanes, Valley Quarries' project

2.5" depth, and a 12.5 mm wearing course placed at 1.5" depth. The leveling and binder courses contained a PG 64-22 asphalt. The wearing course contained a PG 76-22 asphalt. Section 20 was paved by Valley Quarries, Inc., Section 21 was paved by Handwerk

Rt. 11 ­ Flying J Truck Stop, looking east

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I-81 (Section 21) northbound lanes, Handwerk's project

Contractors and Section 22 was paved by Kinsley Construction, Inc. Section 21 contained the first notched-wedge longitudinal joint constructed in District 8-0. Sections 20 and 21 were placed in 1998 and Section 22 in 1999. There is no measurable rutting or other discernable pavement distresses.

U.S. 11/15 northbound near U.S. 22/322 Interchange, Dauphin County

I-81 (Section 22) northbound lanes, Kinsley's project

Another project placed in 1996 was the U.S. 11/15 project in Dauphin County north of Harrisburg. This project was divided into four areas. Area 1 contained an ID-2 binder course (2" depth) and an ID-3 wearing course (2" depth) over existing concrete. Area 2 was constructed with a 19 mm SUPERPAVE Binder Course (2" depth, PG 64-22 asphalt) and a 12.5 mm SUPERPAVE Wearing Course (2" depth, PG 64-22

asphalt). Area 3 was constructed with a 19 mm SUPERPAVE binder course (2" depth, PG 76-22 asphalt) and a 12.5 mm SUPERAPVE Wearing course (2" depth, PG 76-22 asphalt). Area 4 had no binder course and a 12.5 mm SUPERPAVE wearing course (2" depth, PG 76-22 asphalt). All of the SUPERPAVE mix designs were developed by the Asphalt Institute, Lexington, KY, and the paving was accomplished by Pennsy Supply, Inc. all of the SUPERPAVE areas are performing extremely well showing no pavement distress. The ID-3 section has experienced about 0.25 inches of rutting. A rather unique SUPERPAVE project reviewed in District 8-0 was constructed by Pennsy Supply, Inc. in Lebanon County on Route 4020 near Fort Indiantown Gap. The project contained 5% shingles by weight in the SUPERPAVE mix. A 12.5 mm mix was placed at 1.5" depth as the wearing course. The PG 64-22 tested as a PG 76-22 with the shingles. A 9.5 mm leveling course was placed using a PG 64-22 asphalt. This project was placed in 2002 with no discernable pavement distress to date. N

U.S. 11/15 northbound near U.S. 22/322 Interchange, Dauphin County

Fort Indiantown Gap (Route 4020) ­ Pennsy Supply's Project Larry Hoffman (District 8-0) checks for rutting on Route 4020

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PAPA MEETS WITH PENNDOT AND DGS

by Ronald J. Cominsky, P.E., Executive Director, PAPA PAPA's President Daniel R. Hawbaker and several members of PAPA met with PENNDOT and DGS officials at PENNDOT's Keystone Building on May 24, 2004 to discuss the DGS Contract 5610-36. PENNDOT's Deputy Secretary Gary L. Hoffman chaired the meeting. DGS was represented by Mr. Curtis M. Topper, Manager, Supply Strategies. PENNDOT requested the Association's assistance in communicating contract requirements to its membership. The DGS 5610-36 Contract places demands on both PENNDOT and the HMA industry that did not exist in the past. Both PENNDOT and DGS committed to involving PAPA at an early stage before renewing this contract for the 2005 construction season; however, the remainder of this season must be completed with the current (2004) DGS Contract 561036 in place. PENNDOT has identified several line items in various portions of the state which seem to present the greatest concern. These items are presented in the following summary.

PAPA and PENNDOT have contacted the Primary Vendors involved in the Districts identified in the summary. During the course of this contract there may be other line items or counties that are affected by this contract and PAPA requests that the Primary Vendor follow PENNDOT's request. The contract language requires the Primary Vendor to provide requested materials when notified of the need at least five (5) days in advance. When they cannot provide these materials as requested they must sign a waiver allowing the county to purchase from a secondary (Part B) vendor a maximum of twenty-two (22) tons per day. There have been instances where the Primary Vendor has a legitimate reason for not providing the requested material and the county required more than the 22-ton maximum for that day. In this situation the county was forced to exercise emergency purchase authorization procedures with DGS approval. This is time consuming and costly. As a way of alleviating part of the problem PENNDOT through DGS would ask that the Primary Vendor on these designated line items sign a blanket waiver to allow the Summary of Line Items from Contract 5610-36 - Bituminous Material, identified counties to purchase Plant-Mixed Being Considered for Amendment * Contract Original Revised Revised Estimated from the secondary (Part B) District County Line Material Estimated Estimated Quantity Greater vendor up to 300 tons of materials. Signing this waiver Item Quantity Quantity than 300 Tons advance would not 1-0 Erie 164 ID2 H 1,500 3,600 3,100 86% in necessarily mean that the Erie 162 ID2 any 1,250 1,400 0 0% Primary Vendor would give up 3-0 Bradford 516 9.5 mm 250 250 0 0% Bradford 514 25 mm 2,000 2,000 1,000 50% all small quantity orders but would allow counties to Tioga 504 25 mm 2,000 2,000 0 0% exercise a best value approach 4-0 Wayne 602 ID2 3,500 3,500 0 0% to routine maintenance Susquehanna 599 ID2 4,000 4,000 0 0% purchases. 5-0 Schuylkill 407 ID2 5,000 5,000 3,000 60% As discussed at the 9-0 Somerset 241 9.5 mm 15,000 15,000 14,250 95% meeting, there is a definite Huntingdon 226 9.5 mm 3,500 3,500 3,325 95% learning process required for Cambria 216 9.5 mm 17,000 17,000 16,660 98% both parties, supplier and end Bedford 250 9.5 mm 5,500 5,500 5,225 95% user, associated with this 11-0 Allegheny 141 BCBC 10,000 7,400 7,400 100% contract and changes will have to be made in future contracts. 12-0 Greene 19 ID Binder 6,000 6,000 0 0% PAPA will be included in 76,500 76,150 53,960 future meetings, possibly * Note: Amendment will request relief from the 22-ton limitation required to procure from Part B of the contract in July 2004, - increasing that limit to 300 tons. The Department intends to procure the material from the primary (Part A) starting vendor when that vendor offers lowest total cost. Part 1. of the proposed amendment states, "The Department concerning the development of Transportation will be required to justify and document orders placed with a Secondary (Exception) Award contractor. . . . Details of such transactions, including cost justification, are the responsibility of the county of the 2005 DGS 5610-36 maintenance manager, must be kept on file in the county, and are subject to review by any awarded contractor Contract. N

on this contract."

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PINE INSTRUMENT COMPANY TO THE RESCUE

by Kurt Hanf, Quality Control Manager, Hanson Aggregates Pennsylvania, Inc. The Asphalt Paving Quality Improvement Task A B C D E Force (AQPITF) has been tasked with the 1 development of a standardized reporting format for 2 SUPERPAVE mix designs. An Excel spreadsheet 3 program was developed and has been tested by 4 PENNDOT and Industry. Several comments were 5 received and incorporated into the program 6 spreadsheet. One problem that existed was the 7 inability to import the specimen height data from the 8 large Pine Instrument Gyratory Compactor (Model 10 125) into the program spreadsheet because this model 11 did 12 contain a floppy drive for the gyratory to store not the 13 height data. Pine Instrument Company was contacted and asked 14 to review the PENNDOT standard SUPERPAVE mix 15 design program and assess if a communication module 16 could be incorporated into the program. Pine 17 Instrument Company took the ball and ran for a 18 touchdown! Not only did Pine Instrument review the F G H I J K Excel program, but they also went ahead and incorporated a communication module into the program. The communication module incorporated in the program works for the large Pine Gyratory, Model 125, as well as the baby Pine Gyratory, Model G1. Once Pine Instrument had incorporated the communication module, they spent a couple of days testing the program to make sure that everything worked properly, free of charge. The next version of the PENNDOT standard SUPERPAVE mix design program will have the ability to download the specimen height data directly into the spreadsheet as the specimen is compacting. This version should be available soon. We would like to thank Pine Instrument Company for their contribution to this technological advancement in the hot-mix asphalt industry. N

P E N N S Y S U P P LY P R O V I D E S F O U N DAT I O N F O R C O W PA R A D E H A R R I S B U R G 2 0 0 4

By Brian Groff, Customer Support, Pennsy Supply Inc. Pennsy Supply, southcentral Pennsylvania's leading supplier of aggregate, asphalt and concrete, is participating in the CowParade of Harrisburg. Presented by Whitaker Center for Science and the Art, CowParade Harrisburg arrived in the capital city early April. Pennsy Supply is an official sponsor of "The Harrisburger" one of the bovines designed to resemble the all-American hamburger. Pennsy people have a strong sense of community pride and are committed to making a difference in our local communities. CowParade Harrisburg features more than 130 fiberglass cows, which were painted by local and regional artists and are situated throughout the county. This event will raise money to support local charity and provide the Whitaker Center with financial support. Pennsy Supply was willing to participate in this worthy cause. N

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IA CONSTRUCTION CONVERTS TO POST DRUM MIXER

by John Basile, Quality Control Manager, IA Construction Corporation IA Construction Corporation, a Western Pennsylvania hot-mix asphalt producer, is currently converting its Zelienople plant from a six-ton batch to a continuous post drum twin shaft mixer. After looking at options to increase production and RAP usage capabilities at this facility, IA decided on a design which has many of the advantages of a drum plant but would use as much of the present plant as possible. Working with Astec Industries from Chattanooga, TN, the design called for retaining the baghouse, cold feeds, dryer and RAP systems. The batch tower, including screens, weigh hopper and mixer, was eliminated.

Zelienople Post Drum Mixer

With over fifty different SUPERPAVE and Marshall mix designs at this plant, it was decided to add two more cold feed bins bringing the total to seven. Also a third two hundred-ton silo was added to allow for more production options.

Zelienople ­ Tower

A scalping screen and weighbridge were added between the cold feed bins and the dryer and also to the RAP conveyor. After the dryer, and out of the heated air stream, the RAP and baghouse fines are added to the heated aggregate and introduced by bucket elevator into the post drum mixer. At this point, it is combined with the appropriate amount of liquid asphalt eliminating emission problems associated with a conventional drum mixer. Improving air emissions and other environmental factors, above and beyond the regulations, is a continuing goal for IA Construction. IA is very proud that this plant and six of its other plants have achieved the NAPA Diamond Award for Excellence in hot-mix Asphalt Plant/Site Operations.

Zelienople Control Room

The plant is controlled by a Process Mate 96 computerized system from Astec and Weigh Mate 2000 for load out. Although most IA plants are batch plants, this is not their first experience with this process. In 2002 they purchased an existing plant in New Kensington, PA, which has a post dryer, rotary drum mixer instead of a twin shaft continuous pug mill. Otherwise, the process is the same as at Zelienople.

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Franklin Batch Plant 2002

Last year IA converted their two and one half-ton batch plant in Franklin, PA to the post drum mixer. Most of the production from this plant in 2003 went to Interstate 79 in Crawford County. According to Superintendent Jim Kerr, once his crew adjusted to running a continuous plant rather than a batch, the process was working well, particularly for high production mixes. At first the Quality Control Manager, James Polach, was a little concerned with the limited shake down time allowed before operating under RPS specifications on I-79. His concern was alleviated after producing over forty 1,000-ton lots with no penalties.

Maintaining material quality was of primay concern in choosing a plant type. In 2003, IA had no material failures or penalties from any of their nine HMA plants. In addition, at last winter's PAPA Annual Conference, IA Construction received three of the eleven Asphalt Pavement Quality Awards given by PAPA and judged by PENNDOT. Their Franklin Region received two awards for work done in PENNDOT Districts 1-0 and 2-0, and the Zelienople Region received the District 10-0 award. As in a drum plant, it is very important to maintain tight control over aggregate gradations. To maintain this level of quality, at any plant the process must start at the aggregate source. IA operates a limestone quarry and ten sand and gravel quarries in Pennsylvania and New York. Under the direction of our Aggregate Quality Control Manager, Jim Haslett, our lab in Franklin, PA is AASHTO accredited as a Material Reference Lab for aggregates and soils. Zelienople Plant Superintendent Fred Smith and his crew, along with representatives from Astec Inc., are currently in the process of calibrating and making final plant adjustments. With a busy season beginning, IA Construction is looking forward to getting this plant on line for its paving projects and expects continued quality along with improved capabilities. N

Franklin Post Drum Mixer 2003

The Association has available the AASHTO Test Methods pertaining to asphalt that are in compliance with PENNDOT policy. A copy of the Test Methods is required for each plant. This publication is a special printing. The cost for the AASHTO binder is $75. If you are interested in obtaining a copy, please call the Association office at (717) 657-1881.

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PENNSYLVANIA ASPHALT PAVEMENT ASSOCIATION OFFICERS AND BOARD OF DIRECTORS

OFFICERS

Daniel R. Hawbaker President John R. Kibblehouse, Sr. Vice President William J. Cummings Treasurer Ronald J. Cominsky, P.E. Secretary/Executive Director

President's Note

BOARD OF DIRECTORS

Dennis M. Dolan Term expires 2004

Daniel R. Hawbaker

Michael Ballantine Glenn M. Butler Vacant Term expires 2005 Barry Harbonic Roger J. Schmidt Term expires 2006 James B. Barley. John R. Kibblehouse, Sr. Owen J. McCormick Robert G. Meeker R. Wayne Willey, P.E. J. Joseph Zimmerman Term expires 2007 Christopher A. Kinsley Term expires 2008

President

Our hot-mix asphalt (HMA) industry in Pennsylvania has made significant strides in the quality of tons produced and paved. To quote a common cliché "that's a good thing"; however, there are industry responsibilities to which all of us must remain accountable. We, as an industry, are being provided with opportunities ranging from placement of full-depth asphalt pavement to overlays where the level of service life is, and will be, expected to increase. As Producers and Paving Contractors, there are three criteria which stand out as measures of our success:

· Specification Percent Within Limits (PWL) - Plant performance - Are we producing mix of acceptable quality on a consistent basis? · Are we producing non-segregated pavements providing smooth, quiet ride and quality workmanship in laydown? · Compaction - Are we providing the proper mat compaction in accordance with the mix being placed?

EX-OFFICIO MEMBERS

David Schaper Paul I. Detwiler, Jr. John H. Rath Vincent P. Angelo Francis J. Colella Donald E. Eshleman Kim W. Snyder

TECHNICAL COMMITTEE CHAIRMAN

Jeffrey Frantz

Measuring up to these expectations means full pay and, on some jobs, ride bonuses for having met those criteria. It is no small achievement to have well-trained people who understand the importance of getting everything right. We are fortunate to have technology to help achieve the positive results. However, at the end of the day it's all about well-trained and informed teams of people. With traffic counts continuing to increase, our opportunities will continue to increase as long as Producers and Paving Contractors work diligently with their people to assure quality workmanship, quality product, and increased pavement performance.

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· Paving the Way April/May/June 2004

DEVORSETZ STINZIANO COMPANY GILBERTI HEINTZ & SMITH, P.C.

Profile

Attorneys & Counselors at Law

Associate Member

Real Property Tax Assessment and Condemnation Group ­ Specializing in representing property owners and tenants in challenging real estate tax assessments. Government Relations and Legislative Services Group ­ Chaired by former New York State Senator Tarky Lombardi, Jr., practicing in New York State governmental affairs in the areas of energy, telecommunications, insurance, health and transportation. Tax and Estate Planning Group ­ Providing representation in the areas of business tax planning in mergers and acquisitions, real estate exchanges, executive compensation and strategies for individual estate planning. Real Estate Group ­ Working very closely with the firm's Environmental and Land Use Practice Group in addressing individual corporate client's needs in complex residential and commercial real estate transactions. THE FUTURE While DSGH&S has grown steadily over the years, the firm's members consider its modest size an advantage. The genuine concern DSGH&S has for its clients, its work environment and its ability to get the job done wouldn't be possible if it were not for its controlled and sustained growth. The members of DSGH&S take pride in what this firm has been for the past 30 years. In more than three decades of practice, Devorsetz Stinziano Gilberti Heintz & Smith, P.C. has established a solid tradition of service to our clients that will guide the firm for years to come. N

HISTORY The Syracuse-based law firm of Devorsetz Stinziano Gilberti Heintz & Smith, P.C. (DSGH&S) was established in 1966 when Sidney Devorsetz, Francis D. Stinziano and Lynn H. Smith joined together in private practice in a small office in the Hills Building in downtown Syracuse, NY. Partners William J. Gilberti, Jr. and Joshua H. Heintz joined the firm in 1978 and 1982 respectively. The firm, which includes former State Senator Tarky Lombardi, Jr., has been serving the Central New York community ever since and today is one of the most highly respected in the area. DSGH&S employs approximately 60 people and has satellite offices in Albany, NY and Harrisburg, PA. DSGH&S provides legal counsel and services in areas of Business and Corporate Law; Tax and Estate Planning; Environmental and Land Use; Government Relations and Legislative Services, Real Estate, and Real Property Tax Assessment and Condemnation. The firm is a leader in upstate New York in real estate tax assessment proceedings and condemnation law and boasts a multi-state environmental practice. AREAS OF PRACTICE Environmental and Land Use Group ­ Finding innovative and creative ways to avoid the legal obstacles that can block or delay commercial development and industrial operations, from negotiations with regulatory agencies to complex environmental litigation. Corporate and Business Law Group ­ Offering services which include business planning and entity formation, mergers and acquisitions, bankruptcy and foreclosures, capital formation and securities law.

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Environmental Update

by Vincent P. Angelo, Environmental Committee Chairman, PAPA and Gary R. Brown, President, RT Environmental Services, Inc.

PAPA'S ENVIRONMENTAL COMMITTEE MEETING The Environmental Committee met on Friday, May 14 in the Association office. The topics discussed were DEP's "Management of Fill" Policy, Used Oil, Air Emissions Permitting, RAP General Permit and the SPCC Plans. The committee is in the process of updating the Environmental Handbook.

Attendees of the Environmental Committee meeting (L to R): Gary Brown, P.E., Larry Lauritzen, Ralph Griffith, Lon Reffner, Wanda Covatch, Kristian Witt (invited guest) and Vincent Angelo

NEW FEDERAL SPILL PREVENTION CONTROL AND COUNTERMEASURE PLAN REGULATIONS EFFECTIVE AUGUST 16, 2004 At PAPA "Paving the Way" press time, it was learned that EPA issued a one-year extension on these rule revisions. PAPA recommends that producer plants begin planning for these changes which, among other things, will make vertical tanks less cost effective to operate. PAPA will be issuing an update to its "Environmental Guide" shortly, providing a detailed summary of the rule revisions. New federal SPCC regulations are effective on August 16 of this year. Asphalt plant and all storage tank operations, including asphalt storage tanks, are affected as follows: · §112.3(d): No SPCC Plan is effective to satisfy the requirements of the SPCC rule unless it has been reviewed and certified by a PE. The revised rule adds specificity to the PE's attestation. The specificity includes a requirement that the PE consider applicable industry standards and certify that the Plan is prepared in accordance with part 112 requirements. The revised rule allows an agent of the PE to visit and examine the facility in place of the PE, but the PE must review the agent's work, and certify the Plan.

· §112.5(c): This section requires that a Professional Engineer certify any technical amendments to an SPCC Plan. · The revised rule allows differing formats for the Plan, other than the one format now specified. If you use another format, such as the PADEP format for PPC Plans, you must cross-reference its provisions to the requirement listed in the SPCC rule. · §112.7(d): When it is not practicable to install secondary containment at your facility, this section requires that you explain why and provide a strong oil spill contingency plan in your SPCC Plan. You must also conduct periodic integrity testing of the containers and conduct periodic integrity and leak testing of the valve and piping. · The owner or operator must schedule and conduct discharge prevention briefings for oil-handling personnel at least once a year. · The revised rule requires that an owner or operator test aboveground containers (which includes tanks) for integrity on a regular schedule, and when material repairs are done. · The revised rule requires that all buried piping that is installed or replaced on or after August 16, 2002 must have protective wrapping and coating and cathodic protection, or otherwise satisfy the corrosion protection provisions for piping in 40 CFR part 280 or a State program approved under 40 CFR part 281, for all soil conditions. · Protect any completely buried metallic storage tank installed on or after January 10, 1974 from corrosion by coatings or cathodic protection compatible with local soil conditions. You must regularly leak test such completely buried metallic storage tanks. · Test each aboveground container (and tank) for integrity on a regular schedule, and whenever you make material repairs. The frequency of and type of testing must take into account container size and design (such as floating roof, skid-mounted, elevated, or partially buried). You must combine visual inspection with another testing technique such as hydrostatic testing, radiographic testing, ultrasonic testing, acoustic emissions testing, or another system of nondestructive shell testing. You must keep comparison records and you must also

22

· Paving the Way April/May/June 2004

inspect the container's supports and foundations. In addition, you must frequently inspect the outside of the container for signs of deterioration, discharges, or accumulation of oil inside diked areas. Records of inspections and tests kept under usual and customary business practices will suffice for purposes of this paragraph. · Control leakage through defective internal heating coils by monitoring the steam return and exhaust lines for contamination from internal heating coils that discharge into an open watercourse, or pass the steam return or exhaust lines through a settling tank, skimmer, or other separation or retention system. · Engineer or update each container installation in accordance with good engineering practice to avoid discharges. You must provide at least one of the following devices: (i) High liquid level alarms with an audible or visual signal at a constantly attended operation or surveillance station. In smaller facilities an audible air vent may suffice. (ii) High liquid level pump cutoff devices set to stop flow at a predetermined container content level. (iii) Direct audible or code signal communication between the container gauger and the pumping station. (iv) A fast response system for determining the liquid level of each bulk storage container such as digital computers, telepulse, or direct vision gauges. If you use this alternative, a person must be present to monitor gauges and the overall filling of bulk storage containers

You must regularly test liquid level sensing devices to ensure proper operation. · Cap or blank-flange the terminal connection at the transfer point and mark it as to origin when piping is not in service or is in standby service for an extended time. · Properly design pipe supports to minimize abrasion and corrosion and allow for expansion and contraction. · Regularly inspect all aboveground valve, piping, and appurtenances. During the inspection you must assess the general condition of items, such as flange joints, expansion joints, valve glands and bodies, catch pans, pipeline supports, locking of valves, and metal surfaces. You must also conduct integrity and leak testing of buried piping at the time of installation, modification, construction, relocation, or replacement. · Warn all vehicles entering the facility to be sure that no vehicle will endanger aboveground piping or other oil transfer operations. If you have not already, you should update your current Contingency Plan or prepare an SPCC Plan by August 17, 2004. Professional Engineering inspections should be completed in advance of that date. Many facilities will also need to upgrade a number of their practices by February 18, 2005 to be in compliance with these new EPA rules. For more information, call Gary Brown at (800) 725-0593, Ext. 34. N

(v)

ASSOCIATE MEMBER:

ENGINEERING & ARCHITECTURAL CONSULTANT MEMBERS: Asphalt Consulting Services Contact: Francis J. Colella Consultant 1665 Lindsey Road New Castle, PA 16105 Tel.: (724) 946-9018 Fax: (724) 946-9018 Email: [email protected] adelphia.net Kaplin Stewart Contact: William Auxer, Esquire P. O. Box 3037 Blue Bell, PA 19422-0765 Tel.: (610) 941-2519 Fax: (610) 260-6874 Email: [email protected] kaplaw.com

R & C Heavy Mechanical, Inc. Contact: Rich Stichter, President P. O. Box 14624 Reading, PA 19612-4624 Tel.: (610) 926-8900 Fax: (610) 916-5874 Email: [email protected]

Paving the Way April/May/June 2004 ·

23

Consolidated Procedure Pennsylvania Department of Transportation/Department of General Services (Contract 5610-36)

Price Per Ton Material placed in April 2004: Zone 1 - Districts 3, 4, 5, 6, 8 Zone 2 - Districts 2, 9 Zone 3 - Districts 1, 10, 11, 12 Material placed in May 2004: Zone 1 - Districts 3, 4, 5, 6, 8 Zone 2 - Districts 2, 9 Zone 3 - Districts 1, 10, 11, 12 Material placed in June 2004: Zone 1 - Districts 3, 4, 5, 6, 8 Zone 2 - Districts 2, 9 Zone 3 - Districts 1, 10, 11, 12 168.00 175.50 183.00

Price Per Tonne 185.00 193.50 202.00

178.00 180.50 183.00

196.00 199.00 202.00

213.00 199.50 186.00

235.00 220.00 205.00

(Be sure to check PAPA's website - www.pahotmix.org - for monthly Price Index)

2004 PENNDOT LETTING SCHEDULE

Following is the tentative Letting Schedule for Construction Year 2004: January.........................8 and 22 February.......................5 and 19 March ...........................4 and 25 April..............................8 and 22 May ...............................6 and 20 June...............................3 and 17 July................................8 and 22 August.........................12 and 26 September ....................9 and 23 October.........................7 and 21 November..................................4 December......................2 and 16

Dates To...

REMEMBER!

August 18-19, 2004

PAPA/PENNDOT Bus Tour PENNDOT District 8-0 Harrisburg, PA

September 17, 2004

Board of Directors Meeting Carnegie House State College, PA

September 16, 2004

Executive Committee Meeting Carnegie House State College, PA

December 14-16, 2004

45th Annual Asphalt Paving Conference The Hotel Hershey Hershey, PA

24

· Paving the Way April/May/June 2004

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