THE MAGAZINE OF THE ASPHALT INSTITUTE | SUMMER 2021 | VOL. 36, NO.

PAVEMENT
CONVERSION
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PRESIDENT’S MESSAGE CONTENTS S U M M E R 2 0 21

E
arlier this year, on February 1 ............... President’s Message
15th to be precise, the Asphalt 4 ................ Asphalt News
Institute launched our online 36 .............. Asphalt binders added to audit program
Pavement Inspector Certification 41 .............. Asphalt Academic
course – known as PIC for short. Several 42 .............. Lab Corner
years in the making, this training 44 .............. Calendar of Events
and certification tool addresses a
critical need in our industry – teaching
‘what right looks like’ to our pavement inspectors.
If you proudly carry this position title, how much education
did you get in school that applies to your role as an inspector? FEATURES
Probably not a lot. How much on the job training did you

7
get with your employer before heading out to fulfill the
requirements as inspector? Hopefully, you were able to “learn
the ropes” from a veteran inspector who knew their stuff. But
the reality for many new inspectors is being handed a set of
plans and specs and being told your job is to enforce them.
Do you remember the pit in your stomach which comes Nashville interstate is converted to asphalt
directly from not being sure if what you were looking at was The Tennessee Department of Transportation rebuilt
being done correctly, if it met spec or what to do if it didn’t? the I-440 by converting a deteriorated concrete
pavement to new asphalt pavement.
Watching isn’t inspecting. And specifications are not written in a
way to educate the inspector. This is exactly why we created PIC.
PIC is designed for the busy pavement inspector who
has neither the time nor travel budget to go somewhere
to learn the nuances of this important job. It is fully online
instruction, allowing students to proceed through the course
at their own pace. With eight modules, we cover everything
17
from inspector authority and responsibility to acceptance
and testing with all the details in between. Each module Pyrophoric material formation in tanks
ranges between 60 and 135 minutes of instruction by A new paper released by the Asphalt Institute
Asphalt Institute Regional Engineers who have a tremendous provides information on pyrophoric material
amount of experience in this area. Completing the course formation in heated asphalt storage tanks.
and passing each module exam nets the student not only
the PIC certification but 16 professional development
hours. Better yet, it is priced for any agency’s budget.

21
Fundamentals of an inspector’s work are the same
regardless of the project or the employer – city to federal
jobs and agency staff or hired guns doing the same. If
you or someone in your circle is headed into this role
or was recently assigned to it, this is for them. Curtailing oxidation with warm mix asphalt
We’re working on complementing PIC with in-person There are compounding benefits of WMA that limit the rate
training to address the U.S. Department of Defense’s of oxidation during asphalt mix production and placement.
needs for their specifications on airfield paving. A
face-to-face session for these inspectors should be
available later this year. Have a similar need for your

28
agency to address your specifications? We can help.
If you are a veteran inspector, you know how long it
took you to gain the experience to not only be confident in
what you were doing but to be truly competent. Help the
next generation of pavement inspectors by giving them
the tools they need to succeed. Tell them about PIC. 50 years of asphalt advancement
If you are an owner and want to ensure your asphalt inspection Advancements over time have been relatively steady – much
staff has a level of competence necessary to be truly effective, has changed while much has also stayed the same.
consider adopting PIC into your training requirements.

1
There are
partners.
Then there
is Russell
Standard.
Rest assured, when it comes to a partner you can trust
in asphalt materials and pavement preservation, look
no further than Russell Standard. Visit RussellStandard.com
and find out how we are truly unmatched all the way around.
 ASPHALT INSTITUTE® MEMBERS as of June 1, 2021
Summer 2021 Vol. 36, No. 2

Asphalt Institute
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members of the petroleum asphalt
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service, research and education.
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Aggregate Industries
Management, Inc., Chicago, IL
Ajax Asphalt Terminal,
Detroit, MI
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Asphalt & Fuel Supply, LLC,
Tulsa, OK
Asphalt Materials, Inc.,
Indianapolis, IN
Asphalt Processors Inc.,
Bridgetown, BARBADOS
Crafco, Inc., Chandler, AZ
Delek US, Brentwood, TN
Dexco Polymers, A TSRC
Company, Houston, TX
Dillon Logistics, Inc.,
Burr Ridge, IL
Dow Inc., Lake Jackson, TX
Dynasol Group, Houston, TX
ECF, Inc., Columbia, IL
Elbow River Marketing Ltd.,
Calgary, AB, CANADA
Ergon Asfaltos México,
Tlaxcalancingo,
Puebla, MEXICO
Innophos, Inc., Cranbury, NJ
International Tank
Service, Inc., Lima, OH
Interstate Asphalt LLC,
Fort Lauderdale, FL
Irving Oil, Saint John,
NB, CANADA
Jebro Inc., Sioux City, IA
Johns Manville, Denver, CO
Kirby Offshore Marine,
Houston, TX
Kokosing Materials, Inc.,
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Kraton Polymers, Houston, TX
RAME Rubis Asphalt
Middle East DMCC,
Antwerp, BELGIUM
Russell Standard,
Pittsburgh, PA
Safety-Kleen Systems, Inc.,
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San Joaquin Refining Co., Inc.,
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Sasol North America,
Houston, TX
Seneca Petroleum Co., Inc.,
Crestwood, IL
Shell Bitumen, Hague,
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Bitumar Inc., Montreal,
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QC, CANADA
Mark Buncher, Ph.D., P.E.
Kevin Carlson
Dave Johnson, P.E.
Blacklidge Emulsions, Inc.,
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Gulfport, MS
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Blueknight Energy Partners, LP,
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Asphalt Institute.
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BP Asphalt, Chicago, IL
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ExxonMobil Fuels and
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Flint Hills Resources, LP,
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GAF, Parsippany, NJ
Gardner Asphalt Corporation,
Tampa, FL
General Liquids Canada Ltd.,
Bedford, NS, CANADA
Gibson Energy,
Moose Jaw, SK, CANADA
Gorman Asphalt Ltd.,
Albany, NY
Greater Cincinnati
Asphalt Terminal 2, LLC,
Cincinnati, OH
GreenMantra Technologies Ltd.,
Brantford, ON, CANADA
Gunvor SA, Geneva,
Switzerland
Heatec, Inc., Chattanooga, TN
Henry Company,
El Segundo, CA
Heritage-Crystal Clean LLC,
Elgin, IL
Hexpol Compounding,
Burton, OH
HollyFrontier Refining &
Marketing, LLC, Dallas, TX
Hunt Refining Company,
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Husky Asphalt, Calgary,
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ICL Phosphate Specialty,
Saint Louis, MO
Idaho Asphalt Supply,
Inc., Idaho Falls, ID
IKO Industries Ltd.,
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Ingevity, Charleston, SC
Lafarge Asphalt Technologies,
A Division of Lafarge Canada,
Inc., Coquitlam, BC, CANADA
LCY Elastomers LP,
Houston, TX
LG Chem, Seoul, Korea
Malarkey Roofing Products,
Portland, OR
Marathon Petroleum
Company LP, Findlay, OH
Mathy Construction Company,
Onalaska, WI
McAsphalt Industries Ltd.,
Toronto, ON, CANADA
McCall Asphalt Products,
Portland, OR
MGQ Terminal, Inc.,
Old Fort, OH
Mountain States Asphalt, Inc.,
Tooele, UT
Nouryon, Chicago, IL
Nynäs AB,
Stockholm, SWEDEN
Owens Corning Roofing and
Asphalt, LLC, Toledo, OH
PABCO Roofing Products,
Tacoma, WA
Payne & Dolan, Inc.,
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Peckham Asphalt Resale
Corporation, White Plains, NY
Phillips 66 Company,
Houston, TX
Pioneer Oil LLC, Billings, MT
POET-JIVE, Sioux Falls, SD
Polyglass USA,
Deerfield Beach, FL
Ponderosa Petroleum Company,
Parker, CO
PRI Asphalt Technologies, Inc.,
Tampa, FL
Puma Bitumen, SINGAPORE
Shelly & Sands, Inc.,
Rayland, OH
Shrieve Chemical, Miami, FL
Slurry Pavers, Inc.,
Richmond, VA
SOPREMA Inc.,
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Suit-Kote Corporation,
Cortland, NY
Sprague Operating
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Portsmouth, NH
SWT Group, Windsor,
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TAMKO Building Products LLC,
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Ultrapave Corporation,
Dalton, GA
United Refining Company,
Warren, PA
U.S. Oil & Refining Co.,
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U.S. Polyco Inc., Reno, NV
Valero Energy Corporation,
San Antonio, TX
Vance Brothers Inc.,
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Vecenergy,
West Palm Beach, FL
Vista Petroleum Services, Inc.,
Castle Rock, CO
Vitol, Inc., Houston, TX
World Oil Refining,
South Gate, CA
Yellowline Asphalt Products Ltd.,
Hamilton, ON, CANADA
YPF S.A., Ciudad Buenos
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Zenith Energy Terminals
Holdings LLC, Woodlands, TX

3
ASPHALT NEWS
ASPHALT PAVEMENT ALLIANCE ANNOUNCES
2020 PERPETUAL PAVEMENT AWARDS
T
welve departments of transportation (DOTs) in the U.S.
were named winners of the 2020 Perpetual Pavement
Award (PPA) by the Asphalt Pavement Alliance (APA).
This number ties last year’s record of awards in a
single year since the awards were first presented in 2001.
The award celebrates long-life asphalt pavements that
reflect the characteristics of a perpetual pavement design.
The award is presented to state DOTs and local agency
road owners for well-performing asphalt pavements that
are at least 35 years old with proven high-quality structural
design. To earn the award, the pavement must have not
suffered a structural failure and it should have an average
interval between resurfacing of no less than 13 years.
The pavement must demonstrate the
characteristics expected from long-life, perpetual
pavement design: excellence in design, quality
in construction and value to taxpayers.
Engineers at the National Center for Asphalt
Technology (NCAT) at Auburn University evaluated the
nominations and validated the results for the 12 winners
for 2020. Since the PPA was first presented in 2001,
156 pavements in 31 U.S. states and one Canadian
province have been honored with the award.
4
SUMMER 2021
Mississippi State Route 63
The 2020 winners are:
Alabama Department of Transportation (ALDOT), North
Region, for a two-mile section of a four-lane highway with
a center turn lane on U.S. Highway 411 (State Route 25) in
Etowah County. The original construction of this roadway
was completed in 1979. This is the twelfth PPA for ALDOT.
Arizona Department of Transportation (ADOT) for
a 2.46-mile segment of a four-lane divided highway
on Interstate 40 in Mohave County originally opened
to traffic in 1976. This is ADOT’s second PPA.
Arkansas Department of Transportation (ARDOT)
for a 2.85-mile section of two-lane State Highway 1
(Section 17) in Craighead County. This roadway is
over 44 years old. ARDOT has earned 11 PPAs.
Florida Department of Transportation (FDOT) for
a 3.012-mile section of a two-lane roadway on State
Road 40 in Marion County. This road was originally
constructed in 1954. This is the eleventh PPA for FDOT.
Maryland Department of Transportation (MDOT)
State Highway Administration for a 66-year-old
8.89-mile section of four-lane Interstate 270 NB in
Frederick County. MDOT has earned six PPAs.
Mississippi Department of Transportation (MDOT) for
a 5.8-mile section of a divided four-lane state route, MS
63, in Jackson County. The original construction of this
roadway was completed in 1977. This is MDOT’s fifth PPA.
Ohio Department of Transportation (ODOT),
District 2, for a 3.66-mile section of two-lane State
Route 199 in Wood County. At 91-years-old, this
is the oldest road at the time of the award to
earn a PPA. This is the fifth PPA for ODOT.
Pennsylvania Department of Transportation
(PennDOT), Engineering District 9-0 for a 10.16-
mile section of two-lane State Route 0096 in Bedford
County. This project was originally constructed
in 1958. PennDOT has earned 10 PPAs.
South Carolina Department of Transportation
(SCDOT) for a 6-mile section of four-lane Interstate
26 in Berkeley County. This roadway is over 58
years old. SCDOT has earned nine PPAs.
Tennessee Department of Transportation (TDOT) for
a 2.93-mile section of two-lane State Route 72 in Loudon
County. The original construction of this roadway was
completed in 1962. This is TDOT’s sixteenth PPA.
Virginia Department of Transportation (VDOT)
for a 2.51-mile section of Interstate 81 SB in
Roanoke County. This road was originally opened
to traffic in 1964. This is VDOT’s second PPA.
KIRK SCHOLARS ANNOUNCED
The Asphalt Institute
Foundation (AIF)
announced the recipients
of scholarships from
the Bill and Shireen Kirk Scholarship Fund.
The scholarships are awarded annually to
third- or fourth-year undergraduate, master’s
or doctoral students studying business,
chemistry, civil engineering, construction
management, marketing or sales. Scholarship
recipients are referred to as “Kirk Scholars.”
Pennsylvania State Route 0096
Washington State Department of Transportation
(WSDOT) for a 6.9-mile section of two-lane State
Route 395 in Franklin County. This project is over
40 years old. WSDOT has earned seven PPAs.
Winning agencies are honored by their local
state asphaltpavement association and are
presented with an engraved crystal obelisk.
“One key indicator of quality in construction is a
smooth, long-life pavement,” said Amy Miller, P.E.,
National Director of the APA. “Long-life asphalt
pavements serve the community, reduce the
money needed for maintenance and conserve raw
materials, ultimately leading to a truly sustainable
structure that exemplifies the triple bottom line."
Learn more about the awards at driveasphalt.
org/awards/perpetual-by-performance.
This year’s Kirk Scholars are:
• Madeline Blair, University of Maine
• Rachel Cousins, Auburn University
• Tanner Keen, Virginia Tech
• Tyler Kleinsasser, South Dakota School of Mines & Technology
• Richard Lee, University of Texas at Austin
• Helmut Leodarta, University of Missouri-Columbia
• Jessica Lewis, Mississippi State University
• Ady Tibrewal, Drexel University
Interested students can go to asphaltfoundation.org
to learn more about the program.
The Asphalt Institute Foundation was incorporated in
2014 and is a 501(c)3 non-profit public charity.
ROADS
LEAD TO
WHAT’S
IMPORTANT.
It’s not just about getting from Point A to Point B.
It’s about having the freedom to get out there, live
your life, and make memories happen.

At Ergon, we’re proud to deliver the right paving,

preservation, and maintenance and solutions
designed to keep your road networks safe and
strong. Because you have places to go and people
to see. Don’t let inferior road conditions get in the
way of life’s adventures.
Tennessee DOT
uses innovation to
rebuild Nashville’s

I-440
Historic project converted concrete
pavements to asphalt
By Bob Horan, P.E.

7
 A reconstructed section of the
I-440 corridor which is part
of the loop around Nashville,
Tennessee from I-40 to I-24
was opened in July 2020 –
a full month ahead of schedule.

That was very good news for the approximately

110,000 drivers that use this roadway daily as it is now
safer and less congested than the old roadway. The
cost of the design-build project was $154 million which
made it the largest reconstruction project ever by the
Tennessee Department of Transportation (TDOT).

The project successfully converted a deteriorated

concrete pavement to new asphalt pavement and
was completed in one year and nine months.

According to Clayton Markham of TDOT’s

Region 3 Innovative Delivery Division, the
goals of the I-440 project were to:

• Address the deteriorated concrete pavements

• Improve safety
• Address congestion

This section of the I-440 corridor was originally built in

the 1980s and therefore the concrete pavement was over
30 years old. The original structural section consisted
of 10 inches of plain jointed concrete pavement on 5
inches of cement treated base (CTB). The pavement was
badly deteriorated and needed major rehabilitation.
From a safety standpoint, the corridor was
experiencing roughly 1.8 times the state crash
rate standards. The project included provisions to
dramatically improve safety for the traveling public.
As for congestion, the project was originally designed
to carry 64,000 vehicles per day. With the current
traffic volumes exceeding 100,000 vehicles per day,
there was a need to increase capacity by adding lanes
to mitigate traffic congestion. This project added two
new traffic lanes and an occasional accessory lane.
The project was a design-build and the winning contractor
was the one that offered the best value based on the
total cost of the project and the target completion date.
The contract required the contractor to both design the
pavement section to meet TDOT structural requirements
and to construct the project in a limited amount of time.
TDOT selected Kiewit Infrastructure South (KIS) as the
general contractor for the project. Based on Kiewit’s
proposal, the project would be completed no later than 708
calendar days after the project started in August of 2018.
Jordan Gregg of Kiewit Infrastructure South described the
design-build approach like this: “This was an A (cost) plus B
(time) design-build project with the B component equal to
$100,000/day which means that both the project cost and
schedule were critical factors in the selection process. This
type of contract allows the contractor to consider innovative
approaches to both accelerate construction as well to
provide the most cost-effective way to accomplish the work.”

8

Structural sections
After looking at several options, the contractor
decided on a pavement reconstruction approach that
consisted of rubblizing the old concrete pavement
and constructing a new asphalt pavement on top
of the rubblized material on the existing lanes. To
construct the new lanes, KIS placed an aggregate base
layer topped with a cement treated aggregate base
underneath multiple layers of asphalt pavement.
TDOT provided a minimum structural number that
the contractor could use to design the pavement
materials and thicknesses to be used on the
projects. They also provided structural numbers
for each of the paving layers (including rubblized
concrete – 0.22 and existing cement treated
base materials – 0.14). Using that information,
The project successfully
converted a deteriorated
concrete pavement to
new asphalt pavement.
the contractor settled on the following structural
design for mainline and shoulder sections:
• Mainline over rubblized concrete – a total
thickness of 8.75 inches of asphalt pavement
• Right shoulder over rubblized concrete – 3.5 inches of
asphalt pavement over 5.25 inches of aggregate base
• Mainline over widening (new lanes) – 8.75 inches
of asphalt pavement over a 3-inch asphalt treated
drainage layer over an aggregate base (with
variable depths of the base being cement treated)
The mainline asphalt pavement section consisted of 4
inches compacted thickness, 3.5 inches of intermediate
of asphalt binder mix and 1.25 inches of asphalt
surface mix. All three layers of asphalt pavement were
constructed using a polymer-modified PG 76-22 binder.
9
One Hundred Years of

1921 • 2021

Innovation & Excellence

www.suit-kote.com (800) 622-5636

The rubblization process
Rubblization (also known as fractured slab
technology) is the process of fracturing an existing
portland cement concrete pavement (PCCP) into
small, interconnected pieces that serve as a base
course for a new hot mix asphalt (HMA) overlay.
The rubblization subcontractor, Antigo, used their
multi-head breaker (MHB) equipment to rubblize the
concrete that stayed in place as a pavement base
material and also to break up the existing concrete
for removal. From March 2019 through March 2020,
158,000 square yards were rubblized, while 265,000
square yards were broken for removal and crushing
to create aggregate materials used on the project.
Antigo used a combination of Badger Breakers
and a vibratory “Z”-grid roller to perform the
concrete rubblization. The project phasing required
Antigo to mobilize equipment operators and/or
equipment to the job site twenty-three times.
TDOT’s rubblization specification required a test
section and test pit be constructed before beginning
work to ensure the requirement for 3-inch maximum
An estimated 215,000 tons of
crushed concrete aggregate
was produced and used as an
untreated aggregate base layer.
particle size on top and 12-inch maximum particle size
throughout the existing concrete pavement. After some
adjustments, Antigo was able to demonstrate that they
could consistently meet the test strip requirements
and were allowed to start the rubblization process.
As is typical in rubblization projects, the contractor
was required to install edge drains to drain water from
the existing pavement section before rubblization. In
addition, an asphalt treated drainage layer was added
under the new lanes in mainline pavement sections.
The drainage layer and underdrains will facilitate
the drainage of water that entered the pavement
either from the bottom or top of the pavement.
11
 TDOT wanted
th public
the bli to
k
know h they
that h
w being
were b
environmentallyll
r bl
responsible.
Removal and processing of
broken concrete pavement
By design, the contractor had to maintain a strict
pavement elevation throughout the project to tie into
existing structures on I-440 and also to maintain proper
clearances under bridges going over the interstate. So,
simply placing the new asphalt pavement on top of the
rubblized concrete was not an option on much of the
project. In those locations, the broken-up concrete would be
removed from the roadway so a new full-depth pavement
section could be built. This created a large amount of
broken concrete that had to be dealt with. The question
then was: “What to do with all of that concrete rubble?”
KIS solved the problem with an innovative solution of
reprocessing and reusing the concrete rubble within the
limits of the project. Where the elevation of the pavement
needed to be adjusted, the broken concrete already fractured
by the rubblization process was removed and stockpiled
at a central crushing location within the project footprint.
The broken concrete was then crushed to meet the size
specifications for aggregate base materials. An estimated
215,000 tons of crushed concrete aggregate was produced
and used as an untreated aggregate base layer and as a
cement treated base material in construction of the new
lanes where full-depth asphalt pavement sections were built.
There were many benefits in keeping the crushing
operation within the confines of where the entire pavement
structure needed to be removed. Kiewit estimates that
this eliminated the need for approximately 24,000 heavily
loaded trucks (over 300,000 tons of aggregate base
materials) to import and export materials on to and
off the project. This also reduced the wear and tear on
surrounding roads and bridges and also offered significant
safety benefits by eliminating the need for trucks to merge
and exit from live traffic lanes. This also allowed for faster
completion of the project and significant cost reductions.

12

Greenhouse gas emissions were reduced
due to less truck travel and reduced need
for the production of new aggregates.
Paving operations
Kiewit worked with their subcontractor Vulcan Materials
to produce all 290,000 tons needed on the project. The
bulk of the mixture came from two plants, with third
plant being pressed into service when the accelerated
project schedule called for more production. Overall,
Vulcan’s two crews laid a total of 170,000 tons and
KSI’s crew placed the remaining 120,000 tons.
Actual constructed thicknesses of mainline
paving varied from a total thickness of 9.75” to
10.75” on rubblized concrete base and 12.25”
to 13.25” on a crushed concrete base (with
various depths at the top of the aggregate being
cement treated) in new lane construction.
During preparation for paving, mixture placement
and compaction, quality control and quality assurance
procedures were in place to monitor the quality
of the asphalt materials being placed. Substantial
amounts of quality control testing were performed
by the prime contractor and their subcontractors
and quality assurance testing and inspection were
performed by TDOT’s subcontractor HDR.
From a compacted density standpoint, over 2,500
cores were taken throughout the project to determine
density for both the travel lanes and the longitudinal
joints. An incentive/disincentive specification was
used on the project to encourage the contractor
to compact the asphalt mat to meet or exceed
specified density in a consistent manner for both
the mainline paving and along the longitudinal
joints. One interesting aspect of the specification
was that the measured density of both the joint
and mainline density had to meet minimum density
requirements to obtain an incentive for a given lot.
To expedite the completion of the project, the contractor
submitted a cold weather paving and compaction
plan and was allowed (in some cases) to pave outside
of TDOT’s seasonal and temperature restrictions.
This applied to base and binder layers only. TDOT
closely monitored paving during cold weather and the
contractor made good decisions on when (and when not)
to pave in less-than-ideal situations without adversely
impacting the quality of the in-place asphalt pavement.
Public relations
Anyone that has been around the rubblization of
concrete pavements or aggregate crushing knows that
these processes can be loud…very loud. And, because
the location of the project is in an urban setting, TDOT
knew that educating the public was essential. Almost
all of I-440 is in a highly populated area consisting
mostly of single-family homes, this was especially
true of the western portion of the project. With many
homes only separated from the roadway by relatively
low walls, TDOT decided paving operations could be
conducted both day and night, but rubblization and
crushing operations were only allowed during the day.
13
 TDOT also implemented a public relations effort to ensure
that the public knew what to expect related to construction
noise. They wanted to let them know what was causing
the noise, how loud the noise would be and when they
could expect to hear it. The effort included information on
social media, radio, TV and even door-to-door activities.
This effort was effective and helpful in keeping the
complaints to a minimum. By emphasizing the green
aspects of the project that reused the existing pavement
materials either in-place through rubblization or by
reprocessing concrete rubble as an aggregate base within
the confines of the project, TDOT wanted the public to know
that they were being environmentally responsible. TDOT
also was able to communicate the expected improvements
in safety and traffic congestion with the new project. The
Conclusion
The I-440 reconstruction project demonstrated
using the benefits of the design-build approach to
contracting as well as the advantage of using well-proven
fractured slab technology to convert a worn concrete
pavement to a high-quality asphalt pavement. The
completion of the I-440 project was a big win for both
the Tennessee DOT as they were able to reconstruct
I-440 in a cost-effective and efficient manner and
the traveling public as they can now enjoy a safer,
smoother and long-lasting asphalt pavement.
Horan is an Asphalt Institute Senior
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14
 BUILT TO
CONNECT

It’s more than a piece of equipment.

Astec helps build the infrastructure that connects the world. Our
Heatec thermal products are used to make asphalt, store asphalt,
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astecindustries.com/asphalt
New paper released on pyrophoric
material formation in tanks
By Paul Sohi

PYROPHORIC
MATERIAL
FORMATION
IN HEATED
ASPHALT
STORAGE
TANKS

17
 he Asphalt Institute
(AI) developed a white
paper titled “Pyrophoric
Material Formation
in Heated Asphalt
Storage Tanks”
The purpose of this document
is to provide information on
pyrophoric material formation
in heated asphalt storage
tanks. The document provides
a summary of published information on this topic as a
starting point for the owner/operator and other users
to evaluate potential pyrophoric material formation
and prevention. It is not an attempt by the Asphalt
Institute to establish guidelines or recommendations
related to heated asphalt storage tank management.
The paper includes references so readers can
perform a more detailed evaluation if desired. It
presents two heated asphalt storage tank accidents
that identified pyrophoric material ignition as the
cause. Other topics include background information
on pyrophoric material, potential sources and
formation causes in heated asphalt storage tanks.
The document highlights how fires in heated
asphalt storage tanks can be prevented by
implementing methods such as an air sweep,
HEAT
Chemical Chain
Reaction
O2
OXYGEN FUEL
Fire Tetrahedron
headspace blanketing, etc. There is a stressed
importance of routine inspections and cleaning.
This document was developed by a task force
consisting of members of the AI Health, Safety
and Environment committee and the AI Technical
Advisory committee. The idea behind the document
arose as a result of a presentation by staff from the
National Fire Protection Association. During that
presentation, it became apparent that the asphalt
industry lacked information on pyrophoric material
formation in heated asphalt storage tanks.
Kevin Hardin of Vecenergy headed the task force,
other members include Bob Hockman from Tamko
Building Products, Linda Osborn of Heritage Research,
Eileen Dutton and Tony Silva from Malarkey Roofing,

pyrophoric material:
any material igniting spontaneously or
burning spontaneously in the air when rubbed,
scratched or struck

18
Andrew Cascione from Flint Hills Resources, Tom Lonyo
and Brian Wilt from Marathon Petroleum, Jay Keating
Tips for preventing formation
from IKO Industries, Tom Hecker of Vecenergy, Michael
Foster of BP and Mike Southern from Eurobitume.
in asphalt tanks
“I wish this information had been available
• Air sweep
to me 20 years ago,” said Hardin. • Headspace blanketing
The document is available as a free download
• Storing asphalt at lower temps
at asphaltinstitute.org. Paper copies are available • Keep asphalt at proper tank levels
for purchase at the AI online store.
• Low-placed fill pipes
• Routine inspections
Sohi is the Asphalt Institute Director of • Proper cleaning
Health, Safety and Environment.
• Reduce reactive surface area
• Minimize air introduction

Shop-fabricated tanks by

International Tank Service, Inc. industry, including asphalt, PMA

(ITS) is proud to announce concentrate, emulsions, soap,
that we have made significant latex, and any other application
investments in our Lima, Ohio requiring a well-designed,
fabrication shop to better well-constructed vertical
serve our storage tank clients storage tank
across North America.
We invite you to contact us if
The investments have enabled you have a need for a new or
ITS to increase our capacity replacement tank or any general
for production of API 650 fabrication needs.
Annex J (shop-fabricated)
E-mail: info@ITStank.com
tanks, up to 12’ in diameter Main Office Phone: 419-223-8251
and 48’ in length (nominally
40,600 gallons/970 barrels).
These tanks have many
applications in the asphalt

19
 

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20
 Effectively curtail oxidation
with warm mix asphalt By Amma Wakefield, P.Eng.

HMA WMA

A
couple of years ago, I was
preparing a talk on “What
happened to warm mix
asphalt?” and I remember
getting stuck on the
presentation outline in a daydream…
Once upon a time, technical asphalt conferences
showcased countless WMA research findings from
the lab and field. I happily added my master’s thesis
to the knowledge pool when I researched material
properties of HMA and chemically-modified WMA.
It is no surprise that there was so much excitement
about WMA then, because there are many
demonstrated benefits of using WMA including the
potential to lower energy demand during production
and construction, reduce emissions at the plant
and the paver, increase allowable haul distances,
reduce thermal segregation, use as a substitute for
anti-striping additives, lower production and paving
temperatures, improve compaction and the list goes on.
asphalt molecules, often termed “volatiles” and changes
the structure and composition of the asphalt molecules
– it becomes stiffer and more brittle. These changes
make asphalt pavements more susceptible to cracking.
Even though apples turning brown is inevitable,
we often use a few old-fashioned tricks to help slow
down this process, and the most important thing is to
reduce the apple’s exposure to air. The same principle
can be applied, keeping in mind that an asphalt
binder’s rate of oxidation depends on temperature
and how much oxygen is available to react with
the individual asphalt modules. As a rough rule of
thumb for very thin films of asphalt, the rate at which
oxidation occurs doubles for every 10oC increase in
temperature. This increase is compounded, meaning
that the rate quadruples for a 20oC increase in
temperature. This behavior is illustrated in Figure 1.
160
140 Rate doubles every 10°C
120 Rate increases in simple
proportion to temperature
100
Property

Two of these benefits of WMA that have long fascinated 80

me are the lower production and paving temperatures of 60
asphalt mix and improved compaction because of their 40
potential impact on the performance and service life of our
asphalt pavements. This goes back to our understanding 20
of how asphalt binders age with time in the environment. 0
100 110 120 130 140 150 160
Asphalt binders are composed of organic molecules, Temperature, °C
so they react with oxygen from the environment. This
reaction is called oxidation and it is as natural as the
Figure 1: Effect of temperature on property change
browning of an apple or banana when exposed to the air. (Source: AI MS-26)
Oxidation causes the asphalt binder to lose the smaller

21
 This tells us two important things: (1) oxidation
rate is highly dependent on a combination
of temperature and time; and (2) oxidation is
reduced if the access to oxygen is limited.
To discuss what we can use to reduce asphalt binder
aging, we have to remember that there are two
types of asphalt binder aging, the first is short-term
aging, which occurs when the binder is heated to the
temperatures used in the laboratory for asphalt mix
designs and in the mixing plant during asphalt mix
production, up to 350oF (177oC). During mix production,
the asphalt binder has the most exposure to oxygen
and high temperatures, with asphalt film thicknesses
of just a few microns coating heated aggregates. The
rate of aging is significantly faster at this stage.
The second type of aging occurs in-service. This is a
slower rate of aging and varies depending on the asphalt
pavement density, environmental conditions such as
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temperature, hours of exposure to sunlight and moisture.
Laboratory tools used to simulate the short-term aging
and long-term aging are respectively the rolling thin
film oven (RTFO) and pressure aging vessel (PAV).
How well the asphalt binder performs depends on
both its short-term and long-term aging conditions.
What can we control from the short-term aging side
during asphalt mix production and placement?
Short-term: Reducing production
and placement temperatures
Laboratory testing of asphalt binder blends of PG
64-22 has shown that a reduction in short-term aging
temperature of 50oF (10oC), reduces asphalt binder mass
loss (loss of volatiles) by approximately 40 percent and
asphalt binder aging rate by approximately 30 percent
(Figure 2). If production and paving temperatures
can be reduced, what would be the impact on the
long-term performance of that asphalt pavement?
Roofing
 Easily adjust softening point, pen & viscosity profile
 Increase compatibility & stability of PMA's
 Improve compound tack, adhesion & cold ductility
 Accommodate higher filler loadings
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Figure 2:
Example of
asphalt binder
hardening rate
with time and
temperature for
PG 64-22
(Source: Ingevity)

23
 To answer that question, we need to consider testing HMA vs WMA: Rutting performance
that estimates the performance of appropriately The Hamburg Wheel Tracking device was used to
conditioned asphalt mix samples. Ingevity recently evaluate the rutting performance of the HMA and
shared performance testing data from TSIT Engineering WMA mixes and showed no significant change in
that compares the rutting (permanent deformation) and the WMA rutting performance as compared to the
cracking performance of dense graded asphalt mixes HMA. Interestingly, the 0.2 percent increase in AC
that addresses this. The various asphalt mixes, listed in for the HMA showed more potential for rutting than
Table 1, were produced at the conventional production the control HMA and WMA mixes (Figure 3).
temperatures (i.e., HMA) and at lower temperatures
(i.e., WMA) using two chemical warm mix additives. HMA vs WMA: Cracking Performance
From a cracking standpoint, TSIT used the Indirect
Table 1: Asphalt mix parameter used in Tensile Cracking Test (IDEAL CT) to determine the cracking
TSIT testing of HMA and WMA tolerance index of the asphalt mixes at intermediate
temperatures. IDEAL-CT results have been correlated
Description Mix (oF) Compaction (oF) AC % WMA Rate % with field performance in terms of fatigue, reflective and
HMA Ctrl 300 275 5.2 None thermal cracking with field data collected from the Federal
Highway Administration’s accelerated load facility (ALF).
HMA Ctrl
+0.2% 300 275 5.4 None The test results from TSIT Engineering showed better
more AC
cracking performance when the mixes were produced as
WMA 1 265 240 5.2 Additive 1, 0.5 WMA, and when 0.2 percent more AC was added to the HMA
(Figure 4). Statistically though, the HMA with 0.2 percent
WMA 2 265 240 5.2 Additive 2, 0.5
more AC was equivalent in cracking performance compared

Figure 3: Hamburg Wheel Tracking

Performance of HMA and WMA

24
 CT Index - Normalized to 7.0% Air Voids

300

250

200
CT Index

150

227 238
100 220
192

50

0
HMA HMA + 0.2% AC WMA 1 WMA 2

Figure 4: Cracking Tolerance (CT) Index of HMA

(Orange) and WMA (Blue) mixes. (Source: Ingevity)

to the control HMA, and on the average WMA mixes showed These performance test results show overall improved
better cracking performance by having a higher CT index. performance when the asphalt mix is produced
warm versus hot. Additionally, increasing the binder
HMA vs. WMA: Low-temperature evaluation content in HMA by 0.2 percent compared to the
To evaluate the low-temperature performance of the HMA control did not provide a statistically significant
HMA and the chemically modified WMA mixes, the difference in the cracking performance, however,
asphalt binders were extracted and recovered from the the WMA provided better cracking performance
mixtures after short-term aging, to determine their PG and equal or better rutting resistance than the
high and low failing temperatures (i.e., the PG true grade). HMA with 0.2 percent more asphalt binder.
The PG low temperatures result in Table 1 show better low-
temperature performance for the WMA mixes compared Long-Term: Limit access to oxygen
to both HMA mixes. The high-temperature impact is Now let’s consider what can be controlled in-
minimal and confirmed by the HWT rutting results. service to limit asphalt binder aging and improve
mix performance. Since the majority of the in-service
Table 2: Mixture Extraction and Recovery aging is in the hands of Mother Nature, we can’t
Binder Evaluation of HMA and WMA easily control things like environmental conditions,
hours of sunlight, moisture exposure, effects of
Description PG High Temp (oC) PG Low Temp (oC) ultraviolet radiation, etc. What can be controlled
HMA Ctrl 79.7 -23.3 is the access to oxygen, by reducing the amount
HMA Ctrl +0.2% 77.2 -23.8 of air in the in-place mat. This can be achieved
more AC during the final step in the construction of asphalt
WMA 1 76.7 -25.6 pavement – the compaction process – where the
freshly placed asphalt mat is compressed (or
WMA 2 76.9 -25.2
densified) to reduce the in-place air voids in the mat.

25

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drive our free online paving calculator.
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Chemically-modified WMA mixes have been shown to
provide better and more consistent compaction than
HMA. The WMA additives enhance the lubricating
properties of the asphalt binder and allow the mixes
to remain workable at even lower temperatures. WMA
also remains workable for a longer period than HMA
because it doesn’t lose heat as quickly to the environment
since there isn’t as big a difference between the
WMA temperature and the ambient temperature.

A Technology Driven Product of

New Brunswick Department of Transportation
WWW.PAVAEON.COM and Infrastructure (NBDTI) recently compared
INFO@USPOLYCO.COM core compaction results for HMA and chemically
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Figure 5: Relationships between field

compaction and pavement service life

26
 All States
Materials Group
®

Chemically-modified
WMA mixes have been
shown to provide
better and more
consistent compaction
than HMA.
SERVING THE
NORTHEAST FOR
modified WMA projects completed between 2017
and 2019 with PG 58-28 and PG 58-34 asphalt OVER 60 YEARS
binders. The core compaction results for the HMA
projects ranged from 92.5 to 93.0 percent and the
WMA project ranged from 93.5 to 94.5 percent.

There are many other studies that show the direct

relationship between compaction and pavement
performance and confirm that obtaining optimum Asphalt Supply Point
density through the compaction process is essential to Other ASMG Operation

long-term pavement performance. Two such studies

conducted by Washington and Colorado DOTs have are
highlighted in Figure 5, where both conclude a reduced with over 60 years in the asphalt
service life when compaction levels drop below 93 industry and facilities strategically
percent (7 percent in-place air voids). The presence of located throughout the northeast ,
air will prematurely oxidize and age the asphalt binder. we continue to grow and expand our
liquid asphalt capabilities. we offer
These compounding benefits of WMA to effectively
limit the rate of oxidation during asphalt mix production a full suite of pg asphalts , polymer
and placement and increasing in-place density to modified asphalt , and pre - blended
limit long-term access to oxygen, has government warm mix asphalt to meet the needs
agencies looking for ways to specify WMA for all of customers throughout the region .
contractors to use it. New Brunswick Department
of Transportation and Infrastructure adopted WMA
we have also continued to expand
for 100 percent of their asphalt paving projects in
2019 after almost 20 years of successful usage. our product offering to include
liquid asphalt additive options for
customers across the country .

Wakefield in Asphalt Institute Regional

Engineer based in Canada.
(800) 343-9620 | WWW.ASMG.COM

27
 The advancement of asphalt pavements
over the last 50 years
Dr. Jon A. Epps, Ph.D., P.E. and Dave Johnson, P.E.
A
sphalt pavements are the surfacing choice
for about 94 percent of the roughly 2.75
million miles of paved roads in the United
States. Asphalt is used to construct sub-
base, base course and surface layers.
The largest consumption of asphalt binders
in paving applications is for hot mix asphalt (HMA) and
warm mix asphalt (WMA). WMA makes up 40 percent of
the production of asphalt paving mixtures. For simplicity,
HMA is used to imply either HMA or WMA herein.
According to the National Asphalt Pavement
Association (NAPA), HMA production in 2017 was
about 375 million tons. State highway agencies and
other public agencies including cities and counties use
about two-thirds of the total production of HMA. Private
work (commercial and residential) accounts for the
remaining one-third of the production. State highway
agencies utilize about 45 percent of HMA production.
Incremental increases in pavement life or a
reduction in the first cost for materials or pavement
structural sections can result in substantial cost
savings. For example, HMA production in the United
States has historically ranged between about
350 million and 500 million tons on an annual
basis. If pavement life can be increased by one
year, an annual saving of billions will result.
28
Motivation for improving
asphalt pavements
A substantial amount of the innovation associated
with asphalt pavements has been stimulated by global
and national events. Product availability, environmental
movements and political interests have all influenced
the advancement of asphalt materials. The in-place
price of asphalt mixtures is significantly driven by the
cost of the asphalt binder, fuel for heating materials,
transportation costs and construction equipment fuel.
Availability of fuels and asphalt binders was also of
great concern in the mid-1970s. Energy conservation
and its availability were national and international
concerns. Environmental concerns were also being
addressed globally during this period for the first
time. Inflation was significant. Price controls were
implemented on several products. As a result of
these driving factors, the 1970s and early 1980s
witnessed a period of rapid technology development
and deployment in the asphalt paving industry.
The first decade in the 2000s also witnessed significant
crude oil and asphalt binder price increases. During
this decade global warming became an additional
item of concern throughout the world. The rapid
inflation of goods and services has not followed the
rapid increase in crude oil price during this decade,
as occurred during the mid-1970s and early 1980s.
 Horizontal Tensile
Strain
Figure 1.
Failure Stress Vertical Compressive
and Strains in Stress and Strain
Pavements
The Strategic Highway
Research Program
Accompanying technology development was a
general reduction in available funding for highway
construction and rehabilitation and maintenance. Thus,
the condition of the nation’s highways deteriorated.
The primary performance problems documented in the
early 1980s were rutting, water sensitivity of asphalt
mixtures, transverse cracking and aging. These problems
were recognized by agency and industry leaders.
This led to the formation of the Strategic Transportation
Research Study (STRS) Committee in 1983. A variety of
activities followed culminating in the Strategic Highway
Research Program (SHRP) that defined the research
program in 1986. A $50 million research and development
program was developed with key research directed
towards asphalt binders, asphalt mixtures, pavement
performance and performance-based specifications.
Research results were available in the early 1990s and
included the performance-graded (PG) asphalt binder
specification, a new method for asphalt mixture laboratory
compaction, as well as new test methods for mixture
design. The effort associated with the implementation
of SHRP was extensive and continues today.
HMA
Base course
Subgrade soil
Asphalt pavement technology changes
The technology associated with the use of asphalt
binders in roadways has changed over the decades. While
change in the asphalt paving industry is relatively slow,
it has nevertheless been significant from an economic as
well as environmental, health and safety points of view.
Asphalt pavement thickness design
Pavement thickness design concepts were developed
based on soil mechanics principles in the 1930s. Two-
and three-layer elastic solutions became available to
predict deflections and stress and strains in pavement
layers by the late 1950s. A linear elastic multilayered
pavement analysis computer program was developed
in the mid-1960s, first by Chevron Asphalt and then by
Shell Oil shortly thereafter. Layered elastic programs
have been utilized as a research tool since the
1960s and have been incorporated into mechanistic-
empirical pavement design procedures (Figure 1).
In the late 1970s and early 1980s linear viscoelastic
and nonlinear viscoelastic methods were introduced.
Finite element approaches to pavement design were also
developed during this period. The engineer’s ability to
predict rutting in pavements and cracking has improved
from these more advanced mechanistic methods.
29
 Stresses, strains and deflections in pavements under
a variety of loading and environmental conditions
can be calculated by layered elastic, viscoelastic
and other solid mechanics approaches. Fracture
mechanics has been used to predict various forms of
cracking based on calculated stresses and strains.
Layered elastic and finite element models to calculate
stress, strain, deflection and permanent deformation
require complex material characterization. For example,
unstabilized subgrade, subbase and base material
properties are stress-dependent and moisture content-
dependent. Loading time and temperature are factors
for asphalt-bound material properties. Asphalt-bound
materials also change with aging time and with the
presence of moisture. Proper characterization of
pavement materials is time-consuming and has been
a major issue associated with the implementation
of more advanced methods of pavement design.
The theory available to calculate stress, strain and
deformation is far more accurate than our ability to
characterize materials. In addition, the correlation
of these calculated parameters and their associated
materials inputs with field performance needs to be
further developed to determine robust failure criteria.
This has been a difficult and challenging task.
The perpetual pavement concept developed in the 2000s
is based on limiting the stresses and strains in pavement
layers below critical threshold values. The use of engineering
mechanics to predict these stresses and strains is a critical
part of the development of this concept. Commonly accepted
failure criteria for pavement rutting, based on maximum
vertical compressive strain on the subgrade, and for
pavement fatigue cracking, based on maximum horizontal
tensile strains in the asphalt bound layers, are used to
design perpetual pavements, in which, theoretically, an
extremely large number of traffic loads can be carried by the
pavement without rutting or fatigue cracking. In a perpetual
pavement, the impact of the environment, loss of friction
and the aging of the pavement are addressed by removing
and replacing a thin layer of asphalt surface mixture every
10 to 20 years as distresses become evident at the surface.
Asphalt binders
Asphalt binders are complex materials of which
mechanical properties are difficult to define and
the chemical properties are extremely complex.
30
Asphalt binder technology has moved from the
“chew” test in the early 1900s to advanced rheological
techniques used by the polymer industry today. Key
properties of asphalt binders include the health and
safety aspects of the material as well as consistency over
a range of temperatures, loading rates and durabilities.
Various types of rheological, mechanical or physical
tests are primarily used to characterize the viscoelastic
properties of asphalt binders. Asphalt binders are
liquids at elevated construction temperatures and
brittle solids at temperatures common in the winter.
The needle penetration test was utilized to describe
the consistency or stiffness of asphalt binders until
about 1962 when many agencies progressed to
viscosity-based systems. The PG system was developed
in the Strategic Highway Research Program (SHRP)
during the late 1980s and early 1990s and is used
in the United States and other countries. Many
agencies are now including the Multiple-Stress Creep
Recovery system to classify asphalt binders.
The SHRP-developed PG specification system for asphalt
binders was a significant advancement in the technology,
although quality relationships between asphalt binder
properties and pavement performance are elusive.
Asphalt binder manufacturing practices have
fundamentally not changed over the years. However,
fewer asphalt binders are produced directly during the
refining process today. Today a significant number of
asphalt binders are blends of refined asphalt binders
and any number of materials or modifiers. These
combinations of materials are used to economically
adjust low-temperature and high-temperature properties
of asphalt binders to meet the PG specification as well
as to potentially improve the overall performance.
This blending is more likely performed in terminals
rather than in large crude oil refineries.
One of the most widely used groups of additives is
polymers. Natural rubbers saw limited usage in the
1950s and styrene-butadiene random copolymers
were utilized regionally in the 1960s for chip seals and
for some asphalt mixtures. Styrene-butadiene-styrene
(SBS) polymers introduced in the late 1970s and early
1980s are in relatively widespread use in many areas
of the world. Chemical additives that improve the water
sensitivity of the asphalt mixture were developed as well.
Asphalt mixture design
Asphalt mixtures contain both asphalt binders and
graded aggregates with or without other additives and
modifiers. These mixtures are designed and constructed
to minimize distresses. Asphalt mixtures harden with
age and may be sensitive to the presence of moisture.

Asphalt mixture properties change dramatically with test

temperature and rate of loading. Thus, materials should
ideally be characterized over a temperature range and
loading rate that simulates the asphalt mixture in service.

Mixture design methods

Mixture design methods are used to establish optimum
combinations of asphalt binder and aggregate. The Hveem
and Marshall methods were primarily developed in the 1930s
and 1940s and were named after public agency pioneer
engineer/technologists from California and Mississippi,
respectively. These test methods continue in use today.

The Hveem and Marshall approaches to asphalt mixture

design allow the asphalt mixture to be designed to resist
permanent deformation or rutting while providing some
consideration for durability of the mixture. Volumetric
design parameters were also part of the design for both
methods. Mixture design parameters include asphalt binder
content, aggregate gradation and air void contents.

SHRP developed more fundamental mixture property

tests in the late 1980s and early 1990s to address
rutting, cracking, aging and water sensitivity. This
mix design system became known as Superpave.

A significant number of cracking tests have also been

developed over the years. These tests include the repeated
load beam tests (fatigue) developed in the late 1950s
and the “overlay tests” first developed in the 1970s for
several forms of indirect tension, direct tension, flexural
tests and several notched beam types of samples.

The asphalt mixture performance tester (AMPT) was

developed in the last decade and is now associated with the
American Association of State Highway and Transportation
Officials (AASHTO) mechanistic-empirical pavement design
method. This test provides parameters to predict rutting
and cracking as well as provide stiffness information for
pavement thickness design purposes. The equipment was
developed to be a compact and user-friendly test method
based on lessons learned from the SHRP program.

31

Balanced mix design concepts, while not new, wisely
promote various means to design mixtures that
perform better. They attempt to design mixtures that
will both resist rutting and cracking distresses.
Mixture types
Dense-graded mixtures are the most widely used asphalt
mixture today. A gap-graded mixture, stone mastic
asphalt or stone matrix asphalt (SMA), was developed in
Germany. Today it is used in several U.S. states. Improved
resistance to rutting and cracking as well improved
durability and friction can be achieved with SMA mixtures.
Open-graded or porous friction courses have gained
widespread acceptance in some states. These types of
mixtures reduce “splash and spray” from traffic, reduce
tire-pavement noise, reduce the potential for hydroplaning
and can be designed to provide excellent friction.
Several concepts have been developed to reduce, slow
down or eliminate reflection cracking from an old asphalt
or portland cement concrete (PCC) pavement after
treated with a new asphalt mixture overlay. A satisfactory
“interlayer” to reduce, slow down or eliminate reflection
cracking in most climates has not been developed.
Additives and modifiers for mixtures
Much like how asphalt binders have benefited via
modification, asphalt mixtures have also utilized several
additives to assist mixture performance. These include
hydrated lime, portland cement and liquid anti-strip
agents to improve the water sensitivity of the material. By
the early 1990s, hydrated lime was widely used following
slow growth in the 1980s. Portland cement has been used
as an antistrip agent in a few states since the 1980s.
Another additive now found in some mixtures is fibers.
They have been used in a few specialty patching mixtures,
for some types of open-graded mixtures and stone mastic
asphalt mixtures and dense-graded mixture as well.
Warm mix additives were introduced to the United
States paving industry in the early 2000s, having
been developed in Europe the previous decade. NAPA
and the Federal Highway Administration are largely
responsible for advancing the technology stateside.
Warm mix technologies include wax-based products,
chemical systems and foaming techniques. Warm mix
allows for reduced mixing and compaction temperatures
32
Asphalt binder technology has
moved from the “chew” test in
the early 1900s to advanced
rheological techniques used by
the polymer industry today.
for asphalt mixtures which affords a variety of benefits.
Known benefits of WMA include reduced emissions,
improved worker conditions, reduced fuel usage for mix
production and benefits to the construction operations.
The construction operations benefit from improved
compaction, extending the construction season,
increasing the paving day and longer haul distances.
Asphalt mixtures and pavement
thickness design
The perpetual pavement concept mentioned previously
is an extension of the “full-depth” concept promoted by
the Asphalt Institute in the 1960s. Properly designed
perpetual pavements design their respective layer’s
mixtures to address their specific and unique requirements.
The bottom layer’s mixture will have high asphalt
binder content, smaller maximum size aggregate and
low air void content to provide good fatigue resistance
and resistance to the presence of moisture.
As the intermediate or middle layer requires
relatively high stiffness values, it can be a lower-
cost asphalt mixture with high percentages of RAP
or RAS, having a lower asphalt binder content.
The surface course materials should be resistant to rutting
and the presence of water, have good friction properties
and be resistant to thermal or low temperature cracking.
An optimum asphalt binder content and a binder that is not
too soft or hard is important for this mixture. A relatively
thin layer (1-inch plus or minus) of an open-graded or
porous friction course can be used to obtain high friction,
reduce hydroplaning and reduce traffic tire-pavement
contact noise. Dense-graded or SMA mixtures are other
appropriate options depending on circumstances.
Asphalt pavement recycling
For over 70 years the asphalt paving industry has
proudly recycled existing pavement materials for pavement
rehabilitation, reconstruction and maintenance. The most
common form of recycling is hot central plant recycling,
with nearly 80 million tons of RAP used on an annual basis.
Significant national research and implementation efforts
advanced by the state departments of transportation and
the Federal Highway Administration resulted in recycling
technology development and deployment in the mid-1970s
when all forms of recycling grew in popularity following the
oil embargo. As a result, substantial savings in pavement
construction, rehabilitation and maintenance have
resulted from recycling asphalt pavements. Refinement
and improvement to these technologies continue today.

Preventive maintenance and

management systems
Optimization of the type and timing of rehabilitation and
maintenance operations has saved significant amounts
of money associated with providing safe and efficient
transportation on the nation’s highways. This is best done
with maintenance management and pavement management
systems developed in the 1960s. These systems have become
increasingly more sophisticated and can provide forecasts
of funding needs through optimization techniques.

Today’s sophisticated management systems provide

predictions of future pavement conditions based on design,
construction, current conditions and maintenance data.
Moreover, they incorporate funding parameters in association
with other economic factors to allow engineers to better
optimize their roadway systems. This tool allows them to plan
both current and future activities to accomplish the optimization.

Accelerated pavement testing

Several full-scale test roads have been constructed over
the years in the United States to improve the future of
pavements. The 1950s saw regional test roads in Maryland
and Idaho and it culminated with the AASHO Road Test
constructed and operated in the late1950s and early 1960s
for both asphalt and portland cement bound pavements in
Illinois. Flexible and rigid pavements continue to be tested on
the MnRoad facility as they have been since the early 1990s
in Minnesota. WesTrack was constructed in Nevada in the
early 1990s for asphalt bound pavements, and the National
Center for Asphalt Technology (NCAT) Test Track was
constructed in Alabama in the 2000s, also for asphalt bound
pavements. The NCAT Test Track remains in service today.

33
 Other forms of accelerated pavement testing have been
used throughout the world. Large-scale equipment has
been developed to test small pavement sections placed
under field construction conditions. This equipment has
been utilized in several countries including France, Spain,
China, Japan, South Africa and the United States.
Construction equipment for
asphalt pavements
Equipment manufacturers have also advanced the
asphalt paving industry with major innovations in the
1970s. At the hot plant, the introduction of drum plants
for the production of hot mix began. Drum plants have
continued to be refined, now being offered in various
configurations including parallel flow, counter flow and
double drum options. Today’s drum plants are also
very capable of handling large quantities of RAP.
The Clean Air Act of 1970 stimulated the use
of baghouse and wet washer systems on HMA
plants to improve air quality. The baghouse is
now the primary tool used to meet air quality
standards in the developed countries.
To take advantage of the high production of drum
mix plants, mixture storage silos were developed and
attached to these plants. These storage silos allowed
mixture to be produced at high production rates,
stored and loaded into trucks at a different rate.
The first cold milling machine was developed in 1974
and demonstrated to a Federal Highway Administration
Expert Task Group meeting on recycling in Las Vegas
that year. This equipment allowed for the economic
removal of asphalt mixtures from the roadway
and quickly became a must-have tool for roadway
rehabilitation. It is one of the most useful equipment
pieces for pavement rehabilitation and recycling.
The 1970s witnessed a significant development
in equipment for both cold in-place and hot in-
place recycling. Improved pulverization equipment,
portable crushing and mixing equipment were
developed during this period for cold in-place
recycling (CIR). Improved heating, mixing, laydown
and air quality control equipment was developed
for hot in-place recycling during the 1970s and
early 1980s. These complemented the improved
engineering of asphalt emulsions used with CIR.
34
Vibratory compactors were developed in the late
1970s and became common for asphalt paving in
the 1980s. These compactors or rollers allowed for
more efficient compaction of asphalt paving mixtures.
In addition, the roller widths became greater, which
contributed to the improved efficiency of the compaction
operation. Intelligent compaction systems are now the
next step in the evolution of compaction equipment.
The materials transfer device was developed in 1989
and affected the market in the 1990s. These devices
allow for storage of the asphalt mixture (about 25
tons) at the laydown site, remixing, which reduces
aggregate segregation and promotes temperature
uniformity. Nonstop movement of the paving machine,
which improves the smoothness of the riding surface,
is more easily accomplished with this tool as well.
Wrap up
Flexible asphalt pavements have been serving the driving
public for well over 100 years. Advancements over time
have been relatively steady. During the past 50 years,
much has changed while much has also stayed the same.
Asphalt binders have gone from being mostly a product
from their respective refineries without modification, to
now being blends of materials from various refineries,
commonly with different modifiers within them to
enhance performance and meet today’s more robust
specifications. These specifications have changed too.
Going from very empirical grading methods to more
fundamental processes which also attempt to take
into consideration local environmental conditions.
The mix design process has taken a leap forward with
the advent of Superpave supplanting older methods
which were developed generations before. Today
they are moving even further as balanced mix design
concepts are potentially better engineering mix design
properties beyond traditional volumetric data.
Recycling technologies grew in popularity in the 1970s
and 1980s. While their usage decreased for some
years, they are again growing in popularity once more.
Moreover, additional products from outside the paving
industry have been and are being incorporated into
mixtures. Crumb rubber from waste tires and asphalt
shingle waste are two prime examples of materials
that can be used successfully in asphalt pavements.
 :Ƞ(Ȧ,Ȭ&ȧ0ȝ6
Equipment manufacturers have and continue to
7ȧ3ș9ȝ0ȝ1Ȭ
develop better options for the production, construction
and maintenance of asphalt pavements. Continuous
0ș,Ȧ7ȝ1ș1ț(Ȅ
flow drum plants, vibratory rollers and cold milling
machines are three major examples on the equipment
side. Advanced automation continues to be developed
:ȝoȮ(*ȧ7<ȧ8
and implemented. Higher and more consistent quality
pavements are the end goal of these advancements. &ȧ9ȝ5ȝ'
The engineering of pavement structures has
also advanced from relatively simple empirical
design procedures to more advanced mechanistic
approaches. Advanced computer programs are now
commonplace, and designs are further optimized via
the incorporation of layer-specific design parameters.

The future for asphalt pavements continues to be bright.

Evidence of asphalt’s ability to provide tremendous
long-lasting service is seen in the 156 perpetual
pavement awards issued by the Asphalt Pavement
Alliance to date. But more can and should be done.

Much more can be said about where challenges are seen

for our industry’s future, but that is a discussion for another
day. To quote an ad campaign from 1968, “You’ve come
a long way baby!” While certainly true that asphalt has
come a long way, it is readily capable of meeting future
challenges with the gusto and success it has enjoyed
in propelling our country and the world forward.

Dr. Jon A. Epps completed his Ph.D. from the

University of California at Berkley in 1968. Generally
speaking, asphalt mixtures were designed, produced
and constructed with means and methods that
were then decades old. Asphalt binders were rarely
modified and largely single-sourced, unblended
products in 1968. Construction equipment was still
much like it had been at the end of World War II.

Dave Johnson was introduced to asphalt materials

in 1990 when dramatic changes were being
developed and implemented due to the Strategic
Highway Research Program. The modification
of binders was increasingly common. New
laboratory tools for both binders and mixtures
were being adopted across the nation.

Much of this article is an adaptation of Dr. Epps’ 2019 TRB

Thomas B. Deen Distinguished Leadership and 2020 AMAP Hall
of Fame presentations, coupled with Johnson’s perspective.

35
 Asphalt binders added to
U.S. national audit program
Will it be a success?
By Greg Harder, P.E.

S
o, what is NTPEP? NTPEP stands for National Transportation
Product Evaluation Program. NTPEP is part of AASHTO
(American Association of State Highway and Transportation
Officials) and each state department of transportation
(DOT) contributes $20,000 annually to NTPEP.

36
How it works
NTPEP operates two different programs – a product
evaluation program and a manufacturing audit program.
The product evaluation program provides single-
source testing of common products used by DOTs
that are manufactured to AASHTO standards.
The manufacturing audit program provides quality
management system reviews and on-site inspection
of plants that manufacture many of these same
products used in highway and bridge construction. The
primary goal of these two programs is to provide cost-
effective evaluations for the state DOTs by eliminating
duplication of testing and auditing by states as well as
eliminating the duplication of effort by manufacturers
that provide products to the DOTs for evaluation.
Product evaluation program
To participate in the product evaluation program, a
manufacturer must apply to NTPEP along with a sample
of their product that will be sent to an independent
third-party lab. Depending on the product, there is a
renewal period of every 3-5 years. Once the application
has been reviewed and the product has been tested,
the test results are posted on an online repository of
data and audit reports for the NTPEP programs.
State agencies can then review the test results and decide
whether or not they will allow that product for use in their
state. NTPEP coordinates and posts test results for the
DOTs to review while not endorsing or approving products.
Warm mix asphalt (WMA) technologies/additives and
anti-strip additives (ASA) are a few of the products in
NTPEP’s product evaluation program. The cost for WMA
manufacturers to participate in the product evaluation
program begins at $9,275 per WMA product and
according to the NTPEP website, only five state DOTs
currently require WMA providers to participate in the
NTPEP program. The ASA/WMA committee has begun the
effort to add asphalt rejuvenators to their list of products.
Manufacturing audit program
To participate in the manufacturing audit program, a
manufacturer must develop and submit a quality system
manual (QSM) along with an application for what is
considered to be a desktop audit. The QSM is a written
document that describes the overall quality control
operating procedures of the manufacturer. Once NTPEP
has reviewed both documents for completeness, they
will then schedule an on-site audit to go through the
manufacturer’s facility and observe their manufacturing
process to ensure the manufacturer is following their
QSM. A complete review of the manufacturer’s records
as they relate to the QSM is part of the on-site audit. The
auditor will identify a random lot of the product and the
traceability of the materials used in the manufacture
of that lot will be investigated by the auditor.
Once the audit is complete, NTPEP
will post the audit report for the
DOTs to review. The manufacturer
will receive an NTPEP certificate of
compliance if they meet all of the
State agencies
manufacturing audit standards. can then review
the test results
Again, NTPEP does not approve
any product or manufacturer and
actual approval to supply products
is left up to each individual state
and decide
DOT. The manufacturing audits are
required to take place annually.
whether or not
they will allow
Evaluating binders
that product
The NTPEP Committee on
Asphalt Binders recently
completed the development
for use in
of the work plan that covers
the requirements and auditing
their state.
criteria for the NTPEP evaluation
of asphalt binder suppliers.
The purpose of the program is to provide audit information
from supplier facilities that comply with the quality control
and product testing requirements of the program. AASHTO
member departments can use this information in their
quality assurance program for supplier qualification.
By participating in this program, the supplier
agrees to produce product(s) that meet or exceed
the requirements in applicable AASHTO/ASTM
designation standard(s) and follow the minimum
quality control provisions of their quality program.
Initial estimates of cost provided by NTPEP for the
binder supplier program are a one-time fee of $500 for
the initial application/desktop audit and then annually
between $7,000-$8,000 per audit per facility. In the
northeast U.S. alone there are 76 binder facilities.
37
 State DOT Utilization of NTPEP Audit Program
Corrugated Elastomeric Guard HDPE Polypropylene Rebar & Welded Wire
Geotextiles PVC Pipe
Metal Pipe Bridge Bearings Rail Pipe Pipe Reinforcement
Required 8 7 9 28 28 17 12 19
In Lieu of 1 1 2 7 3 3 6 5
Something Else
Not Used 42 43 40 16 19 31 33 27
Source: ntpep.transportation.org

DOTs often accept The question

It all sounds good, right? Well, not so fast.

these products Unlike asphalt binders, many of the construction products currently

based solely on
in the NTPEP manufacturing audit program are not routinely
sampled and tested by the DOTs. The DOTs often accept these

the manufacturer’s
products based solely on the manufacturer’s certification. With this
in mind, one might think that the states would embrace the on-site
audits and either require or accept participation by the manufacturer

certification. in the NTPEP audit program in lieu of some other requirements.

But according to the state DOT usage of NTPEP, most states

do not utilize the audit program. Along with the annual on-site

New
MODULE DESCRIPTIONS

On Demand
Module 1: Asphalt Inspector Responsibilities
Module 2: Materials
Module 3: Asphalt Mixes and Mix Design

Paving Inspector Module 4: Mix Production

Module 5: Transportation, Preparation

Certification Program for Paving and Tack Coats

Module 6: Placement
Module 7: Compaction
Module 8: Quality Assurance
The Asphalt Institute’s Paving Inspector
course covers information essential for Entire course (all 8 modules) $495
inspection and project management personnel Individual modules $85
each

to ensure asphalt pavements reach their Please visit asphaltinstitute.org

intended service life. This course allows to learn more and register.

users to progress at their own pace.

38
 Benefits and Costs of the NTPEP Asphalt Binder Audit Program
Intended Benefits Associated Costs
For Agency
No QC Plans Reviews
None
Audits by Others
For Industry
$7-$8K Per Facility Per Year
No Multiple QC Plan Submittals Development & Maintenance of QSM
Privacy of Proprietary Information

audit cost, participation in the audit program is labor While there are a number of benefits to this program,
intensive with the development and maintenance of the hurdles – universal acceptance by the states,
the QSM. So, lack of widespread use by the DOTs could cost to industry and the protection of proprietary
make participation by binder suppliers less attractive. information – may be difficult to overcome.

Binder suppliers may also have concerns about the

privacy of proprietary process and manufacturing Harder is an Asphalt Institute Senior
Regional Engineer based in New York.
information which may be scrutinized during these audits.
Non-disclosure agreements will likely need to be signed by
NTPEP auditors prior to admittance into the binder facility.

Long-Life asphalt emulsion

technology available for licensing
Developed under Government contract
15-year lab-retain still stable

There are four generally-accepted failure

mechanisms of emulsions. We discovered a
fifth, and were thereby able to formulate
exceptionally stable asphalt emulsions.

Interested parties may contact Steve Smith

steve@consultingscientist.us to discuss
technology licensing.

39

Dr. Cassie Castorena is an Associate Professor in the Department of Civil, Construction,
and Environmental Engineering at North Carolina State University.
What drew
you to
transportation
engineering?
My dad is a surveying engineering
professor and encouraged me to fol-
low a similar career path. I was very
fortunate to obtain a research assistant
position in Professor Hussain Bahia’s
asphalt laboratory while I was a civil
engineering undergraduate student at
the University of Wisconsin-Madison.
I enjoyed working with both asphalt
and Professor Bahia and therefore,
pursued a Ph.D. under his guidance.
What is an advancement
you are seeing in chip
seal quality measures?
Research is underway to develop a
performance-related specification for as-
phalt emulsions used in chip seals. Current
emulsion specifications rely on traditional
residual binder viscosity, penetration and
ductility measurements that do not relate
directly to chip seal distress mechanisms.
The future emulsion specifications will ad-
dress bleeding and raveling with the incor-
poration of traffic and climate conditions,
similar to the current Superpave perfor-
mance-graded (PG) specifications (i.e.,
AASHTO M 320 and M 332). The Emulsion
Task Force developed a draft emulsified as-
phalt PG specification based on two initial
frameworks proposed by the Texas A&M
Transportation Institute and North Caro-
lina State University. NCHRP Project 09-63,
led by the Asphalt Institute, is currently
building on this draft specification to es-
tablish a national calibrated and validated
PG specification for asphalt emulsions.
What research is needed when
it comes to engineering asphalt
mixtures with high recycled
binder replacement (RBR)
percentages for peak asphalt
pavement performance?
A significant area of uncertainty in the
engineering of asphalt mixtures with
recycled materials is the recycled binder
availability, that is, the percentage of total
recycled binder that is available to blend
with the virgin asphalt. It is generally
accepted that complete availability is not
achieved in practice, which we and several
other groups have recently confirmed us-
ing advanced microscopy investigations of
asphalt mixtures. Despite this, the majority
of current mixture design procedures as-
sume complete recycled binder availabil-
ity. Research is needed to develop a practi-
cal method to quantify binder availability
within mixture design procedures. The
erroneous assumption of complete blend-
ing may lead to an underestimation of the
required virgin asphalt binder during volu-
metric mixture design and consequently
may yield mixtures with poor durability.
How important are thermal
conditions when evaluating
the effects of aging on
asphalt pavements?
Asphalt binder oxidative aging rates vary
exponentially with temperature and thus,
considering thermal conditions is critically
important when establishing laboratory ag-
We talk with leading
educators and researchers
to learn more about the
people and topics of
asphalt technology.
ing protocols and pavement aging models.
In NCHRP Project 09-54, we field-calibrated
a loose mixture laboratory aging proce-
dure that prescribes the duration of oven
conditioning at 95ºC required to represent
the long-term aged state of the asphalt
mixture in a pavement as a function of
climate and depth. The field-calibration of
this procedure demonstrates that it requires
two to four days of oven conditioning at
95ºC to simulate eight years of field aging
near the pavement surface in much of the
northern U.S. but eight to 10 days of oven
conditioning to simulate the same extent
of field aging in much of the southern U.S.
In what area should
today’s students focus
their asphalt research?
There are many important and exciting
asphalt research topics for students to
explore. Asphalt binders and mixtures are
inherently very complicated materials.
Increased variability in crude sources,
the increased use of recycled materials
in asphalt mixtures and the use of a wide
range of additives have added to this com-
plexity in recent years. Therefore, research
is needed to support the development of
more robust asphalt binder and mixture
design specifications that accurately re-
flect performance. Specifications that ac-
curately reflect performance can support
material and recycling innovation without
inadvertently compromising the long-term
durability of asphalt mixtures. To explore
these topics, it is important that students
develop a fundamental understanding
of asphalt binder and mixture composi-
tion as well as mechanical behavior.
41
LAB CORNER
Sci-fi and
french fries
By Mike Anderson,
Anderso , P.E.
P
robably not a surprise given that I’m an
engineer, but I have always loved science
fiction. When I was younger, I remember
reading a book by Robert Heinlein called
“Time Enough for Love.” Despite it sounding
more like a non-fiction relationship book
instead of a science fiction book I dove in anyway. By contrast,
“Men Are from Mars, Women Are from Venus” sounds like it
could be a sci-fi book instead of a non-fiction relationship book.
In the words of Captain Jack Sparrow, “Funny ole world, innit?”
Anyway... “Time Enough for Love” was the tale of Lazarus
Long, a person who was blessed with extraordinary
longevity. His own natural genetics were then enhanced
periodically by undergoing rejuvenation at a clinic where
the doctors literally replaced almost every part of his
body until he looked and felt like a person who was much
younger. I was fascinated by the idea of rejuvenation when
I was younger. I’m even more fascinated now...for obvious
reasons. Being able to take my body back to a state that
it once was before the ravages of time has its appeal.
In the asphalt world, the concept of rejuvenation is also
appealing for older reclaimed asphalt products, providing an
opportunity to recycle old asphalt materials with new, virgin
asphalt mixtures. But what is real rejuvenation? For that, I turn
to another love from my youth – french fries – and an analogy
to asphalt rejuvenation which I call “The French Fry Analogy.”
Have you ever wanted to bring home leftovers from
dinner and had to decide whether to include the remaining
42
french fries? Why would you consider leaving them? For me,
it’s because leftover, reheated fries never taste like fresh
french fries. I’ll pause briefly for alliteration appreciation.
[pause]. I can easily make them hot again, but what I
really want is for them to be hot, crispy and salty – the
way they were. Barbra Streisand fries, if you will.
We have the same issue with using reclaimed asphalt
materials. We can add lower viscosity asphalt binders and
additives or modifiers to get a softer blended asphalt binder
in the mixture but are we restoring the viscous/elastic
relationship that was present in the original asphalt binder
before aging? For that, I turn to Black Space diagrams,
which are a way for us to look at modulus and viscoelastic
behavior on the same graph, and the figures below.
Shown in Figure 1 are two data points (represented by circles)
representing equal testing conditions (temperature, applied
strain and loading frequency) of an unmodified asphalt binder.
As can be seen, the process of aging results in a movement
from A to B up and to the right, increasing stiffness and
decreasing phase angle. It may be an oversimplification
but think of a decrease in phase angle with an increase in
stiffness as increasing brittleness.* In Figure 2 we see two
possible paths that can happen when we try to bring an
older asphalt back to a newer state. Point C represents a
softening. We have returned the asphalt binder to the same
modulus (or stiffness or viscosity) as the original asphalt
binder, but the phase angle remains lower – meaning its
viscoelastic properties are not the same as the original. It
will behave more like a brittle material as it further ages
 Figure 1:
Aging of
Asphalt
Represented
in Black
Space

Figure 2:
Softening and
Rejuvenating
Represented
in Black Space

than the original asphalt binder. In other words, this is
the result when we heat our fries in the microwave – hot,
but not crispy. If we really want rejuvenation, we need
the path to follow from B back to A, restoring the original
modulus, but also restoring the phase angle. This is
what we want from our leftover fries - hot and crispy.
In our testing, it is easy to see the rejuvenation path in
Black Space diagrams, but other parameters can give us
similar indications as long as they capture that balance
between modulus and phase angle as an asphalt binder
ages. The Glover-Rowe Parameter is one; Delta Tc is another.
If you haven’t heard of these yet you probably will soon.
So, whenever you think about how you design your
asphalt mixtures using recycled materials think
about how you like your leftover french fries. Hot is
better than cold, but hot and crispy are best.
For information on Asphalt Institute's laboratory training,
research, and testing services please contact Mike Anderson
(manderson@asphaltinstitute.org) or Gary Irvine (girvine@
asphaltinstitute.org). A new kind of testing. A new kind of fries.
Mike Anderson is the Director of Research and Laboratory Services at the Asphalt Institute.

43
CALENDAR OF EVENTS AD INDEX
The dates below are subject to change. Please check the All States Materials Group ............................................ 27
websites for possible postponements and cancellations. Antigo Construction ....................................................... 14
Applied Test Systems ......................................................39

2021
Astec ..................................................................................16
Cannon Instrument Co. ................................................. 31
Consulting Scientist ........................................................39
July 9 – 12 • Prince George’s County, Maryland ECF, Inc. ............................................................................20
Ergon Asphalt & Emulsions ............................................. 6
2021 NACo Annual Conference Etnyre ................................................................................35
naco.org/events/2021-naco-annual-conference Ingevity .......................................................................... IBC
International Roofing Expo ............................................40
International Tank Service, Inc...................................... 19
Kokosing Materials Inc. ..................................................23
July 31 – August 3 • Orlando, Florida
PRI Technologies ..............................................................20
2021 SASHTO Annual Meeting Russell Standard ................................................................ 2
sashto2021.com Shanley Pump & Equipment, Inc...................................33
Soprema............................................................................15
Sripath Technologies.......................................................22
Suit-Kote Corporation .....................................................10
August 10 – 12 • Las Vegas, Nevada U.S. Polyco .......................................................................26
International Roofing Expo Wirtgen ............................................................................IFC
theroofingexpo.com

August 30 – September 1 • Chicago, Illinois

2021 MAASTO Annual Meeting
maasto.net/2021maastoannualmeeting
Quality Management System

A new way to manage your laboratory

August 30 – September 2 • Nashville, Tennessee accreditation with AASHTO
AAPT 2021 Annual Meeting and Technical Sessions
asphalttechnology.org
Ditch the
paper
September 21 – 23 • Las Vegas, Nevada and view
Western Roofing Expo your QMS
wsrca.com in a simple,
web-based
portal.
September 21 – 24 • San Antonio, Texas
TXAPA 46th Annual Meeting
texasasphalt.org www.r18labqms.com
toll free 1-855-328-7623

44
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