Wisconsin Asphalt News - Fall 2012 interview wisapa.… · 2012 Fall Conference Nov. 27-28 Wisconsin Dells 2012 Annual WAPA Conference Jan 30-31, 2013 Middleton WTBA 2013 Contractor-Engineer

On July 6 the president signed into law the Moving Ahead for

Progress in the 21st Century Act, or MAP-21, which provides for more than two years of federal funding for surface transportation. It’s a welcome relief from the numer-ous short-term extensions to the previous funding act, SAFETEA-LU, and WAPA commends our nation’s lawmakers for securing funding for transportation infrastructure. (A summary of the act’s provisions is provided on FHWA’s website.)

While the law’s passage won’t be news to most of our readers, it may not be clear to everyone what MAP-21 means for surface transportation in Wisconsin. What’s new and different for this round of funding? What provisions should state, county and municipal road agencies be aware of?

We decided to go straight to the expert source on the topic: the National Asphalt Pavement Association. As the trade association representing the asphalt industry, NAPA has long been an advocate for a strong highway bill and for the nec-essary funding to build and maintain the nation’s roads. We were fortunate to get some time with Jay Hansen, NAPA’s Executive Vice President. Hansen has been with NAPA for 14

WISCONSIN ASPHALT NEWSASPHALT. Wisconsin rides on us.

Fall 2012Inside this issue:

InnovatIons delIver performancepage 6

madIson rebuIlds wIth asphaltpage 4

Q&a wIth apa’s dIrector about perpetual pavementspage 8

Table of ContentsWhat You Need to Know About MAP-21 …

and What You Should Be Doing � � � � � � � 1Funding Spotlight: Interest-Free

Funding Through TIFIA � � � � � � � � � � � 32012 WAPA Conference to

Feature Technical Training � � � � � � � � � � 3Madison Says “Yes!” to Asphalt � � � � � � � � 4Better Tools for Better Performance � � � � � 6Talking Perpetual Pavements with APA’s

Executive Director � � � � � � � � � � � � � � � 8Asphalt Design Competition Winners� � � � 10Hot Product: Carbolite’s Asphalt

Binder Analyzer � � � � � � � � � � � � � � � 10

Calendar of EventsSept� 27 Middleton

Wisconsin Transportation Builders Association (WTBA) 2012 Fall Meeting

Nov� 7–9 Appleton American Public Works Association (APWA) Wisconsin Chapter 2012 Fall Conference

Nov. 27-28 Wisconsin Dells 2012 Annual WAPA Conference

Jan� 30-31, 2013 Middleton WTBA 2013 Contractor-Engineer Conference

Feb� 9-13 Scottsdale, Ariz�NAPA 58th Annual Meeting

March 19-21 San Antonio Joint event: World of Asphalt 2013 Show and Conference and Association of Modified Asphalt Producers (AMAP) 14th Annual Conference

April 7-10 Denver Association of Asphalt Paving Technologists (AAPT) 88th Annual Meeting

What You Need to Know About MAP-21 … and What You Should Be Doing

Continued on page 2.

It’s the law: The president’s signature guarantees 27 months of federal funding for surface transportation. But what does it all mean for you? (Image courtesy of AASHTO)

years, and having worked on the three previous funding bills (ISTEA, TEA-21 and SAFETEA-LU) during his 25 years in Washington, he had a unique perspective to offer on MAP-21.

A new era for highway funding“Funding bills are getting harder and harder to pass,” Hansen says. “In the current climate of fis-cal austerity, a polarized Congress, and a lack of earmarks, the era of six-year funding bills is prob-ably over. On top of that, it’s hard to get Congress’ attention right now to focus on transportation when the primary concern is the economy and

jobs. Of course, that’s exactly why transportation is so important: The pavements people drive on are the foundations of our economy and, quite frankly, our quality of life.

“The message is that transporta-tion—and asphalt in particular—is a good and important investment,” Hansen says. “No matter where you stand on the American Recovery and Reinvestment Act, there’s no debating that the highway projects were by far the most successful part of the stimulus package. It was money well spent, and MAP-21 follows the same model of investing critical dollars to maintain the quality of our highways.”

What MAP-21 means for local highway authoritiesHansen addressed the question of what the new funding act means for county and municipal road agencies. “I think the first thing that county engineers should be doing is taking a careful look at the legislation itself,” he says. “Some of the provisions in MAP-21 will make their lives easier. For example, environmental stream-lining will help projects move more quickly and in some cases skip past Environmental Impact Statements and Records of Decision.

“In addition, there are provisions in MAP-21 supporting innovative technologies like high-RAP mix, warm mix, and recycled asphalt shingles,” Hansen says. “If a road agency has a demonstration project in mind, there may be money in MAP-21 that wasn’t available before. You need to know what’s in the bill in order to chase the money.”

And while the new funding act does provide for more flexibility in spending and streamlines agency involvement, it also calls for more oversight and accountability. “MAP-21 calls for developing minimum performance targets for pavements

and bridges,” Hansen says. “The regulations are 18 months away, but the rule-making process is starting now. The methods to be used to measure performance are likely to be hotly debated—many think that IRI, the International Roughness Index, is not the way to go—and now is the time to get involved in the discussion.”

Hansen also cautions, “It’s equally important to understand what’s not in MAP-21. Most notably, there isn’t any fix for the Highway Trust Fund. There is a big funding drop on the horizon for 2015 if new revenue sources aren’t secured.” (See the “Resources” section at the end of this article for more information, includ-ing a NAPA webinar highlighting the features of MAP-21.)

Local stakeholders can help our lawmakers make the connectionWe asked Hansen what MAP-21 means to county and local highway authorities in Wisconsin. He couldn’t stress enough the importance of local stakeholders taking a role in demon-strating to the public—as well as to our lawmakers—that money invested in transportation is money well spent. “NAPA relies on grassroots efforts, and we encourage people to engage with their lawmakers at the local level. There’s never any guarantee of new transportation funding, so it’s critical to engage decision-makers,” Hansen says.

“We encourage NAPA members to conduct plant tours with members of Congress and elected officials,” he continues. He pointed to a successful grassroots effort here in Wisconsin: “One of your association’s members,

Kevin Gannon with Northeast Asphalt, did a wonderful plant tour with Congressman Reid Ribble. The up-close-and-personal approach really helped illustrate all the benefits of the operation—everything from the good jobs that asphalt supports all the way to the sustainable aspects

of asphalt pavement. The tour led to Congressman Ribble coordinating with 123 Republican members of Congress to urge Speaker John Boehner to take up highway reau-thorization. That all started through grassroots outreach.”

Hansen puts the importance of this kind of education of lawmakers into perspective: “It’s amazing to think about, but it has been so long since we had a highway funding authorization that fully a third of the members of Congress had never voted on one before MAP-21.”

Hansen concludes, “I would also urge county engineers to get involved in the dialogue. If they have ideas to stretch dollars or be more innova-tive, lawmakers will want to hear that. That means sitting down with Wisconsin’s members of Congress, learning what’s on their minds, and starting the dialogue. Now is the time to start. Believe it or not, the next reauthorization is right around the corner.”

Continued on page 3.

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What You Need to Know About MAP-21 … and What You Should Be Doing from page 1

A firsthand look at asphalt: Northeast Asphalt gives Congressman Reid Ribble (right) the full tour. (Image courtesy of Northeast Asphalt)

Making the Most of the Annual Conference 2012 WAPA Conference to Feature Technical TrainingMark your calendar. The annual WAPA conference

is coming: Same place as last year (the Chula Vista Resort in Wisconsin Dells) and the same time (the Tuesday and Wednesday after Thanksgiving—November 27 and 28 this year).

But don’t expect the same program.Each year we seek attendee feedback to try to make the

conference even better. You asked for technical training sessions to complement the sessions on research, policy, markets and new technologies. We heard you, and we’re happy to deliver.

For starters, Atwood Systems will lead a technical session to provide basic training on the Materials Reporting System for WisDOT’s Quality Management Program. Other technical training sessions in development for the conference include a summary of warm mix asphalt technologies and guidance for using recycled

ResourcesFrom NAPA• Analysis of MAP-21: Key Highway and Research Provisions

[PDF]• The NAPA 101 on MAP-21 webinar

From AASHTO• MAP-21: Bill Text and Summary, Information, and Q&A • SAFETEA-LU versus MAP-21: A Comparison

From FHWA• MAP-21 Web page

Continued on page 4.

It’s not just local agencies that should take note of funding opportunities available at the federal

level. NAPA’s Jay Hansen called on the Wisconsin Department of Transportation and Wisconsin lawmakers to note the significant funding available through the Transportation Infrastructure Finance and Innovation Act, or TIFIA program. TIFIA essen-tially provides interest-free loans for highway projects that are separate from MAP-21 apportionment. (TIFIA predates MAP-21, but the new highway authorization substantially increases TIFIA funding.)

It’s noteworthy that Wisconsin has not expressed interest in TIFIA assistance to date. In Hansen’s words: “The U.S. DOT is open for business.” If Wisconsin took advantage of this program and pur-sued TIFIA funding for a megaproject or other major programs, it could free up dollars for projects like pavement rehabilitation or the addition of shoulders to rural highways. Learn more about the program at FHWA’s TIFIA website.

Most nearby states have submitted one or more letters of interest seeking TIFIA assistance. (Source: United States Government Accountability Office report, June 2012)

Also new this year: an industry after-dinner speaker. We look forward to an enlightening talk from Van Walling of Walling Consulting Services.

Funding Spotlight

Interest-Free Funding Through TIFIA

WISCONSIN ASPHALT NEWS 3

What You Need to Know About MAP-21from page 2

asphaltic materials (such as reclaimed asphalt pavement, recycled asphalt shingles, and rubberized asphalt made with used tires). Check our website for more details as we get closer to the conference.

Beyond these, other sessions slated for the 2012 confer-ence include:

• Apresentationtitled“BuildingQualityintoTransportation Infrastructure Projects” by Van Walling of Walling Consulting Services. Walling is also our after-dinner speaker and will share his thoughts about creating mutual value for commu-nity and business partners.

• Adiscussionofuniqueasphaltprojectsaroundthecountry with Mike Kvach of the Asphalt Pavement Alliance.

• OurannualupdateonWisDOT’sbudgetfromCraigThompson of the Transportation Development Association of Wisconsin.

• PresentationsfromFHWArepresentativesabouttheEvery Day Counts initiative as well as recent pave-ment industry research.

Registration information and a complete agenda will appear on the 2012 WAPA Conference Web page later this fall. See you in the Dells!

Our conference will be held again this year at the Chula Vista resort in the beautiful Wisconsin Dells.

Get me to my plane on time! Packers Avenue and Northport Drive are arteries to Dane County Regional Airport in Madison. For initial construction as well as rehabilitation, asphalt helps keep traffic delays to a minimum. Continued on page 5.

Madison Says “Yes!” to Asphalt

If you’ve driven around our capital city recently, you will have noticed that asphalt has been the pavement of

choice for several high-profile rehabilitation projects. It seems the road agencies involved share WAPA’s viewpoint: When it comes to delivering high-performance, high-use pavements, the first choice is asphalt. Asphalt provides a superior ride—a key factor in pavement performance. That’s true for structural asphalt overlays, and it’s true when pavements are beyond repair and the only real fix is a down-to-the-subgrade reconstruction.

Two major reconstruction projects—one completed last year, and one on track for completion this fall—illustrate the advantages of asphalt. We spoke with Madison city engineers to learn more about what went into the decision to use asphalt, and how they got the job done.

Packers and Northport—Partnering for successThe concrete pavements along Packers Avenue and Northport Drive in northeast Madison were completely worn out, even after numerous joint repairs, and the time had come for a major rehabilitation. Since these high-volume roads are part of a connecting highway (they continue on either side of the city limits as WIS 113), the roadways were rebuilt in 2011 primarily from the state budget. The city of Madison was responsible for items like utilities and sewers during construction, and the roads were the city’s to maintain after construction.

All parties involved had specific needs and criteria for the job. As is often the case for construction of connecting highways like these, consensus building among stakehold-ers proved critical.

In no uncertain terms, the city wanted the 2 miles of replacement roadway to be asphalt. Steve Sonntag, a Madison city engineer involved with this project, explains why: “Maintenance was the number one issue for the city for the new pavements. These are high-volume roads near the city airport, and the last time we rehabilitated the old concrete pavement, we had several months of repairs, which greatly impacted traffic.

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Making the Most of the Annual Conference from page 3

University Avenue was in dire need of rehabilitation. Left: A bumpy ride in summer would become downright treacherous in winter. Right: A reconstruction all the way down to the subbase means a smooth ride for many years to come.

“Asphalt is a different story,” he continues. “For minor fixes, we can go in, patch quickly and get out in a very short time frame. Then for larger rehabilitation work in the future, we can mill and replace lane by lane without impacting traffic too much.”

The project proved to be a shining example of how a municipality and the state work together to find solu-tions that meet everyone’s needs. The use of innovative base stabilization techniques to reduce the pavement thickness requirements by a few inches helped bring the budget in line with the state’s requirements.

An eye to the future played an additional role in the city’s preference for asphalt over concrete. “We expect the new roads to last a long time,” Sonntag says, “but it’s impossible to see what the future holds in terms of city growth and traffic capacity needs. It’s very possible we’ll want to change the roadway geometry, like reconfiguring lanes or adding turn lanes. That’s a major undertaking with concrete, since the existing joint patterns and the concrete segments put constraints on what can be done. But with asphalt there’s a lot more leeway. We can add a few feet of width or put in a turn lane based on need without being bound by existing joint patterns.”

The construction contractor for this project was WAPA member Payne & Dolan.

University Avenue—Curing a case of the frost heavesMadison residents don’t need to be told about the problems along University Avenue west of Segoe Road. Glen Yoerger, project manager for the city of Madison, explains the problem: “Ride was a major complaint of the public. During the frost-heave cycle, each slab would be pitched differently from the next. It was a very bad situation in the winter. It’s an old county road that had concrete pavement beneath the asphalt, and all those joints had essentially failed. That’s why we needed to completely reconstruct it.”

This too was a joint project among several stakeholders: the cities of Madison and Middleton, the village of Shorewood Hills, and Dane County. In addition, WisDOT played an oversight role and federal funding was involved, though the city of Madison was the project leader.

Yoerger discussed why asphalt was selected for this 1.9-mile stretch of road. “We analyzed asphalt and concrete alternatives,” Yoerger says, “and from the city’s perspective we prefer asphalt because of the ease of maintenance. It’s a lot less disruptive to traffic when you’re doing a surface treatment or resurfacing. It’s just a

matter of days compared with the long cure times associated with concrete.”

From a cost perspective, Yoerger said that life cycle cost analysis showed that the 50-year design alternatives for asphalt and concrete were comparable. Disruption to traffic for construction and maintenance made the difference. “That’s an important consideration for a major arterial like this one that sees 50,000 vehicles a day,” Yoerger says. WAPA agrees—being able to close just one lane at a time is a benefit of asphalt that concrete just can’t match.

Yoerger expanded on the rationale for pavement selection: “In addition, some people also feel that asphalt is smoother and provides better ride-ability. It’s my personal preference, but of course, we always look at the options quantitatively and make the best engineering decision.”

Yoerger also discussed how this reconstruction was an opportune time to upgrade the underground water and sewer utilities, though the primary driver for the project was the pavement condition. “Overall this project is going well,” Yoerger says. “After we resolved some initial utility issues, things progressed smoothly. I think we’re in the home stretch.”

WAPA member Tri-County Paving is the construction contractor for this project; construction is expected to be completed on time this fall.

WISCONSIN ASPHALT NEWS 5

Madison Says “Yes!” to Asphalt from page 4

Better Tools for Better Performance

Continued on page 7.

WAPA and its members constantly seek to improve asphalt pavements. This commitment to advanc-

ing performance is seen in the intersection of two of our association’s core values: Excellence (“Providing quality products and services that exceed our customers’ expectations”) and Innovation (“Creating ways to meet the new, inspiring and creative challenges of today’s and tomorrow’s transportation needs”).

Even as WAPA members remain diligently responsive to the immediate needs of their customers, they also assume a proactive role in improving pavement performance. WAPA members have helped pioneer new technologies

through independent research and development, demon-stration projects, and introduction of new products and services to the market.

There are too many innovations to mention, but we wanted to highlight six—three tools to use in the field and three laboratory tests—that road agencies need to know about if they don’t already. These technologies can make a real difference in assuring good product quality and providing for long pavement life and exceptional performance. Agencies that are not taking advantage of these latest and greatest tools should ask WAPA or our members: How can we put these tools to work?

IN THE FIELD…

Technology What it does Why use it? For more informationPaver-Mounted Infrared

Thermal ScannerAn infrared camera system mounted on the rear of a paver enables in-spection of the pavement mat in real time to identify thermal segregation dur-ing construction�

Thermal segregation can be caused by construction processes (stops and starts, hauling) and lack of uniform aggregate size in the mix (larger particles can separate out, and they hold heat better than smaller ones)� An asphalt mat with cool spots and varying densities can suffer long-term performance issues and early failure�

This technology provides quality assurance data for the entire mat at the time of paving, unlike coring and density gauges that reveal issues later in the construction cycle and only at sampled locations�

• Article in Better Roads magazine• MOBA’s Pave IR [PDF]

Intelligent Compaction Intelligent compaction uses vibratory rollers equipped with an integrated measurement system, Global Positioning Systems and an onboard computer readout that allows operators to see and respond to soil or pavement compaction levels in real time�

IC monitoring lets operators make timely adjustments to the compaction process by integrating measurement, documentation and control systems� IC rollers also record continuous data, allowing the user to view color-coded plots of the number of roller passes, surface temperatures, and material stiffness measurements� Together these help ensure uniform compaction, which is critical to the strength and performance of a base or asphalt pavement�

FHWA recognizes the potential of this technology as well—it’s one of the new initiatives promoted by FHWA’s Every Day Counts program�

• IntelligentCompaction.com• FHWA’s Every Day Counts 2

initiative: Intelligent Compaction

Non-nuclear Density Gauge A non-nuclear density gauge—also called an electrical density gauge—uses electromagnetic sensing equipment to quickly measure subsurface densities�

Unlike traditional nuclear density gauges, a non-nuclear device does not contain radioactive material� As a result, licensing and special training are not required to own or operate this equipment�

A non-nuclear gauge can detect segregation, low density and other non-uniformities� It is a critical tool in quality control and pavement acceptance� Moreover, the just-in-time information from this gauge allows an operator to correct the problem before construction is complete�

• Pavement Interactive’s Web page• Troxler’s 2701-B PaveTracker

Plus

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AND IN THE LABORATORY…

Technology What it does Why use it? For more information

Asphalt Mixture Performance Tester

The AMPT is a computer-controlled hydraulic testing machine capable of subjecting a compacted asphalt mixture specimen to cyclic loading over a range of temperatures and frequencies� (Note: The AMPT was also known as the Simple Performance Tester in earlier research work�)

The device evaluates asphalt mixture properties to assess potential performance� Transportation agencies can use the AMPT to develop inputs (specifically, mixture dynamic modulus) for the structural design of asphalt pavements using the Mechanistic-Empirical Pavement Design Guide�

FHWA’s AMPT page

Rutting Tests Different kinds of wheel testers simulate wheel path rutting on asphalt pavement samples� Common tests include the Asphalt Pavement Analyzer, the Hamburg Wheel Tracking Device and the French Rutting Tester�

These tests address rutting, one of the three main types of pavement failure (the other two are fatigue and environmental cracking)� Rigorous rutting tests provide assurance at the mix design approval stage that the mix will perform as desired in service�

Asphalt Pavement Interactive’s Laboratory Wheel Tracking Devices page

Multiple Stress Creep and Recovery Test

The MSCR (pronounced “massacre”) test characterizes a binder’s elastic recovery properties, which are closely associated with rutting� Performed using a dynamic shear rheometer (DSR), the test cycles a binder sample through a series of standard creep and recovery loadings�

The MSCR test can replace the current AASHTO elastic recovery test; it allows a DSR—already used to test for fatigue—to very accurately test for rutting as well� The MSCR test can also help with asphalt binder grade selection and “grade bumping” at intersections with high rutting potential�

FHWA’s TechBrief on the MSCR test

(Images courtesy of MOBA, The Transtec Group, Troxler, IPC Global, FHWA and the Asphalt Institute)

W A P A’ S A N N U A L C O N F E R E N C E I S J U S T A R O U N D T H E C O R N E R

WAPA will host its 53rd annual conference November 27 and 28 at the Chula Vista Resort in Wisconsin Dells� We look forward to presenting the latest technical and industry developments

and networking with everyone� The conference Web page is your source for information on exhibitor and sponsor opportunities and registration details� Check back often!

WAPA Conference:

Save the Date!

WISCONSIN ASPHALT NEWS 7

Better Tools for Better Performance from page 6

WAPA: We appreciate your taking the time to speak with us. Can you tell us briefly what the Asphalt Pavement Alliance is and what you do for APA?

Mike Kvach: Certainly. The Asphalt Pavement Alliance is a coalition of the three main organiza-tions that make up our industry: the Asphalt Institute, the National Asphalt Pavement Association, and the state asphalt pavement associations like WAPA. APA engages in information transfer and marketing to establish asphalt as the first-choice pavement in terms of quality, perfor-mance and the environment. I’m the executive director and in charge of leading the APA’s efforts.

What has the asphalt industry done to help maximize pavement life? Could you talk about Perpetual Pavements?

Asphalt has advanced tremendously in recent years, due in large part to the national Strategic Highway Research Program that led to

Superpave and a better understanding of the materials used in asphalt mixes, including how they interact, and improvements in the performance characteristics of those materials. Advances like these made possible new designs that allow the main pavement structure to remain intact indefinitely.

People always ask: Really, truly indefinitely?

Yes. The top lift—or wearing course—is the only thing that needs to be replaced. Asphalt pavement ages from the surface downward, leaving the lower layers unaffected. We can design an asphalt pavement sufficiently for the materials, traffic and climate so that the pavement distresses are isolated to the surface layer only. A worn-out top layer may be removed to reveal lower courses that are as strong as the day the pavement was

The well-publicized Perpetual Pavement used on the Marquette Interchange in Milwaukee is a great achievement—a testament both to engineering and to the willingness of the parties involved to employ an innovative, high-performance technology. We know, though, that the words “Perpetual Pavement” can make a smaller highway agency ill at ease. (“Isn’t that too much of a design—and too expensive—for my county road?”) In fact, extended-life pavements can be sized appropriately for any road application. They’re a smart way to make the most of your budget (and bottom line, that’s what matters: getting maximum performance for your dollar). We spoke with Asphalt Pavement Alliance Executive Director Mike Kvach, and he gave us the facts on Perpetual Pavements and other extended-life designs. If you’re a pavement owner who likes the idea of a pavement whose main structural layers never (!) need replacing, then read on…

constructed. A Perpetual Pavement is a spe-cific kind of extended-life pave-ment design. The idea of ever having to tear out a pavement all the way to the subbase is rendered obsolete by Perpetual Pavement.

What are the benefits of Perpetual Pavements?

Where to begin? Since the main structure never wears out, there are tremendous cost savings. Instead of major reconstruction in future years, there is only infrequent milling and replacement of the wearing course. That can be done overnight at minimal inconvenience to motorists and businesses. Then there are the environmental benefits. Asphalt is already one of the greenest products around, and possibly the only thing better than recycling asphalt is not having to replace it in the first place. It costs very little in terms of energy, emissions and fuel to mill off the top layer of a pavement, recycle both the aggregate and binder, and lay a new wearing course. It is a truly sustain-able technology.

Talking Perpetual Pavements with APA’s Executive Director Extended-Life Pavements for Any Budget

A Perpetual Pavement is designed based on materials, traffic and climate so that only the top wearing course needs to be replaced. (Image courtesy of APA)

Mike Kvach, Executive Director of the Asphalt Pavement Alliance. (Image courtesy of APA)

Continued on page 9.

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Our newsletter readers are concerned about costs. They’re not prepared to lay down 13 inches of asphalt to achieve a Perpetual Pavement.

There isn’t any reason an extended-life pavement needs to be so thick. It all depends on the application. For a heavily trafficked Interstate, yes, you might be looking at a foot or more of pavement. But for a county road or even city streets, you can design for the expected traffic loading and get an 8-inch pavement that will last forever with periodic milling and replacement of the wearing course. If small agencies are concerned about costs, what they should really be concerned with is the alternative to extended-life pavements: inevitable major reconstruction down the line.

So how does an agency go about designing for Perpetual Pavements?

APA offers two versions of our Perpetual Pavements software on our Perpetual Pavements Web page. PerRoad 3.5 uses the mechanistic-empirical design philosophy to predict pavement strains based on seasonal, loading and material data. PerRoadXpress 1.0 is a quick-and-easy design tool for low- and medium-volume roads and parking lots. Both are free to download. You’ll also find a link to an APA synthesis report on Perpetual Pavements [PDF] on that page.

The concept of Perpetual Pavement is based on designing a pavement to withstand a maximum allowable strain at its base. With a target strain, a designer can use the AASHTO Mechanistic-Empirical Pavement Design Guide and DARWin-ME software to design an extended-life pavement. Keep in mind, though, that the MEPDG is only as good as the data used. Proper data validation and

Guidance on Perpetual Pavements—including industry practices and free design software—is available from the Asphalt Pavement Alliance. (Image courtesy of APA)

Talking Perpetual Pavements with APA’s Executive Director from page 8

calibration is necessary, or you can easily end up with an over-designed or under-designed pavement.

We have some experience with Perpetual Pavement in Wisconsin, notably with the Marquette Interchange in Milwaukee. What is Perpetual Pavement’s track record nationally?

There have been pavements func-tioning as “perpetual” well before Perpetual Pavement matured as a design concept. APA instituted an award program to recognize existing pavements and structures that have required mini-mal rehabilitation. There have been 70 winners since 2000, and I think that’s just scratching the surface compared with all the pavements out there. Keep in mind some of these pavements are 50, 60 or even 70 years old and still performing. The concept works.

Then there are agencies that have been putting modern Perpetual Pavements into practice. You men-tioned the Marquette Interchange in Wisconsin. Just across your state line, Illinois DOT has really gotten on board with extended-life pavements and has deployed more and more of them across the state.

Perpetual Pavements have also been the focus of considerable research. The National Center for Asphalt Technology at Auburn University has scrutinized a number of test sec-tions, and they found that Perpetual Pavements are actually outperforming their designs. That gives us confi-dence that they’re up to the task.

This all begs the question: Why aren’t Perpetual Pavements being used more? It seems like a no-brainer.

Change is sometimes slow in the transportation industry. Engineers are cautious by nature, and they should be. I think it comes down to education and confidence. It’s our job at APA to help educate pavement engineers and decision-makers about this technology and its benefits. That involves giving them the confidence to know that these types of pavements are going to work as intended.

We can’t let you go without asking how this fits into the MAP-21 funding act. It seems that extended-life pavements may be part of a strategy to address the call for increased pavement management and performance metrics.

Yes, and in addition, MAP-21 authorizes funding for research and education, with a goal of accelerating the development and deployment of technologies that will result in longer-lasting highways. Perpetual

Pavement fits nicely into those provisions.

And on the topic of the federal government, I think that Perpetual Pavements are exactly the sort of technology that would make an excellent Every Day Counts initiative. They are easy to implement, low-cost, and provide an unparalleled return on investment.

Thanks again for sharing your thoughts with us today.

Any time.

Mike Kvach will talk more about pavement design and performance at the 2012 WAPA Conference. For more information about APA, visit asphaltroads.org. You can also follow APA on Twitter or subscribe to the Alliance’s RSS feed for frequent updates.

WISCONSIN ASPHALT NEWS 9

We’ve talked a lot about performance in this issue

of Wisconsin Asphalt News, and we think the absolute best way to guarantee high-performance pavements in the decades to come is through education and involve-ment of the next generation of pavement engineers. That’s a main reason WAPA sponsors the annual Asphalt Design Competition and encourages participation among colleges and universities in the region.

This year we extend our congratulations to the winning team from the University of Wisconsin–Madison, which took home first place in the 2012 competition and an award of $2,000. The team’s entry scored the highest marks in the multidisciplinary challenge, incorporating sound engineering practice in the areas of pavement structural design, asphalt mix design and construction management.

Two teams from UW–Platteville came in second and third this year. Thanks to all participants—you are the future of asphalt pavements!

Hot ProductCarbolite’s Asphalt Binder Analyzer

In the lab, pavement engineers need the right tools to conduct the

standard AASHTO test for determin-ing the binder content of HMA through binder burn-off. The 750°C Asphalt Binder Analyzer, available from WAPA member Carbolite of Watertown, combines a sophisticated furnace and weighing system that continuously measures the weight loss of a bituminous mixture during combustion and calculates the binder content of the asphalt.

Carbolite’s Asphalt Binder Analyzer is widely recognized for its superior design, high-quality construction, durability and trouble-free service. The Asphalt Binder Analyzer is fully compliant with national standards, including AASHTO T 308-10 and

ASTM D6307-10. For more information about this product, see Carbolite’s product Web page.

Count on Carbolite’s Asphalt Binder Analyzer to measure binder content in an asphalt mix. (Image courtesy of Carbolite)

Congratulations to the winning team from UW–Madison: (left to right) Erik Lyngdal, Ryan Sylla and Paul Van Rens.

MissionPromote quality hot mix asphalt pavements which are safe, efficient and in the best interest of the customer.

VisionProfessionals dedicated to making HMA the customer’s preferred choice in pavement solutions through innovation, education and exceptional service.

Values* StewardShip

* excellence

* innovation

* profeSSionaliSm

* accountability

Contact Us!Scot Schwandt, P.E.

WAPA Executive Director

620 Water Street, Suite APrairie du Sac, WI 53578

Phone: (608) 255-3114 Fax: (866) 398-2857

Email: [email protected]

Website: www.wispave.org

10 www.wispave.org

Congrats to Asphalt Design Competition Winners

amerIcan asphalt of wIsconsIn

frank brothers Inc.

d.l. Gasser constructIon company

Iverson constructIon

mathy constructIon company

monarch pavInG company

murphy constructIon company

northeast asphalt, Inc.

northwest asphalt products, Inc.

northwoods pavInG

payne & dolan, Inc.

pItlIk & wIck, Inc.

rc pavers, llc

rock road companIes, Inc.

senn blacktop, Inc.

sherwIn IndustrIes, Inc.

trI county pavInG, Inc.

wolf pavInG

WAPA Liquid Asphalt Supplier Membersbp asphalt

calumet specIalty products

flInt hIlls resources

henry G. meIGs

WAPA Producer Members WAPA Associate Members antIGo constructIon

aon rIsk servIces

arInG eQuIpment company

asphalt reheat systems

asphalt technoloGIes Group

baker tIlly vIrchow krause, llp

r.h. batterman & co., Inc.

baxter & woodman, Inc.

becher-hoppe assocIates

benchmark, Inc.

carbolIte

century fence company

cGc

chIcaGo testInG laboratory

cIcchInI asphalt pavInG

custom weldInG & metal fab, Inc.

envIronmental technoloGy and enGIneerInG

fabco eQuIpment company fahrner asphalt sealers

Gkw, llc

Graef

heatec, Inc.

Inspec

lafarGe north amerIca

lIberty tIre

meIGs truckInG

mIlestone materIals

mIller, bradford & rIsberG

motIon enGIneerInG

msa professIonal servIces

omnnI assocIates

osI envIronmental

James peterson sons

roadtec

roland machInery

rs used oIl servIces

specIalty enGIneerInG Group (s.e.G.)

stansteel

s.t.a.t.e. testInG, llc

troxler electronIc labs

volvo constructIon eQuIpment and servIces

w.k. constructIon

wem automatIon

yahara materIals

Welcome New Members!Carbolite of Watertown manufactures industrial ovens, incubators and furnaces. Carbolite’s 750°C Asphalt Binder Analyzer furnace measures binder content in asphalt mixes.

Liberty Tire of Pittsburgh provides tire recycling services and provides materials for rubberized asphalt and other applications. The company has Wisconsin facilities in Auburndale.