Superpave Pilot Project Changes V

This post will conclude our journey through the major upcoming changes to Section 39 that will take place with Superpave implementation.  This post will focus on the changes that your laboratories will be influenced by.  Our previous posts were as follows: The first post, Changes I, focused on changes to the paperwork and paving procedures.  The second post, Changes II, focused on changes that affect the operations group at hot mix asphalt plants.  The third post, Changes III, focused on the changes that will affect you if you produce RAP and add it to hot mix asphalt.  The fourth post, Changes IV, focused on Mix Designs & Mix Verifications.

Although the changes that affect your plants, such as lowered target ranges and possible changes to your crushing operations may seem daunting, I personally feel that the laboratories will be going through the most time consuming changes over the next two years.  Here are the major items:

LABORATORY

• Caltrans is officially going to use AASHTO test methods with Caltrans exclusions.  When I say, "with Caltrans exclusions" I mean this: the AASHTO methods allow for things like a hand shaker in the SE test method.  Caltrans will specify that you use the AASHTO method but will exclude certain parts of it such as not being allowed to use a hand shaker in the SE test.  These changes will be noted in the Caltrans IA manual that is slated to be written (but not released) in November 2012.
• Since Caltrans cannot legally certify a person in AASHTO test methods, they will instead be issuing a letter of proficiency to technicians for each of the AASHTO test methods which means your technicians will still need to certify one on one with the IA inspector for all of their test methods.  This also means that your technicians will be doing double certification duty because they may need to certify for the Caltrans test methods to work on non-Superpave Caltrans jobs and the AASHTO test methods to work on Superpave jobs.  The letter of proficiency will only be valid for Caltrans jobs, not for city or county jobs.
• Letters of proficiency will be valid for 1 year.  Sometime in the future Caltrans hopes to extend this to 2 years to align with the Caltrans certifications.
• The IA inspector will have the ability to grandfather experienced technicians into the AASHTO test methods but it will not be required for them to do so.
• The Caltrans IA lab certification requirements will remain the same but your lab will now also be required to have your lab certified with AMRL.  For purposes of the pilot projects in 2012 & 2013, if you have submitted your paperwork to AMRL and are in the que for certification this will be enough to test on a Superpave job.  Starting in 2014, it will be required to be fully certified with AMRL so start your certification process now!  You can learn more about the AMRL Certification Program in our post: Inside AMRL's Certification Program from earlier this year.
• IA will be cracking down on how your technicians perform test methods as we move into Superpave.  If IA find that you are doing a test wrong, no matter what test it was, they have the right to revoke ALL of that technician's certifications, not just the test they were doing wrong.  In addition, any test results that were previously obtained by that technician for that test method will no longer be valid.
• In the AASHTO test method for fine specific gravity (T 84) you CAN wash the fines.  As of right now Caltrans will be allowing the washing of fines in Superpave.  The reasoning for this (and for the short lived change in 2011) was that Caltrans wanted to give industry the ability to recreate what may happen in the plant production environment.  For instance, if you have a mineral filler system on your plant, the fines will have been removed in production and washing your fine specific gravity sample in the mix design process may be justified.  However, in a plant that does not remove the fines during production the washing process in the lab would be unnecessary.  With Superpave you will have the ability to do one or the other but it will likely be your responsibility to ensure that the Caltrans lab is using the same method that you are.      
• The Fine Aggregate Angularity (FAA) test is now mandatory for all mix designs, not just when you have under a certain percentage of sand.

It is recommended that you purchase the SP-2 Superpave Mix Design handbook from the Asphalt Institute here.  The asphalt institute is also working on rewriting their MS-2 Mix Design Methods for Asphalt Concrete which will now include Superpave mix designing but that will not likely be released in the next year.  

All of the changes I mentioned in these posts are for the PILOT projects and may change at full implementation in 2014.  There is a lot of industry concern about being able to obtain some of these conditions (specifically some of the variances).  When this was discussed with Joe Peterson, he encouraged industry to compile data to show that the condition may not be feasible and that he is open to changing them if he has sufficient empirical evidence.  This really goes for any of the specifications or Caltrans rules.  Be sure to voice your concerns and bring some of the issues to the table with Caltrans so they are aware that industry is struggling and why.  There are a lot of major changes coming about and there are going to be speedbumps and realities may have been overlooked in the specification design process.  I encourage you to create good working relationships with your Caltrans counterparts and get involved with the various associations that are making major headway for the industry.  The better the communication is, the more likely we are to find an appropriate solution in the long run.  One way to build a good communication base is to use our Superpave Discussion Forum.  Please feel free to post any of your questions, opinions, and concerns.  Utilize this area to discuss your findings and work with other companies to make the changes you feel are needed. 

Joe Peterson of Caltrans is currently traveling all over the state to give presentations on the upcoming Superpave specifications.  Although he will discuss many of the changes I've outlined in the last few posts I encourage you to still attend one of his presentations for a more in depth look at Superpave.  Joe is a great presenter and covers what could be very dry material in a  useful and interactive way.  In addition, these events will allow you to ask Joe any of your burning Superpave questions so look into attending one if you haven't seen it already.  He has already hit many areas but is scheduled to speak at the following events:  

Nov. 28 @ 12:15pm: CalAPA Central Coast Technical Committee Meeting-Santa Maria
Dec. 5 @ 10:00am (May be rescheduled): CalAPA Southern Technical Committee Meeting-Los Angeles
Dec. 13 @ 9:00am: Caltrans District 9-Bishop
Dec. 19 @  9:30am: CalAPA Central Valley Technical Committee Meeting-Bakersfield
January TBD: Caltrans District 4-Oakland
March TBD: Caltrans District 3-Marysville
March TBD: Caltrans District 8-SRL 

The Caltrans district presentations above will give priority to Caltrans employees but Industry professionals are also invited to participate.  If you would like to attend one of the Caltrans district presentations you can reserve a spot in advance by contacting Roseanna Rodriquez of Caltrans at (916) 227-7020, or via email at Roseanna_rodriguez@dot.ca.gov.  The CalAPA meetings do not require pre-registration.

For more information on the Caltrans Superpave movement visit the Caltrans Superpave Resource page here, where you can find general information on Superpave, a list of the new AASHTO test procedures that will be used, the most recent versions of the Caltrans Superpave specifications, and more.

Good luck!  

Superpave Pilot Project Changes IV

As the fourth post in our Superpave series, we'll be focusing on Mix Designs & Mix Verifications.  Our previous posts were as follows: The first post, Changes I, focused on changes to the paperwork and paving procedures.  The second post, Changes II, focused on changes that affect the operations group at hot mix asphalt plants.  The third post, Changes III, focused on the changes that will affect you if you produce RAP and add it to hot mix asphalt.

Verifications 

• Caltrans is now concerned with the differences between asphalt binder suppliers and is regulating it in the Superpave specifications.  Changing binder suppliers, even if it is the same grade, will require you to submit a new jmf.  In addition, you can only change asphalt binder suppliers once per approved JMF without incurring a charge.  Additional binder supplier changes are $2000 per change.  
• You can now only verify up to 2 JMFs per job per aggregate size and asphalt binder type.  After 2 it is $3000 each.  This includes reverifications! In addition, Caltrans does not have to turn it around to you in any specific time period.   You will go to the bottom of the priority list and they will work on your JMF when they have time.

Mix Designs

• I hope you already know this since it is the biggest difference between Caltrans' previous mix design methods and Superpave but Superpave will no longer use the Kneading Compactor in the mix design process.  Instead, Superpave uses a gyratory compactor.  Caltrans has purchased their gyratory compactors from Pine Instrument (http://www.pineinst.com/).  If you plan on purchasing a Pine gyratory compactor there is a several month waiting period so make sure that you are aware of when you need to order to be ready for the Superpave launch. 
• Caltrans is trying to move away from designing open graded mix designs and estimates that in approximately a year this responsibility may be turned over to the contractor just as the other mix designs are.
• Superpave will still test for TSR for moisture susceptibility but will also use the Hamburg test to determine its susceptibility to rutting.  You will now have to meet both specifications (minimum dry strength of 120psi and minimum TSR of 70%).  Again, there is a several month waiting period on the Hamburg Wheel Tracking Device and at least one brand has a 15 month waiting list.  Take a look at your budgets now and get one ordered before its too late!
• The crushed faces test is changing.  Currently a particle is considered crushed if 25% of the face is fractured.  The new procedure will require 50% of the face to be fractured which means that your particles must be 2x more fractured than they were before.  This may cause an an issue at natural deposits and you may have to adjust crushing operations to make sure that you're material is being fractured enough.

We've started a forum for discussing the upcoming changes here: Superpave Discussion Forum.  Please feel free to post any of your questions, opinions, and concerns.  Utilize this area to discuss your findings and work with other companies to make the changes you feel are needed. 

Our next Superpave post will focus on the changes that are coming to your laboratories.  Stay tuned!

Caltrans Update Email Lists

I know you were hoping that this post would be about Superpave but I had to pass this information on to you all as soon as I heard about it.  I'll get back to Superpave early next week :)

Caltrans now has two e-mailing lists set up to alert stakeholders of changes to its Construction Standards and Construction Manual.

You can sign up to receive notifications of changes made to the Caltrans Construction Standards, which includes the Caltrans Standards Specifications, Standard Special Provisions, and Standard Plans, at http://lists.dot.ca.gov/mailman/listinfo/construction-standards-updates-announce.

You can sign up to receive notifications of changes of Construction Manual Updates in addition to Construction Policy Bulletins and Construction Procedure Directives at http://lists.dot.ca.gov/mailman/listinfo/construction-manual-updates-announce.

Superpave Pilot Project Changes III

Welcome to our third post on the upcoming changes to the Caltrans specifications that are coming about with the instituting of Superpave.  The first post, Changes I, focused on changes to the paperwork and paving procedures.  The second post, Changes II, focused on changes that affect the operations group at hot mix asphalt plants.  This post will focus on the changes that will affect you if you produce RAP and add it to hot mix asphalt.

RAP (Recycled Asphalt Pavement)

• Where RAP is applicable, it will now be included in mix designs at 25 ± 1%.  In many jobs 25%, not up to 25% will be required.  This is a big change from Caltrans' previous maximum of 15%.  
• During production, you will now only be able to vary the RAP content by 3%.  This may cause a problem from those of you who use your feeder settings as a way to regulate your gradations and oil contents.  It is another specification that Caltrans is instituting to encourage producers to regulate their mix BEFORE it hits the hot plant, IE during aggregate, or in this case RAP, production.
• For surface courses, Caltrans will allow a 25% binder replacement and the contractor has the option to bump down the virgin binder grade.  In lower courses, Caltrans will allow up to 40% binder replacement but a bump down in virgin binder grade will be required.  Since the binder in RAP is weathered and oxidized from years exposed to the elements, the binder is stiffer than a virgin binder would normally be.  When a higher content of RAP is added to a hot mix, the mix itself gets stiffer due to the recycled binder. The bump down in virgin binder allows the mixture of recycled binder and virgin binder to retain a stiffness that is still workable and long lasting.  This is one area that your operation will want to examine costs on.  Although you are saving money on using RAP in the mix, depending on the cost of the softer binder, you may end up spending more money on a higher RAP content mix than a standard 25% RAP mix.   
• RAP must now be fractionated into + #4 and - #4 piles.  You can no longer use one size RAP if it includes sizes from both + #4 and - #4.  You will now need two separate RAP piles and two separate RAP feeders.
• There are now tighter variances on your RAP stockpile testing.  The binder can only vary  ±2% throughout the pile and the RICE Specific Gravity variance  is now G_mm±0.0600.  
• Despite the new variances, you can still have live RAP piles but you will need to do frequent testing to verify the variances are within specifications.

There have already been some industry complaints regarding several of these RAP specifications.  I will mention again that if you feel that your plant will NOT be able to meet some of these specifications start recording data to prove it NOW.  Caltrans is open to adjusting these specifications but industry will have to prove its case.  Step up and do so. 

We've started a forum for discussing the upcoming changes here: Superpave Discussion Forum.  Please feel free to post any of your questions, opinions, and concerns.  Utilize this area to discuss your findings and work with other companies to make the changes you feel are needed. 

Our next Superpave post will focus on the changes that are coming to Mix Designs and Verifications.  Stay tuned!

Superpave Pilot Project Changes II

In my last post here I addressed upcoming changes to the paperwork and changes that paving crews should look out for as we progress into Superpave with the pilot projects in 2012 and 2013.  This post will address the changes that the operations groups at hot mix asphalt plants will have to be prepared for.

Asphalt Plants

• Caltrans will be watching and enforcing the plant's asphalt binder set points now.  Your plant's setting MUST match the optimum binder content that is shown on your JMF when you verify your mix.  If you fail the first verification you will be allowed to adjust the binder set point ± 0.2% from the optimum binder content.  During production, you can only change the set point with written consent by the RE.  This means that you will no longer be able to adjust your plant up or down with changes in your test results but will need to ensure that all of your plant components are operating correctly at all times.  Joe did mention that if you know for a fact that your plant is always set high, for example 0.3% higher than you are actually putting in, you can have this difference approved by your RE prior to starting the job. 
• There are now tighter HMA production specifications.  For example: air voids are now ±1.5% as opposed to ±2.0% &  Binder Content is ±0.3% in HMA. and ±0.4% for RHMA as opposed as ±0.5% in previous specifications.  The change in binder content specifications is one particular area that industry is extremely worried about.  Caltrans has already heard a plethora of complaints about this change in specification and Joe made sure to mention that these specifications are currently ONLY for the pilot projects and have not been set in stone for the full implementation in 2014.  He fully anticipates changes to these specifications to occur but pointed out that he cannot make a change unless he has the data to back it up.  He encouraged all industry companies to keep careful track of their data over the next couple of years and compile a logical analysis that can prove their contention that the specification will not work.  He is completely open to making a change to the specifications if he has the data to back it up.
• You will now be told to stop production if you have two out of specification test results in a day.  Unlike before when it would have to be two of the same test results in a row, if you have two of ANY test results out of specification in one day you will need to shut down.  AKA if your sublot 3 is out of specification in binder and sublot 6 is out of specification in SE, you will need to shut down until you can prove that you've made a change that will fix the problems. 
• The minimum binder content in RHMA is increasing.  The new minimum will be 7.5% TWA and it will probably be moving to 8.0% soon after.  Currently the minimum binder content is 7.0% TWA. 
• Superpave will produce even bonier mixes!  Most cities will want to move from ¾” to ½” in their design phase.  Due to the bonier nature of the new mixes you will likely be using less SAND and in some cases less dust.  You may need to adjust your aggregate and/or hot plants to account for this.

These specification changes will be the most influential on your future operations and deserve to be examined starting now.  Some plants will need to dial in their binder issues, some will need to alter their aggregate supply's shape, and others will need to hire more staff to be able to test quickly enough to catch problems as they arise.  I know I mentioned it already but I think it's worth a second shout out:

If you feel that your plant will NOT be able to meet some of these specifications start recording data to prove it NOW.  Caltrans is open to adjusting these specifications but industry will have to prove its case.  Step up and do so instead of complaining about the changes.  There are several industry associations such as CalAPA and CalCIMA that are working on these initiatives and the more information and data they have the more likely that they will be successful.

We've started a forum for discussing the upcoming changes here: Superpave Discussion Forum.  Please feel free to post any of your questions, opinions, and concerns.  Utilize this area to discuss your findings and work with other companies to make the changes you feel are needed.

Our next Superpave post will focus on the changes that are coming to RAP.  Stay tuned!

Superpave Pilot Project Changes I

I've now had the opportunity to listen to Joe Peterson of Caltrans speak twice about the changes that will be appearing with the Superpave pilot specifications and I can tell you that there are A LOT of major changes coming about, not only for laboratories but for asphalt plants and paving crews as well.  Because of the shear  volume of information I will breaking down the major changes into multiple posts over the next couple of weeks.  Stay tuned because no matter what your relationship with Superpave is going to be, you'll want to be aware of these things as you start to look at your budgets for 2013 and 2014.

 Timeline:

2012:

• There are already approximately 6 pilot projects either completed or in the process of being built across the state.  

2013:

• There will be 12-16 pilot projects for sure, but Joe believed that it was more like 25 at this point.

2014:

• Full implementation.  Starting in January all new Caltrans jobs will be specified as Superpave.

Paperwork:

• There are new JMF forms that can be found on the Caltrans website here.  They are labeled the same except that there is an SP at the end, ex: CEM-3511SP
• Caltrans is switching from Total Weight of Aggregate (TWA) to Total Weight of Mix (TWM).  This means that your paperwork will get a little confusing since some of your jobs will be TWA and some will be TWM.  Its recommended that you document both binder contents on your paperwork to eliminate confusion.  There is a worksheet on how to convert TWA to TWM and back here.

Paving:

• It is now required that the contractor takes a minimum of 2 cores per paving day for the contractor’s information in addition to the 1 core every 250 tons that is currently required for Caltrans. 
• The contractor must now also take nuclear density readings on the grade (3 per 250 tons) for their own information.  This information will not need to be shared with Caltrans but the inspector will be verifying that you are using the gauge.  This is to encourage ALL contractors to utilize density information during the paving of the job so problems can be fixed early.  Currently only some contractors do this and since they have the added costs of a technician and gauge, they are at an economic disadvantage during bid time.  This will level the playing field.
• Although Caltrans had previously stopped certifying technicians in CT 375-In Place Density and Relative Compaction of Asphalt Concrete Pavement, it will resume certifying technicians if you have a Superpave job and are interested in having the certification to prove your credibility.  A certification in CT 375 is not required though since the data is for your own use, not for Caltrans.

Our next post will address the changes that will affect the operations group at hot mix asphalt production plants.  Please feel free to comment and discuss the changes on our Superpave discussion forum here.