Showing posts with label bitumen paint. Show all posts
Showing posts with label bitumen paint. Show all posts

September 29, 2016

Global Bitumen Market

The global bitumen market is forecast to grow at a Compound Annual Growth Rate (CAGR) of four percent between 2015 to 2020, and the world’s largest energy traders such as the Vitol Group and the Trafigura Group Pte. are in a race to increase their market share.

The bitumen market was valued at around $75 billion in 2014 and is expected to reach $94 billion in 2020, according to a report by Zion Research, titled, “Bitumen (Paving Bitumen, Oxidized Bitumen, Cutback Bitumen, Bitumen Emulsion, Polymer Modified Bitumen and Others) Market for Roadways, Waterproofing, Adhesives, Insulation and Other Applications - Global Industry Perspective, Comprehensive Analysis and Forecast, 2014 – 2020”.

Bitumen is a semi-solid form of petroleum, which is used to make asphalt for roads, waterproofing for roofs, insulation, and adhesives. It is either obtained by distillation of petroleum or is available naturally, such as in Canada’s oil sands.

Bitumen is used mainly in road manufacturing. A surge in road construction activity in Asia will propel growth for the product going forward. 75 percent of the global consumption of bitumen was used for road construction in 2014.

Waterproofing of roofing and building construction was the second major consumer of bitumen in 2014. Increased construction of homes to cater for the growing population is likely to add to the bitumen demand in the future.

Along with roofing, polymer modified bitumen (PMB), which is used as a chemical additive and adhesive, will witness rapid growth compared to other forms of bitumen.

Trucks, trains, and barges have been used traditionally to transport bitumen from refineries to local consumers; however, a drop in supply from the aging refineries in the U.S. and Europe has necessitated the use of oceangoing tankers, to supply the material from its source of production to the end consumer.

Vitol, the largest independent oil-trading house teamed up with U.S.-based Sargeant Marine Inc., which distributes asphalt to customers worldwide to form Valt, which operates the world’s largest dedicated asphalt fleet, handling parcel sizes from 20 metric tons up to 37,000 metric tons through its fleet of fourteen specialist vessels, according to its website.

“It used to be mostly a small distribution business,” Chris Bake, a senior executive at Rotterdam-based Vitol, said in an interview. “Now it is more of a whole arbitrage business requiring a global reach and shipping capacity,” reports Bloomberg.

Trafigura group is also not far behind. Its Singapore-based unit, Puma Energy has added four new bitumen vessels, taking the total number of vessels to 11, which cater to the Asian markets.

“We see a definite upward trend in the number of nautical miles for bitumen,” said Valt Chief Commercial Officer Nick Fay, who estimates an annual increase of about 7 percent. “All the new refineries that are getting built don’t make bitumen,” reports Bloomberg.

The Guvnor Group is planning to invest in the Perth Amboy asphalt refinery and storage facility in New Jersey, which has been shut since 2008, reports Bloomberg.

There is hardly any public information about the bitumen market, which makes it ideal for the large energy traders, who use their energy expertise and global connection to supply to far-off markets.

“There is a perception that the world is going to be more disconnected -- supply and demand-wise -- and we are there to help connect the dots,” Klintholm said.

Nonetheless, increased use of asphalt for roads and environmental concerns with bitumen manufacturing could pose a risk for the growth of the bitumen industry in the future.

By Rakesh Upadhyay for Oilprice.com

August 29, 2016

Asphalt Recycling

Asphalt plant manufacturers agree that recycled asphalt is a valuable resource that is too good to waste - Mike Woof writes

Around the globe there is growing interest in the use of recycled asphalt pavement (RAP). The technology to utilise RAP in asphalt mixes has been available for some time, with a range of asphalt plant manufacturers in the US and Europe having developed a number of solutions. However, take-up of this technology has varied, with the US pushing ahead with the use of RAP while progress has been much slower in Europe. But many European countries are now becoming more aware of the need to lower the reliance on new aggregates through the use of RAP. And other markets, too, are seeing greater interest in the use of RAP, with the Chinese authorities, for example, having set requirements for this material to be used in road building.

Using RAP can lead to substantial savings in both production costs and indirect CO2 emissions. A paper by Ammann’s commercial manager, Peter Maurer, highlights the fact that RAP is not a waste material but one that can be re-used efficiently. This is a key issue that all the specialists building equipment for the asphalt sector, such as Astec, Benninghoven, Günter Papenburg, Intrame, Lintec and Marini, will agree with Ammann upon.

Both the aggregates and bitumen contained in RAP can meet the standards allowing re-use. Adding some quantities of new aggregates and bitumen can ensure that quality is maintained.

Clearly, the use of recycled asphalt pavemen (RAP) will only increase across the globe, with asphalt plant manufacturers having already developed ingenious solutions to make best use of this material.

Maurer’s paper details a number of fundamental points for the use of large quantities of RAP in an asphalt plant, which all of the key suppliers in the market segment would agree with. First, legislation must allow the use of RAP in asphalt mixes. Second, there must be a sufficient supply of the material available to a user to make the investment in the extra equipment needed worthwhile. Assuming that the material can be used and is available, the asphalt plant owner then has to provide separate storage facilities for different grades of RAP being received. Careful monitoring of the RAP supply has to be carried out, with laboratory-based testing to assess the quality. And the higher the percentage of RAP being used in the mix, the greater the importance of assuring the quality of the RAP feed.

Marzio Ferrini, head of product marketing at Marini, emphasised that determining the quality of the RAP is essential. He said that quality testing of road materials being milled off should be carried out so that the contractor knows exactly what grade is being recovered. He said, “You need to know the source of the RAP.”

Ferrini added that weather protection is also important for the RAP storage area, as this helps to reduce the moisture levels in the material, lowering the quantities of fuel used for heating the plant. This is a technical point on which Marini’s rivals are in broad agreement.

Batching-type plants are favoured by users in many markets, because of their versatility and adaptability. Modern batching plants are now often constructed in modular form with prewired components, allowing faster commissioning onsite while they can also be set up to handle a wide range of mix specifications. This versatility in construction also helps these plants to use RAP in the mix (although it is worth noting that continuous-type plants can also be configured to handle RAP).

Accurate weighing of the RAP entering the mixer is necessary to ensure that the correct quantities of materials are used, a point on which Benninghoven’s sales manager Rainer Böllinger, as well as Ferrini and Maurer all agree. The feed conveyor systems can be equipped with load scales on the belt so that the quantities can be monitored continuously.

With regard to the use of cold RAP in the mix, there is considerable discussion too as to how much can be used efficiently, however.

Böllinger said that Benninghoven’s latest granulators play a key role in the production process by breaking up the RAP prior to being used in the feed. Böllinger said, “The granulator is a key factor for high-quality recycling management. You need soft crushing to protect the stone and you remove the fines in the end products. You can increase the percentage of recycled feed in the plant by 5-10%; because you remove the fines efficiently, you don’t destroy the stone and you retain the bitumen.”

The source of the RAP has to be identified and lab testing is crucial to determine the material quality.

According to Böllinger, using the granulator helps recoat the bitumen around the stone and avoids the need for long mixing cycles in the mixer, with a boost to productivity. He said that the material being delivered to the mixer is more homogenous, allowing a conventional mixing cycle of 45 seconds.

Another important feature is the slow feed rate for the RAP into the mixer box, which reduces the quantity of steam being released. Ammann’s and Benninghoven’s burners are controlled by an inverter system, which it claims also helps to boost overall plant efficiency. When the plant has a low level of throughput into the drier drum, the burner reduces the fuel consumption.

Ferrini pointed out that the mix design must be modified to incorporate RAP, while the plant has to have the necessary features to accommodate this. The recipe has to be checked using software, with continual monitoring of all the feed components.

The introduction of the RAP in the feed can generate large quantities of steam from the mixer, so the Marini plants have a special tube that operates under negative pressure as an extractor.

Marini’s approach to allowing a high percentage of RAP into the mix, however, is to use a larger mixer. Because of the heat-exchange process to the cold RAP, the mixing time is typically increased to 50 seconds, compared with the 45 seconds for a conventional mix using virgin materials. Ferrini said, “If you want good quality, you need more time to heat the material and allow the bitumen to cover the stone.”

He said that a batching plant using fresh aggregates and with an output of 240tonnes/hour will typically have a 5tonne mixer and a mixing time of 45 seconds for each batch. But when cold RAP is used in the mix, extra time is required for the heat-transfer process so that the mixing time will be increased to 50 seconds, so to ensure the output remains the same at 240tonnes/hour, the mixer capacity has to be increased to 6tonnes. “The bigger batch compensates for the longer time,” he said. “The more cold RAP you use, the longer the time you need.”

Ferrini said that while higher percentages of cold RAP can be used in theory, this requires a greater energy transfer, and to prevent overheating of the material, even longer times are needed and this will increase fuel consumption significantly. “We can do this but the machine must be specifically designed for it with a big mixer and a big burner and use a very good quality RAP and with a low moisture content.”

Ferrini added that in addition to the technology used for the introduction of cold RAP directly into the mixer, the firm can help increase the percentage of RAP used. This is achieved by adding RAP into the recycling ring on the dryer drum and by combining both technologies, Ferrini said that the Marini plants can reach a recycling rate of up to 60%.

The view from Ammann is broadly in agreement with Marini. And Maurer’s paper on the use of recycled asphalt details how a feed of up to 30% of cold RAP can be fed directly into the mixer. Keeping the moisture of the RAP lower than 2% allows the percentage to go up to 35% or 40%, supported by an intelligent feed of the RAP into the mixer. The paper also highlights how, by using a parallel dryer in parallel flow technology, a feed of up to 60% of hot recycled material can be used in the mix.

However, Maurer points out that Ammann is working on technology to boost the quantity of recycled materials from the current maximum of 60% when using a dried feed, having set a target of 100%. This technology, based on the counter flow drying principle in combination with a hot gas generator, and equipped with some high sophisticated air ducting details, was introduced in 2007 in a wide range of installations. It ensures gentle drying and heating of the RAP, and in some road-construction projects it was possible to use up to 98% of RAP with this technology.

Nowadays, all of the leading manufacturers in the asphalt plant field will be working in this same direction to optimise the use of RAP, although the solutions they eventually deliver may vary significantly.

source- world highways

June 7, 2016

Concrete to Replace Bitumen..

Concrete Roads 20% Cheaper Than Bitumen, More Durable – Dangote

The president of Dangote Group, Alhaji Aliko Dangote yesterday said using concrete in road construction is 20 percent less costly than using other materials.

The business man disclosed this at Itori, Ewekoro local government area of Ogun State during the inauguration of a 26 km concrete road constructed by his company as part of its corporate social responsibility, CSR, to the people of the area.

According to Dangote, apart from saving cost,  roads constructed with concrete last longer than bitumen roads and do not require much maintenance.

“Our decision to introduce cement concrete roads in Nigeria, is in line with what obtains in other parts of the world. For instance, the famous Autobahn in Germany, was constructed with concrete. The equally popular Marine Drive in Mumbai, India, which was built in 1939, is another example of a concrete road.”

The business mogul further stated that players in the cement industry in Nigeria have been clamouring for a rethink on how roads are constructed in the country saying to save billions that go into maintaining bitumen roads, concrete roads are the answers.

“The Nigerian cement industry as our contribution to finding a cost-effective and lasting solution to this problem, has been advocating the construction of concrete roads as a more viable alternative to asphalt roads. That is why we at DIL, are venturing into the construction of concrete roads. Today’s ceremony is just the beginning for us, as we will soon embark on the building of more concrete roads in other States of the Federation, including Lagos, Bauchi, Kogi and Kaduna.

Dangote explained that his company embarked on construction of Itori -Ibese road to contribute their quota to easing suffering of the people of the area occasioned by poor state of the road also help their business.

“This project was conceived in 2014, as part of our efforts to ease movement of our heavy duty trucks from our Ibese Cement Plant to other parts of the country. We realised that the existing narrow road built in the ’70s, had virtually collapsed and needed to be reconstructed to accommodate our trucks and other road users.

“First, concrete roads are not only about 20 percent cheaper than the conventional asphalt roads, but they also last longer and do not have potholes. Also, concrete roads do not require frequent maintenance and they save fuel for motorists and protect tyres from wear and tear.

He noted that apart from being cost effective and durable, materials for making concrete roads are locally sourced.

“Another advantage of concrete roads is that cement, the basic raw material is for construction, is available locally, and is cheaper to use in the long run than bitumen, a petroleum-based product that is presently imported. As a matter of fact, in Nigeria, economic losses due to poor condition of our roads is estimated at about $1billion annually. I believe that the introduction of concrete roads will enable the government to find lasting solution to the poor road network in the country, and also reduce the burden of constantly sourcing for funds to repair roads.

Source- leadership

April 22, 2016

Highway Project Model

Introduced last year by the Union ministry of road transport and highways, acceptance of the hybrid annuity model or HAM for tendering of road projects by the National Highways Authority of India (NHAI) was initially weak. It continues to remain so.

For instance, the first bid under the HAM model, for four-laning of the Solan-Kaithalighat section in Himachal Pradesh, had no takers. The bid terms had to be revised.

Till date, five projects totalling 279 km (Rs 6,700 crore in value) have been awarded. The FY16 target for HAM was set at 1,400 km. Experts, however, say with more than half of NHAI’s project pipeline lined up under HAM and the government having addressed the sector's key concerns, this is likely to pick up.

After the first bid failed, the government addressed some of the key impediments, particularly on forest clearance and land acquisition. Further, HAM, often referred to as a mix of the Build, Operate, Transfer (BOT) and Engineering, Procurement, Construction (EPC) models, addresses the concerns on both.

Under the latter model, a winning contractor builds the road project and hands it over to the government after completing the construction. Under BOT, he builds the project and operates (collects toll, maintains the road) it, handing it over on completion of the concession period.

Primary concerns such as land acquisition, traffic risk and inflation in BOT projects have been adequately addressed in HAM. Further, with NHAI pitching in 40 per cent of the capital, the project equity risk is likely to be lowered to 18 per cent (as against 30 per cent for BOT) of the project cost, resulting in a superior return profile to that under BOT.
Highway contracts: Hybrid annuity projects to gain pace
HAM scores over EPC for the government as well. From 100 per cent cost of capital to be borne by NHAI under EPC, the exposure is reduced to 40 per cent under HAM.

The question is whether companies would opt for HAM in its new avatar. Virendra Mhaiskar, chairman, IRB Infrastructure, terming HAM a deferred EPC payment structure, feels it might not offer good operating margins or a return creation opportunity vis-a-vis the current BOT model that his company prefers. “Just to wet our feet and find out how really the process happens, we (IRB) might participate in a few bids under HAM but for now, we are not looking at it in a big way,” he said.

Experts say the approach on HAM will depend on a company's stance and current needs. It would have little to do with any concern over the project or model.

Santosh Yellapu of Angel Broking says, “How companies want to build their order books would determine if they want to bid for HAM projects.” According to him, larger companies such as IRB Infra, Ashoka Buildcon and IL&FS Transportation Networks might not participate in the current round of HAM bids, as their current order book is comfortable. Smaller companies such as MBL Infrastructures, MEP Infrastructure Developers and Welspun Corporation, whose order book is in the process of being strengthened, might have more appetite.

A report by ratings agency ICRA adds that features of the HAM model are expected to elicit a favourable response, especially from large EPC players and some BOT ones. Even so, despite a large part of the concerns being addressed, there are other issues influencing companies. Analysts at Emkay Financial Services point to the large difference between L1 (lowest bid price) and L2 (second lowest price) as signifying that no developer wants to bid aggressively.

Some are more optimistic. Kunal Seth of Prabhudas Lilladher feels the larger entities might be warming up to the idea. Also, with BOT projects unlikely to see any meaningful return for older entities such as Gammon, GMR Infra and HCC, given the strain on their finances, some experts feel the trend of declining bids under the BOT model could go on. As more bids open under the HAM model, it might compel the larger ones to change their operating strategy.

For example, the pipeline for EPC projects, though higher than BOT, is less than half that for HAM. “Instead of bidding for three-four small road projects, a large HAM project might be more rewarding for the bigger players as well,” says Seth.

Source- Business Standard

February 22, 2016

Coastal Road Phase 1

The Maharashtra Coastal Zone Management Authority (MCZMA) is yet to give its final nod for the Rs 12,000-crore coastal road project, but the BMC is gearing up to begin work on it and will be rolling out the work tenders for the first phase in three months. The decision to roll out the work tenders was taken after the peer review report on the first phase.

“The peer review report for phase 1 of the coastal road project is complete and the tenders for the first phase stretching from Priyadarshini Park to Bandra will be out in three months,” said Additional Municipal Commissioner Sanjay Mukherjee. Apart from Coastal Regulation Zone (CRZ) clearances, the civic body is also awaiting clearances from the Navy as well as the Coast Guard, before actual construction of the coastal road begins.

The current BMC budget has made an allocation of Rs 1,000 crore for the project.
The Maharashtra Coastal Zone Management Authority (MCZMA) is yet to give its final nod for the Rs 12,000-crore coastal road project, but the BMC is gearing up to begin work on it and will be rolling out the work tenders for the first phase in three months. Apart from Coastal Regulation Zone (CRZ) clearances, the civic body is also awaiting clearances from the Navy as well as the Coast Guard, before actual construction of the coastal road begins.

The current BMC budget has made an allocation of Rs 1,000 crore for the project. The decision to roll out the work tenders was taken after the peer review report on the first phase. It is a detailed study of the project and covers the shortcomings of the consultant’s report. It was submitted on February 17.

“The peer review report for phase 1 of the coastal road project is complete and the tenders for the first phase stretching from Priyadarshini Park to Bandra will be out in three months,” said Additional Municipal Commissioner Sanjay Mukherjee.

Apart from making recommendations on the number of lanes, the report also includes a data analysis for different times of the day.

Source: http://indianexpress.com/article/cities/mumbai/maharashtra-work-tenders-for-phase-i-of-coastal-road-in-3-months/

February 18, 2016

Global Bitumen Market @ 72 B and is Growing

ALBANY, New YorkFebruary 8, 2016 /PRNewswire/ --
The global bitumen market will expand at a CAGR of 3.90% from 2014 to 2020. The market was valued atUS$71.44 billion in 2013. It is expected to reach US$93.38 billion by the end of 2020, according to a research report released by Transparency Market Research. The report titled "Global Bitumen Market - Industry Analysis, Size, Share, Growth, Trends and Forecast, 2014 - 2020".
According to the research report, the global bitumen market is primarily driven by the growing rate of use in construction of roadways around the world. The report states that there is a rapid increase in the rate of creation of roadways and other related activities, creating a high demand for the global bitumen market. Polymer modified bitumen, a type of bitumen, is highly preferred due to the advantages it provides, such as high porosity, high skid resistance, and low noise. All three properties are the most sought-after ones in the global roadways industry, giving PMB an advantage over other materials.
The global bitumen market's growth rate is, however, restrained to a high degree by the environmental hazards created by the use of bitumen. The report segments the global bitumen market in terms of products and applications, and also provides a geographical dissection. By products, the global bitumen market was dominated by PMB in 2013. The segment held more than 65% of the market for that year and is expected to be the fastest-growing segment for the report's forecast period. PMB is also used for waterproofing purposes.
The report states that more than 80% of the global bitumen market, from the perspective of applications, was dominated by road construction in 2013. Other applications of bitumen arise in automotive, adhesives, paints and enamels, and the roofing industries. From a geographical point of view, the global bitumen market was led by North America in 2013. North America took up over 30% of the global bitumen market in 2013, a market share attributed to expansion of state infrastructure. However, the report states that the fastest growth rate in the global bitumen market for its given forecast period will be held by the Asia Pacific region owing to rapid rate of industrialization.
The key players of the global bitumen market are Villas Austria GmbH, Valero Energy Corporation, Shell Bitumen, Petroleos Mexicanos, Nynas AB, NuStar Energy, JX Nippon Oil & Energy Corporation, Marathon Oil Company, Indian Oil Corporation, ExxonMobil, China Petroleum and Chemical Corporation ChevronTexaco Corporation, British Petroleum, and Bouygues S.A., The report states that the global bitumen market is highly competitive and fragmented due to the presence of a large number of regional players.
Get Sample Report, Segments or table of Contents as per your Requirements: http://www.transparencymarketresearch.com/sample/sample.php?flag=CR&rep_id=295
Key segments of the Global Bitumen Market 
Bitumen Market - Product Segment Analysis 

Bitumen Market - Application Analysis 
Roadways 

Waterproofing (Roofing) 

Adhesive 
Insulation 
Others (including decorative and industrial applications) 
Bitumen Market - Regional Analysis 
  • North America
  • Europe
  • China
  • Asia Pacific (Excluding China)
  • Rest of World (RoW)

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February 3, 2016

Kuwait's Road Project


Mushrif Trading and Contracting Company (MTCC), a leading civil construction firm, said it has been awarded a KD14 million ($46 million) contract for road works aimed at improving traffic flow at Al Bidda Roundabout in the Kuwait City.

The MTCC contract signed by Ministry of Public Works is one of several projects in its pipeline to upgrade and improve the country's road network. It is expected to be completed in the next two years.

Located on the city's eastern coastline where Al Blajat Street meets Al Ta'awon Street and the Fifth Ring Road, Al Bidda Roundabout is a busy junction that often suffers from a slowdown in the flow of traffic.

Given existent construction in the area surrounding Al Bidda Roundabout, no changes will be made to its current size and shape, said a statement from the contractor.

As per the deal, Mushrif 's role will be to construct a grade separated interchange at a north-south axis along the coastal roads, said a senior official.

"Mushrif has been a long-standing partner to the Ministry of Public Works on several projects over the last four decades and has delivered over 20 road projects since," remarked its chief executive Chris Preece.

"We are proud to be an integral part of Kuwait's ongoing development efforts and it's not only about improving traffic conditions, but playing a lead role in 'building' Kuwait," he stated.

According to Preeece, this is the second road contract to be awarded to Mushrif within the last four months.

"We had outbid nine major international and local contractors with an offer at KD82.8 million ($272 million) for ministry tender for a 40-km road serving new developments in the cities of Sabah Al Ahmad and Mina Abdulla including the Mina Abdulla industrial area, and allow for safe access to and from Al Wafra," he added.

In addition to protecting and relocating utilities in the area, Mushrif will be managing traffic during the construction phase to keep the busy Al Bidda Roundabout operational as per Ministry of Interior (MoI) requirements, revealed Preece.

It will also work closely with MoI to install ducting, cabling and CCTV masts for future traffic surveillance and management, while relocating existing security cameras, he added.-

Source - TradeArabia News Service

January 16, 2016

Green Bitumen from Canada

PACIFIC FUTURE ENERGY, which is planning to build the world’s “greenest bitumen-to-fuels refinery” in Canada has announced plans to transport bitumen to the refinery by rail in a near-solid “neatbit” state.
The company initially announced that it would build the C$15bn (US$10bn) refinery on the British Columbian coast back in 2014, and would export refined products, rather than raw bitumen, to Asia. It has now submitted a full formal project description, produced by SNC Lavalin, to Canadian regulators. The refinery will refine bitumen from oilsands in western Canada.
Bitumen is usually transported by pipeline as “dilbit”, a diluted, more fluid version containing about 70% bitumen and 30% diluent, or by rail as “railbit”, which contains around 88% bitumen. Pacific Future Energy, however, believes that transporting neatbit, which is as the name suggests, 100% bitumen, is more environmentally sound. 
The company describes neatbit as having “a consistency similar to peanut butter”, which does not flow unless heated. It has very low flammability, is stable, and is classified as non-dangerous for transport. In the rare chance of a train derailment or a crash, the bitumen could not flow anywhere and would be much easier to clean up, minimising environmental damage. 
First Nations groups and environmentalists alike have criticised plans for pipelines through pristine landscapes. In addition, Pacific Future Energy has pledged to use TC-117 railcars, a new model specifically designed for oil transport.
Pacific Future Energy has selected an area known as the Dubose Flats in which to build the 200,000 bbl/d refinery. The refinery will be powered by wood waste biomass, from the local forestry industry, and the company claims its net carbon emissions will be near zero. 
Exporting refined products will pose less of a risk than raw bitumen to the marine environment in the case of a spill. The refinery is expected to create 3,500 jobs during construction and 1,000 during operation.
“Not only would our proposal provide a value-added way to get Canadian oil to growing world markets, but it would also protect both Canada’s land and marine environments from the effects of a heavy oil or bitumen spill,” said CEO Robert Delamar.
Pacific Future Energy will consult with Canada’s First Nations, the Canadian Environmental Assessment Agency the British Columbia Environmental Assessment Office and the public as it finalises plans for the refinery. The company hopes to begin construction in 2018, with startup scheduled for 2021.
Several other bitumen refining plants are planned on the British Columbia coast, including by Eagle Spirit Energy and newspaper tycoon David Black.

January 4, 2016

New Asphalt & Emulsion Terminal

Ergon Asphalt & Emulsions, Inc., (Ergon A&E) announced today it has been approved to move forward with construction on a new asphalt terminal in Manor, TX. Construction on the facility, which will span some 27 acres, is set to begin in early 2016 with an anticipated completion preceding the 2017 road construction and paving season.

The Manor terminal will house neat and polymer modified asphalt products used in paving and asphalt emulsion production. The facility’s bulk storage will provide the capabilities to support Ergon A&E’s Texas emulsion plants, in addition to marketing paving and sealing-grade hot products.

The new terminal will be located approximately 15 miles from the Austin city center with prime access to nearby interstate thoroughfares for direct customer sales. The terminal will be served by both inbound rail and truck receipt capabilities.

Upon completion of the new Manor terminal, the facility will bring between 10-15 new jobs to the area including positions in operations, sales & marketing, management and facility maintenance.

About Ergon Asphalt & Emulsions, Inc.

Ergon Asphalt & Emulsions, Inc., is an Ergon company, and the premier asphalt and emulsions marketer in North America. Its manufacturing network encompasses more than 30 asphalt and emulsions facilities located from Coast-to-Coast. The company is an industry-recognized leader for road maintenance education and innovation with quality neat and polymer modified asphalt products and emulsions, in addition to a family of cost-effective pavement preservation solutions engineered to maintain the integrity of transportation networks.

About Ergon, Inc.

Ergon, Inc. is a privately held company based in Jackson, MS, that operates under six primary business segments: Refining & Marketing, Asphalt & Emulsions, Transportation & Terminaling, Oil & Gas, Real Estate, and Corporate & Other.

Source - Businesswire

December 15, 2015

Heavy Crude Spill Study

Refugio Rupture Informs Heavy Crude Spill Study
Environmental Consequence of Diluted Bitumen Spills Analyzed

A new study states that diluted bitumen, a raw material used as a feedstock in oil refineries, turns into a “heavy, viscous, particle-laden residue” after days of exposure, say, in ocean water after an incident like the Refugio Oil Spill.

That’s not unlike the type of oil found on the beach and in the water by the people who attempted to restore the shore this past May.

The heavy crude that befouled Refugio may not literally be diluted bitumen, explained UCSB geochemist David Valentine, but it has characteristics that are more like diluted bitumen than the lighter oils to which current spill response is tailored.

For instance, heavy crude tends to sink instead of float on the surface, and it is very sticky. Valentine is among the authors of the paper and also a scientist researching the aftermath of Refugio, which gave a first-hand case study of spill response.

The environmental risks of crude oil transport have been recognized since Santa Barbara’s blowout in 1969, the study says, and the 2010 bitumen spill into Michigan’s Kalamazoo River, among others, caused the Department of Transportation (DOT) to ask scientists if the potential environmental consequences of a bitumen spill were significantly different from a spill of “light” or “medium” crude.

Often extracted from tar sands, bitumen is too viscous to flow readily through pipelines, and oil producers commonly dilute it with lighter oils or condensed natural gas for pipeline transport. The study, titled “Spills of Diluted Bitumen from Pipelines:

A Comparative Study of Environmental Fate, Effects, and Response,” explains that “weathering” causes rapid physical and chemical changes to diluted bitumen after a spill, making it stickier and more dense than water.

The heavy crude from Canadian tar sands is commonly diluted, and the study lays out the Keystone pipeline proposal to move crude from Canada and other existing and proposed pipelines around the nation. (Though the study states the majority of California’s crude is moved through heated pipes, in Santa Barbara County, the main transport pipelines are insulated, not heated, and carry oil that has been heated and blended with natural gas liquids, according to the county’s Energy Division.)

The report, prepared for the DOT and published by the National Academies of Sciences, Engineering, and Medicine, also states its findings translate to transport such as truck and rail.

“Although many differences between diluted bitumen and other crude oils are well established, some remaining areas of uncertainty hamper effective responses to spills,” said Valentine, a professor of microbial geochemistry in the Department of Earth Science, in a UCSB press release.

“Further research is needed in a range of areas, including the ecological and human health risks posed by weathered diluted bitumen, techniques to capture submerged oil in moving water, and the application of advanced chemical approaches to understand the compositional changes to diluted bitumen in the environment.”

Given the new information about diluted bitumen, the report makes recommendations that the Coast Guard reclassify the substance as a nonfloating oil and that the National Oceanic and Atmospheric Administration (NOAA) create a database to predict possible locations of future bitumen spills.

It further advises the Pipeline and Hazardous Materials Safety Administration (PHMSA), which is a branch of the DOT, to modify transport rules to recognize the special hazards presented by diluted bitumen.

Source- The Independent

November 21, 2015

Extract Bitumen from Oil Sands and do the Transition also as it is still dirty..

U.S. President Barack Obama says it's "not contradictory" for Canada to continue extracting bitumen from Alberta's oilsands while also working as a global partner in transitioning away from fossil fuels.

"My view has been that we have to transition," Obama said during a joint press conference with Prime Minister Justin Trudeau at the Asia-Pacific Economic Cooperation (APEC) Summit in Manila.

"That transition does not happen overnight."

"Both of us are large oil and gas producers and that's an important part of our economy," Obama continued.

"We make no apologies for that but I also think that we have to recognize that if we want to preserve this planet for our kids and our grandkids, then we're going to have to shift increasingly away from carbon-emitting energy sources."

U.S. President Barack Obama addressed Alberta's oil sands during a joint press conference with Prime Minister Justin Trudeau at the Asia-Pacific Economic Cooperation (APEC) Summit in Manila on Nov. 19, 2015. (CBC)

Trudeau, for his part, said Canada had earned an international reputation for not taking climate change seriously and that's something he intends to change.

"We understand as a government that there is no longer a choice to be made between what's good for the environment or what's good for the economy," Trudeau said. "They go together in the 21st century."

The prime minister said one of his "first tasks" on the issue will be to "reassure Canadians and others that we are serious about meeting reduction targets, about being positive actors on the world stage in the fight against climate change, and demonstrating a future in renewables and smart investments around energy."

Low oil prices 'an opportunity'

The U.S. president also acknowledged the economic woes Alberta is currently facing and noted the reality of oil production and the move toward alternative energy sources will be "dictated by market prices."

"Right now in Alberta, a lot of the issues with respect to how to extract oil does have to do with the fact that oil prices are low and they're going to be low, I suspect, for a while," Obama said. "That actually presents both our countries an opportunity."

Now is the time for energy companies to look seriously at diversifying their business models, the president said, and for consumers to use any savings in their fuel bills to invest in things like solar panels for their homes.

"This is going to be a messy, bumpy process worldwide," Obama said.

"But I am confident that we can get it done and the fact that we now have a very strong partner in Canada to help set up some global rules around how we approach this will be extraordinarily helpful."

source -CBA News

November 19, 2015

Bitumen Refinery Champion

Chamber recognizes proponents of bitumen refinery project

Bowman Centre lauded as 'Resource Champion'

The Sarnia Lambton Chamber of Commerce has presented a Resource Champion award to the Bowman Centre. Pictured, from left, are Don Wood (of the Bowman Centre); Rob Taylor, chair of the Sarnia Lambton Chamber of Commerce; Katherine Albion, director of the Bowman Centre; and Walter Petryschuk, a Bowman Centre associate.
 The Sarnia Lambton Chamber of Commerce has presented a Resource Champion award to the Bowman Centre. Pictured, from left, are Don Wood (of the Bowman Centre); Rob Taylor, chair of the Sarnia Lambton Chamber of Commerce; Katherine Albion, director of the Bowman Centre; and Walter Petryschuk, a Bowman Centre associate.
A group of individuals who continue to advocate for what could, if they are successful, be one of Sarnia-Lambton’s largest commercial projects in decades has been recognized by the Sarnia Lambton Chamber of Commerce.
The Bowman Centre, which is based at the Western Research Park Sarnia-Lambton, was singled out for the award at a ceremony last Friday.
“This group has dedicated an enormous amount of time and considerable expertise to create prosperity in Sarnia-Lambton,” said Rob Taylor, chair of the Sarnia Lambton Chamber of Commerce, referring to several individuals who were in attendance.
Those included Walter Petryschuk, an associate who has spent much of his career in Chemical Valley (he was once plant manager at the former Polysar complex); Don Wood, also an associate; and Katherine Albion, who is director of the Bowman Centre.
One of the major initiatives at the Bowman Centre is a proposed Sarnia-Lambton Advanced Bitumen Energy Refinery—SABER—an initiative that came from a conference held in Sarnia in 2013.
A precipitous fall in oil prices since then has clearly presented a challenge, although it has also sparked a degree of flexibility.
One example of that, says Wood, is reducing the initial scale of the proposed project, along with the inclusion of bio-feedstocks and even the product mix being proposed for SABER.
The core idea behind the project remains consistent, says Petryschuk.
“The fact is, we’re losing billions of dollars in potential added value by not refining bitumen in Canada,” he says. “that, to me, is almost criminal.”
The SABER project hasn’t altered the Bowman Centre’s vision and the existing pipeline infrastructure is sufficient to make the project viable.
Petryschuk also credited the support of the community and various volunteers with the Bowman Centre for their contributions. “Without them, we just wouldn’t get this job done,” he says.

November 9, 2015

Bitumen Bleeds at High temp..


Don Openshaw is sick of gravel being thrown onto his driveway as the stones loosen in the increasing temperatures.
ROBERT CHARLES/FAIRFAX NZ
Don Openshaw is sick of gravel being thrown onto his driveway as the stones loosen in the increasing temperatures.

Sick of loose gravel covering his driveway a New Plymouth man has resorted to vacuuming up the nuisance stones. 
Don Openshaw said the problems began when the road in front of his house on Keat Place was re-sealed in May.
"It looked at the time like the council had done a reasonable job," he said. 
"But now stones are coming off the bitumen, they're just not holding in the heat."
Openshaw said the council had swept the road three to four times since re-sealing it but he was still having to sweep his own driveway a number of times a week to remove the excess stones.
"I've even resorted to using a vacuum cleaner," he said.
"With the new rubbish system there are more trucks hurtling round the cul-de-sac and taking off the top layer of gravel."
"There are all types of bitumen and I'm not sure about the quality of the stuff they used here but I think it has to be fit for purpose."
Openshaw said if the road was being torn up in the relatively mild temperatures of spring, it would be a "molten mess" come the hotter summer months.
New Plymouth District Council infrastructure manager David Langford said it was normal for there to be some loose chip once a road had been re-sealed. 
"Keat Place has been monitored by our engineers since the new seal was applied and we are satisfied that the seal is bedding in well and performing as expected," he said. 
Langford said bitumen bleeding in hot weather can also occur on asphalt surfaces. However asphalt was reserved for main roads where a stronger surface was needed to withstand higher levels of traffic. 
"The decision on the treatment option [for a road surface] is based on what the most cost effective solution would be whilst still being appropriate from an engineering point of view," he said.
"In many residential areas there is no actual benefit to be gained by using asphalt that would justify the cost," he said. 
Source -Stuff

October 21, 2015

Bitumen Market Research Report 2015

Global Bitumen Market (Paving Bitumen, Oxidized Bitumen, Cutback Bitumen, Bitumen Emulsion, Polymer Modified Bitumen and Others) for Roadways, Waterproofing, Adhesives, Insulation and Other Applications -

Industry Analysis, Size, Share, Growth, Trends and Forecast, 2014 - 2020
102 pages   Published Date: 2014-09-09  

Bitumen is primarily used as a binder in road construction along with other applications such as electronics, waterproofing for roofing, and in adhesives due to its resistance to water, insulation properties and high durability.

The properties of bitumen can be altered by adding polymers to it, thereby increasing its application scope. Bitumen is known as “asphalt” or “asphalt cement” in North America.

However, “asphalt” is a term used for a mixture of sand, small stones and other filler materials in the rest of the world. This mixture contains about 5% of bitumen. The mixture is known as “asphalt concrete” or more particularly “blacktop” in North America.

Bitumen is available in a number of grades based upon the standard mentioned by certain tests such as penetration test. Bitumen 80/100, bitumen 60/70 and bitumen 40/50 are the most commonly used bitumen, where the numerical values represent hardness of bitumen.

Softer bitumen represents greater penetration units.

Similarly, VG-10, VG-20, VG-30 and VG-40 are the viscosity grades of bitumen. Thus, different grades of bitumen are often represented as bitumen 80/100/VG-10.

Infrastructure activities to improve road networks in developed and developing nations are expected to drive the growth of the bitumen market. Furthermore, increasing applications of polymer modified bitumen (PMB) as chemical additives and adhesives in household and road construction are anticipated to boost the demand for bitumen. Additionally, rising construction activities for industries, commercial buildings and housing are estimated to drive the demand for bitumen over the next six years. However, environmental issues associated with the extraction of bitumen from oil sands are projected to hamper market growth. Increasing substitution of bitumen by concrete is also likely to adversely affect the bitumen market. However, development of bio-based bitumen or bio-bitumen and its commercialization over the next few years is expected to offer opportunities for the bitumen market. Furthermore, development of bio-bitumen is anticipated to ease the production pressure on the depleting fossil fuel reserves.

Paving grade bitumen, which is used in roadway application as a binder for asphalt, was the largest consumed type of bitumen in 2013. It accounted for over 65% of the market share in 2013.

Polymer modified bitumen (PMB) is expected to be the fastest growing segment of the market due to its increasing demand in road construction and roofing applications. Polymer modified bitumen is increasingly used in construction of roadways and waterproofing applications as it offers various advantages such as heating at lower temperatures, ability to increase porosity of roads and enhancement of performance of the applications.

With over 80% share in 2013, road construction was the largest application segment for bitumen due to its high viscosity and stickiness.

Other applications of bitumen include its usage in roofing industry, paints and enamels, adhesives, automotives and decorative applications, and as an insulator in electrical and electronics industry.

Focus of national governments of China and India on improving road network and the consequent inclusion of the same in the five-year plans is anticipated to fuel growth of bitumen in Asia Pacific over the next six years.

However, waterproofing is expected to be the fastest growing application of bitumen during the forecast period, due to growth in infrastructure activities in developing countries such as China and India.

North America was the largest consumer of bitumen in 2013 due to the significant network of roads in the U.S. The region accounted for over 30% of the market in 2013.

Redevelopment and repair of existent roads accounts for the primary consumption of bitumen in this region. This is in contrast to emerging economies where the consumption is driven by development of new infrastructure.

However, Asia Pacific (including China) is expected to be the fastest growing market for bitumen during the forecast period due to rapid industrialization in the region. This is expected to drive infrastructure development in the next few years.

The bitumen market is highly fragmented, with the top eight companies accounting for approximately 39% of the total market share in 2013. Leading bitumen manufacturing companies include Shell Bitumen, NuStar Energy, ExxonMobil, Marathon Oil Company and Valero Energy Corporation.

Source - Transparency Market Research

October 20, 2015

Reverse Split and Merger- Sign of Consolidation in Bitumen Industry

(GLOBE NEWSWIRE) -- Epcylon Technologies, Inc. (OTC PINK:PRFC) ("Epcylon" or the "Company") announces that it has entered into a Memorandum of Understanding (MOU) with Bitumen Capital Inc. (TSXV: BTM.H) ("Bitumen") whereby Bitumen and Epcylon will enter into an Asset Purchase Agreement (as defined hereunder) (the "Transaction") which will constitute Bitumen's qualifying transaction (the "Qualifying Transaction"), as per Policy 2.4 of the TSX Venture Exchange (the "Exchange" or "TSXV").

Pursuant to the terms of the MOU, subject to execution of a definitive asset purchase agreement ("Asset Purchase Agreement") and receipt of applicable regulatory and Exchange approvals, Bitumen will issue to Epcylon's shareholders 182,202,994 common shares of the CPC in exchange for all the assets of the Company, as further agreed upon by the Parties. The MOU is intended to be binding upon the Parties until execution of the definitive Asset Purchase Agreement.

There are currently 13,150,001 common shares of the CPC issued and outstanding and 1,315,000 allotted stock options entitling the holders, certain officers and directors of Bitumen to acquire common shares of the CPC (the "Stock Option(s)"). Each Stock Option entitles its holder to acquire a common share of the CPC at a price of $0.10 per common share at any time up to October 17, 2017. Upon completion of the Transaction, all of the 1,315,000 issued and outstanding Stock Options to officers and directors of Bitumen shall be cancelled.

Prior to closing of the Transaction, Bitumen will complete a reverse split of its common shares consisting in one (1) old share for 0.538 new shares, resulting in an aggregate number of 7,000,000 issued and outstanding common shares of Bitumen.

Current shareholders of Bitumen will hold approximately 3.7 per cent and current holders of the Company will hold approximately 96.3 per cent of the resulting issuer's common shares issued and outstanding before giving effect to the Private Placement described below.

The Transaction is not a "Non-Arm's Length Transaction" under the Exchange's policies.

Concurrently with the Qualifying Transaction, the parties intend to complete a non brokered private placement for total proceeds of USD$1,000,000 consisting of secured convertible debentures with a three (3) year term and yielding at 8 per cent at a price of US$0.20 per secured convertible debenture and one half share purchase warrant, each whole share purchase warrant entitling its holder to purchase one common share of the Resulting Issuer at a price of USD$0.30 per common share within 24 months from the date of the issuance of the warrant (the "Private Placement").

Closing and final acceptance of the Transaction are subject to the satisfaction of certain conditions, including the completion of a satisfactory due diligence, the execution of the Asset Purchase Agreement, obtaining required approval by shareholders, if applicable, third party and regulatory authorities and completion of the Private Placement. There are no guarantees that the Qualifying Transaction will be completed as proposed or at all.

- See more at: http://globenewswire.com/news-release/2015/10/19/777358/10152877/en/Epcylon-Technologies-Inc-Enters-Into-MOU-With-Bitumen-Capital.html#sthash.dPRf10Fj.dpuf

October 8, 2015

Nigeria Missed the Bus Again - This time Not Crude But Bitumen

Iriele is a small community situated in Ondo State and the indigenes have high demands for development. Over the years, they have dreamt of the day when bitumen would be exploited, creating job opportunities, infrastructure and economic prosperity. The people of this town consider bitumen as a God endowed heritage which should be harnessed immediately to create jobs, deliver infrastructure and reduce the hardship they face daily. 

Those dreams have not become reality up till now, denting their hopes and leaving them frustrated as the indigenes of these towns wait endlessly for the government to attract the needed investment.

In the light of the foregoing, is the wider debate about Nigeria’s rich mineral reserve and the failure of the government to properly utilise the wealth of the nation to the betterment of lives of the citizenry. This belief is voiced by majority of the ordinary people in this bitumen bearing community including border communities like Agbabu and Ilubirin.

Nigeria is the sixth largest bitumen deposit in the world with most of the reserve found in Ondo State. However, there’s a wider debate about Nigeria’s rich mineral reserves and the failure of the government to properly utilize the wealth of the nation to the betterment of lives of the citizenry.

This belief is voiced by majority of the ordinary people in this bitumen bearing community including border communities like Agbabu and lIubirin. They have argued that since 

Nigeria’s crude might no longer generate sufficient revenue to run the nation’s economy, there should be an alternative to fall back on. In the perspective of these pro-bitumen agitators, bitumen is a guaranteed option as Nigeria re-defines its roadmap to economic recovery.

A lawmaker representing the Irele-Agbabu State Constituency in Ondo State House of Assembly, and one of the key proponents of bitumen Honourable Afolabi Iwalewa, thinks that the wobbly situation of Nigeria’s oil is a wakeup call for the exploitation of bitumen:

“ Any moment from now, crude oil will fade off. Look at what is happening now with the talk of oil theft. Every state is crying now, even the Federal Government is crying that it is not getting what it used to get from oil. What is the Federal Government doing, and why can’t we find another alternative? If crude oil is not going to fetch us what we project (in terms of revenue), why can’t we switch over to bitumen?”

Another standpoint of Honourable Iwalewa’s pro-bitumen advocacy is that the non-exploitation of the resource is causing people in these communities a lot of trouble because they have to cope with the reality of spill ravaging precious farmlands where bitumen is found so close to the surface that a simple shovel can excavate the glossy black substance.

Bitumen is found in tar sands, which is also a combination of clay, sand and water. A heavy black viscous substance, oil-rich bitumen is extracted from tar sands, which is then refined into oil. The bitumen in tar sands cannot be pumped from the ground in its natural state; instead tar sand deposits are mined, usually using strip mining or open pit techniques, or the oil is extracted by underground heating with additional upgrading.

In essence, it involves a complex process that will certainly disrupt their lives and livelihoods beyond what they can imagine. This is what the people of the bitumen bearing communities in Ondo State are calling for when they appeal for the exploitation of the resource in their soil.

Taking a closer look at the experience of Canada, the biggest producer of tar sands globally, shows that exploitation has actually resulted in serious damage to the local communities and the environment. The clearing of vast area which is a component of the mining process is responsible for the Canadian moon-landscape we see in Alberta, Canada, where large forest with pristine trees that sprawled across its landscape now looks more like a waste land ravaged by the exploration of bitumen.

In spite of all of the warnings pointing at the dangers of venturing into tar sands exploitation, especially the apparent impacts of livelihoods of ordinary people due to the far reaching implications for the environment, including the lands and water bodies, the people in the bitumen bearing communities have inclined to brush these opinions aside.

Olofun of lrele, Oba Olarenwajulebi, the octogenarian traditional ruler of the Irele community, for instance, criticizes talk of possible environmental hazards if bitumen were to be extracted in the area. He brags about of what his realm would look like if development were to prevail, using bitumen as the tool.

“If development were to succeed the way the people of this area want it, this town would have looked like Lagos. I say so because bitumen will provide a lot of employment for all the youths in this area, not in Irele alone, but all over the Southern senatorial district and even in the whole of Ondo State. The bitumen deposit here is a very huge one. It is the second largest in the world, according to the survey conducted by some experts,” he enthused.
And on the Canadian experience he explained: 

“In Canada, they do it in Calgary, and I have been there. They don’t drive away communities, and they replenish the soil. Where they mine the bitumen, they mix the soil with some chemicals, and restore it for the farmers to go back there and farm. And when those people were working here, I talked to them and they told me that even if they have to relocate some communities, they will have to build some fine buildings for them, and that the exploitation won’t affect much of their lands. It is something that they will dig from the ground; and it won’t affect us adversely.”

There’s no doubt that the allure of jobs, development and the improvement they envisage that bitumen development would give to their communities has strengthened their resolve to continue campaigning for the exploration of their God-given wealth. Any attempt to make the pro-bitumen agitators to consider the consequences is usually met with cold shoulders.

However, a geologist at the Federal University of Technology, Akure, Ondo State, Professor Peter Odeyemi offered a much more balanced picture of the realities on the ground. Odeyemi, who was a member of the defunct Federal Government’s Bitumen Implementation Committee (BIC) made a poignant observation when he noted that the mere presence of a resource does not necessarily translate into commercially viable deposits.


“The first thing is that how much is there? We don’t know! We need to carry out further work in that area in the first instance. Secondly, exploration can be carried out by an oil company because bitumen is a hydro-carbon but also there are difficulties (technical difficulties). If an oil company is going to carry out an exploration there, there is an interest, financial one. This company will calculate how much it’s going to get. It will also look at certain technical issues and the ease of exploitation. This is so because although both of them are hydro-carbon, one is easier to exploit than the other.

Also,how will you exploit without exposing the soil to direct rain fall impact, denudation, erosion and degradation. So they have generation of enlightened professors and everything. The place is highly enlightened and the environmental issues are potent here like in Europe. If you look at the Niger Delta, the people just welcomed oil companies with open hands not knowing that oil companies are devils. They are only interested in profits. They are not in any way interested in environmental sustainability, in flora, in fauna and even in the development of the people,” he said.

He continued: “Our problem is not bitumen; our problem is corruption. What do we do with the money we have been getting from oil? The one we are exploiting, what are we doing with it? The people are getting poorer; there is no electricity, water, healthcare, and education. This is despite the fact that we are making trillions of dollars. So, if we now exploit bitumen and add another trillion, we are just going to multiply the corruption,” Odeyemi concluded.

There is no doubt that the exploration of bitumen will have a heavy toll on the environment of Iriele, and neighboring Agbabu and IIlubirin Communities in Ondo State. Water will be polluted, farmlands destroyed, large expanse of forest will be brought down and communities destroyed. Is this kind if cost these communities are willing to pay or are their alternative development paths that communities can take that will have more sustainable economic impact? As the federal government plans to diversify the economy, and explore mining of solid minerals as an alternative, there’s no gainsaying that the environment must be protected even as the nation seeks improved economic fortune.


Inwerogu wrote from Lagos