INVESTIGATOR S SUMMARY 1 Nomination Investigator: E. Tons 2 ASPHALT MULTI-INTEGRATED ROLLER (AMIR)

Transcription

1 The Innovation INVESTIGATOR S SUMMARY 1 Nomination Investigator: E. Tons 2 ASPHALT MULTI-INTEGRATED ROLLER (AMIR) The Asphalt Multi-Integrated Roller (AMIR) is an asphalt compaction machine that makes use of new compaction technology. The AMIR machine replaces conventional compactors that use high pressures applied over a short period of time with a machine that uses low pressure and extended application time. The result of this innovation is the production of high quality asphalt pavements that have longer lives and lower costs than conventionally compacted asphalt concrete mats. The basic AMIR machine appears similar to a steel drum compaction roller, but it is quite different in design and operation. AMIR consists of a rubber belt that passes over two large rollers. There are three small rollers between the two large ones. The AMIR roller delivers a pressure of 6 to 10 psi on the freshly laid asphalt concrete mat. This low pressure is therefore applied over a relatively long time and simulates a uniform loading delivered by a large flat plate. This is quite different from conventional steel drum rollers where a rigid steel drum does the compaction work. The compacting load/stress delivered by the steel drum is high and the time of application is very short, which simulates a sudden point loading on the pavement. Although the maneuverability of the AMIR compactor is adequate (it can turn 90 degrees in three movements), a more maneuverable machine using the AMIR technology has been developed in Australia. It is called HIPAC (Hot Iron Process Asphalt Compactor). This machine uses two sets of rollers and belts to provide better steering ability. HIPAC also has small rollers between the larger ones to maintain a more even pressure on the contact surface between the belt and the asphalt. There were also problems with the rubber belts coming off the rollers on the basic AMIR machine. These problems were solved and some other minor refinements were made in the HIPAC machine. Testing has shown that the results of the improved method of asphalt compaction and the quality of the pavement remain the same with either basic AMIR or HIPAC. AMIR technology has been extensively tested in both Canada and Australia, and the test results indicate that AMIR is superior to conventional rollers for asphalt mat compaction. Twelve paving sections were built in the Ottawa and Toronto region to field test asphalt compaction using the AMIR roller and other compactors. Comparisons were made between the AMIR roller and conventional steel rollers, vibratory rollers, and rubber tire rollers. The test measurements from these comparisons showed the following results: 1 December 21, Professor Emeritus of Civil Engineering, University of Michigan, Ann Arbor, Michigan Nomination Asphalt Multi-Integrated Roller (AMIR)

2 The required density of the asphalt concrete mat was obtained with fewer passes of the AMIR than with conventional rollers. The pavement mat was more homogeneous when compacted with AMIR. Air voids met specifications when AMIR was used for compaction. The tensile strength of the compacted asphalt was significantly higher when AMIR was used than it was when other methods of compaction were used. The prediction of fatigue life was 1.5 times greater with AMIR than with other compaction methods. This would imply that the highway paving should last longer. The stripping effect of asphalt from the stone aggregate was less for the AMIR compacted specimens. This implies that less water damage may be predicted. The asphalt mix compacted by AMIR was more uniform than when compacted by other rollers. No surface cracks were observed after the AMIR compaction, but there were lots of small surface cracks in the sections compacted by conventional methods. This implies that the pavement compacted by AMIR will last for a longer time. In Australia, field tests included three field trial sections compacted with the AMIR roller and three test sections compacted with the HIPAC compactor. These controlled tests were run parallel with conventional rollers to check performance and included measurements of pavement density, air void content, tensile strength, fatigue resistance, and asphalt stripping. Laboratory and field measurements and observations showed that the rubber belt rollers do not cause transverse cracking or checking during compaction. Other properties of the compacted pavement are at least equal to or better than those obtained with the steel drum roller. In other words, the system is practical. The main emphasis and contribution of the AMIR technology is that surface cracking of the asphalt pavement during compaction is practically eliminated. Conventional rollers leave lots of small transverse cracks on the surface of the pavement. Once formed, these cracks propagate as the pavement gets older and cause deterioration of the roadway. Some other advantages to asphalt compaction using AMIR technology are: The rubber belt on the AMIR does not pick up any of the mix and no wetting of the belt is needed. Picking up the mix is a problem with steel drum and rubber tired rollers. The pressure applied to the pavement by the AMIR compaction machine is 6-10 psi, yet good asphalt compaction has been achieved. The unit pressure can be increased if needed by increasing the load on the machine. The machine can compact thick layers of asphalt pavement. Delays in rolling do not seem to create problems. Compaction has been delayed for up to 15 minutes and still the needed density of the pavement was obtained. The field testing so far indicates that both lean and fat mixes and mixes with different aggregate gradations will work with AMIR/HIPAC. Nomination Asphalt Multi-Integrated Roller (AMIR)

3 Five patents have been issued to AMIR. Application of the Innovation On November 26, 1998, a one-half kilometer length of an actual highway was built in Australia using the new HIPAC roller. The next job is scheduled for December 2, This will be a shorter 100-meter section to demonstrate the advantages of AMIR/HIPAC for Dr. Rollings from the U.S. Waterways Experiment Station. The U.S. military is also interested in better and faster asphalt paving methods and are studying the AMIR machines. Various persons in both Canada and Australia are actively working on promotion of the basic A1~41R idea. Equipment manufacturers in Australia and elsewhere are not very eager to make and sell the new machine because it is quite different from a roller with a steel drum. Also to improve compaction, a steel drum rolling is often followed by rolling with a rubber tired roller. This process tends to increase the sale of rollers for the project. Background of the Innovation The idea for the AMIR roller started in 1983 during Ph.D. studies of Dr. Halim who was investigating methods to reduce transverse cracking caused by the field compaction of asphalt pavements. Dr. Halim was a student of Professor Ralph Haas. The first prototype machine was built in 1989 in Egypt without an engine. This was followed by laboratory and mechanical work in Canada supported by government funds and ITX Stanley Ltd. In 1996 Mr, Ian Rickards of Pioneer Road Service Pty. Ltd. In Australia got interested in AMIR. Pioneer Road Service is one of the largest contractors in Australia. Although the prototype AMIR compactor looked like a simple steel wheel roller with a rubber belt, much time and effort was spent to make it work, especially on the development of the rubber belt. Further refinements were made under the direction of Mr. Rickards. A new compactor whose main improvement is increased maneuverability was developed and named HIPAC. The sequence of the AMIR/HIPAC development is: The idea of a low-pressure, long-time of load application asphalt compaction machine was studied by Halim First prototype compactor was built in Egypt. Side-by-side field trials were made using a conventional steel roller and AMIIR. Roller cracks were observed in the steel roller test section, but no cracks were observed in the ATVIIR test section AMIR compactor was made in Canada and 12 test sections were built and tested Pioneer Road Services Pty. Ltd. in Australia became interested in AMIR. Dr. Halim and Dr. Haas were invited to Australia for three months to help set up an AMIR compactor and test it. The AMIR compactor from Canada was loaned to Mr. Rickards in Australia. Nomination Asphalt Multi-Integrated Roller (AMIR)

4 The Australians built their own AMIR/HIPAC with two compactor pads and better maneuverability. Compaction tests were made with both old and new machines in Australia. They agreed with the results of earlier tests in Canada. The main financial and planning supporters of AMIIR/HIPAC were the Egyptian government, The National Research Council of Canada, and Pioneer Road Services Pty. Ltd. of Australia. Responsibility for the Innovation Dr. A.O. Abd El Halim had the idea for AMIR and developed the prototype during his Ph.D. studies. Dr. Halim is clearly the inventor of the AMIR technology. Professor Ralph Haas, the Norman W. McLeod Engineering Professor at the University of Waterloo in Waterloo, Canada, has had contact with AMIR roller development from the very beginning. Dr. Halim was Professor Haas Ph.D. student when the idea of the new concept in asphalt compaction came into existence. Mr. Ian Rickards is Technical Manager of Pioneer Road Services Pty. Ltd. in Australia. He became interested in AMIR in 1996 and has been a major proponent of AMIR. He has developed the HIPAC belt roller using AMIR technology and made other refinements to make the machine practical and ready for commercial production. He is actively seeking a manufacturer for the HIPAC machine. Opinions of Persons Contacted Mr. James B. Sorenson is Application Team Leader in the Pavement Division of the Federal Highway Administration. He has visited Canada and has seen the AMIR test installations and has studied the test results. He thinks that the AMIR compaction idea is simply phenomenal. This is not a simple one-step improvement; it is a leap to a higher level. Professor Haas thinks that the interest of Mr. Rickards from Pioneer Road Services in Australia has given a big push to the AMIR compaction efforts. Pioneer Services is a large contractor in Australia with lots of technical knowledge and influence. They ran field trials with AN~LIR and duplicated the compaction results and cracking measurements of the tests made in Canada. They did not like the maneuverability of the AMIR, so they built their own version of AMIR with two belts and better steering. They named it HIPAC. They made tests for comparison, and the two machines were declared identical as far as compaction results were concerned. Professor Haas also thinks that Australia may be of great help for future expansion and use of AMIR or HIPAC. He thinks that HIPAC will be licensed in Australia. The HIPAC is ready for production; there are no problems. Jim Sorensen at the US Federal Highway Administration is interested. Several state highway departments are waiting to try the new compaction to eliminate initial surface cracking. Nomination Asphalt Multi-Integrated Roller (AMIR)

5 Mr. Rickards has observed roller cracking in Australia. He also has talked to paving engineers in Holland, Germany, and England and they all have observed the phenomenon. Attempts have been made to close the cracks with a rubber tired roller after the steel wheel rolling, and the top of the crack may get sealed by this operation, but this is only a surface beauty treatment. Inside the pavement, the cracks remain and will show up later. Investigator s Comments Cracks in pavements are one of the most annoying defects to be dealt with by pavement engineers. Once a crack has formed, it grows in length and width and becomes unsightly. These cracks are difficult to seal and they allow water to penetrate the crack. Water causes damage and shortens the useful life of the pavement. Therefore, any improvement in crack prevention is of great interest. The AMIR type of roller for asphalt concrete appears to stop the initiation of small cracks created during compaction. Therefore, it should be of great interest to highway builders. Nomination Asphalt Multi-Integrated Roller (AMIR)

6 SELECTED INTERVIEW SUMMARIES Professor A.O. Abd El Halim Department of Civil and Environmental Engineering Carleton University Ottawa, Ontario Canada Telephone interview by E. Tons, November 17, 1998 The new basic AMIR (Asphalt Multi-Integrated Roller) machine consists of a rubber belt and rollers delivering about 10 psi pressure on the freshly laid asphalt concrete mat. This is quite different from conventional rollers where a rigid steel drum does the compaction work. The time of load application is very short for the drum roller and much longer for the AMIR roller. The result is less strain and cracking in the asphalt mat surface, more homogeneous pavement mat, and less rolling (2 to 3 passes). The idea for the roller started in 1983 during Ph.D. studies of Dr. Halim. The first prototype was built in 1989 in Egypt without an engine. This was followed by laboratory and mechanical work in Canada supported by government funds and ITX Stanley Limited (Dr. W. Phang). This is the way that AMIR was born. In 1996 Australia got interested and they plan to use it. Mr. Ian Rickards works for Pioneer Road Service, one of the largest contractors in Australia. Dr. Halim thinks that cracks in a pavement start from the top surface and goes downward. If there are no cracks in the top surface, the pavement should benefit. He is going to send me some literature on the subject. Professor A. 0. Abd El Halim Department of Civil and Environmental Engineering Carleton University Ottawa, Ontario Canada Telephone interview by E. Tons, November 25, 1998 The pressure applied to the pavement by the AMIR compaction machine is 6-10 psi, yet good asphalt compaction has been achieved. The unit pressure can be increased if needed by increasing the load on the machine. Delays in rolling do not seem to create many problems. Compaction has been stopped for 15 minutes, and still the needed pavement density was obtained. The machine can even compact thick layers of asphalt pavement. The larger mass of the mix maintains the temperature and extends the liquid behavior of the compacted layer for a longer time. Nomination Asphalt Multi-Integrated Roller (AMIR)

7 The maneuverability of the AMTR compactor is adequate. It can turn 90 degrees in three movements. The rubber belt on the AMIR does not pick up any of the mix and no wetting of the belt is needed. Picking up the mix is a problem with a steel wheel and rubber tire rollers. At this time there are three rollers available. One AMIR in Canada, one in Egypt, and a new one in Australia. The new compactor is called HIPAC. The main improvement with the 1-JIPAC is its maneuverability. The sequence of A.MIR/HIPAC development is: The idea of low pressure-long time of load application asphalt compaction machine was studied by Halim First prototype compactor was built in Egypt. Side-by-side field trials were made using a conventional steel roller and AMIR. Roller cracks were observed in the steel roller test section, but no cracks were observed in the AMIR test section AMIR compactor was made in Canada and 12 test sections were built and tested Pioneer Road Services in Australia (Maybe the second largest construction company in Australia) got interested. They invited Dr. Halim and Dr. Haas to Australia for three months to help them set up an AMIR compactor demonstration The Australians built their own AMIR/HIPAC with two compactor pads and better maneuverability. Compaction tests were made with both old and new machines in Australia. They agreed with the results of earlier tests in Canada. The main financial and planning supporters were: Egyptian government funds National Research Council, Canada Pioneer Road Services, Australia. About 13 field test compaction sections, mostly in the Ottawa - Toronto area were installed using conventional steel rollers, vibratory rollers, and rubber tire rollers. The test measurements from the conventional rollers (steel wheel, vibratory, and rubber tire) were compared with the test numbers from the AMIR compacted section. The result summary indicates that AMIR is superior: Required density was obtained with fewer passes of the AMIR than with conventional rollers. Air voids met specifications. Tensile strength was significantly higher. Fatigue Life prediction was 1.5 times higher for AMIR (should last longer on road). Stripping effect of water damage was less for the AMIR compacted specimens. The mix compacted by AMIR was more uniform. Nomination Asphalt Multi-Integrated Roller (AMIR)

8 No surface cracks were observed after the AMIR compaction. There were lots of small surface cracks in the sections compacted by conventional methods. It must be emphasized that the main reason for using AMIR is to prevent surface cracking during the compaction process. Once surface cracks have started, they will propagate as the pavement gets older. The test results indicate that AMIR is superior to conventional rollers for asphalt mat compaction. Australia is going to construct longer road sections soon. They want to commercialize the process. AMIR has five patents. Ralph Haas The Norman W. McLeod Engineering Professor Department of Civil Engineering University of Waterloo Waterloo, Ontario, Canada Telephone interview by E. Tons, November 27, 1998 Professor Ralph Haas has had contact with AMIR roller development from the very beginning. Professor Halim was his Ph.D. student when the idea of new concept in asphalt compaction came into existence. AMIR was the first prototype compactor. Although AMIR looks like a steel wheel roller with a rubber belt, lots of time and effort was spent to make it work. The development of the rubber belt especially took much time and effort. A number of trial test sections were built in the field using the AMIR compactor and conventional rollers for comparison purposes. The compaction results showed that the AMIR compactor gave comparable or better results than conventional rollers. But most importantly, AMIR gave a surface without any cracks while the conventional rollers left lots of small transverse cracks behind the roller. The interest of Mr Rickards from Pioneer Road Services in Australia has given a big push to the AMIR compaction efforts. Pioneer Services is a large contractor in Australia with lots of technical knowledge and influence. They ran field trials with AMIR and duplicated the compaction results and cracking measurements of the tests made in Canada. They did not like the maneuverability of the AMIR, so they built their own version of AMIR with two belts and better steering. They named it HIPAC. They made tests for comparison, and the two machines were declared identical as far as compaction results were concerned. Mr. Rickards and others are actively working on promotion of the basic AMIR idea. Equipment manufacturers in Australia and elsewhere are not very eager to make and sell the new machine because it is quite different from a steel wheel roller. Also when rolling Nomination Asphalt Multi-Integrated Roller (AMIR)

9 with a steel-wheeled roller, often rubber tired rollers are needed to finish compaction. Some contractors may even use initial or break-down rollers so more equipment is sold for a given job. With the AMIR method only one machine is needed. Professor Haas thinks that Australia may be of great help for future expansion and use of AMIR or HIPAC. He thinks that HIPAC will be licensed in Australia. The HIPAC is ready for production; there are no problems. Jim Sorensen at the US Federal Highway Administration is interested. Several state highway departments are waiting to try the new compaction to eliminate initial surface cracking. Ian Rickards Technical Manager Pioneer Road Services Pty. Ltd. VIC, Australia Telephone interview by E. Tons, November 27, 1998 Mr. Rickards has observed roller cracking in Australia. He has also talked to paving engineers in Holland, Germany, and England and they all have observed the phenomenon. They have attempted to close the cracks (after the steel wheel rolling) with a rubber tired roller. The top of the crack may get sealed by this operation, but this is only a surface beauty treatment. Inside the pavement, the cracks remain and will show up later. They have run three field trial sections with the AMIR roller and three test sections with the FIIPAC compactor. These tests were run parallel with conventional rollers and laboratory and field measurements and observations show that the rubber belt rollers do not cause transverse cracking or checking during compaction. Other properties of the compacted pavement are at least equal or better than using the steel wheel roller. In other words, the system is practical. Mr. Rickards has put the rubber belt roller in commercial operation. On November 26, 1998, an actual highway section was built using the new roller. The length was one half kilometer. Next job is scheduled for December 2, This will be a shorter 100 meter section to show Dr. Rollings from the Waterways Experiment Station, U.S.A. how the HIPAC works. The U.S. military is interested in better and faster asphalt paving methods. The main reason why Rickards changed from AMIR to HIPAC was to create a better maneuverability of the machine. Also there were some problems with the rubber belts not staying on. There are other refinements in the HIPAC, but the main principles and product (asphalt) quality is the same. Looking into the future it appears that more HIPACs will be produced in the near future, The various control tests to check the roller s performance included measurements of pavement density, void contents, tensile strength, fatigue resistance, and asphalt stripping were measured. After some discussion, Rickards agreed that a Marshall stability Nomination Asphalt Multi-Integrated Roller (AMIR)

10 measurement will be added when appropriate in the future. This is a special compression test for asphalt mix. The field testing so far indicates that both lean and fat mixes and mixes with different aggregate gradations should work with HIPAC. Rickards is interested in automation and increased efficiency for the asphalt compaction process. The Portland cement concrete industry is giving them lots of competition. He thinks HIPAC will help to cut costs. James B. Sorenson Applications Team Leader Pavement Division Federal Highway Administration Washington, DC Telephone interview by E. Tons, December 1, 1998 Mr. Sorenson is Application Team Leader for the Federal Highway Administration. He has followed the AMIR/HIPAC project for about ten years. He has visited Canada and has seen the test installations and has studied the test results. He thinks that the AMIR compaction idea is simply phenomenal. This is not a simple one-step invention. It is a leap to a higher level. The AMIR roller is basically a prototype. It is not for commercial production. For one thing, it cannot be turned and maneuvered easily. He is waiting to see the HIPAC in operation. Sorenson thinks that a paving project in large urban area would be good for promotion of the HIPAC. The Federal Highway Administration, for whom Sorenson works, cannot build and run a compactor. They only give information to the states and the state highway department has to organize and do it. However, Sorenson says that if the HIPAC compactor could be brought here from Australia (for a while) to the west coast, he could arrange an installation using HIPAC in Oregon and other states. Mass production of HTPAC probably will take time. El Halim apparently has certain ideas how the machine is going to be licensed and produced. It is hoped that Mr. Rickards in Australia will help to solve some practical problems, how to sign off rights, licensing, etc. Dr. Ray Rollings U.S. Waterways Experiment Station Vicksburg, Mississippi Telephone interview by E. Tons, December 17, 1998 Dr. Rollings works for the Waterways Experiment Station in Vicksburg, Mississippi. One of his duties is to find and use new innovations in asphalt concrete pavement construction Nomination Asphalt Multi-Integrated Roller (AMIR)

11 for military airports. He heard about the AMIR asphalt compactor about five years ago and has followed its development. In November 1998, Dr, Rollings made a special trip to Australia where Mr. Rickards used their HIPAC machine and constructed a demonstration patch for him. Dr. Rollings was very impressed with the operation. The basic compaction ran smoothly. There was some minor pickup of asphalt mix at the rubber belt transverse joint. He thinks that a jointless belt can be made which will eliminate the pick-up problem. He also was shown some older test pads where HIPAC was used parallel to a steel roller. He also studied the test data from the comparable steel and HIPAC rollers. The results, so far, are impressive. Dr. Rollings thinks that the present HIPAC may be too slow for large projects. A second FIIPAC could be added in such cases. He calls HIPAC a second generation development and additional minor changes and adjustments may help to improve the process. He pointed out that machines like HIPAC may take up to 20 years (plus or minus) to perfect. Dr. Rollings just came back from Australia (December 1998) and is gathering funding for additional analysis of existing data and additional testing of the AMIR/HIPAC technology. He would like to see some measurements on the influence of contact pressure and time under the belt on compaction. These tests may suggest an optimum size of compactor. Dr. Rollings sees an application of the HIPAC type roller to airport pavement compaction. The aircraft tire pressure on the pavement may reach 300 psi while on highway pavements it is only about half that much. Dr. Rollings thinks that the HIPAC (or AMIR) type of roller is revolutionary, not just an evolving development. Over all these years it has been implied that compaction of asphalt pavement is primarily dependent upon the load (the weight of the roller), but both load and time should be considered. HIPAC is doing that. Dr. Rollings thinks that licensing and additional tests are in order. He plans to work on the problems of applying HIPAC to military airports. Dr. 0. Svec Research Officer National Research Centre Ottawa, Ontario, Canada Telephone interview by E. Tons, December 2, 1998 Dr. Svec is research officer for National Research Centre in Ottawa, Canada. He has been following the development of the AMIR type of compactor for the last 10 years. He helped to get $250,000 for building the AMIR from the Institute for Research in Construction. So far, 10 or 12 test sections of asphalt pavement have been constructed using the AMIR and compacting with conventional rollers. All tests performed indicate that the AMIR Nomination Asphalt Multi-Integrated Roller (AMIR)

12 compactor is better than conventional rollers. In addition, the AMIR rolling gives a smooth asphalt mat surface without any construction cracks. Over 90 percent of asphalt pavements built in Canada by conventional rollers have construction cracks. Some of the test sections built for testing purposes are now under traffic. The AMIR compactor was initially built to test the basic idea of construction cracking prevention. However, Dr. Svec thinks that the AMIR can be used for commercial applications. They had some problems with the rubber belt, but that was corrected. Also, the steering is a bit clumsy, but it works. Dr. Halim has made an agreement with Mr. Rickards of Pioneer Road Services in Australia to improve the maneuverability of the compactor. This has resulted in the next generation machine called HIPAC (Hot Iron Process Asphalt Compaction). Dr. Svec thinks that the new compaction method is superior to conventional compaction methods. The next step is to commercialize the process. Dr. W. Phang Manager ITX Stanley Ltd. Amherst, NY Telephone interview by Tons November 30, 1998 Dr. Phang is the manager of a consulting firm, ITX Stanley, Ltd. in Amherst, NY. They do work for public and private clients including the Federal Highway Administration. Dr. Phang is on vacation until January 5, talked with the Vice President Frank Meyer. He knew some generalities about asphalt compaction and the AMIR compactor. He thinks that the AMIR project has a good theoretical background and field trials and it is ready for practical application. Nomination Asphalt Multi-Integrated Roller (AMIR)

13 SUPPORTING EXHIBITS 1. Photograph of the AMIR compactor. 2. Photograph of the HIPAC compactor. 3. Practical Realization of a New Concept for Asphalt Compaction By Ian Rickards, Stephen Goodman, Joanne Pager, A.O. Abd El Halim, and Ralph Haas. Submitted to Transportation Research Board for its Annual Meeting of January 10-14, This exhibit includes the paper title page, abstract, and a summary by E. Tons. Three pages. 4. Effect of Field Compaction Method on Fatigue Life of Asphalt Pavements By A.O. Abd El Halim and Ralph Haas. Transportation Research Record This exhibit includes the paper title page and a summary by E. Tons. Three pages. 5. Transverse Cracking: Analytical, Experimental, and Field Investigation By A.O. Abd El Halim, Ahmad Aijassar, Said Easa, Yasser Hassan, and Ralph Haas. 4 This exhibit includes the paper title page, abstract, a summary by E. Tons and a table of results. Four pages. 6. Improved Asphalt Pavement Performance Through a New Method of Compaction By A.O. Abd El Halim, Ralph Haas, and O.J. Svec. Proceedings 17 th ARRB Converence, Part 3, pp This exhibit includes the paper title page and a summary by E. Tons. Two pages. 7. Influence of Construction-Induced Cracks on Asphalt Concrete Resistance to Moisture Damage By El Hussein H. Mohamed, A.O. Abd El Halim, and Gerhard J. Kennepohl. 6 This exhibit includes the front of the publication, the paper title page and a summary by E. Tons. Three pages. 8. List of Publications on the AMIR subject. Five pages. A complete copy of any paper is available on request 3 Other information on publication was unavailable at time I formatted this example. R.I. Carr. 4 Ibid. 5 Ibid. 6 Ibid. Nomination Asphalt Multi-Integrated Roller (AMIR)