Asphalt Pro - May / June 2017 by Asphalt Pro LLC

The New Products Issue

asphaltPRO Production – Professionals – Products

You Don’t Have to Fear NEW TECHNOLOGY

Australian Production

• How to Bond • Certify Your Safety • Asphalt Wins in Colorado • What’s New in Production?

May/june 2017 www.TheAsphaltPro.com

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CONTENTS

asphaltPRO May/June 2017

departments

Editor’s Letter

5 – Concrete Pavements Could Disintegrate Under Falling Chunks of Sky

Around the Globe 6

SAFETY SPOTLIGHT

8 – New Safety Certification Aims to Protect Industry’s Most Valuable Assets By Ross Myers & David Walls

MIX IT UP

10 – Tack is the Tie That Binds By Tom Kuennen

PROJECT MANAGEMENT

18 – Coordination is Key on Award-Winning Colorado Project By Sarah Redohl

PRODUCER PROFILE

24 – Southwind RAS Shows Sustainable Building Options for Asphalt Business By Amanda Williams

INTERNATIONAL SNAPSHOT 28 – Here’s How Roadworx Hit Environmental Regs in Australia From Ammann

THAT’S A GOOD IDEA

50 – Keep Release Agent in Easy Reach By John Ball

OFF THE MAT

52 – How Far Can Employers Go to Investigate Workers’ Compensation Fraud? By Lorraine D’Angelo & Silvia Zicherman

PRODUCT GALLERY

54 – New Production Technology Helps Your Bottom Line By AsphaltPro Staff

NEW TECH

62 – Future Engines and Machines By AsphaltPro Staff

HERE’S HOW IT WORKS

66 – GSSI’s PaveScan RDM Asphalt Density Assessment Tool

The New Products Issue

asphaltPRO PRODUCTION – PROFESSIONALS – PRODUCTS

Feature articles 32 – OEMs Target What Each Operator Needs By Sandy Lender 42 – Elam Construction Wins in Steep Winter Grades By Sandy Lender 48 – CAT Goes Beyond Iron for Milling By AsphaltPro Staff

You Don’t Have to Fear NEW TECHNOLOGY

Australian Production

• How to Bond • Certify Your Safety • Asphalt Wins in Colorado • What’s New in Production?

APRIL/MAY 2017 WWW.THEASPHALTPRO.COM

on the cover The popular wall in Astec’s CONEXPO-CON/AGG booth where the new SiloBot™ demonstrated its magnetic personality reminds us that new products and technologies came in all shapes and sizes out in Vegas. See related article on page 32. Photo courtesy Astec Industries, Chattanooga.

It’s more than the high fuel efficiency. It’s more than the 6 inch insulation. More than the fact CEI has produced some of the most efficient asphalt heating & storage systems available, since 1969. CEI backs its products. Period. With thorough engineering, high-quality manufacturing, dedicated service, worldwide parts support, and annual training, CEI offers you the kind of fullcircle support you’re looking for.

C E I E N T E R P R I S E S an Astec Industries Company 245 WOODWARD RD SE • ALBUQUERQUE, NM 87102 USA • 800.545.4034 • FAX 505.243.1422 • ceienterprises.com

editor’s Letter Concrete Pavements Could Disintegrate Under Falling Chunks of Sky

Many centuries ago, our planet included one big landmass that geologists have named Pangaea. You can see the way our modern-day continents once fit together in that landmass if you study geography. Thanks to earthquakes and tectonic plate shifts, we have seven continents now. Did you know that the Magnitude 9.0 quake that triggered the horrifying tsunami Dec. 26, 2004, actually affected the wobble of the Earth spinning on its axis? I mention these things to remind us that the Earth has been turning quite successfully on its own without human intervention, and will continue to do so even if we all sit down and cease to care about ourselves, as portrayed in the 2005 Joss Whedon film Serenity. During the 2016 International Conference & Workshop on Winter Maintenance and Surface Transportation Weather in Fort Collins, Colorado, I think some of our transportation planners forgot to take human insignificance into consideration. During a workshop entitled “Resilience & Climate Change” the attendees discussed ways to plan ahead for transportation funding in light of “high-impact events” due to climate change. While I think it’s wise to plan ahead, like having an insurance policy that includes hurricane insurance when you live in Florida, I find it ridiculous that professionals were suggesting “weather” be included in the life cycle analysis of pavements. One of the suggestions for being resilient in the face of life on Planet Earth was to earmark funds for rebuilding infrastructure that fails. On one level, that point makes sense to me, and I encourage readers to get behind that kind of thinking. If a road and observation bridge in a Hawaiian national park collapse into the ocean because the nearby erupting volcano’s lava flow shifts and takes out the structure, yes, the infrastructure has failed and perhaps it should be rebuilt a little further from the pyroclastic surge. If a road below sea level is washed away during a hurricane—I’m looking at you, New Orleans— then the road will need to be rebuilt so people who still want to live below sea level on the edge of a massive body of water can get to and from their homes, jobs, schools, etcetera. But let’s stop short of assuming all pavements will all most certainly be negatively impacted by random, unpredictable, “high-impact events” at some point in their service lives. Let’s stop short of assuming all roads will be affected by fire, flood, quake (possibly not in that order), requiring their total rebuilding, thus double their life cycle analysis cost. That’s where a “the sky is falling” mentality gets cumbersome for MPOs. Not every bridge in the country will burn down during rush hour, requiring complete demolition and reconstruction to be included in original life cycle cost figures. Do you see where I’ve taken this? It is silly to assume a roadway will be destroyed by some unforeseen natural event, thus assume it needs a complete reconstruct built into its life cycle costs. That’s what emergency funds are for: emergencies. Stay Safe,

May/June 2017 • Vol. 10 No.7

asphaltPRO 602 W. Morrison, Box 6a

Fayette, MO 65248 (573) 823-6297 www.theasphaltpro.com Group publisher Chris Harrison chris@ theasphaltpro.com publisher Sally Shoemaker sally@theasphaltpro.com (573) 823-6297 editor Sandy Lender sandy@theasphaltpro.com (239) 272-8613 ASSOCIATE EDITOR Sarah Redohl sarah@theasphaltpro.com (573) 289-5390 Art Director Kristin Branscom business manager Susan Campbell (660) 728-5007

AsphaltPro is published 10 times per year: January, February, March/ April, May/ June, July, August, September, October, November and December by Asphalt Pro, LLC, 602 W. Morrison, Box 6a, Fayette, MO 65248. Writers expressing views in AsphaltPro Magazine or on the AsphaltPro website are professionals with sound, professional advice. Views expressed herein are not necessarily the same as the views of AsphaltPro, thus producers/contractors are still encouraged to use best practices when implementing new advice. Subscription Policy: Individual subscriptions are available without charge in the United Sates, Canada and Mexico to qualified individuals. One year subscription to non-qualifying Individuals: United States $90, Canada and Mexico $125.00. For the international digital edition, visit theasphaltpro.com/subscribe-2.

Sandy Lender

www.THeAsphaltpro.com // 5

around the globe

Industry News and Happenings from Around the World Japan At the end of March, Petrosil’s Bitumart reported that Japan’s import of bitumen is up by 10 percent in the past six years due in part to local demand and construction work accelerating. Exports continue. Petrosil reported China and Taiwan as major importers of bitumen from Japan during February of this year. In fact, China’s bitumen import is up by 10 percent at 310,000 tons in February, receiving cargoes from Japan, Singapore, South Korea and Thailand.

United States The results of the annual survey of industry use of recycled materials and warm-mix asphalt, conducted under the cooperative agreement between the National Asphalt Pavement Association (NAPA) and the Federal Highway Administration, show that while the rate of growth in the use of these materials is slowing, the amount of recycled materials and WMA used each year in asphalt pavement mixtures continues to grow. The survey found that more than 74 million tons of RAP and 1.9 million tons of RAS were used in pavement mixes during 2015, resulting in costs savings of $2.6 billion compared to the use of virgin materials. Nationally, the average percent of RAP used in mixes was 20.3 percent. Nearly 120 million tons of WMA was also produced, about one-third of total asphalt pavement mix produced that year. Source: NAPA

Iowa Bill Rosener is not just the executive director of the Asphalt Pavement Association of Iowa (APAI). He’s also a glutton for cold-weather punishment. On what the organizers called “one of the coldest days this event has ever seen,” Rosener’s Team Asphalt plunged into the icy waters of the Coralville Reservoir in Iowa City to raise money for the Special Olympics through the annual Polar Plunge. The asphalt crew exceeded its goal and was able to raise over $8,000 this year.

Kansas A new report finds that an annual $264 million increase in state highway and bridge infrastructure investment would support nearly $600 million in economic activity throughout all sectors

6 // may/june 2017

of the Kansas economy. The additional demand, in turn, would also support or create 5,000 jobs—with over half being in sectors outside of the construction industry. The analysis, conducted by the American Road & Transportation Builders Association’s (ARTBA) Chief Economist Dr. Alison Premo Black shows how the impacts of transportation capital investments trigger immediate economic activity, including cost savings for drivers, and new and sustained jobs, while yielding long-lived capital assets that facilitate economic activity for decades to come. Black testified March 23 before a Kansas state legislature hearing about the report’s findings. The study was commissioned by the Kansas Contractors Association. An annual investment level of $264 million is consistent with an increase in the state motor fuel tax of about 15 cents per gallon, which would cost the average driver about $5 to $10 a month, or less than 20 to 40 cents per day, but would help businesses increase output, grow the tax base and support jobs across all major sectors of the state economy, Black said. Read the full report: www.artba. org/economics/research/.

Missouri Your AsphaltPro staff, Fayette, Missouri, has teamed up with hall-of-famer John Ball of Top Quality Paving & Training, Manchester, New Hampshire, to bring you an online training course for each member of your asphalt paving crew. With lessons for best equipment operation, proper morning startup, building the launch pad, figuring yield, safety tips and more, this course is designed to give new crew members the basics they need and to give veteran employees a refresher on best practices all to improve your company’s output. Check out free previews of lessons at http://training.theasphaltpro.com/p/asphalt-paving-101.

South Carolina Dynapac North America LLC, Rock Hill, South Carolina, named Shellie Larranaga as its new vice president of finance and administration to build and adapt business models and practices for road construction operations within the United States, Canada, Mexico, Central America and the Carib-

bean. Larranaga has a master’s degree in business administration as well as a Bachelor of Science degree in accounting and corporate finance from Western Carolina University.

Texas ROMCO Equipment Co. has joined the Atlas Copco Construction Equipment dealer network, and will now rent, sell and service Atlas Copco compressors, generators and light towers to meet customer demands across the state of Texas.

Virginia Douglas D. R. Palmore, senior vice president of customer and technical services at Luck Companies, Richmond, Virginia, was named the 2017 recipient of the Barry K. Wendt Memorial Commitment Award from the National Stone, Sand & Gravel Association (NSSGA). Palmore received the award at NSSGA’s annual convention March 6. Palmore’s career at Luck Companies spans 21 years.

Wisconsin CASE Construction Equipment celebrates the 175th anniversary of the Racine Threshing Machine Works, opened by Jerome Increase Case in Racine, Wisconsin. Right from the early days of steam-powered machines, CASE has pioneered equipment and technologies that influenced construction businesses. The introduction of the first portable steam engine in 1869, which led to the birth of road construction, and the launch in 1957 of the industry’s first factory-integrated tractor loader backhoe are just two of CASE’s pioneering developments. Many milestones punctuate CASE’s history: from the 500,000th backhoe loader that rolled off its production line in 2005 to almost 60 years of wheel loader excellence, and close to five decades of skid steer loader development.

Wyoming The 54th Annual Petersen Asphalt Research Conference (PARC) 2017 will be hosted by Western Research Institute and will take place July 17 through 19 in Laramie, Wyoming. The organizers expect more than 150 attendees from different countries. Visit www.petersenasphaltconference. org for details.

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safety spotlight

New Safety Certification Aims to Protect Industry’s Most Valuable Assets Several human resource websites offer checklists and other guidance for what to do when an employee dies on the job. Such lists usually begin with calling 911 and contacting the Occupational Safety & Health Administration (OSHA), dealing with the media, keeping the business operating, and even suggesting tips on establishing scholarship funds and remembering anniversaries. What’s missing is any guide about what to say to the family who has lost someone in a workplace incident. During our careers in the transportation construction industry, we’ve been to the funerals of company employees or industry colleagues. We have listened to moms and dads, grandparents, and siblings share stories about their loved ones. Sometimes there is just not much you can say to console them, but we come away from these events with a renewed commitment that such incidents should never happen again. That’s why we are proud to have helped launch the Safety Certification for Transportation Project Professionals™ (SCTPP) program. The SCTPP’s program goal is clear: to significantly boost the hazard awareness and risk management skills of all transportation project professionals who are in positions of influence through day-to-day oversight to cause a decline in safety incidents. Transportation construction is a dangerous business. According to Federal Highway Administration data, nearly 50,000 people die or are injured in and around U.S. transportation infrastructure projects annually. OSHA tells us more than 125 of these fatalities are workers, while 15,000 workers are injured. In addition to the human toll, the economic costs of worker fatalities and injuries are billions of dollars annually. We want to reverse these trends. The American Road & Transportation Builders Association’s (ARTBA) Founda-

8 // may/june 2017

tion, which is administering the SCTPP program, engaged Professional Testing Inc. (PTI)—an internationally recognized consulting firm to assist. The SCTPP program is not a “certificate course” or “self-certification” program. With PTI’s help, it has been designed to meet the rigorous protocols required for accreditation by the American National Standards Institute (ANSI) and the International Organization for Standardization’s ISO/ IEC 17024: Conformity Assessment: General Requirements for Bodies Operating Certification of Persons. A crew of top safety professionals from leading industry firms, public agencies and academia devoted months of time shaping the program’s scope and crafting the questions for the certification exam. The 2.5-hour test, which can be taken year-round at Pearson Test Centers located all around the nation, has up to 120 multiple-choice questions, which probe knowledge in assessing project risks, creating project safety plans, implementing and conducting ongoing evaluations of site-specific operational safety plans, and conducting incident investigations. One of the most unique benefits is the program’s broad reach. The exam is open to all transportation project workers, supervisors, foremen, managers, designers, planners, owners, equipment operators, manufacturers and materials suppliers who meet the eligibility requirements. ARTBA’s Foundation has also established an Online Learning Center (“Prep Courses” at www.puttingsafetyfirst.org) with six initial courses to help prepare industry professionals for the exam, while simultaneously providing Professional Development Hours. Earning the SCTPP credential shows employers and peers that certified individuals have the professional core competencies necessary to identify common hazards found on transportation projects and cor-

rect them—whether during planning, design or onsite personnel management—and thus prevent incidents that could result in deaths or injuries. In the end, the more trained eyes we have on transportation project sites, the safer those sites will be. It can mean fewer fatalities and injuries; fewer insurance claims and lower insurance premiums; and increased productivity. We invite you to join us by enrolling at least 20 key people at your firm to take the certification exam and earn the SCTPP designation in 2017, and every year after. Protecting the safety of the industry’s employees, and the motoring public, is our collective responsibility. Together, let’s strive to make transportation project sites zero-fatality and zero-injury zones. – By Ross Myers & David Walls

Ross Myers is chairman & CEO of Allan Myers, based in Pennsylvania. David Walls is president & CEO of Austin Industries, based in Dallas. The gentlemen co-chair the American Road & Transportation Builders Association Foundation’s Safety Certification for Transportation Project Professionals™ Program Commission.

Scope of the Public Health Challenge • 125 worker deaths annually • Each worker fatality costs $8.7 million • 15,000 worker injuries each year • Each injury costs $62,000 Source: U.S. Occupational Safety & Health Administration

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The Roadtec “Shuttle Buggy” material transfer vehicle (MTV) provides unequaled performance to other MTVs and is required extensively by government road departments worldwide to achieve consistently high quality asphalt pavement. Pavement lifespan tests have shown that a temperature differential of less than seven degrees Celsius in the mat behind the paver is key to even compaction and pavement durability.

With Shuttle Buggy Infrared imaging behind the Shuttle Buggy™ MTV in tests conducted in the U.S. as well as in Europe has shown that the machine easily and consistently remixes to achieve temperature differential below the seven degree Celsius threshold. This proven performance has led not only to the machine’s popularity all over the world, but also allows contractors to earn maximum smoothness bonuses and win quality awards, while improving production.

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Mix It UP

Tack is the Tie That Binds Asphalt emulsion bond coats glue layers of pavement together, give pavements durability by helping them resist shear forces Asphalt emulsion bond coats stop delamination and movement of conventional or thin asphalt overlays when they are placed over bituminous, Portland cement concrete or cold-milled pavements. Also called “tack” coats, bond coats adhere a fresh layer of asphalt to a lower layer of pavement. Today, according to the Asphalt Pavement Alliance, some 94 percent of America’s roads are surfaced with asphalt. But if a strong bond is not created between the layer on which the asphalt driving course is placed, be it asphalt or concrete, the new asphalt surface is at risk of failure. Thin veneers of wood are glued to each other to form a strong sheet of plywood. Like plywood, asphalt pavements are built of layers, and their bonding is critical to good performance. “Building asphalt pavements in layers provides a number of advantages, [as] each layer can be engineered to have specific characteristics and properties,” the National Center for Asphalt Technology (NCAT) reported in Spring 2015. For example, surface layers may be designed to provide high levels of friction, be porous to drain water and eliminate hydroplaning, and optimized to provide low levels of tire/pavement noise, NCAT said. “Intermediate layers can be designed to be highly crack-resistant if placed over an existing pavement with joints or cracks, or they can be designed as high-modulus layers to provide structural stiffness to the pavement to minimize tensile strains that lead to fatigue cracking, and limit high compressive strains Regardless of that lead to permanent deformation in lower unbound function, if the layers.” layers aren’t bonded Regardless of function, together, the if the layers aren’t bonded interface between together, the interface belayers becomes tween layers becomes the the weak link in the weak link in the system, and system, and the the pavement will not perform as intended. “Although pavement will not we can design, construct and perform as intended. rehabilitate each layer independently, the layers must be bonded together for the pavement to respond to loads as intended,” NCAT said. “That is the purpose of tack coats.”

traffic accelerates, decelerates or turns, NCAT reported. Other ills include delamination and a type of fatigue distress sometimes referred to as alligator cracking. Yet, the cost of a bond coat represents a very inexpensive kind of insurance against much more costly fixes on delaminated or slipped friction or riding courses. Sadly, bond coat application is inconsistent and varies widely among both contractors and road agencies. Some local road agencies don’t provide detailed bond coat specs. In its own way, at least one DOT doesn’t require them on milled surfaces. If tack coats are not a contract pay item, their application may be at the mercy of the contractor, who might consider bond coats an additional expense. “An analysis of bid tabs shows that the cost of tack coat is relatively minor compared to other components of a typical paving project,” consulting engineer Dale Decker said. “Therefore, the risk of a poor or a compromised bond from not applying tack should be deemed too great when one considers the ramifications of the loss of fatigue life from this condition. Tack is such a cheap component that it makes little sense to shortchange this critical step and introduce so much risk.”

Can’t Afford Not to Bond

If layers are insufficiently bonded, traffic load-driven shear forces within the driving or friction course may cause it to begin disintegrating. A commonly observed problem related to poor bond between layers is slippage failure, which may occur at locations where

10 // may/june 2017

Shear strength is highest in top bituminous layer, suggesting need for firm bond between layers provided by properly executed asphalt emulsion bond coat. Image courtesy Louisiana Transportation Research Center.

Upcycle:

(verb) \uhp-sahy-kuh l\:

To reuse material in such a way as to create a product of higher quality than the original:

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I t seems any plant these days can recycle, but have you ever asked about the quality of the mix produced? With higher RAP percentages comes the problems of degradation of the mix.

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Mix It Up Importance of Bond Coats

The need for asphalt emulsion-based bond coats to be used consistently and placed full lane-width was emphasized in a technical presentation late in 2016. Interlayer bonding is essential to optimize bituminous overlay performance, said Louay N. Mohammed, Ph.D., Louisiana Transportation Research Center of Louisiana State University, in his paper The Effect of Tack Coats on Asphalt Pavement Performance, presented at the International Symposium on Asphalt Emulsion Technology, Arlington, Virginia, Nov. 1 through 4. In the paper co-authored by Mostafa Elseifi, Ph.D., and Ramendra Das, Mohammed spells out the whys of optimal bond coat placement and the problems of inadequate placements. “Tack coats are used to ensure a bond between the surface being paved and underlying course,” Mohammed said in November. “Interfacial bonding is necessary to transmit traffic loads down through the whole pavement structure. If layers are not properly bonded, their tendency toward debonding—delamination, slippage or sliding—or fatigue cracking is increased, leading to failure in the new overlay.” Mohammed’s work at Louisiana Transportation Research Council culminated in the publishing of the document, National Cooperative Highway Research Council (NCHRP) Report 712, Optimization of Tack Coat for HMA Placement (download your copy at http://onlinepubs.trb.org/onlinepubs/nchrp/nchrp_rpt_712.pdf or search for NCHRP Report 712). Executed within NCHRP Project 9-40, NCHRP 712 looks at how bond coats are applied today, and establishes best practice guidelines. In the past, application of tack or bond coats mostly has been a subjective event, but things are changing, the report says. “In general, selection of tack coats has been mainly based on experience, convenience, and empirical judgment,” NCHRP 712 says. “In addition, quality-control and quality-assurance testing of the tack coat construction process is rarely conducted, resulting in the possibility of unacceptable performance at the interface and even premature pavement failure.” NCHRP 712 suggests the best application methods, equipment types and calibration procedures, application rates, and asphalt binder materials for the application of bond coats, and recommends revisions to AASHTO methods and practices. It also describes two new devices for testing of bond coats, the Louisiana Tack Coat Quality Tester (LTCQT) for field use, and the Louisiana Interlayer Shear Strength Tester (LISST), for laboratory use.

Recommended tack (bond) coat application rates from NCHRP Project 9-40. Image courtesy Louisiana Transportation Research Center. 12 // may/june 2017

Best practice: Bond or “tack” coat is applied evenly, with spray nozzle overlap, across the width of the lane to be paved. Photo courtesy Tom Kuennen. The LTCQT evaluates the quality of tack coat spray application in the field, and can serve as a valuable tool for highway agencies to perform comparative evaluations of various tack coat materials and application methods and rates in the field. To complement this device, the LISST was developed to characterize interface shear strength of cylindrical specimens in the laboratory.

Why Asphalt Emulsion Bond Coats?

For bonding of asphalt layers, asphalt emulsions are preferred over both “neat” liquid asphalt, and “cutback” asphalts. In a thorough, worldwide survey conducted for NCHRP Report 712, the authors found that 100 percent of the respondents—including 46 of the 50 states—allow the use of asphalt emulsions for bond coats. By comparison, only 27 and 20 percent of respondents allow paving grades and cutback asphalts, respectively. Worldwide, the survey found some 92 percent of bond coats are of asphalt emulsions. An asphalt emulsion for bond coats or surface treatments is a homogeneous mixture of two insoluble substances, oil and water. In it particles of liquid asphalt (the dispersed phase) are surrounded by molecules of water (the continuous phase). Compared to hot liquid asphalt, asphalt emulsions have greatly reduced viscosity, are safe to use at lower temperatures, and allow expensive liquid asphalt to be spread more thinly, saving money in most cases. Emulsified asphalt is produced by dispersing tiny globules of asphalt cement into water treated with a small quantity of emulsifying agent. The dispersion takes place in a powerful blender, called a colloid mill, where spinning blades break or shear the liquid asphalt into suspended microdroplets. The emulsifier—commonly a surfactant (detergent) or surface-active agent—maintains the microscopic asphalt droplets in a stable suspension within the water, keeping them from recombining. Emulsifiers also help to control the “break” time following placement on a road, in which the water evaporates, leaving the asphalt behind. These are categorized as rapid setting (RS), medium setting (MS), slow setting (SS) and quick setting (QS) emulsions.

Retrofit Controls

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Mix It Up “You may have slightly different recommendations between manufacturers for the application range; one may suggest the range be between 130 and 150 degrees F; another may recommend a range of 140 to 160 degrees F,” Ishee said. “The rule-ofthumb from the Asphalt Emulsion Manufacturers Association is not to exceed 180 degrees F. But the suggestions and recommendations of the manufacturer should be considered.”

Louay Mohammed, Ph.D., presents rationale for best practice bond coats at International Symposium on Asphalt Emulsion Technology November 2016. Photo courtesy Tom Kuennen.

Additives Less Significant

So-called ‘zebra’ tack pattern will achieve less than 50 percent available adhesion, leading to potential overlay failure. Photos courtesy Asphalt Institute.

Temperature Variations

Application temperature differences between pre-placement asphalt emulsion bond coats exist, but don’t play much of a role in placement or performance, so long as the temperatures remain in the specified range. “Different formulations for bond coats may be required for different applications,” Mark Ishee said. He’s the vice president, Ergon Asphalt & Emulsions Inc. “Especially when you get into trackless materials with their varied formulations. As well, the raw materials used to manufacture bond coats can be different. Bond coats are no different from chip seal emulsions obtained from two suppliers; they are usually not exactly the same, as different suppliers may use different asphalt bases, emulsifiers and different formulations. As it relates to comparing application temperatures, there is usually no real difference between suppliers,” Ishee told AsphaltPro. “No matter which company manufactured the emulsion, it’s going to start to lose water above 180 degrees F and it needs to be above 120 degrees F or so to allow the material to flow freely through the pumps and distributor nozzles.”

14 // may/june 2017

Will emulsions—and potential additives or modifiers—be different for use ahead of a mill-and-fill project, as opposed to a Thinlay asphalt overlay on a diamond-ground PCC pavement? “Ultimately, asphalt emulsions are all about moving asphalt from Point A to Point B,” Ishee said. “The emulsifiers used in a bond coat emulsion are not usually specifically designed for performance of the residual asphalt itself, but to keep the asphalt in emulsion form long enough to get from the plant to the job site. Once applied and the water’s evaporated, the residual asphalt can perform its intended task. There may be a difference in the amount of residual asphalt required for different paving techniques, but for a diamond-grind, versus a regular milling operation versus a non-milled project, the standard bond coat formulation is going to remain the same.” When you get into the trackless tacks, and specialty bond coats, that may change, but for conventional bond coats there’s little difference. Because the liquid asphalt in asphalt emulsion bond coats serve as the glue that bonds an asphalt overlay to the underlying substrate, does this stickiness not pose a problem for placement and distribution, for example, through the nozzles of a spray bar? “The ‘stickiness’ is a property of the asphalt, not the emulsion itself, and consider that the equipment is designed to apply asphalt binder,” Ishee told AsphaltPro. “Typically, the specification related to application will be included in the project plans, and the contractor will follow those requirements on behalf of the agency or client. As long as the emulsion is within the application temperature range and reasonable handling practices are followed, the liquid asphalt in the emulsion won’t gum-up the distributor pump or nozzles.” Once the emulsion breaks—as the water component of the emulsion leaves the system—stickiness becomes an issue, Ishee said. “Stickiness or viscosity of the residual asphalt is not a consideration so long as you still are working with an emulsion,” he said. “But once the emulsion breaks and the system begins reverting back to a liquid asphalt state, it will retain the properties of the base asphalt used to make the emulsion. Usually, that means it will become sticky, a desirable trait for a conventional bond coat.” For more information about bond or tack coats, or about asphalt emulsions, visit the Asphalt Emulsion Manufacturers Association at www.aema.org. – By Tom Kuennen

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Project management

Martin Mariettaâ&#x20AC;&#x2122;s project on College Avenue in Fort Collins, Colo., won this yearâ&#x20AC;&#x2122;s Urban Highway Resurfacing Award from the Colorado Asphalt Paving Association. You can see the finished project here at the Horsetooth Intersection. 18 // may/june 2017

Coordination is Key on AwardWinning Colorado Project Most jobs require a certain level of coordination—among crewmembers, with the plant, with the client, etc. Martin Marietta took effective coordination to a whole new level with a recent project along College Avenue in Fort Collins, Colorado, and its hard work paid off: the project won this year’s Urban Highway Resurfacing Award from the Colorado Asphalt Paving Association. The $8.9 million project, completed in October of 2016, required a wide range of work on a four-mile stretch of College Avenue, a main thoroughfare through Fort Collins. With three lanes of traffic headed both north- and southbound, the project ultimately amounted to 24 lane miles of work and 33,700 tons of mix. The project was completed by Martin Marietta’s Northern Asphalt and Paving Group, and incorporated materials produced by the company’s aggregates group, ready mix group, and asphalt production and paving groups. In its northern division, alone, the company employs around 130 hourly employees during paving season. According to Martin Marietta Project Manager Ken Carter, 40 or 50 of those employees spent at least some time on this project, including two 12-person paving crews, 10 truck drivers, two four-man crews to grade and place the aggregate base course, three quality control personnel to ensure quality mix, and a six-person asphalt patching crew. “One cool thing about this project is we used aggregates mined by Martin Marietta for both the concrete and asphalt used on this project,” Carter said. Although Martin Marietta’s work ranges from private work to small commercial and large residential work, about 20 or 30 percent of the north group’s work is with CDOT.

The Process Behind the Project

“The last time the road had been overlaid was about 20 years ago and it was showing a lot of distress,” Carter said. “Water is obvi-

All of the paving for this project was completed at night. Although the south end of the project was quiet at night, the north portion of the project ran through the busy bar and restaurant district. ously the biggest threat to asphalt, and Fort Collins receives over 50 inches of snow every year. Moisture from snow and ice, as well as potential damage from the snow plowing process, takes its toll on pavement in Fort Collins.” According to CDOT records, that section of the roadway was paved in December of 1997, when it had 1.5 inches of material milled off and 2 inches of HMA placed. The first phase of the project required concrete rehabilitation along the corridor, including curb and gutter replacement, sidewalk replacement, and handicap access ramps. Then, the crew focused its attention to two bridges that needed to be rehabilitated and retrofitted to bring them up to modern standards. The final portion of the project—a ¾-mile stretch on the northern section of College Avenue—required full-depth reclamation.

To do so, the crew needed to remove the existing 3-to-5 inch asphalt overlay, as well as the 6-inch thick concrete panels underneath. “These removals allowed us to correct the roadway’s cross slope and install new curb and gutter to improve the drainage in this section of roadway,” Carter said. The removals also created the necessary space for the placement of a 6-inch aggregate base course, installation of 6 inches of new asphalt, and the placement of new curb and gutter that tied into the existing storm drain system. “There were some flood zones along that stretch, so we really had to make sure to get the drainage right.” When it came time to lay its mix, the crew used 2,500 tons to patch areas prior to milling. Carter gives a lot of credit for the job’s results on mix quality to the company quality control process and personnel.

www.THeAsphaltpro.com // 19

Project management

Prior to placing the base course in the FDR section, the crew had to grade the area, as you see here. You can also see the 6-foot steel fence the crew had to use to better control the heavily trafficked pedestrian areas.

28 that required 19,700 tons of mix. Both mixes had a nominal maximum aggregate size of 1/2-inch, and the production temperature of the mix was 325 degrees Fahrenheit, and the laydown temperature, 290. The crew used a Cat 1055D for its mainline paving and a Weiler P385 for turn lanes. Using a separate paver for the turn lanes made it so the crew didn’t need to unhook its Barber Green 650 windrow elevator from its Cat paver. To compact the job, the crew used three Cat steel drum rollers and a Sakai rubber tire roller. Ultimately, Martin Marietta’s crew was able to reduce this stretch of the road’s HRI from a 140 to a 70, despite working around 57 manholes and 64 water valves. “CDOT requires all manholes and water valves to be lowered below the milling grade,” Carter said. To meet that requirement, Martin Marietta removed the top sections of each water valve and manhole, placed steel plates over them and patched with asphalt before milling, paving and then raising and adjusting each utility to its final grade. “The target is ¼-inch below the final grade to keep snow plows from damaging the utility.”

Work With Many Stakeholders

In the section where the crew had to complete a full-depth reclamation, you can see them paving 6 inches of asphalt over a 6-inch base here. Then it was time to mill off three inches of existing asphalt. Although Martin Marietta subcontracted its milling work to Don Kehn Construction, Fort Collins, Colo., the crew still had to ensure it met the state’s macro texture testing. “CDOT really emphasized the quality of milling prior to paving, so we really had to make sure we were milling within specifica-

20 // may/june 2017

tions,” Carter said. “We had to set ourselves up with a strong foundation to pave on.” “[Don Kehn Construction] did a great job making sure to correct the grade and get the drainage right,” Carter said. After the milling was complete, the crew laid a 1-inch non-polymer leveling course with PG64-22 binder—a full 14,00 tons—and then performed a 2-inch overlay with PG64-

Although this was a CDOT project, the city of Fort Collins is responsible for maintenance along this particular stretch of road. “For example, they wanted to add additional areas of concrete rehab to the project, so we had to make sure to get out ahead of those changes so they wouldn’t affect our paving plans or schedule.” Additionally, CDOT didn’t have its own manager on-site, but contracted with Parsons Engineering Group. “That gave us an extra level of coordination and planning,” Carter said. “When we had plan changes, we’d communicate with Parsons and they would take it back to CDOT.” And, with the project running in front of Colorado State University, which had its own projects going on, the job required a lot of coordination between groups. In fact, Carter presented at the 44th annual Rocky Mountain Asphalt Conference and Expo about partnering for success, based on his experience on this project. “CDOT had input, Parsons had input, the city had input, CSU had input, plus the

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Project management

LEFT: The crew had to remove 3-to-5 inches of asphalt overlay, as well as 6-inch-thick concrete panels underneath, as you see here. RIGHT: The $8.9 million project was completed in October of 2016 and ultimately amounted to 24 lane miles of work and 33,700 tons of mix. economic pressures of the business owners…It wasn’t bad, but it did require a lot of coordination,” Carter said. To work effectively with the many stakeholders, there were weekly meetings to coordinate schedules and discuss upcoming issues. For example, the city planned another road construction project east of Martin Marietta’s job that required a detour on College Avenue. To ensure better traffic flow, CDOT approved a plan from Martin Marietta to start its bridge work one month earlier than originally planned so College Avenue would be ready to accept the additional traffic generated from the city’s project. Martin Marietta’s Paving Superintendent Jed Foust was also sure to have very solid daily paving plans so everyone could be kept in the loop. To keep the public and area business owners aware, Martin Marietta held a public outreach meeting with all stakeholders and the general public ahead of the project and hired public information company Merge Resource Group to distribute updates about the project throughout its duration, including information on CDOT’s website, a project-specific website, social media posts, and e-blasts of upcoming lane closures. One interesting component of this project was the variety of businesses and buildings alongside the road. The south end of the proj-

22 // may/june 2017

ect ran along big box stores and the local mall. Then it runs through a residential area and ends in the older part of town, right in front of Colorado State University, with many bars and restaurants active well into the night. “When we paved [at night] in the southern part, we had very little traffic,” Foust said. “We had no trouble getting the trucks in and out.”

Another valuable strategy Martin Marietta employed was bringing in a few trainers from CAPA to refresh its crew on best practices. “A lot of our guys are laid off in the winter here because it’s too cold to pave, and that was a great way to get their heads back on asphalt paving again,” Carter said. The north end was an entirely different story. Not only did the lanes get narrower in the northern part of the project, but the crew had to contend with a lot of pedestrian traffic, crossing from the restaurants and bars on the east side of the road to the dorms and campus on the west side of the road. “We actually had to apply some of our internal safety practices to outside society, not just our crew who know what they’re doing,” Foust said. CDOT helped

out by providing more flaggers to control traffic, especially pedestrian traffic at intersections. Those special considerations also required a change order to replace the planned plastic safety fence along the FDR portion of the project with a sturdier 6-foot steel fence. “That plastic fence wasn’t cutting it for controlling pedestrian traffic.” The concrete rehabilitation and bridgework occurred during the day, and the paving, at night. “That required a bit of discussion to make sure we transitioned from team to team and everyone knew what they needed to do every day and every night,” Carter said, adding that it came down to the crew working hard and knowing its stuff. “A core strength of our operation here are the people,” Carter said. “Some of the guys on our crews have been here 40 years. We wouldn’t have had as successful of a job if we didn’t have great employees.” According to Carter, many of the crew members on this job were actually on the crew that paved this stretch of College Avenue 20 years ago, for a different company. “It was interesting to see them take ownership of how long their work lasted,” Carter said. “There was a lot of pride on this project. They live here and they want to see it last another 20 years.” – By Sarah Redohl

producer profile

Southwind RAS LLC now uses a Hercules Truss Arch Building at its Bartlett, Illinois, location to keep material, processing equipment and employees safe from the elements. All photos courtesy ClearSpan Fabric Structures.

Southwind RAS Shows Sustainable Building Options for Asphalt Business The benefits of the asphalt industry to todayâ&#x20AC;&#x2122;s world are endless. As a cost-effective solution for many construction and design needs, asphalt recycling in particular allows businesses to save on materials while allowing citizens to save billions of tax dollars. The team at Southwind RAS LLC, with headquarters in Bartlett, Illinois, and 22 locations in the Midwest, understands the importance of protecting recycled materials for use in asphalt mix designs.

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Southwind Specializes in Shingles Asphalt is 100 percent renewable and is Americaâ&#x20AC;&#x2122;s most recycled and reused material, with asphalt pavements recycled and reused at a rate of over 99 percent. Some of the most recycled and reused materials in the asphalt industry are roofing shingles. Southwind RAS is an asphalt recycling facility that provides customers with a lowcost, convenient way to dispose of and recycle roofing shingles, and

its management team has worked with legislators to create a double credit for each ton of shingles recycled in Illinois. That means using RAS in paving and patching projects doubles credits in green projects in the state. But as asphalt producers know, you must maintain quality roofing shingles to help your asphalt business save on costs. For example, the cost of removing moisture from materials meant for recycling can be a significant loss for a business. Damage from heat and pressure can be one of the most common results of poorly stored shingles. The team at Southwind RAS uses ClearSpan fabric buildings to provide protection for shingles that will be recycled for other uses. Let’s take a look at their best practices overall. As a processor of asphalt shingles, Southwind RAS has trained all staff in asbestos recognition. Trucks entering the sight to drop off shingles are inspected for nonconforming debris, and then each load is sorted so non-asphalt material can be removed. In final processing, the company uses RG-1 purpose-built shingle grinders from Rotochopper, St. Martin, Minnesota, to grind the material to a less than 3/8-inch material. Random sampling then tests again for asbestos. They use Caterpillar skid steers and 938 front end loaders to work the material around the site, stockpiling the fine, sand-like end product for use in hot-mix and warm-mix asphalt (HMA/WMA) mixes. Material storage is serious business. Shingles should be kept in a cool and dry place, which fabric structures can provide. Southwind RAS uses a large space for stacking shingles, storing bulk materials and rotating stock. In particular, recycling asphalt roofing shingles required an indoor space for Southwind RAS. Unfavorable working conditions at their processing facility caused management to decide that investing in a building for processing would improve efficiency and promote a pleasant working environment. They needed a building that was economical and able to withstand environmental exposure. That led Manager Matt Vondra to ClearSpan’s Hercules Truss Arch Building. “Our processing equipment was located outside, exposed to the elements,” Vondra said. “Employees were complaining about the working conditions and management foresaw that providing a building for processing would be good for future company growth.” ClearSpan provided a building solution to Southwind RAS to help solve their business challenges. With the fabric buildings, employees at Southwind RAS find their working conditions to be more enjoyable and less risky, tucked away from the weather. Materials are safe from damaging weather and recycling practices now have a comfortable and productive home.

ble materials. Extreme weather conditions and temperatures guarantee that an outdoor facility will reap the consequences of wasted materials and perpetuate environmentally unsafe practices. A ClearSpan structure can provide an affordable and environmentally friendly indoor space for asphalt recycling and storage, allowing companies to protect materials and employees. – By Amanda Williams

APAC Puts it Under Fabric Another company that recycles asphalt materials is APAC Missouri Inc. They are an asphalt, construction and aggregate company that does asphalt paving and recycles used roofing shingles for roadways. A lack of adequate material storage space was the major struggle APAC Missouri faced. APAC noticed their materials gathering a lot of moisture and sweltering under the sun’s radiant heat, while stored outside, unprotected from the elements. Asphalt Plant Superintendent Robbie Freels saw an increase in fuel and handling costs by having to remove all the gathered moisture before recycling shingles into usable asphalt material. After having conversations with several farmers who had purchased ClearSpan Fabric Structures, Freels took their recommendations, and APAC purchased three Hercules Truss Arch Buildings at 65 feet wide by 60 feet long, to store asphalt recycling material safely. “We are extremely happy with the three of them, and we’re talking about purchasing a couple more to use for our quarry operations,” Freels said.

Save Energy

Not only does Southwind RAS provide drier material to its customers, thus saving on energy costs for the client, Southwind RAS sees energy savings “in-house” by using fabric structures. One of the benefits that helps combat extreme temperatures is the translucent and reflective nature of the fabric cover, which maintains indoor temperature stability and reduces the need for artificial lighting. ClearSpan fabric covers have customizable ventilation options, to optimize air quality and circulation. Employing more than 400,000 Americans, the asphalt business is a pillar of American industry, and it is dependent upon recycla-

Asphalt Plant Superintendent Robbie Freels for APAC Missouri Inc. participated in the approval of three Hercules Tress Arch Buildings that are 65 feet wide by 60 feet long to store asphalt recycle material.

www.THeAsphaltpro.com // 25

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International snapshot

Here’s How Roadworx Hit Environmental Regs in Australia Darryl Byrne has been involved in the purchase of multiple asphalt plants during his career. Recently, he had the added pressure of environmental regulators and residents keeping a close watch. “We didn’t rush the decision,” Byrne said. He’s the general manager of Roadworx, an Australian provider of road maintenance services with headquarters in Sydney. “It took us years to do our research.” The efforts paid off. In November 2015, Roadworx commissioned a new Ammann ABA 180 UniBatch asphalt mixing plant in Wollongong, about an hour south of Sydney. For more than 20 years, Roadworx has prid-

28 // may/june 2017

ed itself on delivering infrastructure solutions to local councils, government departments, and public and private companies. The UniBatch plant provided all the environmental features Roadworx needed, including an ability to use recycled asphalt pavement (RAP) and options that reduce noise and odor. That mattered because the plant was being located in an area where many eyes would be watching. “Australia is quite onerous when it comes to environmental standards,” Byrne said. Further complicating the situation was another operational plant nearby, built by another manufacturer. Surrounding residents

and other community members had concerns about the combined air and noise emissions from having two plants in close proximity. Roadworx had an answer to every question the residents and authorities asked. “We had to make sure we did everything we could to minimize the impact,” Byrne said. “We put most of the optional features we could on the UniBatch plant.” Noise mitigation systems were used, including installation of an Ammapax Stack Silencer. Additional cladding helped further reduce noise and created an appealing look, too. “We monitor the noise, and the levels are very, very good,” Byrne said.

Roadworx opted for noise mitigation systems, including installation of an Ammapax Stack Silencer and additional cladding to further reduce noise and create an appealing look to the plant. Photos courtesy Ammann. Odor was another challenge. “We put the blue smoke extraction system in place throughout the plant,” Byrne said. The system routes any smoke and odor through the baghouse for filtration. “Odor is extremely minimal on the site,” Byrne said. “Even the bitumen tank farm has no odor.” Another environmental nod was the use of the as1 EcoView system, which is proprietary Ammann operating software that monitors the energy consumption of the entire plant, including fuel and electricity.

“The energy figures we get out of the plant are very good and better than expected,” Byrne said. “We can really finetune a lot of the plant settings to minimize energy consumption.” The features have made a big difference. “We’re producing a quality product, which our customers are extremely pleased about,” Byrne said. “We’re getting good numbers in terms of fuel through the burner and energy consumption. The plant itself has been running extremely well, and the noise and odor are not issues...” – From Ammann

www.THeAsphaltpro.com // 29

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OEMs Target What Each Operator Needs By Sandy Lender

While they tackled placing large Tier 4 engines, after-treatment systems and diesel exhaust fluid tanks in machines for the January 2017 deadline, some original equipment manufacturers saw problems with visibility creeping into design. They worked to solve those challenges to create an environment that is both safe and smart from the operatorâ&#x20AC;&#x2122;s point of view. For just one of many examples we could list, CASE Construction Equipment, Racine, Wisconsin, put the Deutz engine in the center, under the operator, for its new DV209D HF asphalt roller.

32 // may/june 2017

Then, the attention OEMs and industry have given to silica dust levels around milling machines since 2003 has actually revolved around the safety and comfort of the operator of the equipment. For just one of many examples we could list, the BM 2200/75 from BOMAG Americas, Ridgeway, South Carolina, pulls silica dust away from the operator with its 120-kg dust reduction system. Beyond noise and dust mitigation, beyond line-of-sight considerations, even beyond ergonomics, OEMs have added new models of equipment within larger series

to address specific work capacities for the operator. For the past few years, engineering and development has zeroed in on the fellow who runs the machine. For examples of how OEMs are targeting what each operator needs, letâ&#x20AC;&#x2122;s take a look at some of the new iron and new technology that was on display during the March 7 through 11 CONEXPO-CON/AGG 2017. And there was plenty of it with more than 2.8 million net square feet of exhibits from more than 2,800 exhibitors around the globe. We looked at the availability of milling options from Caterpillar of Peoria, Il-

ABOVE: The 950 GC mid-sized wheel loader from Caterpillar, Peoria, Illinois, offers a simpler operator station and optimized bucket for applications that are a bit lighter weight than what the 950M was designed to take on. This makes the 950 GC ideal for the contractor who doesn’t need as much lift, according to the manufacturer. LEFT: Original Equipment Manufacturers are working to deploy technology that makes the operator’s life easier. Push-button controls in the control house, on operator panels and on hand-held remotes offer wider range of motion for some workers, as well as simpler equipment operation.

linois, specifically on page 48. Additional OEMs around the globe know that a contractor needs a half-lane—or larger—cutting drum for highway class milling and a smaller drum and lower operating weight for tighter, commercial or residential projects. Such OEMS offer a range of machines and drums in the cold planing arena for contractors. Let’s take a look at other areas where OEMs address the specific needs of contractors with iron options, and we’ll use CAT’s mid-sized wheel loaders, those in the 5 ½ to 6-ton range, as an example.

The 950M has been out for a while, but Caterpillar is launching the 950 GC with similar capacity. The reason behind this is to offer customers a machine with high performance but easier functions. CAT’s Kristin Girard explained that customers were asking for a mid-sized wheel loader that was simple and easy to use. The GC is how CAT has answered. The idea behind the 950 GC is to offer a machine with fewer bells and whistles. For contractors who may not need to move heavy material all the time, the Performance Series bucket cuts down on fuel use and the new operator platform gives the operator fewer “things” to worry about. I don’t think anyone in the room during the pre-CONEXPO press event called it the Goldilocks of loaders, but that’s what went through my mind while listening to product specialists describe the differences between the 950 GC and the 950M loaders. It’s not too big; it’s not too small; it’s just right for those applications where the 950M might be too much for the operator to handle. Don’t let that line of thinking lead you to believe anyone is denigrating the operator.

From Ammann to Wirtgen and every manufacturer of the alphabet in between, product specialists on the tradeshow floor were talking about making life easier for new-tothe-industry operators and new-to-a-particular-machine operators. They also discussed making equipment match up to each task at hand.

Practical and Intuitive

The vice president for CASE North America, Scott Harris, spoke to the media during the company’s press briefing about the practical and intuitive features built into new equipment. Five of seven new G Series wheel loaders were on display at the show with what Harris called “a completely evolved cab experience” and “intuitive environment.” Even when talking about CASE’s new excavators, he mentioned the “new, enlarged, spacious operators’ cabs.” Of the three new asphalt rollers from CASE, the DV209D HF includes a color, intelligent compaction display screen in the steering wheel so the operator doesn’t have to continually shift his focus within the cab.

www.THeAsphaltpro.com // 33

Hamm, a division of the Wirtgen Group, Nashville, Tennessee, has integrated the Easy Drive operating concept in the tandem rollers of the DV+ and HD+ series, and in the H series compactors. All rollers now have the same colors for the same function groups and a common design, adapted to the specific functions of the series. “If all Hamm asphalt construction and earthwork rollers operate with Easy Drive, anyone who has ever operated a ‘Hamm’ will instantly feel at home on all other Hamm rollers,” Dr. Axel Romer, head of development and design at Hamm, explained. “In this way, we make life easier for operators when switching to a different machine type. They instantly identify important functions. This enables top-quality work right from the start and quickly builds up confidence.” As seen in the illustration of the Easy Drive cab, the centerpiece is its clear operating structure with a steering wheel for steering and all other essential functions operated via the joystick with clearly visible buttons, and the multi-function armrest. 34 // may/june 2017

The team at Sakai America, Adairsville, Georgia, also made a change to the operator experience, launching a cabbed version of its SW994 vibratory double-drum roller at CONEXPO-CON/AGG. The rig is designed to protect operators in extreme climates and offer a quieter, dust-free environment. The seat offers five positions to choose from ranging from front-facing to plus or minus 45 degrees, and plus or minus 90 degrees, depending on working lane. To swivel the seat, operators simply depress the pedal at the lower right side to release the lock while sitting. Sakai’s Josh Steele had a logical response to the reasoning behind the attention OEMs have given operator comfort. “If they enjoy their job more, they’ll be more productive.” Bert Erdmann at BOMAG echoed that sentiment, saying the operator’s comfort level was important for reducing fatigue and improving performance. He pointed out that OEMs have tackled machine operating efficiencies; it was time for OEMs to ensure the people running the machines could do so at their best efficiency, as well. He used the improved cab of the 28 RH pneumatic roller from BOMAG as an example, showing how easily the operator can slide the platform from side to side and swivel the seat to get an excellent view of the drum edge. Look at the Generation VI asphalt rollers from Atlas Copco that feature temperature sensors in the front and rear. They’re giving data coming and going, but they’re doing so automatically. As Dynapac’s Tim Hoffman said, the CA1400D is a bit simpler than the 1500, making it a wise choice for the rental market especially. An operator can climb into the cab and get to work faster. The CC4200 VI and CC6400 feature the enclosed cab for operator comfort as well. Even crushing equipment on display at CONEXPO-CON/AGG had simplicity designed in. The new Rapideploy from Eagle Crusher, Galion, Ohio, takes one worker about 30 minutes to deploy, according to Daniel Friedman. “It’s a simpler machine,” he said. “They can use the variable frequency drive or not; they can use the telematics or not; they can just push a button and crush.” What happens is the operator unloads the crusher at the site, pulls the lever, and the sequenced conveyor systems extend themselves. Scrapers on the belts handle cleaning and “tall” conveyor heights—up to 15 feet, 3 inches for the fines discharge—help you build piles in a manner that doesn’t create a mess.

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The DV210D—pictured here—and DV209D from CASE Construction Equipment, Racine, Wisconsin, feature a fully adjustable and intuitive operator environment with a steering wheel instrument cluster and digital display. The operator platform features a spacious environment with an adjustable sliding/rotating seat to provide visibility of the drum surfaces, edges and spray bars. The operator station also features a tilting and adjustable-height steering column and adjustable armrests with integrated control switches. A multifunctional display mounted on the steering wheel provides the operator real-time operation data, precision controls and diagnostics. Kleemann, a Wirtgen Group Company, introduced its Spective control system, which is designed to keep the crushing operation simple, without the need for lengthy instruction. They call it an intuitive crushing plant control concept, saying it’s easy to understand and support the operator in his work. As controls systems around the tradeshow floor boasted, Spective also is designed to guide users through startup. An intriguing feature is Spective’s fault localization, which attendees also saw on the Gencor Ultralogiks® total plant control system. If a fault occurs during crusher machine operation with Spective, or during plant operation with Ultralogiks, downtime is reduced with fault localization. In other words, these systems show the operator where the fault diagnosis is. The operator can look at a display screen on the operator panel or in the control house, and

36 // may/june 2017

see where he needs to send the technician to get up and running again. That kind of diagnostic help, from fault codes and localization to predictive diagnostics, was on display all around the tradeshow floor to give operators a break.

Predictive Maintenance

OEMs aren’t trying to disparage operators, but offering solutions to a real problem contractors face: not all new operators show up on the job site with full knowledge of each machine. Even veteran operators face a learning curve when a new piece of equipment is delivered to the shop or when they move from one paving crew to another. “We want to keep our operation simple,” Kleemann’s Mark Hezinger said. “Sometimes the operator is overwhelmed. Sometimes the new operator is not the most productive.”

While the CX290D material handler from CASE isn’t a common piece of equipment for the asphalt professional, the design around the operator station speaks directly to the company’s focus on worker safety and comfort. The optimized hydraulic circuits on the arm and boom are designed to reduce shock in the cab. The CX290D also features additional guarding on the cab and undercarriage to protect the operator—and machine—during tough waste and scrap handling applications. The machines, built as part of the CASE D Series excavators, also feature best-in-class cab space, excellent visibility and a pressurized and iso-mounted cab that keeps noise and vibration down, according to the manufacturer. A standard Bluetooth radio gives operators hands-free functionality. A standard rearview camera feeds a 7-inch widescreen monitor that also provides operators with real-time access to performance parameters such as fuel consumption and operating hours. These are examples of the technology OEMs are using in a wide range of machines to enhance operator and equipment performance. Caterpillar’s A.J. Lee shared that cold planer customers asked for a machine that took under an hour to learn. Vogele’s Laikram Narsingh shared that standardizing drive systems across machine types has given crews more flexibility. “Hamm’s new Easy Drive system is a standardized logic that is adapted to each model’s series,” Narsingh said. “Easy Drive is characterized by an intuitive yet safe user interface that has a logic standard across all types of rollers, offering minimal learning curves. That being said, while it’s important to cross-train paver crews, it’s best if a crew stays with a paver. Keeping the same crew with the equipment, as much as practically possible, allows them to take ownership and pride in their machine. While our advanced controls allow for crew changes with little to no operational training needed, you can minimize the learning curve with a dedicated crew.”

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The Accu-Track® Total Plant Control from Stansteel, Louisville, Kentucky, is designed to monitor all points on the plant and alert the operator if there’s a fault. John Irvine, the president of Roadtec, an Astec Company of Chattanooga, Tennessee, shared how the company’s Guardian system can also shorten the learning curve while offering a cost savings to the contractor. Consider the true cost of a simple machine failure on a job. Even something “quick” to fix in two to three hours has your company paying 10 to 12 workers to watch 40, 60, 80 or more tons of perishable mix cool right out of spec. During a walk-around of the Roadtec equipment, Irvine pointed to a sensor that is part of the Guardian system from Roadtec, and explained that it can send reports to the mechanic alerting the mechanic if something is about to go wrong. Instead of a machine stopping because a filter wasn’t changed in a timely fashion, mechanics know when to get filters or hoses changed, when to prevent bigger problems from shutting down a job. Predictive maintenance tools such as Guardian do more than monitor filter changes these days. Irvine referred to Guardian as an asset management system. “Guardian looks after the machine, the crew and the job bid,” Irvine said. “Guardian wants to be your partner in business.” John Deere, Moline, Illinois, formally launched its machine monitoring center “concept” during CONEXPO-CON/AGG 2017. With the newly minted machine health monitoring center, John Deere personnel and dealers analyze data and proactively support customers through technology. “Data from thousands of connected John Deere machines flows here,” Tim Worthington said. He’s the manager, product support services, for John Deere Construction &

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Forestry. “The machine health monitoring center is the central nervous system of our monitoring network.” Trained dealer specialists use advanced telematics and alert-management tools to stay on top of potential issues. When necessary, they can engage trained technicians who then read and clear diagnostic codes, record machine performance data and update software, without ever visiting the machine in the field. Roadtec’s Irvine explained how that principle has been working with the Guardian system. The telematics recognize when there’s a fault in the machine and give notice to the operator, the mechanic in the shop, the Roadtec personnel in Chattanooga, or any designated combination thereof. In the event that the equipment operator has made a mistake when programming the settings on a machine, technicians at Roadtec can “go into” the computer and reset it. If a problem comes up, technicians can make corrections without having to send a worker into the field. Thus using telematics not only saves time and man hours, it offers a level of predictive expertise.

Technology vs Operator

What the product offers your bottom line determines its value in the end. Caterpillar’s Downing shared the truth that the paving industry is highly competitive. “The role of technology is to provide efficiency, precision and consistency in the work,” he said. “This allows the contractor to confidently bid for work and ensures quality, on-time production. Success leads to more work and growth of the business.”

The SW994 from Sakai America, Adairsville, Georgia, is the first double-drum the company has put a cab on, according to Josh Steele. With cab, the machine has a maximum operating weight of 31,401 pounds. The high-frequency vibe roller offers low-profile vibration at 4,000 vpm. Operators simply flip a switch to choose frequency and amplitude or no vibe from front or rear drum, independent of each other. When operators of equipment are physically comfortable and able to move freely within the environment of the cab, and when they understand and know how to use all the functions of the machine, they are going to make fewer mistakes. They will be safer, more consistent workers. “And that’s what it boils down to for asphalt paving contractors,” Vogele’s Narsingh said, “what’s coming out the back end of the machine.” As Michael Haberman, director of CONEXPO-CON/AGG and CEO of Gradall, stated, “The workforce shortage has become an issue again. These things are cyclical. We’ve gone from a time when you could practically fix a machine with a hammer and a wrench to now when you better not touch a machine with a hammer and a wrench.” Instead, we have OEMs design equipment that is easier for the new-tothe-workforce operator to master and we have engineers prepare the onboard diagnostics that help mechanics predict failures before they happen. Michael Halada Global Product Manager for Automation, Ammann “The as1 Control System is a fully featured, fully automatic plant control system with a very intuitive user interface to help even inexperienced operators succeed. Operators simply select the desired recipe and quantity. Then they click the ‘play’ button. This automatically starts the required drives, selects the right tanks for production, and produces

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according to the recipe’s set values. The user will be informed visually if any irregularities occur. Even in manual mode, the as1 Control System helps prevent major issues.”

erator and equipment owner comfortable with technology—and not intimidated— will make it more likely for them to be open to exploring new technology in the future.”

Tim Hoffman Product Manager for Rollers, Atlas Copco “Operator skill level certainly plays a part in the quality of a project, but we believe high-quality results should be easily attainable for all levels of experience. We’ve developed some technologies to do this, including our center drive auger system on our pavers, which features a 6-inch– wide chain box and 17-inch diameter flights to ensure continuous, uniform material flow and minimize centerline segregation. The way the feed control system efficiently lays material contributes to the overall quality and finish of the asphalt. Also, our auger-conveyor feed-control systems feature four ultrasonic sensors to measure the paving material and automatically adjust the conveyor and auger to optimize material flow. This minimizes segregation and delivers a constant head of material as well as the smooth flow needed to produce high-quality mats.”

Bryan Downing Global Sales Support Consultant, Caterpillar Paving Products “‘Smart’ machines are changing the way work is done. This change comes as a result of the need to meet new, more exacting standards and/or to provide an efficiency advantage. The challenge for manufacturers is to provide technology solutions that deliver value to the customer without exceeding what they can reasonably deploy or afford to invest in. Smart machines allow operators with lesser experience to be as efficient as more experienced operators. “Caterpillar uses intuitive push button control systems that allow any operator to be fully effective at first introduction to the machine. In addition to uniform machine controls, Cat’s mapping and grade control systems use common displays, uniform operator inputs to enable operators to move between machines. Finally, the Cat CB10 and CD10 asphalt compactors can be equipped with the Automatic Adjustable Compaction (AAC) system….Simply set the system in automatic, activate the vibratory system, and focus on performing a consistent rolling pattern. When the machine is in automatic, the onboard accelerometer and processors calculate and automatically adjust the amplitude to create the quickest and highest quality compaction by applying the most compaction energy the layer can accept on initial passes followed by automatic amplitude adjustments to reduce the energy to eliminate overcompaction…”

Brad Stemper Product Manager, CASE Construction Equipment “The ideas of simplified operation and improved quality work hand-in-hand. We have focused specifically on the scalability and growth possibilities of some of these technologies. Precision technologies include non-traditional machine control solutions, such as simple and easy to use features that enhance an operator’s performance. This includes bucket and blade controls that take routine operations and automate them to improve speed, consistency, and most importantly safety on the job site. Contractors don’t need to dive straight into advanced 3D or 4D systems (although our equipment works really well with them), but they can start with a fairly basic 2D system that brings them immediate benefits at a lower price point, and then scale those systems up later when they’re ready. You’ve got to learn to walk before you run, and we focus on that with both our dealers and our customers. Making the op-

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John Irvine President, Roadtec Inc. “The Guardian system from Roadtec is meant to serve on all fronts. The operator now knows when the machine needs filter/oil changes or the radiator cleaned because Guardian tells him via email or machine alerts. It also signals the shop manager or anyone designated. The project manager can look at his job during the day and see tons laid, squares cut, efficiency of machine, paving speed in feet per minute, or

teeth used on a milling job, fuel burned, etc. He knows if the crew is being productive to the standards bid. If not, he can call the operator or foreman to understand the ‘real time’ impediments to success. “If you want to know if a machine has been moved or the current position of the machine, it logs the last place the machine was located before the ignition is turned off. If you want to know how many minutes your mill has been cutting versus how long the machine has been idling, Guardian will tell you. If you want an email at the end of the day telling how many tons have been laid by one, two or numerous pavers, Guardian will monitor and report.” Laikram “Nars” Narsingh Commercial Support and Development Manager, Vogele “For our new line of Super pavers for North America—the 10-foot tracked Super 2000-3i and wheeled Super 2003-3i—our exclusive ErgoPlus 3 operating system offers ergonomic and functional advantages that will enhance productivity for both new and experienced crews. ErgoPlus 3 focuses on the operator, who retains full control over the paver despite his task being made easier by an improved operator’s platform, operator’s console, screed console, and the Niveltronic Plus system for automatic grade and slope control. On the operator’s console, all controls are clearly arranged. Paver functions are clustered in logical groups so operators can find them quickly under the demands of the job. All push buttons are identifiable by touch, even when wearing work gloves. And Vogele’s “Touch and Work” philosophy means once a button is pressed, the function is executed directly without a need to confirm. “Morning start-ups are made easier via Vogele self diagnostics and sensors for all engine vitals, which eliminate daily checks. The engine is daily maintenance-free. “Likewise, for asphalt and soil compactors, Hamm’s new Easy Drive system is a standardized logic that is adapted to each model’s series. Contractors now will be able to be flexible by assigning machine operators to all types of rollers and compactors. Easy Drive is characterized by an intuitive yet safe user interface that has a logic standard across all types of rollers, offering minimal learning curves.”

Gregg Gilpin Director of Electronic Control Systems, Stansteel “The goal of any asphalt plant electronic control is to make an absolute quality product that can meet any testing or end result requirement specified by the asphalt producer or governing agency. Stansteel has developed a system called the Accu-Track® Total Plant Control— with Quality Assurance™ (patent pending). The basic principle behind this system is its ability to continuously monitor any and all points on the plant that contribute to the metering, weighing, and blending of ingredients. Not only are individual aggregates, RAP/RAS, and liquid asphalt analyzed, but also smaller proportioned materials such as metered dust, hydrated lime, and liquid additives like water and Evotherm for foaming. “The Accu-Track features a Closed Loop™ process that requires a feedback signal from each material conveying component. This provides the system instant verification the equipment is operating as designed and that each key ingredient is fed within the specified range. At any time, audible and visual alarm messages may alert the operator that a material flow is out of range, potentially initiating an automatic plant shutdown.”

can make informed decisions on the fly to ensure uniform passes and compaction at peak temperatures….Compact Assist, the Volvo Intelligent Compaction System with Density Direct™, uses a simple calibration process to ‘train’ the system for the specific material being compacted. Since it is calibrated every time a change is made to lift thickness or mix design, the measurement value displayed is going to be consis-

tent. The Compact Assist screen provides numbers that an operator of any skill level should be incredibly familiar with, because they’re directly tied to the job specification. In other words, the operator may be working to meet a target density of 96 percent on the project. In real time, the operator can see how close they are to achieving that target density across the entire mat. It doesn’t get any simpler than that.”

Mark Eckert Global Product Manager, Volvo Construction Equipment “Seemingly small mistakes by the operator can have an enormous impact on mat quality, thus may of the new features on pavers and compactors developed over the past decade are designed to reduce the occurrence of operator error. Speed limiters, grade and slope control, auto vibration and material-flow sensors on the screed are all perfect examples of technologies that help automate some of the tasks that could cause job quality problems at the hand of an inexperienced operator. “Perhaps the biggest innovation in this regard is intelligent compaction (IC). Features such as pass mapping and temperature mapping can provide an inexperienced operator with real-time information that is easy to understand, and with minimal training the operator

www.THeAsphaltpro.com // 41

Here you can see the quality performance on the additional elements of the SH145 project.

Elam Construction Wins in Steep Winter Grades

By Sandy Lender

Daily commuters and tourists traveling north on state highway 145 to festivals in Telluride brought the heaviest traffic past the SH145 resurfacing project for Elam Construction of Grand Junction, Colorado. Michael Brennan’s team at Alert Traffic Inc., Bayfield, Colorado, handled the setup of work zone parameters on the two-lane highway to keep the crew safe in the narrow valley, leaving quality control in the hands of Elam’s capable team. At the helm were Highway Division Manager Jim Cox, Superintendent Brad McCracken, Paving Foreman Shaun Jessup and QC Manager Tom Micklewright. Leading a committed paving crew, the team not only placed over 31,000 tons in two lifts of in-spec hot-mix asphalt (HMA) at elevations of 8,000 to 10,000 feet on steep grades, they garnered the 23rd Annual “Best in Colorado” Asphalt Pavement Award for resurfacing a rural highway from the Colorado Asphalt Pavement Association (CAPA). “Elam Construction has been a producer member of CAPA since 2008,” CAPA Executive Director Tom Peterson shared. “Our Rural Highway Resurfacing Award Category is our most competitive category, and this year we had a record 13 projects nominated. Elam’s overall score of 319 is outstanding and one of the highest rated projects we have ever had. This is the 23rd year of our award program and one common denominator we have seen in award-winning projects is a very high level of teamwork and project partnering between the contractor and the owner/agency.” The agency for the SH145 resurfacing was Colorado Department of Transportation (CDOT) Region 5, represented by Resident Engineer Tim Webb. Webb communicated primarily with Highway Divi-

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sion Manager for Elam, Jim Cox, who is a member of both the mix design and QC teams. The teams’ quality control during the project contributed positively to the smoothness results at the end. “A quality finish to an HMA pavement has to include quality in design, production and placement,” Webb shared. “This project had the right design with a fine-graded, low-void leveling course with a standard graded ½-inch nominal maximum aggregate size (NMAS) thin lift top mat. Elam then plant-produced consistent properties with consistent quantity rates, which allowed the paving crew to maintain their intense focus on great quality control of the placement and compaction.”

Design for a Win

The two lanes of SH145 didn’t require milling or reconstruction. Webb explained: “The existing SH145 pavement consisted of an aged HMA surface, which had resulted in moderate to extensive transverse and longitudinal cracking, as well as some isolated map cracking. There was not evidence of geometric or further deeper, structural failure. We have had great success with our fine-graded low-void leveling course overlaid by a standard graded ½-inch NMAS thin lift treatment on roadways of this age and condition.” The project overall included guardrail replacement and replacement of all signing and delineators on the project, both of which Elam subcontracted to Gonzales Construction Co. Inc., Dolores, Colorado. Elam was also able to subcontract the cleaning of culverts and the concrete deck repairs on the existing bridge to GA Western. Culvert replacement and paving fell to the Elam team.

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Paving included 12,304 tons of a 1-inch thick HMA (ST) leveling course with 7.2 percent PG58-28 binder, and 18,765 tons of a 1 ½-inch thick HMA (SX) overlay with 6.3 percent PG58-34 binder including Evotherm warm-mix asphalt (WMA) chemical additive made by Ingevity, North Charleston, South Carolina. “The WMA additive, Evotherm, was used only in the top mat,” Webb explained. “The HMA was produced and placed at conventional temperatures however, and the additive was used ultimately only as a compaction aid.” “Evotherm was used on the project and I believe this did help us on compaction,” Chad Saunders said. “Because of the extensive haul distance to the project, we used Evotherm to provide a larger window for our rollers to achieve compaction.”

Communicate in Mountain Time

One of the reasons the crew looked for a compaction aid was haul distance. You see, this project presented Elam Construction with a few challenges due to its location. “We had a number of concerns on the compaction issue,” Cox said. “Distance to truck material from the plant, cooler weather, afternoon rain storms, all of which affect the temperature of the HMA. Mario Fernandez was the operator of the breakdown roller [a CB64] and was especially attentive to the roller patterns we had established. I believe it took total dedication and attention of all employees on the project to achieve the results we were looking for.” The average haul for the asphalt mix was 55 miles one way. “Communication between the plant and paving crew could only be achieved by communication services that were located on the south end of the project [in Rico], and our project extended north for 12 miles. Therefore, we communicated at least every half hour by having someone make the trip to the south end of the project. It was like a rolling communication.”

Finish Right

As mentioned above, the many miles Elam Construction paved ranged in elevation, but it also ranged in weather conditions. You see, this project got interrupted, yet still had a bonus-worthy finish. “We had encountered a situation on another project that required an additional paving crew to get things back on schedule,” Cox explained. “When we returned to this project, our crew knew the importance of finishing during the shortened window, so they focused on safety and quality of work to insure we didn’t take a backward step. I’m very proud of the whole crew and the dedication they showed in achieving our goal, of finishing the project on time and providing the State and traveling public the best job we could produce.” Webb remembered the foul weather that plagued the summer portion of the project. “Yes, we had some rain in the beginning, which got the project off to a slow start in the summer. But we still finished on time. The WMA additive on the top mat helped with compaction in the cooler temperatures of the fall season later on. “As mentioned, this additive was needed to aid in compaction due to the cooler fall temperatures combined with long hauls during placement. This approach and placing the top mat on a new leveling course allowed for consistent compaction and in-specification mat densities for Elam resulting in very decent density incentives.” Those incentives reached the thousands of dollars for Elam, even before the award from CAPA came in. The quality incentive Elam

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Colorado visitors have an improved, award-winning asphalt surface along the State Highway 145 in Dolores County thanks to Elam Construction’s dedication to quality and partnership with CDOT. received was in excess of $23,000. The roadway smoothness incentive Elam received was in excess of $184,000. “We worked on the centerline joint by increasing our QC involvement, thereby providing our roller operators the information they needed to ensure compaction was obtained,” Cox said. “Our densities ranged from 88.5 to 92.5.” Mike O’Leary of Ingevity spoke with pride about the crew’s performance. He spoke of the hundreds of inches of snow, thus snowmelt, the area receives per year and how such weather patterns could have been disastrous for a paving crew. In addition to afternoon rain squalls, the crew faced temperature variations of 35 to 40 degrees during the day. “But they didn’t compromise anything at all when it [the project] got pushed to November,” O’Leary said. “They paved in November in the mountains and still got density. They achieved their TSRs, their densities, their smoothness, all their quality parameters in paving were met. If we hadn’t used the chemistry [Evotherm], we would never have gotten that project done.” “For the steep grades on this project, we confined our paving to an uphill operation for both lanes,” Saunders said. “During paving of the 12 miles of Lizard Head Pass, we rose in elevation 1,400 vertical feet. Some sections of the highway reached approximately 7 percent and 8 percent grades.” They used a number of belly dumps for windrow paving to maintain a consistent paving speed. A Weiler pickup machine fed a Cat 1055E paver. Three rollers took care of compaction: the CB64 mentioned above, a CB54 in the intermediate position, and CB54 for finish rolling. “The award judges awarded near perfect scores in overall appearance, longitudinal joints and transverse joints, and commented ‘excellent ride quality and joints are near perfect’,” Peterson shared. “This award is well-deserved and speaks to the commitment to quality from Elam Construction and the excellence in oversight and partnering from CDOT Region 5.” “Elam and CDOT worked great together with true partnering fundamentals,” Webb concurred. “Challenges, and thus opportunities, will always be present on a construction project; however, it’s a matter of how the owner and contractor view each other that determines how they will interact to resolve in such a way to deliver a great quality project that the traveling public benefits in the end. This successful partnership combined with day-to-day consistency of great on-site, field construction practices and paving by Elam contributed to a smooth riding, potentially long-lasting product.”

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CAT Goes Beyond Iron for Milling

Along with a new 745 articulated truck, new dozers, a new 986K wheel loader, new work tools and its reinvented cold planers, the team from Caterpillar, Peoria, Illinois, highlighted its technology offerings during CONEXPO-CON/AGG 2017. As Paulo Fellin, vice president of global construction and infrastructure, outlined for the trade press prior to the show, all of the iron updates and launches feature connectivity and customer feedback. Look at the cold planers as an example. Cat’s A.J. Lee explained that the company launched the PM620 and PM622 cold planers in 2016 after reinventing the cold planer lineup over five years of research and development that included conversations with customers. Regarding the PM622, he said customers wanted to learn how to operate the machine in an hour. Now, the machine features intuitive and easy-to-use controls coupled with integrated technology and functions, according to the manufacturer. The machine has 630 horsepower

48 // may/june 2017

By AsphaltPro Staff

and an operating weight of 70 tons. When it comes to servicing, mechanics and operators are aided by on-board diagnostics and emergency control measures. Indicators are offered in English and with fault codes. Consider the technology mentioned in that last paragraph. On-board diagnostics. Integrated technology and functions. What does it mean that the PM600 series has CAT 3D technology built in? The milling crew at Tri-City Blacktop in Bettendorf, Iowa, explained that they use the controls to set beginning and ending depths of cuts, and then let the machine perform the minute adjustments to execute the cuts to the customers’ specifications. In addition to the PM600 series, CAT has introduced the PM800 series, which features 755 hp, 77 tons operating weight and a new set of rotors to select from. For wide milling applications, customers can choose a 79-inch, 87-inch or 98.5-inch width drum with micro-mill and diamond drum configurations available.

The PM622 cold planer from Caterpillar For commercial applications, the PM310, PM312 and PM313 will offer 325 hp and just over 42 tons of operating weight. This series will feature many of the same options as the larger mills, including integrated grade and slope. It captures three milling widths with the same transport dimensions and flush cut clearance, and will be available starting in September this year. What you might notice here is the availability of options in iron. If you need a wide rotor on a large machine for highway class milling, there’s a machine for that. If you need a smaller drum and lower operating weight for tighter job sites, there’s a machine for that. The team at Caterpillar stressed that they’ve taken customer feedback and built multiple platforms. Check out the discussion of mid-sized wheel loaders in the article OEMs Target What Each Operator Needs on page 32 to learn more about that. For more information on the reinvented cold planers, visit with your local Cat dealer.

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that’s a good idea

Keep Release Agent in Easy Reach

Haul truck drivers have as much need of a biodegradable release agent as any other member of the paving crew for keeping their equipment clean. A clever way to keep release agent within easy reach is to make a holder for the spray can right on the truck chassis. Look at this good idea. In this example, the driver has a specific truck that he’s responsible for. He delivers asphalt mix to the paving crew every day, so he knows he will have to keep the truck clean to prevent material from building up and potentially causing problems if it breaks loose and gets into the new mat. To make the job of cleaning easier, he will use release agent to lubricate areas of the truck body before taking on material, and will use release agent when cleaning the still-warm truck body at the end of the shift. For all the times in between, and to make the spray can

50 // may/june 2017

easy for other members of the crew to access, the mechanic has welded an open-ended metal cylinder, almost like a bucket, at an angle behind the truck’s cab. Now when the driver is in the designated clean-out area at one end of the work zone, he can grab the spray can from the receptacle, spray down the appropriate areas, and return the spray can before heading back to get another load. The receptacle is welded on at an angle to prevent the can from falling or rolling out, and to make it quick and easy to grab and use. – By John Ball

John Ball is the proprietor of Top Quality Paving and Training, Manchester, New Hampshire. He provides personal, on-site paving consulting services around the United States and into Canada. For more information, contact him at (603) 493-1458 or tqpaving@yahoo.com.

ABOVE TOP: The mechanic has welded a bucket-like receptacle behind the truck’s cab to hold the spray can of release agent where it is easy to reach, yet out of the way. ABOVE: The receptacle is welded onto the truck at an angle to prevent the spray can from rolling or falling out, and to make the can easy to access.

off the mat

How Far Can Employers Go to Investigate Workers’ Compensation Fraud? Workers’ Compensation fraud is one of the fastest growing areas of fraud. The National Insurance Crime Bureau reports that Workers’ Compensation fraud accounts for approximately 25 percent of fraud perpetrated and costs $7.2 billion annually. During economic downturns and recessions, cheating becomes more prevalent. Often claimants take on second jobs while still collecting disability benefits for injuries they claim left them unable to work. Because fraud is widespread, employers and insurance companies routinely hire private investigators to conduct surveillance on individuals who have filed workers’ compensation claims, when they suspect the individual is exaggerating the extent of his injuries. While investigating such claims is fairly routine, employers may wonder exactly how far they can go to determine if the employee has committed fraud. There is not much literature out there to tell an employer what s/he can or cannot do. However, based on a lawsuit in Maine, using trickery or deception may be going too far, and could make an employer or an insurance company that uses such tactics liable for damages to the employee. 1 In that case, an employee was injured while working on the job. The employer’s

This case is important because it demonstrates that there are limits in how far an employer or insurance company can go when it conducts an investigation of a workplace injury.

insurance company paid the employee weekly benefits for 12 years, and then settled the claim with a lump sum payment. However, during the time the employee was receiving benefits, the insurance company hired a private investigator to see if the employee was still disabled, as he had claimed. In conducting the investigation, the private investigator misrepresented who he was to gain access to the employees’ home and win over his confidence. He posed as a person interested in building a home, and asked the employee questions about who built his home. The employee, not realizing the person was an investigator, gave him a tour of his home, showed him receipts from the contractor that built his home and mentioned that he did the landscaping himself. The investigator left and came back another day where he videotaped the employee painting, shoveling manure and mowing his lawn on a riding lawn mower. The employee did not find out he was under investigation until two years later when the surveillance photos and video were sent to his attorney before his workers’ compensation hearing. The employ-

Hawkes v. Commercial Union Insurance Co., 2001 ME 8.

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ee was so outraged that he sued the insurance company, the private investigator and the private investigator’s company for trespass, invasion of privacy and intentional infliction of emotional distress. The court found that the employee’s claims were not barred by the Workers’ Compensation Act, which bars an employee from suing for personal injuries arising out of and in the course of employment, because he was suing for compensation for economic injuries that arose from conduct that occurred at his home rather than at his job. This case is important because it demonstrates that there are limits in how far an employer or insurance company can go when it conducts an investigation of a workplace injury. The employer or insurance company must always remember that the employee still has a right to privacy. Based on this case, it appears that using false pretenses to gain access to an employee’s home is going too far. Similarly, it would seem that any type of deceptive conduct, such as, perhaps, friending someone on their social media, to gain access to information on their private accounts may also be going too far.

Even though an employer has limits in how it is able to investigate, it can implement a careful blend of humanity, technology and process to ensure that suspicious injuries do not enter the system undetected. Here are some strategies an employer can use: 1. Communicate with Your Employees. Don’t underestimate the importance of a personal touch both before and after a workplace injury takes place. Person-to-person contact is an effective tool to prevent and detect fraud. Manager and supervisor contact lets the employee know that he is valued, missed at work, and expected to recover and return to work. 2. Leverage Publically Available Social Media Information. Although “friend requesting” may go too far, it is not against the rules to review what an employee posts and makes available to the public. Often, workers cheating the system are caught because they boast on social media about having a second job. 3. Implement Process. Maintain an injury hotline and encourage same-day reporting, which captures all the pertinent information surrounding an injury. Prompt reporting lessens the opportunity for exaggerating the nature of the claim or the severity of the injury. A contemporaneous report documenting the injury and incident could assist with detecting later inconsistencies. 4. Educate and Train. Make your employees aware of your internal policies regarding reporting workplace injuries and train them on how to report an injury. Monitor to make sure that managers and supervisors know that retaliation for reporting is not permitted. Communicate that the company values prevention of workplace accidents in the first place. Again, this blend of humanity, technology and in-place process lets employees know that their health and safety is of value to the company. The consistent implementation of these steps also helps to protect the company in the event that an employee might be tempted to commit workers’ compensation fraud. –By Lorraine D’Angelo & Silvia Zicherman

Lorraine D’Angelo, a nationally recognized expert on legal and regulatory risk management, is the president of LDA Compliance Consulting Inc. She has more than 25 years of experience in the construction industry, including a recent tenure as senior vice

president for ethics and compliance at a global construction company. D’Angelo is an accredited ethics and compliance professional and a leading expert on small, women-owned, minority and DBE matters, programs and policy implementation. For more information, contact her at (914) 548-6369 or Lorraine@ldacomplianceconsulting.com.

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product gallery

New Production Technology Helps Your Bottom Line Whether it was on display at CONEXPO-CON/AGG in March or released in the past few months in preparation for season startup, new technology and equipment has landed in the asphalt marketplace to enhance your mix-making mojo. AsphaltPro showcases new products and services in the product gallery in each edition of the magazine; this month’s focus is on equipment to excite the asphalt producer. Next month will highlight equipment for paving and pavement maintenance contractors. We’ll dive in with a mini-roundup from Astec out of Chattanooga, Tennessee. The overall Astec family had more than 30 new products on display at the huge construction expo in Las Vegas, but there are at least three new items that asphalt producers will want to know more about to get us going here.

“Who’s Johnny?” And Other Good Memories from the Astec Booth

Ever since my sneak peek of the Astec SiloBot™ last spring, the theme song from the 1986 romantic comedy Short Circuit goes through my brain when I see this clever robotic inspection device. Charles Simpson, lead product development engineer for Astec, manned the wall where the SiloBot showed off its magnetic personality during CONEXPO-CON/AGG 2017. The company introduced the SiloBot inspection service as a new hi-tech tool that the Astec Inc. parts department will use to do visual inspection and metal thickness testing inside hot mix storage silos. The remote control capabilities of the SiloBot inspection device keep workers out of the confined space of the silos and out of harm’s way. The inspection record provided to the customer will include a metal thickness map, a video and photos of the inside of each silo. Engineering evaluations and recommendations, based on the inspection findings, will be provided by Astec engineers. For more information, contact Astec Parts at (800) 251-6042.

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The SiloBot features magnetic wheels that cling to interior silo walls while the unit’s camera feeds data wirelessly to the operator. Astec also supplied information on its RAP Pre-Dryer System. This system expects to obtain asphalt pavement mixes of up to 70 to 80 percent RAP and/or RAS by conditioning the recycled material using a pre-dryer. The Astec RAP Pre-dryer uses the excess heat available after superheating the virgin aggregates that would otherwise be wasted through the stack. This “soft” heat comes in at a relatively low temperature of 300 to 600 degrees F, and raises the temperature of the recycled material from ambient to 150 to 180 degrees F, thus decreasing the water content by 1.5 to 2 percent, according to the manufacturer. From there, the material exits the pre-dryer into the outer shell of the Double Barrel®, where it is mixed with the superheated virgin aggregate to remove the remaining moisture from the recycle and to bring it to mixing temperature in a rarefied oxygen atmosphere. Finally, the mix is discharged into a twin-shaft pugmill where it gets mixed with the liquid AC and any other admixtures. For more information, contact Astec Inc. at (423) 867-4210.

Astec also showcased the Intelli-PAC™ mix blending enhancement system, which gathers real-time moisture and AC content information to make adjustments “on-the-fly” to maximize plant efficiency. The system uses a series of sensors to measure real-time material conditions. By having real-time data fed into the control system, the computer can respond to fluctuations in conditions immediately, according to the manufacturer. For example, the cold feed bin sensors capture and report water content to the control system, which dictates how much fuel is required to dry the aggregate and bring it to temperature, as well as the AC required for mix specifications. Other sensors capture both water content of the recycle material as well as how much binder it contains. This data is used to determine how much liquid AC is necessary for the mix. Then moisture data combined with belt scale measurements enable the plant computer to calculate the necessary fuel burn rate to dry the material and bring it to the desired mix temperature. For more information, contact Astec at (423) 867-4210.

product gallery CONTINENTAL

As of first quarter 2017, Continental of Fairlawn, Ohio, has introduced Select ContiCleat, which is a conveyor belt material designed for steep inclines. “This is a very versatile belt, and can convey products whether you are dealing with steep inclines or simply need extra support to move material,” Chris Marchant, product manager for conveyor belting, said. “We offer a wide range of U- and V-shaped cleated belts.” In 17 different profile options, 14 of which are made in the United States, Continental Select cleated belts are used for conveying materials such as stone, sand, gravel, various wood products and a multitude of recycling products, by taking advantage of the many custom profiles and cleat designs that are available. “In a oneinch cleat design with four different configurations, ContiCleat can convey products demanding up to a 45-degree incline,” Marchant said. Profile options available from the ContiCleat Select portfolio include Wave Grip, Wave Grip Plus, Bucket Grip, Bucket Grip II, Signal, Backbone, Backbone Plus, Flux, Ultra Shift, Ultra Shift II, Master Grip, Crest Grip, Quadgrip, Summit, Pointer, Diamond Grip I and Diamond Grip II. Beyond gripping, the Continental team offers some handy technology for your conveyor belt needs. During CONEXPO-CON/AGG, the company had on display its ContiAlert, which is a unique conveyor belt monitoring process that allows users to see belt wear in real time. “A red bonding layer below the top cover is exposed when it’s time to change the belt,” Chris Marchant, product manager for conveyor belting, said. “In addition, the ContiAlert system is complete with a calculator that enables customers to determine how much time is remaining before the carcass is exposed and the belt is in need of replacement. It takes the guesswork out of belt replacement, and helps prevent downtime and increase uptime. Prior to the introduction of ContiAlert, the end user was only aware that they had maximized their belt life when the carcass became fully exposed,” Marchant continued. “The purpose of the covers is to protect the carcass. When

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The ContiAlert conveyor belt monitoring process from Continental exposes a red bonding layer below the top cover when it’s time to change the belt, and before the carcass is exposed.

Select ContiCleat from Continental is a conveyor belt material designed for steep inclines. the covers are removed and the carcass is exposed to the application or environment, this can negatively impact belt and splice performance. ContiAlert in real time provides a visual alert that cover wear is approaching exposure of the carcass.” ContiAlert is available in the abrasion-resistant lineup of ContiTech Select Conveyor Belt specifications and compounds: Belt Specs – Plylon Plus 250/2, 275/3, 500/4 and 600/3 with a minimum 3/16-inch by 1/16-inch to a maximum of 3/8-inch by 1/8inch covers; Abrasion-resistant compound Specs – Defender Plus, Stacker, Survivor and Survivor Plus. For more information, visit www.contitech.us.

The RapiDeploy portable crusher from Eagle Crusher has built-in, retractable conveyors, and a hydraulic lift and leveling system to enable quick set-up and tear-down.

EAGLE CRUSHER

The team from Eagle Crusher, Galion, Ohio, introduced the RapiDeploy portable plant with built-in, retractable conveyors that can crush, screen, separate and stockpile—all in one pull. It was specifically designed to reduce mobilization costs and expensive set-up and tear-down time for asphalt/aggregate producers and concrete recyclers, while offering advantages compared to track plants. First, RapiDeploy features closed-circuit crushing, screening and retractable conveyors on one chassis. It offers two product screens with a third reliever deck to allow increased productivity while producing two cubical spec products. The top- and second-deck retained material is returned to the crusher for further processing. Next, RapiDeploy features high discharge heights on all three of its retractable conveyors, allowing for easy truck-loading of material. For example, the fines discharge conveyor height is up to 15 feet, 3 inches; the side discharge conveyor height is up to 13 feet, 4 inches; and the optional grizzly discharge conveyor height is up to 13 feet, 7 inches. Finally, RapiDeploy is easily serviced without sacrificing portability. This is due to the plant’s open design, which allows for easy parts access and serviceability. It features the UltraMax® impactor with a 40-inch x 33-inch rotor. The feed hopper capacity is 9 cubic yards, or 12.2 tons. For more information, contact Eagle Crusher at (800) 253-2453 or visit www. eaglecrusher.com.

Gencor

At CONEXPO-CON/AGG, the team from Gencor, based in Orlando, showed its Ultralogiks® total plant control system to attendees. The system is a totally integrated automation package that manages and monitors all plant control functions with a windows-based environment and graphical user interface. The hardware is an advanced PLC control platform that performs all the plant operations, including both blending and loadout functions. The graphical user interface is PC based, using a high-speed IBM compatible computer with a large capacity hard drive. A backup computer and redundant hard drive assure security for data and operating system in the event of a failure of the PC or the PLC, according to the manufacturer. The Gencor Ultralogiks plant control systems’ main operating screens display a logical presentation of operating data through the use of segregated screen sections. The upper section displays items at the point of liquid asphalt injection; the center section offers selectable views of motors,

maintenance or event log information as well as configuration settings and calibration screens. Detailed user screens for each equipment component are displayed by simply clicking on the equipment image. For more information, contact Gencor at (407) 290-6000.

infraTest USA

The new Pyro-Clean alternative from infraTest USA, Walpole, Massachusetts, is a binder glassware and tools washing machine designed to clean bitumen-stained containers, glass flasks, etc. using solvent in a closed cycle system. The washing chamber made of stainless steel is equipped with an indirect heating system and spray nozzles. Here are the specs: • Interchangeable inserts fit up to six round-bottom flasks or six RTFOT test cups to be cleaned simultaneously. • Sprinkler system and solvent steam are used for the washing process. • A vacuum system assists the fast drying of clean parts as well as the solvent distillation.

The Pyro-Clean Alternative from infraTest gets testing glassware cleaned of AC in 30 to 45 minutes. • The bottom part of the wash container is equipped with a valve to remove the bitumen into an evaporate flask whilst the solvent is recovered in the clean solvent tank. • The process is computer-controlled. • Variable run-times are possible, but the usual run-time is 30 to 45 minutes. For more information, contact infraTest USA at (888) 359-7310 or info@infratestusa.com.

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product gallery scales. The Titan PV scale has self-diagnostic capabilities to help prevent downtime by identifying load cell problems before they occur. The instrumentation can identify which specific load cell has failed with a warning to the operator. For more information, contact Fairbanks Scales at (800) 451-4107.

The Titan Series portable vehicle scales are designed for use in remote operations and feature an electrochemically polished stainless steel canister to eliminate corrosive effects of harsh environments.

Fairbanks Scales

Portable vehicle scales are frequently used for remote operations and for variable-demand operations, where the scale may be used during an active period and then removed or redeployed. They are a must-have for use in the event of equipment failure. Portable vehicle scales are also useful during a facility upgrade process, to ensure that existing facilities can remain online during construction. Available in sizes specifically for mobile operations, the newly updated Titan Series portable vehicle scales are designed to be easily shipped, installed and moved to another location. With up to 150ton gross capacity, the Titan PV scale works in temporary locations for jobs that last only a few months. It is shipped completely self-contained in a subframe constructed of structural steel. The scale can also be removed from the sub-frame and installed in a permanent foundation. The Titan PV is equipped with Intalogix® technology, a system that contains two different points of complete electrical isolation between the scale and the scale instrument, providing surge and lightning protection. Intalogix also transmits load cell information digitally, which improves resolution and allows for 10-pound increments. The Titan PV scales feature a protected load cell with a 100,000-pound capacity and 300 percent overload protection. The new load cell design includes a 100 percent stainless steel rocker column to eliminate weighing errors caused by off-center loading. The scales come in lengths of 35 feet, 60 feet, 70 feet and 80 feet. The new design now accommodates both 10-foot and 11-foot wide

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Kleemann

The performance of crushing plants is becoming more and more complex, even as operation must be kept as simple as possible. With SPECTIVE, Kleemann introduces a new, intuitive crushing plant control concept at CONEXPO-CON/AGG 2017. The Spective control concept is easy to understand, and supports the operator in his work, as it’s simple to use, according to the manufacturer. • The user is supported right from the beginning with the operation of the touch panel. He or she is guided step-by-step through the startup process, then the system starts. • On the start screen the operator sees a diagram of the entire plant with its adjustable functions. • The desired function is selected and the operator is guided through all necessary steps with clear instructions. • If a fault occurs during machine operation, a fault diagnosis is shown on the display. Downtimes are reduced with fault localization, a description of the fault, and tips on its elimination. • The 12-inch touch panel is not susceptible to dust and is easy to read with the adjustable light and contrast settings, even in strong sunlight. It responds to the touch of fingers, tools, pens or gloves.

With the SPECTIVE control concept, all plant functions for the crushing plant should be recognizable at a glance.

With clear symbols, all plants functions are recognizable at a glance. Similar to a smart phone, the operator is guided intuitively through the control system. Data relating to machine operation can be retrieved via the control system, and diesel and lube oil fill levels, for example, can be viewed in the plant cockpit. Automatic documentation of the operating data also is provided, permitting evaluation of plant efficiency. Spective is available initially for the MOBICONE MCO 11 PRO and the latest impact crushers in the MOBIREX MR EVO2 series. For more information, contact Brodie Hutchins of Wirtgen America at (615) 5010600.

KPI-JCI/ASTEC MOBILE SCREENS

Kolberg-Pioneer (KPI), Johnson Crushers International (JCI) and Astec Mobile Screens premiered its hybrid technology at ConExpo 2017. The new hybrid technology was released on the GT205 multi-frequency screen and the GT440 horizontal shaft impactor. The two updated pieces of equipment were showcased at CONEXPO 2017, held in Las Vegas, Nevada, March 7 through 11. “Our new patent-pending hybrid option allows us to service the needs of our end users, allowing them to run either line power or diesel power when needed,” said Ron Earl, vice president of sales and marketing for KPIJCI and Astec Mobile Screens. “With the integration of our game-changing hybrid technology, producers are able to save up to $25 per production hour.” For more information, visit kpijci.com/dealer-locator to find a local dealer.

The hybrid technology from KPI-JCI/Astec Mobile Screens is available on the GT205 multi-frequency screen and the GT440 horizontal shaft impactor.

The Burke new model HCH-5.0 helical coiled hot oil heater from Reliable Asphalt Products is skid-mounted.

Precision Measurement Technologies

The new TDC-GPX2 high-performance time-to-digital converter from AMS/ Acam delivers up to 10-picosecond resolution, with two- or four-channel modes. The high-performance device delivers a high update rate – up to 70 mega-samples per second – for drones, radar, LIDAR, PET scanner, automatic test equipment (ATE), photon counting and spectroscopy applications. The TDC-GPX2 has low power consumption and is configured in a small 9 mm x 9 mm QFN64 package. Precision Measurement Technologies (PMT) based in Florida, is a technology center with on-site experts in AMS products, including the Acam family that features high-resolution time-to-digital converters. The PMT Technology Center develops applications for standard AMS products, and assists customers on proof-of-concept designs, evaluation systems and register settings to optimize production. “Applications that require a high-performance converter to acquire, process and deliver data are already using the TDC-GPX2,” Rob Matthes, President of PMT, said. For more information, contact PMT at (727) 532-6144 or visit http://www.pmt-fl.com.

Reliable Asphalt Products

Reliable Asphalt Products, Shelbyville, Kentucky, offers the Burke 5.0 helical coil hot oil heater with a capacity of 5 million BTU output. The heater is built to maintain heat for large terminal storage, according to the manufacturer. It includes a full modulating dual-fired burner, fired by #2 fuel oil or natural gas. The circulating pump circulates thermal fluid through the helical coils and a coupling guard protects the shaft, couple and motor. All connections are flanged. The expansion tank has a 400-gallon capacity and is pre-installed, but removable. The control panel includes a temperature indicating control, a flame safeguard programmer with flame detection and proof of ignition, a high limit temperature safety switch, and a 24-hour time clock. The electrical control panel is NEMA 4 rated for all weather conditions. The shell is fabricated from 3/8inch steel plate. The exhaust stack is bolted to a flanged port and hinged for shipping. “Ever since we acquired the Burke heating product line in 2003, we’ve honored the commitment to durable, trouble-free operations on the products,” Chad Self said. “We have proudly expanded the longevity and durability people have come to expect from Burke by offering support service anytime, anywhere, with personalized knowledgeable service support.” For more information, contact Reliable Asphalt Products at (502) 647-1592.

www.THeAsphaltpro.com // 59

product gallery Stansteel

The goal of any asphalt plant electronic control is to make an absolute quality product that can meet any testing or end result requirements specified by the asphalt producer or governing agency. Stansteel of Louisville, Kentucky, has developed a system called the Accu-Track® Total Plant Control—with Quality Assurance (Patent Pending). The basic principle behind this system is to continuously monitor any and all points on the plant that contribute to the metering, weighing and blending of ingredients. Not only are individual aggregates, RAP/RAS, and liquid asphalt analyzed, but also smaller proportioned materials such as metered dust, hydrated lime, and liquid additives like water and Evotherm for foaming. The Accu-Track total plant control features a Closed Loop process that requires a feedback signal from each material conveying component. This provides the system instant verification the equipment is operating as designed and that each key ingredient is fed within the specified range. At any time, audible and visual alarm messages may alert the operator that a material flow is out of range, potentially initiating an automatic plant shutdown. To further enhance the system, hundreds of critical plant interlocks from the top of the silos to the bottom of the baghouse to the last cold feed bin are monitored and timed to assist in making quality mix at any designed plant production rate. The system is customizable, which allows for future modifications due to new mix requirements or changing state and provincial specifications. As an example, there recently has been a dramatic increase in the use of liquid rejuvenators to help condition old RAP and RAS being added to the mix. The liquid rejuvenators work best when metered exactly to their proper proportions and combined in a colloidal form with the liquid asphalt to produce a blend that consistently conditions the RAP and RAS material. The same care and custom design goes into other Stansteel equipment such as superior warm mix foaming with the Accu-Shear®, which was developed to assist the industry in becoming a leading provider of quality recycle materials. For more information, contact Stansteel at 1-800-826-0223.

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It’s important to meter materials, thus Stansteel created the Accu-Track® Total Plant Control with Quality Assurance™ and the Accu-Shear® to meter, weigh and blend all additives precisely.

Systems Equipment

SYSTEMS Equipment has launched a new concept in remotely-controlled test weights, improving accuracy by using the full range of the load cell. According to Mitch Duncklee, lead software engineer for SYSTEMS Equipment, operators can now know if the conveyor scale is running “as calibrated” within minutes. And, he says, they can do this without moving material or involving a loader or truck, making this option safer and more convenient than in the past. “Aggregates are over 90 percent of mix, and test weights can give you confidence you are measuring them accurately,” Duncklee said. “Dual test weights can give you confidence for the whole operating range of a scale.” Remotely-controlled test weights are operated from the control room and safer than manual test weights. “There’s no climbing with awkward weights; no sliding of heavy objects between conveyor frame components,” Duncklee said. Dual test weights, comprised of two different-sized weights, allow for three loading conditions—A, B, and A+B. This tests a wide

The dual test weights from Systems Equipment are used at the conveyor belt to test the weight of material, using the full range of the load cell. range of the load cell and can be used to help prove linearity of the weigh bridge. For more information, contact SYSTEMS Equipment at (563) 568-6387.

new tech

Future Engines and Machines to import the machine to the United States by Dec. 31, 2018. If you have As you’ve seen throughout this New Products edition of AsphaltPro, original equipment manufacturers (OEMs) are a Tier 3 engine between 56 and 130 kW, you have to build the piece of looking into the future with the iron and technology recently equipment by Dec. 31, 2018, and you have to import the machine to the introduced. At CONEXPO-CON/AGG and IFPE 2017, a Tech ExperiUnited States by Dec. 31, 2019. ence pavilion anchored the largest show floor in history. Tech challenges issued before the show culminated on site and experts offered long-range visions for us to contemplate. For example, the Association of Equipment Manufacturers (AEM) helped to convene the Infrastructure Vision 2050 Challenge Finale event. The winner was a proposal from a pair of University of California-Berkeley students to leverage autonomous vehicle technology to develop a surge-priced “Hyperlane” to ease congestion and improve mobility. And don’t forget the Tech Experience pavilion housed the first 3D-printed excavator. “Keeping pace with technology is critical for our industries’ success and the 3D printed excavator featuring fluid power innovations, is a perfect example of the shows’ future-forward commitment to explore innovations that are happening now and the exciting possibilities ahead,” Robert Mortensen, IFPE Attendees flocked to see the world’s first 3D-printed excavator. 2017 Chair said. The New Tech Experience amplified the Piech explained during his presentation, “Future of Emissions: technology throughout the show floor, with an emphasis on emergCould Tier 5 be on Its Way to North America,” that we can look at ing construction innovations that are driving change across the induswhat’s happened in the past with light-duty and then heavy-duty and try. Three interactive zones gave attendees a glimpse at the technolthen non-road regulations to see what’s coming for non-road reguogies shaping the jobsites of tomorrow, infrastructure development lations in the future. For example, what’s taking place with Europeand workforce development. The “Tech Talks” forum gave attendees an Stage 5 non-road mobile machinery can be thought of as our Tier a chance to hear from global innovators to discuss what lies ahead. But 4 Plus. At this time, Piech explained, “The Europeans now have stanother areas of the show had forward-looking information that can didards similar to the U.S. standards,” but the European standard adds rectly impact the contractor’s bottom line. a particulate number (PN) to the reporting. This requires a person to During the “What’s Now” Speaker Series that took place on the measure the number of particles coming out of the tailpipe of the veCASE Construction Equipment stage in the North Hall, Dave Piech, hicle from the engine. “It adds the particle number (PN), which forces who is the vice president for engine compliance NAFTA, CNH Industhe manufacturer to add a diesel particulate filter (DPF),” Piech stated. trial, shared emissions regulatory news relative to the Trump transiAt this time, there isn’t a formal proposal for a Tier 5 standard in tion, and what he anticipates for future emissions standards regarding North America. Tier 5. He spoke specifically of the two major drivers in creating newer, Piech explained what he sees for the future: “There’s no formal acmore stringent regulations: the U.S. Environmental Protection Agentivity for the USEPA Tier 5; however, the last major rule for non-road cy (USEPA) and the California Air Resources Board (CARB). regulations was in 2004. The EPA specifically said the last major rule As readers may know, there are changes coming up at the end of this for the on-highway regulations was 2001. History repeats itself, so I year with the Transitional Program for Equipment Manufacturers would anticipate the EPA and California would take a look at new non(TPEM) or “Flex,” for our non-road equipment engines. This program road regulation. It’s also interesting to note in one of the petitions the allows the continued use of Tier 3 and Interim Tier 4 engines for now. state of California and some of the other agencies put out, besides The use of Tier 3 engines that are 130 to 560 kW size starts to change at wanting lower emissions on trucks, they did mention specifically they the end of this year, Piech reminded the audience. The United States needed to have reductions from non-road engines, too. It’s buried in requirement says, if you have a Tier 3 engine between 130 and 560 kW, you have to build the piece of equipment by Dec. 31, 2017, and you have the petition, but you know California is already looking at it.”

62 // may/june 2017

The winner of the Infrastructure Vision 2050 Challenge was a proposal from a pair of University of California-Berkeley students to leverage autonomous vehicle technology. What Piech suggested the audience do is remain aware. He specifically mentioned paying attention to on-board diagnostics (OBD). For example, for heavy-duty, on-highway trucks, CARB proposals are seeking up to 90 percent reduction in NOx emissions by 2024, which will require a rule to be finalized by 2019, he shared. Whether or not that can be accomplished, the OBD will be regulated. These trucks are to have a bi-annual review process of OBD. Why does that matter? OBD offers advanced—and advancing—technology to assist operators, but the “right to repair” comes into question. If you receive a warning light or fault code from your OBD regarding your Tier 4 engine, you may be breaking the law if you make the repair yourself. Piech explained that changing the way an engine runs has both safety and environmental impacts. “If anybody goes in and adjusts how an engine runs, that may be a violation of the law,” he said. For the time being, as Piech said, nothing formal is on the books to usher in Tier 5 engine technology. He recommends watching the regulations taking place around light-duty and heavy-duty trucks. “Keep your eye on trucks. If something happens with trucks, then something will happen with non-road,” he said. – By AsphaltPro Staff

Steps to regs on the horizon • By 2025, the light-duty trucks will have to meet the same standards as your passenger car. • For heavy-duty on-highway trucks, they’ll have to become 25 percent more fuel efficient by 2027 than they are currently. • To view Piech’s full presentation, visit https://www.youtube.com/watch?v=9JO2jjF4qdM.

www.THeAsphaltpro.com // 63

800-826-0223 www.Stansteelused.com

GTB-5183D1 - Tarmac 1040 Stationary Counterflow Dryer • Nominal 120” Diameter x 40’ Long Shell • Heavy Duty Wide Flanged Beam Frame with supports to grade. • Inlet Breeching with position adjustable, Indexing Slinger Belt feed conveyor. • Trunnion Type drive with (4), 50 HP Drive Motors and Dodge TXT9 Shaft mounted gear reducers. • The burner for this Dryer is a Hauck Model SJO-4750 with 125 HP Blower

GTB- 5183D2 - Tarmac 722 Rotary Mixer • Nominal 84” Diameter x 22’ Long Shell • Heavy Duty Wide Flanged Beam Frame with supports to grade. • Inlet Breeching with Auger type Dust injection and Liquid AC Piping. • Trunnion Type drive with (4), 25 HP Drive Motors and Shaft mounted gear reducers. • Blue Smoke Emissions Exhaust Fan with Ducting back to Dryer Burner Breeching. • Gravity type Inlet Chute, for Recycle Material and aggregate from Dryer.

GTB-5183I - Tarmac Nominal 90,000 CFM Baghouse • Pulsejet Style with top load bags • Nominal 90,000 ACFM with 16,560 sq ft cloth. • Exhaust Fan with twin 150 HP Drive Motors and VFD control • Exhaust Stack with test platform are included • Hopper mounted Dust Removal Auger with 5 HP Drive. • Support legs to grade with diagonal bracing. • Caged access ladder to top with full perimeter safety handrails around top.

GTB-5183J1 - Heatec 30,000 Gallon Stationary Liquid Asphalt Storage Tank • Internally mounted Heat Transfer Oil Piping. • Heavy duty Channel Frame Skid • Temperature Controller • Full length top mounted walkway with access ladder and handrail.

GTB-5183J2 - Heatec 30,000 Gallon Stationary Liquid Asphalt Storage Tank • Internally mounted Heat Transfer Oil Piping. • Heavy duty Channel Frame Skid • Temperature Controllers • Top mounted Agitator assembly for one compartment. • Full length top mounted walkway with access ladder and handrail.

Interested in used equipment? Go online to find thousands of listings with photos at:

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advertiser index Ammann............................................................................................. 49

Heatec, Inc.........................................................Inside Front Cover, 39

Applied Test Systems........................................................................35

Hot-Mix Parts.................................................................................... 64

ArrMaz.................................................................................................. 15

KPI-JCI-AMS........................................................... Inside Back Cover

Asphalt Drum Mixers.......................................................................... 16

LDA Compliance Consulting.............................................................65

Astec, Incâ&#x20AC;Ś............................................................................13, 30, 45

Libra Systems..................................................................................... 41

B & S Light..........................................................................................23

Meeker................................................................................................. 51

Cargill................................................................................................... 21

Process Heating.................................................................................53

CEI..........................................................................................................4

Reliable Asphalt Products..................................................Back Cover

ClearSpan............................................................................................57

Roadtec.............................................................................................. 7, 9

CWMF Corporation............................................................................37

Stansteel AsphaltPlant Products....................................................27

Dillman Equipment............................................................................ 46

Systems Equipment...........................................................................59

Eagle Crusher..................................................................................... 43

Tarmac International, Inc..................................................................63

E.D. Etnyre...........................................................................................29

Top Quality Paving.............................................................................. 61

Fast-Measure......................................................................................65

Willow Designs...................................................................................57

Gencor Industries................................................................................11

Wirtgen................................................................................................55

AsphaltProâ&#x20AC;&#x2122;s Resource Directory is designed for you to have quick access to the manufacturers that can get you the information you need to run your business efficiently. Please support the advertisers that support this magazine and tell them you saw them in AsphaltPro magazine.

Because Reputation Matters. The face of business is changing. Regulatory changes, globalization, as well as advances in technology such as social media, all contribute to your regulatory risk. Proactive risk management adds value and can differentiate you in the growing market as well as improve your bottom line. At LDA, we can monitor and detect potential problems and to prevent issues down the road. To learn more, call or visit our website.

914.548.6369

5700 Arlington Ave., Bronx, NY 10471 www.ldacomplianceconsulting.com

www.THeAsphaltpro.com // 65

Here’s how it works Step 1 Assemble, turn on and configure the system.

Step 8

Step 2 Calibrate the sensors.

Note and save these measurements for future reference, and repeat the collection process as needed.

Step 3 Begin data collection process.

Step 4 The sensors emit a pulse of radio-frequency energy.

Step 7 The system records 60 reflections per second, or roughly one measurement per 2 inches at a fast walking speed.

Step 5

Step 6

This wave reaches the surface of the asphalt and is reflected back to the receiver sensor.

These reflections are used to calculate the pavement’s void content.

GSSI’s PaveScan RDM Asphalt Density Assessment Tool Achieving proper density is key to avoiding premature failures in your pavement. That’s why asphalt density assessment tools, like the PaveScan RDM from Geophysical Survey Systems Inc., Nashua, N.H., are so important. The PaveScan RDM automatically measures dielectric value in real time to detect poor uniformity and variations in density without the need to close off the work area. Here’s how it works. The first step when you arrive on the jobsite is to properly assemble, turn on and configure the system. The PaveScan RDM is available as either a single-sensor cart or an extended cart with three sensors. The sensors will take about 10 minutes to warm up, giving you time to bring the system to the collection site and place marks along

66 // may/june 2017

the pavement collection area to make data collection easier. Then, the system must be calibrated by lifting all three sensors to a 45-degree angle, collecting an air calibration file, and placing the metal plate under the sensor(s) to calibrate. Next, the user enters the appropriate information about the collection on the tablet and lines up the sensors at the start point. Now it’s time to collect data. The PaveScan RDM uses RADAR (radio detection and ranging) technology to transmit and receive high frequency electromagnetic waves. A tiny pulse of radio-frequency energy is sent out using one or more sensors. This wave reaches the surface of the asphalt and is reflected back to the receiver sensor as a high frequency, electromagnetic reflection. The PaveScan RDM sensors record energy centered around 2.5 GHz.

Asphalt density variations create varying reflections that are picked up by the system. An integrated computer records the strength and time corresponding to the return of the reflected signals, which are used to calculate the asphalt dielectric values, and, ultimately, the new pavement’s void content, a relative indication of density. The antennas are able to record the reflections from the asphalt at a rate of 60 reflections/second. This means that asphalt relative permittivity measurements every 2 inches can be obtained at a fast walking speed. While walking to the end point, it’s important to note dielectric changes and mark those spots for future reference before saving the data and repeating the collection process, as needed. For more information, contact Rob Sommerfeldt at (603) 681-2072.

ProSizer Series

ProSizer® 3600 Look for the new ProSizer® 3600 designed to work in both recycle and aggregate applications to hit the market in 2017. Its robust 36” X 46” horizontal shaft impactor and up to 6’ X 18’ double deck screen will process slabby materials and RAP millings faster than ever. With the compact design the ProSizer 3600 is a one load move. Learn more about RAP Processing Systems at kpijci.com

ASTEC MOBILE SCREENS

an Astec Industries Company

2704 WEST LEFEVRE ROAD • STERLING, IL 61081 USA • 800.545.2125 • FAX 815.626.6430 • kpijci.com

H&B 10,000 LB. BATCH PLANT

RAP-14645 • H&B 10K COMPLETE BATCH TOWER & ELEVATOR • CEDARAPIDS 10028 DRYER (NO BURNER)

• SINGLE RAP BIN W/ RECYCLE CONVEYOR SYSTEM • KNOCK OUT BOX W/ STAND

(1) 200 TON TARMAC SILO

• HYWAY 2.0 MBTU HOT OIL HEATER • NO CONTROL HOUSE OR CONTROLS

ADM 5X28 STATIONARY PARALLEL FLOW DRUM

RAP-15112

• NO RECYCLE COLLAR • NEVER HAD ASPHALT IN IT • HAUCK STARJET 420 COMBO WITH BLOWER • TRUNNION DRIVEN

ADM PORTABLE 3-BIN COLD FEED

• MODEL YEAR 1992 • INCLUDES STARTERS AND BREAKERS ATTACHED TO UNIT

GENCO/ HYWAY PORTABLE FUEL TANK

RAP-15098

RAP-15106

• INCLINED COLLECTING CONVEYOR • SINGLE AXLE PORTABILITY • 8 X12 BIN OPENINGS • 24’’ FEEDER • MODEL YEAR 1992 • SERIAL NO. CFB25192

• 20,000 GALLON SINGLE COMPARTMENT • MODEL 20FTT SN 946 • DATE 1996 • TANDEM AXLE PORTABILITY • ATTACHED FUEL PUMP AND STRAINER

3Qualified listings 3Complete retrofit capability 3All types of component reconditioning

• 100TON BARBER GREENE SILO W/WEIGH BATCHER AND 300TPH SLAT

PORTABLE GENCOR 8 X 15 RECYCLE SYSTEM

RAP-15086

RAP-15101

• 52FT DECK HEIGHT • HOT OIL HEAT ON CONE

• NO BAGHOUSE • 2 – NOMINAL 10,000-GALLON AC TANKS

CMI MAIN DRAG CONVEYOR

RAP-14216

• GENCOR HAMMERMILL CRUSHER • 75HP MOTOR ON CRUSHER • 8X15 BIN OPENING • GRIZZLY

• 15HP MOTOR • 36IN FEEDER • 30IN COLLETOR • TWIN AXLE

• 300 TPH • 70’ LONG • DOUBLE CHAIN

STANSTEEL 72,000 CFM PULSEJET BAGHOUSE

RAP-15091

CEDARAPIDS 8828 DRYER

RAP-14007

• 3 SECTION HOUSE • ENCLOSED PULSING SECTION • DUCTWORK INCLUDED REPLACED NEW IN 2007 • EXHAUST FAN REPLACED NEW AND LARGER IN 2014 • AUGER FROM HOUSE TO DRUM REPLACED NEW IN 2012 • COMPLETE BAG REPLACEMENT IN 2015

• STATIONARY FRAME • SHELL NEW IN 2012 • MINIMAL TONNAGE ON THE SHELL NEW REX DRIVE • HAUCK 360 BLOWER (NO BURNER)

3Custom engineering 3Experience with all types of plants 3Complete plants and stand alone components VIEW ALL OUR INVENTORY ONLINE AT:

Inc.

PO Box 519, Shelbyville KY 40066 • Fax 502.647.1786