Asphalt Pro - October 2018

The Controls Issue

asphaltPRO PRODUCTION – PROFESSIONALS – PRODUCTS

Control 100 Percent RAP Worker Trust

• How to Run I-FIT • Controls À-la-Carte • Get Safer with Smart Messages • PennDOT Partners for Maintenance • American Updates Fleet Management

OCTOBER 2018 WWW.THEASPHALTPRO.COM

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CONTENTS

asphaltPRO october 2018

departments

30

Editor’s Letter 6 – Fortune Favors the Bold

AROUND THE GLOBE 8

SAFETY SPOTLIGHT 10 – Prevent Injuries from Manual Materials Handling

By Sarah Redohl

MIX IT UP 12 – How to Perform I-FIT

By Sandy Lender

Project Management 16 – Data, Software Tech Drive Growth at American Asphalt From B2W Software

SOLVE YOUR PROBLEM 20 – Solve the Way You Pump Asphalt

By Nicholas Ortega

16

26

x

PRODUCER PROFILE 22 – Community Colleges Staff Chemung Construction Jobs

By Sarah Redohl 26 – Lakeside Exemplifies Many Paths to Industry Success

By David Gent

Pavement Maintenance 30 – Pennsylvania Partners to Recycle More

By Sandy Lender

MEET THE STATE EXEC 34 – MAPA’s Tanya Bentley

By Sarah Redohl

PRODUCT GALLERY 68 – Check Out New Paving and Maintenance Equipment

By AsphaltPro Staff

HERE’S HOW IT WORKS 72 – Maxam’s ConVector™

NEW TECH 76 – Predictive Maintenance Makes It Easy

By Sarah Redohl

OFF THE MAT 82 – Avoid Injustice, Workplace Violence

By Gary Sheely

Feature articles

38

38 – Add-Ons for Uptime How to use asphalt plant control add-ons to make operation easier while reducing downtime

By Carlos Cardenas 42 – Green Asphalt Produces 100 Percent RAP

By Sarah Redohl 50 – Remote Control Hot Oil for the Plant or Terminal From Heatec TRAINING DIRECTORY 52 – 2018-2019 Training Directory

By Sandy Lender 56 - Keep on Rollin’ Trouble-shooting tips for roller operators to minimize downtime at the job From BOMAG Americas 60 - Keep Your Paver Running Smoothly

By Sue Luse, Roadtec 62- Easy Cold Mill Start-up Begins the Night Before

By Tom Chastain

The Controls Issue

asphaltPRO PRODUCTION – PROFESSIONALS – PRODUCTS

Control 100 Percent RAP Worker Trust

• How to Run I-FIT • Controls À-la-Carte • Get Safer with Smart Messages • PennDOT Partners for Maintenance • American Updates Fleet Management

OCTOBER 2018 WWW.THEASPHALTPRO.COM

on the cover The researchers and engineers at Green Asphalt tried and tested a number of configurations before landing on the right arrangement to produce 100 percent RAP mix. See related article on page 42.

Photo courtesy Green Asphalt.

editor’s Letter Fortune Favors the Bold

I’ve mentioned before my former violin teacher instructed me to play with gusto, even if I thought I would bow a sour note. She didn’t want me to play music “weakly” and have a poor performance overall. I still love her for that advice, some 34+ years later.

Let’s apply her lesson to the Highway Trust Fund (HTF) debate.

During the Transportation Construction Coalition (TCC) Fly-in May 2018, the representatives the Florida delegation met with had similar thoughts: Suggesting we raise the gas tax is akin to waving a political white flag. Members of Congress, according to the conversations I sat in on, have no appetite for fighting an uphill battle to increase a tax during an election year. They do, however, want to hear alternate funding plans to fix the HTF. This makes sense to me. Working adults don’t typically consider paying taxes a joyful thing. When a candidate is running for governor of a state claiming that state needs to raise taxes by several billion dollars, the typical working adult might cringe.

With these thoughts in mind, I felt myself questioning a presentation at the NAPA midyear meeting in Boston from Ed Mortimer, vice president for transportation infrastructure at the U.S. Chamber of Commerce. He told the legislative micro-session audience that his office is pursuing a gas tax increase as a fix for the HTF. He outlined the increase that would take place over each of five years as part of the Chamber’s four-point infrastructure plan. He justified it by explaining the gas tax is something representatives are familiar with.

He essentially explained that it’s easier for the Chamber to prep the language and put the proposal together, it’s easier for folks to “explain” a gas tax, which members of the Chamber are fully aware is leaking efficacy as gas revenues decline. It’s easier because the structure is already in place. It’s easier.

In my opinion, trying to force a five-year gasoline user fee increase down Congress’s throat might not be easier than trying something new, and might be a waste of time and resources.

Look at the fiasco taking place in California to see the ability of ballot initiatives to overthrow the will of the people, and you can see that gas taxes are turning into a kiss of death for representatives—and representatives know it. We need a different answer—such as a vehicle miles traveled (VMT) user fee and/or tolls and/or put-your-favorite-funding-flavor here—to offer representatives to fix the ailing HTF before 2020.

Before I leave you with the impression that I’m against a gasoline user fee increase, let me clarify my stance. I believe an increase at the federal level is a fine idea for a short-term fix, if representatives were willing to entertain it. I have no qualms paying an extra 25 cents at the pump. As Astec’s Ben Brock has pointed out to us before, we can explain to legislators that drivers can shop around for price differences to ease the pressure of 10, 12, 20 cents per gallon. I’ve seen the same phenomenon Brock has where the station on one corner has a price point 12 to 20 cents lower than the station down the street. They’re not in a war like they were in the ’70s where they’re watching each other change the signs and then adjusting accordingly. (If you’re paying attention, this is the second time in this letter that I’ve dated myself.)

The point is this: raising the federal gasoline user fee for the express purpose of padding the HTF, while long overdue, isn’t going to meet with Overwhelming Congressional Joy (OCJ).

Trying to take the easy way out may not be the easy way at all. Maybe I’m wrong and this Administrative season is wacky enough that anything goes, but I’m leaning toward caution on the part of the representatives who value their jobs. The better way to get a solid, long-term fix for the HTF is to get bold.

Let’s prepare a new plan. We can, as an industry, conceive and bring forth a new funding mechanism that multiplies dollars and deposits them into the HTF coffers, earmarking them for road and bridge projects. Fortune favors the bold and the music sounds better when played with gusto.

Stay Safe,

Sandy Lender

6 // October 2018

October 2018 • Vol. 12 No. 1

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) 355-9775 MEDIA SALES Cara Owings cara@theasphaltpro.com (660) 537-0778 ART DIRECTOR Kristin Branscom BUSINESS MANAGER Susan Campbell (660) 728-5007

AsphaltPro is published 11 times per year.

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.

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around the globe

Industry News and Happenings from Around the World ASIA

GlobalData reports construction output in the member states of the Association of South-East Asian Nations (ASEAN) should expand by over 6 percent yearly on average during 2018 to 2022.

reduction in carbon emissions and 25 percent reduction in total cost of operations.

sider transportation system resilience practices in decision making.

UNITED STATES

FLORIDA

India’s Directorate General of Foreign Trade (DGFT) has removed the ban of bitumen import into India, according to Petrosil Media’s Bitumart, and India’s bitumen import was up by 40 percent in June 2018 compared to the same period in 2017.

The U.S. Department of Transportation’s Federal Motor Carrier Safety Administration (FMCSA) announced Aug. 21 that it was seeking public comment on revising four specific areas of current hours-of-service (HOS) regulations. The Advanced Notice of Proposed Rulemaking (ANPRM) responds to widespread construction industry concerns and sought feedback from the public to determine if HOS revisions may alleviate unnecessary burdens placed on drivers while maintaining safety on our nation’s highways and roads. It looked at four areas specifically: expanding the current 100 airmile “short-haul” exemption from 12 hours on-duty to 14 hours on-duty, to be consistent with the rules for long-haul truck drivers; extending the current 14-hour on-duty limitation by up to two hours when a truck driver encounters adverse driving conditions; revising the current mandatory 30-minute break for truck drivers after eight hours of continuous driving; and reinstating the option for splitting up the required 10-hour off-duty rest break for drivers operating trucks that are equipped with a sleeper berth compartment. The National Electrical Contractors Association (NECA) reports compliance with the electronic logging device (ELD) rule has reached nearly 99 percent across the trucking industry. Get information on current HOS regulations at this link: https://bit.ly/28SMBFa.

SINGAPORE

CALIFORNIA

BELGIUM

• Experienced senior bitumen and asphalt industry professional and former EAPA Secretary General Max von Devivere is the new person heading up Eurobitume Benelux, the national presence of Eurobitume in the Netherlands, Belgium and Luxemburg. Max took over from Theo Terlouw, who stepped down after seven productive years in the role, Aug. 1.

• Then, Sept. 1, widely-recognised bitumen industry professional Siobhan McKelvey became the new director general of Eurobitume, taking over from Aimé Xhonneux, who led the organisation for six years and drove Eurobitume’s successful restructuring, national integration and significant membership growth. Previously marketing director for Nynas Bitumen and the immediate past president of Eurobitume, McKelvey plans to continue Eurobitume’s evolution.

INDIA

Check out the 14th Argus Bitumen Trading Asia, taking place Oct. 17 through 19 in Singapore. It’s co-located with Pavement Technology Asia. Get more information at www. argusmedia.com.

Make plans to attend the 2018 Argus Biofuels & Carbon Markets Summit Oct. 22 through 24 in Napa Valley, California. Visit https://bit.ly/2JBTDh2 to register.

SWEDEN

The Federal Highway Administration (FHWA) is a sponsor of the inaugural Transportation Resilience Innovations Summit and Exchange (RISE) taking place Oct. 9 through 10 in Denver. The Transportation RISE is designed to bring together state DOTs, senior leaders, practitioners, consultants, academics an more to share state-ofthe-practice information about how to con-

Aug. 29, Volvo Construction Equipment and its customer Skanska began testing the viability of its Electric Site concept at Skanska’s Vikan Kross quarry, near Gothenburg, Sweden. The system, which incorporates electric and autonomous Volvo machines, will run in a real production environment for 10 weeks—delivering an anticipated 95 percent

8 // October 2018

COLORADO

• Help Construction Angels raise funds for the families of fallen construction workers at the Construction Angels Black Tie Masquerade Gala this Oct. 27. The evening starts with a cocktail hour before a plated dinner and dancing in the ballroom at the Seminole Hard Rock Hotel & Casino in Lighthouse Point, Florida. Visit https://conta.cc/2MI3Y1H to get register.

• Make a note of this year’s Asphalt Contractors Association of Florida 42nd annual Asphalt Conference and Trade Show, taking place at the Wyndham Orlando Resort Nov. 27-28. The registration deadline is Nov. 9 at https://bit.ly/2MHtzYe.

GEORGIA

Get registered for the 1st International Conference on Stone Matrix Asphalt (SMA) Nov. 5-7 at the Westin Peachtree Plaza Hotel in Atlanta at https://bit.ly/2PS6S1E. And watch for the project story of the Illinois Tollway’s success with SMA in the November issue of AsphaltPro.

ILLINOIS

The Pavement Preservation and Recycling Alliance (PPRA), Glen Ellyn, Illinois, has launched the RoadResource.org digital hub with more than 500 pages of information about pavement preservation, recycling and optimized network management.

MARYLAND

The National Asphalt Pavement Association (NAPA), Lanham, Maryland, has published Structural Design Guidelines for Porous Asphalt Pavements to help ensure new porous asphalt roadways provide reliable performance under traffic. The guide is written

by Charles W. Schwartz, Ph.D., and Kevin D. Hall, Ph.D., P.E., with the support of the NAPA-SAPA Pavement Economics Committee’s Pavement Design Task Group and is available as a PDF download on http://store. asphaltpavement.org.

safety spotlight

Prevent Injuries from Manual Materials Handling M

Manually lifting and moving heavy materials on your job site can cause strains, sprains and other injuries. These types of injuries are not only the leading cause of disabling injuries in the construction industry, but they also cost businesses billions of dollars.

“Injuries from manual materials handling is a serious and growing problem for the construction industry,” John Strand said. He’s the social marketing consultant for the Center for Construction Research and Training (CPWR).

“They result in a significant number of days away from work and lost productivity.”

Although there is research and information available, this knowledge hasn’t necessarily made its way into contractors’ safety programs. To figure out the barriers to engaging in safer materials handling practices, CPWR staff surveyed contractors and used those results to formulate its new Best Built Plans program.

The program, which is currently being piloted by a number of contractors across the country, aims to give contractors and workers the tools they need to safely handle heavy materials.

“The less time spent moving materials around means there’s more time for productive work and workers are less fatigued, both factors in keeping a project on schedule,” Strand said. “It’s a good business practice.”

“Instead of approaching planning for materials handling as a separate safety activity, contractors integrate it into ongoing operations, from the time they bid a project, to the day it starts, and every day on the job,” he added.

OVERCOME CHALLENGES, SERVE CONTRACTORS

Best Built Plans is divided into two resources: a web-based site planning resource and a downloadable interactive toolkit of exercises available only for Windows-based computers.

The web-based site planning resource covers the manual materials handling process

10 // October 2018

from bidding and before the job, to on the job and after the job.

During the bidding process, the resources encourage contractors to think about the types and quantities of materials needed for the project, when each will be used, the weight of the materials, and how they will be delivered, stored and moved.

One of the chief challenges contractors identified was not having access to, or the time to find, material weights, lifting and storage options.

“While some contractors plan how materials will be lifted and moved at some point in the project, many don’t do this throughout a project’s lifecycle,” Strand said, “and some say they lack experience or resources to carefully plan for materials handling.”

That’s why CPWR put together an Excel spreadsheet containing the weights of common building materials and examples of lower-weight options.

The resource also prompts users to think about small changes they could make to minimize bending and lifting, like storing materials off the ground. They also remind contractors that materials weighing more than 50 pounds should be ideally lifted with the help of lifting equipment, or with the help of another person.

Leading up to the job, Best Built Plans recommends reviewing materials’ management and addressing any changes to how the materials will be delivered, stored, lifted, moved and used, deciding which employee will be responsible for coordinating those processes, and reviewing safe lifting practices with employees.

At the beginning of each day, the program suggests reviewing that day’s plan for materials movement and offers a suggested Toolbox Talk, including a QR code to two micro games that aim to encourage safe lifting practices. The micro games, Lift Coach: Plan Your Route and Lift Coach: Plan Your Lift, are free for iOS and Android devices.

“The micro games can be played during lunch or breaks,” said Gary Gustafson, director of CPWR’s environmental hazards train-

“Instead of approaching planning for materials handling as a separate safety activity, contractors integrate it into ongoing operations.”—John Strand ing program, adding that they teach you how to lift and move material while showing the impact of improper lifting practices.

After the project is done, the program recommends reviewing how things went and determining what worked and what didn’t, and what could be applied to future projects.

According to Eileen Betit, the director of CPWR’s research to practice program, all the training resources in the program are available in English and Spanish, except the supervisor/foreman training, which is currently available only in English, but will soon be available in Spanish.

The downloadable training program includes interactive resources to help workers understand the need to plan lifts, and introduces strategies and best practices to reduce the risk of injury. Throughout the training program, workers are prompted with reminders and tips for safe lifting.

For example, workers will learn warmup stretches via an interactive demo where they can click on the body part involved in an activity.

“While individual workers could use the program as a refresher on their own, it’s intended to be used in a classroom environment to teach, reinforce and demonstrate their role in planning for how materials will be handled and introduce safe practices to reduce risk for injury,” Gustafson said.

“This is just a pilot at this point, so we’re very interested in getting feedback,” Betit said. She suggests volunteering to become part of the pilot project or using the materials and sharing your feedback through the online survey at the Best Built Plans website.

The Best Built Plans program is available for free at bestbuiltplans.org.

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Mix it up

How to Perform I-FIT A number of thesis papers now stored in perpetuity online discuss cracking problems occurring after placement of flexible pavement mixes and how to discern when a mix could be subject to cracking upon placement. To prevent a mix from succumbing to a cracking failure, mix design technicians want to detect the problem and nip it in the bud. That means mix design technicians and researchers seek the Holy Grail of cracking tests. In his thesis titled “Evaluation of Laboratory Cracking Tests Related to Top-Down Cracking in Asphalt Pavements,” submitted to the graduate faculty of Auburn University Dec. 10, 2016, and approved by David H. Timm, Randy C. West and Jeffrey J. LaMondia, graduate student Nathan D. Moore evaluated seven surface mixes using five lab cracking tests. He posited the semi-circular bend test (SCB) and Illinois Flexibility Index Test (I-FIT) “possessed the lowest variability” of the five lab tests. This article will show how to perform the I-FIT specifically.

A

The I-FIT was developed at Illinois Center for Transportation in collaboration with Illinois Department of Transportation by Professor Imad Al-Qadi and his colleagues.

The test and the parameter “Flexibility Index” have been reported successful at controlling field cracking during the early life of asphalt pavements.

MAKE A SPECIMEN

Begin with making your test specimen by placing the mix to be tested in a Superpave gyratory compactor (SGC). Compact the specimen to a height of 160 mm. Then trim the specimen to get two semi-circular specimens. Next, you will cut a notch in the base portion of the semi-circular specimen— parallel to the loading axis. The notch will be 15 +/- 1 mm deep and 1.5 mm wide. Take measurements. Finally, place the two notched specimens in a water bath or environmental chamber for two hours at 25 degrees C (plus or minus 0.5 degrees).

You can alternately cut a specimen from a core. You will want a 2-inch puck, which

12 // October 2018

Lab personnel will cut a notch in the “base side” of the semi-circular specimen prior to placing it on the roll pins of the bending test fixture. you will cut into semicircular halves and saw notches into as described above.

To be most efficient, technicians will likely make and work with more than one specimen at a time. Jean-Paul Fort, technical director of Colas Inc., USA, shared with the audience at the National Asphalt Pavement Association (NAPA) midyear meeting

Test Sequence 1. Turn power on 2. Enter User name/organization/ specimen ID/comments 3. Select a data file 4. Enter specimen geometry (these include the measurements you took when creating your specimen) 5. Position actuator to install position (the actuator should be “lifted” out of the way) 6. Insert the specimen (align it on the roll pins; line the notch up with the alignment plate) 7. Ensure all test parameters are correct 8. Tare the load; then start the test

in Boston that Illinois Test Procedure 405 (and AASHTO TP124-16) requires multiple samples, and when four I-FIT specimens are tested from a lot, the one measuring furthest from the average is discarded. “This keeps outliers from skewing the average,” Fort shared with the audience.

TEST THE SPECIMEN

Once you have specimens prepared, it’s time for testing. It may sound basic, but make sure the Ethernet cable is plugged into your computer. You will turn on your computer before turning on your bending test machine to allow them to communicate with one another correctly. With both of these on, you’ll launch the application software.

If you haven’t used the bending test fixture yet during the shift/day, you will want to warm it up. On the desktop, you will see an icon labeled “WARMUP” for this purpose. Double-click the icon and follow the prompts. This quick (five minutes is the default) warm-up gives hydraulic fluid and electronics a chance to warm up, and lubricates the hydraulic seals.

Illinois Test Procedure 405 requires multiple samples…the one measuring furthest from the average is discarded.

mature cracking. “In general, the larger the FI number, the more resistant the mixture is to premature overall cracking-related damage,” according to the ICT researchers. Graduate student Moore listed a complex equation for technicians to plug numbers into.

Companies such as TestQuip have devel-

oped software that takes data automatically from one screen to an algorithm to produce results. And the originators of the I-FIT, ICT researchers, also provide software you can download from https://apps.ict.illinois.edu/ software/ to get automatic results.

– BY SANDY LENDER

The Illinois Center for Transportation (ICT) at the University of Illinois, Urbana-Champaign (UIUC), developed the I-FIT testing device and the software to test specimens, and the following discussion comes from its instructional video at https://bit.ly/2w9nt8N. You launch the application by double-clicking on the I-FIT icon on the desktop.

The window that opens will allow you to select a parameter file—you can select the default. The main page in front of you at this time will give you a list of the test sequence.

Place and align the specimen in the bending test fixture so that the load presses against the top of the semicircular curve.

The load line displacement control will press at a rate of 50 mm per minute. As the SCB fractures, a smooth load displacement curve, which results from gradual crack propagation, is recorded and used for analyzing the test results. The SCB analysis tool takes into consideration two elements: fracture energy and slope at inflection point.

When the test is complete, the actuator will move back to the start position and the hydraulic pump shuts off.

On the screen before you, you’ll see a summary of the test results, including the peak load, time at peak load, etc. To run another test, you will click the “reset” button.

To calculate the Flexibility Index (FI), you post-analyze the data.

INTERPRET YOUR RESULT

The FI tells you the degree to which your mix design, thus your pavement, can resist pre-

www.THeAsphaltpro.com // 13

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project management

American Asphalt’s Kevin Lenover reported the company’s foremen and superintendents were excited to get the tools and information for scheduling and tracking data in the field. All photos courtesy B2W Software.

Data, Software Tech Drive Growth at American Asphalt K

Kevin Lenover of American Asphalt, West Collingswood Heights, New Jersey, says information is critical to the competitiveness of any heavy construction company. That’s why he’s putting a modern software platform for estimating and operations in place to improve how his organization captures, manages and uses data to improve performance.

“He who has the most information wins,” said the vice president of construction at the paving specialist based outside of Philadelphia.

Lenover has taken on the role of technology champion at American Asphalt, the company that owner Bob Brown bought in 1986 and grew from five employees into a regional market leader with more than 100 employees. American Asphalt completes commercial and industrial paving projects across southern New Jersey and southeastern Pennsylvania. The organization also operates three asphalt production plants and smaller specialized divisions for concrete and maintenance work. Staying ahead

16 // October 2018

of the curve with technology, techniques and management practices has been a key to this growth.

“American Asphalt has set a strategic initiative to be a leader in the efficient use of technology in our industry, and our company is really driven towards data,” Lenover explained. “Part of my purview has been expanding our technology platform by adding B2W Software’s solutions for scheduling and dispatching, field tracking, fleet maintenance and data capture to the B2W estimating solution we have been using for many years.”

CONSOLIDATE SCHEDULING AND DISPATCHING SYSTEMS

American Asphalt previously relied on six different systems to schedule and dispatch various materials, equipment and crews.

That meant piecing together reports and data from up to six different sources to get a complete picture. The arrangement made it difficult to operate efficiently and achieve the ongoing goal of moving equipment as little

as possible. The rapid nature of commercial paving, where projects are typically complete in a week or two, and sometimes in a day or two, compounded logistical challenges.

“We were very disjointed and uncoordinated,” Lenover said. “It took a lot of effort and a lot of time to get it to work, and things got missed.”

The six systems have been whittled down to just two, and the scheduling duties handled by two separate divisions have been merged within one division and centralized in the main office, with B2W Schedule emerging as a key asset. “This has become kind of the heart and the brains of the company, because you can go to one spot in the office and know what you are producing and where everyone is going,” Lenover explained.

The cohesive, centralized approach to dispatching is paying off. American Asphalt has eliminated the need for one of its superintendents from having to handle all equipment moves. By planning and executing those moves more efficiently, the company has also eliminated the need for one of its lowboys.

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project management RAPID ASSESSMENT AND ADJUSTMENT OF FIELD OPERATIONS American Asphalt is also an aggressive user of B2W Track. Electronic field logs give the company immediate data on performance and productivity, and that information is used to adjust operations quickly to keep projects on budget and on schedule.

The anecdote that what used to take weeks to get back now takes hours is very true, according to Lenover, who added that paper-based systems created a liability common among paving operations. By the time managers found out that something didn’t go as planned at a job site, it was too late to fix it and avoid losing money.

“We now have a rapid assessment tool for field performance,” he explained. “We’re not waiting for three different people to enter data. We know quickly if we are trending correctly or, if not, we can react in a matter of hours, not days and weeks.”

18 // October 2018

Lenover even has daily production data on a dashboard that he checks first thing every morning, and references as needed.

“All day long it’s on one of my monitors, and I can see what’s going on where,” he explained. “It’s extremely helpful. I don’t use it to react instantaneously but I use it to know if something needs attention, and then I can dig deeper into it through other avenues.”

Data on performance flows back to the field as well. Lenover said foremen and superintendents get a clear picture of daily expectations. This has pushed them to shift away from a “just get it done” attitude and to focus instead on success versus the plan.

They know at the beginning of the day where they need to be and they know at the end of the day how they did. Estimating teams also now have real-time feedback on their performance and what is truly going on in the field.

GETTING BUY-IN

Lenover likes to joke that getting his crews to buy into using the B2W scheduling and field

Kevin Lenover shared that managers now have a rapid assessment tool for field performance.

“We’re not waiting for three different people to enter data. We know quickly if we are trending correctly or, if not, we can react in a matter of hours, not days and weeks.” tracking software was as easy as lining them up, handing out tablets and saying “do this.”

“Kidding aside, we know that construction foremen are construction foremen,” he explained. “They want to work and not be playing with technology, so we took a very structured approach.” That included tying the soft-

Data flows to and from the field now. Kevin Lenover explained that workers know at the beginning of the day where they need to be and they know at the end of the day how they did. Estimating teams also now have real-time feedback on their performance and what is truly going on in the field. ware implementation into overall leadership training and providing a clear picture of how the technology and the data could contribute to the big-picture success of the company.

American Asphalt provided sufficient software training and emphasized how the

software could actually make it easier—not harder—for users to be successful in their day-to-day jobs. The company also took the proven approach of establishing a few early users as product champions before rolling out the new tools company wide.

“Thus far, we’ve had minimal pushback,” Lenover reported. “Our teams were excited to get the tools and the information and they’re excited to be helping us get to the next level of performance.”

A DATA-DRIVEN FUTURE

With software systems in place for estimating, scheduling and field tracking, American Asphalt implemented B2W Inform to create electronic forms and, more importantly, harness the power of the data contained within those forms. Initially the company is using that tool to drive an innovative process for employee performance reviews, replacing a scoring and evaluation system for foremen and superintendents that Lenover said was highly subjective and open to opin-

ion, and did not offer true actionable and manageable metrics.

“With the field performance data collected

by B2W Track, combined with data captured through various B2W Inform forms, we’ve been able to create a deeply objective scoring system,” he explained. “That gives management valuable trend data and it gives our field leaders critical feedback, reinforcing that their efforts matter and are noticed.” The next step, according to Lenover, is to integrate that performance data within dashboards that will play into the competitive culture at American Asphalt in a fun and motivational way.

“Data is extremely important,” Lenover concluded. “I think we’re just kind of scratching the surface of the information that is available to us and all the different ways we can use it to improve. As we ramp up with our software platform, we know we have a robust, rapidly expandable system that will allow powerful and profitable growth, without the need to add people to fill seats just to process information.”

– FROM B2W SOFTWARE

www.THeAsphaltpro.com // 19

Solve your problem

Solve the Way You Pump Asphalt While bitumen and asphalt have been construction mainstays for five millennia, so have the challenges that must be overcome in their handling. Pumps play a prominent role throughout asphalt’s production and supply chains, meaning that identifying and implementing a pumping technology that is able to meet the challenges of handling asphalt must be a top-of-mind consideration for the operator.

Let’s look at how internal gear pump technology can be the ideal choice for the most challenging bitumenand asphalt-handling applications. Pumping systems are ever-present in almost all industrial manufacturing facilities. Asphalt pumps are required all along asphalt’s production and supply chains. They can be found at refineries where raw asphaltic products are produced, terminals where various asphaltic products are stored, hot-mix plants where paving products are produced, and roofing material manufacturing plants where shingles and other roofing materials are manufactured.

A Challenge You May See:

Specially configured asphalt pumps are at the heart of these and other systems that rely on asphaltic products as their base for production.

The main challenge in these operations is the most obvious one: as asphalt changes temperature it can range from a solid to a liquid with a wide variety of fluid characteristics depending on the chemical makeup, which makes it extremely difficult to pump with standard pumping technology. With the wide range of asphalt products in the market, all with different fluid characteristics, special considerations also need to be taken from application to application. Oftentimes a single plant operation can feature clean asphalt with moderate viscosity in one process, and a very viscous filled-asphalt with heavy abrasives in another process.

A Solution:

One solution for pumping asphalt is to use a pump that features a heating jacket, robust gear materials, a wide range of internal component material options and flexible sealing configurations. With that in mind, EnviroGear® developed the V Series Internal Gear Pump for specific use in the handling and transfer of asphaltic products. The key to the V Series’ operation is the heating jacket that specifically provides jacketing behind the pump rotor, which eliminates a known cold spot that can lead to hard startups and premature pump and seal failures.

It also allows the use of a jacketed head and PRV simultaneously. The design builds on the compatibility with packed-gland, mechanical and triple-lip seals; an ability to repair or replace seals without taking the pump out of service; an idler gear that is driven by the rotor/shaft assembly; and a reversible rotor/shaft assembly.

– BY NICHOLAS ORTEGA

Nicholas Ortega is the Gear Pumps Product Manager for EnviroGear® Pumps, Grand Terrace, California, a product brand of PSG®, Oakbrook Terrace, Illinois. For more information, contact him at nicholas.ortega@ psgdover.com.

20 // October 2018

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Producer Profile

Germanna Community College is not only a partner in the workforce development project with Chemung, but it is also involved in the Virginia Department of Transportation’s certification program, or VECAT, shown here.

Community Colleges Staff Chemung Construction Jobs Ed Dalrymple Jr. said he always knew that he would join the family business, Dalrymple Construction Companies, Pine City, New York. Today, he serves as president and fourth generation of leadership within the family-owned business.

Dalrymple’s father brought him up in the business, which was founded in 1902. Originally a construction materials supply company, the company later expanded into manufacturing ready-mix concrete and later, asphalt.

Their first asphalt plant opened in Elmira, New York, in the mid1950s—around the same time the company began placing asphalt— and additional plants were opened in Seneca Falls, New York, in the ‘70s. During the cold winter months, Dalrymple’s construction subsidiary, Chemung Contracting, would migrate to Virginia to extend its construction season.

By the late 1990’s, the company had established two additional asphalt plants, in Culpeper and Gainesville, Virginia, to supply their regional asphalt paving operations.

Today, the company focuses on manufacturing aggregates and asphalt, as well as large asphalt paving projects and DOT maintenance paving. Dalrymple estimates that around 25 percent of the company’s asphalt paving is airport work, 5 percent is private, and the rest is DOT and municipal work.

The four plants produced around half a million tons of asphalt in 2017, three quarters of which was laid by the company’s own crews.

E

Dalrymple estimates that 75 to 80 percent of the mix produced by the four plants is warm-mix asphalt. The mixes in Virginia incorporate 35 percent RAP on base mixes and 25 percent on surface mixes, and the New York mixes are around 15 percent RAP.

22 // October 2018

Dalrymple’s cousin, Hank Dalrymple, runs the operations in New York, and Dalrymple leads operations in Virginia, each of which employ around 125 people.

Dalrymple’s son also works for the company, as does his grandson, who would be the fifth and sixth generation of Dalrymples at the helm.

“In Virginia, like in most places, we have an aging workforce,” Dalrymple said. Some of the company’s plant operators and other employees are in their 70s. “We knew we needed to do something to build ourselves a new workforce.”

That’s why Chemung teamed up with Germanna Community College, Culpeper, Virginia, to develop an apprenticeship program for new talent.

The program works something like this: A student works full-time for Chemung, or one of the program’s other corporate partners, on the company’s paving crew, in its asphalt plant, or in the lab. Meanwhile, they also attend courses at Germanna part-time that are paid for by Chemung.

“It’s a little bit selective,” said Carter Iseman, Director of Training and Development for the Virginia Asphalt Association, Richmond, Virginia. “A company has to see the willingness, promise and staying power of the employee.”

Currently, two companies are involved in the apprenticeship program as sponsors: Chemung, and Branscome Inc., Williamsburg, Virginia, although Iseman expects to add more participating companies over time.

The Department of Labor works with the sponsoring company to set the track and put together the curriculum based on local in-person and online classes.

The program can also be personalized to suit the apprentice’s interests and goals. For example, a student who wants to be a mechanic

Over the past few years, Chemung has incorporated the use of e-tickets to transfer tickets from the plant to the paving crew and inspectors on the project. The service Chemung uses is Fleetwatcher by Earthwave Technologies, Indianapolis, Indiana.

Most of Chemung’s asphalt paving projects are DOT maintenance paving.

Dalrymple estimates that around 25 percent of the company’s asphalt paving is airport work, 5 percent is private, and the rest is DOT and municipal work.

will be able to follow a diesel mechanic track, whereas someone who wants to work in the lab would follow an asphalt technician track.

The program lasts a minimum of two years to complete, but Iseman said it is more commonly done in four.

When the student graduates with an associate’s degree, they can choose to continue to work for their sponsor full-time, transfer those credits to a four-year institution, or do something else entirely. They would also earn a journeyman’s card certifying that they are proficient in asphalt technology.

“Our hope is that they continue to work for us after they complete the program,” Dalrymple said, though they are under to commitment to do so. “We have a lot of people who’ve worked for us their whole lives, and families who’ve worked for us for three generations. Hopefully [the students] will see what they see.”

Chemung began the program four years ago, and their first apprentice has just received his journeyman’s license. They currently have eight employees enrolled in the program.

Chemung’s asphalt plant in Culpeper is a Terex counterflow plant producing 300 tons per hour.

Chemung’s Gainesville plant is a CMI counterflow with a Gencor drum, producing 250 tph. In addition to its Gainesville and Culpeper plants, Chemung also has two plants in Seneca Falls, New York, including a Barber Green parallel flow drum plant (250 tph) and a Cedar Rapids batch plant (200 tph). www.THeAsphaltpro.com // 23

Producer Profile Potential participants are interviewed both by Germanna and the sponsoring company and must work 90 days to ensure they are a good fit for this type of work. If they are, they can begin the program.

One trend Dalrymple has noticed in his company’s experience is that the average age of this group is around 30. “We see people who’ve retired from military service and people switching careers, and we’re able to train them and put them to work right away,” he said.

However, Dalrymple plans for the apprentices to visit local high schools to talk about the program.

In fact, VAA just started a program in the Richmond area to generate interest in the asphalt industry among high school students.

“We did info sessions, but we tried to make it fun, like show a quarry blast, share cool road facts, and talk about the benefits of earning a paycheck,” Iseman said. From those conversations, three students later began the apprenticeship program.

“We want these students to know that they can get a degree debtfree while making an average wage of $45,000,” Dalrymple said.

Over time, he said, that can increase to $85,000 to $100,000.

“It’s a great way to bring people into our industry,” Iseman said.

“If they stick with it and make a career, they could be running a company one day.”

Iseman has seen this first hand. Nearly everyone from the high school she attended went on to four-year universities. However, one former classmate didn’t complete his bachelor’s degree and instead became an electrical apprentice.

Recently, Chemung constructed executive hangers at Culpeper Airport. In front of the hangers, Chemung placed a foot of No. 1 stone, cement-treated No. 57 stone, and two courses of porous asphalt pavement, IM-19mm and a 12.5mm for the final surface course. The Culpeper Airport porous pavement project won a Green Award from the Virginia Asphalt Association .

“He now owns his own business, has a second home at the beach, works part time and takes only the jobs he wants and passes the others to his staff,” she said. “Virginia has done an amazing job of shedding light on vocational schools and the jobs available without a four-year college education.”

“People are coming out of vocational schools and landing well-paying jobs that there isn’t much competition for, and they’re doing it without debt and with endless possibilities for upward mobility,” she added. “And asphalt is never going away. We’re never not going to have roads.”

And with innovative and enticing programs such as this one, Dalrymple hopes he’ll be always be able to find employees for future projects.

– BY SARAH REDOHL

Germanna, VAA and VDOT Partner Up for Certification Adjacent to the apprenticeship program, Germanna is also involved in the Virginia Department of Transportation’s certification program, or VECAT, required for all employees working on VDOT projects.

VDOT owns the certification, Germanna handles the organizational aspects like scheduling and payment, and Virginia Asphalt Association brings in the subject matter expertise, said VAA’s Director of Training and Development Carter Iseman.

“We basically all came together so we could spread this program across the state and meet the needs of industry members by providing classes to them either online or in their geographic areas,” Iseman said.

There is a classroom component available from January to April, and the online portion of the program is available year round. Both are followed by an exam that must be passed before working on any VDOT project. Each certification is valid for five years; then the employee must renew their certification.

Iseman said an average of 2500 people complete the certification either in person or online each year. However, the rules for recertifying every five years were implemented just last year, so the numbers are expected to increase over time.

The certification program includes 10 classes: field one and field two, plant one and plant two, mix design, slurry surfacing, surface treatments, and three cold recycling classes. The field courses are the most popular, followed by the plant courses and then mix design.

24 // October 2018

Field one covers work zone safety, surface preparation, mix delivery, required equipment, laydown operations, compaction, and common problems. In field two, students dig deeper into those topics and spend a great deal of time on density and various math calculations.

Plant one covers safety, plant equipment and operation, stockpile management, components of asphalt mixes and volumetrics. Plant two digs more into specific mixes and testing procedures.

Mix design, the most advanced class on offer, covers mix design opportunities, material properties, and evaluating trial blends.

“We’re now at the point that we have the basic fundamentals down and are looking for ways to expand our offerings,” Iseman said. “Our plan for the future is to expand into more specialized areas, perhaps a second level of mix design and soft skills like leadership management.”

Both the classroom and online courses are based on pre-recorded videos. However, in-person classes offer more opportunities to ask questions of the instructors, most of whom are retired VDOT employees.

“We’re very lucky to have subject matter experts who know this stuff inside and out,” Iseman said. Ninety-five percent of the staff involved are doing so on a volunteer basis “These are people who are passionate about asphalt and have a shared goal of ensuring that people working on our road crews know what they’re doing and are bettering our state highway infrastructure,” Iseman said.

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Producer Profile

Over the years, Lakeside consistently implemented its vision, adding locations and talent in a planned, methodical approach that has resulted in a strong, centrally managed corporation that coordinates 11 locally-managed, divisional operations. All photos courtesy Lakeside Industries.

Lakeside Exemplifies Many Paths to Industry Success T

The asphalt paving industry is diverse in many ways, including ownership and business models. Hot-mix asphalt (HMA) producers include international, national, regional and local companies, each successfully filling the need for production and paving within individual economic environments. Even the country’s largest producer accounts for only about 10 percent of the total HMA tonnage produced nationwide each year. This highlights the fact

26 // October 2018

that there is space in the market for each approach. Proud family-owned companies still thrive and effectively compete throughout the USA. One of the leading examples of the family-owned/regional model of HMA companies has its home in the Pacific Northwest, west of the Cascade Mountains.

Lakeside Industries (Lakeside) was first established when Rhoady Lee Jr. and three family members purchased Lakeside Sand & Gravel Co. of Bellevue, Wash-

ington, in 1954 ( just a few miles east of Seattle). Through persistence in following a well-reasoned business plan, combined with an ever-present commitment to local community values, Lakeside has since grown to be a leading regional HMA paving-centered company with operations in Western Washington/Northwest Oregon that extend from the Canadian border to Portland—a vibrant and developing region along Interstate 5 known as the Cascadia Corridor. This is Lakeside country.

Early on, the Lee family developed a business strategy that recognized the potential of the region. From the humble toe-hold of Lakeside Sand & Gravel, Rhoady and his family foresaw the future, with the construction of the interstate running north and south of Seattle, the region along the freeway corridor would experience previously unimagined economic growth. Such is the power of transformative infrastructure.

Ahead of other highway contractors, Lakeside set its strategy to establish or acquire community-based sand and gravel/asphalt paving businesses along the I-5 corridor, look for complimentary operations in other population centers in Western Washington, and provide each division the ability to readily leverage resources from nearby sister operations.

Initially, Lakeside competed as a general civil contractor, but after a few years, Rhoady and his family decided that asphalt paving should be the company’s primary focus. The strategic plan was quickly adapted to make paving paramount. Tim Lee, who is now Lakeside’s CEO said, “It (paving) was what we did best and enjoyed most, so we focused on being the best pavers we could be.”

Over the years, Lakeside consistently implemented its vision, adding locations and talent in a planned, methodical approach that has resulted in a strong, centrally managed corporation that coordinates 11 locally-managed, divisional operations. The Lakeside of 2018 is now directed by a second-generation family board of directors (Rhoady Lee Jr. passed away in 2012).

Key to the company’s success is that the meaning of “family” extends far beyond Rhoady’s sons and daughters. The company consistently identifies itself as the “Lakeside family,” where second and third generation craftsman and managers pursue their careers along with the company owners. Today, over 700 employees self-identify as members of the Lakeside family. In an industry where changing employers is frequently the norm, the average tenure at Lakeside is 14 years, with many dozens of employees experiencing life-time careers at the company.

THINKING FORWARD

Lakeside has consistently been an industry leader as the company has matured. It was one of the first paving companies in the region to employee a full-time safety professional circa 1961. (This is now a full-time Risk Management & Safety Team of seven). Similarly, Lakeside created a full-time Environmental & Land Use Program Management position in 1993 to professionally navigate the company’s pit and plant site permitting, regulatory compliance, site reclamation and land development.

the Liquid Asphalt Tank Heater/Agitator

• Replaces conventional coils • Patented design heats & blends • Horizontal or vertical tanks The efforts continue. In March 2018, Lakeside sent a contingent of its career track women from throughout the company to the World of Asphalt show in Houston to attend the inaugural Women of Asphalt Council event. These women then started their own peer-to-peer group—dubbed the Lakeside Ladies League (L3)—to begin to build upon the national effort at a local level and to even more actively provide support for the women currently managing Lakeside’s front-line business activities.

Lakeside is also a leading promoter and partner of regional craft apprenticeship training programs and it runs a standalone college internship program that typically offers six to 10 boots-on-theground opportunities each year to college underclassmen and recent graduates from a host of regional universities.

Of course, Lakeside has always employed a top team of quality control managers and technicians at its facilities, too. This is a key function to enable Lakeside to continue to be “the best pavers they can be.”

Lakeside also actively works to highlight the industry through plant tours.

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Producer profile

Division managers host educational tours at their plant(s) to introduce elementary and junior high school students to this vibrant local business that is often hidden in their midst. These tours serve to acquaint a new generation of potential future employees to a critical home-grown industry with jobs that can lead to rewarding careers, with or without a college degree.

A few other notable examples from a long list of forward-thinking company initiatives include: • The corporate board of directors hosting a diversity committee, which actively pro-

28 // October 2018

motes an ongoing effort to have the divisional teams reflect the rich variety of citizenry in each community • Active partnership in the Career Connect Washington program for heavy highway construction “upskill” training and continuous craft-based career development • A matching gift program that bolsters the impact of contributions to worthy 501(c)3 charities that are personally significant to individual employees One of the unique ways that Lakeside continues to extend its corporate values is the commitment of the Lee family to reach out and listen to their team members. To that end, for the last several years, Mike and Tim have committed themselves to have breakfast with the employees at each divisional office at least once per year. It’s one way they feel they can continue to connect with the Lakeside family and to keep in touch with the concerns of people at each division, on a personal basis.

While the investment of their time is substantial, the fact that folks from every facet of the company can sit and talk with the owners of company, sharing their triumphs

and concerns on a personal level, is important to Mike and Tim. And there are practical results from these breakfast visits. Lakeside’s “What’s Your Exposure?” safety program, using its unique “Why WYE Mom?” children’s book (see the June 26, 2017, AsphaltPro article), was inspired by the 5-year-old son of a Lakeside employee. More recently, a question challenging Lakeside to help educate the public about distracted driving prompted Tim and Mike to urge NAPA to accelerate and enhance its safety outreach. One of the products from this challenge is NAPA’s national “Watch for Us” campaign, which you can review on www.Watchfor.us.

Closer to home, Lakeside also committed to a new effort to engage with the Washington State DOT (WSDOT) specifically on the unique aspects of paving work zone safety. Coordinating with WSDOT and WAPA, Lakeside helped to create an entirely new co-sponsored safety effort with very high level WSDOT support. One result of the effort is the “No Distractions—Lives are on the Line” video produced by WS-

OPPOSITE PAGE TOP LEFT: In 2016, students from Centralia Elementary School go a tour of a Lakeside asphalt plant. The company believes in educating the next generation and showing what career opportunities are available to them in our industry. TOP RIGHT: Volunteers from Lakeside participate in community events such as Adopt-a-Highway cleanup efforts. BOTTOM LEFT: Getting down to business, the crews from Lakeside learn to be the best pavers they can be. Here a crew participates in night paving of westbound I-90. Check out the compaction wheel getting initial density as they build the joint.

BOTTOM RIGHT: Here the Fremont plant in Seattle takes delivery of aggregate via barge.

DOT, and the accompanying social media campaign that is in full swing during the 2018 paving season. The video is being widely circulated and can be seen on WSDOT’s Facebook page.

At this year’s divisional breakfasts, Mike and Tim can say with pride that Lakeside stepped up to lead new efforts to educate the traveling public about distracted driving and mobile work zone safety.

ACTIVE INDUSTRY ADVOCACY

Lakeside is also a leader in promoting the broader HMA industry. It is a longtime member of both the Washington and Oregon Asphalt Pavement Associations (WAPA and APAO). Rhoady Lee was a two-time WAPA president and was inducted into the WAPA Hall of Fame in 1996 in recognition of his long history of industry leadership. Both Tim Lee and his brother Mike (the current president of Lakeside) have served as WAPA’s president. Additionally, four key company managers have served a combined five WAPA presidential terms and Lakeside’s Portland division manager sits on the APAO board of directors (BOD).

Tim has served for several years on the National Asphalt Pavement Association (NAPA) board of directors and he is currently NAPA’s treasurer. Both Tim and Mike have led the WAPA contingent at the Transportation Construction Coalition Fly-in in Washington, D.C., for 20+ years. In short, the Lees are committed to advocacy for their industry and they work tirelessly to champion infrastructure investment though direct engagement.

COMMUNITY, PERFORMANCE, RECOGNITION

Lakeside has been operating in many of its communities for decades and it

prides itself on continuous strategic investment in its plants and equipment.

Each plant is well maintained, retro-fitted, updated or replaced to fit the projected needs of each division.

Lakeside’s 1,000+ pieces of heavy equipment include dozens of current generation pavers, multiple material transfer vehicles and a state-of-the-art fleet of rollers. Lakeside also runs a firstclass trucking operation.

The result of the community values that Lakeside espouses is evident in the multitude of awards and honors the company has garnered over the years.

Recent examples include the 2017 Business of the Year for Lakeside’s Olympic Peninsula division along with multiple NAPA, WAPA and APAO quality awards in just the past few years.

Visit any of the Lakeside divisional offices and you’ll see dozens of paving awards lining the office walls, along with a wide variety of community, environmental and business service awards.

Look outside and you’re likely to see a giant NAPA Diamond Quality Achievement logo painted on the plant silos.

You soon realize that each division works every day to continue the commitments to quality and community that continue to garner these honors, year after year after year.

In each of its communities, Lakeside is a well-respected business leader where pride of ownership and local engagement are paramount. While there are many ways to prosper in the wide world of asphalt paving, Lakeside shows there will always be a place for well-run, family-directed companies to thrive.

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David Gent is the executive director of the Washington Asphalt Pavement Association.

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Pavement Maintenance

Members of the Pugmill Systems team helped train members of the PennDOT team. Here workers gather for training at one of the portable pugmill plants that PennDOT acquired through its maintenance budget, according to Scott Young. All photos courtesy Pugmill Systems Inc., Columbia, Tennessee.

Pennsylvania Partners to Recycle More A

According to the March 2018 Reclaimed Asphalt Pavement Optimization Study prepared by Gibson-Thomas Engineering, Camp Hill, Pennsylvania, on behalf of the Pennsylvania Department of Transportation (PennDOT) Bureau of Maintenance and Operations, the urban districts in the commonwealth have “an ever-increasing amount of reclaimed asphalt pavement (RAP) being generated

30 // October 2018

(mainly from pavement milling construction projects).” The authors of the report stated: “Based on the responses to Question 1 of the initial questionnaire, the tonnage of clean RAP that is currently stockpiled in each district varies throughout PennDOT’s 11 districts, from a high of 688,121 tons in District 1 to a low of 27,700 tons in District 9.

The current statewide total tonnage of clean RAP is 1,043,092.”

This presents the challenge to include RAP in more projects at higher percentages while keeping quality top of mind. Special Advisor to Transportation Secretary Leslie Richards for Strategic Initiatives, Scott Young, explained the department looked at successes with RAP seen in District 1 and is now applying those best practices in additional districts. One of those practices is to use recycled asphalt pavement (RAP), via a cold

mixing unit from Pugmill Systems Inc., Columbia, Tennessee, to create flexible base pavement for low-volume roads. The vision, Young shared, is to produce about 100,000 tons per year in each district.

“We use 100 percent recycled asphalt in our low-volume roads, which meet the criteria of 3,000 average daily traffic (ADT) with 10 percent truck traffic,” he said. And he explained how the high-RAP mixes can be produced and placed with DOT personnel and contractors working side by side.

PARTNER TO PLACE HIGH-RAP COLD MIX

What Young described as a success in District 1 is the use of a pugmill to create flexible pavement mixes with stockpiled millings, and then use the high-RAP mixes for a variety of maintenance and other projects. “We don’t just use the RAP for paving,” Young said. “We also use it for widening, shoulders, base repair, shoulder back-up as well as screening the #8 stone for our seal coat programs.”

The machine in use in District 1 is the portable pugmill plant from Pugmill Systems. Jaren Allen, vice president of Pugmill Systems, has employees who assisted in training PennDOT field staff in its use. Allen spoke highly of their willingness to learn and take on the specific stage of a project that the pugmill introduces. PennDOT developed a 75-hour training program for this purpose, according to Young.

“The training focuses on stockpile setup to include proper storage and handling of the RAP material to best utilize efficient and effective operations to include safety features identifying truck spray down areas as well as ingress and egress to maximize safety and efficient movement in confined areas,” Young explained.

A long-range RAP strategic plan has also been deployed over a 10-year period focusing on projects that generate RAP for all uses. This is key as it identifies a RAP network and creates a cycle to prompt department force prep work to be completed prior to the next scheduled overlay, Young explained. In addition to

While PennDOT field staff man the pugmills, contractors in the state aren’t left out of the picture. the RAP-generation exercise, the quantities identified will indicate the availability of surplus RAP, which is given back to the industry for use in high RAP warmmix asphalt mix designs, further passing along the savings to customers.

Allen’s company offers several models of the portable plants ranging from 5 to 1,500 tons per hour capacity. Young said the districts sharing the machines target daily production ranging from 1,000 to 2,500 tons a day, and will continue to move up to the higher range as the expertise, planning and logistics are further refined.

For 2018, Allen said PennDOT has purchased an additional pugmill that the districts share. Young explained that six counties in the northwest part of the commonwealth have been placing RAP mixes with pugmills both rented and department-owned for a better part of the last 35 years.

“The current paving program places 100,000 tons per year,” Young explained. “In its peak, District 1-0 was placing over 200,000 tons per year as part of a program to eliminate gravel roads. The plan for the three new pugmills is to share them throughout the Commonwealth as part of a Regional Equipment Sharing Innovation. The idea of sharing resources in this way, as well as other operations, lends itself to rightsizing the fleet in an effort to save capital and refurbishment costs to be utilized in other areas of our business.”

Because the pugmills are portable in nature, the districts schedule when they need a machine. Young said mobilization, which includes set-up and calibration, takes the crew about two days. Using a Gantt chart, the PennDOT scheduler knows where the districts have RAP

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Pavement Maintenance

The portable pugmill plant is available in models with capacities ranging from 5 to 1,500 tons per hour. Contractors can bring crushed material to the plant where PennDOT field staff create mix with 100 percent RAP. capacity, how much work is available and what kind of work is to be done.

PennDOT requires 15 percent of RAP generated on a project go to the contractor.

RAP is always the key ingredient. Seeing about $5 million in savings per year in Northwest Pennsylvania (District 1) using RAP for paving, base repair and widening, the return on investment for one machine is about one year, according to Young.

“The savings in this one engineering district is what prompted the Governor and Secretary Richards to expand this to the other 10 engineering districts and create the Commonwealth’s Road Maintenance and Preservation initiative (known as Road MaP).”

While PennDOT field staff man the pugmills, contractors in the state aren’t left out of the picture. “There’s more than enough material for everyone,” Young stated. “There’s more demand than time.

We have capacity to do the work.”

That work includes maintaining and preserving the rural, low-volume roadways as well as the urban roadways.

“We’re very mindful of extending pavement life with the right treatment at the right time,” Young said.

To work alongside PennDOT, contractors are crushing RAP onsite and loading directly into the pugmill. Trained PennDOT workers use a crusher and screen the incoming material as it is fed into the pugmill. An E8 oil is typically added at 9.2

32 // October 2018

“The current statewide total tonnage of clean RAP is 1,043,092.”—March 2018 Reclaimed Asphalt Pavement Optimization Study to 9.7 gallons per ton with 1 to 1.5 gallons per ton of water. The E-8 working temperature range for placement is between 90 and 150oF. The 100 percent RAP mix is typically produced between 200 to 300 tons per hour.

“It’s not the same as hot-mix asphalt,” Young said. “You can still lute it and adjust it, but unlike hot mix asphalt, the rollers will need to stay off the mat for about 45 minutes. When you start your rolling pattern too soon, you may see it brings the oil to the top of the mat and causes a bleeding problem. Working with this mix will be quite a learning curve.”

“We have a hybrid project scheduled in Southwest Pennsylvania this year where a contractor is milling an interstate project adjacent to a RAP candidate road,” Young said. “The contractor is going to mill and deliver the RAP to our stockpile, crush and size it into our pugmill. The contractor will haul the mixed RAP from our pugmill onsite and place it via their paver and crew.”

– BY SANDY LENDER

Meet the State Exec

Tanya Bentley has been MAPA’s executive director for six years.

Meet the State Exec: MAPA’s Tanya Bentley Maine Asphalt Pavement Association, Augusta, Maine, was founded in 2001. Now, the association boasts 14 producer members accounting for 100 percent of the asphalt tonnage let to contract in Maine.

MAPA has been led by Executive Director Tanya Bentley for the past six years. AsphaltPro spent some time getting to know Bentley and learning about how MAPA is working to promote the asphalt industry in the state.

M

What are the top two or three ways you have increased membership in the association? We’ve increased membership in a number of ways, including seminars, networking, meetings, Facebook and advertising.

What is your favorite method for recruiting new asphalt professionals to the industry in general? I enjoy getting potential new members to register to attend our Spring Paving Seminar. New members receive two complimentary passes to the show.

In what month do you hold your annual meeting? In April, we have our Spring Paving Seminar, and we hold our Annual Membership Meeting in November. We also host the largest equipment show in New England at our Spring Paving Seminar, which brings in more than 70 vendors and 350 guests from the industry.

34 // October 2018

This equipment trade show and educational seminar combination under one roof continues to set the standard for paving throughout all of New England. Educational events from our 2018 seminar include motivational safety speaker Eric Giguere, who provided the group with a stark and sobering story about a workplace accident that changed his life forever, and a workshop on the latest paver, trucking and rolling technologies with Steve Forsley from E.D. Etnyre & Co. and Laikram Narsingh and Dave Reposa from Wirtgen America.

We also give out awards during our Spring Paving Seminar, including an Industry Professional of the Year award, which recognized Gene Alley of Pike Industries this year, and Lifetime Achievement Awards, which recognized Rollan Walker of the Maine Department of Transportation and Herrick Randall of Pike Industries this year.

About how many member asphalt projects do you visit per year?

How many member asphalt plant tours? Member asphalt open house events? State agency and DOT meetings? Each year, I attend between 10 and 12 asphalt projects, three or four asphalt plant tours, and more than 10 DOT meetings. We don’t do asphalt open houses.

On a scale of 1 to 5 (1 being none at all; 5 being very much), how much of a threat to your members’ marketshare/livelihood is the

MAPA’s Spring Paving Seminar also includes the largest equipment show in New England, according to Bentley.

To solve these problems, training is the name of the game. Accolades need to be constant. Millennials (Gen Y) need constant reassurance that their efforts “mean” something.

It takes time and it’s often disappointing, as some do not remain or return season after season, but there are good workers out there and we can develop them.

To mitigate some of this, most MAPA has one part-time members have been willing to invest executive director. more time and money into training. Bringing extra people on to job shadow, etc. Members have also found that rewarding performers is one way to keep employees long term. They also provide options once they are vested, such as cross training or moving to different departments. Some members have done “just-in-time” job fairs with on the spot job offers.

On a scale of 1 to 5 (1 being none at all; 5 being very much), how involved are your asphalt members in transportation issues such as funding and infrastructure improvements? I would rate it a five.

MAPA has close ties with another state association, the Maine Better Transportation Association. They are advocates for the funding

MAPA’s equipment show brings in more than 70 vendors and 350 guests from the industry. concrete industry in your state? I would say it’s a one (none at all).

The concrete industry has not made an investment in promoting new options such as roller compacted concrete to compete with the asphalt industry, likely due to the fact that most of the applicators are very small residential and light commercial contractors.

On a scale of 1 to 5 (1 being none at all; 5 being very much), how much difficulty are your members having in finding qualified workers for their asphalt paving or production crews? I would rate it a five. Finding qualified workers in our asphalt paving industry is particularly more difficult than most traditional blue-collar workforce jobs.

It’s become more clear in the recent past that the amount of experienced, skilled workers in our industry has dramatically reduced. In the northeast, there are several factors contributing to this dilemma. We face a number of seasonal challenges, working primarily between April and October. We then lay off the majority of employees during the winter months. In the past, there were people applying who had mechanical and operational skills to perform the work needed, but that is not the case anymore. On rare occasions, we do have someone apply with the needed skills but that is the exception.

The younger generation’s work ethic in regards to dealing with long hours, working nights, working in hot conditions or doing manual labor does not mesh.

www.THeAsphaltpro.com // 35

Meet the State Exec

TOP: At its annual Spring Paving Seminar, MAPA hands out a number of awards. BOTTOM: The Spring Paving Seminar also offers a number of educational opportunities. of a multimodal transportation system – air, roads, rail, port, transit, bicycle and pedestrian facilities – to serve communities and citizens throughout the state.

GET TO KNOW TANYA BENTLEY

What do you see as the most important part of your job as an executive director of a SAPA? The most important part of my job as an executive director is communication between industry and agency, and helping businesses network and create relationships.

What do you find most enjoyable about your job as an executive director of a SAPA? The most enjoyable thing about my job is meeting and networking with local businesses, small and large, throughout the state of Maine.

What has been the most rewarding experience for you during your time as the executive director? Learning about the industry and meeting all the folks who work hard to make Maine a smooth state to drive in!

– BY ASPHALTPRO STAFF

36 // October 2018

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Add-Ons for Uptime How to use asphalt plant control add-ons to make operation easier while reducing downtime

BY CARLOS CARDENAS

T

The word downtime might as well be a curse word in the asphalt production industry. As any operator can tell you, unplanned plant shutdowns can end up costing a producer hundreds of thousands of dollars in lost production, not to mention a line of unhappy truck drivers and asphalt customers.

The key is to get ahead of the problem and spot issues before they skyrocket in severity. Fortunately, some asphalt plant manufacturers offer plant control add-ons that not only streamline the process and make operators’ lives easier, they also sound the

38 // October 2018

alarm—sometimes literally—on potential problems that could grind production to an abrupt stop if not addressed.

Here are some plant control upgrades, most of which will pay for themselves just by preventing a single unplanned shutdown.

Human Machine Interface (HMI) Controls—Replacing manual switches with a programmable logic controller (PLC)based HMI control system, such as a monitor and mouse or touchscreen, is one of the easiest ways to clean a control house, ensure fast troubleshooting and streamline infor-

mation. Asphalt plants often have dozens or even hundreds of switch wires. An HMI can help reduce the number of wires to just a few paired with a communication cable.

This opens the door to more automation within the system, such as automated startup with a single click, a task that otherwise may have required flipping several switches to complete. More information is also available visually, as any number of readouts can be programmed to display on the HMI. The change can also assist with reducing downtime. Troubleshooting problems with-

LEFT: Some plant control add-ons not only streamline the process and make operators’ lives easier, they also sound the alarm on potential problems. ABOVE LEFT: Sometimes called an “alarm box,” “alarm dialer” or “tattle tale,” manufacturers program a call box to notify someone of an event at the plant.

While the device can be tied to most systems, operations most often use it to monitor asphalt tank temperature. ABOVE RIGHT: Operations choose from landline and cell phone call box configurations, with the cell phone version being the most reliable because it is more likely to continue working during a power outage. All photos courtesy Asphalt Drum Mixers Inc., Huntertown, Indiana.

in the control house often requires checking switches then following wires to try to determine the problem. Replacing hundreds of wires with one can cut the time spent figuring out the issue by more than half. This allows operators to quickly fix the problem or place the parts order to reduce downtime. If the operation is paying by the hour for service, a shortened visit also saves money.

In addition, if the system is connected to the internet, some asphalt plant manufacturers offer free remote online troubleshooting. This enables company engineers

to log in to provide remote assistance from their office. The feature not only saves time, it can eliminate the cost of a service visit.

There is a misconception that replacing hardwired switches and buttons with monitors and touchscreens leaves operations at the mercy of technology and if an issue occurs, such as a frozen screen or broken communication cable, a full plant shutdown is imminent. That isn’t so. The PLC is usually doing the actual running of the plant in PLCbased HMI control systems, so operators can typically replace a cable or restart the HMI without any interruptions to production.

Call Box—Sometimes called an “alarm box,” “alarm dialer” or “tattle tale,” manufacturers program a call box to notify someone of an event at the plant. While the device can be tied to most systems, operations most often use it to monitor asphalt tank temperature. A producer can experience significant downtime if an asphalt tank heater fails on a cold evening and the problem isn’t discovered until the next morning. This is because, between correcting the heater problem and bringing the temperature back up, some tanks can take days to reach the temperature where production can resume. The result is thousands of dollars in lost production and wasted money, not to mention unhappy customers and repair costs. If notified immediately of a heater problem or asphalt tank

temperature drop, an operation can quickly address the issue—more than paying for the cost of the call box in a single instance of prevented downtime.

A variety of customizations are available, depending on the manufacturer. These can include automated alerts via text messages or phone calls to quickly alert operations to specific problems with other systems, such as power outage status. Operations also choose from landline and cell phone configurations, with the cell phone version being the most reliable because it is more likely to continue working during a power outage.

Fuel Meter—A digitized fuel meter to measure fuel consumption is another useful add-on that can pay for itself by catching costly problems. Checking the read-out on the side of the fuel tank or from the control house is safer than having a worker stand on top of the tank to use a stick and tape measure to read fuel levels. A sight gauge on a tank’s side can be as fast, but gauges can become dirty or plugged so they aren’t always accurate. A fuel meter, on the other hand, is accurate to a fraction of a gallon.

The benefit of being aware of an operation’s exact fuel consumption is quickly realizing whether the plant is consuming too much or too little fuel. Changes in fuel consumption can help determine if there is a problem at hand, such as needed burner maintenance, greater

www.THeAsphaltpro.com // 39

than normal aggregate moisture content, and high pollution. If not caught quickly, additional harmful pollutants can lead to plant shutdown by the state or local authorities.

Too-high fuel use can also affect product quality. If a burner is overloaded with too much fuel, some can get through unburnt

40 // October 2018

and mix in with the asphalt mix. Oftentimes this wouldn’t be noticed immediately. The result could be premature deterioration of a roadway as well as fees and, potentially, an unhappy customer.

Tank Level Indicator—Tank level meters are another useful device to help pre-

LEFT: Used on both asphalt and fuel tanks, a tank level indicator shows how much material is in the tank. The benefit is the ability for the plant operator to see the level from the control room rather than walking out to the tanks to check the levels. ABOVE: Digitized fuel meters allow operators to see changes in fuel consumption that can help determine if there is a problem at hand, such as needed burner maintenance, greater than normal aggregate moisture content, etc.

Replacing manual switches with a programmable logic controller (PLC)-based HMI control system, is one of the easiest ways to clean a control house, ensure fast troubleshooting and streamline information. vent costly downtime. They come in a variety of types, including pressure gauges and radar. Used on both asphalt and fuel tanks, the meter shows how much material is in the tank. The benefit is the ability for the plant operator to see the level from the control room rather than walking out to the tanks to check the levels. This is useful on busy days where the operator may not have time to visit the tanks. A shutdown may result if the levels sink too low without the operator noticing and ordering material in time.

Operators should note that, although some storage tanks may have extra ports for installing a tank level meter, it is not always possible without modifying the tank. Always take precautions any time that work is done on a fuel or asphalt storage tank, including emptying and venting the tank to clear it of volatile flammable material. Always work with a tank professional and consult with the tank manufacturer before making any modification to a storage tank.

Amp Meter System—An amp meter system can help catch small problems before they become larger and more costly. The system reads amps on select motors to determine how hard each is working. That information is then usually transmitted to the control house to be viewed on a monitor. Similar to the fuel meter, the amp meter system is useful for noticing changes in consumption from one day to the next. If a motor is suddenly using much more power than it did the day before, there is definitely a problem.

For example, if a drag conveyer that typically uses 75 to 80 amps begins pulling 85 amps, something is wrong with the conveyer.

This could be that the motor is having trou-

LET'S BUILD

ble moving material, something is plugged up or paddles are worn. The early warning allows operators to fix or replace parts early before something large breaks and the plant is forced to shut down for a fix. While an operation would likely notice if their electric bill was increasing, the amp meter system can notify maintenance personnel precisely where the issue is occurring, speeding up the troubleshooting process.

Whether it’s for monitoring fuel or power consumption or for quickly notifying an operation of a problem, many plant control house add-ons can more than pay for themselves through prevented downtime and headaches. Work with an asphalt plant manufacturer that is willing to customize addons to each specific plant to ensure a high ROI and maximum uptime.

Carlos Cardenas is a sales engineer for Asphalt Drum Mixers Inc., Huntertown, Indiana, with almost 25 years of experience in the service, engineering, and sales of asphalt plants and components. For more information, contact him at (260) 637-5729 or carlos@admasphaltplants.com.

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GREEN ASPHALT PRODUCES 100 PERCENT RAP

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BY SARAH REDOHL

Michael Capasso is first and foremost a contractor. As such, he tends to think that nothing is impossible.

That can-do attitude is what led him to launch Green Asphalt Co. in Long Island City, New York, in 2011 with one goal in mind: to produce 100 percent RAP asphalt mix with quality equal to or surpassing that of conventional asphalt.

Today, Green Asphalt’s 100 percent RAP asphalt mix is approved for use in New York DOT and New York City Department of Design and Construction projects, and Capasso has a new goal in mind.

“By 2038, our goal is to have all asphalt be 100 percent RAP,” he said.

“Eventually, conventional asphalt will be green asphalt.”

CHANGING MINDSETS

Capasso’s motivations for producing 100 percent RAP mix were simple. “The environmental impact was number one,” he said, “but also addressing the issue of excess millings in the city and lowering production costs.”

The process of achieving that lofty goal was a bit more complex.

The team at Green Asphalt quickly realized that they’d have to make significant changes to the way asphalt is produced.

42 // October 2018

“The perception that recycled asphalt means diminished quality is a result of producing recycled asphalt without changing the process of production,” said Nima Roohi Sefidmazgi, Green Asphalt’s vice president and head of business development. “We had to reinvent the wheel to determine what will work for 100 percent RAP.” For example, asphalt plants have traditionally crushed RAP to one size in the past. That size was usually ½-inch minus, so it could be stored in a single stockpile. “If the quality of the aggregate isn’t very high, that will generate a lot of fines and dust in the crushed RAP, which introduces problems with the dust to binder ratio,” Sefidmazgi said.

Asphalt plants designed to run virgin material, which isn’t coated with AC, don’t have to worry about exposing that material to high temperatures over a direct flame, Sefidmazgi said, because that won’t generate any smoke and it doesn’t damage the material.

“When using RAP, the material is already coated in AC, so the general process isn’t an option because it damages the valuable liquid AC coating the aggregates,” Sefidmazgi said. “The process has to be redesigned in a way to handle the high percent RAP.”

LEFT: The team at Green Asphalt realized that they’d have to make significant changes to the way asphalt is produced to achieve their goal of producing asphalt with 100 percent RAP. ABOVE: Green Asphalt’s 100 percent RAP asphalt mix is approved for use in New York DOT and New York City Department of Design and Construction projects.

Additionally, Sefidmazgi said, it’s common to rely on super-heated virgin aggregate to then heat up the RAP. However, that doesn’t work as efficiently as RAP percentages increase.

“If you go over 30 or 40 percent, you’re relying on a much smaller mass of virgin aggregates to heat that RAP,” Sefidmazgi said. “Secondly, it’s very difficult to melt down that AC to consistently coat the RAP and virgin aggregates.”

“We are changing that mindset,” Sefidmazgi said. “Instead of trying to get 40 or 50 percent RAP with the old process, let’s invent an entirely new process where we can use all of the valuable AC in the mix.”

CHANGING PROCESSES

Green Asphalt first reached out to a couple of consultants who’d had experience with high percent recycled asphalt and began putting together a plant in Long Island City.

“The original plant was put together like a puzzle, with each piece coming from a different manufacturer,” Sefidmazgi said. “The plant that we built, you couldn’t buy off the shelf.” Each of the pieces is ‘off the shelf’, however Green Asphalt has changed the general process and plant configuration.

That process included a lot of trial and error, Sefidmazgi said.

They had to experiment with material processing, crushing, screening and stockpiling. They had to experiment with the heating system, temperature, buckets and flights. They had to experiment with han-

www.THeAsphaltpro.com // 43

Changes to the plant include ensuring the material isn’t exposed to a direct flame, but still heats to an appropriate temperature, experimenting with rejuvenators, and changing the baghouse setup. dling less airborne particles and more fumes. And that was only the beginning.

“During this research and development state, we’d do things one way and fail, then another way and fail, and finally find success,” Sefidmazgi said. “A lot of what we do had to be invented as we went along.”

For example, Green Asphalt separates its RAP into various sizes, much like fractionating RAP into different stockpile sizes. However, most of the changes were to the burner, mixing and drying system, and the baghouse. The way they heat the RAP is different.

Instead of having a drying zone in which virgin material is superheated and a mixing zone in which it is then mixed with RAP under no direct heat, Green Asphalt heats RAP stone and sand throughout the whole drum at temperatures between 300 and 350 degrees Fahrenheit.

“The RAP gets heated by the hot gas coming from the flame,” Sefidmazgi said. “We pay attention not to let the flame touch the RAP.” To do this, they use refractory tubes and physically change the burner position to prevent the flame from touching the material.

“The last step on the equipment and production side was the development of a new baghouse system,” Sefidmazgi said. When virgin aggregate tumbles around in the drum, it creates airborne particles that must be captured in the baghouse. However, when heating RAP in the drum, the particles aren’t an issue, but fumes are, according to Sefidmazgi. “The filtering system in our baghouse is designed to take those fumes in,” Sefidmazgi said.

Also key to ensure mix quality is adding a rejuvenator. “We had to do a lot of research and experimentation on that to figure out what would work for 100 percent RAP,” Sefidmazgi said. They tried a variety of options and performed cracking and other tests before landing on the rejuvenator they now use.

44 // October 2018

“Most of what we’ve discovered, we own the intellectual property on,” Sefidmazgi said. “We were very fortunate to have the opportunity to take this risk, and invest the time and money to do this.”

CHANGING SPECIFICATIONS

Green Asphalt was also fortunate to have its sister company, CAC Industries, to test its 100 percent RAP mixes on its temporary paving jobs and provide feedback on product quality and performance.

CAC is a construction company working on infrastructure in New York City.

As Green Asphalt perfected its mix design, CAC was able to guarantee roads for a certain duration for its agency jobs. “They wanted us to prove it out,” Capasso said. “So if something went wrong, we were responsible for fixing it.”

That was the biggest challenge, Capasso said: convincing state and municipal agencies that a high-quality 100 percent RAP mix was possible.

Green Asphalt performed many test sections and pilot projects before its mix was approved by local and statewide agencies. Although New York state doesn’t allow high RAP mixes on the roads, they do allow it on shoulders, Sefidmazgi said. City agencies, he adds, allow use of 100 percent RAP on any application.

For example, they performed a pilot project on College Point Boulevard in Queens with two sections side by side, one with 30 percent RAP mix and the other with Green Asphalt’s 100 percent RAP mix. Six months after the job’s construction, Green Asphalt took cores and ran Hamburg and semi-circular bend (SCB) tests.

“Mixes showed satisfactory results using these tests,” Sefidmazgi said. “At the time, since there was no I-FIT test for SCB, we used Louisiana DOT’s method and criteria.”

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“The proof is in the pudding,” Capasso said. “We’ve put our mix down all over the place and we’ve tested it in labs and on the streets.

We’ve watched the wear and tear, we’ve done side-by-side road strips, and we don’t see any difference.”

In 2014, a local law in New York City mandated that instead of a maximum of 30 percent RAP in asphalt mixes, 30 percent became the required minimum. “When that happened, agencies had more freedom to choose,” Sefidmazgi said.

In 2015, four years after the company was founded, it got approval for its mixes from New York DOT and New York City Department of Design and Construction.

“The majority of production in New York City is designed with the Marshall Method rather than Superpave, so we really had to work with agencies to look at performance-based mix design versus volumetrics,” Sefidmazgi said. “The state had to think about the process of approving a plant like ours.”

In the end, it was determined different enough to get a unique plant code, R0001, whereas other asphalt plant codes are typically an H followed by a five-digit number.

“The bottom line is you can design 100 percent RAP for any type of performance you want if you produce it the right way,” Sefidmazgi said. “The perception is that recycled material is low quality and leads to premature failures, but we’re making the industry understand that doesn’t have to be the case.”

CHANGING MATERIALS

Green Asphalt doesn’t have any virgin material in its operation.

“When you think about it, when you’re running 100 percent RAP plant, you’re really running an aggregate quarry and asphalt plant all in one because you’re making your raw materials that you’re using for production,” Sefidmazgi said. “Most places are making 30 percent or below RAP mixes, so that means if you mill up 100,000 tons of asphalt, only 30,000 is going back into your mix and 70,000 tons is going into a pile.”

“We’ve kicked the stockpiling issue in urban areas down the road and we need to deal with that,” Capasso said. And deal with it they did. In addition to alleviating the issue of stockpiles in New York City,

46 // October 2018

Green Asphalt’s 100 percent RAP approach has also become a revenue stream.

In fact, Green Asphalt has a contract with New York City’s DOT to receive their millings.

“I know plants in less densely populated areas pay for millings, but here it’s the other way around,” Sefidmazgi said. “They pay us per ton of material. That’s really the case in a lot of urban areas because there’s nowhere to put those millings. It’s not valuable to put a pile of asphalt on the real estate here when you could do something more lucrative.”

According to Sefidmazgi, Green Asphalt accepts material for around half the cost of alternative options.

Sefidmazgi estimates that the DOT contract brings them around 85,000 tons each year. The remaining tonnage comes from Green Asphalt’s contractor customers.

“In the future,” Sefidmazgi said, “we will need to go back to our old roads as our quarries and refineries, and use that to make our new roads.” Green Asphalt, he added, is preparing for that not-toodistant tomorrow today.

CHANGING THE WORLD

Today, Green Asphalt has 15 employees and produces between 100,000 to 150,000 tons of mix per year, which is maximum capacity for their mix-and-match plant.

Between 70 and 80 percent of Green Asphalt’s mix is for public work, the rest, private. Prior to its approval in 2015, Sefidmazgi estimates that 90 percent of its production was private and the 10 percent that was public was exclusively test sections. And CAC continues to be Green Asphalt’s biggest customer, purchasing between 20 and 30 percent of its mix.

The next step in Green Asphalt’s master plan is to license its technology to convert existing plants to 100 percent RAP plants, Capasso said.

Green Asphalt prefers to convert drum plants rather than batch plants to more easily control the connection between the baghouse used for conventional mix versus the baghouse used for high RAP mixes. “You don’t want the dust coming from virgin operations flowing into the 100 percent RAP baghouse because the types of filters are different and can easily get clogged, and the lifecycle of those baghouse filters will be significantly reduced,” Sefidmazgi said.

“The point we’re at right now is we’ve perfected our model in New York City and we’re going around the country to license this technology to other producers in metro areas: Boston, Chicago, LA, Seattle, Dallas,” Sefidmazgi said. That process also involves working with agencies to put in place quality control/quality assurance (QC/ QA) processes they can trust to ensure that these products can be used on those agency jobs.

Sefidmazgi estimates that, depending on the type of plant, the cost to retrofit an existing plant to producing 100 percent RAP ranges from $750,0000 to $1.5 million.

“As fuel prices rise, the value proposition becomes much greater for what we’re doing,” Capasso said. “There’s this idea that if it isn’t broke, don’t fix it. People have been making money in our industry doing things one way for generations. There needs to be a willingness to change.”

www.THeAsphaltpro.com // 47

Improved Efficiency INCREASED PRODUCTION V-Flights Shower Material Along the Edge of the Notch as Well as the Tip

V-flights Allow for a More Even Veil of Material

48 // October 2018

FOR MORE INFORMATION VISIT ASTECINC.COM/VPAC

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Joe Hines is the superintendent of asphalt plants for C.W. Matthews.

REMOTE CONTROL HOT OIL FOR THE PLANT OR TERMINAL FROM HEATEC

Editor’s Note: In this controls-themed edition of AsphaltPro, the team from Heatec discusses one solution for monitoring multiple tanks across multiple facilities with a case study at C.W. Matthews Contracting Co. Inc., headquartered in Marietta, Georgia.

I

It is a real challenge for a company with multiple asphalt plants and asphalt terminals to keep track of the inventory coming in and out. C.W. Matthews Contracting Co. Inc. is no different. The company operates

50 // October 2018

25 asphalt plants and an asphalt terminal in the state of Georgia, and a second terminal in Tennessee. While C.W. Matthews already had systems in place to manage their numerous plants, they looked to the Recon Central Monitoring System from Heatec, Chattanooga, to make management easier and more efficient.

About two years ago, Heatec created the Recon Monitoring System to remotely monitor hot oil heaters and tanks at asphalt plants. One of the key features of the system

is that an operator can view the status of the heater and tanks on a smart phone, tablet or PC from anywhere through a web browser.

The system will send alerts via email or text messages if there is a problem.

Each Recon system is installed at an individual plant and operates independently of another. If you want to survey each of your plants, you have to log in to each plant individually. For companies with a few plants, it’s simply a matter of opening another tab or window in your web browser. C.W. Mat-

“When the Recon sends an email letting us know that temperatures or levels are outside of our custom set points, we can quickly address each situation as necessary.”—Joe Hines

Joe Hines (left) and Will Wetherbee (right) spoke highly of the efficiency the Recon system has brought to operations. thews, however, installed the Recon system at 24 of their plants, making supervision of all their systems possibly overwhelming and cumbersome. That’s where the Recon Central System could help them. It gives management a bird’s-eye view of all plants on a single screen, so they can make sure everything is working properly without having to log in or make a call to different plant locations.

GET LIQUID TO THE RIGHT SPOT

The Recon Central System appealed to Joe Hines, superintendent of asphalt plants for C.W. Matthews. “Our workload tends to continuously rotate around our different regions,” Hines said. “Currently, one of our largest obstacles is the availability of trucking. Using the Recon Central page, we can quickly assess the real-time inventory level of all our asphalt tanks at all our plants.”

Hines continued: “Before, the only way we would have been able to determine the same information, was to call each plant individually.” Now management can see information for each plant on the Recon Central page and “we can make hauling decisions within minutes.”

Will Wetherbee, asphalt plant superintendent, added, “When our crews are working around the clock, typically one plant manager has the responsibility of ordering all the liquid. Using the Recon system, I can

access detailed information of individual tank farms directly from my smartphone before leaving the house. At that time, we can adjust our hauling needs as necessary. As far as capacities and stuff like that, it’s helped us out big time in my opinion.”

Another benefit that Hines finds useful is the trending data that is recorded by the Recon system. They are able to use the trending data to find possible inefficiencies or problem spots in the heating system. Each day, they pull the trending data the Recon system provides and they record it in reports they have created internally.

“We can look at three or four days worth of data and graph it, and you can see the cycles of your heater and it shows which ones are running better and which ones need help,” Hines said. “It really focused the standardizing of temperatures on heaters and tanks across the board.”

BE PRECISE

Hines trusts the readings from the Recon system. “It’s gotten to the point where, if the Recon system sends an email we believe what the Recon says. We’ve had a couple of heaters show they are in low temp, or they will drop down to a certain temperature and it fires off an email,” he explained.

C.W. Matthews uses either pressure transmitters or radars to monitor tank levels at their plants. The Recon system helps them keep accurate readings for the devic-

es. Hines explained, “The Recon system’s ability to log historical data has given us the ability to fine tune these devices. If we get a false reading within a certain area of our tank, the logs let us know exactly where to focus our corrective efforts.”

Hines added, “The Recon system uses thermocouples to translate temperatures into the system. Historically, thermocouples do not need consistent calibration.

Now, when the Recon sends an email letting us know that temperatures or levels are outside of our custom set points, we can quickly address each situation as necessary.”

UNINTENDED OUTCOMES

When C.W. Matthews installed the new Recon systems, they discovered areas for improvement. “It was a good operation for us to go through and install these at all of our plants,” Hines said. “We were able to develop a checklist to confirm that all aspects of our tank farm were operating as intended.

“With the Recon system’s help, we were able to isolate some areas of improvement,” he continued. “We discovered that several of the tank heating control valves needed to be recalibrated so that the optimal operating temperature was maintained. Also, the Recon system allows us the ability to analyze operating temperatures across all areas of the tank farm. Loss of temperature can be related to plumbing, side pump efficiency or faulty valves.”

Hines believes the Recon and Recon Central systems are valuable additions to C.W. Matthews’ plants and he looks forward to using it more to aid inventory and operations.

For more information, contact Heatec at (423) 821-5200.

www.THeAsphaltpro.com // 51

2018-2019 Training Directory

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Once you’ve brought a new employee to your company, one of the known ways to encourage that person’s loyalty is through continued education. If you invest in that person’s ongoing training and education, if you help that person learn new skills, if you give that person additional tools to do his or her job better, you show that you value him or her. Ongoing education is a benefit to the new employee.

It’s also a benefit to the overall crew and company. Of course. When each member of the crew understands the job, when team members are cross-trained to fill in and help out, when everyone knows how to do all the nuances of their jobs, quality goes up.

Callbacks decrease. Bonuses increase. Most importantly, safety improves.

The companies and consultants listed on the following pages responded to a series of questions so you could be made aware of training opportunities for your employees.

Most of these are in-person training opportunities where your team members attend a class or a multi-day school at the facility. Entities such as the National Center for Asphalt Technology (NCAT) or Clarence Richard Company have put together programs that take place at your facility. Consultants such as John Ball of Top Quality Paving not only go to your facility, they spend time in the field with your crew. Notice that many courses include an “electronic” element whereby attendees take home a thumb drive or gain access to a website with additional training videos before, during and/or after the class(es).

It may be a bit self-serving, but I want to highlight the online training course from AsphaltPro as well. We teamed up with John Ball to fine-tune a paving course full of videos, pictures and instruction that introduces the basics for new employees. It’s one of those courses you can download and keep forever, so each time you bring a new worker to the team, you can have him or her “take the course” before going out to the field. Of course it doesn’t delve into the intricacies of each and every paver or roller ever made, so you will still want to check with your OEM if you have a specific question related to a certain machine model. The good news is you’ll have a great foundation from which to start.

Check out the entities who have taken the time to share their training opportunities with you in the next few pages and build your skill set from the offerings to follow.

52 // October 2018

AsphaltPro’s Asphalt Paving 101 Online training takes place at your convenience.

This course takes place on whatever device is most convenient for you. AsphaltPro magazine prepared this online course alongside Paving Consultant John Ball to offer new and veteran paving crewmembers a perpetual paving course.

One of the modules in the course discusses how to back up and dump the truck correctly.

A quick tip from the module: “The truck driver must keep his foot on the brake when raising the bed and while the paver pushes the truck forward. This prevents the mass of material flowing into the hopper from pushing the truck away. The last thing you want is to slip away from the push rollers and dump a ton of material on the ground in front of the paver.”

Fee: $599 To own the course, visit https://training. theasphaltpro.com/p/asphalt-paving-101.

Astec Customer Schools Jan. 7 – 10 Jan. 14 – 17 Jan. 21 – 24 Jan. 28 – 31 Feb. 4 – 7 Feb. 11 – 14 This school takes place in Chattanooga.

Astec Customer Schools teach hands-on plant operation, maintenance and advanced troubleshooting techniques to fix problems fast.

Meals, snacks and special dinner receptions are included.

Fee: $1,250 To register, call (423) 827-1899 or visit www. astecinc.com.

BOMAG Training Academy Dates are available upon request.

This school takes place in Ridgeway, South Carolina. BOMAG tailors the training sessions to meet the customer’s needs. The classes are designed to improve the customer’s understanding on the fundamentals of and tips necessary to improve the overall quality output for soil and asphalt compaction, road rehabilitation, and asphalt paving. No online training courses are available at this time.

Depending on the length of training, meals may be provided.

One of the courses offered is Advanced Paving Techniques to Combat Segregation with a BOMAG road building specialist. A quick tip from the class: “Know and identify the origins of material and thermal segregation—from the quarry to the HMA plant to the delivery truck to the paver—and how to virtually eliminate segregation through equipment selection and advanced paving techniques.”

Fee: depends on content and length of training.

To register, call Parker Campbell-Weaver at (803) 337-0708.

Caterpillar Paving Products Feb. 11 – 15 Feb. 18 – 22 Mar. 4 – 8 Mar. 11 – 15 Mar. 18 – 22 Mar. 25 – 29 Apr. 1 – 5 Apr. 8 – 12 Apr. 29 – May 3 Training takes place at Tinaja Hills Training Center, Tucson, Arizona, and Caterpillar Customer Sales & Learning Center, Maple Grove, Minnesota. The goal of Paving Operations Training is to review the principles of asphalt paving, practice good paving techniques following the guidelines of Paving by the Numbers and prepare the attendee to conduct similar training within his or her organization.

Tuition includes training materials, lunch and morning/afternoon refreshments.

One of the courses offered is Paving Operations Training with instructor Ron Wilson. A quick tip from class: “Paving By the Numbers—Make sure you understand the principals of paving and how they relate to Paving By the Numbers.”

Fee: $3,100 per attendee To register, contact Wojack_denice_c@cat. com at (763) 315-5510.

CEI Service School Seminar Dec. 10-13, 2018 Jan. 14-17 Jan. 21-24 Feb. 4-7 Feb. 11-14 This school takes place in Albuquerque, New Mexico. Topics include CEI heater

preventive maintenance, safety controls testing procedures, thermal fluid application and filtration, reading electrical schematics, damper control adjustment, combustion analysis, and more. Course manuals are provided in digital format.

Hotel, meals and transportation from hotel to training facility are included in the tuition.

Fee: $1,125 Clarence Richard Co. School Training takes place at the students’ availability.

The Online Asphalt Plant Operation Workshop takes place online. The course teaches people new to the industry as well as veterans with many years of experience.

The course includes downloadable templates, spreadsheets, calculators, etc., to help keep their plants running safely and efficiently. Participants receive a certificate of achievement as well as a twoway report card that provides their scores/ improvement as well as an opportunity to provide feedback on the program.

Fee: $995 (plus $195 for optional manual) Classroom Plant Workshop Feb. 19 – 20, 2019 This course takes place in DesMoines, Iowa.

The course includes manuals, meals and happy hours.

Fee: $995 Classroom Electro-Mechanical Feb. 21, 2019 This course takes place in DesMoines, Iowa.

The course includes manuals, meal and happy hour.

Fee: $595 To register, visit www.clarencerichard.com Controls Group USA Dates are to be confirmed.

This school takes place in Elgin, Illinois.

It teaches students to understand and appreciate the methodology and practical requirements of carrying out a dynamic modulus test on asphalt mixtures correctly.

Lunch, one night hotel accommodation and training manual are provided.

Attendees receive a company certificate of attendance.

One of the courses offered is Dynamic Modulus Testing on Asphalt Mixtures with instructor Phil Blankenship. A quick tip from class: “Establish the correct tuning parameters for your specific material to be tested.”

Fee: $1,200 To register, contact info@controls-usa.com.

Gencor Advanced Training School Jan. 14 – 18, 2019 Jan. 21 – 25, 2019 Feb. 18 – 22, 2019 Feb. 25 – Mar. 1, 2019 This school takes place in Orlando. “At Gencor, we believe that properly trained maintainers, operators and superintendents are best equipped to respond quickly, thereby minimizing downtime and returning the plant to production….Our training is built on the same course materials used to teach our own technicians creating the optimum learning experience for asphalt producers. Those who go through our training programs benefit from real experience with real equipment.” Attendees receive an electronic device with all training materials, and can access all training videos online.

Lunches, snacks and two dinners are provided.

One of the courses offered is Baghouse with a Gencor instructor. A quick tip from class: You can take steps to keep your baghouse running at peak efficiency. “Preheating is critical.

Thorough preheating only takes about 20 minutes, though it is frequently overlooked in the haste of starting the plant each day. Proper preheating can extend the life of bags as well as the sidewalls, tube sheet, hopper and ductwork.

Allowing moisture to develop in these areas even briefly can promote premature rusting, as well as costly blinding of the bags.”

Fee: $1,050 per person To register, visit Gencor on www.gencor.com/ training before Dec. 14, 2018.

Honeywell Asphalt Product Maintenance Seminar Jan. 15 – 17 Jan. 22 – 24 Jan. 29 – 31 This school takes place in Muncie, Indiana.

It teaches students to reduce downtime, improve equipment life, maximize combustion system efficiency, and increase knowledge and understanding of Hauck combustion and control equipment.

Breakfast, lunch and dinner are provided on days one and two; breakfast and lunch on day three; reception on Monday evening. Attendees receive a certificate of attendance.

One of the courses offered is BCS3000M Control Panel with instructor Patrick Horn.

During the class, Horn performs the actuator calibration procedure using a visual display of the actuator slidewire and voltmeter, which allows students to see the change in signal as the actuator is driven open.

Fee: $1,100 To register, contact Patrick.Horn@honeywell.com.

Infrared Repair Process Training Dates are scheduled individually.

This training from KM International takes place in North Branch, Michigan. The goal of the training is to provide customers the knowledge and expertise to be successful using KM International infrared equipment. KM International provides instructional and demonstration videos via its YouTube channel and company website.

Lunch is provided. Attendees also receive a KM International hat and t-shirt.

Attendees receive a certificate verifying completion of factory-recommended training.

One of the courses offered is Infrared Repair Process Training with instructors Cliff Cameron, KM president, and Bryan Burke, CEO. A quick tip from the class: “Follow the exact 12-step infrared repair process.”

Fee: none KPI-JCI and Astec Mobile Screens PRO Training Classes occur throughout the year.

Classes take place in Yankton, South Dakota; Eugene, Oregon; and Sterling, Illinois. Having powerful equipment is only part of what it takes to run a profitable aggregate operation. The people you trust to run the equipment, and the skills and training they possess, are equally important. The PRO Training service programs are designed to educate you and your team about the effective operation and maintenance of your equipment. Networking opportunities with the experts from KPI-JCI and Astec Mobile Screens, as well as tours of the manufacturing facilities, are available to PRO Training attendees. Free online PRO Training courses are available prior to attending the factory schools, which ensures attendees will be able to spend more hands-on time outside the classroom. Online courses can be found at kpijci.com.mrooms.net. Breakfast and lunch are served daily and a hosted dinner and event will be offered on one of the nights following the training.

Attendees receive a PRO Training certificate of completion.

Service Application School Dec. 4 – 6, 2018 One of the courses offered is the PRO Training Service Application School with instructors Terry Haas, Erik Schmidt and Louis DeMay. A quick tip from class: “Feed size and gradation can greatly affect production in KPI-JCI and Astec Mobile Screens machines.”

Fee: $399 regular rate ($299 early bird) To register, visit https://www.kpijci.com/ support/pro-training/. www.THeAsphaltpro.com // 53

NCAT On-site Training Workshops Week-long on-site training occurs as requested.

On-site training occurs at your location.

It provides technical background to help engineers improve pavement performance.

Participants typically earn 3.6 CEU or 36 PDH credits.

The course offered is an on-site training workshop with NCAT Engineers Don Watson and Mike Heitzman. A quick tip from class: “Asphalt mixtures are defined by measured weight proportion of materials, but the critical components of asphalt mixture are based on computed volumetric properties that rely on correctly measured material specific gravity values.”

Fee: varies To register, visit http://ncat.us/education/ training RMAEC Courses are offered throughout the year.

The courses take place in Centennial, Colorado. The Rocky Mountain Asphalt Education Center (RMAEC) was founded in 1996 as the Education and Certification Arm for the Colorado Asphalt Pavement Association (CAPA). In addition to facilitating the Laboratory for Certification of Asphalt Technicians (LabCAT) program, the RMAEC offers educational seminars for city and county agencies, contractors, and consultants.

Most seminars are held in the RMAEC classroom; however, there are opportunities to customize employee training days at your company location. The LabCAT program was developed to increase the proficiency of asphalt technicians, improve the reliability of QC/QA testing, increase the quality of asphalt paving materials purchased by owner-agencies, and respond to the FederalAid projects. The program is a partnership between the Colorado Department of Transportation (CDOT), CAPA and the Federal Highway Administration (FHWA). A joint board of directors consisting of CAPA, CDOT, FHWA and industry representatives provides direction to the program. The center has an extensive webinar program.

Tuition includes continental service in the morning, and most sessions include lunch. The center provides a continuing education letter for all attendees who request it.

One of the courses offered is Introduction to PC/OA Testing with instructor Cindy Rutkoski.

Fee: varies To register, visit http://co-asphalt.com/rmaec.

54 // October 2018

Roadtec’s Paving Professional Workshop Jan. 7 – 8 Jan. 9 – 10 Jan. 14 – 15 Jan. 16 – 17 This school takes place in Chattanooga.

A team of experienced professionals from industry leading companies provide thorough classroom and hands-on instruction to help each attendee learn as much as possible about the complete process of paving. The presentations are available for 10 days after the final class.

Two breakfasts, two lunches, one dinner and snack breaks are included.

One of the courses at the school is Surface Preparation/Tack and Asphalt Emulsion with instruction Brian Horner of E.D. Etnyre. A quick tip from the class: “Check calibration of the truck. Use mats for longitudinal rate test by weighting the mats or using the bucket test by weighting the buckets.”

Fee: $250 To register, visit https://www.roadtec.com/ training/paving-professionals-workshop.

Schwarze Training Academy Oct. 16 – 17, 2018 Nov. 13 – 16, 2018 Dec. 4 – 7, 2018 This school takes place in Huntsville, Alabama. Sweeper technicians will receive the advanced training in areas such as electrical system diagnosis, control system diagnosis, noise, vibration, harshness diagnosis and repair. Upon completion of the course, students receive a USB drive with training materials, reference materials, schematics and product manuals.

The program includes classroom sessions, maintenance and troubleshooting, hands-on instructions, product walk-around, factory tour, catered lunch and refreshments during the course. Technicians receive an official certificate from Schwarze Industries.

One of the courses offered is Mechanical Broom Sweepers Factory Training with instructor Costas Cordonis. A quick tip from the class: One way to enhance sweeper performance is to get the correct sweeper setting for the specific sweeping condition.

Fee: $150 To register, contact mhendricks@schwarze.com.

Top Quality Paving and Training Training takes place at the contractors’ availability.

Industry consultant John Ball teaches in the classroom and in the field at your facility and on your project site. The training teaches people new to the industry as well as veterans with many years of experience the basics of paving and compaction, as well as how to train the trainers among your workers.

Fee: determined by location To check availability, contact tqpaving@yahoo.com.

TransTech Density Clinic Dates are handled individually.

This school takes place in Latham, New York. It teaches students to properly use the company’s density gauges. The school includes online or electronic offerings such as YouTube training videos.

Depending on the length of training, lunch may be provided. Attendees receive a certificate from TransTech Systems.

One of the courses offered is PQI Density Training with instructor Ron Berube. A quick tip from class: “Most important, call our office if you have any questions while using the equipment.”

Fee: none To register, call TransTech Systems at (800) 724-6306.

Troxler Learning Center Dates are available throughout the year.

In-person, hands-on, non-nuclear and nuclear gauge training takes place at Research Triangle Park, North Carolina. The classes allow you to earn certifications and gain new skills/refresh old ones with knowledgeable instructors. Online courses provide unlimited flexibility to train when it suits your schedule.

The Nuclear Gauge Safety Training plus Hazmat online course is accepted for certification by most state agencies. Students receive the following certifications after completing the in-person classes and online courses: Hazmat certification/recertification; Nuclear gauge operator safety certification; and Radiation safety officer certification.

One of the courses offered is Nuclear Gauge Safety Training plus Hazmat with instructors Robyn Myers and Michael Dixon. A quick tip from class: “To prevent measurement errors, be sure to position the gauge’s handle properly in the notch and ensure that the gauge is in contact with the material being tested.”

Fees: in-person classes range from $89 to $395; online courses range from $29 to $295 To register, visit the Training menu on www. troxlerlabs.com.

Albuquerque, New Mexico USA

Training worth its weight in gold.

CEI Enterprises invites you to the 2019 Customer Training Seminars in Albuquerque, NM. Experience a small group setting with hands-on training from CEI instructors — right where we build the equipment you use every day.

It’s our Gold Anniversary! 2019 marks fifty years that CEI has provided equipment, parts and service to the asphalt industry. We hope you’ll join us for specialized training on this special year!

Topics will include:

Available hands-on training:

• CEI Heater Preventive Maintenance • Safety Controls Testing Procedures • Thermal Fluid Application & Filtration • Gas & Oil Burner Operation • Fireye Nexus 4000 Controls • Tour of CEI Manufacturing Facility

• CEI Heater Tuning • Electrical Troubleshooting • Fluid Flow Basics • Fuel Gun Maintenance • Combustion Analysis • SIHI Pump Rebuilding

There’s much, much more! Five sessions are scheduled:

• Dec. 10 – 13, 2018 • Jan. 14 – 17 • Jan. 21 – 24 • Feb. 4 – 7 • Feb. 11 – 14 For more information, and to register, visit ceienterprises.com and click on “Service.” Or, call 800.545.4034.

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

Keep on Rollin’

Trouble-shooting tips for roller operators to minimize downtime at the job FROM BOMAG AMERICAS

If you need to drive the roller along the road for any distance, the operator should flip up the scraper bar to prevent wear or to prevent the potential for it to be sucked into the drum. Both photos courtesy BOMAG Americas.

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Every piece of equipment in the paving train—the truck delivering the asphalt, the paver laying it and the rollers compacting the mat— must work at optimum efficiency to keep the train rolling, achieve spec densities, and finish the job on time and within budget. If just one machine in that train isn’t working properly, it can cause downtime or delays that potentially cost the contractor thousands of dollars a minute.

Today’s asphalt rollers are some of the most advanced and reliable ever built. Technology can map a jobsite, tell the operator if “soft spots” exist in the mat and alert key service personnel of upcoming maintenance requirements before they are due. Even with all this technology built into a roller, there still is potential for things to go wrong in the field.

Bert Erdmann, product manager—heavy compaction for BOMAG Americas Inc., talks about the importance of having backup plans and redundant components on rollers, so a problem in the field doesn’t affect compaction results. He mentioned working in an area where GPS-based systems don’t work, specifically. Having a back-up compaction measurement system in place can help determine progress, he explained.

56 // October 2018

When buying a roller, he recommends looking for redundancies of critical system components to reduce the chance of a downtime occurrence. “Some mainline rollers are built with a back-up water pump for the spray system, since water is critical in preventing asphalt material pick-up on drums or tires,” Erdmann said.

Thinking beyond designed machine redundancies, there are several practices the roller operator can implement into his or her daily routine to prevent or reduce downtime at the jobsite. One key practice begins before the roller even makes it to the jobsite.

PREPARE FOR SUCCESS It cannot be stressed enough that establishing and conducting daily routine maintenance checks at the start of the shift will go a long way in preventing roller downtime. From the engine oil to the water tanks, operators should ensure all the fluids are topped off.

“Water tanks, especially those in rollers with pressurized spray systems, should have enough capacity to operate a full shift if filled prior to starting, which reduces downtime to refill while paving,” Erdmann said. “The operator should test the water

GENCOR TRAINING SCHOOL 2019 2019 DATES Week 1: January 14 - 18 Week 2: January 21 - 25 Week 3: February 18 - 22 Week 4: February 25 - March 1 CLASS SIZE is limited so register now!

REGISTRATION

Improving overall plant production and efficiency are all common concerns for plant owners and operators. Having a well-trained technical crew is vital to maintaining plant performance and efficiency.

Gencor and its training staff represent the biggest concentration of knowledge and expertise in all the sciences and technologies involved in the production of asphalt plants. Customers who attend these seminars benefit by having the support and focused attention of the best spcialists in the asphalt industry.

To secure your seat, register no later than December 14, 2018.

DETAILS All details can be found at www.gencor.com/ training, or call us at 407-290-6000 ext. 342.

COME BE A PART OF THE EXPERIENCE.

Using Gencor’s state-of-the-art control simulators and actual equipment, our experts take you step-by-step through a comprehensive & intensive concentrated hands-on training program providing the latest techniques on optimizing production efficiency.

5201 N. Orange Blossom Trail

Orlando, Florida 32810

pumps to ensure they are working properly to reduce the chance of both going down in the field and stopping the train.”

Operators of pneumatic tire rollers should check the release agent tank level and make sure the water spray system is operating correctly, as these systems prevent material pick-up before the tires heat up. The ballast compartments should be inspected and filled with the correct type and amount of ballast material to meet specified tire pressure loading. Also, if equipped, the roller’s tire inflation system compressor should be checked for proper operation.

The articulation joint and pivot points on many older rollers will require daily greasing. Operators should ensure that the proper amount of grease is applied, so material build-up doesn’t occur at the joint, which can lead to excess wear and premature failure. “Alternatively, companies can purchase rollers that have no “grease daily” fittings like BOMAG tandem rollers, allowing crew members to reduce daily maintenance requirements and get to work faster,” Erdmann said.

FLIP IT UP

One common item to slip the operator’s mind when roading a roller, according to Erdmann, is leaving the scraper bars against the drum. This bar is an integral part of the spray system, evenly spreading water on the drum to prevent material pick-up. Not pivoting the bar away from the drum when roading longer distances can lead to premature wear, uneven water distribution, or, in the extreme, “the bar could be sucked back into the drum, which will require the scraper bar to be replaced,” he said.

Spray bar and nozzle clogging can occur during operation. This will lead to uneven water distribution across the drum and asphalt material pick-up. If the operator notices a clog in the water system, most of today’s bar designs include a quick-disconnect nozzle that can be removed and reconnected at the jobsite. End caps on the spray bar can be removed by the operator to flush larger pieces of debris that get stuck in the bar.

To reduce system obstructions, a best practice is to fill the tank with clean water. Be sure to regularly inspect the water tank and remove any debris. Also, make sure the screen at the fill cap is in place and in good condition to strain out any particles transferred by the water truck.

KEEP IT CLEAN

Today’s engines operate at much higher pressures and temperatures to meet environmental regulations. As part of roller design, manufacturers have worked with engine suppliers to ensure there is enough cooling capacity for reliable operation, even during extreme summer heat while compacting mats in excess of 250 degrees Fahrenheit.

Checking the air filter’s condition at the start of the day will go a long way to keeping the engine running within the designed temperature operating range. Also, if the operator notices the temperature gauge rising while compacting the mat, the radiator should be checked for debris to prevent overheating.

“Especially when working during the fall harvest on county highways or at dry and dusty jobsites, the operator should pay close attention to the temperature gauge,” Erdmann said. “Clean the radiator immediately to prevent overheating and damage to engine components.”

58 // October 2018

The roller operator should have on hand spare small parts such as spray nozzles and fuses.

GOT A SPARE?

Rolling in the elements. Advancing machine age. Higher levels of technology. More electronic components. Today’s roller relies and puts more pressure on the electrical system more than at any time in the past. While roller manufactures like BOMAG design the system for years of dependable operation, machine age and harsh operating conditions can take their toll.

This is why Erdmann recommends keeping spare fuses within the operator’s reach. “Having a few spare fuses on the roller can allow the operator to perform a quick-fix versus waiting for a service truck to make it to the jobsite,” he said. This simple practice could save thousands in lost-time productivity.

Companies should consider having spares of other small parts that could be conveniently stored on the roller and quickly replaced by the operator to avoid a downtime event. “I recommend having a handful of extra spray nozzles on board as well,” Erdmann said. “That way if a nozzle cannot be cleared or gets damaged, it’s a quick and easy replacement.”

EAGLE EYE

The operator spends the most time on a roller and probably knows it best. Therefore, he or she will know when the machine is working properly and when something isn’t quite right. As soon as the operator notices something not working right, he or she should notify the service department, so it can be addressed during off hours or before a small repair turns into a major downtime issue.

This practice is especially critical if the roller isn’t equipped with a telematics system that offers early detection of operating issues.

To aid the operator’s eye of the machine’s condition, roller manufacturers equip the dashboards with multiple gauges for critical components. These gauges provide a quick-glance of critical operating parameters such as engine temperature, oil pressure and charge control.

Fluid level indicators and gauges inform the operator when items like the fuel, water or DEF tanks need to be filled. “This allows the operator to signal someone, so the tank can be topped off at a convenient time to keep the paving train rolling,” Erdmann said.

Teach Your Crew What it Takes to Pave a Bonus-Worthy Mat

AsphaltPro magazine joined forces with hall-of-fame paving consultant John S. Ball III of Top Quality Paving & Training to bring you the newest online training resource for your crew: Asphalt Paving 101.

The course is available on any device, anytime, anywhere to train your entire crew. Your single subscription to the best curriculum of all time gives you access to train all of your employees, each time you bring in a new hire.

Asphalt Paving 101

In this course, your crew will learn: • How to stay safe on the job site • How to build a takeoff ramp • How to determine fluff factor • How to determine yield • How to prep for real paving in the real world • How to maintain equipment the right way • Job responsibilities for each paving crew member • and so much more…

Purchase your access to the course at: training.theasphaltpro.com

Keep Your Paver Running Smoothly

BY SUE LUSE, ROADTEC

P

It can be easy to lose sight of the importance of daily machine maintenance because you don’t see direct profits from it. However, as we all know, a downed machine translates to lost profits, loss of productivity and increased labor and parts expenses.

You can spend a little time each day maintaining equipment or you can spend a lot of time—and money—repairing equipment later. Kyle Neisen, product manager for pavers & MTVs at Roadtec Inc., Chattanooga, shared some ways to keep your pavers running smoothly. He explained that there are ways an operator can prevent and limit downtime. These can be done before heading to the site, while working or at the end of the day.

SAFETY FIRST

Neisen said, “First, safety is each person’s responsibility and each maintenance task is done not just to protect the machine, but also to protect the crew. Think about the safe way to do things—every time.”

Neisen continued, “Before starting work, do a complete walkaround of the machine. With the battery turned off, check all fluid levels and mechanical parts to ensure things are as expected.”

It is very important to turn off the battery each night. This is a safety measure to prevent potential fire. If there is an electrical storm, or downed wires, having the batteries disconnected prevents possible damage.

THROUGHOUT THE DAY

Neisen said, “The number one reason for downtime is trucking issues and that is out of the operator’s control. Beyond that, downtime can be caused by breaking an auger or a broken chain or even a pump going down.” For each of these situations, if routine maintenance and inspections are done, these issues can be caught before they happen in the field.

When a pump goes down, usually it had previously shown signs that replacement was near, but those signs weren’t noticed or weren’t recognized by a skilled eye. Neisen commented, “A pump that needs to be replaced could have been diagnosed before it broke. Preventative maintenance could have been performed, especially with the Guardian System. We allow the operator to see pump pressures and know if something’s out of line, so that issues with pumps can be addressed before they become problems.”

If a pump is showing high pressures, that could indicate an immediate failure. Neisen added, “In this case you would want to work with the foreman, supervisor or mechanic and let them know that the pump is showing signs of failure.”

Then, the decision can be made to either continue production and risk damage to the machine, or pull the machine for maintenance and risk loss of production for the day. Either way there is a risk and a loss but, if the proper maintenance was done prior to the workday, this situation could have been avoided.

60 // October 2018

TOP: Properly cleaning a machine is the number one thing an operator can do to extend wear life. BOTTOM: If the operator notices that a pump is giving high-pressure readings during the shift, that could indicate an immediate failure. Neisen said the operator would want to work with the foreman, supervisor or mechanic to let them know that the pump is showing signs of failure before it becomes a problem in the field. Both photos courtesy Roadtec Inc.

CLEANLINESS

At the end of the shift, wash down the machine. Approved solvent should be used to remove all material. Neisen said, “Properly cleaning a machine is the number one thing an operator can do to extend wear life. It also makes it easier to spot any potential issues early and prevent damage. Best of all, a clean machine feels better to operate every day!”

It’s important that your crew understands that cleanliness is important and valued. Allow plenty of time at the end of each day for clean up so your crew doesn’t feel rushed.

STAY IN CONTROL

Take care of maintenance issues in advance. If you wait until something goes wrong, you’ve lost control of your schedule, and are at the mercy of others to get back on track. When you’re in control, you can schedule maintenance during a slow time, which means you maximize productivity and profits during peak times.

FOCUS O N

S U C C E S S

2019 ASTEC CUSTOMER SCHOOLS

We succeed by helping you succeed. That’s why we strive to keep our

ASTEC CUSTOMER SCHOOLS on the leading edge. Our commitment to a leading-edge service experience has helped the ASTEC CUSTOMER SCHOOLS become the industry leading training experience.

The ASTEC CUSTOMER SCHOOLS cover more than any other asphalt industry training school.

Expect to enhance your grasp of key aspects of plant maintenance and operation through a unique combination of lectures and extensive hands-on classes. Instructors include Astec and Heatec Engineers and Service Technicians with decades of field experience. Breaks and evening events offer the opportunity to exchange information with fellow students, as well as with Astec service professionals and engineers.

During four full days of training, instructors and attendees cover topics including: • PLC Hardware • Calibration • Segregation and AC Content • Diagnostics and Troubleshooting • Trunnion Adjustment • Drum Flighting

And all plant components including: • Weighbridge • Drums • Heaters • Burners • Drag Conveyors and Silos • Baghouse and Airflows • Plant Controls • Blue Smoke

Your time at the Astec Customer Schools will also incorporate tours of the Astec and Heatec manufacturing facilities.

REGISTRATION OPENS Tuesday, October 2, 2018

The cost per attendee is just $1,250.00 and includes:

For all customers both domestic & international

• Presentations, literature, and instructional materials

REGISTRATION DATES

• Daily transportation to and from Astec and Heatec

Wk 1 Wk 2 Wk 3 Wk 4 Wk 5 Wk 6

Jan. 7 Jan. 14 Jan. 21 Jan. 28 Feb. 4 Feb. 11

– – – – – –

Jan. 10 Jan. 17 Jan. 24 Jan. 31 Feb. 7 Feb. 14

• Meals, snacks, and evening entertainment Discounted hotel rooms are available at the The Westin Chattanooga Ask for the Astec rate when booking at 866.912.1083 $115.00 + tax.

For your convenience, we have a dedicated registration line for the Astec Customer Schools:

423.827.1899 Space is limited. Seats are first come, first serve.

ASTEC, INC.

an Astec Industries Company 4 1 0 1 J E R O M E AV E N U E • C H AT TA N O O G A , T N 3 7 4 0 7 U S A • 4 2 3 . 8 6 7 . 4 2 1 0 • a s t e c i n c . c o m

ASTEC, INC.

an Astec Industries Company 4 1 0 1 J E R O M E AV E N U E • C H AT TA N O O G A , T N 3 7 4 0 7 U S A • 4 2 3 . 8 6 7 . 4 2 1 0 • a s t e c i n c . c o m

Easy Cold Mill Start-up Begins the Night Before

BY TOM CHASTAIN

P

Profitable, productive cold milling of aged asphalt in the field hinges in large part on a smooth machine start-up in the morning. But my field experience shows that smooth morning start-up in good measure begins with the kind of care the machine gets the evening before.

What takes place the next morning starts at the end of the previous day. Machine maintenance is without question the key to machine uptime and profitable operation.

Washing dust and debris from the machine, checking and changing the cutting tools, and greasing the machine according to manufacturer’s specification at the end of day are a few things the milling crew needs to do to ensure the next day will start off okay. If neglected, these items can cause machine failures, or lack of quality production.

PERFORM THE WALK-AROUND INSPECTION

The milling process is a machine-abusive application. Hydraulic or oil leaks can happen. Before starting off in the morning, the milling crew needs to do a walk-around inspection of the milling machine.

We need to check for any damage to the machine, and assess whether it is safe to operate the machine, or does it need to be repaired immediately? Even if you changed your milling teeth the day before, you’ll need to check them again for damage, or see whether you just missed one.

When machines are transported from job to job on the lowboy trailer, sometimes we set the machine too low on the trailer deck, and cause damage to the milling teeth. It doesn’t make for a good start right out of the gate when you realize you have broken teeth.

It’s also key to make sure you have topped off all of your fluids.

The obvious ones are fuel and water.

Water is extremely important for cooling and lubricating the cutting tools or teeth. It’s also essential for dust suppression around the machine for operator, ground crew and even work zone motorist safety.

Fuel is so important that it need not be mentioned. But today— with Tier IV Final-emission engines—we also need to make sure we have adblue/def fluid for the machines that need it. I feel the best rule of thumb is that whenever you top off the fuel tank, top off the adblue/def tank with a good adblue fluid.

UNDERSTAND TODAY’S JOB

The milling crew needs to have an understanding of what the job entails. Are we cutting full-width, or are we edge milling? The more information the crew can have on the job, the easier the job can be. Communication is one of the biggest factors for failure that we have.

Also, communication with everyone on the job site is extremely important from a safety standpoint. Everyone is responsible

62 // October 2018

As part of start-up procedure, make sure the entire crew knows the plan for the day’s work. Both photos courtesy Wirtgen America.

The foreman must balance the number of trucks with a consistent milling speed and volume for optimum efficiency. for making sure everyone is safety-conscious. Because trucking is so very important to the milling process—just as it is for paving— truck drivers need to be informed on how the milling crew plans to execute the work.

CREW CONTINUITY While cross training is essential to having a skilled staff, it’s a good idea to keep a crew and cold mill together throughout the season. The owner should keep his crew with a machine as long as he or she can.

When crews stay on a machine month after month, year after year, they understand it, they know what to do on the machine to keep it up and running, and they have memory and records of any issues or problems with the machine. Changing out crews all the time is not good for a milling operation. The best crews are those that have been with the machine for the life of the machine.

The same applies to union shops; it’s not a good idea to send the crew back to the union hall at the end of year, and get a new operator and crew the next year that has to be trained all over again on that machine.

MILLING SPEED TIPS

Milling creates a chain reaction that goes all the way down the paving project. The rate at which we mill has been the Achilles Heel of the milling process. With milling, we can be so production-oriented that we feel the need to mill quickly.

The problem with milling fast is what is left behind us. Poor milling patterns and varying depths can create very big issues for the future paving crew as it tries to achieve quality. Regulating our feet per minute, along with making sure our cutter drum is well-maintained, will ensure the milling crew leaves a quality substrate. This makes it easier for the paving crew to do its job and achieve optimum smoothness and compaction.

Consistency of speed also is important. The more consistent a machine’s speed, the better off the operator will be. It doesn’t make sense to run at full speed, slow down and stop, change trucks, and

On-Site. . .All Year @ your place On-Line. . .Any Time @ your place Des Moines, 3-Day Plant/ElectroMechanical Hands-On Workshop 2/19-21/19

64 // October 2018

run at full speed again. That changes the milling pattern significantly; you are better off running at a slower, more consistent speed, as it will result in a lot more precise pattern or texture of cut, and that will benefit the paving operation while reducing operating costs.

MANAGE TRUCKS

Beyond the cold mill itself, effective truck management—when balanced with milling speed—will boost productivity of a milling operation. Today’s machines have high productivity, and if you don’t have the right number of trucks for the machine to feed and keep it running steadily, you will be inefficient.

The milling operation should actually mill and load trucks at least 40 to 45 minutes out of the hour. If you are not doing that, you are not efficient. Therefore the operator needs to balance the trucks, pace himself a bit, and keep the machine running steadily. That’s instead of running the machine wide open, then waiting 15 to 30 minutes for trucks to return.

It makes no difference if the trucks are owned by the milling company, or provided by the prime contractor. Instead it’s a communications issue. The operator needs to meet and communicate with the prime contractor, giving him an idea of how productive his cold mill is, and based on that, weigh out the number of trucks that will be needed.

Tom Chastain is an applications specialist at Wirtgen America, Antioch, Tennessee.

1ST INTERNATIONAL CONFERENCE ON

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www.THeAsphaltpro.com // 65

product gallery

Check Out New Paving and Maintenance Equipment As the construction season winds down in some northern parts of the country, pavement maintenance season heats up in other parts. No matter how much work you have on the books for the remainder of the season, you’re probably looking at the deals original equipment manufacturers (OEMs) are rolling out to finish 2018 and help you prep for 2019. Here are some of the latest and greatest offerings specific to paving, compaction, and the pavement maintenance and preservation marketplace.

A

Arrow

Fork shields from Arrow Material Handling Products, Lenexa, Kansas, are designed to protect the most vulnerable part of the forklift fork from nicks, gouging, accidental damage and resulting stress cracks. By using these mountable protection devices, forklift forks last longer and protect against early replacement. Fork shields are available in three different sizes depending on the width and thickness of the fork in use. Fork shields are sold only in pairs and are to be mounted directly onto the forks.

For more information, contact sales at (913) 227-0523.

ASI

GSB-88® Sealer/Binder from Asphalt Systems Inc.® (ASI), Salt Lake City, Utah, is a gilsonite-based emulsified asphalt sealcoating product that has demonstrated in studies to add years of life to asphalt pavement and provide up to 400 percent ROI. Introduced in 1988, GSB-88 is designed to mitigate the impacts of surface oxidation and moisture damage on asphalt pavements, halting deterioration, sealing the surface to help repel water, and working to prevent or cure surface raveling. GSB-88 comprises a mixture of gilsonite (a naturally occurring resinous asphalt ore that does not have to undergo oil refining), plasticizers and oils that penetrate and reintroduce essential binders into the pavement matrix.

For more information, call 801-972-2757.

Bergkamp

Introduced in 2017, the M310E truck-mounted slurry seal and micro surfacing paver from Bergkamp Inc., Salina, Kansas, features direct-drive hydraulics that are controlled by the company’s advanced EMCAD (Electronic Mix Control And Diagnostic) System.

The M310E features the same proven design, efficiency and productivity as Bergkamp’s M310 paver, but eliminates the need for a side engine. Along with the Tier 4 truck engine technology, customers reduce their emissions reporting and equipment maintenance needs, and have complete control over mix design. The M310E finishes jobs faster by paving at an optimized rate and consistently delivering materials to specifications. The EMCAD System simplifies calibration, and troubleshoots in real time—monitoring pav-

68 // October 2018

The Bergkamp EMCAD system is included on the M310E paver. er functions and providing a warning before a breakdown. EMCAD has logged more than 40,000 hours in the field, with dozens of EMCAD Systems on Bergkamp’s M1E, M310 and M310E pavers.

For more information, contact Tyler Kee at 785-825-1375.

Chemtek

Chemtek Inc., Morrisville, North Carolina, has released its new silica dust suppressant NeSilex™ to reduce worker exposure to respirable crystalline silica dust. NeSilex is recommended for any dust-producing construction activity including milling, sweeping, crushing, mining, sawing, jackhammering, earthmoving and grading.

NeSilex contains specially formulated surfactants, wetting and agglomerating agents causing dust particulates to saturate and attract to each other. This process allows for dust suppression, reducing silica dust inhalation by workers and the surrounding public.

Initial testing has shown up to 100 percent reduction in respirable silica dust in certain construction activities. Using NeSilex will ensure that contractors meet OSHA Standard 29 CFR 1926.1153 Table 1 guidelines for exemption of employee exposure assessment for certain construction activities, according to the manufacturer.

For more information, contact David Elam at (919) 631-4331 or david.elam@chemtek.us.

Green Way

Green Way Products LLC (GWP), Mahwah, New Jersey, has developed an alternative to using diesel fuel for cleaning equipment and tools. Bitu-Ox 400™ was designed by a chemist who had worked in

Neal

Neal Manufacturing, a division of Blastcrete Equipment LLC, Anniston, Alabama, offers its Asphalt Road Preservation Package for optimal efficiency and high-quality results on both detail and high-volume sealcoating applications. The package includes the drivable DA 350 dual applicator for quick prep work and sealcoating around curbs and gutters, and the high-volume road maintenance vehicle.

The DA 350 is a three-wheeled, self-propelled sealcoating machine that features a built-in, high-powered blower and AutoTrim, an automatic cutting-in attachment. The high-volume road maintenance vehicle features Neal Manufacturing’s Generation IV pump that delivers infinitely variable outputs from 0 to 150 gpm, even with larger aggregate mixes.

For more information, contact eric@nealequipment.com.

NAPA Bitu-Ox 400™ biodegradable cleaning agent the oil fields for over 40 years, working with a variety of chemicals to help remove oil sludge in the fields. When he came to GWP, he developed a product for use at asphalt plants, paving companies, roofing companies and more. Bitu-Ox is designed to immediately break down any tar-covered surface and turn it into a liquid form for easy clean-up. Bitu-Ox was formulated to work in extreme heat and cold, with a flash point of 400 degrees F. For more information, contact GWP (888) 442-6191.

To help ensure new porous asphalt roadways provide reliable performance under traffic, the National Asphalt Pavement Association (NAPA), Lanham, Maryland, has published Structural Design Guidelines for Porous Asphalt Pavements.

“Often the design of porous asphalt pavements is focused on how well the pavement

Hitek

Hitek Equipment Inc., Kenosha, Wisconsin, offers the new Malavasi Pavijet MG7 that turns your skid steer or loader into a mini paver. The internationally patented Pavijet is the only paver you can fill with gravel, sand, stones, hot asphalt, cold asphalt or concrete, according to the manufacturer. It is designed to handle worksites such as cycle tracks, sidewalks, parking lots, driveways, paths, utility trenches, road patching and more. The MG7 travels forward, placing material as any finisher would, and can bypass obstacles thanks to the retractable screed. The worker operates the screed, auger and hopper wings via hydraulic controls.

For more information, contact Tom at (262) 842-1700.

Mauldin

Mauldin Paving Products has introduced a new paver to its line of commercial pavers. The 1350-C has a standard working width of 4 to 8 feet. It’s designed for a multitude of applications ranging from road shoulder, to utility trenches, to small paths. The screed on the 1350-C weighs in at 2,000 pounds. The screed comes standard with thermostatically controlled electric heat, and sonic sensors to control the flow of material. The 6-ton hopper has independently controlled wings that can be completely opened up to allow for 180 degrees of material loading.

For more information, visit www.4amauldin.com.

www.THeAsphaltpro.com // 69

product gallery will handle water, not traffic,” said NAPA Vice President for Engineering, Research, & Technology Audrey Copeland, Ph.D., P.E. “For most parking lots and light-duty surfaces this may be a reasonable approach, but as public agencies look to use full-depth porous asphalt pavements on roadways a traditional structural design methodology is needed.”

Written by Charles W. Schwartz, Ph.D., and Kevin D. Hall, Ph.D., P.E., with the support of the NAPA–SAPA Pavement Economics Committee’s Pavement Design Task Group, Structural Design Guidelines for Porous Asphalt Pavements discusses the structural design procedure for porous asphalt and the required inputs using the AASHTO 93 design method.

Get the PDF download through the NAPA online store, http:// store.asphaltpavement.org.

PHCO

Lo-Density® Drywell Tank Heaters from Process Heating Co., Seattle, offer an efficient option for asphalt/emulsion distributor truck tanks. With the Lo-Density heating system, the operator plugs the heater in at the end of the shift so it can maintain the material at the correct temperature overnight or over a weekend. The result is that the truck is ready to begin work immediately at the beginning of the shift, without waiting on burners to heat the material. With no open flame, these heaters eliminate safety concerns with lighting and operation of burners. The low-watt density heaters safely dissipate controlled heat on the sheath, providing even heat distribution throughout the reservoir to prevent coking or damage of temperature-sensitive emulsion material. Because PHCo’s unique drywell-style elements reside inside the heater’s sheath, they are easily accessible from outside of the tank, eliminating the need to drain it for service. The tank heaters can be installed as new, retrofit or a drop-in heater option.

For more information, contact Rick Jay at 206-682-3414.

PSS

PSS, Cleveland, has launched its newest product, the RoadQuake® RAPTOR™ rumble strip handling machine. It is designed to transport, deploy, realign and retrieve RoadQuake 2F Temporary Portable Rumble Strips (TPRS) in work zones, to improve operational efficiency and increase worker safety. The machine mounts to the front of a vehicle for ease of operation and has a capacity of 12 RoadQuake TPRS. The product provides positive portable protection when deploying and retrieving RoadQuake TPRS, and is designed for short-duration, short-term and mobile operations. Check it out under the Here’s How it Works tab at www.TheAsphaltPro.com.

For more information, contact Dave McKee at (216) 403-0898 or David.McKee@PSS-Innovations.com

Sandvik

The patented premium TriSpec® road-milling tool from Sandvik Mining and Rock Technology, Bristol, Virginia, resists wear under severe wash conditions. Extreme wear life is accomplished by the TriSpec’s unique design, which features a cemented-carbide ring placed slightly below the carbide tip, in the critical wear zone of the steel body, to prevent body wear and maximize carbide tip use. The tool deflects material from the block, which helps to extend block life. These features are designed to provide contractors with these benefits: • Increase Productivity – Less machine downtime for tool changeouts • Reduce Maintenance Costs – TriSpec minimizes wear on the tool and tool holder • Increase Block Life – TriSpec protects the block, for added life • Reduce Labor Cost – Change tools half as often • Increase Profit – TriSpec costs less over its lifespan For more information, contact Aaron Scarfia at (800) 868-6657.

Thunder Creek

Lo-Density® Drywell Tank Heaters 70 // October 2018

Thunder Creek Equipment, Pella, Iowa, launched its multi-tank trailers (MTT) as the first fuel and service trailers designed to legally transport bulk diesel on the road without requiring drivers to maintain a CDL or HAZMAT endorsement (Title 49 (CFR49)—local regulations may apply). This is made possible by isolating diesel in four, six or eight separate 115-gallon, DOT-compliant, non-bulk tanks. Tanks are joined by a manifold to a common pump, creating complete isolation during transport and controlled dispensing of fuel at the jobsite.

The trailers are available in 460-, 690- and 920-gallon capacities. Each MTT Trailer is available with an optional rear utility box.

These utility boxes can be customized to each individual customer with the inclusion of toolboxes, a workbench with vise and Thunder Creek’s 3-in-1 welder/generator/air compressor. Additional options/customizations include Thunder Creek’s WorkSight light tower, Field Max tires, 35-pound grease kit, aluminum wheels, solar battery charger, an electric/hydraulic jack and a stainless steel trim/ fender upgrade.

For more information, contact sales at (866) 535-7667.

ASTEC Parts. We’re Here. Always.

Combine the world’s largest inventory of in stock parts for asphalt plants, the ability to build and machine custom parts and a fully staffed department of salesmen, technicians and engineers and you have ASTEC parts.

• Over 100,000 parts in stock • OEM for ASTEC, DILLMAN, Barber-Green, EssTee & McCarter • In-house parts techs and engineers available 24/7 • Over 600 combined years of experience ready to help you

800.251.6042 • www.astecparts.com

Here’s how it works

Step 2

TEMPERATURE CONTROLLER

VALVE

The eductor siphons up to four times the pumped volume through the heating coils and back out in a powerful, agitating plume.

HOT OIL HEATER

VFD

PUMP BOX

Step 1 The ConVectorʼs gear pump draws liquid AC from inside, near the bottom of the tank, and pumps it through the eductor.

Maxam’s ConVector™ M

Maxam’s patented ConVector™ liquid asphalt heater/agitator takes advantage of the physical properties of an eductor to both improve heating efficiency and create non mechanical agitation of liquid asphalt in storage tanks. A large eductor is encased in a very compact package of heating coils which is mounted from outside the tank through a flanged opening in the side of the tank. Connected to the coil package, but mounted outside the tank, is a high efficiency gear pump which draws liquid asphalt from inside, near the bottom of the tank, and pumps it through the eductor. The eductor (also known as a siphon jet pump) creates a powerful vacuum as the asphalt is pumped through it, siphon-

72 // October 2018

ing up to four times the pumped volume through the coils and out the eductor in a powerful agitating plume. As a result of the eductor effect, the 300 gallon per hour pump actually transports 1500 gallons per hour, 80 percent of which is siphoned through the heating coils, vastly improving heat transfer compared to conventional static systems.

In addition to providing more uniform heating and blending of the tank contents, the ConVector has the advantage of being easily removed from the tank if cleaning is ever needed, eliminating the dangerous and costly task of cleaning conventional tank coils. The ease of installation of the ConVector makes a compelling case for replacing rather that cleaning conventional

tank coils, often at a substantial reduction in cost.

The ConVector is available for either new tank or retro-fit applications.

For more information, visit www.maxam equipment.com.

– BY MAXAM EQUIPMENT

SHOW US HOW IT WORKS

If you’re an original equipment manufacturer with a complex product, let us help you explain its inner workings to asphalt professionals. There’s no charge for this news department, but our editorial staff reserves the right to decide what equipment fits the parameters of a HHIW feature. Contact our editor at sandy@ theasphaltpro.com.

Rubberized asphalt for better roads.

CEI for better rubberized asphalt.

Trust the most established name in asphalt rubber blending equipment — CEI Enterprises. A market leader since the 1990s, CEI pioneered high-precision, technologically advanced systems that are durable, easy-to-use, field-proven, and have the best service support in the industry.

Did we mention the high continuous production rates? CEI’s triple-compartment reaction tanks allow for agitation, reaction, and usage operations to occur simultaneously, while being controlled independently. This 3-stage process offers production rates of 25 to 34 tons per hour of binder that is ready for use.

Like all CEI equipment, our asphalt-rubber blending systems are proudly American-made in Albuquerque, NM, and backed by worldwide parts and service support.

Made in U.S.A.

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

WHEN YOU COME TO A FORK IN THE ROAD,

PAVE IT.

You face choices every day. And when you’re ready to grow your asphalt business, the right choice is simple. ADM offers four series of portable and stationary asphalt plants ranging from 60-425 tph. No matter the scope of the project or size of your operation, ADM can customize a plant to fit your needs.

Get started paving your road to success with ADM. START A CUSTOM PLANT DESIGN TODAY. 2 6 0 - 6 3 7- 5 7 2 9 admasphaltplants.com

Asphalt Drum Mixers

new tech

Predict Maintenance Needs Now F

From intelligent compaction to automation, our equipment continues to get smarter. Some of our machines can even take charge of their own maintenance. Original equipment manufacturers (OEMs) have invested in such predictive maintenance systems that use data to diagnose a machine’s maintenance and repair needs proactively, service the equipment remotely, or notify a service technician.

Predictive maintenance can reduce equipment downtime and repair costs, improve operator safety and increase resale value of equipment. It also makes the job easier for operators and mechanics and can make new employee training less cumbersome.

CATERPILLAR CONDITION MONITORING

Predictive maintenance from Caterpillar, Peoria, Ill., takes shape in the form of condition monitoring programs developed and performed by Cat dealers. This includes Scheduled Oil Sampling fluid analysis, machine inspections, site conditions, repair history and electronic data.

“All of these condition monitoring elements provide Caterpillar dealers and customers with valuable information to manage their equipment,” said Dave Matranga, Parts and Services Market Professional. When issues arise, Cat’s condition monitoring center is made aware, and the customer is notified.

“A repair after failure rebuild of major components can cost 2.5 times more than following a repair before failure approach and 90 percent of failures are preventable,” Matranga said. “The approach

by Caterpillar has always been ensuring customers achieve the lowest owning and operating costs possible over the life of the machine.”

Predictive maintenance can also give customers more options to solve issues before they arise.

“Once a component has failed, there are few options for repair,” Matranga said. “When we can catch a problem early, Caterpillar dealers can present the customer with multiple repair options to meet the customer’s need for their equipment.”

The goal to improve predictive maintenance in the future is to increase the speed at which that information is shared. “The faster the information is sent, the faster a resolution can be developed and delivered, which enables customers to make more informed decisions on maintaining their equipment.”

VOLVO: CARE TRACK TO ACTIVECARE DIRECT

The first predictive maintenance program from Volvo Construction Equipment, Gothenburg, Sweden, was launched in 2008. Named Care Track, the program gave customers the option to monitor their own machines. Then, two years ago, Volvo launched ActiveCare Direct.

With ActiveCare Direct, Volvo’s uptime center in Shippensburg, Pennsylvania, monitors enrolled machines 24/7. “Our customers often don’t have the time or resources to manage this data,” said Volvo’s Dave Adams. “Plus there is a lot of noise in traditional telematics.

Sometimes, you need someone with technical capabilities to best analyze all that data and take action.”

76 // October 2018

Now, Volvo sends the information directly to the customer and the dealer, including what they see and what could happen in the future.

The dealer is also provided all the diagnostic details to determine the best repair method and appropriate technician to avoid multiple trips.

Volvo’s case coordinators from their uptime center also reach out to dealers to ensure the issue has been resolved.

“What really resonates with our customers is when we show them past repair costs and show them what we could have prevented,” Adams said. According to a case study Volvo completed with a customer owning more than 500 machines, using ActiveCare Direct saved them around $700,000 annually.

Although ActiveCare Direct doesn’t replace Care Track, nearly one third of Care Track users have migrated to ActiveCare Direct. Of those, Volvo has experienced a 100 percent retention rate. Today there are more than 4,000 machines enrolled in ActiveCare Direct.

“In the first quarter of this year, we grew by 2,000 machines,” Adams said. “The word has gotten out there and it’s dramatically taking off.”

Volvo is also using the data it’s collecting to strengthen its predictive power. Each time a case is resolved, the system is able to learn and improve. In partnership with oil analysis and future updates to machine electrical hardware, Volvo will be able to be more predictive in the areas of component life expectancy.

ROADTEC’S GUARDIAN GUARDS THE BOTTOM LINE

Roadtec, Chattanooga, has also invested in predictive maintenance with the launch of its Guardian system in 2010. Since then, Guardian has expanded from Roadtec’s milling machine lineup to pavers in 2012 and Shuttle Buggy MTVs in 2016.

“Guardian is a bit more involved than most telematics systems out there,” said Roadtec’s Director of Marketing Eric Baker. Guardian implements an onboard Windows computer, which ties into the machine’s entire electrical system and engine. “That allows us not only to get engine hours, but also controls positions.”

Having that information means Roadtec knows if the customer is paving, when the conveyors are on, and when the augers are turning, for example. “Rather than assuming some sort of utilization rate based on total engine hours, we can truly track real productive hours,” Baker said.

The next improvement Roadtec has planned is to track equipment use by tonnage. For example, their milling machines already have production reporting capabilities, so Roadtec can track milling width, speed and depth to calculate tonnage.

“Tonnage production is what you ultimately want to track, because that’s the real work of the machine,” Baker said. Roadtec launched that feature on its cold planers four years ago and is developing this use for its pavers now.

Today, 80 percent of Roadtec’s machines in the field that have Guardian capabilities have an active Guardian subscription.

“The biggest challenge in the industry has been educating the marketplace on what’s available,” Baker said. “They need to know what data is available, how best to use it, and how a customer can leverage that data to make their business better.”

– BY SARAH REDOHL

ALL ASPHALT PLANT COMPONENTS 100% BUILT IN USA SPECIALIZING IN

disassembly, relocation, fabricate complete asphalt plants, and startup of asphalt plants

210-240-8395

patrick@Ahernindustries.com P.O. Box 690513 • San Antonio, Texas 78269

www.ahernindustries.com

40 years of experience in the asphalt plant industry!

Asphalt Sales Director Central Region

Hunt Refining Company is seeking a self-motivated candidate for the position of Asphalt Sales Director, Central Region. This position is responsible for managing retail liquid asphalt binder, emulsion and other road maintenance product sales in the defined region and for identifying, developing and implementing new asphalt paving business opportunities in the defined region. This position will manage the salesforce assigned to the defined region. The successful candidate must be willing to travel, have excellent interpersonal skills and open to relocation.

Asphalt Territory Manager Hunt Refining Company is seeking a self-motivated candidate for the position of Asphalt Territory Manager. This position Markets liquid asphalt binder and other road maintenance products while managing customer accounts within an assigned region. The successful candidate must be willing to travel, have excellent interpersonal skills and be open to relocation. Ideal candidate will have a BS degree and 3 + years related experience; or equivalent combination of education and experience. Prefer someone with a good understanding of asphalt types, grades and their applications. Must be computer literate and accomplished in Microsoft Word and Excel. Must be an effective communicator in both oral and written correspondence. Must have the ability to present information in a group setting. Must have a valid driver license and be willing to travel for customer calls, conferences, etc.

Hunt Refining Company has built a reputation for excellence. In addition to a competitive starting salary and a company culture that is welcoming and supportive, the company also offers a world-class benefits package that includes generous paid time off and an outstanding 401k plan.

To apply, visit our website at www.huntrefining.com Select Careers, then Current Openings.

EEO/AA Employer M/F/V/H

78 // October 2018

THE RELIABLE WORLD OF ASPHALT PLANT PRODUCTS

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Used & Refurbished Asphalt Plant Equipment Reliable Asphalt Products is the industry’s leader in the supply of quality used and refurbished asphalt plant equipment. If you’re currently considering a plant upgrade, used and refurbished equipment is an excellent option over the purchase of more expensive new equipment.

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New, Used and Refurbished Asphalt Plant Equipment 521 Old 7 Mile Pike • Shelbyville, KY 40065 • Office Toll Free (866) 647.1782 • Fax (502) 647-1786

advertiser index Ahern Industries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78 Almix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Applied Test Systems . . . . . . . . . . . . . . . . . . . . . . . . . . 18 Asphalt Drum Mixers . . . . . . . . . . . . . . . . . . . . . . . . . . 74 Astec, Inc . . . . . . . . . . . . . . . . . . . . . . . . . . 17, 48, 61, 71 B & S Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66 CEI Enterprises . . . . . . . . . . . . . . . . . . . . . . . . . . . 55, 73 Clarence Richard . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64 ClearSpan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 CWMF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 Dillman Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 Eagle Crusher . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 E.D. Etnyre . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 Fast-Measure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81 Gencor Industries . . . . . . . . . . . . . . . . . . . . . . . . . . 4, 57 Heatec, Inc . . . . . . . . . . . . . . . . . . . . Inside Front Cover, 45 Hunt Refining Co . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78

Kelly Steel & Engineering . . . . . . . . . . . . . . . . . . . . . . . 81 KPI-JCI-AMS . . . . . . . . . . . . . . . . . . . . . Inside Back Cover Libra . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Maxam Industries . . . . . . . . . . . . . . . . . . . . . . . 27, 29, 31 Meeker . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 NAPA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55 Process Heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40 Pugmill Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 Reliable Asphalt Products . . . . . . . Back Cover, 23, 35, 43, 69 Roadtec . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3, 19 Stansteel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33, 79 Systems Equipment . . . . . . . . . . . . . . . . . . . . . . . . .47, 77 Tarmac International, Inc . . . . . . . . . . . . . . . . . . . . . . . . 36 Top Quality Paving . . . . . . . . . . . . . . . . . . . . . . . . . . . 63 Willow Designs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .64 Wirtgen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

AsphaltPro’s advertiser index 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.

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off the mat

Avoid Injustice, Workplace Violence Y

You can ensure employee confidence in leadership’s commitment to fairness in the workplace.

Ask yourself if your employees are secure in their expectation of impartiality in the resolution of disputes. Can they anticipate equity in the distribution of rewards and resources? Would they say that their supervisors treat everyone with the same level of respect and dignity, no matter what their position in the organization?

When you can answer “yes” to these things, you will have successfully diminished one of the three major contributors to violent incidents in the workplace: the perception of injustice.

THREE KINDS OF INJUSTICE

Organizational psychologists have identified three types of organizational injustice. Distributive injustice involves the distribution of rewards to employees. Procedural injustice is perceived as unfairness in the processes that resolve disputes. But the most significant contributor to workplace aggression is interactional injustice.

This is perceived as inequity in the level of respect, dignity and courtesy demonstrated by those involved in carrying out procedures and policies.

Feeling respected and being treated with dignity during interpersonal interactions with managers and supervisors are more important factors in the average worker’s perception of justice than the distribution of rewards and execution of workplace policies.

THE POWER OF TRUST

A study of medical malpractice lawsuits, which are at their core driven by the perception of injustice, provides a bit of insight. In 1997 Dr. Wendy Levinson recorded and analyzed hundreds of hours of conversations between doctors and their patients. In the study, half of the doctors had never been sued, and half had been sued at least twice, although there was virtually no difference

82 // October 2018

in the number of mistakes documented in the two groups. Here’s what she found: The doctors who had not been sued: • had spent an average of three minutes longer with each patient; • were more likely to be active listeners, saying things like, “I’d like to know more about that,” or “Tell me how you’re feeling about this”; • were much more likely to initiate humor and laugh during the patient visit; and • made a regular practice of using orienting comments, such as “Let’s do the examination and we’ll talk about what we find” or “Be thinking about any questions you might have before we wrap up”.

What we learn from this study is that the perception of injustice that drives medical malpractice litigation is not predicated on the number of mistakes a doctor makes, but on whether or not the doctor had engaged in trust-building behaviors during interaction with the patient. In a nutshell: Is the doctor likeable? Has he/she earned the trust of the patient?

It’s easy to transfer this insight into the workplace. When supervisors are skilled at trust-building interaction with their workers, the perception of injustice that often precedes workplace aggression is held at bay.

HOW TO BUILD TRUST

Give information. Make business decisions in the open. Over-communicate the thought processes you went through to arrive at your decision. Withholding information will earn the distrust of employees.

Trust your employees. Trust is earned when trust is given. Tell them, “I trust you can do this, or I wouldn’t have asked you to try.” In nearly every case there is a subtle psychological pressure to reciprocate trust when we receive it from others.

Follow through. Do what you say you are going to do, especially on small things that happen every day. If you tell someone you are going to call them or email them before the end of the day, do it. On a daily basis, those myriad small things that you keep

your word on are cumulative, and add up to trust on larger issues.

Own your errors. Everyone makes mistakes. And everyone knows that. It seems counter-intuitive, but those who admit when they’ve made a mistake will earn the trust of others, while those who deny it come to be distrusted.

Be promptly straightforward. Never let employees hear from others the bad news they should have heard from you. Be as frank as possible while maintaining appropriate empathy.

Give proper credit. Properly attribute the positive role that people have played in team accomplishments. Humbly downplay your own role.

Act on advice you solicit whenever possible and prudent. But never ask someone for advice unless you genuinely think that person may have an insightful contribution. Asking someone for advice just to make them feel important is disingenuous and mildly manipulative. If you ask for advice and then don’t follow it, make sure you explain exactly why you can’t.

Be trustworthy. If someone shares confidential information with you, keep their confidence. If it sounds like something you might have an obligation to report, make sure you say it up front before they divulge the information.

These things all require a small, daily investment, but they add up over time to a workplace much more likely to solve problems with dialogue rather than aggression or violence.

– BY GARY SHEELY

Gary Sheely is a tactical confrontation specialist focusing on workplace Violence issues.

He’s published three books, including his latest one, “Safe at Work: How Smart Supervisors Reduce the Risk of Workplace violence.” He conducts training workshops and has been a keynote speaker all across the United States.

RAP IS WORTH WHAT IT REPLACES.

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Astec Industries Companies

700 WEST 21ST STREET • YANKTON, SD 57078 USA • 800.542.9311 • FAX 605.665.8858 • kpijci.com

THE RELIABLE WORLD OF ASPHALT PLANT PRODUCTS

www.ReliableAsphalt.com

DID YOU KNOW?

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New, Used and Refurbished Asphalt Plant Equipment 521 Old 7 Mile Pike • Shelbyville, KY 40065 • Office Toll Free (866) 647.1782 • Fax (502) 647-1786