The Innovation Issue
asphaltPRO Production – Professionals – Products
Ultra Hot Bridge Mix
• Stop Pavement from Eating Cars • How to Perform Micro Surfacing • Compact the Notch Wedge Joint
February 2019 www.TheAsphaltPro.com
UNMATCHED DESIGN
Heatec has been designing and building tank farms for over 40 years and each project has been unique in some way. That’s because each customer is unique. You have your own business model that may be slightly different or dramatically different from the other guys’. That’s why at Heatec we take a comprehensive approach to designing your tank farm. That means we look at the materials you will be using, all the equipment that needs heat, the piping, and even future plans for expansion. Then we design a system that works for you. And we make it efficient and simple to operate. Heatec is unmatched when it comes to designing heating and storage systems for your asphalt plant. To find out more about our approach, visit us at www. heatec.com or give us a call at 423-821-5200.
H E AT E C , I N C .
an Astec Industries Company
5200 WILSON RD • CHATTANOOGA, TN 37410 USA 800.235.5200 • FAX 423.821.7673 • heatec.com
SM
Dedicated to Success.
© 2017 ROADTEC, INC. ALL RIGHTS RESERVED
®
CONTENTS
asphaltPRO February 2019
departments
40
Editor’s Letter 6 – Innovate Your Training
Safety Spotlight 8 – Safety Culture Wins Bids By Sarah Redohl
Training 10 – Virtual Training Gets Realistic From CM Labs
Mix It Up 12 – Manage the Bridge Mix Rosphalt 50 design means extra delivery, paving, compaction considerations on Tappan Zee Bridge By John Carollo and Sandy Lender
Pavement Maintenance
76
34
28
10
28 – How to Micro Surface By Sarah Redohl
Project Management 34 – Schellinger Hits Notch Wedge Joint Density Specs By Sarah Redohl
Product Gallery 56 – What’s New for Production? By AsphaltPro Staff
Solve Your Problem 66 – Solve Winter Potholes By Kelly Russell
Here’s How it Works 68 – ADM’s EX Series Single-Drum Counterflow System 72 – Haver & Boecker’s F-Class Portable Plant
Off the Mat 74 – On Update on Future Bitumen Sourcing By Graphical Research
New Tech 76 – Heavy Highway Contracting with HeavyJob By Sarah Redohl
Feature articles
The Innovation Issue
asphaltPRO PRODUCTION – PROFESSIONALS – PRODUCTS
40 – Texas Cordia Pursues Its Plant Plans By Sarah Redohl World of Asphalt/AGG1 46 – Asphalt Industry Tradeshow Brings Technology to the Forefront By AsphaltPro Staff
Ultra Hot Bridge Mix
• Stop Pavement from Eating Cars • How to Perform Micro Surfacing • Compact the Notch Wedge Joint
FEBRUARY 2019 WWW.THEASPHALTPRO.COM
on the cover Tilcon New York paved the deck of the Tappan Zee Bridge with a Rosphalt 50 mix design. See related article on page 12. Photo courtesy Tilcon New York.
editor’s Letter Innovate Your Training
As this February edition of AsphaltPro finds its way to your hands via the mail, desktop, smart phone or whathaveyou, training season is well underway. Our industry typically takes the cold, winter months to assess equipment and shore up weaknesses. Unskilled laborers are a weakness you can solve with training and teaching. Of course, the person being trained needs the right attitude for the task, but assuming you have willing participants in company growth and in quality, safe mindsets, you have the opportunity right now to turn 2019 paving projects into bonus-worthy events. You can train these willing participants in any number of ways, via classroom settings, one-on-one mentoring, fancy training courses on a desktop, etc. I’m going into self-serving mode for a minute, as I have the right to do in my editorial column, to suggest paving contractors have a training course available through AsphaltPro right now. We worked with an award-winning paving consultant who’s been paving, rolling, working in the field since he was in high school a few decades ago. John Ball, the proprietor of Top Quality Paving & Training, Manchester, New Hampshire, guided us in compiling the videos, images and information you’ll find in the Asphalt Paving 101 online training course on https://training.theasphaltpro.com/. But we brought years of study to the project as well. The result is a beginner’s guide to getting a paving crew up and running. If you have a new guy on the team, he needs to go through this course. If you have a veteran operator who’s working with a different machine this spring, he needs to go through this course. If you have a crew of different skill levels mixed together, they need to go through this course as a unit, talking about the points, answering the questions as a team, talking about their experiences and how they’ve accomplished projects in similar or different ways. Now let’s focus on that last concept there. The crew can go through the Asphalt Paving 101 online course together if you want them to. Trust me: you want them to. The paving crew that will work together this spring and summer should be getting comfortable learning together. Let the nerd in me explain: After he selected the four actors who would portray the hobbits in the Lord of the Rings films, Peter Jackson took them to New Zealand ahead of the rest of the films’ cast. He had the four vacation together for a week or so with no cameras, no lights, no filming and no media, for the purpose of building camaraderie. When filming began, the friendship among the four hobbits was genuine. What has that to do with your paving crew? Imagine the safe productivity you could get out of your paving crew if the members of the team train together and learn best practices together now with no pressure and no inspectors, for the purpose of building camaraderie and knowledge. Whatever training and teaching methods you select for the members of your team, I wish you great success getting them all together in a safety and quality mindset. Here’s to a great start to the 2019 construction season, via a great training time right now. Stay Safe,
Sandy Lender
6 // February 2019
February 2019 • Vol. 12 No. 5
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. Subscription Policy: Individual subscriptions are available without charge in the United Sates, Canada and Mexico to qualified individuals. One year subscription to non-qualifying Individuals: United States $90, Canada and Mexico $125.00. For the international digital edition, visit theasphaltpro.com/subscribe/.
13333 Highway 24 West Fort Wayne, IN 46814 Tel. (260) 672-3004 Fax. (260) 672-3020 www.almix.com
safety spotlight
Safety Culture Wins Bids I
It isn’t uncommon for owner/agencies and general contractors to evaluate the safety record of prospective bidders. This practice can take shape in a number of ways, including reviewing the company’s programs, interviewing staff, using past experience with the company and conducting surveys. “There are a lot of surveys being used in the industry now to prequalify contractors and subcontractors for safety,” Professor Jack Dennerlein said. “Very few [of those surveys] have been validated in terms of their ability to predict actual injury outcomes.” However, Dennerlein and his team at Northeastern University, Boston, is working alongside the Center for Construction Research and Training (CPWR) and the National Institute for Occupational Safety and Health (NIOSH) to change that.
To Lag or to Lead?
Many of the surveys being used to evaluate contractors’ safety use what are known as lagging indicators, such as reporting injuries, past citations from the Occupational Safety and Health Administration, and experience modification rates (EMR). “[Lagging indicators] are problematic in many ways in terms of the construction industry,” Dennerlein said. Not only are they subject to underreporting, but they also ignore a company’s safety culture. Employee training, hazard prevention and control, and management’s commitment to safety, among other factors, are known as leading indicators and can be useful in determining a company’s safety prequalification score. According to Dennerlein, prequalification surveys that account for these leading indicators can improve companies’ commitment to a culture of safety in two ways. First, it sets up a social expectation that a culture of safety will be established. Second, it assesses a company’s existing safety policies, programs and practices.
Visit bit.ly/2TKj0CK to watch CPWR’s webinar about ACES in full.
The Impact of Safety Culture
To determine the potential for leading indicators to predict future safety performance, Dennerlein and his team first evaluated the setup and results of existing surveys. They analyzed data from existing surveys completed by more than 2,000 companies to determine the association between leading and lagging indicators. After evaluating these surveys, the team discovered that many surveys were lacking in questions related to worker participation in safety programs, hazard control and evaluation of their safety procedures. The team used this and other research to create its own survey, known as ACES, or Assessment of Contractor Safety, prequalification tool. With 77 questions, combining both leading and lagging indicators, the ACES survey aims to give agencies and general contractors a
8 // February 2019
reliable prediction of a company’s safety performance, as well as give the company ideas to improve its safety performance. “While surveys often have scores, the real issue isn’t the score but where the company is weak and how they can improve to ensure their safety performance on the job site,” Dennerlein said. Next, the research team aims to evaluate the performance of its ACES assessment tool on 25 projects in the Boston area. Dennerlein said the ACES survey should be available this winter, both as a paper version and an electronic version, alongside instructions on how to apply the ACES tool to your organization. For more information, visit the ACES website at acesprequal.org. – By Sarah Redohl
What is “Safety Culture”? Safety culture is a hot topic in the construction industry. But what exactly does it mean? To put it simply, safety culture is the way in which safety is managed in a workplace. This can include a company’s values, but also employees’ perception of safety. As NIOSH puts it, “safety culture reflects a shared commitment of management and employees toward ensuring the safety of the work environment.” How can you put this somewhat vague, albeit valuable, concept to work in your organization? One first step might be to use CPWR’s Safety Climate Assessment Tool, or S-CAT. S-CAT includes a number of questions that will help you measure the eight leading indicators of a company’s safety climate: • Demonstrating that management is committed to safety, i.e., does management participate in company safety audits? • Aligning and integrating safety as a value, i.e., how often does the company and its employees discuss safety? • Ensuring accountability at all levels, i.e., are safety metrics included in supervisors’ performance evaluations? • Improving supervisory leadership, i.e., are supervisors aware of regulatory requirements? • Empowering and involving employees, i.e., does the company seek employee feedback on safety conditions? • Improving communication, i.e., does the company gather injury and illness data beyond OSHA and other requirements? • Offering training at all levels, i.e., does the company offer formal safety training? • Encouraging owner/agency involvement, i.e., does the owner/ agency understand the safety process? S-CAT goes into great detail with specific examples of each of these indicators in action so you can determine what your company can do to establish a culture of safety. Search “CPWR Safety Climate Assessment Tool” to find and download the S-CAT PDF.
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Training
Virtual Training Gets Realistic I
IUOE Local 158, based in Albany, New York, represents heavy equipment operators, mechanics and surveyors in Upstate New York’s construction industry, a well as other engineers. It also has many members working in shops, quarries and airports, in addition to a growing number of public sector units. The IUOE has been representing operating engineers there for well over a hundred years, but during many of those years, training opportunities get frozen for at least four months out of every 12—with heavy winters being a standard in the Northeast. Asphalt contractors can relate. Previously, Local 158 was restricted to classroom learning from November to February, but now it has a virtual training yard available 365 days a year. Let’s take a look at the Vortex simulator from CM Labs Simulations. While the Local 158 doesn’t use the wheel loader training package, asphalt and aggregate readers will want to read about it here. Bill Gray, training director for Local 158 District 106 in Albany, said that training on the Vortex simulator is more convenient during heavy rain days, as an alternative to digging in the mud. Not only does the Vortex simulator open up new training possibilities, it’s also resulting in faster, more effective training for apprentices, Gray said. “It’s much faster to train on the simulator,” Gray explained. “You’re not just putting them in a piece of machinery and hoping for the best. On the Vortex simulator, you get immediate feedback from the instructor. The turnaround time of learning is half of what it was.” Gray believes that simulator training effectiveness is also enhanced by the reduction in stress levels—not just for instructors who otherwise would need to keep a watchful eye on novices operating hazard-
10 // February 2019
Simulator instructors can monitor trainees from any angle, including this point of view. Image courtesy CM Labs. ous equipment for the first time, but also for the trainees themselves. He points out that the simulator allows trainees to perform at their best: Operators who have had seat time in the Vortex simulator, with an instructor by their side, are safer and more productive in the long run, he said. The ability to swap machines is also a key consideration for the Local 158, as their training space is limited. The Vortex Advantage simulator itself includes the seating, controls, pedals, computers, and the hi-res screens—all as a single unit. The trainee’s view will be the same as the view from the cab of the actual equipment. As the first company to make swappable controls, CM Labs wished to make it easy to switch controls and pedal sets in minutes. Thus CM Labs’ full catalogue of heavy equipment training packs can be run from a single simulator. This includes training packs for various crane types, excavator, wheel loader, backhoe, motor grader and more. The Vortex software is designed to simulate the real behavior of cranes and earth-moving machines, including: rigging, cables, loads and soil behavior, all validated against empirical and engineering data. Vortex simulators also track and log performance metrics, such as cycle time, fuel con-
sumption, pendulums, collisions, failure to protect others on the worksite and more. The Vortex simulator runs a wheel loader simulator training pack that is designed to teach operators safe, efficient techniques for loader operation. Exercises include: • understanding controls and positioning; • bucket positioning; • earth moving and transport; • stockpile management; • excavation; • truck loading; • using the quick coupler; • and safe load handling. The wheel loader simulator training pack provides objective scoring of operator performance and abilities. Performance metrics include: collisions and shock loads; fuel consumption, cycle time, and idle time; and material excavated per bucket load and in total. Local 158 has had prior experience with simulators but the Vortex simulator is the one that provides the complex training required for operators to develop skills that transfer to the worksite. “We have seasoned operators that are some of the best in the country get on this thing,” Gray said, “and they can’t believe how useful these learning exercises are for training in terms of complexity.” – From CM Labs
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mix it up
Manage the Bridge Mix Rosphalt 50 design means extra delivery, paving, compaction considerations on Tappan Zee Bridge
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When the ultimate, once-in-a-lifetime project comes along there is only one road to success. A team of highly skilled, dedicated professionals focused on the details and committed to delivering a high-quality job when paving the New NY Bridge under the direction of John Carollo, vice president of construction of Tilcon New York Inc. The original Tappan Zee Bridge was a cantilever style, which opened in 1955 connecting Rockland and Westchester counties over the Hudson River. The original Tappan Zee was designed to accommodate approximately 40,000 vehicles per day, which is considerably less than the current 138,000 daily travelers. The twin spans of the new cable-stayed Tappan Zee Bridge are each 3.1 miles long and 96 feet wide, making it one of the widest
Extraction Retraction The December 2018 issue of AsphaltPro included the Mix It Up department discussing results from the American Society for Testing and Materials (ASTM) work item WK58842 “New Test Method for Automated Extraction of Asphalt Binder from Asphalt Mixtures.” We received the article from a source who worked on the relevant ASTM committee, and ran it in good faith. The original source of the information and charts, Khaled Hasiba of Controls Group USA, based his 2017 research on the performance of the PaveAnalyzer, which was not made clear in the article. The original white papers, copyrighted February and May 2018, are available for review on https://bit.ly/2VHMKCj and https://bit.ly/2TGm0Ae. AsphaltPro regrets the error.
12 // February 2019
Notice here that the crew has offset the material transfer vehicle to keep it from tracking tack as the paving train moves down the lane. Photo courtesy Tilcon New York. cable-stayed bridges in the world. Each side consists of four traffic lanes, a bicycle/pedestrian lane, shoulders and dedicated bus lanes. The bridge was design-built by Tappan Zee Constructors LLC (TZC), which is a consortium of design, engineering and construction firms under the direction of the New York State Thruway Authority, at a cost of $3.98 billion.
Meet the Team
Construction of the bridge structure began in 2013 and progressed as scheduled. Following a design change in 2017, TZC con-
tacted Tilcon. A series of meetings and negotiations led by Don Moore, Jr., with support from Scott Laudone, Joe Obermeyer and Carollo ensued. They reached an agreement that Tilcon would profile mill the deck panels and pave using 28,000 tons of Rosphalt 50 asphalt mix. It’s a challenging mix design that no supplier or contractor had produced or placed in such large quantities. As time was of the essence and the schedule very aggressive to meet opening commitments, the Tilcon Quality Control (QC) team, led by Cindy LaFleur, tackled the task of getting
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mix it up a specification and two job mix formulas created and approved in just six weeks. In conjunction with the Rosphalt additive supplier Chase Corp., represented by Brock Pedersen and Dave Fricke, the team created a mix design in accordance with the New York State Department of Transportation specifications, received approvals, and July 6, 2017, performed the first test strip. This was only the beginning. Carollo stated: “As a precedent-setting project, it would take extreme micro-planning, communication, coordination and cooperation with both internal and external personnel. Remember, high production Rosphalt 50 paving was a new process and we had to overcome engineering issues and conditions that arose, so our ‘Paving Team’ was created. “The team was comprised of both experienced and up-and-coming talents throughout the organization. With the pairing of Senior Project Managers Jim Best and John Beckmann along with Project Engineer John Onorati, combined with the expertise of John Ball, proprietor of Top Quality Paving & Training, Manchester, New Hampshire, and Senior Paving Foreman Salvatore Rizzo, we created our foundation for success. This was rounded out by the asphalt production and transportation teams at our Riverdale facility located approximately 45 minutes from the project site and lead by Kevin Stager and Steve Kosaitis and supported by our Quality Control team lead by Cindy LaFleur and Rich Linton. “Keep in mind, the team would not have been able to succeed if not for the 24/7 support of our entire construction division lead by Fred Beaudry, as the company had commitments to place one million tons of asphalt for other customers.”
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Rosphalt 50 Mix Design
Rosphalt 50-LT, a product of Royston Laboratories Division of Chase Corporation in Pittsburgh, Pennsylvania, is a super-concentrated, thermoplastic, lower temperature polymeric dry mix additive. When combined in a hot-mix asphalt (HMA) plant with an HMA or Superpave mix design, it is designed to create a waterproofing/wearing course that is resistant to rutting and shoving. It’s intended to be used in high stress sites where additional performance is re-
14 // February 2019
ENGINEERING
Tilcon New York had a batch plant at the Riverdale drum plant site, serving as backup should they need it. Both photos courtesy Tilcon New York.
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mix it up quired, such as ports, toll booths, industrial pavements, race tracks, airports and other sites with heavy loading. Pedersen noted: “Rosphalt was determined to be the best solution because of its unique ability to extend the life of the pavement as well as its high resistance to rutting and shoving and the excellent flexural fatigue resistance of Rosphalt mixtures.” According to a Pennsylvania Department of Transportation (PennDOT) report filed on the National Academy of Sciences, Engineering, and Medicine website Aug. 23, 2012—a report that was eight years in the making—Rosphalt 50 is used for bridge deck overlays as a waterproofing membrane and as the bridge deck’s wearing course. Don Watson of the National Center for Asphalt Technology (NCAT) in Auburn, Alabama, commented on the product: “I evaluated this product 25-30 years ago when with GDOT. We were just transitioning to modified binders and looked at an assortment of products. The Rosphalt material is very stiff and requires elevated mixing temperatures to make the material workable. It is added in dry form just before the AC is added (very similar to a product called
Paving the New Tappan Zee Bridge The project required diamond-grinding the precast concrete deck slabs to get a level surface, so that’s where the TZC team started. Step 1. Using a Topcon ski system, the general contractor micro-milled the existing surface between ¼ and ½ inch—as required—to create a smooth surface. Step 2. The team cleaned the surface with blowers to ensure it was dry and clear of any detritus. Step 3. Tilcon crewmembers sprayed a 4-part waterproofing membrane with a tack coat. Step 4. Tilcon crewmembers paved a 1.25- to 1.5-inch lift of HMA with Rosphalt 50, which arrived from the plant between 410 to 450oF.
16 // February 2019
The material arrived at high temperatures, resulting in a steamy atmosphere, even when the crew performed night paving. Both photos courtesy Tilcon New York.
SILO STORAGE
A NEW CHOICE OUR MAIN DRAG CONVEYORS ARE LARGER AND
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In the center, Sal Rizzo, served as foreman on the job. For the Tappan Zee Bridge, July 31, 2018, 10 trucks brought 22 tons each to the project. That level of production with a quality-minded team spelled success for the project. Photo courtesy John Ball of Top Quality Paving & Training. Vestoplast that was introduced for use with SMA in the early 1990s) so it is not very convenient to introduce into the mix. The product is so stiff it takes extra mixing time just to get the binder to blend with the stiff Rosphalt and coat the aggregate. Our conclusion was the product was too stiff for general highway needs and would make the mix susceptible to cracking, so we chose not to use it.” However, the Rosphalt technology did advance and move on to be used by other agencies throughout the Tri-State area in smaller quantities for specialty work. From the supply side, Pedersen and Fricke noted: “This was the largest scale Rosphalt project in history, at just less than 30,000 tons. This required a short turnaround time for specification revision and mix design development and test strip installation. Not to mention, this fell right in the middle of an already busy paving season
18 // February 2019
for both Chase and Tilcon. The production team in Pittsburgh jumped into action and began producing the Rosphalt asphalt additive around the clock while the Technical Support and Sales team worked on the specifications and job details with Tilcon and through TZC.” Neither Tilcon New York nor any asphalt producer “had ever before produced such a large quantity of Rosphalt in the NY Metropolitan market” stated John Carollo. “However, by utilizing our Riverdale Facility with both a batch and drum plant available, we were confident we could meet the demand of the mix and accommodate the aggressive schedule.”
Progress
Following that first test strip July 6, 2017, a total of 14,300 tons of Rosphalt 50 asphalt was placed on the westbound span. This was just six short weeks from making
the initial commitment and all trafficCONSTRUCTIO was ENGINEERING moved to the new span Oct. 6, 2017. Work began preparing the eastbound span, progressed well and during this time the approaches were paved using an additional 17,000 tons of material following the NYSDOT Superpave Specifications. Tilcon returned to pave the final 14,000 tons of Rosphalt in September 2018. ENGINEERING CONSTRUCTIO 45,000 tons of asphalt may seem meager when you look at the complexity of building a new bridge until you look at some of the challenges.
Challenges Met—Safety First
As previously stated, this was a record-breakENGINEERING CONSTRUCTIO ing accomplishment and like all great accomplishments there were challenges. As high production Rosphalt 50 paving was a new process, they had to overcome engineering issues and conditions that arose in the field such as the surface preparation process, ma-
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Support and auxiliary equipment had a vital part to play in keeping production high for the bridge project as well. Left: Photo courtesy Tilcon New York. Right: Photo courtesy John Ball.
The totes of Rosphalt 50 additive await blending. John Carollo explained: “The successful delivery of the required quantity of Rosphalt 50 has allowed Tilcon New York to optimize a new market position. Using a disciplined production planning process, Tilcon New York dedicated one facility with both drum and batch plants to meeting the customer’s needs.” Both photos courtesy Tilcon New York. terial delivery, roller changes and the extreme material temperature while maintaining high safety standards. “The crew were seasoned professionals who knew how important this job was,” Carollo said. “We’ve been working with John Ball for at least 10 years. I knew we wanted him on the job. James Best and John Beckmann are senior project managers and John Onorati were integral to this job.” He explained the plant personnel went through just as much extensive training before the test strips were placed as the paving equipment operators did. “We had to add feeders for the Rosphalt and baghouse temperatures had to be monitored constantly.”
20 // February 2019
The mix was produced at 450oF and placed out the back of the paver between 400 and 406oF, according to Carollo. “To protect workers from extreme heat, we worked at night, provided lighter weight PPE, coolers filled with water and sports drinks located throughout the site and trucks at the ready for team members to grab a break and cool down. Our Purchasing Agent John Manfra and Safety Compliance Cathy Henderson were sure to make sure all the team’s needs were accommodated.” If rain was in the forecast, the team had to put extra practices in motion. Namely, they had to watch out for steam. The mix with Rosphalt was so hot that it would cause
burning steam if it touched a puddle of rain water. Thus, moisture had to be removed before paving for both quality and safety. “We put the blower truck and guys with hand blowers out there to get the surface dry,” Carollo said. “First, you get a quality product when the surface is dry. Second, you don’t get steam that burns anybody.” There’s no getting around the fact the fumes from the Rosphalt mix created a fog. But the team had a solution for that. They set up shields on operator platforms to deflect fumes from equipment operators and set up fans to blow the fumes away. “When we were close to the barrier wall, the air was very still,” Ball said.
mix it up Carollo elaborated: “Up against the bridge barrier walls, we were kind of trapped with the fumes and the heat. During the first night paving, the ambient temperatures were over 100 degrees, so we came up with a plexiglass shield around the safety bar to keep the fumes out of the transfer machine operator’s face. Then we put curtains over the conveyor belt to keep fumes away. “We had spotters all over the place,” Carollo continued. “We had a couple sprinkles of rain here and there, which meant we had steam. So, we had spotters for every piece of equipment out there.”
Another challenge presented itself at the barrier wall. John Ball explained that the compaction team couldn’t get right up against the concrete curb when rolling the shoulder because the guard rail stuck out into the lane a bit. The worker on the back of the screed worked the material with the lute to make sure they didn’t get a ripple there at the curb. “We tried with the plate compactor first, but it kept running out of water on that hot mat. We ended up bringing the big roller to the shoulder,” Ball said.
Photo courtesy John Ball.
Photo courtesy Tilcon New York.
22 // February 2019
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With oscillation technology on the job, the rolling train went from densities around 88 percent to achieving 94 percent compaction and no deficiencies. Consultant John Ball explained the crew found the stiff mix challenging in 2017; but when they put the oscillation to work, “the mix came right into it within three passes.” They had a perfect plan for 2018 as well. The CAT CB13 was a new roller for this project. Here the compaction team puts it right SERVICE & ENGINEERING CONSTRUCTION TRAINING on the joint. Both photos courtesy John Ball. Carollo shared that the “Tilcon crew was concerned about all aspects safety including traffic movement, but we kept everyone aware of the Internal Traffic Control Plan (ITCP). The first shift or two, we had to manage all that congestion. There were a lot of people on foot, the paving and prep crews, the QA/QC teams, internal and external inspection staff all double-checking everything, trucks, equipment, safety teams and subcontractors—a lot of movement to control.”
Surface Preparation Surface preparation process began with setting parameters, the Tilcon team first painted lines to show equipment operators where to tack and pave, etc. To keep haul trucks, equipment and workers from tracking the special membrane, they used “tire soakers” (garden spray canisters) to spray water on the right travel lane, in addition to creating a tire wash pad at the entrance of the site.
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mix it up
Any good project needs communication. Here’s the vital toolbox talk before an evening’s work. Photo courtesy John Ball.
Even at the top of the MTV and paver, the operators took precautions to avoid breathing fumes from the high-temperature material. “We all had to wear full face masks,” John Ball said. “The fan and tubing directed the fumes away from the operator and workers.” Photo courtesy John Ball.
In this picture, you can see the old Tappan Zee Bridge components to the left being dismantled and barged away while the Tilcon team prepares the new spans for duty. The twin spans of the new cable-stayed Tappan Zee Bridge are each 3.1 miles long and 96 feet wide—each consisting of five traffic lanes, a shoulder and a bicycle/pedestrian lane. Photo courtesy John Ball. 24 // February 2019
They started with complete tack coverage. They put soap in spray bottles (bug sprayers) for spraying boots, tools and equipment tires to help keep tack from being lifted as well; this also helped keep the Rosphalt 50 mix from sticking to tools. They applied “an edge sealer by Chase and applied by our subcontractor Mattiola Services of Skippack, Pennsylvania,” Carollo said. “3.1 miles made traditional placement with brushes too cumbersome. We applied 30,000 linear feet in one night with a striper machine with a special nozzle at a good walking pace speed. We also sprayed the vertical joint warm within 10 minutes of us picking up.” They also used edge sealer along the interface of the membrane to concrete separating the right shoulder and shared use pathway, as well as on the edge of right lane pavement before paving the shoulder. With tacking and this preliminary hand-work done, paving could begin. Next, they needed to keep the mix from entering/clogging drains or sticking to expansion joints, etc., so Jim Best came up with a 1/8-inch-thick aluminum plate with a 1-inch, 90-degree lip over scuppers, fire hydrant boxes, concrete joints and the like.
Placing the Rosphalt
Now it was time to get the equipment and trucks into action. As it does with any large-scale project, trucking had to be planned precisely. “The trucking was a critical part of this project,” Carollo said. “We had to study the routes every night.” “We had two and half rounds of trucks going at 14 trucks per night to start,” Carollo said. “And went to 18 to 20 trucks making the 45-minute trip from the plant. The transportation team lead by Steve Kosaitis did a terrific job of making sure all the trucks were prepared and moving efficiently.” Ball added, “We orchestrated the paving per lane. We knew it took a certain number of trucks per lane, and it took 5 minutes and 50 seconds per load to charge the Shuttle Buggy.” Carollo explained the use of the MTV also let them remix the material before it went through the paver “to mitigate any effects of Rosphalt cooling or settling in the truck during transport.” “We strategically placed the Shuttle Buggy to be offset so it wasn’t driving on the pav-
ing lane,” Ball said. “By putting the MTV in the adjacent lane, we didn’t have it driving over and tracking the tack.” Material temperatures were crucial to placement and compaction. Carollo listed all the points where temperature readings were taken: • as the trucks dumped the Rosphalt into the transfer machine; • when the asphalt reached the auger of the paver; • before the screed laid the mat down flat against the membrane; and • as the paver laid the mat of Rosphalt down. Getting density on the single lift bridge deck took a team effort, both in 2017 and 2018. Of course, one purpose of the test strips is to set a good rolling pattern, and the team used five rollers and a few nuclear density gauges to double-check quality (See Sidebar for QC/QA List). “Once the paver achieved a safe distance from its starting location, the rollers began their work compacting the Rosphalt to its specified densities and percent compaction based on the nuclear density gauges that were being used. At this point in the process, rollers were added as needed to fine tune the operation. As production continued, the mat was persistently inspected by workers and management to ensure a quality job, as well as by using an aluminum straight edge beam to detect deviations in thickness that would affect ride-ability. The straight edge beam was also placed on the pavement the following day to ensure that the mat did not have any areas where a gap showed beneath the beam.” One of the many challenges encountered was working too long on compaction. “We didn’t want to over-roll the mat, so we had a 2 a.m. brain storm session and decided to get oscillating rollers for the next shift. With our support team being on call 24 hours we contacted Rich Tolerico, Equipment Manager and Jeff Spadaccini, Logistics Coordinator. By noon the next day the rollers were delivered, and we could get another 1,000 tons the next night.” Smoothness also required preplanning to get the joints right. The team used heated end-gates, of course, and kept the shoe right on the 90-degree angle of the joint. To keep the joint hot, they pulled four to five lanes per night, keeping the lanes fresh, warm and
ready to compact. “We used a Topcon joint matcher,” Carollo said. “There was no handwork with this stiff material. We had the rollers directly on the joint, pinching the joints.”
Testing
“Cores were drilled by HVEA Engineers, headquartered in Beacon, New York, on the night of July 7 under the supervision of Tilcon, QA, and TZC representatives, by using a coring machine fitted with soapy water to help the process of drilling and extracting the cores,” Carollo provided. “Correlation cores were carefully extracted and subsequently inspected by present personnel to make sure they fit the requirements needed for lab testing according to its location on either the shoulder or travel lane, before being packaged into core boxes and transported to the both the Tilcon Mt. Hope laboratory and the consulting lab to await testing on Monday, July 10.” The team performed smoothness tests regularly. Under the supervision of GPI Labs and a TZC representative, Tilcon crewmem-
bers used the 16-foot aluminum straight edge to test smoothness/flatness of the mat. “Beginning where paving started, the straight edge was laid down in both travel lane and right shoulder, and moved along the tire path in each lane,” Carollo provided. “The straight edge was laid down end over end for the entire 1,700 linear feet of pavement that was placed for the test strip, with the supervision of QA and Tilcon looking for any spot where a gap greater than 1/8-inch was present beneath it. QA and the TZC representative who were present were satisfied with the test.” The Tilcon crew maintained that level of attention to best practices and detail for the remainder of the project. “We had no deficiencies with 28,000 tons of Rosphalt between both spans,” Carollo said. “We were averaging 1000 to 1200 tons per production shift. To do that safely was a great accomplishment.” Innovation and attention to detail worked hand in hand throughout the Tappan Zee Bridge’s paving portion. The Tilcon crew has much to be proud of now that traf-
fic is flowing on a smooth surface, courtesy of their hard work and dedication to getting a challenging mix placed right. – By John Carollo and Sandy Lender
QC/QA List • 2 Caterpillar CB13 compactors with oscillation, 84-inch drums • 2 CB34 compactors, 51-inch drums • 1 CB64 compactor, 79-inch drums • 1 plate compactor for use along the barrier wall • A trench roller • 3 Troxler nuclear gauges (4640B thin lift density gauge) • 1 coring machine • 16-foot aluminum straight edge • Measuring wheels to track yield
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Pavement maintenance
Micro surfacing relies on specialized equipment to combine polymer-modified asphalt emulsion, mineral aggregate, water and additives, and uniformly spread this mixture over a properly prepared surface.
How to Micro Surface Micro surfacing is a polymer-modified, cold-application paving process. It relies on specialized equipment to combine polymer-modified asphalt emulsion, mineral aggregate, water and additives, and uniformly spread this mixture over a properly prepared surface. The asphalt emulsion breaks onto the pavement surface. Then, when the mixture cures by loss of water, it will be bonded to the existing pavement to create a long-lasting wearing surface. You may be more familiar with the process’s parent product, slurry seal. However, the use of polymer-modified asphalt emulsion in micro surfacing (versus standard asphalt emulsion in slurry seal) allows for the surface to set in less than an hour. According to Pat Denney, Micro Surfacing Manager for Road Science, Tulsa, Oklahoma, slurry seal emulsions can be produced with a cationic quick-set emulsifier (CQS), a cationic slow-set emulsifier (CSS), or an anionic slow-set emulsifier (SS). CSS and SS emulsifiers depend largely on evaporation for curing, making them much slower to cure.
M
28 // February 2019
“By contrast, a micro surfacing CQS emulsifier will have a chemical break that begins to kick water out of the system,” Denney said. “Basically the system is stabilized during mixing, and then destabilized chemically to trigger a quicker curing process.” Although it may take up to four hours or longer for a slurry seal to cure enough to open for traffic, micro surfacing is designed to allow straight rolling traffic within one hour of paving. In addition to a faster curing time, the added durability that a polymer-modified emulsion offers makes micro surfacing an attractive option for busier roads. “Micro surfacing has a broader range of applications including interstates and state highways where slurry seal cannot and should not be used,” Denney said. Slurry seal emulsions can be made with or without polymer, but micro surfacing emulsions always have a minimum of 3 percent polymer by weight of asphalt according to specification. It’s important to note that, despite its benefits, micro surfacing has no effect on the structural capacity of the existing pavement. As
such, micro surfacing should only be used to extend a roadway’s service life, not in the hopes of repairing structural damage. “The road that’s ideal for micro surfacing doesn’t need to be in perfect condition,” said Jimmy Kendrick, Director of Sales at Bergkamp Inc., Salina, Kansas, “but it should be in fairly good condition.” Minor distress can include some cracking, oxidation, raveling and rutting. Before placing the micro surface, Kendrick said it’s important to repair any damage on the roadway. Cracks must be sealed and all patches should be made. One pavement distress that may not need to be repaired prior to micro surfacing is rutting up to 1 ½ inches deep.
Solving surface wheel rutting was the basis for the invention of micro surfacing by German scientists in the late 1960s, but the process didn’t reach the United States until the 1980s. According to a survey published in 2012, more than 10 percent of urban interstate roads had undergone micro surfacing, as well as 6 percent of urban local roads, 5.6 percent of rural interstate roads, and 2.2 percent of rural local roads. Applying a micro surface can also improve skid resistance and surface permeability. Other benefits of micro surfacing include no loss of curb reveal, no transitions at intersections and driveways, and no alteration of drainage. Whether micro surfacing is done as a single or double lift, adjustments to manholes, inlets and the like are not necessary. “Another benefit of micro surfacing is that it can be used alongside other applications,” Kendrick said. For example, it can be used alongside a cape seal, where a chip seal is covered with a slurry seal or micro surface. A micro surfacing treatment can last up to 7 years. Over the next few pages, we’ll outline the best practices of micro surfacing so your treatment looks good and lasts long.
Micro Surfacing Weather
Although the required ambient temperatures change from state to state, Kendrick said most states require temperatures of 50 degrees and rising and no chance of freezing temperatures within 48 hours of application. Even at the correct ambient conditions, the humidity, cloud cover or even shade on the roadway can affect the curing of the micro surface. “Emulsion formulation is very important and will change over time as the season changes from spring to summer and then to fall,” Denney said.
Meet Micro Surface Specs
Denney said that most, if not all, agency design specifications for micro surfacing are based on ISSA A143 Recommended Performance Guidelines for Micro Surfacing. Although the inspection requirements for micro surfacing vary from agency to agency, Denney said all agencies require quality control on the aggregate being delivered to the stockpile site.
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Pavement maintenance
The materials for micro surface are mixed in a very specific process, in measurements based on the mix specification, within the pugmill, seen here. “This may be accomplished, for example, by sampling and testing aggregate for gradation and sand equivalency on every 200 tons of aggregate delivered,” Denney said. “If each sample passes the tests and is within the stockpile tolerances of the design, then the aggregate can be used and placed in the larger stockpile of passing material.” The contractor must also provide emulsion test results from their producer showing that the emulsion passes specification, Denney added. “Some or most agencies require that the emulsion producer provide a sample of emulsion to the agency for testing,” he said. The agency must also ensure that what is supposed to be laid in pounds per square yard by weight of mix or by weight of dry aggregate is what they are actually getting. This can be accomplished by requiring contractors to provide load weight tickets for aggregate delivered to the roadway.
Micro Surface Materials Handling
Micro surfacing mixture is made and applied on the job site with a specialized machine. The machine combines the materials, which include mineral aggregate, polymer-modified asphalt emulsion, water and additives, based on the project’s specifications. These materials should be stored as near to the job site as possible. At the stockpile staging area, it’s important that the delivery site for the aggregate is flat and free of vegetation. Denney recommends a gravel, cement, or asphalt surface.
30 // February 2019
Regardless of the underlying material, loader operators should take care to avoid contaminating the aggregate with dirt, vegetation or any other contaminant. It’s also important to ensure the screening deck is free of contaminants and is in good working order. It’s also important that the delivery transports, transfer tanks, and tanks on the project that will be used for the emulsion are also free of contamination, and that the screens on equipment are cleaned daily. Micro surface also requires a reliable source of potable water. “Water can have some effect on mixture characteristics,” Denney said. “The use of pond water in a micro surfacing application is not recommended due to increased risk of the presence of deleterious materials or other types of contamination that could negatively affect mixing and cure rates.” Additives may include both wet and dry additives. The storage area for these additives should be clean and dry additives should be covered by a tarp to protect them from moisture. It’s also important to ensure that the tanks, drum barrels or totes are contaminant-free. The additives may include control additives--typically a wet additive--that is used to control mix time without sacrificing cure rate, Denney said. “The control additive allows the paving crew to determine the mix and cure rates of the mixture.” This is typically a solution with a small percentage of emulsifier used in the production of the emulsion. “However, in the Western United States,” Denney added, “aluminum sulfate is used extensively because of the high reactivity of the aggregates in that region.”
Additives may also include portland cement or hydrated lime to stabilize the mixture during the mixing phase. It’s important to ensure there are enough materials at the stockpile site and enough mobile support units to transport it to the job site to constantly supply the micro surface machine with material. This both maximizes production and minimizes transverse joints. “Having enough mobile support units will affect your production rate and are part of the continuous paving process,” Kendrick said. Typical jobs covering 6 to 8 miles per day require between four and six mobile support units, he added. Denney added that it’s also important to conduct occasional checks for stockpile moisture content. “Every component of the mixture is based on dry aggregate weight,” Denney said. Checking aggregate moisture is integral to ensure delivery of the appropriate amount of mineral filler, water, control additive and emulsion for the mix used on the job. “Any major variation in moisture will significantly impact proper mix quantities of individual ingredients.” The stockpile area may also serve as the best location to place test strips to ensure appropriate mix and cure rates.
How to Micro Surface
As with any pavement preservation method, the surface of the job should be clean and dry. You will also need to grind up any thermoplastic striping within the area to be micro surfaced and cover all castings, such as manholes and inlets. You should also place a damp-proof membrane at the beginning and end of the application area to ensure straight lines. When the surface is ready, it’s time to tack. As mentioned earlier, micro surfacing mixture is made and applied on the job site with a specialized machine. The materials are mixed in a very specific process, in measurements based on the mix specification, within the pugmill. The composite material is then fed into a spreader box to spread it over the full width of the traffic lane in a single pass, often 3/8 of an inch thick. Micro surfacing can be laid at a thickness of two to three times the size of the largest stone in the mix. A double lift may be required for a more robust wearing surface, on roads with higher traffic counts, or where rut filling or leveling is employed. It’s recommended to wait a minimum of one day between placing the first lift and the second lift, but the exact waiting period required will depend on the agency and the traveling speed on that roadway. “Micro surfacing is looked at in pounds [of aggregate] per square yard [of material],” Kendrick said. “So if you’re trying to achieve a higher level of pounds per square yard, you’ll need to do multiple lifts.” He said two lifts may also be required on roads that have a bit more cracking. If there are deeper ruts to be filled, the crew may make one pass with a rut box attached to their micro surfacing machine. The box is designed in such a way that it augers material right into the rut so it’s not spread out over the width of the lane, Kendrick said.
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Pavement maintenance
In addition to a faster curing time, the added durability that a polymer-modified emulsion offers makes micro surfacing an attractive option for busier roads. “And then it has a rear strike off to make it level.” Then, the crew applies micro surface to the entire pavement on the second pass. Whether applied in one lift or two, it’s important that the meet lines are made at the center of the road, the center of a lane, or the edge of a lane, but never in the wheel path. The meet line should overlap no more than 3 inches, maximum. The micro surfacing machine should also travel in a straight path to maintain the longitudinal joint and to ensure edge lines along shoulders, intersections, driveways and curbs are straight. Denney also recommends maintaining a consistent speed of operation to avoid outrunning support vehicles. As the micro surfacing machine travels along, the crew may need to perform some hand work around driveways and intersections, as well as smooth out any rough spots of larger aggregate that may make it through the screener to the pavement. “[Handwork] is where the most talented of the crew is needed,” Denney said. “A good squeegee person can make a good job look great and an inexperienced squeegee person can make a good job look poor.” The new surface may initially appear dark brown, but will be black after it cures. It’s also important to keep traffic off of the newly micro surfaced pavement until it cures. Turning traffic may need to be kept off the surface even longer.
Maintain Micro Surfacing Machinery
Properly maintaining equipment is also key to ensuring a high quality mat. Both Denney and Kendrick recommend cleaning the spreader box every time the machine is stopped.
32 // February 2019
The primary and secondary strike-offs should also be cleaned of “any dried, broken material to ensure a consistent cosmetic appearance of the mat”, Denney said, adding that it may be necessary to stop specifically to clean the box and strike-offs if they are leaving drag marks in the mat. Denney also recommends allotting enough time at the end of the day for maintenance and clean up, and that the foreman or superintendent inspect the equipment before wrapping up for the day.
Troubleshoot Common Micro Surfacing Issues
Denney said the most common mistakes when it comes to micro surfacing include lack of attention to detail, lack of understanding the differences between micro surfacing and slurry seal, and a lack of proper training. He added that the International Slurry Surfacing Association, or ISSA, offers a four-day training workshop every January and that the Pavement Preservation and Recycling Alliance (PPRA) is also a helpful resource for information and online training. “However,” Denney added, “the biggest mistake anyone can make is thinking that we know it all. Staying humble and always asking ‘why’ is crucial.” “It’s easy to think micro surfacing is like hot-mix paving, but that’s simply not the case,” Kendrick said. “There are a lot of factors affecting the material and the chemistry, and the crew needs to be fully aware of that.” He recommends establishing a good relationship with an emulsion supplier early on to help guide contractors new to micro surfacing through the process. – By Sarah Redohl
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Project management
This 8-mile job on Interstate 15 near Boulder, between Helena and Butte, Montana, was one of the first jobs Schellinger Construction completed using Willow Designs’ notch wedge joint apparatus and pneumatic roller system.
Schellinger Hits Notch Wedge Joint Density Specs It isn’t much of a stretch to say that Schellinger Construction, Columbia Falls, Montana, never uses the same mix twice. Of course they do, but the general contractor’s paving crews are almost always on the move, transporting the company’s Astec 400 ton-per-hour double barrel and CMI E3 400 asphalt plant to jobs all around central and western Montana. One constant, however, is the need to properly compact notch wedge joints.
I
34 // February 2019
“Around 80 to 90 percent of our jobs are for the Montana Department of Transportation,” said Schellinger’s Manager of Asphalt Operations Bob Warren. That’s why Schellinger purchased a notched wedge joint and pneumatic roller system from Willow Designs, East Berlin, Pa. “Montana continues to raise the bar on joint density,” Warren said. “This notch wedge joint and pneumatic roller system gives you a fighting chance to hit compaction on that edge.”
Specifications for gently sloping safety edges, also known as notch wedge joints, have become common across North America. Montana’s Department of Transportation requires notch wedge joints on its projects, and began offering a pay factor related to joint compaction over the last few years, Warren said. “It’s both a method spec and an end-result penalty,” Warren added. “There is money to be made, or lost, with joint compaction. We take it very seriously.”
Prior to purchasing the notch wedge joint system from Willow, Warren had built his own device around four years ago. “It worked fairly well, but this one is way more user friendly and adjustable,” Warren said, adding that Willow’s notch wedge joint device can be raised or lowered, angles can be adjusted, and there is a specific device for both the right and left side of the paver (the pneumatic roller is adjustable to either side). “My homemade one wasn’t nearly as handy or as portable as this one.” The results of his homemade device were also a bit more hit or miss, Warren added. Warren began looking for a more reliable solution. “I asked around and found that a lot of my competitors were using Willow’s device,” he said. Last year, the company purchased the notch wedge joint apparatus. This year, they tacked the pneumatic roller, which they call R2D2 for the way it wobbles along behind the paver, behind the notch wedge joint apparatus to ensure proper compaction of the joint. So far, Schellinger’s crew has used the notch wedge joint device on about a dozen jobs, and its new pneumatic roller on two. In September and October of 2018, the crew used the entire system on an 8-mile job on Interstate 15 near Boulder, between Helena and Butte, Montana. Schellinger Construction was selected as the low bidder on the $8.5 million project, which included milling and replacing 2.4 inches of asphalt across 16 lane miles. The job required a total of 36,000 tons of hot-mix asphalt. The crew had to contend with many curves and 10 bridges where the interstate passes over the Boulder River. “That’s more than 60 bridge connections,” Warren said. Other challenges included having one lift with which to achieve a smooth ride, on top of a 2.4-inch milled (rather than profile milled) surface, no less. There were also the challenges of varying conditions along the road, such as intermittent sunshine, and the properties of PG 70-28 ¾-inch asphalt. “PG 70-28 can be pretty stiff,” Warren said. “Compaction can be hard to achieve with that AC and those conditions.” Schellinger earned bonuses for rideability, volumetrics and density on the Boulder
job. They even made a small bonus on joint density. Warren estimates that the crew hit the joint density spec 80 to 85 percent of the time, compared to 70 to 75 percent of the time before they began using the pneumatic roller.
“It definitely improved our compaction on the Boulder project and left behind a better looking mat on the surface of the wedge,” Warren said. The other job it used the entire system on was a $12 million job west of Missoula, using PG 64-28 half-inch
Booth #31127
www.THeAsphaltpro.com // 35
Project management
LEFT: Schellinger Construction purchased the notch wedge joint apparatus from Willow Designs in 2017. In 2018, the company added Willow’s pneumatic roller, seen here, behind it. RIGHT: Warren estimates that 80 to 90 percent of Schellinger Construction’s jobs are for the Montana Department of Transportation.
Specifications for gently sloping safety edges, also known as notch wedge joints, have become common across North America. Montana’s Department of Transportation requires notch wedge joints on its projects. 36 // February 2019
mix. On that job, Warren said, the joint density was a bit more hit-or-miss. “The spec is 91 to 94 percent within 6 inches of the centerline joint, and while we had a lot in that range, we also had a smattering of 88s, 89s and 90s,” Warren said. “I really wanted to get to the point where our minimum was 91.” On the first job with the pneumatic roller, Willow Designs’ proprietor, Jerod Willow, came to Schellinger’s job site to provide guidance on the system. “It’s easy to get stuck doing the same things the same way just because that’s how we’ve always done it,” Warren said. “It was good to have a fresh set of eyes watch our operation and offer new ideas, especially when it’s someone with Jerod’s background and his focus on this one aspect of paving.” Results were already improving by their second job with the system. “We still had a couple high or low results, but a lot of that was getting used to a different apparatus,” Warren said. “I think the more projects we put under our belt using it, the more we will improve.” Willow offered a number of tips, many of which are available in the sidebar of this article. Clients who purchase a notch wedge pneumatic roller get one shift of support anywhere in the United States or Canada from Jerod Willow, who has more than 23 years of experience in asphalt laydown and 16 years of knowledge using notch wedge joints. For example, Willow recommends using a double application of tack to really keep the joint together, assist in filling the voids of any minor segregation in the wedge, and aid in joint density. He also recommends staying 12 to 15 inches to the inside of the joint on the first roller pass to help stabilize the material over the notch wedge joint, and then compact the section skipped on the first pass during the second pass. “The number one thing is the addition of the pneumatic roller,” Warren said. “The second thing is changing the breakdown sequence to force more mix into the joint.” “We’d probably be consistently hitting 100 percent [on our joint density] if our operation wasn’t portable by nature,” Warren said. “We don’t use the same plants, the
same mix, the same materials on every job, so there is always a learning curve.” Although the unique challenges that come with Schellinger’s portable asphalt operations will always be there—with or without a notch wedge joint system—Warren is keen to improve consistencies wherever he can and the crew is rapidly closing in on any learning
curve surrounding how to use Willow’s notch wedge joint and pneumatic roller system. “We have a small sample size to look at, but the philosophy of it and the thought behind it is correct,” Warren said. “There’s no doubt that the notch wedge and pneumatic roller is the way to do it.” – By Sarah Redohl
*
N O RTH A ME R I C A
*Wirtgen Group products in NM are only available in Farmington and Albuquerque markets only.
www.THeAsphaltpro.com // 37
Project management
Best Practices of Building, Compacting Notch Wedge Joints Jared Willow, proprietor of Willow Designs, shares his top tips for making notch wedge joints with Willow Designs’ system. Depth Willow recommends that the depth of the notch be between 35 and 50 percent of the compacted mat, with 40 percent being ideal. When dialing in the depth of the notch, he warns to compensate for the compaction depth of the mat, and to check the notch’s depth after the first roller finishes its compaction pattern. Wedge The wedge, Willow adds, should be as smooth as the mat behind the paver screed. “The edge--the thinnest part of the wedge-should be no less than the maximum nominal aggregate size in the HMA being placed,” he said. “This will help to eliminate depth segregation.” “A common misconception is running the notch wedge joint as tight as possible, to the point that the wedge is almost nonexistent, with major depth segregation in the mix in the 12-inch wedge,” Willow said. “The major problem with this is the 12-inch segregated wedge in the joint will never get compacted and will be destined for failure.” Tack Willow recommends a double application of tack, “if using anything other than PG tack codes” like Pennsylvania’s specs. He suggests spraying the vertical edge of the notch wedge and the entire 12-inch wedge. “We like to see the tack so heavy in the joint that it’s almost running off the wedge,” Willow said, “because we don’t want the joint to come apart and if there is any minor segregation in the wedge this will help fill the voids and aid in joint density.” Compaction To properly compact your notch wedge, placed at an appropriate depth, Willow recommends using the notch wedge pneumatic roller. The pneumatic roller has a patent-pending steering system, which allows for lateral adjustment of the pneumatic roller tracks behind the paver. It assists with the stabilization of the 12-inch wedge. “We don’t like to call it compaction because we do not want to fully densify the 12-inch wedge until the adjacent lane is placed on top of it,” Willow said, adding that this is why Willow Designs uses a pneumatic rather than a steel drum. “Since the wedge is essentially a thin lift, using a pneumatic will knead and tighten the mix in the 12-inch wedge without breaking aggregate.” The sidewall of the pneumatic tire roller will also re-establish the vertical edge of the notch. “As the notch wedge joint is being built at the paver, segregation takes place where the edge of the
38 // February 2019
mat and the notch wedge joint meet,” Willow said. “We like to refer to this as ‘the fluff in the joint’.” The “fluff in the joint” can be eliminated by adjusting the steering system on the pneumatic roller to cut the mainline mat by 1/2 an inch to 1 1/2 inches to create a new vertical edge for the notch. Willow said this will yield higher density numbers on the open edge of the joint prior to placing the second pass or adjacent lane. When doing the rest of your rolling, Willow recommends staying 12 to 15 inches to the inside of the joint on the first roller pass. “This stabilizes the material over top of the notch wedge joint,” he said. On the second roller pass, the roller should shift over to compact the 12 to 15-inch section it skipped on the first pass. “This will force the material straight down into the joint.” Then, he said, continue rolling the rest of the mat as normal. Match the Joint Whether paving the second pass or an adjacent lane, Willow said it’s critical to overlap while matching the joint. “You don’t want an open joint, but you also don’t want too much overlap,” he added. The overlap should be between 1/2 an inch to 2 inches, based on the HMA mix and depth. “Match height on the joint is also critical,” Willow said. “This is where you will have to experiment a little based on different mixes, depth of the notch, and depth of the HMA mix total.” A trick he uses when matching the joint on a notch wedge joint is to check the mat depth 15 inches from the joint. “If this area is short on HMA mix depth, increase the main screed depth while adding a little positive slope on the joint matching extension so the joint will still roll in during compaction,” Willow said. “This minor adjustment will still provide a flat profile of the finish pavement on the second adjacent pass after compaction, but will provide more material in the joint to get density. “From a visual standpoint on a properly matched joint, we like to see a white line of crushed aggregate the width of the overlap on the joint,” Willow said. “A joint that disappears is a future failure.” Equipment Maintenance It’s imperative to use a green release agent prior to paving, one that is not cut with water. “It’s intended for the pneumatic tire to heat up from the HMA mix,” Willow said. “The green release agent will allow this to occur while still providing lubrication so the HMA doesn’t stick to the tire. Release agents cut with water do the exact opposite. They cool the tire, which will cause major pick up of HMA mix on the tire.” Once the pneumatic tire is heated up, reapplication of release agent should be every 15 to 45 minutes, depending on the mix being placed.
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Texas Cordia Pursues Its Plant Plans By Sarah Redohl
40 // February 2019
In July 2018, AsphaltPro published the first article in a series of articles about Texas Cordia, Edinburg, Texas, and the company’s plans for its first asphalt plant, from the purpose of the plant to the permitting process. In the second installment of the series, Yara Corbitt and Isaac Heredia talk about bringing all the parts of their new plant to one place and starting the mix design stage.
W In February 2018, Texas Cordia purchased a Barber Green plant in Corpus Christi, Texas. The company chose to purchase used equipment for several reasons. “We were on a budget,” Heredia said, “In addition, the used pieces had a good reputation that preceded them.”
When Yara Corbitt and Isaac Heredia of Texas Cordia Construction, Edinburg, Texas, started 2018, the pair’s big goal for the year was to establish the company’s first asphalt plant. A lofty goal, Corbitt and Heredia planned to be producing their own mix by the end of 2018. With two weeks left in the year, there was only one problem. It was taking longer than expected for the local electrical utility to provide service to their plant, which was located half a mile from the nearest power source. “We weren’t going to let a lack of electricity stop us from hitting our goal,” Corbitt said. Instead of adjusting their timeline, they invested in a generator to power their plant while they waited for the electrical work to finish. “We kept focusing on the goal, not the obstacle.”
On December 26, 2018, Texas Cordia’s asphalt plant produced its first batch of hot-mix asphalt.
Behind the Ambition
Texas Cordia is a heavy highway civil contractor operating in the Rio Grande Valley. In 2018, Texas Cordia laid more than 50,000 tons of asphalt on its own paving projects. “Instead of giving that business to someone else, we thought it was something we should do ourselves,” Corbitt said. “Down here in the valley, a few local contractors have their own plant. We try to compete with them, yet we’re asking them for prices on hot-mix.” In addition to remaining competitive, establishing its own asphalt plant will also offer Texas Cordia’s crews flexibility to pave when they want and a reliable source of high quality mix. By February of 2018, Corbitt and Heredia had identified the plant they intended to purchase: a Barber Green plant in Corpus Christi, Texas. By March, they’d been approved for a loan and purchased the property. The plant was purchased April 3. By May, they received the required plant permits, and in June, equipment began to arrive to the plant property in Donna, Texas.
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All Parts to One Place
Identifying and transporting all of the necessary components ended up being one of the most time-consuming parts of the process. For example, Texas Cordia was originally looking at a baghouse from Minnesota, but decided against it to reduce refurbishing and logistics cost. Instead they found a suitable alternative in South Carolina in better condition and a lot closer to Texas.
Corbitt and Heredia have also begun to staff the plant. They already have their consultant, David Cline, who assisted with much of the plant planning process, and their plant manager, Peter Gutierrez, who has more than 15 years of plant experience with 10 years of experience running an asphalt plant. Pete joined the team in June, shortly after the first components for the plant started to arrive. They’ve also been training employees from the company’s existing team who are interested in working at the plant. They will also hire a loader operator when the plant is up and running. The scale, drum and silos arrived in June, the conveyors and bins in July, and the baghouse in August. Finally, the control house and master control center were the last pieces of the puzzle to arrive. They arrived together from Kentucky in early November. Heredia and Corbitt decided to purchase used equipment for several reasons. “We were on a budget,” Heredia said, “In addition, the used pieces had a good reputation that preceded them.” As parts arrived, the Texas Cordia team refurbished them and performed routine maintenance to get the plant up and running. They had the silo, drags, bins and baghouses painted. “Our team of welders completely rebuilt the cold feed bins, AC lines for AC tanks and refurbished the existing scale,” said Heredia. The control house was elevated for a better view of plant operations. “She’s looking absolutely beautiful,” Corbitt said. “The site has come together well.” The layout of the plant turned out to be more of a challenge than initially anticipated. “Each of us had a vision for what the plant layout should be,” Heredia said. Many of the ideas came from the Texas Cordia crew’s own experiences at asphalt plants they’ve bought mix from over the years.
42 // February 2019
TOP LEFT: The control house and master control center were the last pieces of the puzzle to arrive. They arrived together from Kentucky in early November. TOP RIGHT AND ABOVE: As parts arrived, the Texas Cordia team refurbished them and performed routine maintenance to get the plant up and running. They had the silo, drags, bins and baghouses painted. “We pulled the best parts of each of them together into our own layout.” “David also helped guide us,” Heredia said, making suggestions about drag slope and the cost of running electrical cable to various locations around the property. “He helped us keep the big picture in mind.” In the end, the AC tanks were set up to reduce piping and cable and the stockpiles were located in an area that will not hinder plant traffic and has proper drainage to maintain the integrity of the raw materials. “I think it’s a very well thought-out and well laid-out plant,” Corbitt said. “The entrances and exits are clear and visible, cir-
culation of traffic is easy, and there are no congestion points.”
Stocking the Stockpiles In December, the new plant also began to receive aggregate and designate a place for each stockpile. Drainage improvements were complete and the Texas Commission on Environmental Quality gave their blessing on the storm water permit. Then, Texas Cordia purchased enough aggregates to run trial batches based on the most common mix designs. Located in southern Texas, Texas Cordia has its aggre-
gave the plant crew a chance to familiarize themselves with the plant. “The first run is always exciting,” said Heredia. “Like music to our ears,” adds Corbitt. With their first run, the problems that arose were minor, like tightening and loosening belts, adjusting conveyors and drum, and calibrating the scale. After fixing those kinks, Texas Cordia produced, loaded and delivered its first batch of mix to the Texas Cordia yard in Edinburg.
Corbitt’s son, Matthew, tours the plant on its first production day, December 26, 2018, alongside Consultant David Cline. “My son turned the plant on for the first time,” Corbitt said. gates shipped from Mexico. Although this comes with cost benefits, it also presents some logistical challenges. “Many of those trucks that come from Mexico are overloaded by U.S. standards, so they can only travel on certain roads and deliver the material to staging points near the border,” Corbitt said. From there, Heredia coordinates the transfer of the material to the plant. Although the Texas Cordia plant is located a bit further from its aggregate source than its competitors, their plant location also has its benefits. “Our plant isn’t located where the majority of the hot-mix plants in our area are, down in the valley,” Heredia said. “We’re a little further west, so if a job is on the west side of town, we’re 15 miles closer.”
As Heredia and Corbitt have had to focus attention on the plant, their superintendent has stepped up his game. “He’s got it under control and our projects are moving forward aggressively,” Heredia said. Corbitt admits, “The whole process has been a growing experience for everyone on our team. The team is ambitious to lay OUR mix!” Texas Cordia now awaits all the standardized testing including Hamburg, gradation/ sieve analysis, AC content, RICE and maximum theoretical specific densities.
“Our intention from the very beginning was to produce hot-mix for our own crews,” Corbitt said. “That’s our number one.” However, she said, they will likely sell some hot-mix commercially and eventually would like to be approved to produce TXDOT mixes. “Everything we’ve been working on has been in service of meeting TXDOT’s requirements,” Corbitt said. “We will do whatever it takes to produce high quality mix. TXDOT’s bar is our bar, too.” March is their goal to have mix designs approved. For Corbitt and Heredia, getting their mix designs approved is just one more box to check off on a very long to-do list to get the plant up and running. “It’s just like baking a cake,” Corbitt said. “You have the same ingredients as everyone else: the aggregate, sand, and AC. You add them together, test it, make adjustments, and go again – but better.” The next hurdle will be setting a price for its mix. “We want to offer a fair market price for our region down here in the valley, while maintaining the integrity of the mix,” Heredia said.
Time for Trial Runs
After receiving the generator in December, Texas Cordia began running its first batches of hot-mix. “Part of the testing process is putting the plant into production to make sure she’s running properly,” Corbitt said. “If you wanted to race a car in March, you wouldn’t wait until March to test drive it.” This period of putting the plant to the test not only gave Texas Cordia a chance to make sure they are hitting the correct temperatures and percentages, but also
www.THeAsphaltpro.com // 43
Asphalt Industry Tradeshow Brings Technology to the Forefront E
Every year, the industry comes together to share knowledge and ideas. We meet in a convention center to check out the latest and greatest in equipment, software and services to enhance the way we do business, the way we pave the nation’s roadways. It’s time again to prepare for the World of Asphalt Show & Conference and AGG1 Aggregates Academy and Expo. The combined conventions for 2019 descend upon Indianapolis at the Indiana Convention Center this Feb. 12-14. As you know, the show owners (National Asphalt Pavement Association, Association of Equipment Manufacturers, and National Stone Sand and Gravel Association) put all the details online at www.worldofasphalt.com and https://www.nssga.org/major-event/agg1/. Check those out. On the WOA site, map your show plan under the “Register” tab, and don’t forget to add Booth 10126 to your travels so you can visit with your AsphaltPro staff. Make a list of the education sessions you want to attend by visiting the “Education” tab.
You’ll see these options and lists in a menu down the left-hand side of the “Visit” page. In the meantime, consider this preview a cheat sheet to make your planning easier.
ADM 25127
Asphalt Drum Mixers Inc., will have its EX Series, Model EX 8844 on display in booth 25127. “Check out plant components on the show floor and quiz ADM personnel on how the EX 8844 works to advance your business’ bottom line with features like: increased capacity, with up to 50 percent RAP, in a compact package; counterflow technology for maximum heat transfer and fuel efficiency via separate drying and mixing zones; clean operation for virtual elimination of blue smoke and hydrocarbon emissions and efficient design for single-operator capability, easy troubleshooting and simple on-site maintenance. See it for yourself, and discuss custom solutions with expert personnel.” See the ad on pages 70-71.
Ammann 20149
AMMANN Group will be exhibiting in booth 20149 with information on asphalt production and compaction. See the ad on page 9.
ArrMaz 20147
Road Science®, division of ArrMaz, will be exhibiting in booth 20147. See the ad on page 67.
AsphaltPro 10126
AsphaltPro Magazine will have information pertaining to our Asphalt Paving 101 online course for paving professionals. We’ll also have forms to help you get colleagues signed up to receive the magazine. See the ad on page 78-79.
Stop by booth 10126 to meet your AsphaltPro magazine staff and to learn about our online training course for your paving crew.
Astec 21113
Components from the EX Series from ADM will be on display in booth 25127. 46 // February 2019
Astec Inc. announces its Silobot Silo inspection service is now available. ASTEC Silobot™ inspection service uses an innovative wireless, remotely controlled robot that analyzes, evaluates and inspects asphalt silos for imperfections. Additional asphalt mix production equipment will be on display in booth 21113. The company will also have giveaways of a
Bomag 17115 Stop by booth 21113 to discuss what’s new in silo inspection and silo storage. custom, one-of-a-kind, 1/12-scale Indy car model and 4 Indy 500 tickets, plus four VIP passes to the Legends Day concert. “Astec will use its booth to showcase expansive product offerings. Representatives from the Astec parts team will be on hand along with an array of available parts. Astec controls representatives will demonstrate the strengths of Astec control systems. Visitors to the Astec booth will see a full-size Phoenix® Talon™ burner, as well as a display of the Astec warm mix system, the Silobot inspection device, and a cut-a-way scale model of a Double Barrel® XHR drum.” See the ads on pages 11, 15, 19, 23, 26-27.
BOMAG Americas Inc. will have the new BF300C-2 asphalt paver on display in booth 17115. BOMAG will unveil its newest commercial asphalt paver, the BF 300, which features MAGMALIFE screed technology, which cast heating elements inside a protected aluminum block for faster heat-up times and more uniform heat distribution. Visit the booth to learn about ECOMODE, the quick coupling system for fast screed extension and BOMAG’s side view. “The new paver will be physically on the booth along with...BF300C-2, BM2200/75, BW206AD-5, BW151AD-5, BW138AD-5. Come to the booth to learn about BOMAG’s extensive line of asphalt paving, compaction and rehabilitation equipment, including TanGO tangential oscillation rollers, ECONOMIZER and Asphalt Manager intelligent compaction monitor-
ing, Remix Anti-Segregation System pavers, MAGMALIFE screed technology, BMS 15 interchangeable milling tooth holders, BOMAG FLEXMIX recycler technology, and BOMAG Telematic to monitor machine operation, location and health. Bring your asphalt paving, compaction and rehabilitation challenges to the BOMAG specialists during World of Asphalt/AGG 1 in booth 17115 for efficient and cost-effective solutions.”
Cargill 18142
Cargill will be available to discuss rejuvenators and high RAP mixes, including the initial results of testing with NCAT and MnROAD. “As a leading provider of innovative solutions, and a champion of raising the performance bar, earlier this year we partnered with NCAT and MnROAD to evaluate how to best implement perfor-
www.THeAsphaltpro.com // 47
mance-engineered design in mixes containing rejuvenators and high levels of RAP. Our experts will be on hand to discuss the initial results from this ongoing testing and share how our Anova rejuvenator makes high RAP roads a reality. With Anova rejuvenator it’s possible to increase the amount of recycled content in the asphalt mix from today’s average 20-30 percent RAP mix, up to 50 or even 100 percent, without sacrifices. Visit our booth to learn how to improve the performance—and the sustainability—of asphalt roads using high RAP mixes.”
Caterpillar 26107
The Caterpillar booth at stand 26107 is combined with the Weiler booth at 28107 so there’s plenty of milling, paving and compaction equipment to be seen here. “Growing your business is challenging in the road building industry. Caterpillar and your Cat Dealer have your back. Whether you need new equipment, training, service, or a new part to keep your project on schedule, we are right there with you.”
Chemtek 30089
Chemtek Inc. will have its NeSilex silica dust suppressant and PavePro biodegradable asphalt solvent on display at the booth, with product demonstrations during all open exhibit hours. The company will also be part of the Rock the Road presentations during the show and will be presenting on Effective Silica Dust Control Tuesday, Feb. 12, at 1:30 p.m. “Chemtek Inc. provides solutions that matter! Stop by our booth to see how you can reduce your bottom line, save time and also create a safer work environment for your employees. We’ve created a breakthrough silica dust solution that is easy to integrate and will dramatically reduce silica dust exposure on your construction site. We’re also the creators of an asphalt cleaner that works better than diesel fuel but is legal and safe to use. Don’t put your employee safety at risk and stop wasting money on products that don’t work! Stop
48 // February 2019
by our booth to see these break-through solutions in action!” See the ad on page 69.
CWMF 15111
CWMF will be exhibiting in booth 15111. Stop by to talk about your plant component needs. See the ad on page 33.
Eagle 27089
Eagle Crusher Company Inc. will have its new Stealth™-500 on display at booth 27089. The plant is specifically configured to help cost-conscious businesses enter the asphalt, aggregate, and sand and gravel industries, or economically add to their fleets for a low initial investment price. “Eagle Crusher personnel will be on hand to personally showcase the Stealth™-500 and to help producers find the right crushing and screening equipment for their particular applications. The all-electric Stealth, designed for smaller-sized jobs that require cubicle spec products from a highly portable crushing and screening plant, provides high production crushing and screening on one chassis. The plant’s two-deck inclined screen produces two cubical products,
while top-deck retained material is returned to the crusher for further processing. The Stealth transports easily with its hydraulic retractable return conveyor, and sets up and tears down quickly using its hydraulic lift and leveling system.” See the ad on page 39.
Etnyre 21096
E.D. Etnyre will be exhibiting in booth 21096. Stop by to see a number of distributors and trailers. See the ad on page 55.
Fastmeasure 20143
Stop by booth 20143 to visit with Ernie Kaplan about your distance measuring needs. See the ad on page 81.
FORTA 13100
FORTA Corporation will have its new FORTA® Voyager on display to automate the fiber feeding process with a wireless remote. The company will have other products on display in booth 13100 as well. “Stop by to learn how fiber reinforcement can help your asphalt pavement. FORTA-FI is proven to reduce cracks and rutting. It’s easier than you think.”
See the new Stealth™-500 from Eagle Crusher during its launch at WOA/AGG1 in booth 27089
Stop by booth 34127 to learn more about Gencor’s Portable Ultraplant® and more.
Liquid® from a producer’s standpoint, creating benefits such as a 400o flashpoint, which allows manufacturers to safely operate their plants at normal temperatures. As a DOT-approved product in all 50 states, we are a preferred choice of major cities, utilities, manufacturers, DOTs, contractors and homeowners everywhere and the only no toxic VOC permanent asphalt repair product.” See the ad on page 63.
Chain Tool
Gencor 34127
Gencor Industries Inc. will have burner, hot oil heater and plant controls on display at booth 34127. “Come see Gencor’s Portable Ultraplant® is the most fuel efficient, environmentally clean, easiest set up and lowest maintenance design available to the hot mix industry. A totally integrated drum concept that allows high production continuous mix with high-volume, high moisture recycle. The Gencor Portable Ultraplant® combines simple design with the most advanced control technology and massive heavy construction unmatched in the industry. Backed by world class product support and training, Gencor Portable Ultraplants® provide contractors years of dependable long life with low cost- low maintenance operation for the highest profitability. Whether you’re near home or paving towards the North Pole, a Gencor plant is your best choice.” See the ad on page 4.
GreenPatch 19137
GreenPatch® will have a revolutionary cold asphalt repair product on display as well as videos of how to produce GreenPatch through a HMA plant or portable pugmill. “GreenPatch®, a permanent asphalt repair product, uses state of the art technology enabling producers throughout the country to add recycled asphalt product (RAP) and sustainable additives during cold asphalt production. As owners and operators of three asphalt plants, we consciously designed GreenPatch
GreenPatch will have its cold asphalt repair product available for discussion at booth 19137.
Heatec 21106
Heatec Inc. will be display its new Heatec Control Systems at booth 21106. Heatec controls for emulsion blending, polymer blending, and asphalt terminals combine user-friendly interfaces with sophisticated software to give plant personnel precise control over their processes, according to the manufacturer. Recipes can be programmed to be semi or fully automated. “Heatec will have several display units for you to put your hands on. We will have a full scale heater there with a Recon monitoring system mounted on it along with side pumps and a sock filter system. We will also have a Recon system demo unit that you can view and test on
• Makes installing or removing stubborn chains fast and easy • 50,000 lbs. of thrust • Accommodates a broad range of chain sizes • Design facilitates use inside the conveyor
Call toll free:
800-292-6070 maxamequipment.com
www.THeAsphaltpro.com // 49
Crushers International. The new midrange model offers higher production with a smaller footprint and up to 10 percent more capacity. Kolberg-Pioneer will be introducing a new water clarification system that accelerates the process of filtering fines from dirty water for reuse in the processing plant. The group’s booth will also feature a unique display showcasing a variety of materials from the aggregate and asphalt industries.” See the ad on page 83.
Libra
Stop by booth 21106 to see the new Heatec Control System. tablets. We will have three control system demos on hand for you to explore: emulsion blending system, polymer blending system, and terminal control system. In addition, we have a bunch of new stuff to talk about with our tanks and a partnership with a thermal fluid manufacturer.” See the ad on page 2.
Ingevity 17116
Ingevity will be exhibiting in booth 17116.
Kenco 31100
Kenco Engineering will be exhibiting in booth 31100. Stop by to discuss your wear parts and components needs.
KMI 16141
KM International will display the KM 8000T asphalt hotbox and the KM T-2 asphalt recycler in booth 16141. “Stop by our booth to see why thousands of contractors across the country rely on the dependability and versatility of KM International equipment. KM International’s entire line of equipment is designed to make pavement maintenance easier and more importantly profitable. KM staff will be on hand and ready to answer questions regarding not only the equipment but how
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the equipment will help take your business to the next level.”
KPI-JCI AMS
29127
KPI-JCI and Astec Mobile Screens will exhibit in booth 29127. Kolberg-Pioneer will introduce a water clarification system designed to eliminate the need for settling ponds by recovering 95 percent of the water that flows to the system. Johnson Crushers International will introduce the K350+ cone crusher model with increased drive train, stroke, horsepower, weight, head diameter, hold-down force. KPI-JCI and Astec Mobile Screens will have unique giveaways for all visitors. “KPI-JCI and Astec Mobile Screens will be showcasing two of their crushers, the 3055 Pioneer® jaw crusher from Kolberg-Pioneer and a new model of the Kodiak® Plus cone crusher from Johnson
Stop by booth 29127
31127
Libra Systems Inc., will introduce its Libra Sentinel GPS Truck/Asset Management Solution at WOA with the software on display in the booth. Sentinel is a cloud-based GPS system designed to be a complete asset management solution. When coupled with other Libra systems, Sentinel is designed to provide a seamless, end-to-end solution for tracking and managing assets in real time. “Key benefits include: seamless integration with Libra Solution Suite; mobile app or vehicle mounted options; unparalleled accuracy.” Libra will have products on display in the booth, and will have a number of giveaways for attendees. “In addition to the Sentinel GPS Truck/ Asset Management Solution, Libra will be unveiling the new, fully-graphic Silo Safety system. Other solutions to be showcased include asphalt plant automation, truck scale ticketing systems, centralized management solutions, self-service kiosks, point-of-sale software, remote printer terminals, camera id, web services and central/local dispatch.” See the ad on page 35.
Stop by booth 31127 to see the new Sentinel asset management solution from Libra.
Meeker 19107
Meeker Equipment Co. Inc., will showcase its Meeker asphalt batchers and transfer conveyor in the booth. The transfer conveyors are electrically heated; the manufacturer uses split return rollers on all the idler sprockets to allow replacement of only the sprocket, not the shaft. The three-way transfer conveyors have a bolt-on inlet so one section can be removed for maintenance, rather than the entire conveyor. All conveyors come standard with zero speed switches to show conveyor running and bin indicators on head shafts to show if material has built up in the conveyor. “All of our batchers are oversized to allow large, 3+ ton batches. We use a split batcher with double doors on the bottom of the batcher to allow even flow of asphalt into the silo. Larger batchers reduce segregation issues. With plants getting bigger and bigger, the batchers allow for more of a ‘gob’.” “Meeker is continuing to grow in the marketplace. We now offer complete silo systems, reverse air baghouses, hot oil heaters, asphalt tanks, and manufacturing capability to handle our customers’ requirements. Look to the future with Meeker.” See the ad on page 17, 74.
Stop by booth 19107 to see Meeker’s asphalt batcher and transfer conveyor technology.
Pegasus 12106
Pegasus will be exhibiting in booth 12106. Stop by to talk about the all aluminum live bottom trailers. See ad on page 57.
Pine 29096
Pine Test Equipment will be exhibiting in booth 29096. Stop by to see the testing equipment to complete your asphalt QC/QA lab. See ad on page 61.
PHCo
20127
Process Heating Company Inc., will be exhibiting in booth 20127. “For years, we have told customers why our Lo-Density® heat is the best choice for heating their asphalt tanks, hot-oil circulating systems, fuel-oil preheaters and distributor trucks. This year, with the launch of our new product videos, visitors to WOA will be able to see the difference. These videos show how our low-watt-density, drywell-style electric heaters actually work, and illustrate exactly why they are a more efficient, reliable, safer and cleaner form of heat. Visitors will also see how Lo-Density heaters reduce damage to liquid asphalt and emulsions, keep coking to a minimum, and enjoy an unparalleled decades-long heater life.” See ad on page 59.
See Lo-Density® heat from PHCo in booth 20127.
• Most accurate additive system – and it saves on energy costs • High efficiency on-demand style heater heats only the metered additive – no need to heat the additive tank • Coriolis mass flow meter for extreme accuracy • Positive displacement, variable speed pump handles even the most viscous additives • Fully assembled and skid mounted for easy installation on any plant • Complete on-board controls easily integrated with existing plant controls • Patent 9719214
Call toll free:
800-292-6070 maxamequipment.com
www.THeAsphaltpro.com // 51
tures the increased power of an 800 hp engine. The RP-170e rubber tired paver is an 8-foot paver with a compact wheelbase for greater maneuverability. The RP-195e rubber-tracked paver features Roadtec’s anti-segregation design. Roadtec’s largest soil stabilizer, the SX-8E rounds out the booth. Booth 23089 also features Roadtec’s Guardian™ Telematics System. Guardian was recently enhanced to provide increased functionality and faster speeds.” See the ad on page 3.
Rubble Master 15089
Stop by booth 13127 to see the Burke hot oil heater from Reliable Asphalt Products.
Reliable 13127
Reliable Asphalt Products Inc., will have a number of products on display in its booth, including a hot oil heater, asphalt calibration tank, asphalt pump metering skid and the Minds control system. Personnel will offer in-depth Minds control demonstrations throughout the day and offer multiple give-away items. “Reliable Asphalt Products Inc., brings a full line of products and services to the asphalt plant industry. Besides being the largest vendor of used and refurbished plants and components in the United States and Canada, we specialize in retrofitting new components such as baghouses, silo systems, pump meter skids, liquid asphalt tanks, cold feeds, etc. Reliable focuses on higher plant production with greater percentages of recycle. We offer both new, used and refurbished parts. Visit our booth to inspect the newly designed, even more fuel-efficient Burke hot oil heater. We look forward to greeting you at Booth 13127.” See the ad on page 84.
features an 800-horsepower Caterpillar® engine and an updated body style. It’s available in three-track and four-track versions; the four-track version will be on display. Roadtec will also showcase the RP-170e asphalt paver, the RP-195e asphalt paver, the SB-2500e Shuttle Buggy® material transfer vehicle, and the SX-8e soil stabilizer/reclaimer. Stop by the booth because: “Roadtec is showcasing five asphalt machines: two pavers, a cold planer, a stabilizer, and the industry leading Shuttle Buggy® MTV. All Roadtec machines are built from A656 Grade 80 steel, which yields a stronger, lighter frame. The upgraded RX-700e cold planer fea-
Rubble Master will have its new HS3500M scalping screen on display at booth 15089. This compact 4 x 9-foot high performance screen is designed to process a variety of waste products including asphalt slabs and millings, gravel, and more. Customers can choose from a variety of screen sizes to get up to three finished end products. “We offer a draw for Yeti Products. Stop by and drop your business card.” “Rubble Master will have the biggest aggregate equipment booth at the World of Asphalt with two pieces of equipment on display—a crusher and a scalper screen. Rubble Master will feature its best seller— the RM 90GO! compact crusher….Also on display is the all-new RUBBLE MASTER HS3500M scalping screen….Rubble Master is the only tracked impactor that has zero issues with its radiators in an asphalt application which makes it the perfect impact crusher for paving contractors and asphalt plants. Stop by and learn more.”
Roadtec 23089
Roadtec Inc will have its new RX-700e heavy duty half-lane planer on display at booth 23089. The upgraded RX-700e cold planer
52 // February 2019
Check out the upgraded RX-700e from Roadtec at booth 23089.
TransTech
26127
TransTech will be exhibiting in booth 26127. Stop by to see the line of non-nuclear density gauges for your QC/QA program. See the ad on page 29.
Stop by booth 17133 at the top of the hour for a training talk with a Stansteel/Hotmix Parts & Service expert.
Stansteel 17133
Stansteel/Hotmix Parts & Service will have its new Tank Tracker on display in booth 17133. The tool is designed to monitor your operation while keeping costs low and team members safe. The manufacturer lists the following benefits of the Tank Tracker: load the right AC in the right tank; stop overflow of tanks; know your tank or silo level within a few gallons or 1 percent; help manage your inbound tankers and outbound trucks to know inventory at all times; remove one more difficult/hazardous task; management and supervisors can monitor the level from any smart phone. Gregg Gilpin and Sherman Owen will give training talks at the booth every hour on the hour throughout the show. Stop by the booth to win one class tuition to any of the Hotmix University classes in 2020. “Visiting the Stansteel/Hotmix Parts & Service booth is an opportunity to meet some of the most experienced people in the asphalt industry. You can see first-hand some of the newest technology around, and get hands-on with world-class equipment that can immediately give you a competitive edge in your business. Plus you can talk asphalt with some of the nicest and best-looking folks at the WOA and get the chance to win some valuable and unique prizes.” See the ad on page 21, 73.
Tarmac 19099
Tarmac International will be exhibiting in booth 19099. Stop by to discuss your plant and component needs. See the ad on page 31.
Wirtgen 33077 Wirtgen Group will have the Wirtgen W 150 CFi with new 1,800 mm (6foot) milling drum assembly on display in booth 33077 among other pieces of equipment from the company. “The Wirtgen W 150 CFi will be paired with a display on new polycrystalline diamond PCD cutting tools, along with the Super 1800-3i SprayJet paver, Super 2000-3i, and Super 700-3i pavers from Vögele. Hamm asphalt rollers of all sizes will be displayed and will include the innovative DV+90i VV-S pivot steered roller with split vibration drum for perfect compaction of tight radii. A handson cab simulator featuring Hamm’s exclusive Easy Drive operating concept will be on exhibit. And Kleemann’s Mobirex MR 130 Zi EVO2 mobile impact crusher will be displayed.” See the ad on page 13.
the Liquid Asphalt Tank Heater/Agitator
• Replaces conventional coils • Patented design heats & blends • Horizontal or vertical tanks • Easily installed and maintained from outside the tank • Powerful siphon jet pump moves 1500 gal/minute • 500% more efficient heat transfer • No internal moving parts • Comes as a complete unit • Patent 9719214
The Wirtgen W 150 CF/ W 150 CFi compact milling machine with the new 1,800 mm milling drum assembly will be on display at booth 33077.
Call toll free:
800-292-6070 maxamequipment.com
www.THeAsphaltpro.com // 53
Antitrust Laws Apply to Everyone Antitrust laws: what you can, can’t, and shouldn’t do
A
Antitrust laws are a collection of federal and state laws that aim to protect consumers from predatory business practices by promoting fair competition. Antitrust laws affect all industries. However, according to Bradley Love, partner in Barnes & Thornburg LLP’s Indianapolis office, companies in the aggregate industry face a number of antitrust violation risks. During a presentation put on by the National Stone, Sand and Gravel Association (NSSGA), Love explained what companies operating in our industries need to know to operate without violating antitrust laws, and some of the information may come as a surprise.
What Constitutes an Antitrust Violation?
According to the Sherman Antitrust Act of 1890—where this all began—antitrust laws aim to promote unrestrained competition to reduce prices and increase consumer quality and choice. Although Congress has since expanded antitrust legislation, the intentions of the law remain the same. Most violations happen in the form of horizontal agreements, or agreements with competitors. This might include price setting, limiting discounts, limiting production, dividing markets whether geographically or by customer, rigging bids, and limiting product quality or innovation. It can also include agreements to boycott customers, suppliers or rivals or agreements to set salaries and benefits, or to not recruit certain employees. That list encompasses situations that you may not expect to be in violation. For example, if a customer said they are shopping bids, you cannot call your competitor to verify the bid the customer said your competitor offered. If a customer gave you a competitor’s pricing information, unprovoked, you should also document when and where you received the information, and from who, to prove your innocence later, if need be. Even benchmarking, which can be seen as lawful and even pro-competition, can be in violation when done wrong. Love said any benchmarking should be done through a third party, such as a trade association, provide historical data at least three months old, share only averaged data, and the results should be anonymous.
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Love added that it’s important to realize that “talking shop” with competitors can very often be grounds for an antitrust investigation.
No Paper Trail, More Problems
A common misconception about antitrust violations is that there must be proof, often in writing. There does not need to be a written agreement. Speaking in code will not indemnify you. And good intentions—and even innocence—may not be enough. Circumstantial evidence, such as the occurrence of a meeting between competitors, is often enough to prove a violation. The onus is on you to prove that these conversations were innocent. “Most evidence in these cases comes from meetings,” Love said, adding that, “allusions in emails and even innocent comments that were not well thought-out can be turned against a company when the government starts looking into antitrust accusations.” Even if these actions have innocent intentions, Love recommends documenting the reasons behind any conversation with any competitor. For example, a customer asks its aggregate supplier to host a competitor for a tour of their facility. In that case, Love suggests the customer, or even an attorney, be present to ensure nothing improper is happening and be available as a witness, should an investigation be launched. In the event that a conversation ever turns to an improper topic, Love said to leave immediately, make it known why you are leaving, and take notes about the event. He also warns against any attempt to cover up communication with competitors, even if the communication was innocent in nature. The cover-up will give an illusion of guilt. Love recommends saving all evidence you collect. Although the statute of limitations is 5 years on the criminal side, fraudulent concealment (hiding antitrust violations) can extend that timeline indefinitely. Some agreements are allowed between competitors, but they are very limited. They include joint ventures that offer some benefit that does not restrict competition, joint bids on jobs too large for a company to bid alone,
and activities to influence government, such as lobbying or other political activities.
Intention and Innocence
Many companies or individuals found guilty of antitrust violations may not even intend to break the law. For example, in 2005, a group of competing ready-mix concrete suppliers met for drinks one evening and the conversation turned to limiting discounts on listed prices. Fines for each company ranged from $4.7 million to $29 million, and a number of senior executives were sent to prison. The president of Builder’s Concrete thought that by not talking during the conversation about price fixing that he would be found innocent of an antitrust violation. The jury found him guilty and he spent 14 years in prison.
Antitrust Agreements Between Buyer and Seller
Antitrust violations can come in the form of agreements with competitors, as mentioned above, but also between seller and customer (also known as a vertical agreement). If investigated for a vertical antitrust violation, you will be required to prove that an agreement is reasonable and is supported by a legitimate business reason, such as
The 10 Commandments of Antitrust Purity: 1 2 3 4 5
No bid rigging. No price fixing. No dividing markets. No boycotts. No recruiting or benefit agreements. 6 No appearance of collusion. 7 No illegal tying. 8 No predation or monopolization. 9 No bribes. 10 Follow antitrust compliance policies, conduct training and monitor compliance.
improved quality or the development of a new product. In industries like ours, it may be difficult to distinguish if an agreement is horizontal or vertical. For example, a competitor may also be a customer. In that case, you will need to share pricing information to do business. In this case, only provide the information necessary for the transaction. Do not discuss other customer prices, purchases, bids, cost, capacity or any other topics. In this event, if you sent out price increase letters, you should also be sure to send them to all customers (both customers who are also competitors and customers who are only customers) at the same time. Do not share them with customer-competitors first for any reason, or it could be inferred that you were colluding in advance of the increase. Another potential problem pertaining to vertical agreements in our industry is any tying arrangement where a customer is required to purchase something they don’t want from you to be able to purchase something they need from you. This may be illegal if you have a high market share. “There should be a reason for the tie, like volume discounts or cheaper distribution,” Love said. “That will not be a problem.” Exclusive contracts, Love said, are generally permissible, as long as they don’t restrict competition. Another situation which may arise is charging different prices to different customers. This is legal in most cases, unless you are selling a commodity product to competing resellers. Competing contractors could be considered resellers if they were bidding on the same highway job for the same materials and you offered them different prices. “That could be problematic,” he said. You may, however, choose not to sell to any company or individual, but you cannot make an agreement to boycott a customer (or supplier) with a competitor. However, he said, it could be problematic if you are the only option available in that market. Non-payment, he added, is absolutely a valid reason not to sell to a customer, even if you are their only option in the market.
Anyone Can Break Antitrust Laws
Antitrust violations can occur in any industry—even ours. Recently, the West Virginia DOT and four cities filed civil actions against eight paving companies, alleging illegal combi-
nations and agreements inflating the price of asphalt production in the state in 2016. In 2017, the Kentucky Transportation Cabinet made public that the DOJ was conducting an antitrust investigation related to “construction, paving or asphalt projects” with the state’s Division of Construction Procurement. “We all think we’re different until we get caught,” Love said. “It can happen in your industry, it can happen to you.”With the DOJ’s program offering amnesty to the first qualifying company to report an antitrust violation--and reduced punishment to any resultant violating company who names additional companies guilty of antitrust violations—the DOJ has never been more empowered to find and pursue antitrust violations.
The Department of Justice is one of the few government agencies that more than pays for itself, Love said, adding that the agency has levied more than $10 billion in criminal fines for antitrust violations since 2008. More than 225 individuals have been sentenced to prison as a result of antitrust violations since 2009, with the average prison sentence lasting 27 months. And criminal fines and prison time are only the beginning. Injured customers and consumers can also bring forward civil lawsuits for up to three times the damages they claim to have incurred from the antitrust violation. “Even if a company avoids criminal prosecution or fines, they may still see civil litigation,” Love said, adding that associated costs can easily overshadow any profits from overcharging customers.
An Antitrust Prevention Plan
To protect yourself and your company from antitrust violations, Love recommends having, knowing and following an antitrust compliance program, as well as appointing a Chief Compliance Officer. However, that may not be within reach for companies of all sizes, so Love outlined ten commandments of antitrust purity, which you can read in the sidebar at left. The bottom line, though, is to compete vigorously with your competitors, and compete fairly through better products, better service and better prices. – By Sarah Redohl
www.THeAsphaltpro.com // 55
product Gallery
What’s New for Production W
While your plant crew works on updates, upgrades and upkeep during this downtime, take a gander at the products and services production-related OEMs have on the market to help you improve your bottom line.
ADM
Asphalt Drum Mixers Inc., Huntertown, Indiana, offers its tank level indicator in the family of ADM Asphalt Plant Control Addons. The tank level indicator add-on allows plant operators to see fuel or asphalt tank levels from the control house. “One of many available add-ons, the tank level indicator allows operators to view fuel or asphalt tank levels from the control house rather than having to walk outside to the tanks. The ability to continuously see levels from inside the control house enables operators to order material whenever necessary to keep production flowing. This is especially useful on busy days in preventing the risk of shutdowns that may result if levels fall too low because operators did not have time to visit the tanks, read levels and order the necessary material.” For more information, call (260) 637-5729 or sales@ admasphaltplants.com.
Astec Mobile Screens’ ProSizer® 3600 plant “This plant was designed with maintenance in mind, making equipment sustainable, even in dirty environments like recycled asphalt pavement processing. Astec Mobile Screens’ ProSizer 3600 plant also features a robust design, equipped with an I-beam frame, heavy-duty axles, and AR-lined chutes. “An additional swing-out conveyor, with optional remote control has been added to the machine, giving producers the ability to make a third, stockpiled product. The conveyor can also be used to remove waste material that is caught in the circuit.” For more information, contact Patrick Reaver at (815) 626-6374 or preaver@astecmmobilescreens.com.
Astec
Astec Inc., Chattanooga, now offers satellite silo storage systems. “Stand-alone mix storage systems allow operators to establish a retail location within a transportation radius of the parent plant. These storage systems enable users to expand into a location that does not yet justify a plant, while the smaller footprint of the silo system can accommodate installation at small sites that can’t support a full plant. Satellite silo system components include a truck unloading hopper (to receive mix from the trucks to fill the silos), inclined drag conveyor, long-term storage silos with anti-segregation batchers, traverse conveyors to deliver mix into the selected silo and controls.” For more information, visit www.astecinc.com/SatelliteSilo.
The tank level indicator add-on from ADM
AMS
Astec Mobile Screens, Sterling, Illinois, introduced the ProSizer® 3600 plant January 2018. This plant is used to crush and screen asphalt slabs and millings for use in RAP systems. “The ProSizer® 3600 is a single-load crushing plant for processing virgin aggregate and recycled materials. Its 36-inch x 46inch horizontal shaft impactor can be paired with a conventional or high frequency screen. This crushing plant can be powered by diesel, electric or hybrid power. The hydraulic drive allows for variable rotor speed without loss of power, providing up to 25 percent more production over clutch-driven units, according to the manufacturer.
56 // February 2019
The satellite silo system from Astec allows operators to establish a retail location away from the parent plant.
Extruded Aluminum Live Bottom Trailers & Truck Bodies The Pegasus exclusive patented extruded aluminum interlocking components create a fully unitized structure that is strong, light, and durable. The all-aluminum body allows for increased payload, and the ultra wide belt gives a low center of gravity and fast-controlled discharge of material.
Booth #12106
PegasusTrailers.com | 888-608-1997 | Sandusky, Ohio | info@pegasusvansandtrailers.com
product Gallery Chemtek
Chemtek Inc., Research Triangle Park, North Carolina, offers the NeSilex, a silica dust suppressant designed to keep workers safe and help companies comply with new OSHA regulations. “Respirable silica dust is deadly. When working with aggregate, concrete or in most construction activities, respirable silica dust is present. NeSilex dramatically reduces worker exposure to respirable silica dust. Simply add NeSilex to existing water systems to create a safer work space and ensure OSHA compliance.” For more information, contact David Rigsbee at (919) 246-9021 or david@chemtek.us.
Clarence Richard
The Clarence Richard Company, Minnetonka, Minnesota, offers the Ez-Flo Weigh Loss Scale Controller. The feeder bin weigh loss scale controller is designed to upgrade a volumetric feeder control with no software changes to existing blend controls. “Mix quality improves. 1)Tach signal is adjusted to the blend control based on the correction required as reported by the rate of bin depletion in comparison to the volumetric rate. 2) Bin
The Ez-Flo Weigh Loss Scale Controller from Clarence Richard Company 58 // February 2019
bridging is reported when weigh loss is out of tolerance to what is required. 3) Low bin Level is reported. 4) Blending controls assume that volumetric rate is correct whether the bin runs empty or bridges. When running RAP and FRAP or RAS, when RAP weigh bridge changes in flow, the blending control can only assume one asphalt binder percentage. This is a problem when the asphalt binder content changes between bins. The Ez-Flo Weigh Loss Scale Controller solves these problems.” For more information, contact David Wilken at (701) 318-6432 or david@clarencerichard.com.
ClearSpan
ClearSpan Fabric Structures, South Windsor, Connecticut, offers its ClearSpan buildings with shipping container foundation. “ClearSpan structures are versatile enough to build atop shipping containers, creating a unique foundation option and creative storage solution.” “ClearSpan structures built on top of shipping containers provide abundant storage opportunities for the asphalt industry. These durable containers offer storage space for valuable equipment and tools, while simultaneously providing a sturdy building foundation. Customers can use an individual container on each side of the structure or stack multiple containers to provide extra clearance for taller aggregate piles and commercial equipment to fit inside. This economical foundation option allows customers to build nearly anywhere and easily transport structures to different work sites, all while avoiding the expenses associated with traditional foundation options, such as poured concrete or posts. The fabric cover offers temperature regulation and coverage from the outdoor elements, preventing piles from absorbing unnecessary excess moisture.” For more information, call (866) 643-1010 or visit www.ClearSpan.com.
ClearSpan offers buildings with shipping container foundations for a unique storage solution.
The new Stealth™-500 crusher from Eagle
Eagle
Eagle Crusher Company Inc., Galion, Ohio, launched the Stealth™-500 May 2018. It is an all-electric crusher and screen on one chassis. “The highly portable Stealth™-500 features a unique, twostep, five-foot grizzly deck to allow for material that passes through the grizzly deck to be blended back with the crushed material, minimizing crusher wear. The plant’s two-deck inclined screen produces two cubical products, while top-deck re-
tained material is returned to the crusher for further processing and higher quality production. Priced at $399,999 the Stealth is specifically configured to help cost-conscious businesses enter the asphalt, aggregate, and sand and gravel industries or economically add to their fleets for an unexpectedly low, initial investment price for a high production crushing and screening plant on one chassis.” For more information, call (800) 253-2453 or sales@eaglecrusher.com.
W H AT ’S Y O U R
BUT TON
Productivity? Safety? Material Quality? Operating Costs? Maintenance? Sustainability?
ALL OF THE ABOVE?
D I S T R I B U T O R T R U C K H E AT E R S
Turn to PHCo’s 100% efficient, easy-maintenance electric heat, with drywell-style heating elements that dissipate controlled heat to protect material quality. Only PHCo heaters allow you to set the temperature and forget it—overnight or a weekend—knowing your materials will be ready when the shift begins. Ask about our new and retrofit electric heater kits for distributor trucks. 866-682-1582
info@processheating.com
PROCESS HEATING COMPANY
www.processheating.com
www.THeAsphaltpro.com // 59
product Gallery
The Portable Ultraplant from Gencor Industries
Gencor
Gencor Industries Inc., Orlando, offers the Gencor’s Portable Ultraplant®. “Gencor’s Portable Ultraplant is a fuel efficient, environmentally clean, easy-set-up, and low-maintenance design for the hotmix industry. A totally integrated drum concept that allows high production continuous mix with high-volume, high moisture recycle.” “The Gencor Ultraplant® combines simple design with the most advanced control technology and massive heavy construction in the industry. Backed by world class product support and training, Gencor Portable Ultraplants provide contractors years of dependable long life with low cost- low maintenance operation for the highest profitability. Whether you’re near home or paving towards the north pole, a Gencor plant is your best choice.” For more information, visit www.gencor.com.
GreenMantra™
GreenMantra Technologies, Brantford, Ontario, introduces its line of Ceranovus® polymer additives. “The Ceranovus polymer additives blend with standard low shear mixing and lower asphalt viscosity for improved processability during application.”
60 // February 2019
“Ceranovus A Series polyethylene and polypropylene polymer additives, when incorporated into asphalt at 2 percent by weight, deliver grade bumping while maintaining low temperature properties. The additives are designed to increase the penetration hardness of the asphalt and provide improved resistance to rutting and deformation.” For more information, visit www.greenmantra.com.
Heatec
Heatec Inc., Chattanooga, offers the Recon® Monitoring System, which monitors temperatures, levels and heater status of the tank farm at your asphalt plant on a mobile device. “The Recon monitoring systems allows you and anyone with access to the system to keep an eye on your tank farm from a smart phone, tablet or PC. The system also sends alerts via email or text if there is a problem. The latest version can uses a cellular connection or a wifi connection. The cellular connection eliminates the need to hard wire to your network and is good for plants without internet access or in remote areas.” For more information, contact Heatec Parts at (423) 821-5200.
John Deere
John Deere, Moline, Illinois, added the new 244L and 324L models to its compact wheel loader line at the end of 2018 for ag material handling, construction and other tasks. “Tailor-made for tight spaces, the 244L and 324L use our proprietary Articulation Plus™ system to provide greater stability and yield more lifting power while turning tighter.” The Articulation Plus feature includes an articulated frame plus rear-wheel steer. Newly optimized linkage provides improved parallel lifting, with 6 degrees of rollback. The 244L achieves an 8-foot, 3-inch full-lift dump height and a full-turn top load of 8,157 pounds; the 324L with high lift reaches a 10-foot, 3-inch height. For more information, visit www.JohnDeere.com.
Kenco
Kenco Engineering Inc., Roseville, California, offers its Kenco Tungsten Carbide Impregnated (TCI) serrated cutting edge, introduced in 2016 and developed for easier penetration of hardened RAP piles without using teeth. “Designed to give some of the benefits of teeth along with the benefits of a straight cutting edge, the Kenco serrated Tungsten Carbide Impregnated (TCI) cutting edge will penetrate old and hardened RAP piles more easily than a standard flat blade but won’t leave trenches in the yard floor the way teeth will. Though trading some overall wear life
Kenco offers the TCI serrated cutting edge to penetrate hardened RAP piles.
CHOOSE YOUR gyratory compactor WISELY Because
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product Gallery for better penetration, the Kenco serrated design still gets the benefit of our unique TCI process. Get the best of both worlds with the Kenco serrated TCI cutting edge, good penetration with good wear life.” For more information, contact Paul McDowell at (916) 782-1796 or paul@kencoengineering.com.
Libra
Libra Systems Inc., Harleysville, Pennsylvania, introduced its NextGen Silo Safety System November 2018 to guard against the dangerous and expensive accident of inadvertently opening the wrong silo at loadout. “The Silo Safety System is designed to avoid equipment damage, personal injury, litigation, and lost production by dramatically reducing the possibility of opening the wrong silo. “Both the legacy and new Silo Safety System provide these functions: • Reduces the possibility of opening the wrong silo • Independent of, and compatible with, existing automation and manual switches, it blocks attempts to open the wrong silo • No operator interaction normally needed – it’s always on guard “Additional features offered by the next generation system include: • Fully graphic screen • Automatically detects space between cab and trailer • Auto-alerts for potentially defective sensors • Pedestal or panel mount options” For more information, contact Greg Fleisch at (215) 256-1700 X123 or gfleisch@librasystems.com.
The Meeker Hot Mix Silo System For more information, contact Derek Garrett at (717) 667-6000 x140 or DerekGarrett@meekerequipment.com.
Haver & Boecker
The new silo safety system from Libra Systems
Meeker
Meeker Equipment Co. Inc., Belleville, Pennsylvania, offers the Meeker Hot Mix Silo Systems to convey hot-mix asphalt (HMA) and store it for loading into trucks. “Hot Mix Silos allow producers to produce hot mix asphalt while trucks are not at the plant. This helps with scheduling of trucks and keeps the plant running and making homogenous mixes.”
62 // February 2019
Haver & Boecker, St. Catharines, Ontario, launched its new F-Class portable plant in November 2018 with as many as three screen decks for quarry and mining operations. “The portable plant features a custom-built chasses equipped with six hydraulic run-on jacks to level the plant and minimize equipment wear.” The F-Class portable plant’s “feed conveyor, cross conveyor and fine conveyor are hydraulically operated for precise material placement. The plant’s fines chute has full-width access door that allows users to easily unload material build-up, and an oversize chute features AR liners that are bolted on for easy replacement. The F-Class vibrating screen has an advanced double eccentric shaft design, supported by four high-performance, double-spherical roller bearings.” For more information, contact (800) 325-5993 or info@ havercanada.com.
product Gallery Hotmix
Hotmix Parts & Service, Louisville, Kentucky, introduced the Tank Monitor Nov. 1, 2018, to safely and accurately measure the level of liquids, fillers, dust and hot-mix asphalt (HMA). This is done without human contact with harsh chemicals or excessively hot materials. “Determining the amount left in your AC tank with an antiquated lever and pulley system is a thing of the past with Hotmix Parts’ new Tank Monitor. This innovative piece of equipment makes it so that you never second-guess how much material is currently in your AC tank farms ever again. “Through the use of this new cutting edge technology, the Tank Monitor is able to detect the accurate amount of liquid AC in your tank even in the presence of situations of heavy build up and volatile gases associated with asphalt storage. The Tank Monitor can monitor liquids, fillers, dust and HMA.” For more information, contact a customer service rep at (800) 826-0223.
PHCo
Process Heating Company Inc., Seattle, offers the Lo-Density® CLHR Inline Electric Fuel-Oil Preheaters, which were fully released in 2017. They are designed to automatically provide precise temperature and viscosity control of heavy oils for steady delivery from the pump to the plant’s burner. “Viscosity is the primary concern for producers who burn heavy or used fuel oil in their plants, as these oils become virtually impossible to pump at low ambient temperatures. Correct viscosity also provides proper atomization at the burner nozzle and clean burning of the oil. There are two methods available to adjust viscosity in heavy fuel oil. One is to blend the oil with expensive #2 heating oil or diesel fuel—raising operational costs because of higher fuel costs. The better method is to preheat the fuel, allowing heavier oils to move smoothly to the burner. PHCo inline heaters are fully automatic, easy to control, and—due to their removable drywell tubes—easy to clean, which is especially important when using recycled fuel oil.” For more information, contact Rick Jay at (866) 682-1582 or rick@ processheating.com.
The Lo-Density® CLHR inline fuel-oil preheaters from Process Heating Company 64 // February 2019
The Minds Control System from Reliable Asphalt Products Inc.
Reliable
Reliable Asphalt Products Inc., Shelbyville, Kentucky, offers the Minds Control System. “The Minds Control System is a comprehensive control system using advanced, Windows-based, customizable automation to control batch plants, drum plants, silo load-out, full plant control and data management for the asphalt industry. Minds currently controls many of the largest and most sophisticated plants in the industry, some as retrofits to existing facilities and others demanded by the contractor/owner for new facilities. Find specs on http://www.reliableasphalt.com/minds-controls/ For more information, contact sales at (866) 647-1782.
Ruckit
Ruckit Inc., Austin, Texas, introduces the Ruckit platform, which is a collaborative logistics platform for contractors, materials producers and trucking companies to optimize the movement of bulk construction materials. Ruckit’s platform includes a free mobile app for iOS and Android devices that enables companies to dispatch, manage and track in real-time all trucks for a job. Real-time route tracking allows dispatchers and construction managers to receive personalized trucking recommendations to improve loading/unloading times, optimize haul routes and make more informed dispatching decisions. Operations implementing the powerful logistics tool have realized up to one extra load per truck per day. “Two of the top five bulk materials producers are using the Ruckit platform and are in various stages of rolling it out nation-wide, and one has already reported a 5 percent improvement in truck utilization,” Ruckit co-founder and CEO Kyle Kinsel said. For more information, visit www.goruckit.com. – By AsphaltPro Staff
Solve your problem
Solve Winter Potholes
Winter brings a few difficult situations that asphalt contractors must face.
The Problems:
Winter weather conditions exacerbate potholes and raveling in some pavements, and material availability for repairs can be random. Once the plants close for the winter, the season is essentially over because hot-mix asphalt (HMA) is no longer available. Depending on the weather, HMA plants usually close for the season in late November or early December and they usually open again sometime in April. When the temperatures drop in the winter it is important that your crew works as fast as possible throughout the entire process.
The Solution:
Photos courtesy KM International
Wintertime patching isn’t that much different than summer patching and you can follow these key steps to ensure success. Step 1. Prep the Repair Area—Preparation includes cleaning the area of any debris and drying out any moisture. Step 2. Apply Material—Either use a hotbox reclaimer to reclaim bulk stored virgin mix overnight or use an asphalt recycling machine to reheat bulk stored virgin mix or millings. By using a hotbox, you can reclaim and then maintain asphalt temperatures for 2 days. There is no need to worry about your material getting cold while in transport or while working. Most hotboxes are thermostatically controlled meaning you set the temperature of the mix and the hotbox will automatically monitor the temperature and reheat it whenever it gets below your setpoint. We currently have 7 hotboxes in our fleet and they are all working during the winter. We set the asphalt temps between 325-350 degrees and the hotbox maintains those temperatures all day. Step 3. Compact—Compacting asphalt at the hottest possible point achieves high compaction density and in turn a long-lasting repair. During the winter months your crew will need to work as one cohesive unit as fast as possible. – By Kelly Russell
Kelly Russell is the asphalt superintendent for KMI Road Maintenance, Flint, Michigan. 66 // February 2019
For asphalts prone to: Low Viscosity Build
High Viscosity Build
ARRTEKK 737 ARRTEKK 706 Superior Emulsion Viscosity Control and Faster Chip Seal Sweeping
With ArrTekk Cationic (+) Rapid-Setting (CRS) chemistry, producers benefit from emulsion made with minimal asphalt content that consistently meets the viscosity mark from production through road application, saving time and money in asphalt and emulsion reprocessing costs. ArrTekk CRS emulsifiers benefit agencies and contractors by enabling chip seals to develop cohesive strength faster, allowing for earlier chip seal sweeping and diminished motorist windshield damage.
DISCOVER HOW ARRTEKK CRS CHEMISTRY CAN HELP YOU MAKE THE GRADE CO N TAC T US: +1-918 -960 -3800 CUSTOMERSERVICE@ROADSCIENCE.NET ROADSCIENCE.NET/APRO
Here’s how it works
Step 4 Step 6 Discharge Breeching — Moves the HMA into the discharge area to be conveyed up the drag slat.
RAP and Additive Introduction Zone — Mixes the dry, virgin aggregate with baghouse fines, RAP or dry fillers added to the mix.
Step 3 Step 5 Mixing Zone — Introduces the liquid asphalt and further mixes the previous materials.
Combustion Zone — Keeps the material against the shell of the drum to prevent the material from falling through the flame.
Step 2 Drying Zone — Lifts and moves material forward through the drum while enabling heat transfer onto the material.
Step 1 Pusher Zone — Pushes material into the drying zone via its steep, spiral design.
ADM’s EX Series Single-Drum Counterflow System U
Using the latest controls technology to provide long drying and mixing times for consistent, high quality asphalt, Asphalt Drum Mixers Inc., Huntertown, Indiana, offers the EX Series single-drum counterflow asphalt plants in stationary and portable models. Counterflow design is based on the process and movement of the material through the drum in the opposite direction of the heated airflow and combustion gases. Here’s how it works. The aggregate flows through the slinger conveyor—or optional inlet chute—into the drum, which has six different zones. The material first enters the pusher zone. Here, the steep spiral design helps push the material into the drying zone, where
68 // February 2019
the combination of J-type, saw tooth, and basket style flights, set in a herringbone pattern, lift and move the material forward through the drum. The lifting creates a veil of material through which the hot air travels. This allows for heat transfer to the material. After the drying zone, material moves into the combustion zone. The combustion zone has specially designed T-type flights, which keep the material against the shell of the drum. This serves two purposes. First, it keeps material from falling through the flame, and second, it helps insulate the drum shell from the heat. The nozzle of the long-nose burner is located about a third of the way into the drum, which allows for a separation of the drying and mixing zones.
Past the combustion zone and behind the flame, the material passes through the reclaimed asphalt pavement (RAP) and additive introduction zone. Here, the now dry virgin aggregate mixes with the baghouse fines being reintroduced into the process and any RAP or dry fillers being added into the mix. The next zone is the mixing zone where the liquid asphalt is introduced and the previous materials are further mixed. Once mixed, the now hot-mix asphalt (HMA) is moved into the discharge area, where it is lifted and pushed out through the material discharge chute, into the drag conveyor. From here the material moves up the drag into the storage silos. For more information, contact sales at (260) 637-5729.
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Asphalt Drum Mixers
Here’s how it works
Step 1
Step 2
A conveyor drops material into a hopper connected to the hydraulic feed conveyor attached to the chassis.
Step 3 The feed conveyor drops material onto the triple-deck F-Class vibrating screen.
An optional magnetic separator removes tramp iron, preventing it from contaminating the material.
3 1
2 4
5
Crusher Option Producers have the option to attach a crusher for added portability.
Step 4 The vibrating screen features four-bearing technology, ensuring a consistent stroke as it separates material into as many as four different products.
Step 5 Cross conveyors and the fines conveyor remove material for further processing or to be used as finished product.
Haver & Boecker’s F-Class Portable Plant A
Aggregates producers need efficient and productive equipment, especially with big infrastructure spending on the horizon in the United States. To provide the screening benefits of its F-Class vibrating screen on a chassis, Haver & Boecker offers its F-Class portable plant. Here’s how it works. Producers tow the portable plant into place before leveling it with hydraulic runon jacks. The run-on jacks lift the plant and eliminate the need for added cribbing to support the chassis. From there, the operator uses hydraulic legs to lift the F-Class into its optimal position—usually 20 de-
72 // February 2019
grees. A gas engine powers the plant’s hydraulics. When all equipment is in place, a conveyor drops material into the portable plant’s hopper to be carried by the chassis-mounted hydraulic feed conveyor to the vibrating screen. An optional magnetic separator removes metal pieces, such as blasting caps and wrenches. The feed conveyor drops the material onto the 3-deck F-Class vibrating screen. Material travels down the top deck, separating through screen media as it goes. The vibrating screen’s four bearing technology ensures a consistent stroke and, when com-
bined with the right screen media, is designed to virtually eliminate blinding and pegging and material contamination. An oversize chute at the end of the top deck gives operations the ability to drop material to the second deck, either for blending or as a load relief to remove coarse material. Producers also have the option to add a crusher directly to the portable plant to increase portability. Cross conveyors are placed 90 degrees to the screen decks and a wide fines conveyor is placed at the bottom of the plant to remove fines. For more information, contact sales at (800) 325-5993 or info@havercanada.com.
off the mat
An Update on Future Bitumen Sourcing According to the Graphical Research new growth forecast report titled “Latin America Bitumen Market Size Repot 2018-2024,” which is an analysis based on product, application, industry analysis report, regional outlook, growth potential, price trend, competitive market share and forecast, for those years, the region’s market is estimated to exceed USD 5.7 billion by 2024. The construction industry in Latin America was deemed to be a profitable quotient for the product market in the report, owing to the marked increase in the construction projects from commercial to residential development to infrastructure and industrial facilities. For instance, the construction of New Mexico City International Airport, inter-oceanic corridor to fa-
A
cilitate trade between Chile and Argentina, and planned development of San Lorenzo Island into a satellite city in Peru will provide the growth to the bitumen market. The product also acts as a sealant and adhesive—owing to its insoluble property, which is used for water resisting applications—and this is also expected to propel the bitumen market. On the downside, the fluctuation in oil prices is expected to provide some sluggish growth to the product market. Paving bitumen is likely to hold nearly 70 percent of market share due to the construction activities in the region. In 2016, the Mexico Federal Government construction projects valued nearly USD 110 billion in which 40 percent was allotted to Petróleos Mexicanos (a government-owned oil company), 25 percent to
highway, 22 percent to housing and multipurpose building development and the remaining 13 percent to other infrastructure projects. Increasing construction activities is expected to propel the Latin America bitumen market in the next seven years down the line. The application segment for the bitumen market is diversified into roadways, waterproofing, adhesives, insulations and others. Insulation and waterproofing are expected together to hold nearly 12 percent of the overall market. The key manufacturers of the bitumen industry include Shell, British Petroleum, Bouygues S.A., Chevron Texaco, Exxon Mobil, JX Nippon Oil & Energy, Petróleos Mexicanos (PEMEX) and Total S.A. – By Graphical Research
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THIS TANK IS IN STOCK AND SUBJECT TO PRIOR SALE The Meeker Family
Your Preferred Asphalt Equipment Resource
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new tech
Heavy Highway Contracting with HeavyJob
How HeavyJob job costing software can help road contractors manage projects & project costs Before Rummel Construction, Inc., Scottsdale, Arizona, invested in the job costing software HCSS HeavyJob, they would often find that three different sets of quantities were being reported for each job. “Maybe the project engineer would be putting the quantities into a spreadsheet, and the superintendent was putting them into a notebook, and the project manager was putting them into our accounting software,” said Executive Vice President Carlos Gonzalez. “We needed a way to unify that and keep only one set of books, and the best way for us to do that was to use HeavyJob Mobile on iPads.” HeavyJob, made by HCSS, Sugar Land, Texas, has more than 45,000 users, 80 percent of whom are in the road construction industry. On an average day, the foreman will use HeavyJob to enter time cards, take and annotate photos, enter daily production data, manage subcontractor progress, record material received and installed, and fill out a daily diary about working conditions, material delays, inspections, or equipment problems. All of this information is stored in the cloud and can immediately be viewed by other users as needed. “Now everyone is playing from the same sheet of music,” Gonzalez said. “If we need to discuss and update something, it’s all done in one spot.”
B
How HeavyJob Works
One of the key features of the software is the ability to enter time cards in the field using the iPad, have employees sign them, and send them directly to payroll. Previously, this task used paper time cards that needed to be faxed, photographed and emailed, or driven back to the main office and entered into the accounting system manually. By submitting this information digitally, foremen no longer need to shuffle through paper time cards and notes, the payroll pro-
76 // February 2019
cess requires less time, and it can prevent potential errors. “The superintendents can spend more time supervising and less time filling out paperwork,” Gonzalez said, adding that it has also saved the company’s payroll staff a great deal of time. The digital time card reporting feature can even help contractors avoid claims and legal issues. For example, one HeavyJob customer in California used HeavyJob to win a case against the California Department of Industrial Relations’ Labor Commissioner’s Office. A former employee claimed he was not paid in full because his hours were inaccurate. The company used the signature reports in HeavyJob Mobile as evidence that workers see and sign off on their time. The signature reports verify job name, employee, foreman, hours, safety questions, and the workers’ signatures, and they are signed either daily or weekly. “Going forward, the company wants to increase usage of the signature tool in order to mitigate legal issues up front,” said Amy Pyle, HCSS senior marketing communications specialist. “Soft and hard stops can be set up so that if a worker does not sign off on their time, the foreman cannot send the time card in.” In the past, most cost reporting was done by paper notes, emails and texts. With HeavyJob, that information is all available in one location. Gonzalez was surprised by the usefulness of HeavyJob’s diary feature. “Say the crew gets a receipt for material. They can take a picture of it and add it to the diary,” Gonzalez said. “Say there was a meeting; they can save a photo of the meeting log of everyone who attended. I didn’t initially see us using that feature, but it’s nice to have all of that information in one place.” Rummel Construction has also automated the routine so quantities input to Heavy-
One of the key features of the software is the ability to enter time cards in the field using the iPad, have employees sign them, and send them directly to payroll. Job are pushed to the company’s accounting system automatically.
Integrate, Integrate, Integrate
HeavyJob integrates with HCSS’s other software, including HCSS Dispatcher, Equipment360, HCSS Safety, and HCSS Telematics. Rummel Construction also uses HeavyBid and HCSS Dispatcher softwares for estimating and resource management. Job estimates from HeavyBid can be exported into HeavyJob so the foreman and other field personnel can reference the productions and resources outlined in the original estimate. “The foreman can pretty much see what the estimator was thinking and know what is expected of the crew each day,” Pyle said. HeavyJob can also help the estimator create more accurate estimates, since they can see historical production data from previous jobs. “Are they being too conser-
HeavyJob, made by HCSS, Sugar Land, Texas, has more than 45,000 users, 80 percent of whom are in the road construction industry. vative, or are the crews outperforming the estimate?” Pyle said. “If that’s the case, they can lower the cost on particular bid items to be more competitive.” Reports can be generated by project or across projects and can be filtered, sorted and grouped across all available data fields. Rummel Construction has found this feature very useful.
“Estimators can look at actual production rates, cost per unit, etc. and use that information for future estimates,” Gonzalez said. Rummel Construction also uses the time cards from HeavyJob to keep track of equipment and labor personnel on each project, alongside HCSS’ Dispatcher software. “The old way was to have a magnet board,” Gonzalez said. “With HeavyJob and Dispatcher, we have validation of what was actually on the time cards. It’s much more accurate than the old magnet board.” Foremen and crew leads can send maintenance requests and fuel transfers directly to mechanics using Equipment360. They can import time card information from HeavyJob into HCSS Telematics to verify equipment time card hours and use exception reports to spot discrepancies between reported and used hours.
What’s New with HeavyJob
Since Rummel Construction first began using HeavyJob, the software’s mobile app functionality has greatly expanded. Al-
LET'S BUILD
though each foreman and superintendent with Rummel Construction has a company-issued iPad to add info to HeavyJob, the ability for employees to use the app on their smartphones makes it possible for other crew members to add information. “For example, if we set up a remote operator in one spot, we can put the app on their phone so they can do their own time card and someone else can see it from anywhere with internet access to verify those hours and quantities and approve the time card,” Gonzalez said. Gonzalez has also taken advantage of HCSS’s online forum, where users can request new features and other users can upvote ideas that would also benefit them. For example, HeavyJob previously didn’t support unit prices for some of the job analysis features, but the feature was voted in by popular demand. Pyle said HeavyJob is updated regularly with new features, often suggested by customers. – By Sarah Redohl
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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.
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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…
Booth #10126
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!
BUSINESS FOR SALE A&A SEALCOATING
I am retiring after 27 profitable years. All business assets have been well maintained.
• Biz includes 8 2003-2004 GMC 5500 trucks • 2 550 gallon seal units • 1 1000 gallon seal unit • 1 1500 gallon transfer unit • 1 dump truck • 1 asphalt tank with 3 ton hot box (infrared patching) • 2 flat beds • 1 6000 gallon seal tank (bulk Storage) • 1 seal master pro 120 crack melter • 1 seal master 100 pro crack melter • 1 ARS infrared trailer unit with
4-4x4 heaters and 1-4x2 pad 1 Stone asphalt roller 1 26 hp crafco router 4 little wonder crack cleaners 1 Billy goat crack cleaner 2 13 Hp Billy Goat force blowers 1 11HP Billy Goat Blower 3 Graco Stripers 1 Whacker compactor JD 2305 utility tractor with 200 hours has 60 inch power broom • 25 HP Brown standup blower with 60 hours • Many trailers and other items • • • • • • • • •
ASKING $740,000 Randy Flick • aaseal@solarus.net or 1-715-423-9040
80 // February 2019
advertiser index 4 Rivers Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 A & A Sealcoating . . . . . . . . . . . . . . . . . . . . . . . . . . . .80 Ace Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75 Ahern Industries . . . . . . . . . . . . . . . . . . . . . . . . . . . . .80 Almix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Ammann . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9 ArrMaz . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..67 Asphalt Drum Mixers . . . . . . . . . . . . . . . . . . . . . . . . . . 70 Astec, Inc . . . . . . . . . . . . . . . . . . . . . . . .11, 15, 19, 23, 26 Applied Test Systems . . . . . . . . . . . . . . . . . . . . . . . . . . 47 B & S Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44 Chemtek . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69 ClearSpan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77 CWMF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 Eagle Crusher . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 E.D. Etnyre . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55 Fast-Measure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81 Gencor Industries . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4 Green Patch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
Heatec, Inc . . . . . . . . . . . . . . . . . . . . . . Inside Front Cover KPI-JCI-AMS . . . . . . . . . . . . . . . . . . . . . Inside Back Cover Libra . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 Maxam Industries . . . . . . . . . . . . . . . . . . . . . . . 49, 51, 53 Meeker . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17, 74 Pegasus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57 Pine Test Equipment . . . . . . . . . . . . . . . . . . . . . . . . . ..61 Process Heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59 Pugmill Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 Reliable Asphalt Products . . . . . . . . . . . . . . . . . Back Cover Roadtec . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3 Stansteel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21, 73 Systems Equipment . . . . . . . . . . . . . . . . . . . . . . . . 43, 65 Tarmac International, Inc . . . . . . . . . . . . . . . . . . . . . . . ..31 Top Quality Paving . . . . . . . . . . . . . . . . . . . . . . . . . . . ..81 Trans Tech Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 Willow Designs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .80 Wirtgen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
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.
www.THeAsphaltpro.com // 81
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ProSizer Series
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ProSizer® 3600 The all new ProSizer® 3600 is a single-load crushing plant for processing virgin aggregate and recycled materials. Its robust 36” x 46” horizontal shaft impactor can be paired with a 5’ x 20’ conventional screen or a 6’ x 18’ high frequency screen to meet your application needs. This crushing plant can be powered by diesel, electric or hybrid power.
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ASTEC MOBILE SCREENS
an Astec Industries Company
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