Asphalt Pro - June 2020 issue

The Lab & Binder Issue

asphaltPRO PRODUCTION – PROFESSIONALS – PRODUCTS

Lakeview Celebrates 40 Years of Rock Production

• • • • •

Social Distance Tagging

Ramp up True QC for Commercial Contracts Thermal Mapping Proves I-44 Success How to Perform a Pickleball Project International Mix Adds Modifier Asphalt Quickens KTA Tollway

JUNE 2020 WWW.THEASPHALTPRO.COM

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CONTENTS

asphaltPRO June 2020

departments

50

Editor’s Letter 6 – Superior Force Clause to the Rescue

Safety Spotlight 8 – Light up Preservation Projects From Grote Industries 10 – Use Best Practices to Stop the Spread

By Sarah Redohl

PAVEMENT MAINTENANCE 14 – Rabine Paving Builds Total QC

By Sandy Lender

INTERNATIONAL SNAPSHOT

55

32

18 – International Modifier From BASF

PRODUCT GALLERY 44 – Pave and Maintain Asphalt Industry 44 – Performance Equipment Mills with Diamonds

By Tom Kuennen

PRODUCER PROFILE 50 – Lakeview Celebrates Family Rock Production

By Amber Ridings

NEW TECH 54 – Topcon Pavelink

By Sarah Redohl

Feature articles

20

20 - How to Install, Use the Fiber Feeder

By Clarence Richard 22 – Asphalt Gives Fast Toll Upgrade

By Sarah Redohl 32 – Winning in Front of the Plant

By Sandy Lender

The Lab & Binder Issue

asphaltPRO PRODUCTION – PROFESSIONALS – PRODUCTS

ONLINE UPDATE 55 – AsphaltPro Online

HERE’S HOW IT WORKS 56 - CWMF’s Honey Badger RAP Crusher

35 – Prevent Temperature Segregation with a Thermal Profile

By Sandy Lender 40 – How to Surface, Stripe a Pickleball Court

By Sarah Redohl

Lakeview Celebrates 40 Years of Rock Production

Social Distance Tagging

• Ramp up True QC for Commercial Contracts • Thermal Mapping Proves I-44 Success • How to Perform a Pickleball Project • International Mix Adds Modifier • Asphalt Quickens KTA Tollway

JUNE 2020 WWW.THEASPHALTPRO.COM

on the cover

Hughes Construction incorporated Lakeview Rock Products LLC in 1980 and now celebrates 40 years of materials production and delivery. See related article on page 50. Photo courtesy of Lakeview Rock Products

editor’s Letter Superior Force Clause to the Rescue

As a survivor of CONEXPO-CON/AGG 2020, I feel uniquely positioned to comment on the resiliency of the construction industry. As a whole, the construction industry is an optimistic entity. Contractors estimate what a project will cost to execute weeks, months or even years prior to its completion, and then submit a bid based on that estimate, believing an owner or agency will award the work and pay for it in the end. This is a system built on a level of trust and optimism, yes, but it’s also built on contracts spelled out in excruciating detail.

As of late, those details are getting a workout.

Not many contracts prior to the 2003 outbreak of Severe Acute Respiratory Syndrome coronavirus (SARS-CoV) included language specifying bacteria, viruses and contagions as acceptable reasons to institute a Force Majeure clause. Theresa Bevilacqua of Dorsey™ explained that these specific words have been finding their way into contract language after SARS, but, pre-COVID-19, interpretations of “standard property damage” in Force Majeure clauses were excluding these concepts unless they were spelled out. In other words, look at your contract for specific language. But don’t lose hope if you don’t see “global pandemic” listed as a reason for delayed work.

If you’ve had to suspend a portion of a project’s completion due to a member of your crew testing positive for COVID-19, and thus sending the rest of the crew to mandatory testing and possibly 14-day quarantine, you have a case for using the Force Majeure clause. The team at Dorsey explained during its May 1 webinar COVID-19’s Immediate Impact on Civil Litigation, “there will be changes in law that no one could have predicted before now. Clearly, every business has been interrupted by COVID. But it all depends on what the contract says.”

The bottom line? Review your contract. If your projects have been interrupted by the Novel Coronavirus outbreak this year, you must provide notice of the Force Majeure event. Your contract will spell out the number of days you have to provide notice, and it might be a surprisingly small number. If you have two days to let the general contractor or the state know you’re having a COVID-19-related interruption, then your chances for using Force Majeure in this troubling time decrease when you dawdle.

Stay Safe,

Sandy Lender

June 2020 • Vol. 13 No. 8

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/.

6 // June 2020

At ALmix, we offer a full line of asphalt mixing plants, products and components designed from our customers’ perspective. We take the time to understand your operation—including your goals and unique challeneges—and work with you to customize the optimal solution for your business. Then, we build everything in-house the right way, deliver and assist in the setup of your equipment and continue to stand by your side to provide service and support whenever you need it. Start a conversation with us and find out what you’ve been missing.

safety spotlight

Light up Preservation Projects For construction equipment fleet managers with staff working in dangerous roadside, offroad or construction site conditions, using the right quality of lighting can be the difference between life and death. From roadside crews to maintenance construction crews, we all understand the need to light up the work area and delineate the workspace for traffic and work vehicles.

When making lighting choices for construction vehicles, working with an expert can help to optimize these lighting options for safety and productivity.

The end result often reduces worker fatigue, stress and error, while dramatically reducing maintenance, repair and replacement.

F

HAZARD/WARNING LIGHTS

With so many distracted drivers today, it is critically important to get the attention of nearby drivers to protect any construction workers that could be in harm’s way.

Typically, SAE Class 2 warning lights are used for construction vehicles that work along roadsides, while Class 1 warning lights (with four times the intensity of Class 2 lights) are used for emergency vehicles such as fire, police and ambulance.

A variety of colors are also used, such as red for emergency vehicles and amber for vehicles that obstruct or impede traffic.

“To alert other drivers, when service vehicles may unexpectedly stop, turn or move out of regular traffic flow, it is easy to incorporate strobe lights in hideaway areas such as in headlamp, tail, turn or back-up lamps that do not require additional mounting,” said Kevin Cornelius, global marketing manager—trailer and body builders at Grote Industries. “Beacons or bar strobes can also be added.

There are many options.”

GROUND LIGHTING

When upfitted construction vehicles have to drive or back up over uncertain terrain at night—sometimes in complete blackness—it is crucial to have good ground lighting, so the vehicle can safely navigate

8 // June 2020

“To light up an area at a distance, we recommend trapezoid or combination light patterns.”—Kevin Cornelius obstacles and doesn’t end up in a ditch or other hazard.

While some manufacturers still use incandescent or halogen lights for ground lighting, these tend to fail prematurely due to short bulb life and high heat, which can put construction workers at risk.

Instead, Cornelius recommended the use of LED lights, which can last up to 10 times longer than incandescent or halogen bulbs, with lower power consumption.

“Unlike traditional bulbs, the best LED lights today also can provide an even, high-quality white light color that is easier on the eyes and provides a contrast similar to natural sunlight for better visibility,” Cornelius said.

All ground lights should also be mounted below the vehicle shining downward, typically at a –40 degree inclination, so the actual light source is not visible to the construction vehicle driver or others on the scene. “You don’t want to directly view the light source providing the ground lighting, or it can dilate your pupils, so your eyes are no longer adjusted for nighttime viewing,” Cornelius explained.

SCENE LIGHTING

Scene lighting is used when high-powered, long-range illumination is required from a construction vehicle, and usually takes the form of work lamps. Again, LEDs are often used. This can help to eliminate stumbles, trips, falls and work-related errors due to poor visibility. However, there are different types of construction scene lighting, some of which are better suited for specific tasks.

“When construction work area lights are used on the rear of the vehicle, flood or wide flood LED lights cover the broadest area,”

Cornelius said. “To light up an area at a distance, we recommend trapezoid or combination light patterns. For the longest distance viewing, a spot light or pencil beam type pattern is usually the best choice.”

Because the color of LEDs is closer to that of daylight than the yellowish hue of halogens, it appears brighter and can illuminate details of objects in the distance better. LEDs also help construction workers see more at the edge of the scene, according to sources. This improves safety and reduces eyestrain because it helps the worker more quickly and easily spot potential dangers and other important details. For the same reason, it also can increase worker productivity, particularly when the task lasts for many hours.

SURFACE LIGHTING

Typically, surface lighting is called for when workers require safe footing up steps or quick access to construction tools, equipment, and materials in compartments, truck beds, and cargo areas.

While this can be accomplished by mounting LED lamps on the side of steps, or at the ends of compartments, an increasingly popular alternative is to install LED light strips wherever needed. Advances in thin-film LED technology not only produce brighter illumination, but do so using paper-thin, ultra-light strips that can be installed into the existing lighting power system. The most rugged are resistant to damage from impacts, waterproof, able to withstand pressure washing with hot water, and resistant to the most common chemicals associated with vehicles in the event of exposure or spills. Installation usually involves peeling off doubled-sided tape and pressing the LED strips into place.

The bottom line is that any construction vehicle fleet manager can create a safer, more productive lit environment for the staff working in the field. Those who consult with a lighting specialist can not only optimize such choices, but also save on maintenance, repair and replacement over the service life of the vehicle fleet.

– FROM GROTE INDUSTRIES

safety spotlight

Use Best Practices to Stop the Spread ing surfaces, and implementing social distancing procedures. Let’s cover each of those in greater detail.

1. SCREEN WORKERS FOR SYMPTOMS

Ask workers to self-identify symptoms such as fever, coughing, chills, shortness of breath, muscle pain, headache, sore throat, and new loss of taste or smell, whether experienced on the job site or at home. The guidelines also recommend screening workers for fever using a no-contact thermometer before shifts or if workers begin to feel ill on the job.

2. ISOLATE AFFECTED WORKERS Photo by Marco Verch . Creative Commons 2.0.

In April, North America’s Building Trades Unions (NABTU) and the Center for Construction Research and Training (CPWR) released a new national standard for infectious disease exposure control practices for U.S. construction sites.

The new guidelines aim to prevent disease, disability and death caused by infectious disease exposure, both during and beyond the COVID-19 pandemic.

“COVID-19 has not only raised awareness about the emergence and spread of infectious diseases, it has also provided the opportunity to advance their control,” said Chris Trahan Cain, executive director of CPWR. “Given the current pandemic and the probability of future infectious disease outbreaks, this national framework will help the construction industry advance functions to better prevent and control infectious diseases and improve health on worksites.”

The guidelines recommend enabling office staff to work from home and designating an infectious disease officer at every job site. Training is also key to ensure workers are aware of hazards and control measures.

Exposure control plans also rely on screening workers for symptoms, offering facilities and resources for personal hygiene and respiratory protection, decontaminat-

I

10 // June 2020

Workers who have tested positive for an infectious disease or are experiencing symptoms should be put on sick leave. Co-workers with whom they’ve had close contact should also be put on sick leave.

Under the Families First Coronavirus Aid, Relief, and Economic Security Act, affected workers should receive paid sick leave. Additionally, local health departments should be notified and the sick person’s work area should be properly disinfected.

In April, Triax Technologies, Norwalk, Connecticut, introduced a proximity tracing solution that aimed to assist with social distancing and contact tracing on job sites during the COVID-19 pandemic. Triax’s proximity tracing solution relies on wearable sensors called TraceTags worn on hardhats or lanyards. The TraceTags emit real-time audible and visual alerts when workers are fewer than 6 feet apart.

Contact tracing is the process of identifying who an individual with a confirmed case of COVID-19 (or other virus) came in contact with over a period of time.

Close proximity interactions, including duration, are recorded on the TraceTag until it gains connectivity to a gateway on the

job site. The cellular gateways, placed at exits and high-traffic areas of the job site, transmit this information to the cloud without the need for WiFi or GPS. Once interactions are transmitted to the cloud, they can be accessed from anywhere via Triax’s dashboard. The dashboard can be used to automatically create contact tracing reports, including timestamp, participants in an interaction and duration of each interaction.

3. DECONTAMINATE SURFACES

It’s important to frequently disinfect hightouch surfaces, including hand tools, operating consoles and handrails.

According to the Centers for Disease Control and Prevention (CDC), dirty surfaces should be cleaned using a detergent or soap and water prior to disinfection. A list of approved disinfectants is available on the Environmental Protection Agency’s website.

Note that some cleaning agents may be corrosive or harmful to your tools.

Alternatively, diluted household bleach solutions can be used, if appropriate for the surface. A diluted bleach solution contains 1/3-cup of bleach (prior to its expiration date) per gallon of water. The CDC recommends following the manufacturer’s instructions, ensuring contact for at least one minute and allowing proper ventilation before and after.

Workers should wash their hands after this process, as well as before handling tools on the job.

4. OFFER PERSONAL HYGIENE FACILITIES & RESPIRATORY PROTECTION

Disinfectants should be readily available throughout the worksite, as should personal hygiene products. Workers should be encouraged to clean their hands before and after using the bathroom, before eating, and after coughing, sneezing or blowing their nose.

The guidelines recommend providing soap and running water when possible. Because asphalt paving crews tend to operate

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safety spotlight in places without handwashing facilities, it’s important to provide alcohol-based hand sanitizers containing 60 percent ethanol or 70 percent isopropanol. This should only be used where it’s impossible to provide running water.

Respiratory protection in the form of respirators approved by the National Institute for Occupational Safety and Health should also be available if workers need to be near each other to perform tasks or when working in close quarters.

NIOSH-approved respirators include filtering facepiece and elastomeric negative or positive pressure half or full facepiece respirators equipped with N95, N99, N100, R95, P95, P99, or P100 filters.

Blacktop Maintenance Corp., Poughkeepsie, New York, shared a great idea with AsphaltPro on social media about how the company has provided each of its crews with hygiene kits to help prevent the spread of COVID-19.

Each of Blacktop’s kits is supplied with Clorox type wipes, gloves (latex and disposable work type), multiple hand sanitizers, antibacterial aerosol cleaner (for wiping down machines at end of shift), paper towels, N95 masks, alcohol hand swabs, and trash bags for all the waste from the kits each day. Blacktop Maintenance President Stewart Petrovits estimates that each kit cost around $50.

5. IMPLEMENT SOCIAL DISTANCING PROCEDURES

NABTU and CPWR recommend following social distancing procedures. This might be accomplished by staggering work, reducing the number of employees on a job site, alternating work days, or adding extra shifts. Identifying and establishing a plan for choke points where workers commonly come in close contact with one another, such as break areas and job site entrances and exits, will also help.

The guidelines also recommend minimizing contact when picking up or delivering equipment and materials. For example, mix producers can use e-ticketing solutions to eliminate handling of paper tickets. In an effort to minimize contact, both Libra Systems, Harleysville, Pennsylvania, and Command Alkon, Birmingham, Alabama, have offered e-ticketing solutions for free for a limited time.

However, as the guidelines from NABTU and CPWR illustrate, these measures may be needed well beyond the COVID-19 pandemic.

“The COVID-19 pandemic clearly underscores the need for and value of a strong, adaptable and multi-purpose exposure control standard to prevent the spread of infectious diseases on U.S. construction sites,” said NABTU President Sean McGarvey.

– BY SARAH REDOHL

12 // June 2020

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Pavement maintenance

CONTRO

Here a crew demonstrates the use of a non-nuclear density gauge on the open mat. Photo courtesy of TransTech Systems Inc., Latham, New York

Rabine Paving Builds Total QC Asphalt contractors are seeing a trend toward heightened quality expectations from commercial customers. Asphalt professionals respond to that with warrantied work and tracked quality throughout the project. For Rabine Paving Mid Atlantic, headquartered in District Heights, Maryland, that meant taking a look at quality control/quality assurance (QC/QA) measures on the open mat as well as back at the lab. The team trialed a pavement quality indicator (PQI) Model 380 from TransTech Systems Inc., Latham, New York, in the fall of 2019 and soon ordered a trio of the non-nuclear density measuring devices for use across the company. General Manager of Rabine Paving Mid Atlantic Marshall Broadway sat down with AsphaltPro at the recent CONEXPO-CON/ AGG 2020 tradeshow to discuss why their use is important for the company going forward.

Rabine Group Chairman and Founder Gary Rabine has created a passion statement for the company that Broadway shared: “Innovating to Serve.”

The innovation in this story begins with Rabine Group’s history of focusing on building a QC program. They have four PQIs for non-nuclear density testing, which has become an important piece

A

14 // June 2020

to the program. TransTech Systems’ COO Jaret Morse said: “Rabine is creating their own quality control program in the commercial parking lot industry.”

Broadway explained they start by using the gauge during the paving process, as part of mix placement and compaction. He shared the example of two big box retail facilities in Indiana. The big box store owner required Rabine Paving Mid Atlantic have an independent testing entity; the client had its own independent testing entity.

“A mashup of the Rabine family of companies,” according to Broadway, worked on the two commercial projects. Within seven days on the two projects, they used the PQI during paving behind the screed before breakdown rolling to establish the roll pass count and validation testing throughout the shifts.

With a mobile lab on site, Rabine Paving Mid Atlantic was able to validate readings, using the PQI as the main device. “The PQI identified areas where we needed to change our roll pattern while we were in the production phase versus testing quality only at the completion of the job.”

“We had to hit 93 percent on the core,” Broadway said. “The PQI showed upward of 97 on our numbers. Our technician was telling me

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Pavement maintenance we were over-compacting with that 97 percent and we needed to back off a little on the rolling.” By backing off, the core came in at 92.7 percent, so the team went back to the established rolling pattern. “We went back to our established rolling pattern and back to getting 97 percent with the PQI non-nuclear density gauge and started passing again.”

Making those kinds of decisions during paving, rather than waiting until the end of a day’s work or the end of the project, saves a crew from penalties or from having to tear up and re-pave the day’s work.

Something else Broadway pointed out is the education and expertise contractors must offer to property owners now that multi-year maintenance programs are on the line.

“The facilities managers for the stores rely on us as the experts to guide them on the best mix designs and roller patterns,” he said. “Some have department of transportation specifications for high-traffic highways, Superpave mix designs, even P401 specs that they think are great for their parking lots because of a perceived strength. In fact, the shear forces of a commercial airliner landing on a P401 mix are completely different from loaded—or empty—eighteen wheelers slowly rolling up to and turning along the parking lot and in the loading areas of the store.”

This is something the savvy asphalt contractor must explain—prior to estimating or prior to accepting a bid—to the store owner or facilities manager, who may not know what they need or what they’re looking for in a parking lot pavement structure. Of course, a contractor’s pavement design or estimating team has to present a new design with care. Just like the rest of us, the engineer who selected something like a Superpave mix design with low-temperature cracking performance for a parking lot in Southern Louisiana doesn’t want to be attacked, but should be re-educated in a professional manner.

“Now we’re being asked to perform test strips,” Broadway explained.

“We can educate on which mix designs are right and which are not right.

Conventional placement practices have to change. That’s where the PQI comes in. Our quality has to come first. Quality and safety are most important to us as industry leaders with safety being our number one core value.”

Once a contractor and customer are on the same page with mix design and construction, change orders can still be expected. Surprises under the surface may require structural attention before the project continues or something as simple as inclement weather can interrupt the original plan.

“As ambient or roadway conditions change, the PQI can help you change your rolling pattern,” TransTech Systems’ CEO David Apkarian said. He gave the example of working on a roadway project. “If you come around a mountain in Colorado, you can go from sunny and 80 degrees to shade-covered with wind blowing across your mat. At that point, your rolling pattern may need to change dramatically.”

Broadway agreed. “Once you start shoving material or breaking aggregate or sensing a temperature change, you’ve got to change your rolling pattern. There’s still that need to make changes quickly.”

“Now that we have warranty work, we have to get a change in mindset in the industry,” Apkarian said. He spoke of the urgency in getting information to the roller operators. “We can’t have the core 3 miles behind the train. We need the gauge immediately behind the screed and immediately behind breakdown to assess true QC.” For Rabine Paving Mid Atlantic, their four PQIs can be shipped to any project site or carried by the technician to the site. “I’ve taken it on the

16 // June 2020

Scott Donaldson from the Rabine Group’s Maryland team takes a reading with the pavement quality indicator (PQI) Model 380 in the field. Photo courtesy Rabine Group

“The asphalt roller dictates your asphalt project today,” TransTech CEO David Apkarian said. Here a QC tech checks the mat after breakdown rolling. Photo courtesy of TransTech Systems plane with me to project sites,” Broadway said. “We use the PQI on any project, whether it’s a commercial lot, residential property, whatever.

Bring the QC device into these areas in the way it is supposed to be used and convince the owners, this is the way to build their parking lots.”

The innovative practice of building their own, true QC program proves Rabine Paving Mid Atlantic is taking its reputation as a quality contractor seriously. Its engineers, managers and laborers working together serve their customers individually, on a project-by-project basis.

Proper instrumentation gives them confidence to make changes and set quality throughout each project, driving Rabine’s passion of “Innovating to Serve” to life.

– BY SANDY LENDER

International snapshot

International Modifier Durability, occupational health and safety, environmental protection, and reduction of CO2 emissions play a significant role in formulating the right asphalt mix. BASF developed B2Last®, a low viscosity, liquid asphalt modification additive that supports these aspects, including temperature reduction during asphalt mixing and improved adhesion performance of the final mix.

In a recent paving trial on Autobahn 96 in Munich, Germany, 1,000 tons of B2Last-modified asphalt mix (two weight percent B2Last in the total mass of asphalt binder content and 50 percent reclaimed asphalt pavement (RAP) in the total mix) were laid on a 500-meter section at temperatures between 135 and 140°C. This represents a 25 to 30°C temperature reduction of standard mixing temperatures.

Confirmed by third-party measurements, lower mixing temperatures can reduce bitumen emissions, i.e. bitumen aerosols and vapors, by up to 65 percent, which can result in a safer work environment.

Moreover, the final mix, even with a 50 percent RAP content, was reported easy to manipulate at reduced asphalt mix temperatures.

Samples of the polymer-modified (polymer modified asphalt 25/55-55 RC was used for the reference track) and B2Last-modified asphalt mix passed numerous binder and asphalt performance tests at the same levels. Monitoring the behavior and performance of the new asphalt under long-term, normal use conditions is currently underway.

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– FROM BASF

18 // June 2020

TOP: Low temperature asphalt mix laydown was enabled by B2Lastmodified asphalt. ABOVE: Minimal bitumen aerosol and vapors were collected / adsorbed on a glass fiber filter and AmberliteTM XAD-2, respectively (GGP sampler) during the paving trial. Both images courtesy of BASF

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You want to set the skid near the mixing drum to make life easier on ground personnel.

HOW TO INSTALL, USE THE FIBER FEEDER

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BY CLARENCE RICHARD

Given the number of mix designs that call for cellulose (and other) fibers and other additions these days, producers may find themselves in need of a fiber feeder for a single project or for multiple projects coming up over a couple of seasons. Whether you need to rent a feeder or install one more “permanently,” the steps for setting it up will be similar. Let’s look at how to best install a block fiber feeder for the continuous mix plant and the batch plant.

20 // June 2020

The remote control will be placed in the plant’s control room or, the control panel can be placed outdoors near the operation.

For fibers that are delivered in 44-pound blocks, use a feeder that conveys the blocks at a consistent rate to a weigh meter. As an example, the Ez-Flo Gen II feeder system, which Clarence Richard Services rents and sells, comes with 50 feet of 4-inch hose that couples to the mixer and with 200 feet of control cable that connects the feeder to the remote control. The remote control will be placed in the plant’s control room. The hopper and blower are mounted on a skid with a footprint of approximately 18 feet by 6 feet when lined up for production.

Step one is to remove the skid from the lowboy and place it within a few feet of the mixing drum for ease of use.

A 4-inch pipe is usually inserted into the drum, running below the dust auger or dust blow pipe.

Sometimes, you can build a box around the AC-fiber discharge junction to ensure fiber doesn’t become entrained in the exhaust air stream. The connection show here illustrates what it takes to connect the 4-inch hose and pipe to each other. The insert is taped to the pipe and the hose then slips over the insert. The hose clamp keeps the hose connected to the pipe. This is a low pressure application; therefore, the tape will do a good job.

Step two is to shim the underside of the skids to stabilize and adjust for any required leveling.

Step three is to set up the remote control panel, which may be located in the plant’s control house for the operator’s convenience.

Step four is to connect the control cable from the feeder to the remote control.

Step five, at the skid, is to pull the conveyor out from the hopper and fold out the table-conveyor support.

Notice the tarp covers the hopper to keep rain out of this process. Wet fiber is nearly impossible to work with. It’s difficult to break open the tightly bound fibers or to open them from one another.

The ground personnel will place the bales of fiber on the conveyor, placing them end-to-end. You want to fill the conveyor with the bales; the conveyor will feed them into the hopper.

When ready to operate, the ground personnel will begin placing the bales of cellulose (or other) fiber on the conveyor. Place them end-to-end. Fill the conveyor with the bales, which the conveyor will send to its hopper’s augers.

The augers break up each bale into cottage cheese-sized chunks of fiber and feed it to the variable speed scale feed auger.

Fiber then passes through the scale into the air stream on the suction side of the blower.

The blower conveys the material and opens the fiber chunks, separating the fibers from each other for maximum AC absorption. The fibers “meet up” with the liquid AC in the drum, usually at the point where the AC is being sprayed.

The scale reports to the remote control.

When the plant rate changes, the fiber rate will also change—this proportioning is controlled by the set point.

Clarence Richard is the proprietor of Clarence Richard Services (CRS), Minnetonka, Minnesota. For more information, contact him at (800) 372-7731 or Clarence@clarencerichard.com.

www.THeAsphaltpro.com // 21

Asphalt Gives Fast Toll Upgrade

BY SARAH REDOHL

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KTA’s southern terminal, seen in this photo looking north along I-35, has been reconfigured to offer open road tolling.

An average of 18,000 vehicles per day travel through the Kansas Turnpike Authority’s southern terminal, according to the Kansas Department of Transportation. The terminal, located 17 miles north of the Kansas-Oklahoma border on Interstate 35 near the town of Wellington, Kansas, is the third terminal KTA has upgraded to offer open road tolling.

Open road tolling aims to improve operations, reduce delays, and improve safety by separating high-speed and low-speed traffic trav-

22 // June 2020

eling through the toll zone. Motorists with electronic transponders in their vehicles are able to travel in high-speed lanes, while motorists requiring a ticket exit the highway to pay the toll.

“We had a separate lane for electronic transponder traffic, but they still had to slow down to 20 miles per hour or even queue since there was no major separation between that lane and the cash lanes,” KTA Engineer Glen Scott said. “It was like putting a gate across the highway.”

Continued on page 26

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Continued from page 22

This photo illustrates the flow of high speed traffic beneath the silver overhead gantries in the middle of the photo. Northbound cash entry lanes are seen to the right of the gantries, with southbound cash entry lanes to the left.

This picture illustrates the layers of asphalt Venture’s crews paved to get the new pavement’s slope right. “This is construction of the new northbound high speed lanes,” Scott said. “Northbound traffic is using the west half of the old northbound lanes in the plaza, which ultimately became the SB high speed lanes.” In the distance is the canopy for the new northbound cash entry lanes (left), the new overhead northbound gantries (middle), and the existing toll building for collectors and supervisors (right).

26 // June 2020

Drum mixers

The first lift, over the old concrete road, was paved with a spray paver from Roadtec Inc., Chattanooga, and the remaining lifts were paved with a Cedar Rapids CR462 track paver. Venture’s Roadtec SB1000 and SB2000 material transfer vehicles were used throughout the project.

Open road tolling relies on the use of overhead sensors and cameras on gantries over the high speed lanes, as well as loops in the pavement below to classify, identify and toll electronic customers. Although this open road tolling concept wouldn’t be possible without this technology, it also relied on reconfiguring and expanding the existing roadway to accommodate separate transponder and ticket traffic segments in both directions.

To accomplish this, KTA decided to implement a traditional diamond-style interchange that would allow ticket traffic to exit the highway to pay the toll without delaying other drivers. The exit plaza offers enough space for multiple vehicles to stack up in each lane without traffic backing up onto the ramp.

By using asphalt on the project, KTA was able to improve traffic phasing while using the existing roadway. The only new construction was the northbound cash entry lane, which was built first and then used to accommodate mainline traffic while the northbound and southbound high speed lanes, as well as the southbound toll plaza ramps, were resurfaced.

Venture Corporation, Great Bend, Kansas, was the general contractor for the $15.3 million job. According to Venture Engineer Jeff Barnes, the south terminal project was quite complex.

“This was one of the most challenging jobs I’ve ever paved,” Barnes said.

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www.THeAsphaltpro.com // 27

This photo illustrates the configuration of the old southern terminal. Photo courtesy of Google Earth The new construction for the northbound cash entry lane was the straightforward part. A subcontractor performed the grading, placed 12 inches of crushed concrete for the base, and trimmed it to grade before the Venture crew began paving. The asphalt overlay atop the existing concrete pavement is where the project grew in complexity.

The majority of KTA-managed roads are asphalt.

Using the existing roadway required some realignment. As a result of this realignment, the high speed lanes curve a bit as drivers approach the terminal.

“The existing roadway was straight as an arrow and the pavement was sloped for drainage, but the new curves required us to adjust the amount of banking in the roadway,” Scott said. There was a pair of reverse curves at each end of the project that were required to shift the southbound mainline traffic into the reconfigured high speed corridor.

“With asphalt, we were able to come in with multiple lifts and slowly work our way up to develop that superelevation to accommodate the curves,” Scott said. The maximum amount of superelevation for the new curves was 3.4 percent over the existing roadway, which had a 1.6 percent crown and 4.2 percent shoulder slopes.

“Paving in multiple lifts to build up the wedges allowed us to pave without tearing out the existing roadway.”

The reconstruction of the southern terminal began September 2018 and was completed December 2019. It required a total of 70 days of paving.

28 // June 2020

The high speed lanes were 3,000 feet long in each direction, but a short segment of concrete encasing the pavement loops for the high speed tolling lanes required Venture’s crew to pave 1,500-foot passes on each side of the pavement loop, haul equipment to the other side of the concrete strip to avoid disturbing crews working on the pavement loops and gantries, and then pave another set of 1,500foot passes. Venture also paved the ramps for the ticket booths.

On one side of the high speed toll zone, the crew had to mill 2 inches on the shoulder while building the centerline up by 2.5 feet.

On the other side of the terminal, the crew had to mill 2 inches off the centerline and build the shoulder up by 2.9 feet.

“The alignment, slope and elevation of the new road didn’t match the old road,” Barnes said. Venture’s paving crew relied on a stringline to overcome this challenge. “By the time we finished this project, we were very skilled paving off a stringline. Not once did we set the paver down and just pave.”

Venture normally paves overlays and uses a traveling stringline.

For full-depth paving, they normally trim the base off of an elevated stringline and then lay thickness with its paver and check intermediate thickness with coring or surveying.

“Paving off an elevated stringline was necessary on this project because the only lift with a uniform thickness was surface,” Barnes said. “All other lifts started at 0-inch depth and increased to a maximum of 4-inch depth and then ended at a 0-inch depth.”

Venture’s project manager Justin Gabel was instrumental in keeping Venture’s paving crew informed on slope and transition sections and stringline paving grades, and Superintendent Ben Sanders was the go-to guy for ensuring the paver operator and

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Although concrete was used beneath the gantries to house the pavement loops, the majority of the southern terminal project was asphalt. By using asphalt, KTA was able to quickly reconfigure the existing lanes and add additional lanes without as much impact on the traveling public. screed operator were performing their jobs at a high level of quality, Barnes said.

Because they could only place lifts up to 4 inches thick, Venture’s crew paved as many as 10 passes in some areas to build depth. The base mix was a BM-2C PG64-28, the top lift base mix was a BM-2C PG70-28, and the surface mix was a BM-1C PG70-28. Venture produced the 55,000 tons of asphalt used on the project with its 400tph portable asphalt plant purchased in 1991 from CMI Roadbuilding, Oklahoma City.

The first lift, over the old concrete road, was paved with a spray paver from Roadtec Inc., Chattanooga, and the remaining lifts were paved with a Cedar Rapids CR462 track paver. Venture’s Roadtec SB1000 and SB2000 Shuttle Buggies were used throughout the project.

Despite the number of lifts, Venture was able to achieve compaction following normal rolling procedure, using two Volvo double drum rollers for compaction and one Volvo double drum roller for finish rolling. “We were able to lay two lifts in the same location a few times while we were deep in the base,” Barnes said. “Then we were limited to one lift per location per day.”

As construction progressed, there were many field changes on the project. Barnes said KTA’s project manager Mark Roberts was integral in getting these approved quickly. “Roberts had the authority and the knowledge to make decisions on the project with little or no delay,” he said. “Change orders worth tens of thousands of dollars were executed on the spot with no delay in construction.”

Scott said he believes the open road tolling concept has encouraged the use of transponders among motorists. “To see traffic going through the toll at 70 miles per hour is quite an incentive to use the electronic transponders,” he said.

30 // June 2020

Sensors and cameras are mounted to gantries over the high speed lanes to classify, identify and toll KTA’s electronic customers. Detection loops in the pavement below work in conjunction with the overhead equipment to count axles so vehicles can be tolled at the appropriate rate.

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Winning in Front of the Plant

BY SANDY LENDER

T

The production and paving crews for N.B. West Contracting Co., Sullivan, Missouri, have put in the time and effort to create award-winning pavements before. Their recent Quality in Construction (QIC) award from the National Asphalt Pavement Association (NAPA) for Interstate 44 has a touch more gravitas because it represented a job well done on their home turf. The project was a mill and fill that

32 // June 2020

consisted of a 2.25-inch lift of Superpave 190B and a 1.75-inch lift of 125BSM. The SP190B included 40-45 percent recycled asphalt pavement (RAP).

“It was a great feeling to win a bid right in front of our Sullivan office,” Vice President Chris West said. “As it was a 135,000ton job, there were eyes from all over the state on the bid. Our estimating and proj-

ect management team led by Justin Zimpfer and plant/QC personnel led by Steve Jackson and Joe Schroer sharpened their pencils and put together great mixes. We were read low bidder by 0.19 percent on a $17,950,000 bid. It was a great bid and close to home for many of our employees, with nearly a year and half worth of work for multiple crews.”

Adam Faeber served as the ground man next to the Wirtgen mill. Notice the great use of directional lights to illuminate the cut and guides for the operator.

For the I-44 project, N.B. West produced the SP125BSM with Evotherm in its new Astec portable plant.

The job also had an intelligent construction element that Missouri Department of Transportation (MoDOT) Field Materials Engineer Daniel J. Oesch, P.E., described for readers: “The use of intelligent compaction (IC) and paver mounted thermal profile scanning (PMTPS) together provide the ability to promote and ensure not only consistent placement temperatures but also that adequate pass

coverage is achieved before the mat cools. The use of these technologies together provide a greater level of confidence to the owner that the entire paved surface is adequately consolidated since it is all mapped. The trial section is used to establish the optimum pass count and random cores on the project then validate that density is being achieved, at least for today. For the contractor, these tools allow for issues to be identified in real-time and corrections to be made at the moment they occur. This should help with the contractor’s quality control and minimize the risk of non-compliant material. Incorporating incentives and disincentives into the contracts for these items promotes best practices, greater attention to quality, and can translate into less maintenance long-term for the owner.”

Zimpfer explained the system they used for the I-44 project included a MOBA camera mounted on a new Cat paver for thermal profiling and Volvo rollers with intelligent compaction systems. “It was one of 13 jobs in the state mandated for IC/IR [intelligent compaction/infrared],” he shared. “We used the thermal camera to check the consistency of our mat. Our crews and plant personnel did a great job maintaining temperature of the mix.”

At the plant, a tarp sealing the batch tower helped keep temperatures consistent.

“The camera shows a thermal image of temperatures across the mat. If we were seeing inconsistencies, we would start looking at each component of the paving side and plant side to find what was causing the inconsistency.”

MoDOT had a system for reviewing the data and paying based on the numbers. According

Dan McKenzie served as the ground man next to the Cat mill. The team performed the complete mill and fill of each 7.5-mile section before moving on to the next to offer a safer experience for the traveling public and to ensure a smoother end result. to Oesch, “MoDOT’s specification requires a quality control program of the contractor.

Since the contractor receives either incentive or disincentive based on the results from both PMTPS and IC, it really encourages them to monitor the results and make changes to maximize performance.”

“All of our data was shared with MoDOT via sharepoint,” Zimpfer said. “MoDOT reviewed the data and issued bonuses or deducts based on performance.”

www.THeAsphaltpro.com // 33

The tarp on the batch tower helps keep mix temperatures consistent at the point of production.

The team used Volvo rollers with intelligent compaction to achieve bonus-worthy compaction.

Project Manager Justin Zimpfer checks on quality readings behind the breakdown roller on I-44.

34 // June 2020

“N.B. West did an excellent job with both the PMTPS and the IC components receiving an incentive payment for the project,” Oesch shared.

Zimpfer explained that they received full bonuses on nearly every section of IC/IR data. While that might make the job sound easy, the crew had some challenges to overcome. The first was the weather.

“The spring of 2019 was one of the wettest springs that all contractors experienced in a long time,” West said. “The plant site had nearly 50 inches of rain from early April to late July. We ran a 45 percent RAP SP190B and had to continuously monitor the moisture in our RAP piles to be able to run. We actually moved some shingles out of our shingle bin to keep RAP dry when

we could, or process material that day or night to let other piles dry out.”

For this project, N.B. West used its new Astec portable plant, installed at the end of 2018, to make the SP125BSM and about half of the SP190B. The team also managed the logistics to keep weather from posing a hazard to the traveling public. Jackson explained the job totaled 15 miles long, but rather than mill everything, then place the base, then place the top, they elected to divide the job into quarters. They would mill and fill 7.5 miles, then move forward to mill and fill the next 7.5 miles. Zimpfer shared: “We decided to completely top out each section to prevent ponding of water, which would create driving hazards to the public.”

Another challenge the crew discovered and solved involved a hole encroaching on the roadway.

“In early April 2019, a sink hole was discovered in the median shoulder that extended 3 feet to 4 feet into the passing lane of eastbound 44,” West reported. “The hole was approximately 8 feet in diameter by 16 feet deep. There were no active construction operations at or near the location of the sink hole when it was found.”

He shared that they found it in the shoulder area around 6:00 a.m. one day.

“The passing lane was immediately shut down and the shoulder was excavated to provide access. The hole was filled with oversize rock and capped with concrete.

Inspection pipes were installed in the shoulder area to monitor for settlement.

The lane was reopened to traffic at 5:00 p.m. the same day. MoDOT performed a variety of tests at the sink hole site over the next two months.”

Despite challenges, Project Manager Zimpfer led his crew to success. “The paving team achieved a full 5 percent bonus on the profilograph,” West shared.

To achieve a NAPA QIC award, a project often requires more than the excellent quality N.B. West brought to I-44. For example, this job included a number of environmentally sustainable aspects. Not only did the SP190B mix include 45 percent RAP, the team used Evotherm and Evoflex additives in the RAP mix to reduce production temperatures, thus saving energy.

Evotherm was also used in the SP125BSM. “The overall project turned out beautifully and the ride quality is next to none despite the hurdles,” West said.

Prevent Temperature Segregation with a Thermal Profile

BY SANDY LENDER

The team at Caterpillar Paving Products, Peoria, Illinois, has a similar explanation. They state on their website: “Thermal mapping monitors the surface temperatures of the asphalt utilizing an infrared camera and a Global Navigation Satellite System (GNSS) enabled by RTK accuracy. Viewing real-time temperatures, contractors can identify variations and take action to manage the plant-to-paver delivery process and fine-tune paving practices for more uniform lay-down temperatures.”

N.B. West Contracting Co. Paver Operator Noah Derousse worked in concert with Screed Men Zack Short and Tony Kuenzel to lay a bonus-worthy mat on the I-44 project in 2019. They used a MOBA camera mounted on a new Cat paver for thermal profiling.

P

aver-mounted thermal profiling scanning (PMTPS) is one facet of intelligent construction. Most readers of AsphaltPro Magazine are familiar with intelligent compaction, wherein data about the mat assists the roller operator in achieving optimum density.

In PMTPS, a thermal “camera” is affixed to the back of the paver for the purpose of assisting the paving crew in monitoring, and thus lessening the chances for, temperature segregation in the mat. The researchers at Transtec Group Inc., Austin, Texas, shared at their intelligentconstruction.com site: “Normally, every 50-meter section of full-width temperature profiles is analyzed to determine the levels of temperature segregation. Example methods are the US AASHTO PP80 standard…and an improved Thermal Segregation Index (TSI) method developed by the Minnesota Department of Transportation (MnDOT) and The Transtec Group’s Veta team.”

Daniel Oesch, P.E., field materials engineer for the Missouri Department of Transportation (MoDOT), explained: “MoDOT has awarded 69 projects to date with both IC and PMTPS technologies. The effort gained momentum in 2016 after receiving an Accelerated Innovation Deployment grant from the Federal Highway Administration providing additional resources for the first

13 projects. During the 2020 construction season, 29 projects will be underway utilizing these technologies. This year, we have deployed a fleet of agency owner GPS tracking units, which are being circulated on the IC rollers in order to perform quality assurance (QA) on the data being collected by the contractors’ equipment. In addition to spot temperature readings, this year thermal images will also be used for QA of the PMTPS systems.”

Henry Polk of BOMAG Americas, Ridgeway, South Carolina, explained that the MOBA thermal imaging system is the preferred vendor Bomag recommends for use with its paving equipment. He shared that the MOBA thermal camera captures and stores the readings from across the width of the mat, allowing the foreman to download and share the data via a USB stick. While the thermal cameras available today don’t penetrate the mat, the temperatures measured and recorded from the surface give contractors a data point not easily available before.

“It only shows the surface temperature, but it’s still relative to segregation,” Polk said. “Thermal segregation is far worse than material segregation. Being able to see it on the surface is better than not being able to see it at all.”

Caterpillar Paving Products displayed its thermal mapping camera at its outdoor booth at CONEXPO-CON/AGG 2020.

At the Wirtgen Innovation Days event in the fall of 2018, product managers discussed the merits of the Vogele RoadScan. This infrared temperature measurement system was also on display at CONEXPO-CON/AGG 2020 in Las Vegas. It’s designed to make quality measurable by verifying you’re paving at a constant temperature. It’s a non-contact temperature measurement system that scans the whole of the asphalt pavement behind the screed. A GPS receiver is also mounted in the housing for the infrared camera, to record the exact position of the temperature data. External parameters affecting paving are recorded as well. The maximum measuring width of 10 meters is made up of 40 squares measuring 25 by 25 centimeters. Each of these grid squares contains up to 16 individual measuring points, from which a mean value

www.THeAsphaltpro.com // 35

is calculated. The measurable temperature range is between 0 and 250 degrees C, with a tolerance of +/- 2 degrees C. RoadScan saves the measured data in the paver operator’s ErgoPlus 3 console. After paving, the data can be transferred to a memory stick.

As part of its Pavelink system, Topcon Positioning Systems offers the thermal

mapper, which affixes to any paver to monitor the temperature of the entire width of the mat. It shows the operator, in real time, the average temperature of the previous lot as well as thermal segregation and for the overall jobsite. This means the foreman can see immediately if there’s a temperature problem creeping into the operation.

The Vogele RoadScan infrared temperature measurement system captures a host of data to inform the crew of conditions present at the moment of readings.

Watch an AsphaltPro-only video describing the Topcon Thermal Mapper at https:// youtu.be/AlRRxCqVG-A.

Preventing segregation is one step toward quality control for contractors. Equipment that can re-blend mix to keep cool spots from making their way through the train and to the mat is a helpful tool. “Our remix machine re-blends it and does away with the thermal segregation,” Polk said.

To ensure remixing machines ahead of the paver—or at the paver—have done their jobs, or to ensure all trucks have delivered consistent loads to the process, the thermal cameras offer an extra QC/QA measure. If the foreman and paver operator monitor the temperature readings gathered moment-bymoment, they can monitor temperatures in real time and make adjustments as needed.

This ensures the mix being delivered from the plant, to the head of material, and to the mat has a uniform temperature and a consistent, top quality.

ATS ASPHALT testing / BITUMEN equipment line Bending Beam Rheometer 3 (BBR3) Performs flexural tests on asphalt binder and similar specimens with integrated touch screen display.

Vacuum Degassing Oven (VDO Touch) Removes air bubbles created during the in-service oxidative aging of asphalt binder by the PAV.

Pyro-Clean® Safely cleans lab equipment by pyrolysis.

REMOTE CAPABILITY Monitor Your Data on the Go

Compatible with most tablets, smartphones, & PCs

Bending Beam Rheometer 2S (BBR2S) Performs flexural tests on asphalt binder and similar specimens.

Pressure Aging Vessel (PAV4) Simulates in-service oxidative aging of asphalt.

Rolling Thin Film Oven (RTFO Touch) Simulates short-term aging of asphalt.

For more information visit www.atspa.com

36 // June 2020

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260-637-5729 • admasphaltplants.com

How to Surface, Stripe a Pickleball Court

BY SARAH REDOHL

T

The ability to retrofit pickleball lines on existing sport courts makes this a simple service when making that sale to residential managers upgrading recreational sites. Photo courtesy of SportMaster Sport Surfaces There are more than 2.5 million pickleball players in the United States, according to the Sports & Fitness Industry Association. In fact, pickleball is one of the fastest growing sports in the country. According to the USA Pickleball Association (USAPA), the sport has seen a 650 percent increase in participants in the past six years, mostly among younger players.

The sport has been described as a combination of ping pong, racquetball and tennis, and requires players to use special paddles to hit a wiffle ball over a net in the center of the court. However, pickleball courts are much smaller than a tennis court (though, larger than a ping pong table!).

The ability to retrofit pickleball lines on existing sport courts makes this a simple service when making that sale to residential managers upgrading recreational sites.

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Here, AsphaltPro explains the best practices of how to surface and stripe a pickleball court with help from Jeff Gearheart, director of SportMaster Sport Surfaces, Sandusky, Ohio.

PLAN YOUR COURT

If you are constructing a pickleball court from start to finish, one of the first considerations will be the size and layout of the court.

Pickleball courts measure 44 feet long and 20 feet wide, including the court’s boundary lines. The USAPA Rule Book recommends a minimum total playing surface of 30 by 60 feet, though 34 by 64 feet is preferred. Anytime multiple courts will be in close proximity, fencing between the courts is important to protect players on other courts.

Seen above: Four pickleball courts at Anaheim Tennis & Pickleball Center. Up to four pickleball courts can fit within the space required for one tennis court.

Photo courtesy of SportMaster Sport Surfaces Just as with other sport courts, it is ideal to orient the court northsouth to limit the sun obstructing players’ vision and the impact of shadows on the court surface.

Due to the relatively small size of pickleball courts, it’s possible to create more than one pickleball court within a tennis court or a basketball court.

This article does not set out to explain how to pave a pickleball court. For that, it’s ideal to follow the best practices of paving tennis courts or other sport courts, taking special care to ensure proper drainage.

For a more detailed overview of the pickleball construction process, check out “Pickleball Courts: A Construction & Maintenance Manual” from the American Sports Builders Association and the USAPA. The 108-page manual offers design, construction and maintenance instructions and is available at the USAPA store.

PREP & CLEAN

Gearheart first recommends checking the overall condition of the surface for any cracks, low spots or other deficiencies.

Cracks should be sealed and low spots should be leveled before you proceed.

“Courts are normally built with a 1 percent slope for drainage, but water will collect in any bird baths,” Gearheart said. “Not only will the standing water break down the acrylic and pavement, but players will also have to wait longer before than can play after rain.”

One leveling option is SportMaster’s acrylic patch binder, which is an acrylic liquid mixed with Portland cement and sand. It can be poured in low spots and then scraped even with a screed or straight edge. Once it sets up, it can be sanded down as needed.

The pavement should also be clean and dry. If not, the coatings may not adhere properly. Gearheart recommends brooming, blowing or power washing the surface to ensure it is free of dirt and de-

bris. “The best option is to power wash the surface, but if it is visibly clean, brooming or blowing should be enough,” he added. He also recommends trimming any grass that may be sticking over edge of the pavement.

It is also recommended to apply the coatings with ambient temperatures between 60 and 90 degrees Fahrenheit for best results.

A pickleball court is roughly 880 square feet.

RESURFACE & CUSHION

The process of surfacing a pickleball court varies, and may include application of a resurfacing material and/or a cushioned material, in addition to paint for color and texture and line-striping the court boundaries. Some jobs, such as repurposing tennis courts for pickleball, may only require line-striping.

Once all pavement distresses have been repaired and the surface has been cleaned, Gearheart first recommends applying an acrylic resurfacer. “It won’t fill cracks, but it will fill any voids in the pavement and it will hide any repairs you’ve made,” he said. “And, most importantly, it sets a nice sandpapery texture that cushion and color can more easily adhere to.”

The acrylic resurfacer is particularly important for courts that intend to add a cushion layer. “Without the resurfacing acrylic, the rubber wants to pile up instead of grabbing onto the texture below,” Gearheart said, “and the rubber in the cushion product will fill the voids so the surface won’t feel as cushioned.”

A cushioned pickleball court is created by applying multiple layers of an acrylic with small rubber granules with a soft rubber squeegee. To ensure even application, Gearheart recommends pouring out the cushion product in relatively small amounts, to prevent piles of rubber at the end of the squeegee pull. After spreading the cushion acrylic, he also recommends being gentle while scraping any high spots.

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Although tennis courts tend to be painted blue or green, the USAPA says pickleball courts can be painted any color as long as it contrasts with the lines of the court. Photo courtesy of SportMaster Sport Surfaces

Pickleball courts measure 44 feet long and 20 feet wide, including the court’s boundary lines. Photo courtesy of Wikimedia Commons Most public courts are hard courts, while private and tournament facilities tend to opt for cushioned courts. Gearhart said cushioned pickleball courts tend to be more common than other types of courts, due to their smaller size and the sport’s historical popularity with an older demographic.

COLOR THE COURT

Next comes the color coatings. USAPA recommends 100 percent acrylic paint for outdoor courts.

The color is typically applied with a minimum of two coats. “Pickleball courts are smaller and are often used for doubles,” Gearheart said, “so there’s more wear because the players are always scuffing the same little boxes. It may be worth adding an extra coat to extend the life of the surface.”

The type and amount of silica sand per gallon will be specified by the manufacturer. SportMaster’s acrylic resurfacer uses roughly 14 pounds of 50-60 mesh silica sand per gallon of concentrated resurfacer. Color coatings use a rounded and finer sand, roughly 70-90 mesh.

“Tennis facilities prefer a more angular sand because it’ll grab the ball and slow down play,” Gearheart said. “With pickleball, I’ve seen rounder sand so it doesn’t chew the balls up as much.”

Although tennis courts tend to be painted blue or green, the USAPA says pickleball courts can be painted any color as long as it contrasts with the lines of the court. “It seemed in the past that they may have been choosing different colors so they wouldn’t be eclipsed by tennis,” Gearheart said, “but now pickleball is a big sport in its own right.”

In hotter climates, Gearheart said lighter colors that are more solar reflective are more popular. “Light gray courts can be 40 degrees cooler than a black or dark green court.” Light courts can also help brighten up indoor courts.

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“You also want to choose a color that contrasts from the color of the pickleballs,” Gearheart said. Pickleballs are most often yellow, orange or lime green. “Generally, colors opposite from each other improve contrast. For example, if the balls are yellow, paint the court blue.”

STRIPING A PICKLEBALL COURT

Pickleball courts measure 44 feet long and 20 feet wide and are divided into five main areas. See the diagram alongside this article for a visual representation of the dimensions.

Note that the total area of the court includes the boundary lines, so ensure the outer edge of the painted line conforms to the final court dimensions. All boundary lines should be two inches wide.

The USAPA recommends white lines for dedicated pickleball courts, but the most important thing is that the boundary lines are a contrasting color to the court’s surface color. If adding lines to multi-purpose courts, the association recommends lines in the same color family as the court itself. Take care to tape over multi-purpose courts’ existing lines, so they remain the predominant line, and leave a 3-inch gap where any lines intersect.

Straight application of the lines is important, not only for a professional-looking court but also to ensure fair play of the game. The most common application method for pickleball lines is to use a line taping machine and then apply paint with a brush or roller.

“Companies will occasionally use a line striping machine, but overspraying the tape is a common issue,” Gearheart said. Additionally, the traffic paints that can be used in striping machines are often thinner, which means they are more likely to bleed and offer less surface texture and less pigment, resulting in a shorter wear life.

When painting the lines with a brush or roller, Gearheart recommends using a textured white line paint so the lines are a similar texture to the playing surface.

Due to the surface texture, there will be small voids under the tape that paint may bleed into. For perfect lines, Gearheart recommends using a clear-drying anti-bleed primer after taping but before painting the lines. Once the primer is dry, paint the lines.

Allow the paint to dry 24 hours before use. Play on!

Product Gallery

Pave and Maintain Asphalt Industry This summer has brought new parameters to asphalt paving with social distancing and extensive personal protective equipment (PPE) to enhance worker safety. However you beef up safety and health for your team(s), original equipment manufacturers (OEMs) have been beefing up machines and technology to ensure your end results remain top quality. From remote-control options and automation giving workers more space between one another to safety devices and hours of service monitors giving supervisors more information, everyone is working together in the asphalt community to keep one another working safely, healthfully, and with quality still top of mind.

The next few pages provide new products and updates seen at CONEXPO-CON/AGG 2020 and beyond to help you meet demands.

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Performance Equipment Mills with Diamonds

BY TOM KUENNEN

Performance Equipment Service, San Antonio, performs only asphalt milling and soil stabilization, and its motto of No Ugly Milling is fulfilled by its dedication to performance.

“Our newer fleet of equipment allows for high production with fewer breakdowns,” President Kelly L. Durham said. “We provide high production profile milling with diamond teeth. We are still a soil stabilization and milling contractor, with ten cold mills and four recycler/reclaimers. We work all over Texas in support of any of the large contractors in the state of Texas who need milling and reclaiming services.”

“Our corporate campaign is 'No Ugly Milling,’” Operations Manager Lauren Durham said. “It’s what we live by. We won’t go out there and perform just any job or any quality of work. That would be less than perfect. It’s our standard and we support it in meetings, with bumper stickers, and our social media.”

While most of its work is in south Texas, in fact Performance Equipment mills and stabilizes all over the Lone Star State. While Polycrystalline diamond (PCD) teeth are more ex-

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At Performance Equipment headquarters outside San Antonio are C.J. Carroll, CFO; Dustin Durham, chief estimator; Kendall Durham-Kersh, human resources manager; Kelly L. Durham, president; James Butcher, service manager; Eric Apolinar, IT manager; Lauren Durham, operations manager; and Justin Garcia, safety manager. pensive than conventional carbide-tip teeth, Performance Equipment uses the PCD cutting tools to enhance milling across the state.

“Getting teeth that will keep performing is problematic, especially in Texas,” Kelly Durham said. “We have good roads in Texas, but materials are different from one end of the state to the other. We found out milling down in south Texas that the roads have a lot of river rock in them. It’s a very hard, very abrasive material that would wear the carbide teeth out sometimes in as little as 50 feet. We had to do something, which is why we went to the PCD teeth.”

When visiting Performance Equipment Service, three of their large mills were using PCD teeth, while the remainder of their fleet had carbide teeth mounted. “We are able to pick and choose where we send those diamond teeth,” Lauren Durham said.

“The PCD teeth have really saved us a lot of wear and tear, especially down in areas such as Corpus Christi,” Kelly Durham said. “The roads are very hard down there, but on our first set of PCDs we ended up getting 273,000 tons. That’s a huge deal, especially when we

Here is a new PCD tooth (left), compared to same with 150,000 tons behind it.

Polycrystalline diamond (PCD) cutting tools are a synthetically manufactured strong mass of carbon and carbide. A PCD tip is a crystalline diamond-coated carbide tip. This tip consists of differing layers: A concentrate of diamond particles in the upper layer; a series of interlayers; and a tungsten carbide substrate. Interlayers in the PCD bit dampen the impact stresses between the tungsten carbide substrate and the highly wear-resistant PCD contact surface. The interlayers subsequently enhance the durability and reliability of the PCD contact surface.

At Eagle Pass with W 220i and PCD teeth are Eric Apolinar, Kelly Durham and Juan Cortez

Polycrystalline diamond (PCD) teeth are mounted on conventional W 220i drum of Performance Equipment

Foreman Juan Cortez at helm of Performance Equipment Service's W 220i in Eagle Pass, Texas, in support of Reece Albert Construction

were only getting 50 feet out of conventional teeth that first year.

“Then you have the time spent changing all those teeth…That down time is a big deal, so the diamond teeth have really helped us in that aspect. They are expensive, we understand that. We know the expense, but the savings off the backside are tremendous.”

“PCDs are not appropriate for cutting on concrete, nor for urban applications like San Antonio, with buried streetcar tracks and manhole covers,” Service Manager James Butcher said. “We also have slowed down the speed at which the operators lower the drum into the cut,” he said.

“Basically, we ease the drum and teeth into the cut. We understand that they have a place, we understand that downtown San Antonio where railroad tracks and cobblestones are, they can break,” Butcher added. “They won’t work everywhere. But we also know that in the right environment, they save us money, save us time, and make a huge difference to what we do on a day-today basis.”

Having options for teeth is one way Performance Equipment distinguishes itself from the competition.

“One thing that sets us apart is that we know PCD teeth won’t work in city streets, and places that we know there’s concrete,” Lauren Durham said. “Yet we are able to work on places like the tire test tracks, where few milling contractors in the area have the ability to be as specialized as us.”

The numerous tire test tracks in Texas typically require specialized milling. “PCDs give us a perfect pattern every time,” Kelly Durham said. “And that’s an important deal for us. They’re going to have very critical milling specs, and fine milling or profile milling to cut to grade in which they can be confident they are placing 2 inches of asphalt down and they’re at grade.”

The firm expects to get 250,000 tons out of a set of teeth. “There are things in the roadway that won’t allow us to get that all the time,” Kelly Durham said. “It can be a new operator or haul truck driver setting the drum down on a metal trailer that breaks the teeth.

“The good news is when you put a set of diamonds in, they wear evenly,” he added.

“The biggest wear we see is in the body wash on the sides of the teeth. They hold the same pattern throughout the life of the teeth, so it

doesn’t kill us if we have to spot one or two teeth in then as we go through the life of the PCDs. “The payback is substantial,” he added. “Long-term, we see a lot more tonnage come through the machine than we would if we were using regular carbide teeth, especially in the south Texas area,” Kelly Durham said. “It equates to cost savings in time, materials and labor hammering teeth. It also provides better results for happy customers, like the test tracks, who now call us all the time. They want us there because of the time, the teeth, the pattern, and the technically advanced operator skills that we bring to the table.”

For more information, contact Matt Graves at matt.graves@wirtgen-group.com or visit www.wirtgen-group.com/america.

AMERICAN EAGLE

American Eagle, a division of Stellar Industries Inc., Garner, Iowa, released the 40P, lightweight, hydraulically-driven air compressor during CONEXPO-CON/AGG 2020.

The 40P is a reciprocating compressor that uses a combination of aluminum and steel to control its weight of 240 pounds while producing a maximum air output of 40CFM and up to 150PSI of air pressure. It comes standard with a heavy-duty crankshaft, stainless steel reed valves, flip-top lid and canister air filters.

For more information, call (800) 392-3015.

ASI

To restore and seal light-traffic roadways, the engineers at Asphalt Systems Inc., Kansas City, Missouri, offer GSB FrictionSeal™. It’s a preservation product that combines emulsion and aggregate and is applied via a specialized distributor.

GSB stands for Gilsonite Sealer Binder, and it’s the key ingredient of the GSB sealer by ASI. As asphalt contractors know, Gilsonite is a natural, black bitumen. It’s named after the fellow who discovered it in Utah, Mr. S.H. Gilson, and it’s used to make—among other industry chemicals—waterproof coatings. ASI states: “GSB sealers have a 40-plus-year history of proven premium performance, supported by continuous third-party engineer evaluations in the field, as well as the lab.”

That’s a good foundation for the latest product being trialed in demonstration

www.THeAsphaltpro.com // 45

Product Gallery projects this summer: GSB FrictionSeal.

The product is designed to halt surface deterioration, extend service life and slightly increase the pavement condition index (PCI) of a pavement, all while maintaining or improving friction. The pavement life is extended by getting a more substantial, heavier seal than a fog seal with friction-fine aggregate; yet a lighter seal than a chip seal, slurry seal or micro surfacing treatment, according to ASI. It’s designed to be an optimal choice for a 6- to 8-year treatment.

The treatment is applied via a specialized distributor truck. The sealer and friction-fine aggregate are administered in a separate, but simultaneous application via a single-pass system that ASI states does not require sweeping after treatment. GSB sealers infuse into, bind and restore the aged asphalt surface as they simultaneously seal it and protect it against oxidation, deterioration and chip loss.

For more information, visit the Asphalt Systems Inc. website.

ASV

ASV Holdings Inc., Grand Rapids, Minnesota, has added Maxx Outdoor & Equipment in North Texas to its dealer network. The dealer will offer ASV’s full line of Posi-Track® compact track loaders, including the RT-40, RT-25 and recently introduced RT-50, as well as ASV’s full line of skid-steer loaders.

For more information, contact Regan Meyer at (218) 327-5385.

DYNAPAC

Material segregation occurs during loading, transport and dumping. Larger material tends to move to the outer sections and smaller material settles in the middle of the material flow. The MF2500CS from Dynapac, a part of the FAYAT Group, Fort Mill, South Carolina, works to minimize this with the IMIX system, which uses three devices: conical augers in the hopper, a flow divider in the conveyor and a mixing system at the end of the main conveyor.

The augers in the hopper push the large particles toward the middle of the conveyor to join the main flow. The material is transported by the movement of the belt to the top, where the flow of material is split by a flow divider into two streams; these streams

46 // June 2020

of material are mixed and blended at the end of the conveyor by an auger mixing system before leaving the main conveyor. This unique arrangement is designed to equalize temperatures within the mix while blending large and small stones.

Dynapac’s DistanceAssist automatically maintains distance between the material feeder and paver. The feeder is equipped with a precise laser sensor, which allows the feeder operator to virtually connect to the paver and follow the speed of the paver movement. The feeder driver can focus on the job of material transfer. Combined with the possibility to save multiple distances, feeding two pavers in echelon becomes less stressful with the Dynapac MF2500CS and SwingApp. Dynapac Swing Assist helps the operator by saving the SwingApp height and angle of swing at both pavers’ location and the operator can recall the positions by the press of a button. In combination with DistanceAssist, the feeder drives automatically to the correct position and the SwingApp moves directly over the hopper of the paver.

The MF2500CS featured at CONEXPO-CON/AGG 2020 was equipped with the 3-foot extended SW6500 SwingApp conveyor for long side reach for paving over barriers and in-line or echelon paving applications.

The newly developed 28-foot-long conveyor, SW6500, has a side reach of 12.5 feet. Thanks to its integrated quick coupling cylinders and lifting points, the SW6500 can be mounted behind any MF2500CS within 20 minutes, according to the manufacturer.

For more information, contact Vijay Palanisamy at (210) 818-9602.

EARTHWAVE

Earthwave Technologies, Indianapolis, displayed its Fleetwatcher Materials Management Solution (MMS), a wireless telematics system developed for paving contractors during CONEXPO-CON/AGG 2020. With load cycle analysis, users can see where problems are occurring and correct them to eliminate trucks travelling together, taking the wrong route or other inefficiencies. Fleetwatcher integrates with accounting and payroll applications such as Viewpoint and About Time, as well as with scale systems.

For more information, contact Dave Maddock at (800) 553-0027.

ERGODYNE

Ergodyne, St. Paul, Minnesota, has added two products to its high-visibility rainwear collection. GloWear® 8366 Lightweight Hi-Vis Rain Jacket—Type R, Class 3 and GloWear® 8916 Lightweight Hi-Vis Rain Pants—Class E are both built from waterproof 150-denier polyester oxford with PU coating. They include fully taped and bonded seams to lock out water. The products feature 2-inch reflective tape, come in lime or orange, and are available on Ergodyne’s website.

GSSI

Geophysical Survey Systems Inc. (GSSI), Nashua, New Hampshire, unveiled its PaveScan® RDM 2.0 asphalt density assessment tool for the United States and Canada at the Transportation Research Board (TRB) 2020 conferece in January. PaveScan 2.0 incorporates a new sensor design built specifically for the extremes of the asphalt paving environment, foldable deployment arms with high-visibility for work site safety, and a warm-up time of under one minute when ambient temperature is over 70 degrees F to enable users to obtain critical density data for quality assurance/quality control of new pavements.

For more information, contact Jami Harmon at (603) 893-1109.

HAMM

At CONEXPO-CON/AGG 2020, HAMM, Antioch, Tennessee, presented WITOS HCQ—a system for live tracking of rollers. With WITOS HCQ, HAMM has introduced a new addition to its HCQ Navigator system. With a panel PC in the cabin, HCQ Navigator provides a live indication to roller operators of the points that were already sufficiently compacted or where further compaction is necessary. This prevents over- and under-compaction while helping to optimize the number of passes. HCQ Navigator saves all of the data that is recorded during the compaction process. The new WITOS HCQ module makes it possible to monitor the compaction progress – in real time and even from a remote location. Simple browser-based operation is used since WITOS HCQ was designed as a web application. During the compaction process, data is transmitted directly from the rollers to the WITOS portal of the WIRTGEN GROUP

the work, WITOS HCQ has other advantages since automatic storage of the data on the WITOS portal greatly simplifies the back-up process. There, the project data is available for subsequent analysis and documentation purposes. The data format meets all of the “VETA” requirements.

For more information, contact Matt Graves at matt.graves@wirtgen-group.com or visit www. wirtgen-group.com/america.

With compaction with WITOS HCQ, the data gathered by this tandem roller during the compaction process can be accessed via the WITOS portal worldwide in real time. via cellular radio. Users can then access the data in real time. Regulatory authorities or consultants can also be involved in monitoring the compaction progress via a suitable interface. This ensures the confidentiality and integrity of the data since access permissions can be separately granted to different persons for each subproject. After completion of

KUBOTA

Kubota Engine America (KEA), a subsidiary of Kubota Corporation, headquartered in Lincolnshire, Illinois, debuted the V3307 Micro-Hybrid system prototype at CONEXPO-CON/AGG 2020. The system is designed to provide power assistance instantly during peak overloads.

“We believe equipment manufacturers will gradually become less reliant upon any single power source and the engines themselves will need to further push the boundaries in areas of fuel efficiency, power density and adapt-

ability,” Mr. Tomokazu Matsushita of Kubota Engine America said.

Designed for applications that demand an immediate response to instantaneous peak overloads within the typical machine duty cycle, the power assist V3307 Micro-Hybrid system supports the engine by delivering an additional electrical power boost of up to 10kW. The instant available torque offers an efficiency boost at the most crucial time, while recuperating and recharging its battery pack when not initiated.

The system integration pairs with the electronic engine management control, making it compatible with many of Kubota’s diesel, gasoline, LPG and natural gas engines across the power ranges. With an independent driveline, the Micro-Hybrid system maintains accessibility to the existing power take-off positions of a conventional engine.

“We’re seeing great results with this engine.

For example, a 3-cylinder engine, equipped with a Micro-Hybrid system can achieve similar levels of performance as a conventional

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Product Gallery 4-cylinder engine, while avoiding the necessity to overcompensate by installing a larger capacity engine,” Matsushita said. “Working in partnership with the engine, the Micro-Hybrid system allows for reduced fuel consumption and lower operational costs, while offering an increase in work efficiency and value.”

For more information, visit the Kubota Engine website.

ROAD DRYER

Road Dryer LLC, Greenville, South Carolina, offers the RD-1200XT pavement drying unit to dry surfaces prior to paving or applying surface treatments or striping. The unit blows heated air up to 400 degrees F (200 degrees C) directly downward through multiple nozzles, which allows traffic to flow in nearby lanes. It’s available as a simple-to-operate trailer- or truck-mounted unit and can be adjusted for 8-foot to 12-foot drying widths.

The ability to dry paving surfaces on demand provides flexibility in meeting budgets and timetables. Check out the Here’s How it Works feature from January 2019 on AsphaltPro.com.

For more information, call (864) 272-2988.

ROADTEC

Roadtec Inc., Chattanooga, Tennessee, launched the newest in its material transfer vehicle line, the SB3000, at CONEXPO-CON/ AGG 2020. This reinvented Shuttle Buggy has a lower profile and a host of enhancements for operators. For example, the egress ladder is painted green for maximum visibility, and leads to a walkway that allows the operator to cross the paving width without walking between the machine and delivery trucks.

The SB3000 has increased storage capacity in the material hopper. All service points are at ground level. Two operator stations on top swing out hydraulically, allowing the operator excellent line of sight. Seating and a swingout pedestal of controls lets the dump operator sit inside the machine’s envelope and out Let Kyle Neison walk you through a quick discussion of the SB3000 from the CONEXPOCON/AGG 2020 show floor at https://youtu.be/_-0kpITqZ4c.

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of harm’s way during operation. Don’t forget to look at the lighting packages.

For more information, visit www.Roadtec.com or call (800) 272-7100.

between 115-, 55- and 25-gallon capacities. It’s available in three sizes overall: 460, 690 and 920 gallons.

The engineering of the MTO is completely modular.

One of its biggest design highlights is the new utility box at the rear of the trailer, which is 4 inches deeper and 2 inches taller than its predecessor. This lets it support the Thunder Creek Compressor/Generator combo unit, two fresh oil lines mounted on a double reel, a used oil reclaim system, as well as a grease system equipped on a swivel reel. All lines, nozzles and air valves are color-coded throughout the utility box.

For more information, call (866) 535-7667.

SRIPATH

TRIMBLE

The reinvented Shuttle Buggy from Roadtec offers a host of new operator comforts.

Sripath Technologies® LLC, Mahwah, New Jersey, offers ReJUVN8™ to allow the use of high amounts of recycled asphalt pavement (RAP) in hot mixes. Traditionally, many mixes contain about 20 percent RAP, but ReJUVN8 is formulated to increase that percentage to 40-50 percent or more, and in some cases, all the way to 100 percent.

ReJUVN8 from Sripath Technologies is designed to revitalize the aged (oxidized) asphalt in high RAP and recycled asphalt shingle (RAS) mixes, allowing the contractor to manufacture in-spec mixes and lay down high quality pavements at a reduced cost.

With an over 5-year history of successful and effective use in countries around the world in RAP mixes up to 100 percent, as well as use in RAS and RAS/RAS combinations, ReJUVN8 is designed to rapidly penetrate and restore aged asphalt properties. It is manufactured to stringent quality standards, backed by science and rigorous testing standard by leading universities and transportation agencies world-wide, according to the manufacturer.

For more information, contact (973) 2236894 or visit the Sripath website.

THUNDER CREEK

Thunder Creek Equipment, Pella, Iowa, launched its new MTO service, fuel and lube trailer during CONEXPO-CON/AGG 2020.

The MTO handles up to five different fluid types, including fresh oil, grease, reclaim, diesel exhaust fluid and diesel fuel. It is engineered to be a scalable solution for contractors of all sizes with exact fluid configurations

Trimble, Sunnyvale, California, has released the Trimble® Roadworks 2D Paving Control Platform for asphalt pavers, which is an automatic screed control system designed to improve the accuracy and productivity of asphalt paving. It features intuitive software built on the Android operating system. Trimble Roadworks uses a multitude of 2D references to pave with a fixed thickness, making it an ideal option for roads that have been graded or milled using 3D machine control, according to the manufacturer. It can be used in production paving applications such as highways, state roads and so on.

The Trimble Roadworks paving control application runs on a 7-inch Trimble TD510 touchscreen display. It features two external keypads to allow contractors to change sensor values and input data in the field. It uses colorful graphics, natural interactions and gestures, and self-discovery features.

For more information, visit your Trimble dealer or the Trimble website.

VÖGELE

WITOS Paving Docu from Vögele, Antioch, Tennessee, bridges the gap between its two existing job site applications: RoadScan, the non-contacting temperature-measurement system; and WITOS Paving Plus, the telematics solution for coordinating all processes from the mixing plant to the paving process in real time. The solution is aimed at contractors who want to record and analyze more than just paving temperature, but don’t need the full range of WITOS Paving Plus functions.

The WITOS Paving Docu app from Vögele offers the option of automating the recording and analysis of job-site data.

At a job site, foremen can use a special smartphone app (and paver operators the machine terminal) to initiate jobs in WITOS Paving Docu and record a wide array of additional paver and paving data, such as working width, paving speed, interruptions to paving and effective paving time. Delivery notes can also be scanned in using a QR code or entered manually, allowing paved areas, paved material quantities and areal densities to be calcu-

lated continuously. At the end of a day’s paving, job-site reports are sent automatically by e-mail to selected recipients. They include information on key job-site data and machine utilization.

The app and the paver are networked via WLAN, so information can be exchanged between the machine and the foreman’s smartphone even where there is no mobile phone connection. This way, both the foreman and paver operator know at all times how many tons of material have been paved on what surface area and in what areal density.

For contractors who want to plan their job sites by largely conventional methods, but document them digitally, WITOS Paving Docu offers the option of automating the recording and analysis of job-site data. All they have to do is install the corresponding app. The necessary hardware—the telematics module and the screed width measuring unit—is fitted directly in the paver. The app offers clear and intuitive menu navigation, so users can familiarize themselves with the ap-

plication quickly even without specific prior knowledge or extensive training. For contractors, this greatly increases the efficiency of job-site documentation processes without requiring lengthy introductory phases.

The application is designed to function even in rural areas with no mobile coverage.

The paver creates a WLAN network with a range of about 164 feet (50 m) and acts as the server on the job site.

The full version of WITOS Paving Plus, Vögele’s software-based process management solution, networks everyone involved in the process, from the mixing plant to the paver operator, and comprises five modules. Job site planning (Control), provision of mix (Materials), mix transport (Transport), paving of asphalt (JobSite) and the subsequent analysis of processes (Analysis); therefore, can all be managed by a single system in real time.

For more information, contact Matt Graves at matt.graves@wirtgen-group.com or visit www. wirtgen-group.com/america.

– BY ASPHALTPRO STAFF

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! www.THeAsphaltpro.com // 49

Producer profile

Glenn Hughes incorporated Lakeview Rock Products in 1980 and the family owned company requires all workers have 24 hours of training in mining safety and health prior to beginning work. Workers must complete an eight-hour refresher course every year thereafter. All photos courtesy of Lakeview

Lakeview Celebrates Family Rock Production Lakeview Rock Products Inc., North Salt Lake, Utah, has provided sand, gravel and construction materials, as well as delivery services, since 1980. As a family-owned company, Lakeview currently owns three pits. Acquiring a portion of state property, the ground between the Thomas pit and the Lower pit, allowed Lakeview to have a single, continuous property running three operations labeled as “pits.”

The people of Lakeview Rock Products see their efforts as more than making rock products, but rather as making the foundations and materials for parks, hikes, playgrounds, campgrounds, wetlands, dams and athletic fields. Their materials also provide roads, schools, golf courses, parking lots and living spaces for the communi-

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ty. Their products range from trail mix and pea gravel to landscape rock and gravel to slurry sand and road base and everything in between.

A FAMILY BEGINNING

Lakeview Rock Products stemmed from Hughes General Contractors. Hughes’ president, Glenn Hughes, was tired of waiting in line for hours to receive the material (aggregate) he needed, so he purchased the first 20 acres of the aggregate pit.

By 1980, Hughes incorporated his new venture as Lakeview Rock Products. For the first few years the pit produced aggregate solely for Hughes consumption. It wasn’t until after the Utah floods in 1984 that Lakeview expanded to outside sales and, soon after, commercial sales. For the

next few decades the Lakeview pits expanded piece by piece to reach approximately 200 acres.

Hughes’ sons, Scott and Todd, grew up in construction and learned the trade firsthand by completing work themselves. Soon after Lakeview’s incorporation, Scott became a certified blaster and chose to specialize in the aggregate field. Meanwhile, Todd started work with Hughes General Contractors, choosing to specialize in the building field. Gradually both men moved their way up through both companies and today serve as the presidents and CEOs of Lakeview Rock Products and Hughes General Contractors, following Glenn’s retirement.

Keeping with the family tradition, Scott’s sons, Jason and Kyle, currently serve as pit

superintendent and project manager in the companies.

GETTING OFF THE GROUND

Lakeview’s first sales were project-based and specific. In the early 1980s, Lakeview utilized a D-7 Cat, a Komatsu 155, and a Komatsu 355 to manage and manipulate their material. The company steadily added Komatsu 500s, a D-10 bulldozer, six frontend loaders, and three D-11s to the pack.

The pit uses crushers, screens, and a precisely arranged and expertly timed system of belts to sort and transport aggregates.

From the start, Lakeview’s aggregate came in high demand, growing the company faster than expected. Their 10-year plan had to speed up. The demand also led to the addition of Lakeview Asphalt Products in 2016, when the company determined their aggregate source was conducive to asphalt production.

Lakeview Asphalt purchased an Astec 400-TPH Double Barrel hot-mix asphalt plant with two silos, which became operational July 2016. From the start, Scott Hughes’ main goal was to provide the industry along the Wasatch Front with a quality product without sacrificing price. With his years of experience crushing aggregates, maintaining the consistency of product gradations was easy. His experience using quality recycled material and having a comprehensive quality control program has helped make Lakeview Asphalt one of the industry leaders in material production in Utah.

“Utah’s construction industry is dominated by large construction companies that supply their own material,” Vice President of Operations Kevin Smith said. “These companies also sell to smaller local paving companies while sitting across from them on bid day to compete for paving projects. We hope to extend our services into the future, so these companies have other opportunities besides bidding against their suppliers.”

Quality, price and relationship built over the years eventually required Lakeview to add two more silos (for a total of four) in 2017. They reconfigured to upsurge their capacity for demand, doubling capacity.

While the business continues to increase, Lakeview maintains its goal to increase

The Lakeview Rock Products quarries are strategically located off Highway 89 and Beck Street in North Salt Lake. www.THeAsphaltpro.com // 51

Producer profile

Lakeview Rock Products is a supplier-only producer. The company installed a 400-TPH Astec Double Barrel HMA plant in 2016 and added two more silos for extra capacity in 2017. only as needed. They actively reinvest in new equipment—loaders, dozers, crusher, and other new machinery—to meet customers’ needs.

SPEEDING UP THE PROCESS

Lakeview’s operators have experience in the building side of construction and know the importance of getting materials to customers quickly and efficiently. Early on, the company placed a strict limit on how long they would allow a truck to wait before being loaded. If loading took longer than a specific time, the customer received the load for free. This rigorous practice early in Lakeview’s life established a pattern of promptness and efficiency that earned Lakeview the nickname “the fastest loaders in the West.”

Today, all workers must have 24 hours of training in mining safety and health pri-

52 // June 2020

or to beginning work and must complete an eight-hour refresher course every year thereafter. If Lakeview hires someone with previous mining experience, that person must have eight hours of additional on-site training, including a site-specific rundown of safety procedures and mining operations (orientation, equipment, etc.).

CHANGING THE MARKET

As a company with 40 years in the rock business, Lakeview management aspires to: • Educate the market; • Change what they know about asphalt; • Provide tested and proven options; • Offer low maintenance options; and • Lower wear and tear on machines.

Lakeview continues to improve its system and find ways to better serve customers. The pit is a hard rock pit that requires all material to be drilled and blasted by

Lakeview’s internal blasting crews. Lakeview utilizes D10 and D11 bulldozers to push it all down for processing. Rock hammers break the material into three-foot bits, and jaw and cone crushers process the material smaller to meet specifications. In the end, Lakeview loads the product on the trucks, scales them and sends them down the road.

Owning an aggregate pit is not without its challenges. Lakeview’s three pits are located on the border of Salt Lake and Davis Counties and in both Salt Lake City and North Salt Lake boundaries, requiring Lakeview to comply with multiple zoning regulations.

Lakeview has found that providing a local resource for project materials can reduce the carbon footprint of construction by lowering transportation costs and duration. Further, the quarries are strategically located off Highway 89 and Beck Street in

The pit uses crushers, screens, and a precisely arranged and expertly timed system of belts to sort and transport aggregates.

North Salt Lake, allowing quick truck entrance and exit.

The company also aims to be conscientious of how it might affect neighbors and seeks to minimize its impact by using water, paved areas and a mobile street sweeper to control dust during mining operations. Lakeview implemented a dust control plan that incorporates a water truck in each of the pits. In an additional effort to be courteous to drivers and neighbors off I-15, Lakeview has hooked in via hard line in all blasting and push-off locations for a high volume water sprinkler system to minimize fugitive dust.

PROJECTS FOR THE PEOPLE

More recently Lakeview provided the materials for Legacy Highway and supplied material for the I-15 widening, which was named Project of the Year by the State of Utah. They also completed the Chevron canal relocation and provided materials for Farmington Crossing, Knudsen Park and similar projects throughout the state.

Today, Lakeview still offers its customers excellent value. Craig Dean, Lakeview’s sales manager, said, “We produce quality aggregate/asphalt products at very competitive prices. Our quick loading time is also a money-saving bonus to our customers. We feel we have a very solid future and plan to remain one of the

few locally owned suppliers for the next 60 years.”

In 2020, Lakeview continues to prioritize responsive customer service. As a supplier-only producer, Lakeview’s sales team not only provides pricing but uses their industry experience and network to put their customers in contact with prospective new clients.

“Lakeview Asphalt wants to be known as a partner as well as a supplier,” Smith said. “Our growth is contingent on our customers’ ability to capture work while remaining profitable. If we can make our customers more competitive on bid day, and we both strive to make each other better, we can position ourselves and our customers to be successful in the ups and downs of a changing market.”

Lakeview aggregate and asphalt production has continued during the COVID-19 pandemic, as Governor Herbert has deemed construction essential. Looking through this unique time and toward the future, Smith foresees “the volatility of the oil market possibly impacting the asphalt industry due to supply issues. Price wars and the decline in travel could slow production, causing price increase of purchasing binder products.” As the economy and pricing may shift, Lakeview will strive to always put its customers first.

–BY AMBER RIDINGS

www.THeAsphaltpro.com // 53

New Tech

Topcon Pavelink “When should I start producing mix? How much mix is needed across all my contracts? And what mix designs do I need to make today?” These are just a handful of questions asphalt producers have to answer at the start of each day.

At the paver, the questions are different: “Where is my next truck? What speed should I be paving to prevent stopping on the mat?

And what might be causing segregation behind the screed, and how can I fix it?”

Although the questions at the job site and at the plant are different, Topcon Positioning Systems Inc., Livermore, California, thinks they could be answered with a single solution.

Pavelink is a cloud-based workflow management system that collects data from every step of the paving process and makes it available to all stakeholders in real time, including the asphalt plant, trucking, paving crew and office staff.

Pavelink offers the entire workflow access to real-time project information, e-ticketing, haul truck tracking and route planning tools, as well as production, transport and paving rates. By tracking the entire process, Pavelink aims to give stakeholders the information they need to make decisions while improving efficiency and quality.

“By connecting in real time throughout the paving process, Pavelink can prevent over-producing and prevent stopping the paver to wait for mix,” said Marcus Utterodt, Topcon product manager of paving. “With Pavelink, you can increase your efficiency and identify your weak points.”

At CONEXPO-CON/AGG 2020, Topcon showed off Pavelink’s integration with Topcon’s new Thermal Mapping system for asphalt paving. The Thermal Mapper monitors temperature of the mat behind the screed to identify temperature segregation issues.

W

E-TICKETING & MATERIAL HANDLING WITH PAVELINK

Once integrated with the plant, Pavelink can be used for e-ticketing. The weighing

54 // June 2020

Topcon’s Pavelink can be accessed via desktop or mobile device. ticket is sent to Pavelink, which collects all information such as tons, mix type, temperature, loading date and time, and other relevant data to generate an e-ticket. The e-tickets generated are automatically shared with all stakeholders via the cloud.

“Normally the plant makes the mix, dumps it into a truck and hands the driver a ticket to pass off at the job site,” said Murray Lodge, Topcon’s senior vice president of construction. “We’ve digitized that and now the paving crew and the office get that ticket immediately and automatically via the cloud.”

Pavelink can also be used to determine yield across the entire jobsite. Based on yield, plant capacity, the estimated drive time between the plant and the jobsite, maximum paving speed, and truck tonnages, Pavelink calculates how many trucks are needed for the job to avoid paving interruption.

“The paver can only go as fast as the material is getting there,” Lodge said. “In most cases, I don’t know where the trucks are until they arrive at the job. If a truck isn’t there, I have to stop paving and I get a bump in the mat. With Pavelink, the crew knows when that truck is coming.”

Pavelink utilizes geofences at the asphalt plant and job site to know exactly when trucks leave the plant and arrive at the job site, and vice versa. Drivers can download a free app for iPhone and Android that can be used to plan routes to and from the jobsite and will track the mix en route, so the crew always knows when the next truck is scheduled to arrive.

“By tracking the location of the truck in real time and calculating ETAs, everyone can make smart decisions about the moment of pause, the speed of the paver, the production speed, etc.,” Lodge said.

PAVELINK AT THE PAVER

At the jobsite, the Pavelink Sensorkit can be installed on the paver to track additional information, including when each truck starts and stops dumping mix, the temperature of the mix in each truck, the temperature of the mix behind the screed, the speed of the paver and paving width, even as extensions go in and out.

The Sensorkit consists of five different sensors. An infrared sensor is mounted near the paver undercarriage, depending on the model of paver, and measures the surface temperature of the mix. A second temperature sensor at the rear of the paver measures mix temperature as it drops from the conveyor to the auger area. The third sensor is an unload detection sensor that can be mounted on the engine hood of the paver, or on the material transfer vehicle to detect the unloading times of each truck. The fourth and fifth sensors, one on each side of the paver, track the extensions of the screed to know the exact paving width. The data captured by the sensors is then available within Pavelink.

Knowing the depth of the lift, and the width and speed of the paver, Pavelink automatically determines the overall yield of the project. “Maybe the crew thought they

The recently-launched Thermal Mapper, seen here mounted on a paver, offers a sixth possible sensor that works with Pavelink.

needed a certain number of tons at the beginning of the day, but as they go along, they realize they’re putting down less mix than expected,” Lodge said. “They can look at the data in Pavelink and realize they can cancel the last truckload; that might have otherwise gone to waste.”

The recently-launched Thermal Mapper offers a sixth possible sensor that works with Pavelink. The Thermal Mapper is a camera scanner that measures real-time heat across the width of the entire mat behind the screed.

The operator can monitor the results on his or her own using a tablet or smartphone.

“We know that areas of segregation fail first,” Lodge said. “Having that information immediately gives the crew a chance to fix problems with segregation as they arise, instead of realizing there was a problem after the fact.”

“Since we know the exact paving width and which type of truck has arrived, we can know which meters of the mat were paved by each truck,” Utterodt said.

The foreman can call the plant to see if there’s a problem, or perhaps there are too many trucks and there’s a line waiting ahead of the paver while the mix is getting cold.

Foremen who may be working on multiple jobs can also use the Pavelink app to check in on jobs in real time.

Pavelink can also be used alongside Topcon’s SmoothRide tool. Before a job begins, SmoothRide allows contractors to scan the road while driving it and use that information to create a replica of the existing surface. That data can be put into resurfacing software to create a new surface profile that offers the smoothest ride while staying within yield requirements. Using both SmoothRide and Pavelink to determine a job’s yield will improve accuracy.

By collecting information from the entire paving process, stakeholders get a real-time view of the ongoing project, Utterodt said. “In the end you get a more transparent jobsite.”

– BY SARAH REDOHL

Online Update

AsphaltPro Online

Scores of asphalt professionals shared photos of their projects from around the country during the height of the COVID-19 pandemic on our social pages. We thank them for giving us a glimpse of how different parts of the country handled the situation, the measures they took to stay safe, and all of our industry’s hard work during challenging times.

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1. Roberto Hernandes with the City of Oakland Street & Sidewalks in California shares a reminder to stay positive and keep on paving! 2. Mark Reuss of Asphalt Maintenance Services shares a snapshot from work on an airport in Westchester, New York. 3. Washington State may have been only one of a handful of states that considered most construction non-essential, but Steve Anker and the team at Western Refinery Services had a chance to break in their new Carlson paver on an essential job. 4. Georgia was one of the first states to start re-opening. According to David Crowell, paving “never stopped.”

“I’m thankful my guys are able to provide,” he said.

facebook.com/ AsphaltPro

linkedin.com/company/ asphalt-pro-magazine

twitter.com/ asphaltpro

instagram.com/ theasphaltpro

www.THeAsphaltpro.com // 55

here’s how it works Step 1

Step 2 Oversized RAP millings are sent to the Honey Badger via the Tremor discharge chute.

The CWMF Tremor shaker allows sized material to pass through the screen.

Step 3 An amply sized TEFC motor powers the rotor assembly of carbide hammers pulverizing material against the discharge gate.

Step 4 Sized material exits through the steel grate, discharging onto the conveyor for immediate use.

CWMF’s Honey Badger RAP Crusher Processing reclaimed asphalt pavement (RAP) can add dollars per ton factoring in the loader and crushing equipment. When stockpiled, crushed RAP can take on increased moisture, which decreases production rates and increases burner fuel consumption. To handle oversized product in real-time, the team at CWMF Corp., Waite Park, Minnesota, developed two Honey Badger RAP system models: HB-30 and HB40. Here’s how they work.

First, RAP is conveyed over the CWMF Tremor shaker screen, allowing the sized material to pass through and oversized material is rejected into the Honey Badger.

Second, as oversized material is gravity fed into the Honey Badger’s chute, its TEFC motor powers a rotor assembly of 3-inch premium grade tungsten carbide hammers, pulverizing the oversized RAP at a rate of 20 to 60 tons per hour (model dependent).

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56 // June 2020

Third, product is then sized, depending upon the grate opening dimensions at the discharge point. Both models have available grate sizes ranging from ½- to 1.5-inch openings.

Lastly, the sized product is discharged from the Honey Badger onto the belt scale conveyor and into the drum.

For more information, visit https://cwmfcorp.com/crushers/ or contact sales@cwmfcorp.com or (877) 457-3938.

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

advertiser index 4 Rivers Equipment . . . . . . . . 12

Homestead Valve . . . . . . . . . 47

Ahern Industries . . . . . . . . . . 49

KPI-JCI-AMS . . Inside Back Cover

Almix . . . . . . . . . . . . . . . . . . 7

Meeker . . . . . . . . . . . . . . . ..37

Applied Test Systems . . . . . . 36

NCCP Group . . . . . . . . . . . . 29

Asphalt Drum Mixers . . . . . . . 38

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

Astec, Inc . . . . 11, 15, 19, 23, 24

Roadtec . . . . . . . . . . . . . . . . 3

CWMF . . . . . . . . . . . . . . . . 13

Stansteel . . . . . . . . . . . . . . 31

E.D. Etnyre . . . . . . . . . . . . . 53

Systems Equipment . . . . . . . . 9

Fast-Measure . . . . . . . . . . . 57

Tarmac International, Inc. . . . . 27

Gencor Industries . . . . . . . . . . 4

Top Quality Paving . . . . . . . . 57

Green Products . . . . . . . . . . 43

Willow Designs‌. . . . . . . . . . 57

Heatec, Inc . . . Inside Front Cover

Wirtgen . . . . . . . . . . . . . . . 17

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 // 57

Realize the VALUE of your membership dollar with NSSGA today!

Advocacy is Job #1 to advance public policies that protect and expand the safe, environmentally responsible use of aggregates that build America’s infrastructure and economy.

THE LEADING VOICE AND ADVOCATE FOR THE AGGREGATES INDUSTRY.

RAP IS WORTH WHAT IT REPLACES.

From Equipment to Application Any recycled product is worth what it replaces. To fully realize the value of RAP, you must process it back to its original mix design. As an Astec Industries group of companies, KPI-JCI and Astec Mobile Screens are leaders in RAP processing. We pair that with a wide selection of crushing, screening, and material handling equipment required to fractionate RAP and ensure the highest quality materials throughout the recycling process.

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Used Equipment • All makes and models • Most on-hand inventory in the industry • Large inventory of rebuilt components • Equipment inspections/ appraisals offered

New Equipment • All components of an asphalt plant • Heavy duty construction • Competitive pricing

Parts • Every make & manufacturer • All parts and components for every type of asphalt plant • Emergency response

Control Systems • The leader in advanced and easy-to-use controls

All Liquid Handling Equipment Available • Calibration tanks

• Windows-based, totally customizable automation control systems

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• Full plant control and data management

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521 Old 7 Mile Pike • Shelbyville, KY 40065 • Office Toll Free (866) 647.1782 • Fax (502) 647-1786 www.ReliableAsphalt.com