Asphalt Pro - November 2017 by Asphalt Pro LLC

The Controls Issue

asphaltPRO Production – Professionals – Products

Super Safety

Milestone Controls its Future • That’s How We Roll • Blackstone Recycles the Roof • How to Pave a Superior Surface

November 2017 www.TheAsphaltPro.com

UNMATCHED DESIGN

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H E AT E C , I N C .

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5200 WILSON RD • CHATTANOOGA, TN 37410 USA 800.235.5200 • FAX 423.821.7673 • heatec.com

CONTENTS departments

asphaltPRO November 2017

Editor’s Letter

5 — Season of Thanksgiving

Around the Globe 6

SAFETY SPOTLIGHT

10 — Build Your Super Bowl of Safety Lakeside Industries shares a winning safety strategy By Cal Beyer and Mike O’Neil

MIX IT UP

16 — Blackstone Recycles School Assets By Sandy Lender

KEEP IT UP

21 — Determine Hot Work Permit Needs From Larson Electronics

PROJECT MANAGEMENT 24 — How to Pave a Sport Court: Practice Really Does Make Perfect By Sarah Redohl

MEET THE STATE EXEC 30 — Dale Williams By Sarah Redohl

THAT’S A GOOD IDEA 36 — Put a Mirror on the Paver By John Ball

INTERNATIONAL SNAPSHOT 62 — Crucial International Control Systems By Pete Kennedy

PRODUCT GALLERY

68 — New and Updated Paving, Pavement Maintenance Equipment Focuses on Quality By AsphaltPro Staff

OFF THE MAT

76 — Top 10 Tips to Recover with Caution By Jocelyn Knoll and Diana Parks

NEW TECH

78 — Make Regs Physically Easier to Follow By AsphaltPro Staff

HERE’S HOW IT WORKS

82 — Reliable Asphalt Products’ “Tessera” Software with eRoutes™

Feature articles

34 — Choose Your Asphalt Plant to Maximize Productivity By Mike Devine 38 — Go Another Mile Milestone Contractors Rebuilds Indiana Site with Higher RAP, Long-Term Service in Mind From Astec Industries 44 — How to Roll for Bonus Part 2—Ideas for Perfect Compaction By Sandy Lender 58 — Crestline Controls Tight Tolerances By Larry Trojak 64 – When Sealcoating Isn’t Enough How to Sell Your Customers on Replacing, Resurfacing or Patching By Bea Bonte

It’s more than the liquid asphalt storage.

It’s the turn-key emulsion plant. CEI’s fully-automated emulsion plants produce both anionic and cationic emulsions at a rate of up to 80 tons per hour. We provide full, turn-key operations with storage, heating, piping, blending tanks, additive tanks, pumps, controls, startup, service, & support. But it’s more than just emulsion plants. CEI also provides turn-key plants for rubberized asphalt and polymer modified asphalt binder, concrete dry batch plants, and concrete wet batch plants — all with the same worldwide parts and service support you expect and deserve. Turn-key binder plants. Turn-key concrete plants. CEI Enterprises.

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

editor’s Letter Season of Thanksgiving

For those readers who pause here each month to read my notes, you’ll notice this one is different. While we will take a look at some asphalt points in this column, we’re not diving deep into anything controversial or complex. Instead, I want to provide my oh-so-important opinion about happiness. Ladies and Gentlemen of the Industry, I’m thankful for your continued readership and happy to have this camaraderie with you. During the month of November, and usually into December, various groups with which I’m affiliated—from writers societies to volunteer groups—reach out for the membership to share lists of what they’re thankful for. Some post daily, grateful messages via email, Twitter, facebook, etc. One of the groups uses an antiquated system (I think they pull names out of a hat) to match members for the purpose of sending a Christmas ornament and good cheer to one another. It’s a positive, motivating time of year. I want to use this inspiring season to encourage all of us in the roadbuilding industry to assess the good things taking place around us. While tax reform hasn’t happened yet, the Tax Reform Framework that members of Congress released at the end of September will help OEMs in the United States better compete in the global marketplace. That’s something to be thankful for. While the Equipment Leasing and Finance Association’s Monthly Leasing and Finance Index (MLFI-25) for August showed “new business volume” in the $1 trillion equipment finance industry was down 1 percent month-to-month, it showed “new business volume” was up 1 percent year-over-year and up 6 percent year-to-date. That’s something to be thankful for. While not every state voted to increase infrastructure spending over the past 12 months, some have infused tax dollars to provide more work for our industry and safer roads for their motorists (see Arkansas reference on page 16). That’s something to be thankful for. Is everything coming up roses? Of course not. This is real life in a business where workers are human beings subject to human error or other tragedy. Fatal workplace injuries, as reported by the Bureau of Labor Statistics at the end of last year, had risen since 2014 and were at their highest since 2008. This is an unacceptable trend. Specifically, the BLS report showed roadway incident fatalities were up 9 percent from totals in 2014. The small silver lining in the 2015 numbers was the decrease in workplace suicides from 2014 and the decrease in fatal injuries in the private oil and gas extraction industries. We can hope that these small steps in the right direction when stats were last analyzed are still moving in the right direction. I see reasons for the asphalt industry to celebrate minor and major victories in national and individual stories. As we move together through this autumn, I welcome you to contact me with your success stories. Let me work with you to write and share the challenges and projects your crews have completed for your region. These are the moments we all learn from and enjoy. In addition to the positive industry highlights, I’m thankful for a return to pleasant weather and home in sunny Florida. I’m thankful for family and friends who took me in during Hurricane Irma, and thankful we know how to help one another recover from such weather events. It’s a blessing to live in the United States of America, where we get to speak up for our beliefs, and speak out to encourage each other. My wish during this Season of Thanksgiving is that all AsphaltPro readers will have time of peace and calm with friends and loved ones to share good food, good memories and good thoughts. Stay Safe,

The Controls Issue

asphaltPRO PRODUCTION – PROFESSIONALS – PRODUCTS

Super Safety

Milestone Controls its Future

Sandy Lender

• That’s How We Roll • Blackstone Recycles the Roof • How to Pave a Superior Surface

NOVEMBER 2017 WWW.THEASPHALTPRO.COM

on the cover

Corporate Maintenance Manager Mark McGaughey said the new facility has the ability to load three trucks on three scales simultaneously. See related article on page 38. Photo courtesy Astec Industries Inc., Chattanooga.

November 2017 • Vol. 11 No.2

asphaltPRO 602 W. Morrison, Box 6a

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

AsphaltPro is published 11 times per year: January, February, March/April, May, June, July, August, September, October, November and December by Asphalt Pro, LLC, 602 W. Morrison, Box 6a, Fayette, MO 65248. Writers expressing views in AsphaltPro Magazine or on the AsphaltPro website are professionals with sound, professional advice. Views expressed herein are not necessarily the same as the views of AsphaltPro, thus producers/contractors are still encouraged to use best practices when implementing new advice. Subscription Policy: Individual subscriptions are available without charge in the United Sates, Canada and Mexico to qualified individuals. One year subscription to non-qualifying Individuals: United States $90, Canada and Mexico $125.00. For the international digital edition, visit theasphaltpro.com/subscribe/.

www.THeAsphaltpro.com // 5

around the globe

Industry News and Happenings from Around the World Australia

Austroads, Sydney, Australia, has released its most recent Pavement Work Tips on Taking Representative Samples of Bituminous Binders. You can download the free pdf at https://www. onlinepublications.austroads.com.au/items/ AP-PWT56-17.

China

Petrosil’s Bitumart reported in late September that China had imported 400,000 tons of bitumen in just the month of July, with cargoes from South Korea, Singapore, Thailand and Malaysia. The report also showed Thailand’s bitumen was up 30 percent that month—at 47,000 tons—with material going to Australia, Vietnam and Cambodia in addition to China.

Germany

Need an excuse to look at pretty cars going fast? Billed as the world’s biggest BMW event, Asphaltfieber 2018 is coming up July 12 through 15 on high-performance asphalt. Get all the details at https://www.syndikat-asphaltfieber.de/en/

Netherlands

They’re assessing life cycles across the pond. The University of Antwerp’s Energy & Materials in Infrastructure & Buildings research group, a new associate member to Eurobitume, hosted a bitumen Life Cycle Assessment (LCA) symposium this summer. Eurobitume’s Technical Director Mike Southern attended and found a mix of research-based, technical, application and academic presentations as well as discussion panels. Source: Eurobitume.eu

United States

The National Taxpayers Union (NTU) President Pete Sepp and the Association of Equipment Manufacturers (AEM) President Dennis Slater issued statements late September in support of the unified tax reform framework members of Congress put forward Sept. 27. Slater said, “The current debate over tax reform is a moment of truth for our elected leaders. We will work in the coming months to encourage members of Congress in both parties to deliver on their pledge to advance pro-growth tax reform that supports manufacturing in America.”

6 // November 2017

Colorado

Agency and industry reps who would like to attend the NCAT Technology course at Auburn University in March 2018 can apply for one of the scholarships offered through the Colorado Asphalt Pavement Association’s (CAPA) scholarship program. At the recent 26th annual golf tournament & scholarship fundraiser, 180 golfers helped raise over $10,000 for the program. Sponsors of the event included Moody Insurance, Brannan Sand and Gravel, Wagner Equipment, Alpha Milling, Faris Machinery, Honnen Equipment, Westest, Mark Ryan Inc., and a host of others. Source: CAPA

Florida

• The Southeastern Asphalt User/Producer Group meeting will be at the Omni Jacksonville Hotel this Nov. 13 through 16. Visit www.seaupg.org. • Due to Hurricane Irma’s trek through Florida in September, the Asphalt Contractors Association of Florida (ACAF) moved its annual asphalt conference to Nov. 29 through 30 at the Wyndham Orlando Resort. The schedule of events remains the same. Fees and registration are automatically transferred. If you did not register for the September event, and would like to attend, visit www.acaf.org for details.

Hawaii

The Hawaii Asphalt Paving Industry (HAPI) conducted a training session Aug. 26 for those taking the Field Sampling & Testing Module Bituminous Unit Exam with Brent Ishikawa of HAPI member Geolabs Inc. as the instructor. All attendees reported passing the exam. The next workshop is scheduled for February 2018 in preparation for the March exam.

Indiana

The AsphaltPro publishing team of Chris Harrison and Sally Shoemaker attended the APAI Full Technical Committee Meeting Sept. 19 to share details of the Asphalt Paving 101 online training course. Make sure the next Indiana event, the winter conference and expo taking place Dec. 14 and 15, is on your calendar.

Missouri

Your AsphaltPro staff, Fayette, Missouri, has teamed up with hall-of-famer industry consultant John S. Ball III of Top Quality Paving & Training, Manchester, New Hampshire, to bring you an online training course for each member of your asphalt paving crew. Check out free previews of lessons or get started by clicking the green “enroll” button at http://training. theasphaltpro.com/p/asphalt-paving-101.

Pennsylvania

• Applied Test Systems, Butler, Pennsylvania, has finalized its purchase of the Virtech Inc. creep/stress rupture product line. ATS and Virtech have worked together for nearly three decades on the development and application of the WinCCS system, and now ATS has control of the system from product inception to delivery. All Virtech employees have been retained and will maintain an active role in continuing advancement of the creep/stress rupture product line. • The Pennsylvania Department of Transportation (PennDOT) took delivery and received training on its third ALLU Transformer™ Screener Crusher bucket attachment, from ALLU Inc. of East Brunswick, New Jersey. All three of PennDOT’s ALLU units are DH-17-40 models used to crush and screen asphalt millings, size gravel, crush soil and clay, and more.

Texas

Pemamek LLC’s new sales office officially opened in Houston. Customer service operations are planned to follow before the end of the year. Thomas Poehlein will join the team as North America sales director. He can be reached at (214) 662-8812.

Wisconsin

The International Association of Exhibitions and Events (IAEE) recognized Megan Tanel, the senior vice president exhibitions and events of the Association of Equipment Manufacturers (AEM) as the 2017 recipient of the IAEE Distinguished Service Award. Tanel’s 20-plus-year career with AEM includes show director of the Association’s CONEXPO-CON/AGG, ICUEE-The Demo Expo and World of Asphalt exhibitions.

roadtec.com 1.800.272.7100 423.265.0600

Dedicated to Success.

safety spotlight

Build Your Super Bowl of Safety Lakeside Industries shares a winning safety strategy

Editor’s Note: Annually at its mid-year meeting, the National Asphalt Pavement Association (NAPA) presents various Operational Excellence Awards. One of the awards is for safety innovation. Lakeside Industries has been awarded NAPA’s Operational Excellence in Safety Innovation Award three times in the past 10 years—in 2007, 2014 and 2016. The 2016 Safety Innovation Award was presented to Lakeside Industries for the company’s annual safety competition known as The Super Bowl of Safety, which began in 2015. Lakeside Industries had embarked on a cultural transformation of its safety culture in 2014. The company was seeking to expand four key dimensions of employee involvement in safety: engagement, education, empowerment and enforcement. The expectation is that by expanding the first three dimensions, enforcement in the form of expanded voluntary compliance for safety will grow. All safety programs and processes are focused on injury and incident prevention. However, before successful outcomes are attained it is necessary to challenge the status quo of the traditional safety program. This requires breaking “old school” bad habits and teaching new approaches using best practices. As with all change management efforts, transforming a safety culture takes time and hard work. The Super Bowl of Safety was devised to be a catalyst to accelerate employee engagement and organizational learning. The foundation for The Super Bowl of Safety was interactive all employee safety meetings at each division and affiliated company. An interactive quiz was developed incorporating general knowledge of safety policies, procedures, best practices and training requirements in each major function of asphalt production and paving. This included plant operations and maintenance, grade adjustments, trucking, paving, flagging and traffic control, as well as equipment maintenance. The quiz is team-based and timed. Interdisciplinary groups are formed from

10 // November 2017

Lakeside Industries’ Risk Management and Safety Team (shown from left to right at the Issaquah, Washington site) is Safety & Claims Director Mike O’Neil (with Lakeside since 1988), Safety Specialist Rosa Connell (with Lakeside since 1988), Director of Risk Management Cal Beyer (with Lakeside since 2014), Risk Management & Safety Coordinator Melanie Foister (with Lakeside since 2012), Safety Specialist Mike Shute (with Lakeside since 2011), Risk Management & Safety Administrative Assistant Nisha Choughule (with Lakeside since 2016), and Safety & Health Management Intern Elena Wagar (Central Washington University; summer 2017). Photographer Ryan Anderson. Figure 1. Elements of Super Bowl of Safety Process Element

Description of Element

Safety Quiz

24 questions with the average score multiplied by 100 50% to focus on importance of employee knowledge

Safety Assessments: 1. Plant Audit 2. Shop Audit 3. Management Gap Analysis

43 items in 4 parts: a. Divisional Safety Communications b. Safety Structure and Processes c. Safety Management Execution d. Environmental Compliance

30%

Safety Accountability Reporting

9 areas of required safety documentation; heaviest focus on safety committee meetings, discussion topics and actions implemented

20%

Total

Weighting

100%

Upcycle:

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

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

Ultradrum A.R.E. 50%

UltraRAP 70%

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

That’s why Gencor developed the innovative UltraRAP and MegaRAP concepts, which can process 70% and 100% recycle without superheating and degrading the quality of the mix. The result is a noticeably superior and consistent mix. So if you want superior high RAP capability, don’t just recycle ... Upcycle. Call Gencor today and learn how you can “Upcycle”. 407.290.6000 or visit www. gencor.com

MegaRAP 100%

safety spotlight Figure 2. Sample Questions from Super Bowl of Safety – Safety Policy & Procedure Example Supervisory Responsibilities for Incident/Injury Reporting and Review:

Sample Questions from Super Bowl of Safety Quiz

-10 to 40 possible points

2. Who should be having Safety 24/7 Conversations? a. All Managers and Supervisors b. Only Foremen who have been trained c. Divisional Safety Committee Members d. All employees at work, home and play e. Risk Management & Safety Team

Figure 3. Sample Questions from Super Bowl of Safety – Safety Practices Example Heat-Related Illness (HRI) Prevention: • Division crews demonstrate awareness of HRI symptoms. Foreman and/or crews bring adequate water (0 points) • Divisional Management periodically provides special cool-down breaks with popsicles and/or sports drinks (10 points) • Paving crew consistently brings and uses umbrellas for shade. Umbrellas are used and in working order. (10 points) • PM, Supt., and Foremen demonstrate concern for HRI by adjusting the work schedule to reduce controllable exposures a) earlier than usual starting and ending times (5 points) b) delaying work on exceedingly hot days (5 points) c) allowing crew periodic rest break (5 points) d) changing sequence of work (5 points) • Implementation of innovative solutions to address HRI (5 points x 3; 15 points max) - Misters; Fans - Cooling towels - Canceling/Postponing work day based on weather forecast - Other(s)

the various job functions. This has expanded safety awareness and contributed to cross-training. The variety of the quiz questions requires such teamwork. A purpose of focusing on teams is to reinforce safety leadership at all levels of the organization and local hazard recognition and problem solving in the field. See the sidebar highlighting representative questions from the quiz. There have been three primary elements in The Super Bowl of Safety. The elements are summarized in Figure 1 on page 10.

12 // November 2017

1. Pictograms and signal words are used to inform employees about chemical products used in the workplace. Under the Global Harmonization Standard (GHS), pictograms and signal words are used on: a. Soap racks b. Material Safety Data Sheets (MSDSs) c. Safety Data Sheets (SDS) d. Only on Hazmat truck placards e. Pictograms and signal words are no longer required

0 to 55 possible points

Lakeside has been focused on building a culture of safety leaders at all levels of the company. The Super Bowl of Safety is a comprehensive assessment of each division’s and affiliated company’s safety processes and practices. The Super Bowl of Safety is also a learning tool that highlights best practices. The assessment is both diagnostic and prescriptive; that is, it highlights both the current level of safety execution and how to get to the next level. The safety management gap analysis is completed with local management.

3. In the operations performed by Lakeside Industries, what is the primary potential hazard contained in dust? a. Silicone b. Lead c. Silica d. Sulfur e. Radon 4. What is the most common type of employee injury resulting in lost workdays reported by company employees in the past 5 years? a. Foreign Object in Eye b. Sprains/Strains c. Cuts or lacerations d. Burns e. Fractures f. Heat Stress 5. True or False: 411 is the number to call to request locates for underground utilities at home and at work? Answer Key 1. c 2. d 3. c 4. b 5. False

• Divisional personnel do not yet buy-in to near hit reporting or incident reports and reviews as a means of creating awareness to promote injury prevention. Divisional personnel question value of “paper work”. Reports are frequently incomplete and require multiple follow-ups to receive basic information no contributing factors or corrective actions being identified during review. (-10 points) • Division continues to need improvement in reporting and reviewing incidents and injuries on a timely basis. Reports are also lacking in necessary information, including photos, witness statements and mechanics reports. Reports continue to be missing contributing factors and corrective actions. (10 points) • Division is committed to proper and prompt reporting as a means of incident and injury prevention. Division personnel have shown improvement in all aspects of incident and injury reporting. Reporting and review meets expectations over 75% of the time. (25 points) • Division promptly and properly reports Incidents to Risk/Safety (and Injuries to HR) within 24 hours. Incident & Injury Reports include photos and backup documentation (witness statements, mechanics reports, etc). Supervisors Incident and Injury Reports clearly identify contributing factors and corrective actions taken. Reporting and review consistently meets all expectations. (40 points).

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safety spotlight The expectation is that by expanding the first three dimensions, enforcement in the form of expanded voluntary compliance for safety will grow. These best practices are the so-called leading indicators, the prevention based activities focused on reducing the frequency and severity of incidents and injuries. Two sample sections from the assessment portion are highlighted in figures 2 and 3, respectively. Most divisions and affiliated companies have developed action plans of corrective actions focused on closing safety gaps identified during The Super Bowl of Safety Assessment processes. This demonstrates expanding management accountability for safety. Lakeside Industries has seen tangible and intangible benefits from The Super

Bowl of Safety, including the following representative benefits: 1. Created a fun and interactive way of building employee engagement in safety 2. Provided focus on leading indicators, the safe work practices focused on injury prevention 3. Clarified expectations of safety responsibilities for supervisors 4. Increased ownership of safety at the Divisional level 5. Expanded safety management accountability

The Super Bowl of Safety created a fun competition within the division and between our operating divisions and affiliated companies. In the end employees asked for more. There were a few moments where employees were disheartened, but in the end they didn’t look at their performance as success or failure, but as opportunity to get better. Fundamentally, The Super Bowl of Safety reflects an ageold adage in safety: If it’s measured, it gets managed.

Conclusion

Cal Beyer is the director of risk management and Mike O’Neil is the safety & claims director for Lakeside Industries in Issaquah, Washington. Lakeside Industries is a third-generation family owned hot mix asphalt producer and paving contractor. Lakeside Industries is a long-time member of NAPA and its state affiliates in Washington and Oregon. Beyer and O’Neil are the senior members of Lakeside’s Risk Management and Safety Team.

Employees at all levels are competitive by nature. Reports for activity measures and performance measures have been shared annually with divisional operational managers. These have been the traditional lagging indicators. This helped divisional managers see how their divisions measured up to their peers. The Super Bowl of Safety has taken that concept and turned from just lagging indicators to leading indicators.

– By Cal Beyer and Mike O’Neil

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14 // November 2017

mix it up

Blackstone Construction’s new plant includes the extended Double Barrel, pictured here in the foreground, to allow increased RAP percentages in mix production. All photos courtesy Astec Industries, Chattanooga, Tennessee.

Blackstone Recycles School Assets In 2016, the Russellville School District in Arkansas awarded a large contract to reroof its middle school facility. As part of the project, the general contractor took 120 tons of shingles off the roof in late December, and wisely partnered with a local roadbuilding contractor that kept the material for future use. “There was some unusual stuff going on here, and that’s part of what makes this interesting,” Bob Hiegel said. He’s the proprietor of Bob Hiegel, Architect, of Russellville, Arkansas, which is the go-to design firm for much of the Russellville School District work. “This is

16 // November 2017

only the third or fourth project for the school district that involved asphalt. It was just over 210,000 square feet of roofing shingles that were torn off and replaced with a metal roof. It was an example of roadbuilders and roofers getting together to help an owner save some money. The savings were in the neighborhood of $40,000 on the dumping fees alone.” In June 2017, Blackstone Construction was the low bidder and awarded the contract to repave the Center Valley and London elementary schools within the Russellville School District. July 24 through

28, Blackstone’s two paving crews mobilized to taper-mill some areas and overlay the parking lots using the recycled asphalt shingles (RAS) from the middle school in the environmentally friendly asphalt mix. “We ground up those shingles for their parking lots,” Paul Mlakar said. He’s the general manager for Blackstone and shared that not only was the process “green,” the shingles were, too. “The shingles from the school’s roof were literally colored green, so we could actually see them going into the mix.” While that’s pretty cool, there was more to shingle stockpiling than keeping the colors separated. “In general, we receive shingles and produce a weigh ticket recording each load,” Mlakar explained. “As part of my air permitting compliance, I require the roofer to independently test and certify the shingles as asbestos-free. I keep a ‘certified’ pile separate from the receiving pile so it was easy to separate the school’s shingles. We did get indications from the school district in the spring of 2017 they intended to put some parking lots out for bid in the summer, so early on in the process, we had the vision we could actually grind their shingles, which would give us a cost advantage, and put them back into their own parking lots.” Mlakar gave the breakdown of materials: “We received about 120 tons of shingles from the district’s roof project. We produced about 900 tons of hot mix for Center Valley and about 400 tons for London Elementary. We ran 20 percent RAP and about 1 to 2 percent shingles. So we put about 20 tons of shingles into the mix. That’s 20 tons of shingles that didn’t go to the landfill.” “This was the first time the school used that recycle,” Hiegel said. “It was not mandated. We wrote the bid as recycled was encouraged. They [Blackstone] still had to be the low bidder to get the job.” The Russellville School District stays on top of new things. First of all, Morgan Barrett of the civil engineering and consulting firm Barrett & Associates, also of Russellville, is on the school board. Hiegel explained that Barrett didn’t want to be paid for his work, so Barrett merely coached and advised the architect and contractor on the mix design that would incorporate RAP and RAS. Blackstone made the mix design. Specifically, Jackson Beehrle, the lab tech for Blackstone, made the mix design. Mlakar described him as a super young man. “He walked in as a green 20-year-old,” Mlakar said. “I noticed he had a great attitude, and I picked him off the crew to put him in the plant. We threw him in drinking from a fire hose.” Beehrle got his certificates and became a skilled lab tech as well as a backup plant operator for Blackstone. When the Russellville School District project came up, he was ready for the challenge. “We hit him with a tight window on this project, but he’s one of those guys who will come in early and stay late,” Mlakar said of Beehrle. “He’s a responsible young man. He did an excellent job of delivering the new mix design on a short timeline. Without his efforts, we wouldn’t have produced the product.”

Professional Paving

With mix design in hand, Blackstone crew members were ready to begin. Hiegel explained that they decided to break the project into two parts due to the timing. Both school parking lots had to be completed before the start of fall 2017 classes, of course.

Blackstone management purchased two RAS bins from Astec— one for each plant—late in the winter of 2016 to get them up and running for the 2017 paving season. Mlakar explained the Astec bins are specifically designed to weigh and convey the light-weight shingle material. The Astec RAS bin has four load cells that measure weight depletion and integrate the measurement into the controls and production process. The Center Valley Elementary School parking lot renovations included 840 square yards of perimeter milling, 400 linear feet of trench repair, a couple concrete slabs, some backfill and grading, 10 tons of asphalt leveling course, and 830 tons of Type 2 asphalt. The London Elementary School parking lot renovations included 996 square yards of perimeter milling, 54 linear feet of trench repair, a couple concrete slabs, 3 tons of asphalt leveling course, 435 tons of Type 2 asphalt and additional asphalt for a walking trail. “One crew could easily have handled it, but because of time constraints, we split it up,” Mlakar said. For the majority of the Center Valley portion, Foreman Gary Foshee’s crew took care of business.

www.THeAsphaltpro.com // 17

mix it up

Blackstone Encourages its Workforce Paul Mlakar explained that he initially pulled Jackson Beehrle off the crew and moved him to the plant as a backup plant operator because the young man was mechanically inclined and had a great attitude. “You always want depth in your company,” Mlakar said. He saw in Beehrle the qualities he wanted to encourage and grow. Beehrle showed early on that he was willing to push his comfort zone, which Mlakar said is important in employees. “He has an amazing personal story. He started out as a general laborer on the paving crew. I picked him out and then put him at the asphalt plant. A few years later, our lab manager left the company. Jackson stepped up, got his certifications, and filled the slot. Now the company has a key employee with unique experience in all three aspect of our business. Today he has a salary, company pickup and long-term career prospects. He is living proof the industry has opportunities for anyone willing to work hard and take on new challenges. I’m super proud of him. He personifies the American promise of equality of opportunity.” “You can buy all the iron you want, but you need the people to have quality.” At this time, 70 to 80 percent of Blackstone’s business is state work, so they do most of their hiring through workforce services. Mlakar said they also get many workers through word-of-mouth. “We’re rural Arkansas, so we have lots of farm kids.”

fortable switching them back and forth when needed, as the most recent Russellville School District project proved.

Planning Ahead Paul Mlakar shared: “Our new plant has the Astec Double Barrel extended drum capable of 40 percent RAP. We think recycling is not only good for the environment, but also a way for us to achieve a sustained competitive advantage.” “He’s done it all,” Mlakar said of Foshee. “He’s a longtime industry guy who’s been here since the company started. He’s worked the plant, the lab, the paving crew. If you cut him, he’ll bleed asphalt. He stays after it. He’s our interstate, high-production guy.” For the majority of the London portion, Foreman Tim Koffman’s crew handled the details. “He has about six years total with the company,” Mlakar said of Koffman. “He had his own small paving business. We approached him when we got to the right size and brought him on board. He’s got a real good knack for your parking lot and commercial work.” The two foremen head up the crews that can handle different “types” of work for Blackstone’s paving business. Mlakar said he can put Foshee’s crew on state or heavy highway projects, and Koffman’s crew on commercial and residential projects because they’re talented paving professionals with specialized skill sets. But he also feels com-

18 // october 2017

It took the whole team to bring the sustainable project together. As mentioned above, Mlakar takes care with the shingles coming into his operation. His team uses a Doppstadt AK 230 grinder, which he described as “a smaller machine” from a German manufacturer. The smaller machine required less capital investment up front, is portable and gives Blackstone room to grow. He only grinds shingles as they’re needed to minimize issues of agglomeration and moisture buildup. “Our DOT only allows manufactured shingle waste in their mixes, so the only opportunity for me to use our shingles is in private mixes,” Mlakar shared. “We purchased two RAS bins from Astec—one for each plant—late last winter. We installed and certified the bins this spring in preparation for this paving season. The Astec bins are specifically designed to accurately weigh/convey the shingles. Historically, the shingles are so light and are conveyed at such a small percentage— slow speed—that it’s hard to use a conventional volumetric feeder bin and maintain proper accuracy. The Astec RAS bin has four load cells that measure weight depletion integrating this into the controls and the production process. The preliminary results are good. We did have to do some de-bugging and trouble-shooting, but once we cleared those hurdles, it appears to work well. The accuracy is consistent.”

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The Blackstone crew keeps material separated cleanly for optimum quality control. The decision to add RAS bins and increase RAS use is a strategic one. Mlakar explained that even though the price of oil has been relatively flat in 2017, thus the payback has been slow; he knows the price of a barrel will go back up. Mlakar also considers the optimism he sees in the industry and politically. For example, Gov. William Asa Hutchinson II (R-Ark) recently re-allocated funds to match money from the Federal government. “We’re hedging off optimism,” Mlakar said. “Our company made a strategic move last winter and the RAS bins are just a part of the direction we’re headed. In addition to the new RAS bins, we purchased two new Astec RAP bins and our new plant has the Astec Double Barrel extended drum capable of 40 percent RAP. We think recycling is not only good for the environment, but also a way for us to achieve a sustained competitive advantage. By engaging in this long-term strategy and vision, less material is hauled to the landfill, we buy less AC, we consume fewer hydrocarbons, and ultimately we gain an advantage at the bid table. It’s the proverbial win-win. To me it’s proof that industry can co-exist with the environment. It doesn’t have to be a zero sum game. We just have to commit to work together.” Another aspect to this “early” commitment is educating employees. Mlakar pointed out that with any new technology or new equipment, there’s a learning curve. “We’re getting our ducks in a row now,” he said. “It may be two or five years [before everyone else is investing in RAS again], but let’s get the learning curve out of the way, and under our own timeline.” The Russellville School District has benefited right now from Blackstone’s cooperation with Hiegel and Barrett, and the team’s desire to be environmentally friendly. Through it all, the school district has maintained its excellent standing in the state. Hiegel pointed out that of the 430 schools in the state, London Elementary School ranks fourth for taking care of its facilities. “We fix these things,” Hiegel said. He described the pavement distresses of the parking lots prior to the repairs as “most of it was moderate,” but the school board has to work proactively. “We have to schedule it a year or two in advance for budgeting and getting the money approved,” Hiegel said. “The school is proactive on these matters.” Not only the school, but the contractor nearby is proactive. Blackstone Construction’s planning for environmental sustainability puts them on the leading edge of recycling efforts going forward. – By Sandy Lender

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Determine Hot Work Permit Needs Depending on the type of work being conducted, a hot work permit is essential to promoting safety in hazardous locations. Hot work is defined as tasks performed that involve fire hazards, such as welding, tasks using spark-producing equipment, cutting, grinding, soldering, etc. To reduce risks related to combustion, businesses require workers to hold a hot work permit, while conducting work in the applicable location.

Hot Work Program

A business must establish the proper procedures, guidelines and steps for the applicable hot work program. The program should be designed specifically for operations and hazardous elements present in the location. For example, most businesses require 35 feet of space between hot work and ignitable compounds, while other establishments may require 50 feet. Furthermore, some groups may require a gas meter to be present before conducting hot work. A successful hot work program incorporates relevant safety guidelines and procedures, based on OSHA and NFPA standards. With this in mind, for work in confined spaces, a hot work program may indicate that the atmosphere must be monitored to ensure adequate oxygen levels. Generally speaking, all hot work programs must be documented in writing, require an inspector to view the site before commencing work and require participants to hold necessary permits for verification of inspection and approval.

Applying for a Hot Work Permit

At the other end of the process, workers, contractors and related individuals performing hot work must apply for and acquire a hot work permit. It is important to point out that every worker participating in the project is required to hold a hot work permit. If there are three different professionals conducting hot work during a maintenance activity, each worker must obtain a hot work permit for his respective role. The permits are issued by relevant hot work permit authorities or departments assigned to oversee such aspects of the project. Using Michigan Tech University as an example, the Facilities Department building zone manager is responsible for issuing hot work permits to workers for tasks within the school. The validity and restrictions of the hot work permit can be found on the document. It is common practice for a copy of the permit to be present at the work site until the tasks are completed. Contractors, project managers and onsite inspectors must ensure hot work guidelines on the permit are properly and thoroughly observed. A hot work permit is not needed for recognized hazardous locations that conduct hot work tasks as part of regular operations; you must determine the percentage of welding, grinding, soldering, etc. that your mechanics perform, and apply accordingly.

Hot Work Permit Solutions

Hot work programs are designed to educate permit holders about best practices in handling equipment and performing hot work tasks. Because these programs incorporate relevant safety guidelines, most of the solutions offered for dangerous encounters are straightforward and effective. For instance, a fire watcher may be assigned to the location to monitor fire-related hazards, as recommended in OSHA 29 CFR 1910.252(a)(2)(iii)(A). During operation, workers who use non-classified equipment may apply explosion proof plugs to ensure compliance. For such applications, an explosion proof adapter is commonly applied, with one end consisting of an explosion-proof plug and the other consisting of a general area female connector. This solution is considered to be more cost effective than converting non-classified equipment with explosion proof features. This article is reprinted with permission from Larson Electronics, Kemp, Texas. For more information, visit www.larsonelectronics.com. â&#x20AC;&#x201C; From Larson Electronics

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project management

In 2015, the SUNY Sullivan Athletic Department received a $1 million private donation, which they used to turn the outdated tennis courts into basketball courts.

How to Pave a Sport Court: Practice Really Does Make Perfect Efficiency. Dedication. Precision. These are traits every top-notch athlete must have. They’re also the traits every paving crew laying sport courts must have. After all, no tennis player wants to play uphill, no basketball player wants to dribble through a puddle and no runner wants to trip on a seam in your mat. Like succeeding at any sport, sport court paving perfection comes with practice. That’s exactly what makes Superior Surfacing Systems, Bloomingburg,

24 // November 2017

New York, an expert: years and years of practice. Although Superior performs all kinds of paving—and all kinds of construction, for that matter—sport courts are somewhat of a specialty for the company. Superior President Keith Reardon estimates that the company’s project manager, Kevin Murphy, has paved countless sport courts in his 35 years in the industry. Located near the popular mid-20th-century resort area of the Catskills, Superior is also in somewhat of a unique situation.

“So many of those hotels, resorts and camps had tennis courts and basketball courts,” Reardon said. Kevin was involved in many of them. “We have the expertise within our personnel, it’s a part of our history and it’s a profitable market because it isn’t easy and not everyone can do it,” Reardon said. “Most paving contractors advertise that they do tennis courts, but that’s usually not the case--at least with any great success. Experience paving sport courts is critical.”

You’re Only As Good As Your Last Game

Most recently, the Superior crew paved some basketball courts at Sullivan County Community College. The courts were part of a much larger project—nearly all of which was performed by Superior crews— including removing old courts, prepping the site, performing fencing and more. The $380,000 project began in July of this year and wrapped up in September. The main paving portion of the project involved replacing Sullivan’s tennis facilities with two full-size regulation collegiate basketball courts. “These old courts were built in the early ‘70s and had structural problems from the start,” said Sullivan Athletic Director Chris DePew. “Over time they were used less and less until the mid-’80s when they were completely abandoned.” In total, the area included two tennis courts, one handball court and a basketball court, near Lazarus Levine Residence Hall, which was built in 2003.

Superior has also rehabilitated two courts at The Woodlands community in Tuxedo, New York.

On another recent project at a condominium community, Superior’s crew was able to apply a “blacktop bandaid” on its tennis courts using a PetroTac membrane over cracking asphalt, then leveling and overlaying it with a 1.5-inch top course and coloring it. “Since the residence hall was so close, we wanted to find a way to fix them up and make it a usable facility for our students,” DePew said. In 2015, the SUNY Sullivan Athletic Department received a $1 million private donation so they set to work. Despite housing existing courts and requiring slightly less site work than a brand new installation might require, the courts were overgrown, neglected and located in a swampy, wet area of campus. “That really held us up because we had to go grade and reshape the area so water would stop accumulating and it would dry up so we could get to work,” Reardon said. After grading, draining and drying the area, Superior’s crews placed some large graded aggregate to help stabilize the soft ground. Then they put in 12 inches of crushed stone subbase, followed by 2 inch-

The project in Tuxedo included repairs, application of a membrane over all structural cracks, a leveling course and a new surface overlay, as well as color and striping. es of dense binder, 1.5 inches of type 7 top mix with 1/4-inch aggregate and four-coat acrylic color system installed by Copeland Coatings, Inc. of Nassau New York.

Playing By The Rules

Although it may sound similar to many other paving applications, sport courts present a unique set of challenges. Of course, one of the most significant special challenges is following the parameters set in place by sports associations. According to Reardon, the caliber of competition plays a big role in the precision required.

“For example, if you were paving courts for the U.S. Open, where it’s an extremely competitive event and world class venue, it gets critical,” Reardon said. But, for most projects like community centers, residences and school courts, the rulebook is pretty standard, he adds. “Once you establish what they are, you know those parameters,” Reardon said. You know the criteria, the size, and all other requirements. “And then it’s repetition.” A very valuable resource for contractors looking to get into paving sport courts is the American Sports Builders Association. Coincidentally, Superior’s painting subscontractor’s

www.THeAsphaltpro.com // 25

project management

At a private residence in Chester, New York, Superior’s crew did a complete reconstruction of a multi-sport court. The project included site work, drainage, subbase, binder and surface course and a personsonalized color system for the homeowner. project manager, Mike Edgarton, is the president of ASBA’s tennis division. The association has four divisions (tennis, track, field, and courts and recreation), each of which has its own construction manuals available online at sportsbuilders. org/publications. Tennis guidelines would be available under the tennis division, but basketball—while similar in many ways—is housed under courts and recreation. ASBA began in 1965 as the U.S. Tennis and Track Builders Association, but then expanded to include artificial turf fields, courts and recreational facilities. In 2004, it changed its name to ASBA. The Maryland-based association has more than 400 member companies across the country. ASBA also certifies builders for various applications. For example, Edgarton—an ASBA member for around 25 years—is a certified tennis court builder. “You have to pass a test and prove you have enough experience in the field over a certain number of years,” he said. You also have to keep up with the industry and re-certify every three years. “I’d trust someone who paves tennis courts to pave a parking lot, but not vice versa,” Edgarton said. “A lot more goes into the design of the court than you’d think.” For example, the court should have a 1 percent grade, “no more or a little less,”

26 // November 2017

Edgarton said. “One inch every 10 feet is a good standard.” But, he adds, it must be pitched in the same plane. For example, you wouldn’t want a court to slope down from the net on both sides.

The sport court business, perhaps more so, even, than other areas of paving, is based heavily on referrals. “You pave at a sports complex where hundreds of families are taking tennis lessons,” Reardon said. “Then, they decide they want a tennis court at home and ask the sports complex who paved their courts.” But—of course, he adds—you must have a solid reputation. “That’s just fine if all you care about is it shedding water, but the players will technically be playing uphill the whole time,” he said. “They’ll be serving uphill and the ball will be landing on a downhill slope.”

Pave a Sport Court with Precision

“When it comes to paving courts, there’s special care and precise equipment that goes into it,” Reardon said. It requires checking once, twice and even three times. It should be checked with a

To complete the four-coat acrylic paint job, Superior subcontracted the work to Copeland Coatings. laser and paved with equipment that can hold a precise grade. His own crew uses a Carlson CP-90 paver with automation and Hamm compaction equipment. Reardon said having equipment equipped with electronics is integral. “You should have a joint matcher and grade controls on your machine, as well as a laser to shoot and check grades,” he said. The binder course, in particular, is checked and double checked with a laser to give the crew a chance to level any imperfections before placing the surface course. “You have to be on the high-end side of quality control,” Reardon said. “You have

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project management

Often, paving courts requires constructing an access road. The project at Sullivan County Community College was no exception. to turn out a really tight, dense, pretty project. Not many people do it very well.” Beyond getting the grade and slope just right, Reardon said there is also a really high standard regarding segregation. “You don’t want much stone in the top mix,” he adds. Superior is often using the same mix on its sport courts as it does on most other projects. Courts usually require 2 inches of binder, followed by 1.5 inches of 1/4-inch final mix and four coats of acrylic resurfacer and color.

A Sporting Good Challenge

Another unique challenge for many sport courts is access. “When they’re initially built, they’re tucked into hillsides or on someone’s estate and there isn’t much thought about

28 // November 2017

how crews will get back there to rebuild or repave that court,” Reardon said. “It’s not like a parking lot or a road that’s meant to be driven to/on.” So, a lot of times, his crew has to build its own access point to the project. “We need to take out landscaping, put a temporary road through someone’s lawn or a park to get our equipment onto the court again, and then restore what we’ve disturbed once we’re done.” For example, on a recent tennis court project at a private residence, Superior’s crew had to use lighter trucks than usual. So, when Reardon’s team is paving a new court, he tries to keep access in mind. Another consideration for new courts? The sun. “You don’t want to put courts east to west because it would be unplayable at sunrise and sunset,” Reardon said. You also

don’t want much tree cover because the leaves on the court could collect mildew and create problems. “We help customers pick out the best spot for the court,” Reardon said. “Sometimes the lay of the land dictates something that isn’t ideal, but we’ll always give our advice.”

Coat it in Team Colors

“One of the potential problems on finished sport courts is, when the painting crew comes, if the court doesn’t drain properly and there are bird baths, they have to do leveling with leveling compounds and that’s going to make it more expensive,” Reardon said. That’s—yet another—reason to leave behind a high-quality mat. In Reardon’s case, it’s also a matter of being a good neighbor. His painting sub-

ABOVE: To complete the project at Sullivan County Community College, the Superior crew used a Carlson CP90 paver. AT LEFT: Superior had to perform a lot of grading to improve the courts’ drainage. contractor, Copeland Coatings, rents the office space next to Superior’s office. “We used to color our own courts, but we decided it was too time consuming,” Reardon said. “There were too many trips back and forth, coating and curing, coating and curing. I’d rather use those personnel to be out paving somewhere.” “When it comes to painting, my advice would be to subcontract it to a pro, because that’s the finished product, the icing on the cake,” he added. “That’s what everyone is going to see when they look at the court. You can construct a wonderful court underneath, but if the paint is streaky or there are other cosmetic issues, people will think you’ve done a bad job.” Copeland Coatings manufactures and distributes acrylic paint throughout the northeast, but they also color running tracks, tennis courts, basketball courts and more. They’ve been making and using their own acrylic since the ‘70s. “We coat everything, but we don’t build anything,” Edgarton—Copeland project manager and ASBA Tennis Division president—said.

After painting around 300 courts per year throughout the northeast, Edgarton knows a thing or two about proper acrylic application. His top recommendation? “Have enough crew on hand for the job, because the paint dries really quickly,” he said. For example, if they’re painting one court, the crew may be only two guys, but two courts would require three. “You have to make sure the stream of material stays at a consistent viscosity while you’re squeegeeing fast enough,” Edgarton said. “You also have to have enough material for the job so you don’t have to stop, which would leave marks.” It’s also important to remember that the ambient temperature will affect the viscosity of the paint and the finished look of the job. “You also wouldn’t want to paint on days it might rain,” he adds. Both Edgarton and Reardon have seen a trend towards more unique paint choices over the past few years. “Years ago, it was either green or red, but now we see purple, gold, blue,” Reardon said. “There’s a lot more personalization with color palettes and logos.”

Edgarton estimates that around 70 percent of the tennis courts he paints these days are U.S. Open colors--blue and green--while basketball court colors run the gamut. “We do a lot of logos these days that we paint with stencils,” Edgarton said. “It’s a nice little extra to make the court more unique or different.”

After the Game is Won

If the old maxim that you’re only as good as your last game is true, Superior Surfacing Systems just might deserve a trophy. “Superior did an amazing job keeping the impact on campus to a minimum during construction,” DePew said. “The project will have a profound impact on the quality of life of our residential students living less than 50 yards away from the facility.” Down the road, Superior will be converting the area near the new basketball court into a sand volleyball court, as well as paving new tennis courts for Sullivan. Let’s just say sport courts will continue to be a winning part of Superior’s business strategy. – By Sarah Redohl

www.THeAsphaltpro.com // 29

meet the state exec

Meet the State Exec: Dale Williams Missouri Asphalt Pavement Association has been representing the asphalt industry in Missouri since 1990. The association has more than 100 members, including 16 producer members representing about 80 percent of all asphalt production in the state. Based in Jefferson City, Missouri, MAPA has been led by Executive Director Dale Williams for seven years. Asphalt Pro spent some time to get to know the association, Williams and what’s next for MAPA.

» What are the top two or three ways you have increased membership in the association? The first is having members with relationships with non-members set up meetings to discuss the benefits of the association. The second is cold-calling. » What is your favorite method for recruiting new asphalt professionals to the industry? I like meeting with them one-on-one and discussing the benefit of membership. » Tell us about your trade show/expo and annual meeting? Our annual meeting is held every January alongside our expo and equipment show. We also have a Black to Basics spring training, four lunch-and-learns, and a Summer Social each year. We have a Research and Education Fund that is supported by a golf tournament and cash raffle. And we have a Political Action Committee that is supported by an auction at the annual meeting. To prepare for the annual meeting, I have an executive assistant and an assistant director who is in charge of marketing. » About how many member asphalt projects, plant tours, open house events and state agency or DOT meetings do you attend each year? I visit three or four asphalt projects, go to one or two plant tours, one or two open houses and five or six DOT meetings each year.

30 // November 2017

Dale Williams has been leading the Missouri Asphalt Pavement Association as its executive director for the past seven years. » On a scale of 1 to 5 (1 being none at all; 5 being very much), how much of a threat to your members’ marketshare/livelihood is the concrete industry in your state? In the commercial market, five. In the DOT market, three. » Could you share an example of a time when the concrete industry encroached on the asphalt marketplace in your state? A large cement producer in the state approached their U.S. Congresswoman to have language placed in the federal rules that would mandate Material Specific Discount Rate. This coincided with a NAPA fly-in and the Missouri Delegation was able to meet with the Congresswoman and explain the issue. Ultimately we were able to keep it out of the rule.

» On a scale of 1 to 5 (1 being none at all; 5 being very much), how much difficulty are your members having in finding qualified workers for their asphalt paving or production crews? A four or five. We are looking at what other state associations are doing and hope to build of that. » Could you share an example of a time when your state APA hosted elected officials to educate them on the need for highway funding, asphalt materials, construction work force development, etc.? We have hosted lobby days at the state capitol. In 2017, our members all wore safety vests which really set us apart from the other people in the capitol. We also have a lobbyist and work with members that host plant tours. Recently, one of our members hosted a tour for the Speaker of the House.

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meet the state exec » On a scale of 1 to 5 (1 being none at all; 5 being very much), how involved are you in transportation issues, such as funding and infrastructure improvement? Five. I currently serve on the 21st Century Transportation Task Force. I was appointed to be the president pro tem of the Missouri Senate. We are charged with developing a recommendation for transportation funding.

Each year in January, MAPA has its annual meeting alongside its expo and equipment show in Columbia, Missouri.

» Why did you decide to join the asphalt industry? After graduating from the University of Missouri - Columbia with a B.S. in Civil Engineering and a B.S. in Agricultural Engineering, I went to work for the Missouri DOT in the Design Division in the Macon District. After about a year, a position opened up in the Materials Division Office at the Central Office. This was an opportunity for me to move closer to home. The timing of my move coincided with MoDOT implementing Superpave. » What do you see as the most important part of your job as an executive director of a SAPA? I think the most important part of my job is building and maintaining relationships with the DOT, cities, counties, consultants, academia and decision makers.

Brandon Finn (middle), is the COO of Hutchens Construction and NAPA’s state director.

» What is the most challenging part of your job? Balance. There is no typical day. You have to prioritize and balance the issues as they come up--whether it’s working on funding, specification issues, planning the conference, meeting or training, or fighting off the latest threat from the concrete industry. » What do you find most enjoyable about your job as an executive director of a SAPA? What I enjoy most are the relationships that are built and how we come together as an industry to solve issues that we face.

MAPA hosts many events throughout the year, including a golf tournament which supports the association’s research and education funds. 32 // November 2017

» What has been the most rewarding experience for you during your time as the executive director? The most rewarding experience has been being involved in solving issues at the state and national level. As I mentioned earlier, I serve on the 21st Century Task Force. I also serve on the APA Deployment Task Force and the NAPA Pavement Economics Committee, as well as several other committees within the industry. I will also serve as the Chairman of SAPA in 2018.

Choose Your Asphalt Plant to Maximize Productivity By Mike Devine

As infrastructure needs grow across the United States, asphalt contractors need the best tools to meet demand head-on. Purchasing an asphalt plant is a great way to ensure a contractor is self-dependent. Itâ&#x20AC;&#x2122;s also a big financial commitment so itâ&#x20AC;&#x2122;s important to carefully think through the selection. Before deciding to purchase a plant, research market capacity and potential growth from outside sales to determine whether the potential profit merits the investment. If so, use these basic steps to choose an asphalt plant that will improve business:

34 // November 2017

â&#x20AC;˘ Stationary or portable: Consider whether it makes sense to purchase a stationary or portable plant. If demand from a local market looks high enough that the plant will likely sit in one place for several years or more, then a stationary plant is the best and most economical option. Portable plants typically cost more but offer suppliers the ability to easily move from job to job, allowing them to make up the difference with the ROI that comes from having more work. When looking at portable plants, consider ease-ofsetup and teardown features, such as electric cabling with quick

LEFT: Consider whether it makes sense to purchase a stationary or portable plant. If demand from a local market looks high enough that the plant will likely sit in one place for several years or more, then a stationary plant is the best and most economical option. Photos courtesy Asphalt Drum Mixers. ABOVE: Portable plants typically cost more than stationary plants but offer suppliers the ability to easily move from job to job, allowing them to make up the difference with the ROI that comes from having more work. Be sure to analyze the local market to determine how much capacity will be needed daily as well as factoring in potential growth from outside sales. The permitting process can take as long as two years, so it’s important to start applying as early as possible. The type of permit depends entirely on state and local requirements for the plant location. Keep in mind that portable plants are generally easier to get permits for than stationary because they are temporary.

disconnects that save days or weeks compared to self-terminating cables. • Tonnage: Match the size of the plant to output requirements. New asphalt plant owners often overbuy, only considering their highest production days. Be sure to analyze the local market to determine how much capacity will be needed daily as well as factoring in potential growth from outside sales. • Counterflow or parallel flow: The decision of whether to go with a counterflow or parallel flow plant usually depends on the plant

location and permitting requirements. Parallel systems typically cost less but can have higher emissions and may not be allowed in some areas, particularly in the United States and Canada, without add-on components, such as a blue smoke system and condenser. Counterflow plants offer the ability to use higher percentages of RAP while minimizing emissions. • Permitting: The permitting process can take as long as two years, so it’s important to start applying as early as possible. The type of permit depends entirely on state and local requirements for the plant location. Keep in mind that portable plants are generally easier to get permits for than stationary because they are temporary. • Manufacturer Support: The type and size of components included in the finished plant will depend on the style and capacity of the system chosen. Look for a manufacturer that offers common parts that can be found locally or that can be delivered quickly to the site to minimize downtime spent waiting for repairs. Asphalt plant manufacturers are a great resource for guidance in choosing the best system for an operation. Choose a manufacturer that will assess the situation and build a plant specific to a supplier’s needs and future growth, ensuring maximum ROI. Mike Devine is the president of Asphalt Drum Mixers. His 17 years of industry experience help him in his role overseeing all aspects of the company. For more information, contact him at (260) 637-5729 or mgdevine@ admasphaltplants.com.

www.THeAsphaltpro.com // 35

That’s a Good Idea

Put a Mirror on the Paver

LEFT: A.Here you see the side of the mirror, set on top of the hopper just for this picture. This lets you see how the rod attaches to the magnet with a nut and bolt, and to the back of the mirror. You wouldn’t leave the mirror here, of course, as it’s not providing the best view for workers, and folding the hopper wings could knock it off. RIGHT: B.Here you see the mirror attached to the side of the paver by its magnet and rod. Notice that the rod is attached just loosely enough with the bolt to the magnet that the mirror can be positioned for best visibility. This team has attached an 8-inch convex mirror to a heavy duty, flat magnet so they can position the mirror for the paver operator’s benefit and the screed operator’s benefit. All photos courtesy John Ball, Top Quality Paving & Training, Manchester, New Hampshire. One way to increase visibility on any piece of heavy equipment is with mirrors. These are absolutely vital for equipment that will be backing or that has blind spots where ground personnel enter and work. For one paving crew, the use of a convex mirror on the paver’s tractor offered the paver and screed operators a better view of the endgates, the head of material reaching the endgates, and the side of the paver. They placed an 8-inch convex mirror on a rod with a round, 60-pound magnet on the tractor. This gave the paver operator more visibility without causing him to strain his back or neck while looking at the areas that are important for quality paving. It’s a safety feature the crew has added. Original equipment manufacturers (OEMs) have caught onto how important it is to have movable, convex mirrors, too. Some roller OEMs provide these as standard equipment on the front and/or back drums. Some OEMs offer convex mirrors as options in a more robust safety package. However you get the mirrors onto your equipment, it’s a good idea to consider.

– By John Ball

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

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TOP: The roller operator should use convex mirrors to see ground personnel or other pieces of equipment in his blind spots, and not position them for monitoring spray bars. Avoiding injury is the more important function. BOTTOM: This material transfer vehicle operator has several convex mirrors positioned around his platform so he can see objects or persons in the blind spots around the machine.

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Go Another Mile

Milestone Contractors Rebuilds Indiana Site with Higher RAP, Long-Term Service in Mind From Astec Industries

In the southern Indiana and Indianapolis area, the name Milestone carries a reputation for both high quality and high quantity of asphalt products. Milestone Contractors LP, with headquarters in Columbus, Ohio, operates several asphalt plants, one of which is a legacy facility in southwestern Indianapolis that was the biggest of its kind, and had been owned by one of the original companies in the area. Milestone employees “draw upon a rich history in asphalt,” according to the company website. “To-

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day’s modern Milestone has been formed from the merging of a number of small, family-owned companies, and some of these branches of Milestone have been in business since the 1930s.” Time moves forward, and in 2016, the silos at the legacy facility were in need of repair and various components were nearing the end of their lifecycles. Milestone managers made the decision to replace the facility with a 600 TPH Astec plant with nine silos, 12 cold feed bins and six liquid asphalt

cement (AC) storage tanks—making it one of the largest plants not just in the Indiana area, but in the country. Mike James, Astec sales representative, said, “It’s certainly the largest plant I’ve ever been a part of. Just the parts list on this order was 13 pages.” The designs called for maximum efficiency, as well as increased productivity. Originally, Milestone was considering overnight silos, but given the enormous production rates expected from Milestone’s customers,

Given the enormous production rates expected from Milestone’s customers, the company chose the long-term, four-day storage silos in a 3-by-3 setup. The Milestone team even repositioned the entrance, loading and exit points, enhancing traffic flow for customers and driver safety.

the company chose the long-term, four-day storage silos in a 3-by-3 setup. According to James, if customer orders perform according to Milestone’s expectations, he wouldn’t be surprised to see an additional row of silos in the future. That’s because the plant will perform with a high percentage of recycle material. James shared that running mixes with high percentages of recycled asphalt pavement (RAP) has been challenging for producers in the past, but technology is catching up to the environmentally friendly practice.

“Astec’s reputation is to fulfill customer expectations and they know it,” James said. That’s true of customer Mark McGaughey, who served as plant manager for several years before becoming corporate maintenance manager for Milestone. “We customized the plant to meet our specific needs with nine 320-ton silos and four truck scales equipped with RFID; this is probably the leading edge in terms of technology of any asphalt plant in the nation,” McGaughey said. The Indianapolis plant traditionally ran a high load, meeting the needs of many Milestone customers in the area. It was common to have 60 to 70 trucks ready to go at the start of an average workday. McGaughey shared, “Before the new plant when we were running only 500 TPH, you could pretty much set your watch by when those early morning trucks would pull out and the 9:30 to 10 a.m. trucks would be waiting empty—even if the plant was full at the start of the day.” Therefore, when Milestone first considered replacing the Indianapolis plant, McGaughey and his team considered two factors. First, they recognized that the shipthrough rate of the plant was very high and likely to increase. Second, they wanted to take advantage of the technology improvements that had been brought to market since the plant was initially built in 1992.

“There were several developments in the market that had been introduced since the plant was first opened,” McGaughey noted, “Upgrades that went from parallel flow to counter flow, 400 TPH to 500 TPH—every iteration helped us, but the underlying cabling and backbone for the plant was stuck in 1992. Now, we have a Dillman counterflow drum running 600 TPH and it’s supported by the most advanced technology on the market.” Replacing the old systems was more than just a question of convenience. Milestone knew that as the plant’s customer demands continued to increase, the probability of a catastrophic failure occurring sometime during the year was growing. Milestone President C.J. Potts thought it wise to invest in the future of the facility and bring the Indianapolis site into the 21st century with a new plant—one with all the bells and whistles. “I sat down with Mike James on the curb out by the plant,” McGaughey remembered, “and I told him what we wanted, what I had in my mind of what the perfect plant would be.” James then presented Milestone with a quote on their designs that pleased the powers-thatbe at Milestone’s corporate headquarters. Not only could they build the plant of their dreams, but do so for less than they expected. In his 30 years with Milestone, McGaughey has gone through several plant builds, but this was the first time he was given carte

www.THeAsphaltpro.com // 39

LEFT: Corporate Maintenance Manager Mark McGaughey said this plant is so quiet when working that the only person who can tell the difference between it running at 250 TPH and 600 TPH is the loader operator. RIGHT: Milestone President C.J. Potts wanted to invest in the future of the facility, bringing the Indianapolis site into the 21st century with a new plant, complete with all the bells and whistles. blanche to build a plant from the ground up. No piece—not the control house, not the drum, not a single light switch—would be left from the original facility. With everything wiped clean, the land was cleared off and reimagined for the new plant. Milestone even repositioned the entrance, loading, and exit points for the trucks to further streamline the future plant’s efficiency and driver safety. “We have the ability to load three trucks on three scales simultaneously,” McGaughey added. “With this plant’s capac-

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ity, that situation may not happen often, but it’s comforting to know that the plant can handle it when needed. It’s just really helped with our customers’ flow patterns, getting in and getting out, as well as providing ample space for the next truck that’s waiting in line.” And, the new plant delivers. “This plant will do 600 tons with ease,” McGaughey proudly noted. “Easy on the plant, and easy on the operator. Just type six-zero-zero and enter, and watch it go. Only the loader operator can tell the difference when this plant

is running 250 TPH to 600 TPH. No change in pitch. No excessive noise. We’ve actually had people look out to the bin just to prove to themselves the plant’s running. It’s that quiet. Astec did a wonderful job.” The Milestone family provides asphalt mix from a number of plants. For FOB mix prices, call on them at these locations: out of Indianapolis, (317) 616-4908; out of Lafayette, (765) 250-4021; out of Columbus or Richmond, (812) 579-5314; out of Bloomington, (812) 355-2673; or out of the Portland area, (260) 525-0209.

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I The density tech is an integral part of the crew. He helps set the rolling pattern and guides the roller operators based on numbers he sees on the density gauge. Jaret Morse of TransTech Systems, Latham, New York, suggested gauge operators take readings immediately behind the breakdown roller in many places across the width of the mat. This will give a fuller picture of compaction progress than one or two readings in random places where you “guess” a state inspector might take a core. Then use the data to make rolling pattern adjustments right away. Photo courtesy TransTech.

Part 2—Ideas for Perfect Compaction By Sandy Lender

If misalignment of the screed sections leaves a line in the mat, the roller operator is called on to smooth it out. Mat imperfections, divots, cool spots, anything that isn’t perfect gets left to the breakdown, intermediate and finish rollers to take care of. That means the roller operator’s equipment must be in perfect working order, as we discussed in September, and his skills must be honed with excellent training and continued review. For this part of our rolling series, we’re going to teach your roller operators how to do a bonus-worthy job. The instruction in this article will begin with the shift start-up, which requires input from the quality control (QC) tech on the project. Then we provide an in-depth look at rolling patterns and what influences them for best compaction. We’ll wrap up with a quick review of intelligent compaction (IC) use. This article will teach your roller operators the “what” and “why” behind getting density without crushing rock, and how to do it all efficiently, effectively and with minimal downtime. Before we get into the shift start-up, let’s discuss one fundamental that a number of resources agreed upon: As the operator of the compaction equipment, you have the critical job of safeguarding the pavement layers against deformation. Once the subgrade, capping and subbase layers for the road’s structure are in place, it will be your responsibility to compact the asphalt base layer, intermediate (binder) layer, and surface (wearing/finishing) layer to perfection. The purpose of compaction is to protect the whole system from deformation, water intrusion and more.

Density = the amount of material occupying a space

As the roller operator, you are a vital member of the paving team. You are the person who gets the aggregates and fines that are in the mix to fit together like a puzzle within their layers, so that they form a strong and supportive, yet still flexible, pavement. Simply put, the roller operator squeezes out a percentage of air voids. Each state department of transportation (DOT) has specs for the percent of density the compaction team should achieve, depending on the mix design and the layer you’re working on. That’s one of the many reasons the roller operators, and all members of the rolling team, need to know more than what type of equipment they’re working with. They need a meeting at the start of the day to learn the what, why and how for the rolling pattern(s).

Start the Day

In the old days of all-visual control, the supervisor was generally the one giving the roller operator his cues. Now that it’s a numbers game out there, the QC technician typically calls the shots, according to industry consultant John Ball of Top Quality Paving & Training, Manchester, New Hampshire. Your QC technician needs to hold a meeting with the roller operators to start the day off right. This huddle is usually a separate meeting for the QC team, and it’s a vital step to make sure each member of the rolling train knows what he can expect for the day and what is expected of him on the job overall. The team has specific goals for this conversation, which a number of experts weighed in on. First, the QC officer—usually with support from the project supervisor—will handle the management of this meeting and its outcome. He will bring together the breakdown roller operator(s), intermediate roller operator, finish roller operator, and the general laborers who run the

www.THeAsphaltpro.com // 45

plate compactor and assist with fueling and filling water tanks.

Jaret Morse of TransTech Systems reminds contractors that you want to have a dedicated individual running density equipment. The density technician makes real-time decisions to get compaction values and calls the audible when roller operators need to make changes to settings. Second, the QC tech will make sure each equipment operator knows the width of the drums on his equipment and the width of the lanes—or passes—being laid. Knowing drum width and lane width is vital for figuring the rolling pattern, which we will discuss in-depth in the “Develop Your Best Rolling Pattern” section beginning on page 46. Third, the QC tech will make sure each equipment operator knows the type of mix the crew is working with that day, at what temperature they expect it to arrive from the plant, and at what depth it will be placed. Knowing the type, temperature and thickness of the mix is vital for setting amplitude and frequency, and impactment spacing and rolling speed. These elements are interconnected for success, so let’s give operators an overview of them here. • Amplitude is the height the drum “jumps” off the mat during vibration, as described by Ball. Depending on the thickness of the lift/layer and coarseness of the mix, the amplitude of the breakdown roller will be set to high, medium or low. For example, thick lifts (2 or 3 inches in North America) can take higher amplitude than thin lifts (0.5 or 1 inch). Original equipment operators (OEMs) have developed technology to help QC techs and operators figure settings based on actual conditions at the jobsite. For example, Caterpillar Paving Products has the Paving Amplitude Calculator App to help you determine the proper amplitude setting for the roller. First, you input the metrics that the app requests. Then the tool processes the information to offer a recommended amplitude setting. It also offers instruction on how to set up the vibratory system so the operator can achieve the recommended output. • Frequency is the strength or force of the vibration. It is measured in vibrations per minute (vpm). Depending on the temperature and coarseness of the mix, the

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frequency of the breakdown roller is typically set between 2,500 and 4,000 vpm. The team from Sakai America shares on its website: “Frequency is simply the number of times per minute that the eccentric shaft rotates within the drum. 4000 vpm means the shaft rotates 4000 times per minute...” • Impactment space, which Ball considers the most important setting to monitor, is the number of times—per foot— that the drum “hits” the mat. It is measured in feet per minute (fpm). Impact spacing will not be less than 10 impacts per foot (IPF), which is traveling at about 380 fpm, or you could see waves or dips in the mat. You will not set the impact spacing higher than 14 IPF, or you could end up with ripples in the mat. Remember that impactment spacing dictates your speed. • Oscillation is the back-and-forth action of two, unbalanced shafts within the roller drum. The team at Hamm explains the concept: “The unbalances are offset by 180 degrees. This causes the drum to carry out a rapidly alternating forward-backward rotary movement, with the result that the compaction energy is directed into the [pavement] tangentially to the front and rear in the form of shear forces. In contrast to a vibrating drum, it acts dynamically on the [surface] all the time. Because the drum is always in contact with the ground, there is also a constant static load due to the weight of the machine.” When the operators understand the amplitude, frequency, impactment spacing and other settings of the breakdown and other compactors, they will be better able to set the values for the current job’s mix design, temperature and thickness. As mentioned already, the thick mat will allow stronger— or higher—amplitude. These settings are more easily programmed today due to the microprocessors built into the machines. Ball says it’s no longer a guessing game. Let’s dive into some basic rolling patterns and a few mix designs that influence change in those patterns.

Develop Your Best Rolling Pattern

Part 1. Widths During the compaction team meeting, the QC tech and roller operator will help determine the rolling pattern. This should be based on width of the mat and width of the

The Paving Amplitude Calculator App from Caterpillar Paving Products, Peoria, Illinois, is designed to help the operator determine the proper amplitude setting for the roller. The user inputs a number of metrics and the tool processes the information to offer a recommended amplitude setting and instruction on how to set up the vibratory system to provide the recommended output. Photo courtesy Caterpillar Paving Products, Peoria, Illinois.

How fast is that? The team at BOMAG Americas offered an easy equation for figuring rolling speed. First, they remind readers, you want about 10 to 14 impacts per foot (IPF) to ensure a smooth surface. Start by dividing the roller’s frequency by the minimum desired IPF—10—to determine the speed you should maintain without getting a washboard effect. • 3,000 vpm = 300 fpm or 3.4 mph • 4,000 vpm = 400 fpm or 4.5 mph The higher the frequency, the faster you can roll and still achieve the desired IPF.

rollers, as well as the mix design parameters (including its delivery temperature), paving speed, and ambient and ground temperatures. We’ll look at temperatures and mix design influences again in just a moment; let’s do some width calculations right here. When selecting the equipment for the job, the project manager will have considered which asphalt compactors in the company’s fleet would be perfect for the lanes to be paved. If you’re paving a 12-foot-wide lane, your manager probably didn’t pick a 54-inch roller for the job. Ball explained that it’s too narrow to achieve compaction before the mat cools. To get the most efficient number of roller passes applied to the mat, you want a drum of sufficient width. The 12-foot lane is 144 inches wide. The wise project manager wants to put a roller with a 78-inch drum (or even an 84-inch drum) in the breakdown position. The 84inch drum is a bit wider than necessary, but its heavier weight can assist in compaction. Consider the roller with a 54-inch drum width for a moment. If you roll up toward the screed and back for one pass, you’ve covered 54 inches of the 144-inch mat; let’s say that takes three minutes. Then you go up and back for a second pass, now having covered 108 inches in six minutes. You’ve got to go up and back a third time, for a total of nine minutes, to get full coverage of the 12-foot lane. Now the operator takes another 1.5 minutes to go up to begin the next set of passes. If using a drum that is 78 inches wide, you roll up toward the screed and back for one pass, covering 78 inches of the 144-inch mat; again, let’s say this takes three minutes. Then you only go up and back for a second pass to get full coverage of the 12-foot lane in a total of six minutes. That’s getting the most efficient number of roller passes from a drum of sufficient width. This operator has saved three minutes off the compaction time of our 54-inch drum example. When the QC tech sets the rolling pattern, he will take into consideration the width of the drum, the width of the road and the speed at which the crew will pave. This is another reason why the members of the compaction team need to be aware of equipment size and capability. We know it will take more than one coverage to achieve density. The breakdown roller may need to perform its passes two or three times. The most efficient machine gets the passes accomplished before the mat cools. Check out a couple rolling pattern ideas from Bomag Americas in figures 1 and 2.

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Figure 1.

Figure 2. Figure 1. The paving widths and depths in Europe are often wider and thicker than those in North America. In this example of rolling patterns, the breakdown roller has time to roll from the outside toward the center of the road in one, two, three, four passes before making a final/fifth pass up the middle of mat. Notice the example in the section closest to the paver shows the slight turn the roller makes prior to stopping and reversing on the hottest portion of the mat. This slight turn helps eliminate the “hard stop” that pushes the hot mat and creates a bow of material for the roller to smooth out in future passes. The operator also turns off vibration about one roller length prior to stopping—at least 8 to 10 feet prior to stopping—to prevent breaking aggregate or creating a huge divot at the stop mark. Figure 2. In this example of a rolling pattern, notice that the machine rolls from the low side to the high crown in the middle of the lane. Also notice that the roller operator isn’t letting the paver get too far ahead. To complete Pass One, the operator first rolled to a gentle stop when the roller was within about 50 feet of the paver, turning off vibration about one roller length prior to stopping. Then he reversed. For Pass Two, he did the same. At the back of Pass Two, the operator crossed on the

coolest part of the mat to the other side of the lane, and then performed Pass Three, rolling to a gentle stop when the roller was within about 50 feet of the paver. Now we see the machine performing Pass Four. It will come to a gentle stop within about 50 feet of the paver, turning off vibration about one roller length prior to stopping, before reversing to the cooler portion of the mat and crossing back to the low side to begin Pass One again.

Develop Your Best Rolling Pattern

Part 2. Influences “No matter what size drum you have, the impactment spacing is crucial,” Ball emphasized. If the mix is delivered at a temperature less than 300 degrees F, and ambient temperature is falling, you may need to increase impactment spacing so you can increase working speed to keep up with the cooling mat. Let’s take a look at how that works. Look at what’s affecting the mat. 1. Subbase 2. Mix design 3. Material temperature 4. Lift thickness 5. Ambient conditions (temperature, wind speed, shade from overhead)

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The QC tech and roller operators will determine the rolling pattern before the job starts. The intelligent compaction (IC) system helps the operator track his passes. Depending on the system, it may offer a reading or level of mat stiffness under the drums or other way to assess compaction. Photo courtesy Volvo Construction Equipment, Shippensburg, Pennsylvania. First, the condition of the subbase is more complex than this article will go into. For this article’s purpose, let’s assume that the subbase was built to specifications and compacted perfectly. It’s dry and ready for the asphalt layers you’re placing. Second, learn about the mix you’re placing. Chuck Deahl, formerly of BOMAG Americas Inc., has told us time and again that the temperature of the mix will influence its workability and flexibility. Tim Murphy of Murphy Pavement Technology Inc., Chicago, has told us that the more coarse the mix, the more quickly it will cool. That means you want to be on it, chasing compaction quickly. Let’s think about the stone matrix asphalt (SMA)—or boney mix—and what curve balls it can throw at the roller operator. Ray Brown, Ph.D., director emeritus at the National Center for Asphalt Technology (NCAT) talked to us specifically about draindown, which you will look for on the new mat before rolling.

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“Draindown can occur when storing the mix in a silo or when hauling the mix to the job site,” Brown explained. “Draindown occurs due to the low surface area of the aggregate and can result in bleeding in the surface of the pavement.” One of the ways the team solves the problem of draindown is to call the plant. The operator will modify the mix with the addition of fibers or the addition of a polymer to the binder, Brown explained. Fibers are typically the answer. “If draindown is occurring, it may be that the fibers are not being properly fed into the mix,” Brown said. “Steps should be immediately taken to adjust the mix to solve the problem.” That fixes the problem at the source, but leaves the roller operator and QC tech looking at a wet area of excess binder on the mat. Brown described it as “similar to bleeding or a fat spot.” If you roll this area, the fat spot becomes permanent and friction at that spot is

lessened. Instead, Brown recommended you let the area of high asphalt content “rest” for one to two minutes. “If draindown occurs, but is minimal and in localized spots, it is possible to let the mix set for a little bit before rolling, and the asphalt can be absorbed by the mix, thus removing the binder from the surface…If they let small draindown areas set for one to two

Quick Tips to Remember • Roll from the low side to the high. • Turn off vibe one roller length before stopping. • Set impact spacing between 10 and 14 IPF. • Do not exceed 4.5 mph when rolling. • Do not let the water system run dry.

The illustration on the left shows the technology inside a vibratory drum. The mechanism within allows the drum to “jump up and down” and impact the pavement. The illustration on the right shows the technology inside an oscillatory drum. The mechanisms within allow the drum to stay in contact with the pavement while massaging the new mat. Illustrations courtesy Hamm, Antioch, Tennessee.

Bomag’s rendering of the oscillation technology shows the two mechanisms (in red) that cause the drum’s compaction energy to be directed tangentially into the mat. Illustration courtesy Bomag Americas, Ridgeway, South Carolina. extra minutes, the excess asphalt in these areas may drain below the surface.” Third, waiting one to two minutes will feel like an eternity when you’re monitoring temperatures. Any rolling instructor worth his salt will tell you compaction depends on time and temperature. Let’s look at a way you can trick the roller into giving you a little extra time to work with: release agents. During the morning meeting, the compaction team will have discussed what influences the roller settings, including mix design and material temperature. For example, if the job calls for a polymer-modified asphalt (PMA), the temperature of the mix will probably be 40 to 50 degrees greater than typical paving temperatures. A number of veteran operators suggest putting up to 20 ounces of Dawn dishwashing liquid (or up to 25 ounces of Downy fabric softener) in the water tank to assist in drum lubrication to prevent pickup of the stickier-than-normal mat. Then, the breakdown roller operator will watch how closely he can roll to the screed.

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“He may be able to roll a little closer to the screed when he uses the lubricating additive,” Ball said. For typical rolling patterns, Ball reminded operators that it’s generally acceptable to roll within 50 feet of the screed, which equals about two lengths of the paver. This allows the drums to heat, stay hot and get good compaction of the mat. When working with a mix that exceeds 320 degrees F at delivery, Ball said it’s generally not acceptable to get that close to the screed. The danger of picking up material and leaving divots in the mat is too great because the mat is too hot; you’re using too much water for lubrication, which results in ribboning. When you add a release agent to the tank, the amount of water use lessens and the roller can get a little closer to the screed where the mat is still hottest. This takes a seasoned operator who is paying attention to make the right call. Fourth, watch the way lift thickness affects cooling of the mat and aggregate structure. Roller operators may not be wellversed in mix design specifics, but there’s a simple concept here: a thin lift that is only half an inch “tall” cannot have in it rocks that are one inch “tall.” Also, a thin lift that is only half an inch thick will cool more quickly than a lift that is two or three inches thick. These are pretty basic facts, but they’re something new roller operators may not have been introduced to yet. It’s worth taking time to share the foundation for understanding. “Thinlays will cool quickly due to the reduced thickness of the mix,” Brown shared. “So it is important to roll this mix quickly before it cools. Sometimes higher roller frequency and lower amplitude is used for thinlays. Vibratory rollers and rubber tire rollers

are effective for rolling thin asphalt layers but be careful that excessive breakdown of the aggregate does not occur. Reduced amplitude and higher frequency should help to reduce aggregate breakdown.” Fifth, keep track of elements beyond the mat. Ron Berube of TransTech Systems Inc., Latham, New York, told readers to watch ambient temperatures and delivery times. “You don’t want 10 or 12 trucks sitting there cooling,” Berube said. He pointed to the use of material transfer vehicles (MTVs) to remix material and bring temperatures back to optimum. “Odds are, if they’re using an MTV, they’re not having any issues,” Berube said. “They really have to look at the overall process of laydown. They may be paving too fast for the breakdown roller to get on the mat. If they know what mix they’re using at the beginning of paving and get their settings locked in, things generally won’t fall apart.” Berube said paving speed often turns out to be the problem. It’s a fact that contractors often find themselves trying to keep up with production or a line of trucks; this makes it difficult to slow down a paving train. “Usually the problem is that they’re paving too fast for the ambient temperature,” Berube said. “If they just can’t slow down, they may have to adjust the pattern. They may have to eliminate the static pass for the breakdown roller. Or they may run a second breakdown. The ambient temperature will affect the speed at which you pave and get compaction.” His colleague, Morse, agreed, saying, “The production speed at the plant affects this, too.” If the plant loads out all the tons that have been stored first thing in the morning, and then begins producing tons, watch production temperatures and delivery times. Fluctuations will affect what the haul truck brings to the paver. “It’s a big team out there,” Morse said. “You need the team leader out there, the density tech.”

When moving to a new area of a project: • • • • •

Turn off vibe. Turn off water system. Lift scraper bars and cocoa mats. Avoid dirty areas. Inspect drums before getting on the new mat.

sure and it needs to be reinflated. These days, OEMs include compressors on the operators’ platforms, so you can adjust pressure more easily in the field. The QC tech will make the call if contact pressure needs to be changed in all tires. As Berube mentioned earlier, once settings are in place at the beginning of the shift, big changes shouldn’t be necessary. Getting into the pneumatic roller’s operation, we see that its tires are not as forgiving as the steel roller’s drums are. For example, if

you roll onto a portion of the mat that is too hot for the cool tires, they will pick up material, as the cool drum would. But the tires will start wrapping the material around them, grabbing more and more, creating a mess of the mat, according to Ball. One way to guard against this mess is to use lubrication on the tires until they are heated up and staying hot. Staying hot means you’re not stopping on the coolest part of the mat for a break. “Most rubber tire rollers have two tanks now—one for

Impactment spacing should be set between 10 and 14. Photo courtesy Bomag Americas, Ridgeway, South Carolina.

Develop Your Best Rolling Pattern

Part 3. Your Secret Weapon Ball calls the pneumatic tired roller your secret weapon. For this machine, it’s all about the tires. You achieve compaction with the pneumatic roller through contact pressure. Of the two types of tires—radial and bias—to choose from for this piece of equipment, the bias tire, will provide full contact with the mat.

You can’t mix and match tires on the pneumatic roller. They must all be the same type, same size and inflated to the same PSI. You will give special attention to the tires in your daily walk-around of the machine prior to shift start-up. You want to make sure they’re smooth, not cut up with canvas showing. Depending upon the size of the tire, and how much of the tire needs to stay in contact with the mat, you have the option for each tire to be between 50 and 120 PSI. For example, a tire which is 750 x 15-inch, 20-ply, radial on a 10-ton roller might require 50 PSI, if you’re laying a 1-inch lift; or 75 PSI, if you’re laying 3 inches. (Ball explained this isn’t the Gospel; it’s a range.) A 10-inch wide bias tire on a 10- to 25-ton roller may require up to 120 PSI. Your dealer can tell you the specifications for your model’s tire. Now here’s a tip for keeping tire pressure even throughout the shift. Keep the temperature gun handy. When double-checking mat temperature to make sure you’re getting into the rolling zone at the right time, also take the temperature of the tires. Check each one individually. If one reads lower than another (80 instead of 120), it’s flat. It has low pres-

www.THeAsphaltpro.com // 53

The Hamm Compaction Quality (HCQ) system features a color touchscreen PC with USB interface at the operator’s station. The setup in the cab is designed for operator comfort with steering accomplished via steering wheel and controls via a joystick and armrest. Photo courtesy Hamm, Antioch, Tennessee.

water, one for a release agent. He can use lubrication when he first starts…until the tires get up to temperature.” The pneumatic tired rollers are built to withstand any temperature, depending on the ply of the tire. Remember, the higher the ply, the stronger the tire. Considering the pneumatic tired roller will likely operate in the intermediate position, it should not experience the hottest temperatures of the mat. Be aware of temperatures and limitations; discuss these limitations of where you can and cannot go in the rolling zone during the rolling train quality control meeting. For paving in windy or shaded areas, or during times of the year when temperatures drop during the latter part of the day, you’ll want to have a skirt around the tires to hold heat evenly against them.

Cocoa mats must be lifted off the hot rubber tires at the end of the shift or you’ll have a mess the next day. It’s a mistake you won’t make twice.

Volvo’s Density Direct features an 8X10 touch screen display and uses a GPS to track roller passes. Photo courtesy Volvo Construction Equipment, Shippensburg, Pennsylvania.

BOMAG Americas’ Economizer, available for any compaction equipment, features a dial display at the operator’s station and uses a monitoring device to track mat stiffness. Photo courtesy Bomag Americas, Ridgeway, South Carolina. 54 // November 2017

The intermediate roller is responsible for achieving about one percent of density, according to Ball. To succeed, you have to be “in” the right time and temperature. Be aware of the time and temperature of your rolling zone, which will depend on the type of mix you’re working with, the thickness of the lift, paving speed, and a host of other variables. Depending on whether you’re working with an HMA or WMA, there’s no telling just what temperature defines the intermediate zone for your project on a given day. That will be determined during the compaction team meeting. Also, depending on the mix you’re working with, you may need to take the pneumatic roller out of the compaction train. Brown gives tips for the SMA mix, specifically. “Rubber tire rollers are typically not used on SMA mixes,” Brown shared. “Some states use vibratory rollers and some do not allow vibratory rollers to be used due to potential for breakdown of aggregate. When steel wheel rollers, especially vibratory rollers, are used, ensure that excessive breakdown of aggregate does not occur underneath the rollers.”

Use Your Intelligence

Continuing advances in intelligent compaction (IC) and in-cab comfort designs for operators make it easier for members of the compaction train to do their jobs well. As Ball

If you roll this area, the fat spot becomes permanent and friction at that spot is lessened. Instead, Brown recommended you let the area of high asphalt content “rest” for one to two minutes. mentioned earlier, it’s more of a numbers game now than it used to be. State projects are awarded bonuses or penalized with deducts based on the percentage of density you achieve on the mainline and at the longitudinal joint, and on ridability. For a quick review of the top OEMs’ IC packages, here are some options, in alphabetical order: • Atlas Copco’s intelligent compaction system features a touch screen display at the operator’s station and uses a GPS to track roller passes. It is designed to measure the surface’s relative material stiffness. For more information, visit www.atlascopco.com. • BOMAG Americas’ Economizer, available for any compaction equipment, features a dial display at the operator’s station and uses a monitoring device to track mat stiffness. It is designed to measure mat stiffness. For more information, visit www. bomag.com. • Caterpillar’s Cat Compaction Control can be configured with a color display at the operator’s station and GPS mapping technology to track roller passes and coverage. It can also be configured to measure mat temperatures and provide a composite indication of the stiffness of the mat, sub-layers and potentially the base. For more information, call on a local Cat dealer. • The Hamm Compaction Quality (HCQ) system features a color touchscreen PC with USB interface at the operator’s station, and uses a proprietary, subscription-based OmniSTAR HP system, which provides location precision of 2 to 4 inches directly from differential global navigation system satellites operating in real time to track roller passes and record mat temperature and stiffness. For more information, visit www. hamm.eu/en/technologies/hcq/. • Sakai uses CIS2 from Topcon, available on Sakai machines only, which features a touch screen display at the operator’s station and

uses a VRS network to track roller passes. It is designed to measure the surface’s relative material stiffness. For more information, visit a local Sakai dealer. • Volvo’s Density Direct features an 8X10 touch screen display and uses a GPS to track roller passes. For more information, visit www.volvogroup.com. Ball reminded readers that these systems are not overly difficult to use once the operator gets the hang of it. The complexity usually goes on “behind the scenes,” so to speak. Even though the controls are designed to be user-friendly, the OEM’s dealer needs to explain the system to the operators until they understand it. The IC does no good if the operator turns it off, or changes the settings without understanding how they affect the mat. For example, on a bridge project where Ball consulted this past summer, getting density required working without vibration. He worked with the team to lease a set of rollers with Bomag’s oscillation technology—TanGO—and Bomag’s IC system—Economizer. Ball worked with the QC tech on the job to set the adequate settings, and the compaction team went from failing with 89 percent densities to achieving the required 96 percent densities with two passes. The next day, Ball noticed density declining to 92 percent on one of the rollers when he and the QC tech checked numbers with TransTech’s PQI gauge. He went to the roller to discover the operator—who had only been rolling for about five months—had changed a setting; the operator had dialed the setting “back” because he misunderstood the difference between vibration and oscillation and misunderstood how his actions would affect the mat. As the training consultant, Ball had the opportunity to teach the green operator about these elements, and density returned to 96 percent. This kind of misunderstanding happens with veteran operators, too, if new technology appears without instruction. The best way to leverage new technology such as IC is to ensure your equipment operators know how to use it for bonus pay.

Finishing Marks

As you can see from that example, the roller operator needs understanding when setting the rolling parameters. When the QC tech starts the day with the compaction team meeting, he will share more than what settings to dial in for each roller. He’s going to share the what, why and how to get density numbers and smoothness for the job.

Don’t forget to take time to know your compaction equipment. As discussed in the September issue’s first part of this series, the rollers take routine and special maintenance. And as we see in this part of the series, the rollers need ongoing attention during the shift to make sure they don’t run out of water or fuel, to make sure the drums are lubricated, to ensure tires—or drums—stay hot, and to keep scraper bars and cocoa mats in good condition.

The list seems endless, but becomes second nature as the equipment operators mature and grow more familiar with their machines. When you take the time to know your equipment and know how to apply your equipment to the job at hand, you can get a good result. The rolling team that works together to learn and understand the elements of compaction is the team that will complete a bonus-worthy job.

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Crestline Controls Tight Tolerances By Larry Trojak

58 58 // November // November 2017 2017

When it comes to airport paving projects, accuracy in grade and slope is the great equalizer. Federal Aviation Administration (FAA) specifications dictate the tolerances to which runways and taxiways must conform and those rules govern projects both large and small. When Crestline Construction won the bid to handle the rehab and replacement of Taxiway A at a regional airport in The Dalles, Oregon, it knew that the facility’s relatively small size was irrelevant. Making spec would present the same challenges they would face if they were working at Portland’s PDX airport or Sea-Tac International. To meet those demands, the paving contractor opted for the same technology solutions changing the paving narrative at larger facilities worldwide. Despite the project’s unending series of radius paves, an initial lack of familiarity with the technology and a curveball from Mother Nature, the customer was very pleased with the finished product, and, based on the solution’s performance, Crestline has already landed a follow-up airport job several exits westward on I-84.

Long Time Coming

Built as part of the post-Depression recovery, the Columbia Gorge Regional Airport (CGRA) has the distinction of being jointly owned by the city of The Dalles (Oregon) and Klickitat County (Washington). Located in Washington State just across the Columbia River from The Dalles, the facility recently underwent a $5.5 million runway renovation to remove a surface irregularity and improve some line-of-sight safety issues. According to John Arambul, asphalt manager for sister company Kerr Contractors, an additional part of that project—which itself carries a price tag of an $4.5 million—called for the construction of a taxiway parallel to the newly-rebuilt runway. “This is a project that was long overdue,” he said. “Though work on the runway has taken place periodically over the years, including the most recent resurfacing, I don’t believe any work has ever been done on the taxiways. And the taxiway was originally constructed at a time when elevations were not as stringently enforced as they are today, so part of the challenge was tying in the taxiway to the new runway, which meant essentially removing all four existing exits.” Work on Taxiway A began in late April of this year and took approximately 60 days, with an unofficial airport “opening” on July 1.

Knowledge is Power

While the CGRA project marked Crestline’s first real foray into asphalt paving for an airport job, Arambul brought a wealth of experience with him from his work with Kerr Contractors on the construction side of the equation. That knowledge would prove to be key in helping deal with the taxiway paving layout. “I’ve been with the company since 2009 and in that time, have done work at PDX and other airports,” he said. “So when I started to put a paving plan together with survey elevations for this job, I knew just what we were facing: a project that was heavy on curves and radiuses. Up to that point, Crestline had only paved using stringline, so setting line for all those curves would have been far too labor-intensive for this job. It was obvious we needed to take Crestline’s paving to the next level.” That level was attained though an initial meeting with Richard Hill, paving/construction sales specialist for the PPI Group, Topcon Positioning Systems’ Oregon/Washington dealer. Because the PPI Group had previously helped Crestline begin implementing an intelligent compaction solution on their rollers, Arambul already had a good working relationship with them.

RIGHT: Because the PPI Group had previously helped Crestline begin implementing an intelligent compaction solution on their rollers, Arambul already had a good working relationship with them. TOP: Not your ordinary toolbox talk! The PPI Group is the regional dealer that helped get a package of Topcon’s millimeter-grade technology together in short order and helped the team members understand how to use it for success on the project. MIDDLE: Work on the taxiway included sections that needed to be completely reconstructed, and others that were just milled and overlaid. BOTTOM: John Arambul knew when he started putting the airport paving plan together with survey elevations for the job that they were facing a project full of curves and radiuses. www.THeAsphaltpro.com // 59

“I met with Richard, explained our situation and the specs we had to meet, and the conversation quickly turned to Topcon Millimeter GPS for our paver,” he said. “I’m not going to say it was an easy sell—remember, Crestline had never done anything like this before—but eventually we had buy-in from above and we were heading out to The Dalles with a plan and the means to bring it all together.” Arambul’s situation, and his approach to resolving it, are the perfect illustration of what Topcon has dubbed the intersection of infrastructure and technology. That is the point, they feel, at which industry professionals have the necessary solutions at their disposal to meet the demands of today’s projects. “We’ve been paving for a lot of years with stringline and hitting numbers, hitting elevations, but owners on most of today’s jobs are demanding a lot more precision,” Arambul said. “At CGRA, once we started paving with the millimeter equipment and the owners saw the first lifts go down, they were blown away by how accurate we were. We were coming in within .01 to .02 of finished elevation—that won them over.” Work on the taxiway included sections that When sustained winds of more than 30 mph howled through the valley for two days, the force needed to be completely reconstructed, and caused a vibration of the equipment that affected the readings for a time. For a quick solution to others that were just milled and overlaid. Deal- that challenge, asphalt manager John Arambul said they positioned large onsite vehicles to shelter ing with tight specs started well before asphalt the equipment from the winds. “…that brought the readings instantly back on track,” he said. paving, according to Alan Easling, Crestline’s Unwelcome Gusts project manager¬¬¬. Because this was Crestline’s first real experience with a stringless sys“When dealing with FAA specs, each consecutive layer of base has tem, Arambul admitted to encountering a few hiccups along the way— a tight tolerance, not just the top layer,” Easling said. “Even the nasome expected, some not. A two-day period in which sustained winds of tive base, which consisted of one foot of sand placed in 6-inch lifts, more than 30 mph howled through the valley, for example, caused an unhas a ±.05 tolerance. Once we achieved that, we put in eight inchforeseen vibration of the equipment that affected the readings for a time. es of 1 ¼-inch aggregate in two 4-inch lifts. There was 100 percent “To counter that, we used large onsite vehicles to shelter the equipcompaction between lifts and tolerances had to be within .04 of finment from the winds and that brought the readings instantly back on ished elevation. We were able to achieve that accuracy using a Cat track,” Arambul said. “It is one of those cases in which we and PPI both motor grader running Topcon 3D-MC2 machine control. That is learned from the experience and now we have knowledge that we can actually tighter than what I’m told 3D-MC2 is designed to do—we take to our next project or pass on to the next user. Once we got everywere impressed with what it gave us.” thing dialed in, things moved along nicely. And, when you see the final The millimeter-grade technology to which Arambul and Cresresults, you can’t help but be sold on the solution. To me, that was the tline turned for the paving facet of the job—Topcon Millimeter key. There were no areas in which we needed to go back and do repairs; GPS—combines field-proven GNSS positioning technology with it was done the first time through and the accuracies were dead on.” high accuracy Millimeter GPS instruments and sensors. A pair of In a situation in which new technology is being introduced to a cusreceivers, each with an integrated GNSS antenna, are mounted to tomer, a solid relationship between that customer and the equipment the left and right side of the paver where they continually decode dealer is paramount. Arambul said that his experience working with signals from laser transmitters—broadcasting a Lazer Zone sigRichard Hill and The PPI Group was nothing but positive, citing their nal 33 feet in height—positioned along the paving route. Teaming willingness to always go the extra mile for their customer. up that approach with a GNSS receiver containing RTK corrected “When we first made the commitment to purchase the system, GNSS tracking technology, provides the millimeter grade accuracy Richard said they’d need three to four weeks to get the entire package needed for the job. Any mid-pave changes or modifications can be put together,” he said. “However, because of our schedule, I gave them handled via a mounted control box which provides Crestline’s opa week and a half to do it all, and between PPI and Topcon, they made it erators with an interface to the system. happen. That was pretty impressive. Despite all the planning, on a proj“This was the perfect job for this technology,” Arambul said. ect like this, you still have to hope that the stars will align and things “There literally wasn’t a straight line in the work area; to run stringwill work for you—in this case they definitely did. The end product line out there would have added at least a couple days’ work to the made the owner extremely happy, which makes our job as construcproject. More importantly, however, we would never have gotten tion managers that much easier.” the accuracies we did doing things the traditional way.”

60 // November 2017

Retrofit Controls

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Pictured from left to right Roy Bryant, Plant Foreman Ricky Pendergrass, General Superintendent Bailey Watkins, Asphalt Plant Manager

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international snapshot

Production Manager Richard Stott uses the as1 Control System at the Sheffield Aggregate Industries asphalt plant. All photos courtesy Ammann.

Crucial International Control Systems As a production manager at Aggregate Industries, Sheffield, United Kingdom, Richard Stott’s job is to ensure that asphalt is made—and lots of it. But that’s only the start. He must also stay true to the company’s pledge to “create a better-built environment through sustainable approaches.” Delivering on both fronts is no small task, but Stott has incorporated recycled asphalt pavement (RAP). RAP use is extremely high and meets the company’s sustainability goals. Production has been good, too; they’ve made nearly 2

62 // November 2017

million metric tons of asphalt since the Sheffield plant was commissioned in 2013. Stott is quick to give credit to many sources: operators, other staff, suppliers and the plant itself, which is an Ammann ABP 240 Universal Asphalt-Mixing Plant. But he doesn’t stop there. He also praises an essential yet often underrated production and sustainability tool: the plant’s operating system.

System is Essential

The Ammann team knows the technology built into the plant is only as good as the op-

erator running it. Too often that operator’s performance can be limited by the control system. Ammann plants run on the proprietary and intuitive as1 Control System. “The as1 system is an innovative package designed with the operator in mind,” Stott said. “With a well-designed and laid-out interface, the as1 system gives the operators the confidence to run the plant safely and efficiently.” Training makes the system even more productive and efficient. “Full training was provided to all operators by knowledgeable Ammann staff prior

to handover,” Stott said. “This gave these operators the competence and ability to not only operate the plant, but to be able to pass on this training to future operators. All staff…comment on how user friendly the software is.” Ongoing support helps overcome any challenges as well. “Twenty-four-hour emergency support is always available and helpful,” Stott said. “The Ammann engineers who attend the site are well informed and helpful and know the system inside and out. Their knowledge is invaluable when making changes and identifying problems.” The system also includes “modules,” which are optional software supplements that help plants deliver more value. Aggregate Industries’ sustainability goals led the company to turn to two key Ammann modules: EcoView and the as1 Dynamic Recycling Addition (RAD).

Modules for Sustainability

The EcoView module helps discover and eliminate energy waste. An intuitive display informs operators and enables immediate adjustment. “EcoView allows for real-time reporting and monitoring of energy consumption and raw material use,” Stott said. “This gives operators the data they need to make decisions around throughput and material control to maximize savings and efficiencies.” EcoView also determines the values of emitted carbon dioxide and calculates energy costs that result when adjustments are made and operations become more efficient. The RAD module assists in modifying the RAP ratio. An integrated wizard guides the operator through the recipe input process. Slide controls enable adjustment of the RAP ratio during production. “It is designed to ensure that RAP addition, and therefore binder saving, are always maximized,” Stott said. “This gives operators the confidence to keep throughput high while maintaining quality as the overarching priority. “Having real-time information keeps the operators one step ahead at all times,” he said. “It allows them to keep throughput high while maximizing RAP addition without compromising quality. This, in

Aggregate Industries is committed to sustainable practices. They have an enclosed facility and covered bins to keep dust down, and they’ve incorporated RAP mixes at their Ammann ABP 240 Universal Asphalt-Mixing Plant. turn, ensures that efficiency is excellent and therefore profitability is maximized.”

Reports are Key

The as1 Control System, including EcoView and RAD modules, collects data at all stages of the manufacturing process. Some information is relayed to operators in real time so they can adjust to maximize fuel usage and achieve other efficiencies. In addition, data is stored and processed to provide great insight into plant operations, Stott said. “Reports are in-depth, informative and relevant to the operation,” Stott said. “All levels of personnel at the facility gain something from the reports. The operators can

monitor their own performance. Management can get details regarding usage and efficiency. All of the details from the suite of reports are used to drive improvements and plant efficiency.” Aggregate Industries uses the reports on a daily, weekly and monthly basis, he said. Accessing the information is very easy. “The biggest win we have identified from the reports is the detailed information surrounding RAP addition,” Stott said. “The RAP usage report allows us to identify every missed opportunity to improve the cost-savings the addition of RAP gives us. It also drives improvements for how we control RAP.” – By Pete Kennedy

www.THeAsphaltpro.com // 63

Milling could be required to get a good edge to meet surrounding surfaces such as concrete sidewalks.

When Sealcoating Isn’t Enough

How to Sell Your Customers on Replacing, Resurfacing or Patching

By Bea Bonte

Cracks, wear and potholes are telltale signs of asphalt damage, leaving many property owners and managers searching for the best way to resolve these issues while keeping their asphalt in good condition. Oftentimes, those responsible for maintaining parking lots will default to sealcoating as the solution to various problems with asphalt. For asphalt pavement that has minor wear with some cracks, fissures or small holes, repairing the damaged areas and then sealcoating is a smart, easy way to improve the appearance and longevity of the parking lot. It also tends to be the most cost-effective method to extend its life. While sealcoating is a part of regular asphalt maintenance, and can help solve some surface issues, it isn’t always the answer.

64 // November 2017

Some property owners may not understand that there are times when sealcoating simply isn’t enough. For example, a surface may have too many cracks, or even alligator cracking, which would make sealcoating ineffective. Additionally, if the asphalt is deteriorating or settling, it needs more attention than sealcoating can provide. In these cases, sealcoating is simply a Band-Aid™ fix that ignores the deeper problems. As asphalt professionals, it is our job to educate customers on when sealcoating is and is not effective, and to present the various paving options available. It all starts with a baseline assessment of the parking lot to identify the problems and what their potential causes may be. From there, consult with the customer about the solutions that will help address the issues and leave them with a beautiful, smooth asphalt surface.

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Fax: 502.244.4046

While some of these repairs may be more extensive than a surface-level sealcoating solution, the property owner’s goal is to improve the professional appearance of their building, potentially increase business, or help justify an upcoming rent increase. Additionally, they need to consider the safety and liability of holes and cracks in the parking lot surface.

Find the Right Solution

If sealcoating doesn’t make sense for the parking lot that you’re assessing—and your customer is on board with taking the next step— you’ll need to identify which solution best fits his needs: patching, resurfacing or replacement. • Patching: This method tends to work best for surfaces with minor potholes or isolated areas of damage. Patching is an easy solution for customers to understand because it is addressing the physical deterioration of the surface. Depending on the severity of the damage, the project may require asphalt removal and base work, mill patching, or skin patching. No matter which patching solution you recommend, help the client understand that it must be done by a trusted professional who can determine the correct process and ensure the longevity of the asphalt surface. • Overlay/Resurface: For mildly aging or moderately damaged asphalt, an overlay is a great way to rejuvenate the parking lot without having to start from scratch. This middle-of-the-road option can appeal to customers who are wary of a complete replacement. As with some patching repairs, milling may be required to clear out the edges to make for a cleaner foundation where the new asphalt layer meets surrounding surfaces such as concrete sidewalks. • Replacement: For property owners with excessive damage—such as long cracks, deep potholes and crumbling surface areas—a replacement is in their best interest. A parking lot replacement generally involves removing the old asphalt surface and repaving the area in one or two lifts, depending on the amount of use. By removing the old asphalt, any base failures can easily be addressed. Another sure sign that a replacement is the right remedy is if there are noticeable drainage or settling issues, or if the asphalt is failing in general, especially in parking lots. Customers may be turned off by the prospect of a major project, but it is important to counsel them that a full replacement is not as time consuming as they may think. Of course, unknown factors such as weather and moisture can impact that timeline, but generally the inconvenience and time requirements are minimal. An experienced asphalt professional will also be able to talk through the investment and benefits of each of these options, and why it may make more sense to get to the root of the issue and pay more upfront, rather than to cosmetically mask the issue through sealcoating.

Looking Ahead

With the right maintenance and care, a new asphalt surface is expected to last 20 to 30 years, which is a great selling point for customers. However, asphalt requires regular care and maintenance, and it is important that a customer understands the basics to protect and preserve the surface, whether it has been patched, resurfaced or replaced. • Have cracks filled. Areas with vast temperature swings throughout the seasons can lead to shifting soil and put strain on asphalt surfaces. While cracks are not uncommon, instruct customers to have them professionally filled as they appear. A hot rubber crack sealant will not only fill the cracks, but also protect the base from damage.

66 // November 2017

Some parking lots are good candidates for a simple sealcoat and restripe to freshen their appearance and seal out water.

Gasoline, motor oil and other chemicals can wear down the surface of asphalt—particularly in high-traffic parking lots. Tell customers to monitor for any leaks from vehicles. If a spill or leak does occur, tell them to clean it as soon as possible. • Gasoline, motor oil and other chemicals can wear down the surface of asphalt—particularly in high-traffic parking lots. Tell customers to monitor for any leaks from vehicles. If a spill or leak does occur, tell them to clean it as soon as possible. • Remove weeds and other plants that grow through. Keep an eye out for weeds that may push through asphalt, particularly at cracks or along edges. While it may seem like a small thing, vegetation can have a large impact if left untreated. Spray-on weed killers are a good way to stay ahead of this problem. • Sealcoat regularly. This will help to protect the asphalt from the elements and prolong its life. Caution your customers to allow the sealant to wear off between coatings so the sealant itself doesn’t build up and cause damage to the asphalt underneath. Also discuss the various sealcoating products and processes available (asphalt emulsion, chip sealing, etc.) to help your customer choose the one that’s right for his parking lot. Asphalt professionals need to be able to lay out all the options for customers when it comes to maintaining and repairing their surfaces—especially when sealcoating isn’t enough. The decision to patch, resurface and especially to replace asphalt is a big one, and it’s important for customers to feel confident in their investment. Bea Bonte is a Marketing Associate for Alpine Asphalt, a residential and commercial paving company serving the Minneapolis area. She enjoys providing useful tips for customers as well as industry professionals. For more information, visit http://alpineasphalt.com.

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product gallery

New and Updated Paving Equipment Focuses on Quality The November 2017 edition of AsphaltPro includes a focus on controls. While that typically brings plant operations to mind, let’s consider the controls and automation available to the contractor in the field. Specifically, look at the controls designed to improve the quality and precision of grading, milling, paving, slope, compaction and so on. Original Equipment Manufacturers (OEMs) often work together to ensure their machines and controls systems can “talk” to one another. Just one example of this is how the Roadtec and Carlson family of paving products communicate with the MOBA family of automation and controls (visit http://moba-automation.com/machine-applications/asphalt-pavers/ for full descriptions). OEMs also work to let multiple machines across a large construction project “talk” to one another and to the headquarters office. Just one example of this is the CAT Connect software that is designed to connect the entire worksite (visit http://www. cat.com/en_US/by-industry/construction/ cat-connect.html for full descriptions). Tools such as these are designed to make life easier for the general contractor and the workers in the field. And tools such as these are seeing updates to increase their value for workers. Just one example is the Global Navigation Satellite System (GNSS) from Leica Geosystems of Heerbrugg, Switzerland. The GS18 T from Leica Geosystems is hailed as the world’s fastest GNSS Real Time Kinematic (RTK) rover, and as of late September, it’s the first calibration-free tilt-compensating GNSS solution immune to magnetic disturbances, according to the manufacturer. The worker in the field no longer has to hold the pole in a perfect vertical position to level the bubble for surveying purposes. The OEM states that it’s the only GNSS RTK rover to use precise enough inertial measuring units (IMUs) instead of a compass, to allow the user to measure with a tilted pole close to build-

68 // November 2017

The GS18 T GNSS RTK from Leica Geosystems is the first calibration-free tilt-compensating rover of its kind, according to the manufacturer. ings, under cars and close to metallic objects. (Visit http://leica-geosystems.com/ captivate for a full description.) This month’s product gallery looks at the iron and tech you need in the field for paving and pavement preservation. We’ll return to the plant and production in next month’s product gallery.

ATLAS COPCO

Atlas Copco Construction Equipment North America has introduced a completely redesigned range of eight QAS mobile generators. Covering power ratings from 25 to 330 kVA, the lineup offers the latest Tier 4 Final engines and footprints up to 20 percent smaller than the previous generation. QAS generators are equipped with an Isuzu, John Deere or MTU T4F diesel engine. Each is available in either a skidmount configuration or an integrated trailer coupled to its compact design.

Depending on the model, the generators can reach up to 40 hours of runtime per tank of fuel, with an external one-click fill mechanism for both fuel and DEF. An ergonomic power terminal board enables operators to connect power cables without bending down. All QAS generators feature a standard external emergency stop button. Each requires less than two hours of service for every 500 hours of operation. For more information, visit atlascopco.com

A sampling of the new QAS generators from Atlas Copco shows the trailer configuration.

81.9-gallon tank. Dual water filtration at the inlet helps to prevent spray nozzle plugging, and the quick-attach nozzle design helps to facilitate servicing. Protected to help prevent wind deflection, the five spray nozzles provide uniform coverage across the drum’s width to prevent material pick-up. Self-explanatory control panel dials offer intuitive machine control. It’s powered by a 45.1-hp, water-cooled diesel engine meeting Tier 4 Final emission standards. For more information, contact Tim Hoover at (660) 580-0350 or tim.hoover@bomag.com.

CASE The BW138 AD-5 tandem roller from BOMAG Americas offers front-only, rear-only or front-and-rear vibration mode operation with dual vibration frequencies of 3,000 and 3,360 vpm.

BOMAG AMERICAS

BOMAG Americas, Ridgeway, South Carolina, has released the BW 138 AD-5 tandem vibratory roller with a 54.3-inch rolling width for granular soil and asphalt compaction. When equipped with the intuitive Economizer compaction measurement system, the BW 138 AD-5 alerts operators to compaction progress of the soil or asphalt material, reducing passes and saving time and money. Economizer requires no calibration to deliver real-time compaction progress, and as the degree of compaction increases, the more LED lights on the Economizer light strip illuminate to indicate when optimum compaction is achieved. The system also warns operators of potential over-compaction to prevent aggregate fracturing as well as allowing for the identification of “soft” spots in the material. Drum diameter is 35.4 inches. Dual vibration frequencies of 3,000 and 3,360 vpm offer rolling speeds up to 3.8 mph. Amplitude is 0.020 inch and average linear load is 86.6 pounds per inch. Front-only, rear-only or front-and-rear vibration mode operation are available. The BW 138 AD-5 features maintenance free bearings. A pressurized water spray system with 5-step interval timer increases operating time between refills of the roller’s

CASE Construction Equipment of Racine, Wisconsin, has introduced two double drum asphalt rollers—the DV209D and DV210D. The new vibratory asphalt rollers offer a balanced drum design and a variety of standard features, including automatic vibration control, crab steering, an oscillating articulated roller joint and a pressurized, triple-filtration water system. An available high-frequency option allows for frequencies up to 4,020 vpm. A combination option is also available for both models, featuring a vibratory front roller and rear pneumatic tires. With operating weights of 21,080 and 22,930 pounds, respectively, the DV209D and DV210D are designed for municipal roads, parking lots and residential developments, as well as more large-scale paving applications such as highways, airports and industrial areas. The new models feature a Tier 4 Final 100 HP Deutz engine. An articulated roller joint oscillates + /- 6 degrees to maintain reliable drum-to-

The DV209D and DV210D, pictured here, from Case Construction Equipment are designed for groundline serviceability with large swing-out doors on both sides of the machine for easy access.

ground contact, and a standard crab steer design hydraulically offsets the rear drum up to 6.7 inches. For more information, visit CaseCE.com.

CATERPILLAR

Caterpillar Inc. has announced the availability of the PM820, PM822 and PM825 cold planers, which are half-lane milling machines. All three have a cutting depth up to 13 inches and are powered by a Cat® C18 ACERT™ engine, which is a turbocharged, 6-cylinder, T4F diesel engine providing 755 horsepower. The engine is iso-mounted to reduce vibration and increase operator comfort. The PM820, PM822 and PM825 use a four-post design. The leg posts feature an auto-leveling function to provide smooth height adjustment without stepping. The machines are fully hydrostatically driven by two variable displacement propel pumps supplying oil to variable displacement motors on each track. Drive motors are piston-type and automatically control displacement to provide maximum torque for work or greater speed for moving around the job site. A propel lever/steering joystick provides infinite control of the travel speed within the range. There are several automated functions to simplify operation. Track tension automatically adjusts to ensure optimum operation. Track assemblies are 70.4 inches long, 12 inches wide and feature replaceable, bolt on polyurethane track pads. Four-mode steering is standard. An electronic control module processes inputs from the sensors on the front and rear tracks along with input from the steering selector controls. It provides simultaneous track movement in the crab and coordinated steering modes and automatically realigns the rear tracks to center when the front-tracks-only steering mode is selected. In the coordinated mode, the inside turning radius is a tight 6 feet, 5 inches. The cutting chamber features a design that streamlines material flow, reduces wear on the chamber, and has enhanced flush cutting capability, according to the manufacturer. Side plates move via independent hydraulic cylinders that are equipped with position sensors. The rotor drive system features a dry clutch driving a planetary gear reducer. The clutch is coupled to the engine

www.THeAsphaltpro.com // 69

product gallery

The new half-lane cold planers from Caterpillar include optional configurations of Product Link™ to provide timely information about the location, use and condition of equipment to streamline diagnostic efforts and maintenance efforts. and is hydraulically actuated by the keypad controls on the operator’s console. Three cutting speeds are available to match the best rotor rpm and torque with the job site conditions, and are controlled electronically from the keypad on the operator’s control console. Automatic Load Control is a standard feature. An ECM continually evaluates engine rpm and controls propel speed. Two six-rib, high-tensile-strength belts drive the rotor through a drum drive gear reducer. The rotor is equipped with durable three-piece, quick release tool holders and carbide-tipped cutting bits arranged in a chevron pattern. Other rotor systems are available as an option. The quick release conical tool holders feature a tapered fit. The mandrel features large, replaceable, carbide-faced loading paddles. The collecting conveyor is driven by a high-torque hydraulic motor. A large chamber discharge opening clears out the cutter box quickly, according to the manufacturer. The seamless collector belt features 1.25inch high cleats and is 33.5 inches wide. The hydraulically controlled front loading conveyor features height adjustment for raise

and lower, and two cylinders for a 60-degree swing to the left and right of center that can be controlled from the operator’s station or at two ground level control stations. It is equipped with upper aluminum covers for added protection against material spills and blowing of fine materials. The loading conveyor can also be hydraulically folded downwards, reducing machine dimensions during transportation. A standard water spray system lubricates the conveyor belt and helps control dust. A centrifugal pump supplies water to spray nozzles in the cutting chamber. The nozzles focus water spray in a flat fan pattern to the rotor. Nozzles are easily removed for inspection and replacement without tools, according to the manufacturer. The system features an automatic function that operates only when the rotor is engaged and machine is moving forward, which conserves water. The system is triple filtered, and includes a gauge to monitor water pressure, a low water level indicator and water control valves to conserve water use. An onboard winterization system is also included, providing a simple method to purge waterlines with pressurized air. The 898-gallon water tank can be filled from standard wide fill openings on the top

Here are some quick specs on the newest cold planers from CAT: Machine

Operating Weight

Cutting/Rotor Width

PM820

79,630 pounds

79 inches

PM822

80,887 pounds

88 inches

PM825

82,650 pounds

98.6 inches

70 // November 2017

of the machine or the standard ground level port at the rear of the machine. There is also an optional side fill port. This enables adding water while the machine is operating. The operator’s station features dual operating controls, including joystick steering/propel lever, upper conveyor controls and rear track steering controls. Ergonomic instrumentation layout has been designed for comfort and ease of use. A touchscreen display is visible in day or night conditions, and keypads are backlit for comfortable low light operation. The PM820, PM822 and PM825 can be equipped with integrated Cat Grade Control. For more information, contact your local CAT dealer.

HAMM The new DV+ 70i from Hamm is a 7.7-ton tandem roller introduced in March 2017; the DV+ 90i tandem roller is a 9.9-ton being released in January 2018. Both are available in three versions: as a double vibration roller (VV), as an oscillation roller (VO) with vibration drum at front and oscillation drum at rear, and as a combi roller (VT) with vibratory drum front and pneumatic tires at rear. All vibration drums are split. In addition, the rollers can be equipped with the HCQ Navigator intelligent compaction (IC) measurement and documentation system and many other extras. The engine is positioned in the center of the machine and the two-part water tank distributes weight evenly. Tanks are linked

The Hamm DV+ models are available as a tandem roller with double vibration split drums or with oscillation and vibration split drums, and also as a combi roller with split smooth drum and pneumatic tires, shown here with an optional chip spreader.

together via communicating pipework; they are filled simultaneously. The Easy Drive operating concept is used across the Hamm compaction line. A steering wheel is used for steering; all other important functions are operated via a joystick and multi-function armrest. All DV+ models are equipped with stateof-the-art engines, according to the manufacturer. This enables the DV+ 70i with its 75-hp engine to satisfy the requirements of Tier 4/Stage IIIB emissions requirements. The new automatic engine stop system can also be incorporated as an optional extra; it switches the engine off during extended periods of inactivity. For more information, contact Brodie Hutchins at (615) 501-0600 or Brodie. hutchins@wirtgen-group.com

JOHN DEERE

As of September, the John Deere 950K PAT Crawler Dozer is officially available at dealers across North America. The production-class crawler dozer is designed and manufactured by John Deere in Dubuque, Iowa. The 950K PAT incorporates an EPA Final Tier 4/EU Stage IV John Deere 9.0L engine with 280 horsepower. The hydrostatic powertrain is designed to provide approximately 15 percent more power to the ground than a conventional torque-converter powertrain. The PAT blade is 8.6 cubic yards and gives operators the flexibility to place material where they want it on every pass using the blade angle feature, according to the manufacturer. Equipped with standard electrohydraulic (EH) controls, the 950K PAT is grade-control ready, making it easy to add a grade-control system. John Deere’s “open-architecture” design lets customers employ their favorite brand of grade-control system—Topcon, Trimble or Leica. The 950K PAT features Eco mode, which is designed to optimize fuel economy while maintaining ground speed by automatically adjusting engine speed and transmission settings based on load. This has the potential to reduce fuel consumption up to 20 percent. Fleet managers looking to get the most out of their 950K PAT can rely on their John Deere dealers to provide Ultimate Uptime,

LEICA

The 950K PAT crawler dozer from John Deere weighs in at nearly 80,000 pounds. featuring John Deere WorkSight™. With Ultimate Uptime, owners receive predelivery and follow-up inspections that include five years of JDLink™ telematics, machine health prognostics, remote diagnostics, programming capabilities and the ability to add dealer-provided uptime solutions to a customized package. If you’re looking for bucket options in the work zone, your skid steer has 30 new ones from John Deere of Moline, Illinois. The OEM debuted its enhanced production series buckets for the 744K-II, 824K-II and 844K-III wheel loader models in May. The buckets offer new features, including an improved bucket profile and an optional wear plating. The enhanced production series buckets also feature bushed static bucket pin joints, which is a popular feature on the current 844K and 944K wheel loaders, according to the manufacturer. These pin joints reduce the need for welding and align boring for repair, enable repair in the field and reduce maintenance time overall. For more information, visit www. JohnDeere.com.

LEEBOY

In the second quarter of 2017, LeeBoy of Lincolnton, North Carolina, launched its 6150 wheeled asphalt paver. With variable paving widths up to 15 feet, it is built for the heavy-commercial paving market with an “ultra-efficient” material management system, and these features: • 74-hp Kubota T4F engine • High or low deck configuration • Paving speeds up to 2.6 mph; travel speed up to 7.5 mph • 7-ton capacity material hopper • Legend screed system For more information, contact your local LeeBoy dealer.

The updates to the Leica GS18 T and the latest versions of Leica Captivate field software and Leica Infinity office software, introduced late September, expand the Leica Captivate experience. “In my business, speed is the name of the game,” said Manny Sangha, owner of Sangha Geomatics & Land Survey Inc., Vanderhoof, Canada. “With my GS16, I’ve been able to reduce time spent on every project. I can only see this getting faster and improving efficiency with the GS18. No longer having to level the pole nor calibrate the system, this is a real value for me and a game-changer in the industry.” As the world’s fastest GNSS RTK rover, the GS18 T is the first calibration-free tilt compensating GNSS solution immune to magnetic disturbances, according to the manufacturer. GNSS measurements can be taken from any position on site, saving users up to 20 percent of time in the field over conventional surveying practices as you no longer need to hold the pole vertical to level the bubble, estimates the manufacturer. As the only GNSS RTK rover to use precise enough inertial measuring units (IMUs) and not a compass, users can measure with a tilted pole close to buildings, underneath cars and close to metallic objects, according to the manufacturer. With integrated quality assurance, the GS18 T records exactly how the pole was levelled during the measurement. The GS18 T then stores the values, ensuring measurement traceability and complete quality reporting. Fully supporting the GS18 T, Leica Captivate v3.0 field software and Leica Infinity v2.4 office software now offer users a more immersive means of control on site and at the desk. Captivate now allows configuration of the GS18 T for all measuring and staking applications and the visualization of tilt compensated measurements. Measured data can be directly imported into Infinity or exported into a variety of formats suitable for CAD packages. Within Infinity, users can visualize the measured data, including the creation of reports providing full traceability and quality assurance for themselves and their clients. For more information, visit http://leicageosystems.com/gs18t.

www.THeAsphaltpro.com // 71

product gallery

Neal Manufacturing has introduced its Generation IV pumps for retrofitting asphalt trucks.

NEAL

Neal Manufacturing, a division of Blastcrete Equipment Company, Anniston, Alabama, has launched its new Generation IV pumps, which are designed to enhance spraybars and require less frequent maintenance than their predecessor. The Generation IV pumps include robotically welded pump housings and industrial-grade hydraulic cylinders. They come with Neal’s new filtration system. The system’s compact filters weigh 98 percent less than previous filters when full, eliminating the need for a crane during filter changes, according to the manufacturer. Neal installs the system with dual spraybars; each spraybar is synchronized with one 100-gpm Generation IV pump. The pumps and spraybars work together to provide optimal efficiency on road pavement maintenance projects. Neal offers free training seminars at its Anniston location. For more information, contact eric@ nealequip.com.

Roadtec

The SX-8e/ex is the largest in the Roadtec line of soil stabilizer-reclaimer machines. With an operating weight of 82,000 pounds, the SX-8 is designed to cut up to 20 inches deep and 100 inches wide for road rehabilitation, cold recycling or soil stabilization. The machine’s weight is evenly distributed between the two axles. The SX-8e features a Tier 4i Caterpillar C18 75- hp at 1,900 rpm engine, while the SX-8ex is equipped with a Tier 3 Caterpillar C18 700-hp at 1,900 rpm, which is intended for lesser regulated countries. The engine

72 // November 2017

provides power to the rotor through a direct drum drive. The SX-8 rotor is designed for milling and mixing the most resistant soils. A variable geometry cutter housing design positions the cutter in a way that promotes material sizing as well as the flow of the material. Heavy-duty front and rear doors are hydraulically adjustable for additional control of gradation and flow. An air-shift 4-speed transmission is designed to allow the change of cutter speeds without a loss in production. The operator can select the appropriate cutter speed for the current conditions without making modifications to the cutter drive. The SX-8 cooling system pulls air from the top of the machine before it is exhausted through the radiator package. This design is intended to reduce the amount of dust traveling though the cooling system. Clean-out panels provide access for radiator maintenance. The SX-8 was designed with operator comfort and visibility in mind. The ergonomic design of the sealed cabin situates the operator in position to reach all controls and systems. Joystick controls and four different steering modes supports the machine’s maneuverability and operation. The operator seat slides laterally and swings 90 degrees to help provide the operator’s preferred vantage point from which to work. The operator platform also slides 18 inches past the right of the machine for additional visibility. The stabilizer-reclaimer’s hydraulically-controlled suspension allows the depth of cut to be selected via push button. The machine is built on a rigid, sealed box frame designed to allow a controlled airflow while maintaining its durability. The SX-8 frame is built at Roadtec from strong A656 grade

The SX-8e/ex is the largest in the Roadtec line of soil stabilizer-reclaimer machines.

80 steel, which is said to offer twice the yield strength of mild steel. The custom-made machine frame is designed to perform in all terrains by providing substantial ground clearance. The wheels are suspended by four independently-controlled hydraulically adjustable leg assemblies that are bolted to the mainframe. For more information, contact Eric Baker at (423) 265-0600 or ebaker@roadtec.com.

Volvo

The latest double drum models from Volvo Construction Equipment—the DD30B and DD35B—round out the company’s full line of asphalt compactors. They provide up to 10 degrees of oscillation and 30 degrees of frame articulation in each direction, and offer the fully integrated TwinLock™ traction control and torque transfer system for climbing steep inclines by minimizing drum slippage. “The DD30B and DD35B would be great additions to the fleet of any small contractor who does a mix of residential and light commercial paving work,” Bill Laing, product manager at Volvo Construction Equipment, said. “Their uncompromising power and fuel efficiency coupled with a range of productivity enhancing features make these the best compactors we’ve been able to offer in this size class to date.” Powered by a Tier 4 Final 49.6-hp engine, the DD30B and DD35B produce high torque at low RPM. Fuel efficiency is further enhanced with the optional auto-idle feature, which reduces engine speed when controls are inactive for five seconds, helping to reduce operating costs. Passive engine regeneration requires no daily input from the operator to increase machine uptime. With the auto-vibration feature, vibration is automatically engaged when the machine is moved out of neutral and shut off when returned to neutral. To optimize finished pavement quality, each drum’s edges are chamfered and rounded to avoid marking the mat while rolling. The DD30B and DD35B also feature the automatic variable interval water spraying system, which provides uniform drum coverage and variable flow to prevent material pickup. In addition to the range of automatic features, the Volvo DD30B and DD35B include design elements to increase operator com-

The W 120 CFi from Wirtgen is one of four milling models available in the compact class, featuring the Flexible Cutter System (FCS). The new DD35B (pictured) and DD30B are backed by the Volvo Lifetime Frame and Structure Warranty. fort and control. The pillar-less forward view and sloping engine hood are designed to offer all-around visibility of the jobsite, as well as unobstructed sightlines down to the drum and spray bars. Visibility can be further improved by sliding the operator seat to the desired location. The ergonomic controls help the operator keep an eye on the road and avoid fatigue. Because the controls are configured in the same layout as larger double drum Volvo models, operators can intuitively control the DD30B and DD35B machines. For added convenience, the optional foldable ROPS canopy can be easily collapsed without the need for special tools, helping crewmembers easily transport the machine from site to site. The latest double drum compactors are designed to increase machine uptime. The hinged hood allows for ground-level access to the engine and hydraulic components, enabling easy maintenance. Passive regeneration requires no daily input, and parked service regeneration is only required at 500-hour intervals. The 79-gallon water tank’s low positioning gives the machine a low center of gravity for stability and can be refilled from ground level. • Operating weight of DD30B = 6,839 pounds • Operating weight of DD35B = 8,185 pounds • Centrifugal force (both) = 7,500 pounds • Vibe frequency (both) = 4,000 vpm • Rated engine power (both) = 49.6 hp • Drum width of DD30B = 49.2 inches • Drum width of DD35B = 54.1 inches For more information, visit volvoce.com/na.

Wirtgen

In its brand new compact class, Wirtgen combines the advantages of small milling machines with the front-loader principle and productivity of large milling machines. No less than four models are available to customers in the compact class, with standard working widths between 3 feet, 3 inches and 4 feet, 11 inches and depths up to 13 inches. Combined with the Flexible Cutter System (FCS), working widths from 3 inches to 4 feet, 11 inches are possible, according to the manufacturer. The compact line includes the W 100 CFi, W 120 CFi, W 130 CFi and W 150 CFi. Fields of application range from classic small milling machine operations, such as partial road repairs, all the way to the removal of entire roadways. Like the new generation of small milling machines, Wirtgen also has equipped its compact class with added automated functions. The side plate now has an active floating position, meaning it is lifted at specific intervals to keep it from sinking into the surface when the machine is at work on loose material, such as gravel. The scraper on the rear rotor plate also has new features, such as a sensor that prevents it from catching on any edges; the scraper is raised automatically in the process. An ultrasonic sensor determines the distance between the scraper and the milled material during partial transfer, in order to regulate how wide the scraper ideally should be opened. In this way, the material is optimally deposited behind the milling drum unit, increasing output and simultaneously reducing wear on the unit, the drum itself and the cutting tools.

The modern control technology in Wirtgen’s compact milling machines also displays its advantages in terms of steering. In the 3 foot, 3 inch milling machine W 100 CFi, for instance, the right rear support wheel can be folded in automatically, without lowering the milling drum or manually loosening a bolt. In addition to the “basic position,” the right rear crawler track also has the new positions of “outside” and “folded in.” In the “outside” position, the crawler track is located within the cutting diameter of the drum, enabling the machine to be positioned along the right-hand milled cut. In addition to the steering wheel, the operator also has access to a sensitive, fingertip steering function in the multifunctional armrest. The conveyor features a wide slewing angle of 60 degrees in each direction.For high-precision material transfer, the machine operator can move the conveyor at two different speeds. With advanced control technology, the conveyor speed is held constant even if engine speed fluctuates. Looking at the W 150 CFi specifically— this front-loader features 400 horsepower. For maximum traction of the crawler tracks, Wirtgen has adopted the central cutting drum design from its large milling machines. This model also has an Intelligent Speed Control (ISC) traction control system, which makes sure on demanding milling jobs that all four crawler tracks run at constant speed and high traction to achieve maximum milling performance. With an operating weight of 45,856 pounds, the W 150 CFi can be transported without a special heavy transport permit in most cases. For more information, contact Brodie Hutchins at (615) 501-0600 or Brodie. hutchins@wirtgen-group.com.

www.THeAsphaltpro.com // 73

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Asphalt Drum Mixers

off the mat

Top 10 Tips to Recover with Caution The hurricane season of 2017 once again forced the construction industry to focus on best practices for responding to major events. The storms reminded company officers to put into action an effective recovery plan with the aim of minimizing, as much as possible, out-of-pocket costs related to hurricane damage and subsequent recovery efforts, and maximizing the ability to transfer risk of the hurricane damage and subsequent recovery efforts to others. Here are the Top 10 Tips to keep in mind as rebuilding efforts move forward. 1. Crisis Management Mode: If you have a crisis management plan, now is the time to implement and follow it. 2. Speak with an Informed and Unified Voice: Designate key individuals or consultants for specific tasks. It will be important to speak with one coordinated voice to various project constituents, including owners/general contractors, subcontractors, suppliers, vendors, sureties, lenders, insurers, and employees. Consider identifying specific individuals or consultants who are subject matter experts to serve as your company’s voice for a particular subject. For example, identify one or two people to understand the potential insurance coverage and to be the point of contact for claims adjusters. For all participants, accurate, consistent, coordinated and timely communication is essential to further the best interests of the project. 3. Contractual Rights and Responsibilities: Review the project contracts, with a particular focus on any force majeure clause, to determine potential rights and responsibilities. In assessing the force majeure clause, pay particular attention to what type of recovery the clause provides (e.g., schedule relief only, or schedule and monetary relief) and any notice requirements. Contractual notice requirements for force majeure events are often short, so do not delay—even if you can only provide a basic notice. Also, do not rely upon oral notice; put it in writing. 4. Insurance: Review your insurance portfolio. The most likely sources for insurance coverage for construction projects damaged by Harvey and Irma will be builder’s risk insurance, property insurance and marine cargo insurance. Other potential sources of insurance coverage, depending on the circumstances, include professional errors and omissions insurance, commercial general liability insurance, and subcontractor default insurance. Of course, the existence and extent of coverage will depend on the language of the policy, so it is important to gather the policies together and review the terms of each to maximize potential recovery. And, in order to effectively use the insurance your company has purchased, it is critical to comply with all notice requirements and to keep the insurers informed throughout the recovery process, especially when it comes to having the opportunity to view damage prior to mitigation or recovery ef-

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forts. Here in particular, having one or two coordinated point persons to deal with insurance issues, claims adjusters and investigations will reduce potential issues and the inefficient use of people’s time and efforts. 5. (More) Notice: Provide notice to sureties or lenders, if needed. This will avoid late notice, waiver or similar defenses down the road. 6. Document, Document, Document: Document the costs and schedule delays you have incurred. For both force majeure and insurance claims, this is critical. Good documentation maximizes claim recovery, and minimizes costly after-the-fact reconstruction of costs. Consider creating hurricane specific cost codes, including cost codes that correlate to any sublimited categories of insurance recovery. For example, most business risk and property policies have categories of costs that, while covered, are subject to sublimits, such as business interruption, debris removal, expediting expenses, off site storage, pollution clean-up and removal, soft costs/delay-in-completion costs, etc. If you create such cost codes, use them accurately or the effort might do more harm than good. 7. Consider Your Subs and Suppliers: Check in with subcontractors, suppliers and vendors to determine the extent they have been impacted by the hurricane and coordinate force majeure or insurance claims as appropriate (considering whether a subcontractor in particular has a back-to-back force majeure clause with the upstream contractor) and to address any supply chain issues that may arise due to the hurricane, including delay claims and inability of suppliers to satisfy delivery deadlines or changes in quantities of supplies. 8. Interim or Fast Funding: Consider whether there may be the potential to negotiate a funding agreement or interim payment with affected project participants/insurers to provide an immediate source of funds to commence hurricane recovery and avoid, at least in the short term, disputes regarding what dam-

OEMs Help Recovery Efforts Doosan Bobcat North America announced Sept. 15 that it’s donating over $325,000 worth of Bobcat® equipment and Doosan Portable Power light towers and generators to assist with Hurricane Harvey and Hurricane Irma relief efforts. The company is also providing financial assistance to affected Doosan Bobcat North America dealership employees and their families, and Doosan Bobcat North America employees will direct annual charitable drives toward assisting those impacted by the storms.

age/delay was caused by the hurricane and the recovery efforts. If you are looking to negotiate such an arrangement with an insurer, you need to keep the deductible in mind (as it is often a big cost, especially on a builders risk claim), as well as whether there is any contractual provision as to which party is responsible for the deductible. 9. After-Effects: Consider the after-effects of Harvey and Irma on things such as manpower and licensing. You will not be the only company looking for construction workers and the cost of the job is likely going to rise because of higher wages and per diem expenses. Communication about this issue between owners, contractors, suppliers, etc., will be critical to laying the foundation to work together to effectively address the problem. The delay in construction that will likely be felt may require extension of professional licenses to be in compliance with applicable laws and regulations through the end of your work on a project. 10. Words Matter: Although you are working in crisis mode, with the ultimate goal of getting back up and running as quickly as possible, the fact is that what you say now, in the heat of getting work done with perhaps not enough information, matters a lot. Project participants and other interested parties (such as insurers) are listening to what you say now about issues such as what has been damaged, how it was damaged, how much it is going to cost to get back up and running, and how long you are going to be delayed. What you say now will set certain expectations at all levels of the project, and those expectations might be difficult to overcome if, down the road, your estimates prove to be low. Particularly with respect to insurance recovery, how you frame an issue or a particular cost can affect whether there is full coverage, partial coverage, or no coverage at all. Take care in what you are saying and whether you have the knowledge at a particular point in time to say anything. Communication is key, but accurate as well as timely and consistent communication will be most effective in recovery and damage mitigation efforts. â&#x20AC;&#x201C; By Jocelyn Knoll and Diana Parks

Jocelyn Knoll is a partner at the international law firm Dorsey & Whitney and the chairperson of its construction and design group. She helps private and public clients in the construction, manufacturing, and real estate industries resolve high stakes claims. Diana Parks is also a partner at the international law firm Dorsey & Whitney. She is one of the foremost experts in the country on infrastructure projects. Parks advises public and private clients in complex public-private partnerships and infrastructure projects that may be needed as stateâ&#x20AC;&#x2122;s recover from the hurricanes.

www.THeAsphaltpro.com // 77

new tech

Make Regs Physically Easier to Follow As more regulations, such as the Federal Motor Carrier Safety Administration’s hours-of-service requirements, call for the use of in-field electronics to complete daily, routine tasks, workers need to take delicate equipment into a harsh environment. Face it: construction work tends to kick up dust and dirt that shortens the life of a laptop computer. In August, we looked at some of the smartphones that are designed to handle the rough and tumble world of outdoor work. Now let’s take a look at the next size up. How do you carry around a tablet when you need access to it multiple times during the day? The team at Master Building Inspectors found a solution in the world’s first wearable and lockable tablet holder/carrier. While the tablet tool belt from RUNNER of Austin, Texas, looks a bit funny at first, it solves a real issue for field service workers, who can’t keep tablets in their hands all day. Chris Bruce, owner of Master Building Inspectors stated the product is a time-saver for his field service workers. “Never having to put the tablet down means it’s always with us, and it’s always there when we need it.”

ABOVE: The value of being mobile increases when the worker can carry technology with him. Photos courtesy RUNNER, Austin, Texas. LEFT: This RUNNER tool belt enables the worker to carry his iPad into the field and keep it close at hand. Bruce went on to say that all his field workers love it because their tablets are always at their sides. Prior to using RUNNUR, a worker would inevitably leave the tablet on a desk or the ground, and then need it while on a roof. He has workers who had to buy new tablets after leaving them at job sites. Still others had to buy new tablets after dropping them. RUNNUR ensures none of these events happen, while giving the user immediate access to his or her tablet. RUNNER is the first company to launch a fully patented inter-locking, hands-free tablet carrier/holster, and did so in June. RUNNUR’s clips are hip-mounted to either a person’s belt or to a separate heavy duty tool belt, providing the user with immediate access to their tablet at all times. OtterBox, recently partnered with RUNNUR to offer these devices to their massive customer base. With 105 million workers going mobile by the year 2020, and spending in enterprise technology significantly up over Q2, tablets are quickly becoming mainstream for tens of millions of workers in fieldwork such as construction, oil and gas, and healthcare. The value of mobility increases when workers can carry technology with them; how they carry that technology is an important part of the equation. For more information, visit https://www.mobiletechgear.com/ – By AsphaltPro Staff

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advertiser index Ammann.................................................................................... 27

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

Asphalt Drum Mixers ............................................................... 74

Libra Systems...........................................................................53

Astec, Inc...................................................................... 13, 56, 61

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

B & S Light................................................................................42

Process Heating.......................................................................55

CEI................................................................................................ 4 ClearSpan…................................................................................21 CWMF Corporation...................................................................41 Dillman Equipment…................................................................22 E.D. Etnyre..................................................................................19

Reliable Asphalt Products........................................ Back Cover Roadtec.....................................................................................7, 8 Stansteel Used......................................................................... 79 Systems Equipment...........................................................33, 51

Fast-Measure.............................................................................81

Tarmac International, Inc.........................................................77

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

Top Quality Paving.................................................................... 78

Heatec, Inc................................................Inside Front Cover, 31

Willow Designs..........................................................................81

Hot-Mix Parts...........................................................................65

Wirtgen America….....................................................................15

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

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Here’s how it works

Step 3 Step 1 The haul truck driver arrives for loadout.

The MINDS system finds the stored information for the specific truck that has arrived.

Step 2 The plant operator brings up the “ticketing” screen in the control house to begin a new ticket in the MINDS software.

Step 4 With the “loadout” screen, the plant operator types in the tons to be loaded from the selected silo.

Step 5 The MINDS system ensures the proper amount is dropped into the truck in the programmed number of drops.

Step 6 The eRoutes Gateway Manager-Configuration Tool captures the data; the “Tessera” ticketing system makes the ticket for the driver.

Reliable Asphalt Products’ Tessera Software with eRoutes™ To facilitate efficient haul truck loading and ticketing as well as accurate customer billing, plant operators and managers have cutting edge technology available to them. The team at Reliable Asphalt Products, Shelbyville, Kentucky, offers the MINDS “Tessera” Ticketing and Loadout Software equipped with eRoutes™ data capture technology. Here’s how it works: When the haul truck driver comes to the plant for loadout, the plant operator brings up a “ticketing” screen in the MINDS software to begin a new ticket. This intuitive screen leads him through the steps to look up the customer or job with whom the driver is associated. Because the MINDS system allows plants to

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store truck information by license plate or DOT registration number, the plant operator can automatically bring up the correct weight and other information regarding the vehicle. The “customer lookup” and “job lookup” screens allow the plant operator to direct the driver to the correct silo where the job’s specific mix waits. He uses the “price conditions lookup” and “material lookup” screens to select the correct data for billing and for loadout, respectively. With the “loadout” screen, the plant operator is able to type in the tons to be loaded from the selected silo, and the system ensures that amount is dropped into the truck in the programmed number of drops. The “loadout” screen also shows

the plant operator the remaining silo inventory. Finally, the eRoutes Gateway Manager uses a ticketing computer with eRoutes Gateway Service to send data through the Internet/Intranet server to the ERP/invoicing database and to the printer simultaneously. The printed ticket contains mix information, billing information, tonnage, etc. for the driver to deliver to the foreman on the job site. Plant operation data can also be captured and used for analysis. Both the production and operational information reports can be sent on a regular schedule (i.e. end of day reports) or on demand via email or text message. For more information, contact Will Rabatin at (866) 647-1782.

ProSizer Series

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

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