Asphalt Pro - December 2016

State of the Sustainable Industry

asphaltPRO Production – Professionals – Products

C.R. Jackson Shares How to Get Longer Wear Times Prop 65 Targets Asphalt

• Bypass Rebuild • How to Extend Patches • Control Emissions with Your Burner

DECember 2016

CONTENTS

asphaltPRO DEcember 2016

departments

32

Editor’s Letter

5 –Luddites Unite for Sustainability

Around the Globe 6

Safety Spotlight 8 - Light Up the Night

By AsphaltPro Staff

KEEP IT UP

10 - Jump Start Without the Wait

By AsphaltPro Staff

PROJECT MANAGEMENT

12 – Your Ultimate Guide to Pavement Repairs—Part II Patch for Future Pavement Preservation

By Sarah Redohl

PRODUCER PROFILE

22 – C.R. Jackson Continues South Carolina Growth with Award-Winning Longevity

By Sandy Lender

38

44

INTERNATIONAL SNAPSHOT 46 – Egypt Recycles In Place From Roadtec

PRODUCT GALLERY

50 – What’s New for Asphalt Production?

By AsphaltPro Staff

HERE’S HOW IT WORKS

62 – Atlas Copco’s Tunnel & Auger Drive Systems

22

NEW TECH

66 - Manage Work Zone Congestion Faster, Smarter

By Sarah Redohl

Feature articles 28 – Lojac Commits to Quality, Overcomes the Unexpected

By Sarah Redohl 32 – Use Your Burner to Lower Emissions

By Sandy Lender 38 – Blackrock Mills Mega Tons at Night

By Tom Kuennen 42 - 8 Steps to Transition to New Lease Accounting Rules

By Ralph Petta 44 – Routine Screen Repair for Recycling

By AsphaltPro Staff 47 – Prop 65 Looks at Asphalt

By Sandy Lender

State of the Sustainable Industry

asphaltPRO PRODUCTION – PROFESSIONALS – PRODUCTS

C.R. Jackson Shares How to Get Longer Wear Times Prop 65 Targets Asphalt

• Bypass Rebuild • How to Extend Patches • Control Emissions with Your Burner

DECEMBER 2016

on the cover C.R. Jackson Inc. headquartered in Columbia, South Carolina, partners with Kenco Engineering of Roseville, California, to get longer life out of all of its equipment for award-winning results.

See related article on page 22. Photo courtesy C.R. Jackson Inc.

46

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editor’s Letter Luddites Unite for Sustainability

As a fan of Charlotte Bronte and her novel Shirley, I learned about Luddism through literature, rather than a history class. You can blame that on the sparse education in our public school system or my selective attention span. The point is I guard against technophobia in myself when I sense it, but I also guard against judging technology solely on its wow factor.

Let’s consider the upcoming Tech Experience pavilion that’s consuming 75,000+ square feet of CONEXPO-CON/AGG 2017 this March 7 through 11, where a big draw is a full-size, additive-manufactured, working excavator. It sounds incredibly cool. It also sounds incredibly expensive to create with three university teams and the Oak Ridge National Lab working on it.

Within the pavilion, you’ll find “What’s Next” technology for the use of drones, for the future work force and for safety at the job site. I find these elements a laudable use of floor space. I’m hesitant to recommend AsphaltPro readers take too much time out of their trade show experience to stare at innovative wearables that include such things as robotic exoskeletons.

How will the dump man be safer on the job wearing something that looks like it fell off the prop truck for Iron Man? While futuristic and cool, it will leave quite a dent if the wearer steps onto the new mat. The exoskeleton I mention is designed to reduce fatigue and bodily stress for workers performing “high-frequency and long-duration” tasks, thus it’s not cushioning the blow from a motorist plowing through the work zone. You need the already-in-existence, autonomous crash attenuator for that.

Let’s be smart about upcoming tech use. Yes, there are many ways computer software and wireless technology have already helped the asphalt industry become safer and more efficient. Look at the improved accuracy of grading, milling and paving that has come about with equipment automation. We have a hundred examples to turn to at the asphalt plant alone.

I’ve no doubt these trends will continue. I’ve no doubt we’ll be smart about implementation.

If a company elects to make a screed with 3D-printed steel components to achieve a 40 or 50 percent reduction in materials compared with traditional manufacturing, that sounds like a sustainable practice. Now weigh that thing. If the screed is 75 percent lighter than all the competitors’ models, guess how many contractors are going to buy and use it. Zero. Because screeds need to achieve upwards of 90 percent compaction of an asphalt mat.

You see, new technology should make processes more efficient, not more cumbersome.

Technological advances should offer environmental benefits, not unsustainable draws on our resources. And at the end of the day, technology’s use should make the worker safer and more comfortable, not looking for a loophole around its use.

Examples: In the asphalt industry, we have automation systems on our paving equipment that too many paver and screed operators turn off because the systems can be cumbersome or difficult to understand. We fix that through training.

In the asphalt industry, we have OEMs already using additive manufacturing to create simple components with less waste and less cost than subtractive manufacturing. That represents the wise use of 3D printing to manufacture models and actual parts used in our industry where it’s best invested.

Finally, in the asphalt industry, we have personal lighting solutions that fit on individual hard hats that workers find heavy; they experience neck fatigue by the middle of their shifts, so they seek ways to get around wearing this extremely important bit of PPE. We fix this by communicating with OEMs to lighten the lights and provide workers the type of lighting that we know they will wear religiously in the work zone. Their lives depend on it.

As the construction industry in general makes strides toward a cool and funky future, our section of the industry needs to keep reality in mind. Everybody wants to be on the cutting edge. Nobody wants to be left behind. But we all have profit, the environment and the safety of our workers to consider.

December 2016 • Vol. 10 No.3

asphaltPRO 602 W. Morrison, Box 6a

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

AsphaltPro is published 10 times per year: January, February, March/ April, May/ June, July, August, September, October, November and December by Asphalt Pro, LLC, 602 W. Morrison, Box 6a, Fayette, MO 65248.

Writers expressing views in AsphaltPro Magazine or on the AsphaltPro website are professionals with sound, professional advice. Views expressed herein are not necessarily the same as the views of AsphaltPro, thus producers/contractors are still encouraged to use best practices when implementing new advice.

Subscription Policy: Individual subscriptions are available without charge in the United Sates, Canada and Mexico to qualified individuals.

One year subscription to non-qualifying Individuals: United States $90, Canada and Mexico $125.00. For the international digital edition, visit theasphaltpro.com/subscribe-2.

Stay Safe,

Sandy Lender

www.THeAsphaltpro.com // 5

around the globe

Industry News and Happenings from Around the World Africa

Much Asphalt (Pty) Ltd., South Africa, is celebrating its 50-year anniversary this year and has recently established a branch on the Cape West Coast between Vredenburg and Saldanha. The first asphalt produced in the 90-TPH plant was made for RJM Civils in Langebaan June 28. New Western Cape Regional Manager Dave Bullock will manage the facility.

Canada

The Ontario Hot Mix Producers Association (OHMPA) ran its #ONGreatRoads photo contest from May 13 to July 22 this year, receiving 54 entries from diverse regions of its province. Five winners each received a $100 gas card and new appreciation for asphalt pavement. OHMPA Executive Director Vince Aurilio said, “Our goal is to promote excellence in asphalt pavement and through this contest we get to see that excellence through the public’s eyes.” Source: www.ohmpa.org

China

• Shanghai hosted the Industrial Automation Show (IAS), a themed show under the China International Industry Fair (CIIF), Nov. 1 through 5, at the National Exhibition and Convention Center. IAS has become the biggest industrial automation show in Asia in terms of scale and influence, and is considered an industry barometer for China’s automation market. Source: IAS • China’s bitumen export jumped to 50,000 tons in August. South Korea and China were major exporters of bitumen to Japan for the period of January to August of this year.

Source: Bitumart’s Petrosil.com

Germany

Bitumart’s Petrosil.com reports that Germany’s bitumen export increased by 30 percent year over year for 2016 as of late October. The total to that date was 880,000 tons exported.

United Kingdom

November 2016 was the launch of the first Incident Management Month by SharePoint EHS software providers Pro-Sapien, Glasgow, United Kingdom. The campaign highlighted the importance of improving workplace safety by promoting a culture of thorough incident management and reporting around the globe.

6 // December 2016

United States

Your AsphaltPro magazine staff members are headquartered in Missouri, but share news from all over North America. We welcome you to join us on the web at www.TheAsphaltPro. com. Like us at https://www.facebook.com/ AsphaltPro. Ask our editor sandy@theasphaltpro.com how to join the Sharing Asphalt Group on facebook to help promote your asphalt business.

Alabama

• Auburn University and the Alabama DOT join for the 60th annual highway conference Feb. 15 through 16 at the Renaissance Montgomery Hotel & Spa in Montgomery, Alabama.

• Get your registration in early for the Alabama Asphalt Pavement Association (AAPA) 27th annual asphalt paving conference, March 22 through 23, 2017, at the Birmingham Marriott, Birmingham, Alabama.

California

• Brandon Milar, P.E., began his role as director of technical services for the California Asphalt Pavement Association Oct. 17.

• Plan ahead to attend the Association of Asphalt Paving Technologists annual meeting March 19 through 22, 2017, in Newport Beach, California.

Colorado

Have you signed up to attend the Rocky Mountain Asphalt Conference and Equipment Show? The 44th annual meeting and education opportunity taking place at the Crowne Plaza Denver International Hotel Feb. 22 through 24, 2017. Visit www.rmaces.org for registration information.

Florida

Orlando will host the 62nd annual meeting of the National Asphalt Pavement Association (NAPA) Jan. 29 through Feb. 1, 2017. Visit http:// www.asphaltpavement.org/annualmeeting for registration and hotel information.

Illinois

Doug Oberhelman, chairman and CEO of Caterpillar Inc., Peoria, Illinois, is the sole recipient of the American Road & Transportation

Builders Association’s (ARTBA) highest honor this year. The ARTBA Award was presented to Oberhelman Oct. 6 during the association’s national convention in Tucson.

Missouri

Your AsphaltPro magazine staff members welcome you to join us on the web at www.TheAsphaltPro.com. Like us at https://www.facebook.com/AsphaltPro.

Nevada

Demolition 2017, which is the annual meeting of the National Demolition Association, takes place Jan. 29 through 31, at The Mirage in Las Vegas. Get information at www.demolitionassociation.com/convention.

Ohio

Midwest Equipment, Columbus, Ohio, has acquired Westpro Power Systems, a manufacturer of Westinghouse portable power products.

Through the acquisition, MWE will add the Westinghouse portable generators to its distribution channels to rental and equipment dealerships.

Pennsylvania

Hauck Manufacturing Company, Lebanon, Pennsylvania, is now part of Honeywell International’s Honeywell Process Solutions business as Honeywell Thermal Solutions. The complete line of products is still available from Honeywell including Hauck StarJet burners, Hauck MegaStar Burners, Hauck NovaStar burners and Hauck TBA blowers and control systems. Manufacturing is at Honeywell’s Rockford, Illinois, and Muncie, Indiana, facilities. Sales and support remains in Lebanon, Pennsylvania. Contact Honeywell Thermal Solutions at (815) 877-3031 and ask for asphalt.

Texas

Would you like to list pavement preservation certification on your portfolio? Starting in 2017, the ISSA Slurry System Workshop will offer pavement preservation certification exams. The first is available Friday, Jan. 27 at the Texas Station Hotel beginning at 9 a.m. For information about certification, call the National Center for Pavement Preservation at (517) 432-8220.

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safety spotlight

Light Up the Night

The HLL79HB high-beam lamps fit 4- by 6-inch rectangular formats, and are designed so users can easily upgrade their headlamps from standard halogen.

Let’s take a look at safe lighting on some basic equipment, such as haul trucks, trailers and tack wagons. Optronics International, Tulsa, Oklahoma, displayed its most recent launch for the first time at the 2016 AAPEX Show in Las Vegas recently. The Opti-Brite LED Headlamps offer retroreflective LED tech engineered to emit a wider, brighter beam for increased visibility and safety. The rear-oriented LEDs interact with precision-engineered metallic parabolic reflectors to create a beam pattern that is ultra bright, with broad, smooth, photometric characteristics that approximate the color temperature of natural sunlight, improving visibility and reducing eye fatigue.

“No other headlamps have this stunning conspicuity feature on one side and our ‘retroflective’ optics on the other, orienting the LEDs producing the headlamp beam backward, and letting our advanced reflector geometry do the work of projecting the beam forward,” Brett Johnson, president and CEO of Optronics International, said.

The new LED headlamps come in three formats that cover a wide range of vehicle makes and models. The HLL93HLB series fits a seven-inch round format and has both high and low beam functions built in. The HLL79HB high-beam lamps and HLL78LB low-beam lamps—pictured here—fit 4- by 6-inch rectangular formats and are compatible with four-lamp systems with separate, dedicated highbeam and low-beam lamps.

The new Opti-Brite LED Headlamps are designed to allow users to easily upgrade their headlamps from standard halogen and HID sealed-beam to a higher-performing, higher-style and longer-lasting LED light source. The lamps use standard H4 three-blade connectors, and it takes just minutes to convert any vehicle with compatible headlamps to the new LED technology.

“Our new Opti-Brite LED Headlamps are plug and play,” Marcus Hester, vice president of sales and marketing for Optronics International, said.

All lamps are engineered to accommodate both 12- and 24-volt electrical systems. The new lamps have an expected service life of 30,000 hours, 15 to 30 times that of halogen and HID headlamps.

L

8 // December 2016

The lamps feature durable, powder-coated, die-cast aluminum housings and tough polycarbonate lenses that have an application of a special coating that protects them against exposure to UV rays and harsh environments. The coating also defends the lamps against the cracking, fading and yellowing associated with some LED headlamps.

“In addition to these more traditional headlamp formats, we’re in discussions with several OEMs now regarding custom and modular LED headlamp designs,” Johnson said. “The reduced maintenance and downtime associated with LED headlamps will ultimately make them a reality on virtually every commercial vehicle in the future.”

The new Opti-Brite LED Headlamps are expected to be available in the first quarter of 2017. The lamps meet or exceed all FMVSS 108 and CMVSS 108 photometric requirements for visibility and safety. The lamps employ a solid-state, surface-mount device (SMD) design that protects their electronics against moisture, shock and vibration. Like all LED products from Optronics, Opti-Brite LED Headlamps come with no-hassle, one-diode lifetime warranty protection that will replace the lamp if even one diode fails.

For more information, contact Dorian Drake at (914) 697-9800, or visit http://www.doriandrake.com/.

– By AsphaltPro Staff

Customize Your Own Lights At the National Asphalt Pavement Association (NAPA) mid-year meeting in Seattle way back in July, the association gave a 2015 Asphalt Operations Safety Innovation Award to Payne & Dolan Inc., Waukesha, Wisconsin, for its lighted spray bar for a tack truck. Realizing the possibly hazardous situation created by the 13-foot-long spray bar projecting beyond the sides of the tack truck, an employee decided to wrap the spray bar with an 18-foot LED light powered through an inverter connected to the vehicle’s battery. The lighted bar reduces a trip hazard for those in the work zone and makes the truck more visible to drivers at night.

With the LED light wrapped around the length of the spray bar, Payne & Dolan workers have eliminated a trip hazard while illuminating the back of the tack truck for passing motorists.

Photo courtesy NAPA.

keep it up

Jump Start Without the Wait Imagine this: You’re out on a job and about to fill up your rollers’ tanks when you realize that your water truck won’t start. You can’t sit around waiting for someone else on the job to come over and jump the truck. With a portable jump starter, this situation can be remedied in seconds.

New lithium-ion jump starter options provide an attractive alternative to traditional lead-acid batteries. They’re usually lighter and more compact, they’ll typically keep a charge for up to a year, they can be used multiple times before recharging, and they have long life spans. Some of them even come with USB ports to charge other devices, emergency lights and 12V power ports.

Essentially, a portable lithium-ion jump starter is a larger version of the portable batteries you might be using to charge your phone on the go. The difference is instead of 1000 to 3000 milliampere hours, or mAh, we’re talking 15,000 or even 30,000.

But there are tens of thousands of portable lithium-ion jump starter options available, and not every jump starter will work on the types of vehicles on a paving job. To ensure you get a battery pack that will work with a variety of equipment, there are a few things you should look for.

Experts recommend a power pack with at least 300 amps to start larger engines.

You’ll also want to consider the number of mAh, which will give you an idea of the battery’s capacity, as well as the voltages supported by each battery. You might also consider benefits, like a light (useful to jump at night) or the ability to charge other devices.

I

Best Overall:

✔Antigravity Batteries AG-XP-10 This multi-function power supply and jump starter was rated the best jump starter by Consumer Reports. The 600-amp device is so powerful it can jump-start diesel engines up to 7.3L, as well as gas engines. It also includes two USB ports, an LED light, and 12volt and 19-volt outputs. Its 18,000 mAh means more power with less recharging, and the device includes a battery capacity indicator. The battery comes in a carrying case

10 // December 2016

with a handful of cords for most phones and tablets, jump cables, as well as a home and mobile charger to recharge the battery.

• Weight: 2 pounds • Size: 12 x 10 x 3 • Price: $149.99

es, too. It’s designed to jump start gas engines up to 6L and diesel engines up to 3L. It comes in a neoprene bag with jump cables, a USB cord and charger.

• Weight: 2.4 pounds • Size: 3.2 x 6.7 x 1.7 • Price: $99.95

✔ GOOLOO 600A This portable car jump starter also packs a lot of power. It is the number one bestselling automotive power pack on Amazon.com.

The 600-amp device can jump gas engines up to 6.5L and diesel engines up to 5L. With 15,000 mAh, the 600A can also charge phones, tablets and other devices, and comes with an LED light. It comes with jump cables, a wall charger and a car charger. There is also an 18-month warranty on the device.

• Weight: 1.1 pounds • Size: 6.2 x 3 x 1.4 • Price: $59.23

Alternative Options:

✔ NOCO Genius Boost Plus GB40 The Genius Boost from NOCO offers 1,000 amps, which the company claims can power up to 20 jumps on a single charge. There are also 400-, 2000- and 4000-amp models available. The device comes with an LED flashlight and can recharge personal devic-

✔ DB Power 600A This device has a capacity of 18,000 mAh and can jump 6.5L gas engines and 5.2L diesel engines. It also features a compass, USB port and charge indicator. It comes in yellow or red and costs $86.99. ✔ PowerAll PBJS32000R This 800-amp, 32,000 mAh device is made for 24-volt vehicles. It packs a lot of power into 2 pounds. Its stand-by battery life is six months, offers two USB ports and comes with a one-year warranty. ✔ Suaoki G7 Plus With 600 amps, this 18,000 mAh battery can restart 5L gas and 3.5L diesel engines. It features an LED light, battery indicator and two USB ports. The device comes in green or orange and comes with an 80 PSI mini air compressor pump.

–By AsphaltPro Staff

Click, click, boom.

You’re the smartest guy in the room.

SaveMyRoad.com is the premier information hub for roadway planning and preservation. Here, you’ll find helpful information ranging from treatment options to preservation strategies that will put your projects in the fast lane.

Visit

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project management Your Ultimate Guide to Pavement RepairS

part 2

Spray injection patching cleans, tacks, fills and compacts in one continuous operation. The process requires a one- or two-person crew, can be used in cool or damp conditions, and doesn’t require a roller. Photo courtesy of Crafco Inc.

Patch for Future Pavement Preservation Patching is an important process in any pavement maintenance program. We have the ability to significantly increase the life of our patches if we pay attention to industry best practices.

As with any other maintenance procedure, it’s important to make these repairs early.

“There are fortunes to be saved just by changing a philosophy to just go fill potholes

P

12 // December 2016

while they’re small,” said Scott Yasinski, vice president of sales with SuperiorRoads Solutions. “There’s no such thing as a pothole too small to worry about. A 4-inch pothole on a busy street can be a foot in diameter in just a few days.”

There should be more behind your pavement maintenance strategy than a throw-n-go mentality. That sort of thinking leads to pot-

hole repairs that are gone the next day. Here’s how to perform a patch that lasts.

Choose the Right Mix

Whether you’re performing a saw cut and replace or an infrared patch, using the right material is key.

“The type of material can be the deciding factor in whether your repairs last 2

Upcycle:

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Call Gencor today and learn how you can “Upcycle”.

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project management

The Patch King from Process Heating Company, Seattle, offers a way to keep material hot throughout the day—and overnight—and then an augered chute that swings side to side to deliver material to the area to be patched. Photo courtesy of PHCo.

With SuperiorRoad’s Python 5000 pothole patcher, the operator can complete each step of the process without leaving the cab. “The operator drives the machine up to the hole, blows it with air blasts of 120 PSI,” Yasinski said. “The second stage is the application of tack oil.” The hopper will heat the material, which is then augered onto the belt and delivered into the hole. The operator can then rake the mix for even distribution and then compact with the Python 5000, which offers the same force as a 1-ton roller. Photo courtesy of SuperiorRoads Solutions.

14 // December 2016

years or 20 years,” said Aaron Barla at KM International. For surface repairs like pothole patching and skin patches, he recommends using a top mix, which can offer better compaction, less water penetration and a smoother patch than a base mix. “Typically the finer the material the better, especially when doing maintenance.”

It’s also important to keep that mix at the proper temperature until you’re ready to use it. “We see many maintenance contractors buying 3 or 4 tons of mix just to keep 2 tons warm,” Barla said. In addition to maintaining the temperature throughout the working day, using a hotbox reclaimer allows you the ability to reclaim or reheat bulk stored virgin material overnight, can save time traveling to and from the hot mix plant and can help contractors more closely monitor the temperature of their asphalt.

“The contractor can buy what they need and use what they buy, eliminating the need to throw excess material away.”

In some circumstances, contractors might need to perform a cold patch using cold mix.

Although some agencies believe patches with hot mix are more permanent, patches with cold mix can be a quick temporary solution. Selecting your cold patching material is an important part of the process.

“In North America, contractors’ only options are to buy cold mix from an asphalt supplier or order bagged cold mix,” Yasinski said.

According to Rob Main, general manager of cold mix products at GemSeal Pavement Products, some cold mixes are considered permanent and can stay in the pothole for years. To find a high quality cold mix, Main said it’s important to pay attention to how stiff the cold patch mix is and to look out for uncoated aggregate.

“A well-made cold mix will have a thin film of asphalt covering every stone in the mix uniformly,” he said. “If that film starts to separate from the aggregate, you’re at risk of a failure.”

“I recommend a simple visual test to look for uncoated stones where you can see the natural color through the black asphalt coating,” Main continued. “The asphalt is the binder that holds everything in place in the pot hole, and if you see these telltale signs that it’s separating from the aggregate, the mix probably isn’t a very good one.” He also

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project management

Whether you’re performing a saw cut and replace or an infrared patch, using the right material is key. When it comes to selecting a cold patch mix, Main said it’s important to pay attention to how stiff the cold patch mix is and to look out for uncoated aggregate. Photo courtesy of GemSeal Pavement Products. recommends putting a small amount of cold mix asphalt in a cup, pouring water on it, and seeing if any binder comes off the stone.

“This test is performed to see if the binder will stay on the stone while it is stock piled over the next few months,” Main said. “If the piles of cold mix are left uncovered, the binder can wash or bleed off the aggregate. The quality of the binder and aggregates is an important part of the cold mix production process.”

Another special consideration to make when performing cold patches is the application temperature. “In my experience, cold mix is best applied when it’s close to the temperature it was mixed at, so around 185 degrees,” Yasinski said. “I’ve tried applying it at 100 degrees and at 180 degrees, and the patch at 180 degrees was much better.”

Make It Stick

Regardless of the solution you use, adhesion is vital to the longevity of any patch.

That involves sound cleaning practices, the use of tack in many instances, and successful compaction.

“The biggest mistakes we see are not cleaning the hole effectively and not getting compaction,” Yasinski said. “When I watch conventional road crews clean a pothole, they’re limited to what they’re able to achieve with the tools they have. A brush or broom can’t clean the pothole effectively, or their pressure system isn’t strong enough.”

16 // December 2016

It’s important to follow best practices for cleaning to get maximum adhesion. Depending on the patching process you use, you may need to spray a tack coat.

Compaction is also key. “When it comes to compacting asphalt, it doesn’t matter how the patch was made,” said Darrell Engle of Atlas Copco. “Whether it’s a cut-andfill or infrared method, the compaction technique is the same.”

Engle said compaction does vary when you need to compact base materials that were replaced or added during the cut-and-fill method. “For this scenario you’ll need to compact the soil using a plate compactor or roller without water,” he said. “The base will also likely need to meet different compaction requirements than asphalt, so it’s important to keep that in mind for optimal quality.”

It’s also important to ensure you have the right tool for the job.

“I’ve seen some people compact the area by stomping on it or leaving traffic to do the job,” Yasinski said. “A very small percent of manual repairs have a tamper out there and have the equipment to compact properly.”

SuperiorRoad’s all-in-one pothole patcher, the Python 5000, for example, offers the same force as a 1-ton roller to remove the air voids in the pothole. “Creating contact with the entire road surface is important for maximum adhesion,” Yasinski said.

“We usually give a good, better, best scenario,” KMI’s Barla said. “Good is a vibratory plate compactor, better is single drum roller, best is a double drum ride-on roller.”

As you begin compacting the patch, Engle recommends starting with edge pinching to seal the patch, “which is compacting 3 inches of asphalt around the edge of the area with a plate compactor,” and then compacting the rest of the patch.

“The edges are the most likely failure point so you want to ensure you are compacting at the hottest point,” Barla said.

“One of the most important things to keep in mind, regardless of whether you are using a plate compactor or asphalt roller, is keeping your water reservoirs full,” Engle said. “This ensures there is plenty of water coverage on the plate or roller drum so you do not pick up any asphalt from the patch, which not only makes a mess on your equipment but also affects the quality and smoothness of the asphalt.”

Engle said it’s also important to check stiffness readings often. “This lets the operator know that the entire area has been adequately compacted, which will provide optimal longevity.”

The Spray Injection Patching Process

Another surface treatment is spray injection patching. Spray injection patching cleans, tacks, fills and compacts in one continuous operation. The process requires a oneor two-person crew, can be used in cool or damp conditions, and doesn’t require a roller, making spray patching a fast and lasting repair option according to Brandi Julian, sales training manager at Crafco Inc. Depending on the type of repair, spray patching provides the ability to patch and repair large potholes, construction joints, alligatored areas and broken shoulder edges.

Although Julian reports spray injection repairs lasting up to 3 years, it’s always important to follow best practices to get that longevity. As with any other patching option, it’s important to clean the surface.

In the case of spray injection patching, Julian recommends lowering the nozzle to 12 inches to blow dust, dirt and standing water away from the repair area and keeping the hose as straight as possible for best performance.

She also recommends using tack, with the nozzle at 24 to 30 inches from the pavement. “Be sure to coat the entire area including 6 inches past the edge of the repair for best performance,” Julian said. “Highly distressed areas and damp areas require heavier tack application.”

Next, you’ll fill the hole by continuously moving the nozzle over the repair from the deepest areas to the shallowest areas, taking care to avoid material build-up.

“Emulsion is the glue. To get a long lasting repair, make sure you have enough emulsion,” Julian said. “If an excess of emulsion appears, reduce the emulsion flow. If the stone appears undercoated increase the emulsion flow.”

When the stone and emulsion flow are adjusted properly, Julian said less than 10 percent of the stone should look uncoated.

Because spray patching is self-compacting, Julian said, the last step is applying the topcoat. “Lightly coat over the entire repair with dry stone to complete the repair,” Julian said. She also suggests sweeping any

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project management overspray of material back onto the repair area with a push broom to finish with a clean, aesthetic patch.

The Infrared Repair Process

Infrared repair can be used for a variety of asphalt imperfections, Barla said, adding that

infrared is most effectively used for surface repairs on a single lift. “If a contractor did want to offer infrared for a sub base failure, they should let the customer know in that situation they are only giving them a temporary repair and may have to be repaired again in the future,” he added.

“If the surface of the asphalt shows major deformity, the sub grade has probably been affected,” said Bob Kieswetter of Heat Design Equipment Inc. However, for single lifts not showing major deformities, infrared can offer a long-lasting patch.

How to Patch Patchwork-Style Lots At the height of the recession, Krystal Strassman remembers doing more than 30 patches on a single apartment complex parking lot. The $50,000, 1.5-day job required 300 tons of asphalt to improve the 40-year-old lot.

“People were so shy about spending money back then,” said Strassman, project estimator and marketing director for DRS Paving and Asphalt Reheat Systems in Fitchburg, Wisconsin.

“The customer might rack up $50,000 in patches, but that’s a lot less than the couple hundred thousand it would cost to fix the whole thing.”

Despite improvements in the overall economic climate, you might still be faced with a similar situation.

“We have some clients who invest so heavily in patches because they don’t want to have to shut down their lot,” Strassman said.

Gas stations and fast food restaurants that operate 24 hours and require a parking lot as part of their business are still patching lots religiously to avoid lost business. “It isn’t cheap for us to come back a bunch of times and set up and tear down over and over, but to them, what’s most important is not being closed.”

Or, maybe you have a customer with a deteriorating lot and an extremely tight budget. Either way, you might be faced with the challenge of performing a whole lot of patches in a very small area.

Here are Strassman’s tried and true tips for a top-notch patch (and patch, and patch, and patch) job.

The Due Diligence of Proper Drainage To ensure the highest quality results, Strassman visited the lot almost a dozen times—often after it rained—to mark out areas that needed to be patched, as well as how the lot was draining. That level of due diligence made it easier to convince the customer exactly why they needed each patch.

The original scope of the project included only superficial issues, so it took some education to convince the customer about the dangers of poor drainage.

“There was some concern that we were taking too much asphalt out, but we knew we had to do it to make the lot drain,” she said.

She had to consider how each patch was going to affect the lot’s drainage and anticipate future problems.

“Sometimes you have to take out good asphalt—maybe 3 or 4 feet beyond the part that looks terrible,” she said. “Otherwise, you’re just pushing puddles around, and that’s not good for anyone.”

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The first time Strassman went to the lot, she marked the areas that needed to be patched in orange. Then, she’d go back after it rained to mark out how the water was draining and ponding in green paint.

Strassman also recommends no less than a 6-foot level to effectively measure elevations, as well as a transit level. “A 4-foot level won’t let you see what you need to see, and you can’t eyeball everything,” she said.

Keep Eager Drivers At Bay Despite patching as an opportunity to minimize lot closures, working with traffic moving around you is never easy.

One time, Strassman’s crew was paving in a McDonald’s parking lot when a driver drove right over the freshly laid, uncompacted mat, despite all the signs, equipment and safety cones.

“He drove right up to the paver and asked us what we were doing,” Strassman said. Although situations like this don’t happen very often, when working in commercial lots with heavy traffic, it’s important to devote proper resources to traffic control.

In the case of the 30-patch parking lot, the DRS crew went to the jobsite early to prepare it before patching began. “If the crew isn’t there, it’s easy for people to move the cones and park in the middle of where you need to be working,” Strassman said. “People are a lot more inclined to stay away from an area if people are actually working there.”

Of course, signage like, “DRS trucks only beyond this point,” ward off most drivers, but Strassman also recommends putting one crewmember on traffic control.

“Just do it,” she said. “It keeps the crew happy so they don’t have to focus on everyone else or worry about being interrupted to talk to people. It’s the best $15 an hour I’ve ever spent.”

Get Results, Manage Expectations In the end, DRS’s commitment to the project—and the results it achieved—paid off. “After that job, three other apartment complexes asked me to do the same for their lots,” Strassman said.

However, she also stresses the importance of being honest if patching isn’t the answer.

“I’ll tell people directly, ‘I can’t patch this,’” she said. “You have to be careful to not oversell patching. The customer needs to know they aren’t getting a brand new lot.”

project management According to Tom Allen, general manager of KASI Infrared Corporation, the first step is to mark off the repair area. Next, Kieswetter said, you need to clean the area, preferably using an air compressor to blow all loose material away from the patch area, and remove any crack filler material with a router.

After cleaning the area, place your infrared heater over the patch. All edges of the repair area should be at least 6 inches from

the damaged area, and the heater should be able to heat an additional 6 inches beyond the repair area to ensure the restored area is fused to the existing hot pavement when rolled, Allen said.

“The most common mistake we see in doing infrared repair work is the edge of the patch is cut too close to the unheated asphalt so there’s not a seamless watertight joint,” Kieswetter said.

Heat as slowly as necessary to avoid burning the existing asphalt. The time required to heat the area will depend on how old the asphalt is, if it contains any moisture, and the weather in which you are working. Dirt can also be a barrier to heat. To reach the required depth, you may need to remove the top layer of existing asphalt.

Next, Kieswetter recommends moving the heater and cutting the edge of the patch in straight lines a minimum of 3 inches inside the heated area.

“The key to infrared is you are creating a hot-to-hot bond between the new and existing asphalt,” Barla said. “So when you start defining the edges, you want to go in about 3 inches from the edge of the heated area to ensure that hot-to-hot bond.”

Then you must thoroughly scarify the top layer. Kieswetter reminds readers that scarifying to the full depth of the heated layer is one of the most important steps to ensure high-quality results. “That’s one of the most common mistakes we see, not scarifying deep enough to penetrate the full surface course,” he said.

Using a lute, make the area level and remove any coarse material to ensure a uniform surface texture. Next, you must add a rejuvenator.

“One of the biggest mistakes we see on infrared repair jobs is not using a rejuvenating agent,” Barla said. “Most of the time when one is doing an infrared repair, the asphalt is 15 to 20 years old, so over time the asphalt has oxidized. That rejuvenating agent replenishes the maltenes the asphalt has lost over the years.”

Barla recommends spraying a heavy mist around the edges of the repair. “If you are ever questioning yourself about the amount of rejuvenator you are using, overdo it rather than under do it,” Barla said.

Next, add sufficient new, hot asphalt to meet the job’s grade requirements and mix it in with the existing material before using a lute to level out, Allen said.

“Another common mistake is using asphalt that has gotten too cold for compaction,” Kieswetter said. Using a hotbox, as mentioned above, can help solve this problem.

As with any patch, it’s important to compact the edges first and then the interior, ensuring a uniform compaction throughout the repair.

–By Sarah Redohl

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Producer profile

A C.R. Jackson paving crew uses the Shuttle Buggy with hardened wear parts in the field. Photo courtesy C.R. Jackson Inc.

C.R. Jackson Continues South Carolina Growth with Award-Winning Longevity C.R. Jackson Inc. began in 1972 as a small landscaping company working primarily in Columbia, South Carolina. Over the past 44 years the company has grown in scope, capacity and geographic footprint to become one of the state’s premier highway heavy contractors. Today the company owns five asphalt plants from Columbia to Myrtle Beach and has the resources to pave in over half of South Carolina’s 46 counties.

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Upper management at C.R. Jackson said the company’s growth is supported by a strong commitment to safety and building a corporate culture based on respect and integrity. They’re aware of the impact construction can have on the surrounding environment and their team is focused on maximizing their recycling capabilities by using recycled asphalt pavement (RAP) as often as possible in their mix designs and achieving the Diamond Achievement Commenda-

tion at each of their asphalt plants. This commendation is given annually by the National Asphalt Pavement Association (NAPA) to companies who emphasize continuous improvement in their environmental practices, safety, community relations, and operations. Each of C.R. Jackson’s asphalt plants has received this commendation every year for the past decade.

C.R. Jackson Inc. can directly relate its sustained success and growth to a commitment to excellence in the quality of the work performed by its employees. The company garnered the Carolinas AGC 2013 Pinnacle Award for Best Highway Project after successfully tackling 13 intersections for a federal aid design-build project across Aiken, Clarendon, Lexington, Orangeburg, Richland and Sumter counties. C.R. Jackson was responsible for design, permitting, right of way acquisition, utility relocation coordination, land clearing and asphalt paving for all 13 projects, under one contract, in a condensed timeframe.

C.R. Jackson Inc. has also been awarded several Quality in Construction (QIC) Awards for excellence in construction of an asphalt pavement project from NAPA. The latest project which earned this award was on I-95 in Santee, South Carolina. The job involved significant patching of an aged concrete road before placing an asphalt overlay. The crew placed as much as 3 inches of overlay on the center line to make the correct crown for the existing road. In addition, they placed two strengthening lifts of asphalt topped with a lift of open-graded friction course (OGFC).

Manufacturing and placing the asphalt that brings quality awards takes attention to all the details. C.R. Jackson Inc. has long-term employees with excellent skills and good ideas for monitoring those details. One of the key components of the company’s success has been the ability to hire and retain a very talented and knowledgeable workforce. On average, the field superintendents have worked with the company for 14 years; at the project manager level, the average length of employment increases to 20 years.

Visiting with Larry Owens put some of that into perspective.

Owens is the equipment manager in charge of all the physical equipment. He’s been with the company for 36 years and remembers when they acquired an asphalt company to get into mix production.

Owens said. “We took over an asphalt company and that’s about when I started using Kenco.

It is a great value for the money, reducing downtime, and cost per hour.”

Kenco Engineering Inc., Roseville, California, provides wear parts for C.R. Jackson. Specifically, Gary Pruitt of Kenco Engineering works with Owens to keep equipment up and running.

Pruitt still services his customers in the old-fashioned way of going to the site to visit and make sure all is well.

“That personal relationship is important,” Pruitt said. “Larry’s about 10 or so years older than I am, and we treat each other with mutual respect. It’s a good marriage. He can trust me to tell him when I see something wearing.”

Of course the company is proactive about equipment maintenance and upkeep. Barry Feagin and Dale Floyd, the company’s asphalt plant managers, are at liberty to order from Pruitt

www.THeAsphaltpro.com // 23

Producer profile

Workers at the Kenco manufacturing facility are the skilled laborers that make American products with American pride. These pieces find their homes with C.R. Jackson Inc. equipment and other customers all across North America. Photos courtesy Kenco Engineering Inc. directly for their operating needs. Owens and Brad Peters, C.R. Jackson’s equipment manager in Darlington, make the decisions at the paving and equipment level.

“Larry will send a text with a picture if he sees something he has a question about,” Pruitt said. “They have multiple locations. All the facilities have a plant foreman. I have my notes on each facility on my iPad, and I’ll know which items I want to double-check when I visit. Then I may give them some information on some new technology we [Kenco] have. Around September, I’ll ask what plans they have for rebuild season and I’ll assess what their priorities are for the down season for capital winter maintenance projects. Mr. Jackson gives Larry the leeway to take care of what’s under his supervision. If I can give him something that gives less maintenance, I’ve helped overall.”

One of the reasons Owens has his owner’s confidence is his track record. “I understand wear components,” Owens said. “I know what carbide is and the hours of service it will add. But it was Kenco’s guarantee that got me to try it. We use quite a bit of Kenco product on our machinery.”

Owens listed everything from chutes to carbide cutting edges and side edges on loaders to screed plates on pavers to wear plates inside the Shuttle Buggies to carbide plates on milling machines and more.

They don’t skimp on shoring up their machinery for longer life.

24 // December 2016

C.R. Jackson, Inc. Produces Each of the C.R. Jackson asphalt plants has achieved the Diamond Achievement Commendation from the National Asphalt Pavement Association, proving environmental stewardship and employee safety are priorities for the company.

Myrtle Beach Asphalt Plant Located on Winyah Road in Conway Florence Asphalt Plant Located on Campground Road in Florence Jefferson Asphalt Plant Located on Ogburn Road in Jefferson Sumter Asphalt Plant Located on Eagle Road in Sumter Columbia Asphalt Plant Located on Independence Boulevard in Columbia

Top: The team at C.R. Jackson Inc. relies on Kenco’s machining and expertise for everything from chutes to carbide cutting edges and side edges on loaders to screed plates on pavers to wear plates inside the Shuttle Buggies to carbide plates on milling machines and more. They don’t skimp on shoring up their machinery for longer life. Photo courtesy C.R. Jackson Inc. Bottom: Gary Pruitt explained that Kenco manufactures replacement auger assemblies, which are large. “We use tungsten carbide augers with a cost-effective guarantee. It’s been three years since we sold the first set to C.R. Jackson.”

Photo courtesy Kenco Engineering Inc. Pruitt discussed the Shuttle Buggies specifically. “The first thing we jumped on was the discharge conveyor floor, which gets a significant amount of wear,” Pruitt said. “We developed a package that lines the hopper assembly with a 550 to 700 Brinell hardness rating. Since we’ve been installing our wear parts, I see a decrease in repeat orders for Shuttle Buggy parts. We do the auger assemblies, which are large augers. We use tungsten carbide augers with a cost-effective guarantee. It’s been three years since we sold the first set to C.R. Jackson.”

Owens said the company hasn’t tracked any change in fuel use in the machines since installing heavier wear parts. The savings in maintenance and wear part life outweighs any increase in fuel use due to machine weight, in his opinion. At this time, he’s pleased to keep everything running for C.R. Jackson Inc. with longer life with the wear parts his long-time supplier provides.

–By Sandy Lender

www.THeAsphaltpro.com // 25

Lojac Commits to Quality, Overcomes the Unexpected

By Sarah Redohl

Wrapping your head around the recently completed I-65/Goose Creek Bypass project in Franklin, Tennessee, is no small task. It was no small project.

The $46.1 million Tennessee Department of Transportation (TDOT) project included widening I-65, constructing a new interchange and widening State Route 248—also known as both Goose Creek Bypass and Peytonsville Road.

Despite the project’s complexities, the team at LoJac Enterprises, Lebanon, Tennessee, managed not only to complete the

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28 // December 2016

project on time—despite experiencing a major setback—but they also received a bonus for smoothness.

LoJac Enterprises won the bid for the job south of Nashville in Williamson County in fall of 2013 and completed the project in June of 2016. In total, the job required approximately 130,000 tons of asphalt and 170,000 tons of base stone to widen 3 miles of I-65—adding lanes both in the middle and outside of the existing pavement—as well as widen State Route 248 from a twolane road to as many as five lanes at the interchange, going in both directions.

“This was one of the last heavy-duty exit ramps still relying on a two-lane bridge over I-65,” said Tim Murphy, construction manager for LoJac Enterprises. “Traffic would be backed up for miles on Goose Creek trying to get on the interstate.”

According to TDOT, on an average day, that portion of I-65 sees 70,000 vehicles—a number that is expected to increase to almost 125,000 within 15 years.

Recent developments in the area, like the 600-acre Berry Farms development, contributed to the increase in traffic along the bypass, and future developments are ex-

LEFT: The $46.1 million TDOT project included widening I-65, seen from bottom left to top right in this photo, and constructing a new interchange and widening State Route 248. ABOVE: Much of LoJac’s crew grew up operating Roadtec equipment, Murphy said. Roadtec is located only 150 miles southeast of LoJac’s headquarters. The final surface was paved entirely at night so the crew could close more lanes.

pected to increase daily traffic from 11,000 vehicles to 23,000 by 2033.

Overcome Challenges, Meet Deadlines The first phase of the project was to add lanes in the middle of I-65 so they could transfer traffic to those new lanes. Then the crew could begin phase two, which required construction of the new exit ramps and begin widening Goose Creek Bypass.

It was during this phase that the project encountered a tragic and unexpected set-

back. On August 15, 2014, a tanker truck crashed into a pier of the old bridge and exploded. The driver, Bobby Bobo, lost his life in the crash. The heat from the fire was so severe that the beams of the new bridge were warped; the first phase of the new bridge would need to be torn down and entirely rebuilt.

“The first step was to do a lot of planning with TDOT,” Murphy said. Immediately following the accident, crews were already redirecting traffic up and down the ramps.

“No one could drive under the bridge until the old structure was on the ground.”

The crew demolished the old bridge over the course of a weekend, repaired part of the road that had been damaged by the excessive heat and fuel spillage on Sunday, and then directed their attention to the new bridge.

Although the new bridge was still standing, the crew would need to tear it down and start over. That also required redirecting the efforts of the beam fabricator, who had already begun working on the beams for phase two. One month after the accident, the bridge was imploded. The crew cleaned up the wreckage over that weekend and began rebuilding the bridge Monday morning. “[On the day of the accident,] the highway commissioner asked me if I thought we could open everything back up by Thanksgiving,” Murphy said. “We made a lot of

phone calls, met with subcontractors, and were able to open phase one of the new bridge and put traffic across it the Tuesday before Thanksgiving.”

“It required a full team effort—from our crew, our sub contractors, our fabricators, everyone,” Murphy said. General Superintendent Kenny Black and Project Superintendent Luke Stinnett led clean-up efforts and Eric Brown, of Brown Builders, also led a major charge to clean up and complete the bridge on time. “It was a great accomplishment after a very sad situation.”

After overcoming the 100-day setback, the crew could continue with their original plans.

To fulfill TDOT’s project specifications, LoJac first had to complete massive grading, as well as utility relocation to replace storm sewers. Then the crew placed a 10-inch aggregate base using 307AS mix, at 270 pounds per square yard, to offer proper drainage.

Then, the crew came back through with approximately 9 inches of 307A mix to build up the strength of the roadway, in three equal lifts. Next, they put down 2 inches of 307BM before putting down an open graded friction course of 1¼ inches, after TDOT changed the original surface mix to an open graded friction course.

“That mix in particular limits spray when it rains,” Murphy said. “It’s a really nice mix to lay. It’s a tough mix and it’s unforgiving for the crews, but it really worked well on this particular project.”

www.THeAsphaltpro.com // 29

TOP: This fall, Lojac also completed a high-profile project in downtown Nashville. Lojac received a ride incentive based on smoothness of the $5 million, eight-lane mill and fill project. BOTTOM: State Route 248 is also known as both Goose Creek Bypass and Peytonsville Road, depending on the direction of travel. Area developments are expected to increase daily traffic on this road from 11,000 vehicles to 23,000 by 2033.

Mill and Make the Grade

To make the grade work, LoJac’s crew had to mill the existing roadway—a total of 12 lane miles. Depending on the grade, the crew paved the existing roadway with either 307A or 307BM mix, and then the surface mix.

30 // December 2016

In general, LoJac does almost all of its own milling—Murphy estimates around 100,000 tons per year. “It helps us mill right in front of the paving crew,” Murphy said. “Plus, the milling guys want to do a good, smooth job because the paving crew

is on their team and they want to give them a good surface to operate on.”

Prior to 1995, LoJac sub contracted its milling work, but Murphy likes being in control “on both ends.”

“It helps us keep pace with the milling since we aren’t depending on anyone else’s schedule,” Murphy said. In Tennessee, if average daily traffic exceeds 70,000 on an interstate, the crew has to start paving within 72 hours of that surface being milled. For interstates with less traffic, they have up to 96 hours to begin. “With it being all our guys, we can time it really well.”

The final surface was completed entirely at night to allow for the necessary lane closures.

“We had to maintain two lanes of traffic throughout the job at all times,” Murphy said, “but at night we could go down to one lane.”

According to Murphy, Rick Smith, who leads LoJac’s night paving operation team, relies heavily on night work. “He takes a lot of pride in night work and getting a lot more done with less traffic to deal with,” Murphy said. Smith also coordinates work operations with Paving Superintendent J.R. Hill.

To keep the crew safe during night jobs, lighting is key.

“We really light up all our Roadtec pavers, shuttle buggies, etc.,” Murphy said. The crew also wears safety vests and lit hard hats to stay visible. “We also have our own traffic control team with LoJac Safety looking out for us, as well as support from the State Highway Patrol.”

If the State Highway Patrol is busy, TDOT reimburses LoJac for the cost of hiring out the local law enforcement. In fact, LoJac’s safety committee has mandated that any nighttime paving on high-volume roads must have blue lights—police vehicles—on the scene before setting up any lane closures.

They also operate Q attenuator trucks, where traffic is backing up.

To complete the job, LoJac relied on its Roadtec pavers, milling machines and shuttle buggies, as well as Caterpillar grading equipment, among others.

“LoJac gives us really good tools to work with: good pavers, good rollers, everything,” Murphy said. “All our crews on the paving side grew up running Roadtec equipment, because they’re local here,” Murphy said, adding that Roadtec is located only 150 miles southeast of LoJac’s headquarters. “Whatever the side of the machine says doesn’t matter as long as you have good equipment that doesn’t break down all the time.”

on TDOT’s smoothness test, resulting in a 6.5 percent ride incentive.

In addition to its grading and laydown services, LoJac Enterprises also operates 12 asphalt plants under the leadership of Plant Manager Bryan Carr, six of which are Astec plants, and produces mix both for its own projects and for other contractors.

LoJac started in 1983 when B.F. Jack Lowery and Don Chambers opened LoJac Incorporated and began offering concrete paving, repair and joint sealing. Within the year, the pair saw a need for LoJac Safety. A

couple years later, Lowery and Chambers purchased MacDowell Materials’ paving division and a handful of asphalt plants to start LoJac Enterprises.

In the last couple of years, LoJac has transitioned to its second generation of leadership, led by J.D. Lowery, Glenn Chambers, Kellie Chambers Mires and Wendi Lowery Dalby.

With a continued focus on teamwork, safety and quality—and a steadfast commitment to deadlines—LoJac is sure to make successfully completing jobs from $5 million to $50 million look easy.

The RP-190e is a rubber-tired paver from Roadtec made for highway work. According to Murphy, 90 percent of LoJac Enterprises’ work is government-oriented paving, including airports, county, city and DOT work.

Bonus-Worthy Results

In the end, not only did LoJac complete the I-65 project on time, they also received a bonus for smoothness.

What made this project unique was that it incorporated three of four companies under the LoJac umbrella: LoJac Enterprises, which completed the grading, sub base and paving; LoJac Safety, which managed traffic; and LoJac Inc., which completed the ramp work. It was also the largest highway project LoJac has ever completed in-house.

“It was a company-wide effort,” Murphy said, “and an opportunity to put a bunch of mix on the ground in a high profile area of Franklin.”

Within the four companies, LoJac employs 425 people. LoJac Enterprises, specifically, has 200 employees, including three asphalt laydown crews of 10 employees each and two milling operation teams.

According to Murphy, 90 percent of LoJac Enterprises’ work is government-oriented paving, including airports, county, city and DOT work.

At the time of Murphy’s interview, LoJac had just completed another high-profile job for TDOT, an eight-lane mill and fill with open graded friction course in downtown Nashville between mile marker 78 and 83. The $5 million, 36 lane mile project required 36,000 tons of asphalt and hit a 28

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Lean burn premix burners like the Hauck NovaStar from Honeywell have compact, high intensity flames. Photo courtesy Honeywell Thermal Solutions.

By Sandy Lender

It may sound like a contradiction to use combustion to lower emissions, but industry has both smart operations and ever-advancing technology to reach the goal of more environmentally friendly output. From training your plant operator on best

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32 // December 2016

practices to tuning your existing burner for optimum efficiency for your specific production capacity to installing newly designed burners, you have options to ensure your asphalt plant meets nitrous oxide (NOx) emissions regulations in even low-attainment areas.

Check on Technology

Industry and entrepreneurs were concerned with NOx reduction back in 1977 when the John Zink Company applied for U.S. Patent No. 4,004,875 to develop a lowNOx burner. A year and a half later, Robert Reed filed for a related invention patent.

He wished to design a burner to control the fuel and air supply within the burner “such as to maintain a minimum value of NOx in the effluent gases” no matter the fluctuations in burning rate or air supply rate.

By Aug. 30, 2000, Gencor Industries Inc., Orlando, filed a patent for the low emissions burner with premix flame stabilized by a diffusion flame. Now Genco, under the Gencor umbrella of companies, offers the EQUINOX™ combustion system, which is designed to reduce the use of flue gas recirculation, by a primary stage pre-mix accumulator and a second stage, patented injection system. The company states that this results in a stable combustion flame with little to no effect on the exhaust system of the process.

Early in the 2000s, Hauck Manufacturing Company worked with patents for a number of lean premix burners and threestage burners. Paul Lavenberg, a spokesperson for Honeywell Thermal Solutions, Rockford, Illinois, which now owns and manufactures the Hauck brand, listed the following current patents.

• Hauck NovaStar Burner: US20140308619, US8113821 • Hauck EcoStar II and MegaStar Burners: 5700143 • Hauck EcoStar II, MegaStar and StarJet Burners: US6969249 Astec Industries, Chattanooga, offers the Phoenix® family of burners to mix the air and gaseous fuel for a low NOx and CO method called lean burn premix. Its ultralow-NOx burners “employ a multiple, parallel, turbulent, tube mixer to achieve near perfect mixing of fuel and air.” Running in lean burn mode allows a compact flame size, which the company states, “contributes to efficiency, ensuring that all of the fuel is combusted without taking away valuable heating capacity.”

It is evident that low-NOx burners—and ultralow-NOx burners—available for use in the asphalt industry have a solid family tree.

Asphalt industry members remain on the cutting edge of environmental sustainability, working to keep actual emissions, and the implication of emissions, to a minimum.

GreenGlobes.com tells us, “When fossil fuels are burned, nitric oxide and nitrogen dioxide are produced.” The site also explains: “The nitrous oxides (NOx) come from two sources: high-temperature combustion (thermal NOx) and nitrogen bound to the fuel (fuel NOx). For clean-burning fuels like natural gas, fuel NOx generation is insignificant.”

For this reason, and others, researchers and developers wish to reduce flame temperature, and environmental groups wish to ensure everyone who uses a burner for any purpose uses a clean-burning fuel in the most efficient combustion process possible. The many patents filed, and alluded to above, to create low-NOx burners for a variety of industries focused on creating a “fuel-rich combustion zone” ahead of a “fuel-lean combustion zone.”

Lennie Loesch, the president and CEO of Stansteel/Hotmix Parts & Services™, Louisville, Kentucky, discussed efficient combustion and fuels. “Basically, NOx is formed at extremely high temperatures, over 2,800oF. This high temperature certainly occurs when you have a hotter burning fuel such as recycled fuel oil, waste oil and other items like that. For all practical purposes, about the only fuel that can be used, if you’re trying to get a low NOx level, is natural gas or propane.

“Because the bonding of the hydrocarbons and emissions happens over this high temperature,” Loesch continued, burner developers have sought ways to cool down the flame. “That can be done by quenching with air or recycled flue gas to bring back some of the gases that already have the oxygen out of them, to help supply a cooling air or cooling gas for the main primary combustion.”

Loesch mentioned the one-time popular idea of spraying water on the combustion air.

“The water, of course, creates the need for more energy. Even though it may accomplish lower NOx, it’s at the tremendous cost of fuel efficiency.”

Honeywell’s Lavenberg discussed other ways technology can step in to help. “With some ultra low-NOx burners, pre-mixing the air and gas at certain air to fuel ratios allows for considerable flame temperature reduction and very effective NOx reduction. The use of ‘excess air’ allows this technology to work. Excess air is the use of additional air above and beyond the amount of air needed for perfect combustion to reduce flame temperatures.”

Lavenberg provided a list of ways flame temperatures can be mitigated:

The EQUINOX™ burner from Genco is completely pre-assembled on a steel unitized frame. Photo courtesy Genco.

Just this year, Honeywell Thermal Solutions supplied two MegaStar burners, which are conventional low-NOx burners, to a contractor in New York. Photo courtesy Honeywell Thermal Solutions.

Prior to shipment, each burner is tested on one of Astec’s tri-fuel (oil, gas & liquid propane) test stands to ensure fast and easy start-up at installation. This is the Phoenix® Phantom lowNOx burner. Photo courtesy Astec.

1. Water injection 2. Fuel staging—prolongs and delays mixing of fuel and air, thereby reducing peak flame temperature. Fuel is introduced in “stages,” rather than one single point.

www.THeAsphaltpro.com // 33

3. Combustion air staging—prolongs and delays mixing of fuel and air, thereby reducing peak flame temperature. Air is introduced in “stages,” rather than one single point.

4. Internal flue gas recirculation—fuel and air mixing turbulence recirculates products of combustion back into the flame causing reduced flame temperatures.

5. External flue gas recirculation—a portion of the burner exhaust is reintroduced into the burner to reduce the oxygen content in the combustion air thereby reducing the flame temperature.

As of press time, only a handful of states require asphalt plants use a lowNOx burner for operation. California, New Jersey, New York and South Carolina have this on the books.

“Areas of non-attainment may have local air quality requirements that impact asphalt plants,” Lavenberg explained. “Contractors who are anticipating emissions regulations may be proactive in selecting a low-NOx burner for their plant. This can be risky if the proposed or actual regulations require lower emissions than certain burners are capable of.”

An example in New York gives some insight regarding the low-NOx justification in the environmental mindset, and offers a couple ideas for producers.

The New York State Department of Environmental Conservation (NYSDEC) issued a permit under the Environmental Conservation Law (ECL) to Gernatt Asphalt Products Inc., Collins, New York, for its Westfield Asphalt Paving Plant in Westfield, New York, June 1, 2011. That permit has no expiration date, but does allow inspections at “reasonable” intervals. The permit holder must follow a number of rules at all times or the department can modify the permit, suspend it, or flat out revoke it at any time.

“The grounds for modification, suspension or revocation include…Exceeding the scope of the project as described in the permit application; Newly discovered material information or a material change in environmental conditions, relevant technology or applicable law or regulations since the issuance of the existing permit….”

These conditions mean the owner of the Westfield plant must keep the facility operating in its original capacity within the DEC guidelines. It was permitted in 2011 with a 400 ton per hour production capacity. Ac-

34 // December 2016

cording to the permit, the dryer included a 100 mm BTU per hour low-NOx natural gas burner. The drum exhaust vented to a pulse jet baghouse with 70,000 ACFM. The permit includes a “federally enforceable emission cap that limits asphaltic concrete production to 450,000 tons during every 12 month period.”

The permit has a few other dictates, which offer a couple of best practices ideas. “As per 6NYCRR Part 212.12, this permit includes: (1) the requirement to

Clean Diesel Reduces Emissions The success of private industry, government, environmental and health organizations in working to replace older diesel engines with near-zero emission clean diesel technology has reaped significant air quality improvements in the Midwest and throughout the United States, according to the Diesel Technology Forum.

In a presentation to the Midwest Clean Diesel Initiative (MCDI) in Chicago Oct. 26, Ezra Finkin, the director of policy for the Diesel Technology Forum, highlighted several of the clean air and health gains achieved over the past decade in reducing emissions from older diesel equipment.

The MCDI is a collaboration of federal, state and local agencies, along with communities, non-profit organizations and private companies all working together to reduce diesel emissions in Illinois, Indiana, Michigan, Minnesota, Ohio, and Wisconsin and 35 tribal nations.

Finkin outlined how new clean diesel heavy duty trucks (Model Year 2010 or newer) with near-zero emission have significantly reduced emissions by: • Eliminating 7.5 million tonnes of NOx • Eliminating 39 million tonnes of CO2 • And saving 2.9 billion gallons of diesel fuel (65 million barrels of oil) Source: Diesel Technology Forum

complete an annual tune-up on the dryer burner, (2) a performance test of the dryer burner to demonstrate the burner is a low NOx burner, and (3) a plan which details methods to reduce the moisture content of the aggregate piles.”

Apply Your Knowledge

Tuning the burner on a regular basis and managing stockpiles to reduce moisture remain best practices for the asphalt producer, whether his facility is in a low-attainment area or not.

“The producer makes a huge mistake if he doesn’t have the burner adjusted and tuned by a qualified technician at least once per year,” Loesch said. “It is mandatory if different types of fuels are used because the air system, flighting and many other factors will affect not only the emissions, but also dramatically change the burning efficiency and fuel cost.”

Other best practices include training operators for optimum efficiency.

“First thing in the morning, you light up everything and put the burner on low heat,” A.J. Ronyak advised. He’s the proprietor of Odor Solutions Group and an asphalt production consultant. “Run the drum and conveyor belts dry on low heat for 30 minutes to an hour, depending on the time of the year, to warm up the baghouse and get the dew out. Then when you’re ready to start production, you’ve already created that hot air environment.”

One of the ways to optimize your burner use is to concentrate on moisture reduction before material even gets to the dryer. You’ve sloped and paved beneath the stockpiles; the RAP piles are covered to keep rainwater out. But humidity and moisture still sneak in. Companies like Ray-Tech Infrared Corp., Charlestown, New Hampshire, offer heating solutions ahead of the dryer to help reduce moisture significantly. “Then you can concentrate your heat on your aggregate and don’t have to worry about the RAP,” Ronyak said.

What he suggested is to watch each material coming in. “Don’t try to conserve on the AC temperature. If you heat up the liquid AC, you can throttle back on the burner, and the guys on the street will still get their 300-degree mix to work with.”

These precise maneuvers require the plant operator to have confidence in his equipment. Honeywell’s Lavenberg pointed to the controls systems available

in the industry to help operators. Plant controls can do so much more than blend mix these days.

“Often, advanced burner controls play a significant role in helping burners achieve precise, repeatable air-fuel ratio control, which contributes to NOx reduction,” Lavenberg shared.

Loesch concurred. “New control systems…can be retrofitted to virtually any burner and will automatically adjust the air and fuel ratio by individual control modules.”

When you’re ready to make the upgrade to a low-NOx burner, it’s not as simple as switching out the burner and turning everything back on. As Loesch mentioned earlier, recycled fuels are no longer appropriate. Lavenberg explained that gaseous fuels are most suitable for use with lowNOx burners. This means you will need a source for natural gas or propane. Lavenberg listed some other things to consider: 1. Combustion zone sizing in the dryer is important so the flame can fully develop without aggregate falling through the flame.

2. Proper exhaust draft control—the exhaust system must be able to pull the products of combustion out of the dryer and allow for reasonable draft under production conditions.

3. Be aware of possible contamination of aggregate from blasting compounds that contain nitrogen. In addition, materials may have agricultural runoff containing nitrogen as well.

4. Precise air to fuel ratio control—use of electronic air/fuel biasing allows for precise control of air to fuel ratios.

State regulations may not require an upheaval of technology in your neck of the woods just yet. While you watch for new rules, keep the best practices mentioned above in mind to reduce your already low stack emissions now, and get prepped for just-in-case installation of a low-NOx burner in the future.

As of press time, only a handful of states require asphalt plants use a low-NOx burner for operation.

California, New Jersey, New York and South Carolina, for example, have this on the books.

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Blackrock used two W210i cold mills in echelon to mill I-75 near Ocala, Florida. They use the standard Wirtgen lighting packages for the machines, in addition to extra LEDs to help with local lighting. Photos courtesy Carey Paxton.

38 // December 2016

Blackrock Mills Mega Tons at Night

By Tom Kuennen

In spring of 2016, Blackrock Milling LLC of Tampa, put two of its cold milling machines to work in echelon to remove more than a million square yards of aged pavement from Interstate 75 near Ocala. The project encompassed 19 miles of six lanes, plus 10-foot shoulders on the outside and the medians, plus exit and entrance ramps. In early May, Blackrock had completed all inside lanes and shoulders, milled 2.5 inches deep. The center and outside lanes were milled 3.75 inches deep, while the outside shoulders were milled 1.5 inches.

“There are some areas where the outside shoulder will be milled at 3 inches,” said George Smith, vice president of Blackrock. “It’s over a million square yards of asphalt, all done at night.”

On I-75, Blackrock was following the existing crown and inverts in the pavement, Smith said.

“Some areas of slope needed correction on superelevated curves, but generally we followed the existing slope throughout the project,” he said.

After asphalt was milled by Blackrock, the pavement would be swept and fresh lifts of HMA would be placed the same night by prime contractor An-

I

derson Columbia Inc. RAP from the project was being stockpiled by Anderson Columbia for ultimate use on other projects.

The Florida Department of Transportation (FDOT) permitted single lane closures at 8 p.m., with barricades removed by 6 a.m. Double lane closures were permitted at 9 p.m. and picked up at 5 a.m. Milling had to stop by 2 a.m. to allow the prime contractor time to finish placing and compacting HMA driving surfaces for rush hour traffic.

On I-75, Blackrock used two W 210i cold mills with 7-foot, 3-inch drums from Wirtgen America Inc. Using the two W 210i mills, Blackrock was averaging 11,000 square yards per shift ending at 2 a.m.

“The biggest challenge on the job is lighting,” Smith said. “On rural interstates there usually are no light standards, and we supply our own illumination. Traffic is another big issue at night, as you are working in such a confined area. When dump trucks are trying to get out in the live lanes after being loaded, heavy traffic can make it difficult.”

Blackrock uses the standard Wirtgen lighting packages for its machines, in addition to extra LEDs to help with local lighting. “All the light that

www.THeAsphaltpro.com // 39

and we have jobs at night there, but there is a need for work in the day within the same geographic area, we can double-shift the mill because we run staff-heavy.”

“We do double-shifting all over Florida,” Smith said. “Daytona…the Panhandle, wherever the schedules and the needs are. We run heavy on personnel so we can double-shift the equipment, not our employees.”

Blackrock Milling cut 19 miles of six lanes, plus 10-foot shoulders inside and outside, plus ramps for the I-75 project.

Blackrock Gets Eco-Friendlier

Blackrock uses its Wirtgen mills day and night, often the same machine in back-to-back daynight shifts with different crews. Here the W 200i takes care of a daytime job in Sarasota, Florida. Blackrock’s fleet of 10 mills consists of two model W 200, one W 210, six W 210i, and one W 2200-12 machines. comes from the standard Wirtgen package lights up the work zone quite a bit,” Smith said. “And of course we run strobes on all of our equipment.”

Expand the Business

Blackrock has been in business for four years, but management is no stranger to the industry. Pete Hernandez, president, spent years in asphalt paving in Florida before launching Blackrock for the Florida market.

“I founded Blackrock in 2011,” Hernandez said. He had an asphalt production company in Tampa, which he sold to a publicly traded company. “I stayed on a few years, and started Blackrock after.”

It’s based in Tampa, but Blackrock has facilities throughout the state, from which it can mobilize equipment for any job. Currently, Blackrock has 11 crews to operate its fleet of 10 mills. In May, the company was in the process of acquiring another W 210i, for a total of 11 mills. That machine was destined for the Dallas-Fort Worth area, where Blackrock began operations this year.

“We’ve become the largest milling contractor in Florida,” Hernandez said.

“We started our business with one crew and one mill…” Smith said. “We soon decid-

40 // December 2016

ed to switch over to Wirtgen with two W 210s.

We’ve grown steadily since then and have owned only Wirtgen mills.

“With our first machine, you had to lower the rear end manually into the ground, and then as the rear tracks walked into the cut, you had to bump it to zero,” Smith explained.

Wirtgen technology labeled parallel-to-surface (PTS) is designed to simplify such moves in and out of cuts. “With PTS, you don’t have to do that. It lowers everything evenly, and as the rear tracks walk in, the rear end self-rises to level. It’s just one thing removed from the equation, one less thing for a new operator to worry about. PTS also comes in handy when jumping over manholes and water valves.”

For an interstate like I-75, the crew won’t find manholes or water valves to work around, but scheduling remained a hot button.

“The number of mills we have doesn’t necessarily correlate with how many crews we have working from day to day, because a lot of them are double-shifted,” Hernandez said.

“They’ll work a day shift, and then a night.

“Logistics is the biggest barrier to making it happen,” he added. “It doesn’t work for the entire fleet, but we stay top-heavy on personnel, so we can accommodate our customers’ schedules. If we are in the same town,

The W 210i—unlike the same-sized W 200i—has two diesel engines powering the machine. When both engines are employed, an extraordinary amount of power is available for tough milling situations, or faster milling on long stretches of interstate highways. For lesser applications, the single engine can be used to stretch fuel consumption in an Eco mode.

“We run our machines in Eco mode 90 percent of the time, as it helps save fuel, minimizes tooth wear, and removes stiffer asphalt better in Eco mode than if it were revved all the way up,” Smith said.

In Eco mode, on I-75 doing an average of 11,000 square yards per shift, Blackrock was burning roughly 80 gallons of fuel per night per machine. “Fuel consumption is good, and that’s because of the Eco mode,” Smith said.

If its W 210i is doing shallow cuts, or doing a friction treatment or shaving high spots (profiling), Blackrock will rev both engines all the way up to get a faster-turning drum, and a cleaner cut, Smith said.

That matters when thinner asphalt lifts are going over the milled surfaces. As promoted by the Asphalt Pavement Alliance, Thinlay lifts are conventional layers of asphalt placed as little as 5/8-inch thick. “For these it’s important to provide as smooth a pattern as you can, so they won’t get too rough a ride on the structure,” Smith said. “With the drum speed turned all the way up, and the forward speed relatively slow, the result will be similar to a micro milling drum.”

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8 Steps to Transition to New Lease Accounting Rules Ralph Petta

By Ralph Petta

The new rules for lease accounting approved by the Financial Accounting Standards Board (FASB) are scheduled to take effect for financial periods starting after Dec. 15, 2018, for public companies and after Dec. 15, 2019, for private companies. Many organizations are not up to speed in transitioning to the new accounting standard, known as Accounting Standards Codification Topic 842 (ASC 842). The new FASB standard will modify the accounting for all leases that are in effect during the transition period. This means that although the standard applies to financial periods starting after Dec. 15, 2018, it will require a restatement for the financial reporting of prior periods also.

Lease accounting changes affect both lessee and lessor organizations. While lessee accounting will change much more so than lessor accounting, the analytical process that both should go through may be similar. Additionally, many lessors that are subsidiaries of other companies, such as banks and manufacturers, may be called upon by their parent organizations to assist in analyzing their own leases where they are acting as a lessee. Lastly, agreements other than leases will also be examined because they may very well be construed to either contain a lease or to be a lease under ASC 842.

Given that the new lease accounting rules may impact different parts of an organization, people will need to be engaged and policies, processes and procedures ramped up to meet the challenges.

Accordingly, the Equipment Leasing and Finance Association has compiled some high level steps that both lessees and lessors may consider following in the transition to the new lease accounting standard.

1. Start now. Initial steps should include budgeting time and resources to per-

T

42 // December 2016

form the work. The time estimated to make the transition is up to a year domestically.

2. Designate the project team. This team will oversee the transition process and establish timelines. The team should be comprised of representatives that lease equipment, administer leases or use information regarding leases. Designate one owner for the equipment leasing program who is responsible for establishing uniform processes, policies and controls of leased equipment, and to act as executive sponsor. The team should also include individuals who understand or can identify the full scope of agreements that an entity may be involved with, not just those agreements described as leases.

3. Know the new rules. The project team as well as the wider organization should understand the new standard, including deadlines, challenges and risks, and how functions within the organization must adapt to address them.

4. Build a detailed implementation plan. The team should develop an initial and an updated plan of the steps for the transition. These should identify deliverables and processes, including back-scheduling from implementation deadlines to establish timelines.

5. Inventory all equipment leases, real estate leases and other agreements in a centralized, electronic repository. In addition to operating and capital/finance leases, there are other forms of existing agreements and contracts that may be construed to be leases.

Identify those. These can include multiple-element arrangements that combine services, software, hardware and/or financing, and contracts such as power purchase agreements and supply contracts.

All should be fully documented and compiled into similar categories for more ef-

ficient management and analysis. This will help decide whether the organization should elect either of the two available practical expedients that must be applied consistently to all leases.

6. Prepare a high level “if, then” type of analysis. In the transition phase, it is key to determine the effects of whether or not to implement either or both of the two specific practical expedients. If elected, a practical expedient must be applied to all leases and agreements. The first practical expedient can be called the “prior conclusions” practical expedient under which previous conclusions are respected while the new accounting is applied to those conclusions. The other practical expedient is the “hindsight application” practical expedient, which allows one to use hindsight of activity that occurred during the transaction period in the application of ASC 842.

7. Determine IT capabilities and requirements. Assess the organization’s existing IT structure and whether it can handle issues such as data extraction, information and document storage and the reporting requirements of the new standard.

8. Identify gaps in performance and capabilities. Assess existing lease accounting policies, procedures, and controls and perform a gap analysis to determine which require changes. Determine which options to follow to reach the desired future state of tracking and financial reporting for agreements subject to ASC 842. ©Equipment Leasing and Finance Association 2016. Reprinted with permission. For more information on the new lease accounting standard, please visit www.equipmentfinanceadvantage.org/newLAR.cfm.

Ralph Petta is the president and CEO of the Equipment Leasing and Finance Association (ELFA).

Miles Ahead of the Competition WHILE OTHERS ARE STILL GETTING STARTED, EVOTHERM® HAS CROSSED THE FINISH LINE

Whether you add Evotherm at the plant or get it from an asphalt supplier, no other warm mix is easier to start using. Over the past 12 years, customers have used our technology to pave around the world more than 10 times. That’s tried and true expertise on thousands of projects in all 50 states and over 25 countries. It’s never too late to join the race with the first WMA developed in the USA. Choose Evotherm and we’ll put you miles ahead of the competition. Contact evotherm@ingevity.com today.

WARM MIX ASPHALT TECHNOLOGY

Routine Screen Repair for Recycling

By AsphaltPro Staff

This Warrior punch plate is in service making money for the producer, and not ready for inspection. The first step after proper lockout/tagout is to clean the equipment to get a good look at all the components. Photo courtesy Powerscreen.

It’s that time of year to check out everything around the asphalt plant. Because this issue of the magazine focuses on sustainability, let’s zero in on the recycling areas for a moment. Look at the vibrating screens that sort fresh millings or clumped recycled asphalt pavement (RAP) to be sized and prepared for use in mixes. A worn liner or screen that’s not tensioned properly will negatively affect production rates. Now is the time to fix that so winter processing of piles—or spring startup—is smooth and efficient. Once you’ve performed proper lockout/tagout procedures, you’re ready for maintenance.

• Step 1: Clean the equipment.

• Step 2: Inspect the liners.

• Step 3: Inspect the side plates.

I

44 // December 2016

• Step 4: Repair and replace worn items.

When it’s time to look at equipment, you must clean it to get an accurate picture of what’s taking place with components. Scrub and remove dust, debris, clogs, clutter, and, especially in the case of recycle operations, agglomerated material. Get that out of the way not only for optimum operation of screens and shakers, but also for the next steps—inspection.

When inspecting liners, you want to look specifically for “shine” or fractures in the material. Whether you have rubber, polyurethane, steel or plastic, the material will show signs of heavy wear when it’s nearing time for replacement.

When inspecting the side plates, look between the side plate and tension rail. This

area will also let you know when it’s had too much wear. Look for that “shine” in the material. If you see cracks in the side plates, it’s time to bring in your OEM for help replacing the plates before a big failure occurs. You can install an insurance policy by putting in bar rail liners between the side plates and tension rails, but make sure you monitor these liners for wear.

When you look at the tensioning hardware, change out any worn nuts, bolts or washers.

Replace any bent or worn tension rails. It’s a good idea to have backups in the shop if rails are just starting to show wear, but make sure you have a plan to re-check everything after a set number of hours of operation. There’s no point in letting a problem develop and grow into something expensive.

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Egypt Recycles In Place I

In the summer of 2016, a contractor in Egypt took delivery of a cold in place recycling train from Roadtec in time for a pavement rehabilitation project.

With materials delivered to the project site, the crew was able to mill, mix and replace in one continuous operation. – From Roadtec

46 // December 2016

TOP: The RX-900ex is staged for its next cut. BOTTOM: June 15, the RT-500 screen/mixer receives the millings, remixing them with additional materials. All photos courtesy Roadtec.

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PRODUCT GALLERY

What’s New in Asphalt Production?

AsphaltPro sets the standard for equipment and service information by focusing on what’s new in the industry. This product gallery focuses specifically on the production branch of our industry. Let’s take a look at the latest launches and upgrades that can influence and enhance your bottom line when it comes to the production of aggregates, binders and mixes. We’ll start with the team at Standard Filter Corporation, Carlsbad, California, and a technological advance you may have heard of already. Just this summer, a large asphalt contractor committed to using MIXLink at more than 100 of its plants across the nation, but the process began about six years ago. David Burig of Standard Filter Corp shares.

A

Plant Sustainability Migrates to the Cloud

In 2010, California’s South Coast Air Quality Management District (SCAQMD) implemented rule 1155, which mandated bag

break detection devices on all hot mix asphalt (HMA) plant baghouses. With that ruling came regular inspections and the mandate that records be kept on-site to verify compliance. According to the ruling, the records must be “available immediately to the Executive Director of SCAQMD upon request.”

In 2012, Toby Wiik, president of Standard Filter Corporation, was speaking to a plant supervisor in Los Angeles about the onerous nature of the reporting and record keeping requirement. Wiik had seen a small PLC that could gather baghouse data and send SMS text messages. He then developed a program to send those messages to a server in the cloud. After successfully petitioning the SCAQMD to accept cloud data in lieu of onsite paper records, he launched the automated baghouse monitoring and record keeping system called DustLink.

Soon the plant owners asked if the system could keep track of other things, such as tonnage, burner fuel consumption and motor kW draw. The next logical step was to

use this data to calculate plant efficiency in BTUs per ton, and the system evolved into what is now MIXLink. It tracks all of those key metrics and more, and they can be seen in real time from any computer or mobile device, and the data can be saved for immediate retrieval from anywhere. MIXLink will work on all OEM control system, acting as a bridge to unify data across all platforms.

“A plant manager can now sit in his office and see how efficiently all of his plants are running in real time,” Wiik said. “And at the end of each run, key efficiency indicators are logged on a summary page, that allow management to analyze the run at a glance. A detailed Excel spreadsheet is also generated, storing every aspect of the run in five-second increments.”

By clicking on a saved run on the summary page, users can bring up a graphic representation of that particular run. Efficiency can be compared from run to run, or from one plant to another. You can also compare the cost of the mix you just ran to the historical average for that mix.

This illustration is a graphic representation of key plant metrics during a day’s production. Temperature, tons per hour, BTU per ton, kW demand, theoretical efficiency, AC use in tons per hour and as a percentage of mix, are all shown.

50 // December 2016

THE FACES OF ASTEC PARTS

When Astec parts salesman GREG PAINTER is not calling on customers to support their parts needs, you can find him on the water fishing or in the woods hunting. But when you call, he’ll trade that fishing hat for a hard hat, because he is always your parts man.

An ASTEC parts salesman knows that being successful in his job means that you count on him to deliver when needed. So when you need a part, he will take the call because no matter what else he is, he is always your parts man.

Anyone can stock parts and ASTEC stocks the world’s largest inventory of parts for asphalt plants. But ASTEC doesn’t just stock parts.

ASTEC delivers the industry’s best customer service. That is what sets us apart.

Any part, any brand. We can help.

PRODUCT GALLERY Let’s consider efficiency. Every plant has its sweet spot—the rate at which it runs with the highest efficiency. But plant operators may not know where that spot is. MIXLink allows operators to see their efficiency on a flat screen in the control house, in terms of BTUs per ton and actual dollars per ton. Now operators can set visual target efficiency goals, basing them on the mix they’re running, so they have something to shoot for. Operators can tweak their run for more efficient operation as it’s happening. Real world data shows a reduction in fuel consumption of up to 20 percent when an operator can see the efficiency at which he’s running.

We tend to focus on burner fuel when we think about HMA plant efficiency, but power and demand charges can be reduced significantly if they are properly managed.

How much does it cost to run your baghouse exhaust fans during an hour-long hot stop?

MIXLink allows you to see the instantaneous and historical electrical current draw for your plant as a whole, or you can look at key power consumers individually. If a drum drive motor starts pulling more current than it usually does, it may be a sign that it hasn’t been lubricated, or a bearing could be going bad. Whichever it is, alarms can be configured to send notification via text message or email to the recipient of your choice when any parameter goes outside of user-defined limits. Alarms can be set for any parameters being monitored, including motor current, mix temperature, or if the ratio of AC to aggregate goes outside of recipe parameters.

When the last truck is loaded, there are reports to do. MIXLink can take the data gathered during the day’s production and create customized reports that fit the owner’s needs. MIXLink also captures and archives production data for access days or years later—this includes mix temperature, AC content and even weather conditions at the time a batch was made. Because the data is stored securely in the cloud, authorized users can access it at any time, from any computer or smart device.

MIXLink has grown to what it is today through customer input. These measurable data points are the points HMA producers have requested. The construction materials industry is already embracing cloud-based plant connectivity.

• For more information, visit standardfilter.com.

52 // December 2016

From CEI Enterprises

In addition to its well-known and established line of jacketed firebox hot oil heaters, CEI of Albuquerque, New Mexico, now also offers a new line of helical coil heaters.

Standard helical coil modules feature twopass design in outputs ranging from 1.2 million to 4 million BTU/hour. Larger sizes, as well as three-pass designs and vertical models are also available.

The helical coils are designed and built to ASME code. They are designed to provide a large heat transfer surface area, low flux rates, and an idea fluid velocity of 7 to 11 feet per second. ASME stamp is available as an option.

Both lines of CEI hot oil heaters feature UL-rated, NEMA 4 control panels as standard equipment. These panels provide watertight protection against splashing water, hose-directed water, rain, sleet, snow, ice, dirt and windblown dust. Panels that meet CSA specifications, and other NEMA standard enclosures are available optionally.

An extensive number of options for enhanced fuel efficiency and multiple thermal oil circuits are available for both lines of CEI hot oil heaters.

• Use this at the tank farm.

• For additional information, contact CEI at (800) 545-4034.

customized to meet building requirements.

The 25-foot, 8-inch tall building is 43 feet wide. The 30-foot, 11-inch tall building is 52 feet wide. The 34-foot, 2-inch tall building is 62 feet wide. Each size can be built as a free-standing structure or on pony walls.

The structures can be engineered to meet local building codes. Round Super-Tall HD Buildings are built with durable, triple-galvanized steel. The frame is made in America, and it is covered by 12.5-ounce, 24-mil rip-stop polyethylene fabric. The fabric covers are UV resistant and come in the customer’s choice of four colors.

• Use this in the plant yard.

• For more information, contact ClearSpan at (866) 643-1010.

From CWMF Corp

ClearSpan Fabric Structure, South Windsor, Connecticut, presents its Round Super-Tall HD Building for applications where equipment and machinery needs to be operated within the structure. The building comes in three sizes that can be

The Portable Longneck Recycle System from CWMF Corp originally rolled out in 2009, but it’s been updated in 2016 with a custom, two-bin set-up that went to a client in June. The portable longneck recycle system directly feeds RAP into the recycle collar of the drum. It is available in single-bin set-up or a tandem bin set-up. A standard system would include a scalping screen and scale conveyor. It consolidates the typical recycle bin and scale conveyor set-up into one chassis. In addition, CWMF is able to incorporate a hammer mill system that will grind the oversized product coming off the screen. Quicker plant tear-down, quick setup and less transportable loads are part of the design.

• Use this for RAP mixes.

• For more information, contact Travis Mick at (320) 267-3805 or travis@cwmfcorp.com.

The Round Super-Tall HD Building from ClearSpan is built to accommodate equipment working beneath the structure.

The tandem bin set-up of the Portable Longneck Recycle System from CWMF directly feeds RAP into the recycle collar of the drum.

From ClearSpan

D&H Equipment, Blanco, Texas, released its Heat Guardian heater and tank monitoring solution at the end of June 2016.

From D&H Equipment

D&H Equipment, Blanco, Texas, released its Heat Guardian tank and heater monitoring solution to the marketplace at the end of June. It was designed for owners, managers and operators to remotely monitor their hot oil heating systems and tanks. It provides real-time data to the user by text, web-based monitoring, as well as the full color touchscreen panel display, and includes the capability to send configurable text alerts based on user input variables.

Each Heat Guardian monitors events including power loss, a hot oil heater’s flame fault and oil temperature, and up to three tanks’ temperatures and levels. Receiving an alarm or getting the current system status is as easy as sending a text, according to the manufacturer. A built-in battery backup will allow the unit to alarm you even in the event of total power loss at the plant.

• Use this to monitor your tank farm.

• For more information, contact Jason Cox at (830) 833-5366 or sales@dhequip.com.

From Eagle Crusher Company

UltraTraxx™, Eagle Crusher Company’s latest product innovation, came on the market May 2016. This portable impactor track unit, equipped with the company’s UltraMax® UM-15 impactor, is designed for ultra-mobile crushing on the job site.

UltraTraxx has fuel capacity for more than 10 hours of operation. The UM-15 impactor provides the industry’s only lifetime rotor warranty (North America only) on its solid-steel, three-bar, sculptured rotor for

Eagle Crusher Company’s latest product innovation is the UltraTraxx™ portable impactor, equipped with the company’s UltraMax® UM-15 impactor. minimum downtown. The load-sensing hydraulics improve fuel efficiency and reduce component wear for lower operating costs and minimum downtime as well, according to the manufacturer. Tthe all-hydraulic, hydrostatic-drive system allows independent operation of the conveyors, feeders and impactor. Material processing efficiency is maximized by the UltraTraxx smart feeder drive system by monitoring engine load for more efficient production and product consistency.

To help ensure the highest quality spec product, UltraTraxx is equipped with a permanent, cross-belt magnet to remove steel contaminants from crushed material. The magnet is reversible to allow steel to discharge from either side of the unit, and the magnet does not need to be removed for transport.

The UltraTraxx heavy-duty hopper is sized for feeding with a loader or excavator, and the unit has a discharge conveyor height of 12 feet 5 inches for feeding directly into an optional screener.

The UltraTraxx includes a wireless remote control to operate and monitor plant functions including filter status, hydraulic oil temperature, engine load and charge pump pressure.

• Use this to crush material.

• For more information, contact Eagle at (800) 253-2453 or sales@eaglecrusher.com.

From EOS Systems

Eos Systems Inc., Vancouver, British Columbia, has introduced new photogrammetry software optimized specifically for photographs taken with drones—unmanned aerial systems (UAS). The new PhotoModeler UAS 2016 software creates 3D models, measurements and maps from photographs taken with ordinary cameras built-in or mounted on drones. It includes features for optimized operation with drone photos including post processing kinematics (PPK), volume objects, full geographic coordinate systems support, multispectral image support and control point assist.

The new version of PhotoModeler is suited for applications including surveying, ground contouring, surface model creation, stockpile volume measurement, mining and mine reclamation, and more, according to the manufacturer. Eos PhotoModeler was

PhotoModeler UAS 2016 software includes features that provide higher performance in drone photogrammetry. www.THeAsphaltpro.com // 53

PRODUCT GALLERY introduced 23 years ago and has become one of the leading photogrammetric software platforms.

• Use this for material management.

• For more information, contact Matt Klymson at (604) 732-6658.

From Heatec

Heatec says that managers of asphalt facilities in the United States and Canada are showing a remarkable response to the Recon™ monitor system that the company introduced in late 2015. The Recon system enables plant personnel to remotely monitor the live status of asphalt heaters and asphalt storage tanks at their HMA plants. Operators use this information to avoid unwanted shutdowns due to heating problems. And they keep close watch on asphalt use and inventories to better plan tank refills.

The Recon monitor shows heater alarm status, hot oil temperatures, asphalt tank temperatures, tank liquid levels and tank mixer on-off state. Operators can use a smartphone, tablet or PC to access the system.

• Use this at the tank farm.

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

From Honeywell Thermal Solutions

Honeywell Thermal Solutions, Rockford, Illinois, has introduced the Hauck BCS 7000 control system for asphalt plant and aggregate drying systems. It is the successor to the Hauck BCS 6000 control system. Each BCS 7000 control system is designed to provide completely integrated control for temperature control (either material temp or exhaust gas temp), draft control and flame supervision. The Hauck BCS 7000 is designed to be applied to virtually all burners used in the industry including all models of Hauck burners as well as other combustion systems by various manufacturers.

Producers can expect to see simplified operation, easy set up and thoughtful integration of burner set up through the controls, according to the manufacturer. Additional features include advanced diagnostics for burner status, safety limits and indication of all critical inputs and outputs.

54 // December 2016

The Recon™ monitor system from Heatec was introduced in late 2015.

The Hauck BCS 7000 employs higher power PLC processing for advanced functions and speed required for control of multiple outputs necessary in the control of both simple single-actuator burners as well as multiple output low emissions burners.

In addition to the enhanced burner control functions, the Hauck BCS 7000 control system also has network connectivity via Ethernet and can be connected to mobile devices as well if necessary. Hauck BCS 7000 control systems include ultra violet flame detectors, authentic Hauck Rapid-Response thermocouples and an exhaust air flow switch.

• Use this for asphalt production.

• For more information, contact Paul Lavenberg at (717) 644-5446.

Honeywell Thermal Solutions has introduced the Hauck BCS 7000 control system for asphalt and aggregate drying systems.

From Meeker Equipment

Meeker Equipment announced it recently shipped a 500 TPH drag conveyor to Virginia.

The conveyor features a 50-inch deep cambered main frame, 1-inch thick Ni-Hard floor and wall liners solidly cast. The reject chute opens 100 percent, allowing for complete drop out of rejected material. All sprockets on the conveyor, including idler sprockets, are segmented for easy maintenance.

Meeker Equipment announces the shipment of its latest 500 TPH drag conveyor.

PRODUCT GALLERY As standard, the conveyor comes with chain tensioning indicator to notify operators that it is time to tighten chain. All chain adjustments are done on the top side of the conveyor with hydraulic pump. Chain adjustments on the bottom allow the point of entry of the asphalt to the drag conveyor to change causing wear. Meeker conveyors feature 6-inch pitch chain with ¾- x 8-inch tall slats. Conveyors are available in hot oil heat (all the way to the top) and electric heat.

• Use this for asphalt production.

• For more information, contact Jeff Meeker at (717) 667-6000.

From Process Heating Company

Process Heating Company (PHCo), Seattle, continues to offer its Lo-Desnity® electric heat for asphalt producers in the unitized storage tank heaters, fuel-oil preheaters and hot-oil heaters. With fluctuating energy prices, efficiency becomes critical to the cost of doing business. Electric heat offers 100 percent energy efficiency throughout the lifetime of the heater, because all of the energy is used to heat. PHCo electric heaters typically last for more than 30 years, providing 100 percent efficient heat over their entire lifetime, according to the manufacturer. In addition, electric heaters can be interfaced and coordinated with other electrical equipment so that the load of the heaters can be reduced to base rates, thus preventing increased demand charges or peak-use rates, and lowering consumption cost.

PHCo’s unique drywell-style heaters are designed to dissipate controlled heat as low as three watts per square inch on the heater’s sheath to prevent coking or dam-

PHCo Lo-Density unitized storage tank heaters are designed to be installed into any horizontal or vertical above-ground tank or vat.

56 // December 2016

The RAP Eater™ from Stansteel is designed for efficient thermal heat transfer even when running high percentages of RAP. aging of temperature-sensitive asphalt, oil and emulsion materials. Because the drywell-style elements are accessible from outside of the tank, they also may be serviced without draining the tank. Electric heat is environmentally positive because it heats without combustion or emissions.

• Use this at the tank farm.

• For more information, contact Rick Jay at (866) 682-1582.

From Rotochopper

To help customers capitalize on growing opportunities in recycling markets, Rotochopper has launched a new line of industrial slow-speed shredders. The track-mounted diesel TS-2 made its debut at Expo Richmond in Richmond, Virginia. The TS-2 is an aggressive dual-shaft shredder designed to pre-process stumps, commingled C&D, railroad ties, and other forms of mixed or contaminated waste.

Boasting simplified operation, streamlined maintenance and rugged reliability, the TS-2 features an open shredding table, allowing dirt, stones and other abrasives to pass. Paired with easily accessible routine maintenance areas, the TS-2 avoids the complicated upkeep often associated with slow speed shredders.

• Use this for recycling.

• For more information, contact Monte Hight at (320) 548-3586.

From Stansteel

Stansteel® introduces the RAP Eater™ drum for heating, drying and mixing. The RAP Eater drum provides the asphalt producer a jump of two or three generations in technology with a relatively simple changeout of the drum, according to the manufacturer. It is designed for excellent thermal heat transfer and efficiency when running up to 50 percent recycle, while maintaining quality mix product.

• Use this for running high-percentage recycle mixes.

• For more information, contact Stansteel at (502) 245-1977.

From Stockpile Reports

Stockpile Reports, an inventory management system companies use to measure volume and tonnage of materials via drone, plane and iPhone-based measurement tools, released its new Verified Measurements feature June 13, 2016.

Stockpile Reports’ Verified Measurement feature gives a confidence score to each one of the stockpile measurements at construction and aggregate producer sites.

When stockpiles are measured, there can be all kinds of measurement risks. Vegetation growing on the pile, standing water, equipment obstructions and more, all can cause big errors in a company’s inventory

contact us today!

800-826-0223 www.Stansteelused.com

GTB-5193I - Cedarapids Portable Baghouse • Mounted Exhaust Fan on Gooseneck equipped with a model 542 fan and two (2) 125 HP motors • 8800 Sq. Ft. of Cloth • Remote Controlled Exhaust Damper / Stack • Inlet Fire Damper.

• Floor mounted drag slat with 7.5 HP drive.

• 3 HP Discharge Screw feeds a 12” x 12” Airlock • Tandem Axle Chassis, with installation support legs to grade.

GTB- 5195 - ADM 225 TPH Counterflow Double Drum Plant • (5) Bin, 9’-6” x 15’ Cold Feed System with 30” wide feeders, 5 HP shaft mounted drives • Deister Double Deck 4’ x 8’ Scalping Screen, with 3 way deck selector • 30”wide x nominal 40’ long, Virgin Scale Conveyor with gravity take up, belt scale and wind guards.

• 7’-4” x 30’ Counterflow Dryer, slinger feed conveyor, trunnion drive with (4) 20hp motors.

• Hauck, EcoStar 75MBTU combination fuel burner. Complete access walkways and support stands to grade.

• 6’ x 16’ Mixing Drum, trunnion drive w (4) 15hp motors • 50,000 ACFM PulseJet Baghouse (9,100 Sq. Ft of Cloth) includes fan with (1) 150HP motor • 900 BBL Mineral filler silo with weigh pod, 40hp blower • (1) Hy-Way® 20,000 Gallon Vertical, single compartment Coiled AC Tank • 36” x 40’ RAP Transfer Conveyor • 3’ x 8’ RAP scalping screen with closed loop back to a RAP Breaker

GTB-5173WS - Gencor® Ultra® Drum 300 Stationary Counterflow Drum Plant • Gencor®, (5) Bin, 10’ x 14’ Cold Feed System with 30” wide feeders • Deister Double Deck 5’ x 10’ Scalping Screen, 10hp Drive • 30”wide x nominal 65’ long, Virgin Scale Conveyor with receiving trough, belt scale and wind guards.

• Gencor®, Ultra® Drum 300 Counterflow Drum.

• Gencor®, Model CFS-151 Reverse-Air Baghouse includes fan with a 200HP drive • (2) Gencor®, Model 10FTV-1501-08-NA, 10,000 Gallon, Vertical, Coiled AC Tanks • (2) 8,000 gallon Vertical Heavy Oil Tanks with Fuel Oil Pre Heater, Fuel Pump and Strainer • (1) 4,000 gallon Vertical Fuel Oil Tank

GTB-5194LWS - Standard Havens Twin 200T Silo System • (2) Standard Havens 200 ton capacity storage silos.

• Silos have electrically heated Cones and Clam Gates • Silos are also equipped with High / Low Level Indicators.

• Bintop anti-segregation, totally enclosed batcher.

• The silos are complete with square decks and handrails.

• 36” wide X 36” deep x 85’ long drag slat.

• Dual strand, 4“ pitch roller chain, with bolt on 5”x 5” angle slats.

• Chrome Carbide wear resistant conveyor floor.

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

Scan this code with your smart phone for thousands of used equipment listings Gencor®, UDC®, Genco® Hy-Way® and Ultraflame® are trademarksof Gencor® Industries Inc. and Stansteel is not related to or licenced by Gencor®.

www.stansteelused.com

PRODUCT GALLERY numbers. The Stockpile Reports system automatically highlights those risks, so companies can always have the insights they need to know whether to have crews do some pile cleanup and re-measure. Companies can almost eliminate write-offs and costly budget overruns.

• Use this for product management.

• For more information, contact Maury Margol at (425) 285-4303.

From Systems Equipment

SYSTEMS Equipment has announced the release of the 1292 Material Temperature Capture at Time of Load, the newest companion product to the company’s Windows-based loadout system, the WIN-LC3000. Product conception was spurred by feedback from both producers and end-users in the asphalt industry with a common objective—to have an efficient way of measuring and documenting the temperature quality of hot mix being used for any given job.

The 1292 assembly consists of a PLC and two modules to be mounted in the control center (with an optional enclosure), as well as a probe and housing assembly that is mounted to each loadout silo (or drum, if used with the blend system).

Asphalt plants employing this technology have the unique position of being able to measure and document asphalt temperatures at time of load, as well as adjust temperatures with better precision for ongoing production based on feedback from pavers applying the product.

This screen capture example shows the 1292 Material Temperature Capture at Time of Load, the newest companion product to System Equipment’s loadout system, the WINLC3000.

58 // December 2016

The A60H from Volvo features a max torque of 2,360 foot-pounds and a load capacity of 60.6 tons.

The 1292 includes a single infrared probe protected by an enclosure measuring approximately 4.5 inches high by 3 inches wide by 3 inches deep. One probe per silo is required. When used in tandem with the loadout system, the active end of the probe is mounted to the loadout silo frame and directed toward the truck bed. A small air valve incorporated into the enclosure prevents debris from attaching itself to the end of the probe and skewing the reading.

As loading proceeds, the probe measures the temperature of the newly loaded asphalt mix. The temperature reading is both stored in the loadout database and printed on the driver’s loadout ticket.

The 1292 assembly can also work cooperatively with the blend system, capturing material temperature as the asphalt mix exits the drum. Due to the thick metal housing on traditional temperature measurement units, getting an accurate reading takes time as the heat must work its way through the housing and to the probe.

“With the 1292 assembly, the reading is almost instantaneous,” Fred Axmear, software engineer at SYSTEMS Equipment Corporation, said. “This is particularly helpful with small batches, and also improves reaction time when temperatures need to be adjusted because feedback is both quick and accurate.”

• Use this at loadout.

• For more information, contact Systems Equipment at (563) 568-6387.

From Volvo

Volvo Construction Equipment, Shippensburg, Pennsylvania, introduced the A60H articulated hauler for use in the quarry, at the recent MINExpo. Powered by a 673-horsepower Volvo D16J engine, the A60H includes active hydraulic front suspension, hydro-mechanical steering and high ground clearance at the articulation joint. It features automatic traction control and 100 percent differential locks. It includes hill-assist, which is a new safety feature that holds the hauler in place on steep slopes without the need to engage the parking brake. The feature is designed to automatically activate when the truck arrives at a complete stop on a hill, and is disengaged when the operator accelerates. The dump support system is designed to allow the operator to see the percentage side inclination of the truck and set allowable parameters for safe operation. On-board weighing now comes standard and is fully automatic. Three load indicator lights alert both the hauler operator and the excavator when nominal load has been reached and can warn the operators of overloading.

• Use this in the quarry.

• For more information, contact dave. foster@volvo.com.

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MIX

DILLMAN UNIDRUM The robust, hard-wearing Dillman Unidrum takes full advantage of its long drum to produce a consistent, high-quality mix with up to 50%* RAP content.

Add the optional V-Pack stack temperature control system to operate in the most efficient way possible. Only available on the ASTEC family of asphalt plants. *at 3% moisture

DILLMAN UNIDRUM Features

• • • • •

Easily Retrofitted 200-700 Tons Per Hour Optional Astec Warm Mix System Optional V-Pack Stack Temperature System Backed by 24/7 Parts and Service Support TM

Here’s how it works Step 1 The crew must select which auger system — the center drive auger system or the outboard drive auger system — depending on the job.

CENTER DRIVE AUGER SYSTEM

OUTBOARD DRIVE AUGER SYSTEM

Step 3 Step 3

(Center Drive Auger System) The center drive auger pushes mix under the chain box.

(Outboard Drive Auger System) The outboard drive auger pushes materials to the center of the screed.

Step 4 (Center Drive Auger System) If equipped with the optional hydraulic tunnel extension, the system automatically retracts as the screed extensions retract.

Step 2 The haul truck delivers material to the hopper.

Atlas Copco’s Tunnel & Auger Drive Systems Jobsite conditions and performance requirements for 10-foot pavers constantly change. Pavers need to provide high-quality mat in a variety of applications, including mainline paving, city and county roads and large parking lots.

The team at Atlas Copco, Commerce City, Colo., designed the F1000’s optional auger systems—the center drive auger system and exclusive outboard drive auger system—to give contractors the flexibility to choose either option based on jobsite conditions and mix designs. Contractors can switch from one type of auger system to another on the same machine in less

J

62 // December 2016

than five hours, according to the manufacturer. Here’s how they work.

The center drive auger system is ideal on projects where the width of the pavement will frequently change. First, the haul truck must deliver material to the hopper. When the asphalt reaches the paver’s center drive auger, the 6-inch-wide center chain box, combined with kickback flights, pushes the optimum amount of mix under the chain box. The paver’s 17-inch-diameter flights are designed to run smoothly to minimize material agitation. For units equipped with Atlas Copco’s optional hydraulic auger tunnel extension, the system automatically retracts as the screed extensions retract,

managing the head of material in the tunnel area to prevent build-up of material.

The outboard drive auger system is ideal for paving wide roads or projects requiring changing mix design. After the haul truck delivers material to the hopper, the outboard drive auger system gets to work. To provide uniform flow without any restrictions, the outboard drive auger system has no center chain box. Instead, the augers are driven from the outside, which allows the material to flow seamlessly under the center of the screed. This type of system helps to eliminate centerline segregation.

For more information, contact Vijay Palanisamy at 303-248-9040.

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advertiser index Asphalt Drum Mixers...........................................................48, outsert

Kenco Engineering.............................................................................35

Astec, Inc............................................................................. …15, 36, 51

Libra Systems.................................................................................... 20

B & S Light..........................................................................................26

Meeker..................................................................................................17

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

Process Heating................................................................................. 31

Clarence Richard................................................................................63

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

ClearSpan............................................................................................47 CWMF Corporation............................................................................ 41 Dillman Equipment............................................................................ 60 E.D. Etnyre.......................................................................................... 34 Ergon Inc...............................................................................................11

Roadtec.............................................................................................. 7, 9 Rotochopper, Inc................................................................................ 45 Stansteel: AsphaltPlant Products…................................................57 Systems Equipment.................................................................... 19, 55

Fast-Measure......................................................................................47

Tarmac International, Inc..................................................................25

Gencor Industries............................................................................... 13

Top Quality Paving..............................................................................65

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

Trans Tech...........................................................................................23

Hot-Mix Parts..................................................................................... 21

Willow Designs...................................................................................65

Ingevity............................................................................................... 43

Weiler......................................................................... InsideBack Cover

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.

www.THeAsphaltpro.com // 65

new tech

Manage Work Zone Congestion Faster, Smarter American drivers spent 888 million hours in traffic resulting from work zones in 2014, according to the Federal Highway Administration. Mitigating congestion around your work zones doesn’t just save area drivers time and money; it also keeps your crew safe.

That’s why in 2014, North Carolina DOT sponsored a project to update FREEVAL-WZ. FREEVAL-WZ helps contractors compare work zone scenarios to measure the impact of shoulder work versus lane closures versus direction crossover, and it can help you evaluate impacts of diversion on operations.

FREEVAL-WZ can also help you choose the best times to close lanes based on traffic, determines minimum lane requirements for your work zone, and provides information you can use to notify affected drivers, including expected queue lengths, travel time impacts and choke points.

The latest updates include faster runtimes, enhanced user-friendliness, the ability to populate automatic reports, as well as offering both default and facility-specific volume profiles. The update also allows FREEVAL-WZ to interface with other FREEVAL versions to allow reliability analysis.

“A big part of the tool is the daily volume profiles, and NCDOT provided the underlying data for all freeways in North Carolina,” said Bastian Schroeder, principal engineer for Kittelson & Associates, Inc. That data was used to develop default profiles, as well as facility-specific profiles for freeways in North Carolina, and NCDOT staff also assisted with beta-testing the software.

A

FREEVAL-WZ In Action

While working with NCDOT, Schroeder’s team ran different diversion scenarios and work zone configurations to ensure smooth traffic flow through a work zone on I-40 in North Carolina. They discovered that with two lanes open, they would need to divert 50 percent of traffic to keep average travel speeds at about 20 miles per hour through the work zone, but if they could leave three lanes open, diverting 20 percent of traffic would allow a 40 mile-per-hour travel speed.

“These two simple numbers were key to convince NCDOT senior management that the two-lane option was unrealistic,” Schroeder said. Not only was a 50 percent diversion for a busy freeway unrealistic, but it would also result in undue burden to surrounding surface streets. “Through our analysis, NCDOT had a clear target and a clear message to communicate to the public about the importance of seeking out alternate modes of travel.”

FREEVAL-WZ also requires fewer inputs and returns results faster than microsimulation, according to Schroeder. For example, key calibration parameters, like bottleneck capacity, are an explicit input, meaning they don’t need to be measured via simulation.

“The run-time of FREEVAL is essentially instantaneous, making it much faster to error-check and calibrate the model,” Schroeder said.

66 // December 2016

FREEVAL-WZ automates estimation of work zone capacity and freeflow speed impacts based on HCM 6th Edition and NCHRP 03-107 (Work Zone Capacity Models for the Highway Capacity Manual).

“Because of the fast run time, the real power of FREEVAL comes after the initial facility is created, as the analyst can test scenarios, make changes, and run ‘what if’ analyses with minimal time effort, as opposed to having to run multiple iterations of microsimulation.”

“A lot of times, a DOT wants to know how much traffic it needs to divert,” Schroeder said. He estimates that FREEVAL-WZ can answer that question within minutes. “Traffic volumes can be lowered with a simple reduction factor, and the analysis re-run in a matter of seconds.”

How FREEVAL-WZ Works

To use FREEVAL-WZ, you must first enter basic information, like facility parameters, duration of project, number of segments, and other data. Next, you’ll need to input average annual daily traffic (AADT), as well as related information, like distribution shape, direction factor and growth factor.

After inputting AADT data, you’ll need to add daily facility inputs, like the geometry of the facility, including number of lanes, length, type and ramp location, as well as daily traffic demand on ramps. Contractors can also further customize their results by providing more information, including Highway Capacity Manual inputs.

Then you’ll put in work zone inputs, like location, time and type, and FREEVAL-WZ will provide a comparison, summary and detailed analysis of work zone scenarios.

FREEVAL-WZ is one resource in the FREEVAL suite of free opensource tools to evaluate freeway operations. It was developed in the 1990s, and has continuously been improved since its creation. It is the official computational engine of the Transportation Research Board’s Highway Capacity and Quality of Service Committee for freeways.

To watch tutorial videos about FREEVAL-WZ, visit go.ncsu.edu/ freeval.

– By Sarah Redohl

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