The Production Issue
asphaltPRO Production – Professionals – Products
Utilities Offer Rebates For High Efficiency Parts
• California Produces • Solve Your RAP Problem • Train New Plant Workers on Temps
Top 7 Plant Tips January 2018 www.TheAsphaltPro.com
UNMATCHED DESIGN
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H E AT E C , I N C .
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CONTENTS departments
asphaltPRO January 2018
26
Editor’s Letter
6 — Some of Us Have Heard This Before
Around the Globe 8
SAFETY SPOTLIGHT
10 — Make Time for Fall Protection During Seasonal Plant Maintenance By Sandy Lender
MIX IT UP
12 — Michigan Tests Friction Aggregates By Courtney Jones and Mike Heitzman
PAVEMENT MAINTENANCE 16 — How to Perform Winter Maintenance on a Porous Pavement By Sandy Lender
TRAINING
20 — Get Back to Basics with Tank Temperatures By AsphaltPro Staff
40
SOLVE YOUR PROBLEM
60
24 — Solve Blue Smoke from High RAP By AsphaltPro Staff
PRODUCER PROFILE
26 — California Commercial Asphalt Strategizes Ahead of SB1 By Sarah Redohl
PROJECT MANAGEMENT 32 — Western Specialty Uses Asphalt for Waterproof Roof From Jennifer Beidle Communications
48
MEET THE NATIONAL EXEC
34 — NAPA Incoming Chairman Craig W. Parker By Sandy Lender
INTERNATIONAL SNAPSHOT 62 — International Bitumen Use By AsphaltPro Staff
PRODUCT GALLERY
66 — New and Updated Paving Equipment for 2018 By AsphaltPro Staff
NEW TECH
72 — Use IoT for Asphalt Construction Success By Jeff Winke
OFF THE MAT
76 — ARTBA Estimates Slight Spending Boost in 2018 By Sarah Redohl
HERE’S HOW IT WORKS
82 — Process Heating Company’s Lo-Density Heater Kit
Feature articles 40 — Vary Your Energy Use, Increase Your Utility Savings By Sandy Lender 48 — Superior Bowen Gets Consistency in Kansas City Smoothness, compaction bonuses earned on interstate overlay From Caterpillar 54 — Top 10 Paving Don’ts By John Ball 60 — 7 Top Tips for Plant Production Success By AsphaltPro Staff
34
editor’s Letter Some of Us Have Heard This Before
As we begin calendar year 2018, AsphaltPro magazine is celebrating its 10-year anniversary. Our first issue hit mailboxes October 2007, over a decade ago. Those of you familiar with our roots know our family has been in the industry before that “start date.” With so many magazine issues behind us, I often find myself asking what topic has advanced to the point we need to revisit it, or what topic needs additional coverage. A number of the topics we consider have been covered somewhere in the industry before—more than once. At the recent Asphalt Contractors Association of Florida (ACAF) annual meeting, I heard a logical explanation for that. One of the presenters at the meeting, Mr. T.J. Young of Duval Asphalt, shared what a mentor taught him early on in his career: “You can learn 80 percent of what you need to know in this business in about two years. It’ll take you another 20 years to get the other 20 percent.” Young referred to this as the 80/20 ratio during his presentation, making it clear to the audience that by training our work force to master the first 80 percent—the bulk of the knowledge necessary for quality production and quality paving—we can then drill down on the details that enhance and improve operations. I don’t propose we take two years to train every newcomer to the asphalt industry. I don’t suggest we train someone for two years, call it “good enough,” and consider 80 percent a decent way to get projects done. We’re used to giving 110 percent, after all. What I think we can take away from Young’s talk in Florida is that our industry has a host of basic best practices that don’t take a long time to learn. We can get these good, solid, top quality testing, production, paving, maintenance and other practices into a new hire’s arsenal in a reasonable amount of time, and then raise expectations from there. It’s not good enough to stagnate at the 80 percent level. That brings me back to the musings at the beginning of my note. I always look for the topics that deserve revisiting or deeper study in AsphaltPro. Given the number of veteran employees taking advantage of our industry’s excellent retirement benefits, we have a multitude of openings for new workers who haven’t learned the reasons why you stop a backing haul truck before it gets to the paver in the paving train. We have new workers in our industry who don’t know why we roll from the low side to the high. We have a new person who’s feeling the weight of the lute in his hands for the first time, and he has no idea how to bump the edge of the mat without crushing the vertical joint; has anyone told him not to cast material across the surface? To help bring this new work force up to speed, AsphaltPro magazine designed a training course that you can access online—from any device. We picked John Ball’s brain to make it right and asked him to help us film the points we teach. It’s the kind of training your crewmembers need in the field, but can get while sitting out a rain delay in your home office. Or you can have them pull up a specific lesson on their smart phones or tablet out in the field if you need to. Once you buy the course, it’s yours whenever you need it. For folks who don’t like watching videos or hearing a teacher, you can keep reading lessons in AsphaltPro. I’ve designed the new training department to teach a different aspect of the industry in back-to-basics language every month. Pass it around the horn and make sure the relevant members of the team are up to speed. Even if it’s something you’ve heard before, the new member of the crew may need it. Stay Safe, The Production Issue
asphaltPRO PRODUCTION – PROFESSIONALS – PRODUCTS
on the cover
Utilities Offer Rebates For High Efficiency Parts
Sandy Lender • California Produces • Solve Your RAP Problem • Train New Plant Workers on Temps
Top 7 Plant Tips JANUARY 2018 WWW.THEASPHALTPRO.COM
6 // january 2018
You want to protect your new plant investment with all the best practices. See related articles on pages 10, 20, 24, 26, 40, 60 and more. Photo courtesy CMI Roadbuilding.
January 2018 • Vol. 11 No. 4
asphaltPRO 602 W. Morrison, Box 6a
Fayette, MO 65248 (573) 823-6297 www.theasphaltpro.com Group publisher Chris Harrison chris@ theasphaltpro.com publisher Sally Shoemaker sally@theasphaltpro.com (573) 823-6297 editor Sandy Lender sandy@theasphaltpro.com (239) 272-8613 ASSOCIATE EDITOR Sarah Redohl sarah@theasphaltpro.com (573) 289-5390 Art Director Kristin Branscom business manager Susan Campbell (660) 728-5007
AsphaltPro is published 11 times per year: January, February, March/ April, May, June, July, August, September, October, November and December by Asphalt Pro, LLC, 602 W. Morrison, Box 6a, Fayette, MO 65248. Writers expressing views in AsphaltPro Magazine or on the AsphaltPro website are professionals with sound, professional advice. Views expressed herein are not necessarily the same as the views of AsphaltPro, thus producers/contractors are still encouraged to use best practices when implementing new advice. Subscription Policy: Individual subscriptions are available without charge in the United Sates, Canada and Mexico to qualified individuals. One year subscription to non-qualifying Individuals: United States $90, Canada and Mexico $125.00. For the international digital edition, visit theasphaltpro.com/subscribe/.
around the globe
Industry News and Happenings from Around the World Africa
Gear up for BAUMA CONEXPO Africa in Johannesburg this March 13 through 16. Get all the information at www.bcfafrica.com/.
China
A trio of reporters from Reuters showed in October that China was importing mixed aromatics— to the tune of over 800,000 tonnes more than they imported in September—out of Europe, in advance of expected import tariffs and regs in early 2018. Source: Reuters
United Arab Emirates
The 2nd Argus Middle East Petroleum Coke Conference will take place in Yas Island, Abu Dhabi, UAE, Jan. 24 and 25, 2018. They anticipate over 150 participants. Get registration information from me.events@argusmedia.com.
United States
The National Cooperative Highway Research Program has released its Research Report 857 titled Performance-Related Specifications for Pavement Preservation Treatments. The 158-page book is available as a free download or in paperback from the National Academies Press. Visit http:// nap.edu/24945.
Arizona
Join the Association of Modified Asphalt Producers (AMAP) for the 19th annual conference & workshop Feb. 6 through 8 in Phoenix. Visit modifiedasphalt.org for details.
Show (RMACES) this Feb. 21 through 23. Visit www.RMACES.org.
Hawaii
The Hawaii Asphalt Paving Industry (HAPI) 2017 Photo Contest was conducted in September. Members of the state association were encouraged to submit photos of a Hawaii paving or pavement treatment project either under construction or completed. The winning photo of the Farrington High School Athletic Field, submitted by Grace Pacific, can be viewed at http://hawaiiasphalt.org/2017-hapi-photo-contest/.
Illinois
• John Deere of Moline, Illinois, has reason to be proud of its senior engineer in the Construction and Forestry Division. Amy Jones has earned the SAE International/AEM Outstanding Young Engineer Award. Jones began her career as a project engineer at Sachs Electric Company in St. Louis, and joined John Deere in 2010 as a software verification and validation engineer in her current division where she supervises and leads a global team. She has a driving passion for STEM outreach, and has dedicated herself to creating opportunities for thousands of students in eastern Iowa. • Deere also completed its global rollout of a new company website at www.JohnDeere. com. It includes 33 sites in 16 languages and about 2,300 product pages.
Minnesota
Make sure you’re signed up to attend the 2018 National Asphalt Pavement Association (NAPA) annual meeting this Feb. 11 through 14 at the Hilton Bayfront Hotel in San Diego. Get information at www.asphaltpavement.org.
Ergodyne and Corvex Connected, both based in Minnesota, have partnered to help safety professionals predict and prevent potential workplace hazards through sharing real-time data, insights and safety risk concerns from workers who are connected to intelligent safety gear and an Internet of Things (IoT) platform. Read more in this month’s New Tech department on page 72.
Colorado
Missouri
California
• The steering committee of the Metropolitan Government Pavement Engineers Council (MGPEC) has updated the asphalt specification (Item 20) as of October 2017. One of the changes is in hot-mix and warm-mix terminology. HMA is now “asphalt paving materials” and WMA is now called “workability mix additive.” • Make sure you’re registered for the Rocky Mountain Asphalt Conference & Equipment
8 // january 2018
Your AsphaltPro staff, Fayette, Missouri, has teamed up with hall-of-famer industry consultant John S. Ball III of Top Quality Paving & Training, Manchester, New Hampshire, to bring you an online training course for each member of your asphalt paving crew. Check out free previews of lessons or get started by clicking the green “enroll” button at http://training.theasphaltpro.com/p/asphalt-paving-101.
North Carolina
National Joint Powers Alliance® (NJPA) members in government, education, and nonprofit throughout the United States and Canada can access LeeBoy, Rosco and LBPerformance products via NJPA contract 052417-VTL. LeeBoy of Lincolnton, North Carolina, is an NJPA contract awarded vendor in Roadway Maintenance Equipment with Related Accessories, Attachment, Materials and Supplies.
Ohio
Technology company Continental of Fairlawn, Ohio, has acquired Custom Machining Services Inc., of Valparaiso, Indiana, to expand its range of services for the industrial hose industry. “Custom Machining Services is a well-respected manufacturer and has a solid reputation in the hose industry,” said Andreas Gerstenberger, Continental’s head of Industrial Fluid Solutions.
Tennessee
Plan ahead for recycling! The Construction & Demolition Recycling Association (CDRA) invites you to attend the silver anniversary of C&D World Feb. 10 through 13 at the Hilton Nashville. The event will also host the annual meeting of the CDRA. Get info at www.cdrecycling.org.
Washington, D.C.
• Nov. 21, 2017, the Equipment Leasing and Finance Association (ELFA) released the Monthly Leasing and Finance Index (MLFI25) for October showing new business volume was up 2 percent year over year and 4 percent year to date, and down 3 percent month to month for the $1 trillion equipment finance industry. • The Transportation Research Board (TRB) has released a set of “TRB Straight to Recording for All” webinars, including one titled “Increasing Warm Mix Asphalt Implementation.” The recording series is a follow-up to a previous video series about WMA. This current video series presents the state-of-theknowledge of WMA, including a summary of the national survey on WMA; the two-day national workshop held May 2017; and an overview of current implementation practices. Access the free recordings at http://www.trb. org/Main/Blurbs/176886.aspx
safety spotlight
Stay Safe at the Plant A
As morbid as this will sound, it will be easy to remember: If you will be working or walking on a surface that is more than six feet above a lower surface, you must have fall arrest protection to safeguard you from going six feet under. The harsh and horrible reality is that not all workers at the asphalt plant consider this before climbing to the top of the silo. Is the safety railing enough to keep you from tumbling to your death should you slip or trip up there? This month’s focus on the asphalt plant gives us the perfect excuse to turn our safety spotlight on fall arrest protection. Here are a few direct quotes from the Occupational Safety and Health Administration (OSHA) regulation part titled “Duty to have fall protection” to highlight the employer’s responsibility for safety in this area. 1926.501(b)(1): Each employee on a walking/working surface (horizontal and vertical surface) with an unprotected side or edge which is 6 feet (1.8 m) or more above a lower level shall be protected from falling by the use of guardrail systems, safety net systems, or personal fall arrest systems. 1926.501(b)(3): Each employee in a hoist area shall be protected from falling 6 feet (1.8 m) or more to lower levels by guardrail systems or personal fall arrest systems. If guardrail systems, [or chain, gate, or guardrail] or portions thereof, are removed to facilitate the hoisting operation (e.g., during landing of materials), and an employee must lean through the access opening or out over the edge of the access opening (to receive or guide equipment and materials, for example), that employee shall be protected from fall hazards by a personal fall arrest system. 1926.501(b)(4)(i): Each employee on walking/working surfaces shall be protected from falling through holes (including skylights) more than 6 feet (1.8 m) above lower levels, by fall arrest systems, covers, or guardrail systems erected around such holes.
10 // january 2018
a worker who has fallen, and how to measure/assess fall hazards. During winter maintenance, you have the perfect opportunity to slow the typically frenetic pace of asphalt production, and take the time to train good safety habits into workers. While a percentage of the workforce may be on leave for the non-paving season, those who are on site deserve attention to safe details they can carry through the rest of the year. – By Sandy Lender
Recent rain increases hazardous conditions atop the silos. Make sure you use fall protection in addition to good safety railings when going up to perform routine checks and maintenance. Photo courtesy Meeker Equipment. What these excerpts should bring to mind is the plant has multiple high points— multiple areas that are six feet higher than the surface below them—in addition to the top of the silo. Workers may be conditioned to put on a fall harness before climbing the steps to work on the transfer conveyor or other components 40+ feet in the sky, but consider the multitude of other plant components that require routine maintenance, inspection and cleaning. Does your company’s safety culture instill in each worker the instinctual habit of putting on fall protection before going to the top of the baghouse? Think of other components that require a scissor lift to reach. Are the cold feed bins set on a hill to facilitate loading, thus one side offers a short, crippling fall and the other side’s fall could be catastrophic? If you just thought that it’s a waste of time to don fall protection before inspecting bridging in a cold feed bin, your safety program needs a review. It’s not a waste of time to protect a worker’s livelihood or life. OSHA has a technical manual you can access online, for free. Section five, chapter four, discusses fall protection specifically. Visit https://www.osha.gov/dts/osta/otm/ otm_v/otm_v_4.html for guidance on fall protection, fall arrest systems, how to help
Get Personal for Fall Safety Remember, just because you have a guardrail atop the silo, tank, baghouse or other plant component, doesn’t mean you’re safe. Leaning and stretching to perform work, tripping over a tool or cord, or slipping on the very material you’re cleaning up, could put you in extreme danger. This is when you must have fall protection on your body, affixed to a secure point, to prevent tragedy. The components of a personal fall arrest system (PFAS) include: • An anchor—“Anchors are fixed to a strong structural member. Anchors are not effective if they are attached to weak materials.” • Connectors—You want to ensure all components are compatible; you can’t necessarily mix-andmatch brands. • A full-body harness—“A safe and effective harness will fit and is adjusted so that all straps are snug. Dangling leg straps or arm straps are signs that the harness is not being worn correctly.” • The line—This could be a shockabsorbing lanyard, a retractable lifeline, a deceleration device, or a combination thereof. Source: OSHA Technical Manual
mix it up
Michigan Tests Friction Aggregates Editor’s Note: Read the February issue for findings from the Florida Department of Transportation’s experience with HFSTs over time.
H
High friction surface treatments (HFST) provide enhanced pavement friction in critical safety locations such as horizontal curves and bridge decks. HFSTs are a thin layer of durable, high friction aggregate bonded to an existing pavement surface using a liquid polymer resin binder. The resulting surface is extremely rough and polish-resistant, providing long-lasting skid resistance in locations where tire-pavement friction is paramount. Calcined bauxite is the only aggregate that currently meets the friction performance requirements for HFSTs per AASHTO specification PP 79-14 Standard Practice for High Friction Surface Treatment for Asphalt and Concrete Pavements. Since calcined bauxite must be imported from overseas, it is costly. Some states, including Michigan, also have specs for thin polymer-bonded overlays,
12 // january 2018
which have been used as bridge deck treatments for many years and often allow the use of less-expensive, regionally available friction aggregate. In this article, the term HFST is used broadly to include any thin bonded surface treatment that increases the friction capability of a pavement surface. Michigan DOT recently sponsored an evaluation of 11 friction aggregates, detailed in NCAT Report 17-01, using NCAT’s three wheel polishing device (TWPD). This lab method applies uniformly controlled conditioning (polishing) in the TWPD followed by testing with the dynamic friction tester (DFT) and the circular texture meter (CTM). This procedure allows engineers to make relative comparisons of friction aggregate performance while agencies retain the responsibility to determine an acceptable friction threshold value. In addition to calcined bauxite, the study included a basalt and copper slag from Wisconsin, flint from Oklahoma, three varieties of calcined kaolin from Georgia, three vari-
eties of quartz (from Ohio, Washington and Maryland), and feldspar mineral from Wyoming. Two replicates were made for each aggregate. The surface of each 20 by 20-inch asphalt test slab was covered with an epoxy bonding agent (E-BOND 526) at a rate of 0.04 gallons per square foot, and the aggregate was spread by hand over the epoxy. After curing for 24 hours, the surface was swept, rubbed with a wooden board to remove loosely bound aggregate, and swept again. The two replicate slabs for each aggregate were conditioned using the TWPD units. The TWPD operates at a speed of 60 rpm, uniformly polishing a circular path 284 millimeters in diameter on each test surface. All three pneumatic tires on the TWPD that performed the polishing were replaced for each slab. Previous studies have shown that terminal surface friction is reached between 80,000 and 100,000 cycles, but this study extended testing to a total of 140,000 (140K) cycles to better distinguish between higher performing aggregates.
Each slab was tested using the CTM (according to ASTM E 2157) and DFT (according to ASTM E 1911). The CTM measures surface macrotexture in terms of mean texture depth (MTD). The DFT measures surface friction as a function of speed (20, 40 and 60 kilometers per hour for this study). The result is a dimensionless value known as the friction number (Fn). In this study, 40 kph produced the most repeatable results, so the friction values are expressed as DFT(40). Higher values indicate better friction properties. The testing sequence involved initial CTM and DFT measurements on each slab followed by TWPD conditioning for 70K cycles. After drying overnight, each slab was tested again using the CTM and DFT. Additional TWPD conditioning of 70K cycles was performed, and final CTM and DFT measurements were taken after the slabs dried overnight. The difference between DFT measurements for replicate slabs was evaluated for similarity. The average difference in DFT(40) for replicate slabs was 0.034.
Only three differences were greater than two standard deviations from the mean (0.08), and they represent initial DFT measurements not critical to the analysis. More than 60 percent of the differences in DFT(40) between replicates were less than
0.040, which is similar to the results of an earlier study (NCAT Report 15-04). The CTM data were very repeatable, so no quality control evaluation was needed. Figure 1 shows the DFT friction values measured at 40 kph (DFT(40)) for each
Figure 1. Comparison of Lab Friction Performance
www.THeAsphaltpro.com // 13
mix it up aggregate tested. The legend ranks the aggregates from highest to lowest DFT(40) values after 140K TWPD polishing cycles. Calcined bauxite maintained higher friction performance than the other aggregates tested. All three calcined kaolin products (47 with 4x20; 60 with 4x20; and 70 with 4x20), as well as the Oklahoma flint, had similar high performance compared to the remainder of the other aggregates. The Washington quartz (Armor Stone) continued to polish between 70K and 140K cycles, so its terminal friction placed it in a middle performance category along with the Wisconsin copper slag and Wyoming feldspar (Traction Control). The Wisconsin basalt had the lowest initial DFT(40) value but showed good polish resistance with minimal friction loss after 140K polishing cycles. The quartz aggregates from Ohio (Best Sand) and Maryland (EP5 MOD) exhibited the lowest friction performance. Figure 2 shows the CTM macrotexture measurements for each aggregate tested. After 140K TWPD cycles, all MTD measurements were in the in range of 1.2 to 1.8 millimeters, which is typical for HFSTs after conditioning. By comparison, terminal macrotexture values are typically less than 1.2 millimeters for porous asphalt mixes and less than 0.60 millimeters for dense-graded asphalt mixes. As noted in previous HFST studies, measured friction and surface macrotexture had no correlation. A previous FHWA-sponsored study comparing lab TWPD conditioning and test sections at the Test Track showed that lab DFT terminal friction values are higher than field terminal friction values measured using a locked-wheel skid trailer, ASTM E 274. Based on the correlation developed in that study (NCAT Report 1504), the calcined kaolin products and flint would be expected to have a terminal friction value of approximately 40 (SN40R) using a skid trailer. For the 11 aggregates selected by Michigan DOT, measured DFT(40) values ranged from 0.40 to 0.80. This wide range indicates substantial differences in friction performance among the various aggregates. It is the governing agency’s responsibility to set acceptable thresholds for friction aggregate performance. Depending on
14 // january 2018
Figure 2. Comparison of Lab Surface Texture Performance site-specific factors, regionally available friction aggregate may be appropriate for some applications. The success of locally placed sections, measured in terms of crash reduction, is one approach to developing acceptable friction thresholds. HFSTs do not extend pavement life and should not be applied to existing pavements in poor condition. Further, conventional pavement preservation techniques do not provide the same level of friction as HFSTs. Ongoing work at the NCAT Test Track is evaluating higher friction preservation treatments using calcined bauxite as an aggregate. Section W7A, placed in 2015, has a 0.25-inch microsurface treatment with 50 percent bauxite. Section W3, a 0.75inch thinlay stone matrix asphalt (SMA) with bauxite and granite, was placed in the spring of 2017. W7A has a friction value of 55 (SN40R) after eight million equivalent single axle loads (ESALs) of traffic. By comparison, the HFST with bauxite (section W8B) has a friction value of 60 after 20 million ESALs. Although W7A has lower friction than the bauxite HFST, it is still very good. Further trafficking will determine whether the bauxite microsurfacing continues to maintain good friction over time. W3 only had three million ESALs applied at the time of these friction measurements. Initially, friction was lower at 44 (SN40R) due to the asphalt surface film. This film has been worn off by traffic, and the friction values are currently comparable to W7A.
CTM macrotexture measurements are very good (near 1.00 mm) for the bauxite HFST (W8B). W7A has good macrotexture (0.75 mm), but W3 is less than 0.40 mm. Although W7A and W3 have similar friction at this time, bauxite microsurfacing (W7A) may be a better safety surface based on its higher macrotexture, which reduces hydroplaning potential. With crash reduction in mind, researchers continue to evaluate surface friction performance to better understand what levels of macrotexture and friction are sufficient to provide safe pavement surfaces. Reprinted with permission from the Fall 2017 NCAT Newsletter. – By Courtney Jones and Mike Heitzman
Navigate the Terms circular texture meter = CTM dynamic friction tester = DFT friction number = Fn high friction surface treatments = HFST mean texture depth = MTD National Center for Asphalt Testing = NCAT stone matrix asphalt = SMA three wheel polishing device = TWPD
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Pavement maintenance
How to Perform Winter Maintenance on a Porous Pavement Contractors performing winter pavement maintenance should be clamoring for the jobs that service porous asphalt pavements. It would be irresponsible to say merely “you get to leave it alone,” but the fact is porous asphalt pavements require fewer deicing chemicals and less work than do impervious pavements. Here’s why. First, the Federal Highway Administration (FHWA) technical brief Porous Asphalt Pavements with Stone Reservoirs points out “Porous asphalt pavements have been successfully used for more than 35 years in a variety of climates around the United States. They provide a pavement surface that is also part of the stormwater management system, reducing stormwater runoff and pollutants and replenishing groundwater. A number of porous asphalt parking lots have lasted more than 20 years with no maintenance other than cleaning.” Regular cleaning is something FHWA recommends, suggesting pavement owners include vacuuming two to four times a year to keep dirt and debris from clogging the voids that are meant to allow stormwater to pass through the pavement and stone layers.
C
Regular maintenance of the porous asphalt pavement will include vacuuming at least twice a year (according to FHWA) or power-washing to keep organic debris from clogging the system. In the technical brief, FHWA warns that pavement owners should never sealcoat or crack seal the porous asphalt pavement— for the obvious reason that these strategies close the system. The FHWA technical brief states: “If patching is necessary, conventional mixes may be used if less than 10 percent of the pavement area is affected.” Companies that have been contracted to
16 // january 2018
The contractor is able to use less deicing material on the porous asphalt pavement, and expend less energy plowing the surface. Photo courtesy CASE Construction Equipment. maintain commercial or residential properties should verify the pavement structure before performing maintenance treatments to ensure they aren’t negating the owner’s stormwater management, etc. One concern agencies in northern climates have mentioned when it comes to the use of porous asphalt pavements is that of winter maintenance, specifically icing conditions and how to handle them. In her December 2016 Master of Science thesis “Winter Deicing Methods for Porous Asphalt,” Heidi Whitney Lemay of the University of New Hampshire, addressed the concern, stating, “porous asphalt has created challenges in colder climates with respect to deicing operations. It has been found that the traditional deicing method
of applying rock salt is not as compelling on porous surfaces because much of the salt remains days after a storm event. This study presents the findings of deicing an active porous asphalt parking lot using liquid reduced chloride or non-chloride deicers under winter storm conditions.” The National Asphalt Pavement Association (NAPA) Information Series 131 (IS-131) document titled Porous Asphalt Pavements for Stormwater Management includes specific information about snow removal on an asphalt parking lot at the University of New Hampshire. One hour after plowing, the porous asphalt area of the parking lot showed significantly more snow melt and cleanliness of the pavement. But that’s just the visual cue that the porous pavement is
doing its job. NAPA authors point out that the two areas were evaluated for the degree of snow and ice cover and for the friction factor of the surface using ASTM E303-93. The measurements showed a 75 percent reduction in salt application was possible for the porous pavement area in relation to the conventional dense-mix area. IS-131 states: “For the friction factor, a 100 percent reduction was determined (porous asphalt, even with no salt, has higher frictional resistance than dense-mix asphalt with 100 percent of the normal salt application). Therefore, a sizable reduction in salt application rate is possible for porous asphalt without compromising braking distance or increasing the chance of slipping and falling.” Deicer types include, but are not limited to, in alphabetical order: acetates, chlorides, formates, glycols, succinates.
Be aware that a host of researchers have found some acetate-based deicers can emulsify the asphalt binder in an asphalt pavement and can cause an alkali-silica reaction on some aggregates in concrete pavements. In other words, you might not be asked to use an excessive amount of Potassium acetate (KAc) deicer. The parameters of this article don’t include a deep discussion of chemical reactions; we’re not diving into the pros and cons of various deicers. Instead, we want to emphasize the reduction in use of chemicals to maintain the porous asphalt pavement through winter weather. Lemay’s study tested three liquid deicers specifically: Potassium acetate (a non-chloride), beet and brine (a reduced-chloride), and beet and water (a non-chloride). “The three liquid deicers were found to be effective during this study, producing results similar to that
of rock salt used on impermeable asphalt,” Lemay stated in her paper. Don Watson, P.E., of the National Center for Asphalt Technology (NCAT), shared that “A mineralized de-icer that has an operating range lower than normal sodium chloride may be used, and is applied with the truck sanders just like the sand-salt mixtures. Anti-icing chemical application is probably the most preferred and uses a 20 to 30 percent solution of magnesium chloride mixed with water to form a brine.” Watson offered real-world use of the mix. “The product is applied at 20 to 40 gallons per lane mile in advance of a predicted winter storm. The actual rate may be varied due to existing pavement condition, severity of predicted storm, and whether any residual remains from previous applications…Anti-icing chemicals are effective to about -30 degrees F.”
Skid Steers Vs. Compact Track Loaders for Snow Removal The equipment industry is still moving from traditional, rubbertired skid steers to rubber-tracked compact track loaders (CTLs). CTLs offer lower ground pressure, greater lifting capacities in a comparable footprint, smoother operation over varied terrain, but there are still some applications where skid steers hold an advantage. Dedicated snow removal is one of them. It’s important to note: if snow removal is a secondary/seasonal job for you, and you’re using CTLs that you deploy for dirt work in the summer for snow work, they’re going to work just fine. But it’s the one thing that makes these machines different that gives skid steers the advantage: where the rubber meets the road. Literally. Wear: Skid steers with traditional rubber tires provide a lower initial investment than CTLs—the rubber tracks and undercarriage of the CTL add cost, and ultimately cost more to replace/maintain over the service life. While snow and ice does provide a slight buffer between the rubber tracks and the asphalt, rubber tracks are still subject to abrasion and wear from operation on improved surfaces such as asphalt. Rubber tires on a skid steer are subject to the same abrasion, but those tires can last longer and cost less to replace than the rubber tracks of the CTL. Speed: Speed isn’t everything, especially in parking lots of retail centers, etc. where safety is paramount, but skid steers provide faster ground speed than CTLs. As an example: The 90-horsepower SV340 skid steer offers a top ground speed four miles per hour (MPH) faster than a comparable CTL. Skid steers offer a significant advantage in speed when working in wideopen spaces and commercial parking lots, allowing operators to work and reposition more quickly.
Downward Pressure: The hallmark advantage of a CTL is its low ground pressure. This actually provides a disadvantage when working in snow removal applications. A skid steer, with its four tires and less per-square-inch contact with the surface below, can exert more downward pressure on the bucket, plow or pusher than a CTL. This provides better scraping action along the surface and helps remove more snow and ice on the first pass. Where do CTLs provide an advantage? Landscapers and other contractors who work in the dirt during the other three seasons of the year will be able to leverage the low ground pressure advantages of CTLs in their other work. And snow contractors who buy/lease machines and flip those units at the end of a season or two will find a stronger aftermarket demand for CTLs, making it easier to unload those units. Truth is: Both machines will get you there. The nuance of which machine will offer a lower total cost of ownership/ operation will come down to how you use that machine when it’s not snowing. Skid steers offer distinct advantages if the machine is only used in snow work and for operation on improved surfaces. CTLs provide greater operator comfort and a smoother ride, especially when working in off-road applications, and contractors have proven willing to pay extra in terms of the initial price and long-term undercarriage costs. – By Brad Stemper and George Mac Intyre
Brad Stemper is the product manager, and George Mac Intyre is the global product portfolio manager, light equipment, CASE Construction Equipment. CASE wishes to thank Robert Velazquez of Semper Fi Land Services and Nate Kohn of Nate’s Landscape for their input.
www.THeAsphaltpro.com // 17
Pavement maintenance
Connect With Us! Stay in touch with AsphaltPro between issues where you can find how-to content, trends and technology, and industry insight.
Lemay’s study concluded, in addition to the positive results of liquid deicing agents on porous asphalt pavements, “based on the results of this study, reduced chloride or non-chloride deicers applied on porous asphalt may be used to effectively control snow and ice from porous asphalt surfaces in the manner expected of rock salt on traditional impervious surfaces.” With minimal use of chemicals, the contractor performs plowing as he would for any other storm event. – By Sandy Lender
Here’s How it Was Built The Production Issue
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The porous asphalt pavement follows a simple structure, which maintenance contractors will want to understand. Even if you aren’t called upon to pave any of the layers of the system in the future, you’ll want to be aware of what you’re working with. For example, Rons Construction Corporation, Honolulu, built a porous asphalt pavement for Vineyard Investment Realty LLC in Wahiawa, Hawaii, in 2017. The private driveway is 300 feet long, 20 feet wide and the first use of a porous asphalt pavement for a road or parking lot in the state. According to Engineering Dynamics Corp. (EDC), the engineer for the project, the new development would create an increase in stormwater runoff from the site. The city required any increase in stormwater runoff from development be retained onsite instead of flowing into the city’s drainage system. EDC determined that the most costeffective solution was to retain additional runoff onsite with the use of porous asphalt. The Hawaii Asphalt Paving Industry (HAPI) developed a specification for the porous asphalt mix. HAPI member Grace Pacific LLC produced it, and HAPI member Rons Construction Corp. placed it. The system is built like this: Above the uncompacted subgrade is a geotextile fabric, which prevents the migration of fines from the subgrade into the stone recharge bed while still allowing for water to pass through. The next layer is a stone reservoir consisting of uniformly graded, clean crushed stone with 40 percent voids serving as a structural layer and to temporarily store water as it infiltrates into the soil below. Then, to stabilize the surface for paving, a thin (about 1-inch) layer of clean, smaller, single-size crushed stones is often placed on top; this is called the stabilizing course or choker course. The last layer consists of one or more layers of opengraded asphalt mixes with interconnected voids, allowing water to flow through the pavement into the stone reservoir. These open-graded asphalt layers consist of asphalt binder, stone aggregates and other additives. By excluding fines, the open-graded mix allows for more air voids (typically between 16 and 22 percent voids. Notice: there is no tack coat or bond layer. You don’t want the tack material filling the voids, which are supposed to allow water through. Source: Hawaii Asphalt Paving Industry
Training
Get Back to Basics with Tank Temperatures All other controls should read the same. But what if they don’t? of varying temperature readings, look to the output signal the controllers are sending. It might not be properly scaled to the input of the PLC and its computer screen. Make sure the PLC is set up so its 4 to 20mA input is properly scaled to the temperatures represented by the 4 to 20mA signal from the temperature controller. If you still see varying temperature readings, it’s time to do some testing. Get a high-end thermometer with a manufacturer who boasts it’s “more accurate than required tolerances” (such as the Fluke 1552A EX Thermometer). The Fluke mentioned here is reported to have an accuracy of + or – 0.09 degrees F.
Editor’s Note: Beginning in 2018, AsphaltPro magazine is offering readers a new column to help when training employees at the plant or in the field. This back-to-basics series will give rudimentary—yet useful—tips and tricks for working in the lab, running the plant and paving a quality mat successfully. For this month’s production-related theme, we’re starting with how to manage a heater in the tank farm.
O
One of the basic truths at the asphalt tank farm is that temperature rules the day. You want to monitor and control temperatures to keep the material in tanks from experiencing wide fluctuations that might degrade molecular bonds or cause other materials to solidify. Here’s an example of something you might experience. Let’s say the dial thermometer on your asphalt tank reads 306 degrees F. All other controls should read the same. But what if they don’t? What if the temperature controller
20 // january 2018
connected to the thermocouple nearby reads 296 degrees? And the temperature controller connected to a thermocouple in the asphalt piping reads 325 degrees while the computer screen in the control house shows the asphalt temperature in the tank is 290 degrees. You want to get those temperatures in sync.
Troubleshoot it:
Start with the hot oil. Make sure there is oil in the wells of the tanks where the thermometers and thermocouples are installed. This oil should have no bubbles in it. Lack of oil in these wells can cause temperature errors, which means your material may be just fine, but your measuring devices are starved for the material they need. The wells should be partially filled with thermal fluid—or a heat transfer oil—and no water. Make sure there’s room for expansion, but no bubbles. If regulating the heat transfer oil in the wells of the tanks didn’t solve the problem
First: Use the instrument you prefer to check the temperatures at the locations where your thermometers, thermocouples and capillary bulbs are installed. Second: Compare the instrument’s readings with the readings from each of your devices. If the devices are reading true, yet are all giving different measurements for your asphalt temperature, you have variations within your tank and piping, etc. If one or more devices are showing readings that are incorrect, then they are the items that need to be repaired or replaced—not elements in the tank or heating system. New employees are probably not the ones appointed to repair or replace elements within a tank or heating system. Once a problem has been identified and its source found out, the team can make recommendations for a resolution. Source: Heatec Inc., an Astec Industries Company, Chattanooga. – By AsphaltPro Staff
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Solve your problem
Solve Blue Smoke from High RAP
Do you see a plume of blue smoke when introducing large percentages of reclaimed asphalt pavement (RAP) to your continuous mixing process? If you still see blue smoke when introducing high percentages of RAP to your production process, you may be allowing the binder in the RAP to encounter the flame.
When you introduce RAP material to the drum, you could be introducing its existing AC binder to extreme temperatures. This is a lean burn premix burner, the Hauck NovaStar from Honeywell, with a compact, high intensity flame. Photo courtesy Honeywell Thermal Solutions.
Solution: Introduce RAP/FRAP differently.
When the recycle material is allowed to heat away from the flame, the existing AC binder is less likely to be negatively affected. Malcolm Swanson of Astec Industries shared that finding a solution is not easy, and is more of an equipment solution. Consultant Clarence Richard of Clarence Richard Companies and President Lennie Loesch of Stansteel both weighed in on some equipment modifications that can help. “Look at plant modifications to help superheat the aggregate material and thereby conductively heat more RAP,” Loesch suggested. “A number of contractors have kept their existing dryers and parallel flow dryers/drum mixers and converted them to a counterflow design. By the counterflow design, they are better able to superheat the virgin aggregate and process more RAP without any environmental concerns such as blue smoke or high temperatures to the baghouse.” Richard explained, “Counterflow allows the RAP to be raised in temperature by conductive means only. The superheated aggregate is the only method used to heat and dry the RAP.” Richard suggested that the minimal amount of blue smoke developed from this method is then incinerated by the flame before it can be expelled to the atmosphere. Look at your RAP collar placement, as well. Another solution Richard offered involves an additive. “Bringing the temperature of the mix down helps,” he said. “Warm-mix is a big plus, either by continuously emulsifying the asphalt cement with water or adding chemicals.”
Mechanical solutions introduce recycle material away from the burner flame and/or capture stray emissions to be recycled. This is a RAP PAK tower with two 30,000-gallon AC tanks designed to allow production of mixes with up to 40 percent RAP at a batch plant. Photo courtesy Meeker Equipment. – By AsphaltPro Staff
24 // january 2018
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Producer profile
CCA also produces emulsion and sealcoat materials. This is CCA’s emulsion plant.
California Commercial Asphalt Strategizes Ahead of SB1 Since the California Legislature approved the Road and Repair Accountability Act in April of 2017, California Commercial Asphalt in San Diego has been busy. Also known as SB1, the bill is expected to increase state revenues for California’s transportation system by an average of $5.2 billion each year over the next decade through gas and diesel taxes, as well as new vehicle taxes and fees. To prepare for this additional funding, California Commercial Asphalt (CCA) has put into motion a number of strategic moves, including taking over operations at a plant in Coachella Valley, establishing a new plant in Elsinore, and making some important logistical changes in San Diego. “SB1 will increase the overall asphalt market in the state,” said CCA General Manager John Greenwood, “so we want to prepare for that and grow our market share in areas where we haven’t had market share before.”
S
Strength in Strategy
Strategy has always played an important role in CCA’s business plan. The company started in 1909 when George Daley started GR Daley hauling services with five teams of employees, 10 lead horses and three range wagons.
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“It only took a couple years for the business to mushroom into a booming paving business,” said CCA President Don Daley Jr. “His work included some of San Diego’s most important contracts, and he won business as far as El Centro and Merced.” From there, the paving company evolved into a full-service construction company by 1930. It also was mining its own materials and manufacturing HMA for the company’s own use. When George Daley passed away in 1957, his sons Don and Lawrence took over the business. In 1983, when aggregate began to run low at the company’s Murphy Canyon quarry, HG Fenton Company—a full service aggregate and concrete company—presented Daley Corporation with an opportunity to put a hot mix plant on Fenton’s property in Carroll Canyon, San Diego. Don Daley Sr. thought this would be an ideal opportunity for his two sons, John and Don Daley Jr., to start a new company to manufacture asphalt for other paving contractors. And California Commercial Asphalt Corporation was born. Today, the company has five asphalt plants (two batch plants and three drum plants) and a rubber plant. Three plants are located in the greater San Diego area, one in Elsinore and one in Coachella Valley.
In another strategic move for market growth, CCA moved a plant from Otay in San Diego to a new site in Elsinore, upgrading 65 percent of the plant’s components to meet today’s standards. At its plants, CCA produces a wide range of mixes, including rubberized, conventional and warm mix asphalt, as well as high RAP mixes, porous asphalt, coated chips, emulsion, sealcoat— all of which are produced at each of its plant locations. The company, which employs more than 150 people, also performs asphalt laydown and hauling. Daley estimates that two thirds of the company’s business is asphalt production and the remaining one third, contracting. About one quarter of the mix it makes is laid by its own crews, usually on municipal, commercial and private jobs, he adds. “Typically, our crews do a lot of municipal and agency work, as well as private development,” Greenwood said. “We’re doing more Caltrans work, but we also have a lot of good customers already filling that need.” In 2017, Greenwood estimates the company’s two fulltime asphalt laydown crews (35 employees total) laid around 250,000 tons. The company also has around 50 haul trucks and can broker up to 200 trucks a day, if needed. Greenwood estimates that there are between 100 and 150 trucks going through its plants on a daily basis, bringing in aggregates and hauling out hot mix. Many of the company’s customers use CCA’s hauling service, Greenwood said. “Having access to that many trucks—having that control— is huge,” Greenwood said, “because we’re ultimately a logistics business.” Even to this day, running CCA successfully relies on planning, logistics and strategy.
With any additional funding comes the need for additional qualified workers. In that regard, CCA is again playing its part. “We’re a part of Project Cornerstone, which shows high school and grade school kids that there’s an alternative path than college,” Greenwood said. “We want kids to know that a job in an asphalt plant or on a paver is a viable option. These are well-paid jobs with benefits, and it’s something our whole economy desperately needs.”
www.THeAsphaltpro.com // 27
Producer profile
The CalAPA delegation poses with U.S. Rep. Duncan Hunter (CA-50) during the Transportation Construction Coalition “fly-in” held March 17 and 18, 2017, in Washington, D.C. Pictured, from left to right, are Don L. Daley III, ATP General Engineering (CalAPA Legislative Committee Chair); Scott Metcalf, Ergon; Steve Ward, Pavement Recycling Systems; Don L. Daley Jr., California Commercial Asphalt; Hunter; Len Nawrocki, Valero (CalAPA 2017 PAC Committee Chair); Brian Handshoe, Kenco Engineering Inc. (2018 CalAPA PAC Committee Chair); and John Greenwood, California Commercial Asphalt (CalAPA Immediate Past Chairman). Photo by the California Asphalt Pavement Association (CalAPA) – used with permission.
Don Daley Jr., (left) was recognized with NAPA’s Asphalt Ambassador Commendation in 2014. Here, he sits next to NAPA Executive Vice President Jay Hansen at NAPA’s Annual Meeting. Photo by the California Asphalt Pavement Association (CalAPA) – used with permission. 28 // january 2018
CCA participates in a number of industry initiatives, including giving plant tours to lawmakers. Photo by the California Asphalt Pavement Association (CalAPA) – used with permission.
In With the New
To prepare for a boost in business with the passage of SB1, CCA has been very busy for the past few years. Two years ago, the company took over operations at a plant in Coachella Valley, opening up a new market for CCA. “Coachella Valley is a great market for asphalt,” Greenwood said, adding that there is a limited number of competitors in that area. It also moved a plant from Otay in San Diego to a new site in Elsinore, upgrading 65 percent of the plant’s components to meet today’s standards. “We already had two plants strategically placed in San Diego,” Greenwood said—now three with the Lakeside location, “so moving that plant allowed us access to a new market.” It was also located on a rock source CCA leases, and it’s conveniently located near Murrieta and Temecula, California. The new plants service an area with a total population of around 2 million and a 2-million-ton market. Although the San Diego area population is 4 million, it’s also a 2-million-ton market. “Adding those two plants almost doubled the size of our market capabilities,” Greenwood said. “SB1 spending will be huge in those areas.” In another strategic move, CCA also just acquired a plant in Lakeside, within San Diego County. “San Diego used to have rock sources within the city limits, but they’ve limited permitting new sources here,” Greenwood said. “The rock source of our joint venture partner—Hanson Aggregates—in the city was running low.” This meant that the company had to haul aggregates to its plant in the center of town from its other rock source, adding to haul time and overall costs. “The most efficient way to send asphalt to the job is from the rock source to the job,” Greenwood said, “so we had to make a shift and find a way to put a plant near our partner’s rock source to save on logistics.” So, in October, CCA acquired a competitor’s plant that was located right next to Hanson’s rock source. “We were already importing materials from that rock source to all of our plants,” Greenwood said. “Without the acquisition, we would have had to shut down our plant in the center of town, move it and permit it, and we’d lose a year of production for that plant.” By acquiring the Lakeside plant—a 2008 Astec double drum plant with a new burner and hot oil heater—CCA was able to keep its existing plant in the center of town running, as well as start producing mix at the newly acquired plant only weeks after the sale went through. Already, the company has begun to divert sales to the new plant from its existing plant in the city center, a 35-year-old Standard Havens plant the company plans to wind down and eventually close over the course of the next year. To staff the new plant, CCA hired three of the employees working at the plant under its previous ownership.
RAP, Rubber and the Road to the Future
Even in CCA’s existing plants, keeping an eye on legislative activities, market changes and DOT trends is imperative.
www.THeAsphaltpro.com // 29
Producer profile
CCA’s Miramar plant is one of three the company operates in the greater San Diego area.
CCA’s roots date back to 1909, when George Daley started GR Daley hauling services with five teams of employees, 10 lead horses and three range wagons. However, there hasn’t been a suitable pilot project to pave this mix design due to the nature of the mix. “Rubberized asphalt is a superior but expensive product,” Greedwood said. “Adding RAP to that mix makes it more viable for other agencies as well as the private sector.” “I would hope that California would explore the possibility of combining rubber binder and RAP,” Greenwood said, “because it’s actually a great combination and makes a very good, more cost-effective product that will last a long time on the road.”
The Secret to Strategic Planning In addition to producing mix, CCA also has its own laydown crews. About one quarter of the mix it makes is laid by its own crews, usually on municipal, commercial and private jobs. “There have been a lot of different pushes toward using more RAP,” Greenwood said, adding that Caltrans allows up to 40 percent in base course mixes and up to 25 percent in surface courses. “Historically, there’s been a stigma with RAP, but ultimately RAP is as simple as it was to produce that asphalt the first time around. Just because something has been sitting in the RAP pile for years doesn’t mean it can’t be broken down to its original components. There should be no stigma, as long as it’s done properly.” In order to support higher and higher percentages of RAP, CCA upgraded a lot of its environmental controls to eliminate blue smoke when running RAP and more temperature controls, VFDs and flow meters. They also segregate their RAP into multiple feeders. But, Greenwood is also aware that Caltrans does not allow RAP to be used in rubberized mixes, which is one of Caltrans’ preferred mix types. “There’s been a push to keep tires out of landfills, so California legislation is trying to mandate rubber in all conventional mixes,” Greenwood said. “But right now, we aren’t allowed to do both [RAP and rubber].” But, after some trial batches, Greenwood believes it’s possible. “There’s a lot of new technology out there that allows you to do rubberized mixes with RAP and make a very good product,” Greenwood said. And the trial batches look promising.
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CCA is also well-known for its involvement in the asphalt industry at large. Daley is very active in NAPA and attends the NAPA fly-in each spring (this year in San Diego), and Greenwood is the former chairman of CalAPA and is still on the board. “It’s important for our company and our industry to put forward a strong single voice,” Greenwood said. “It’s easy for agencies to butt heads with a single operator, but when an association like NAPA or CalAPA gets involved, there’s one unified voice.” “CCA understands the importance of getting involved legislatively,” said California Asphalt Pavement Association Executive Director Russell Snyder. “They’re proactive and recognized as industry leaders in that regard.” In fact, Daley was recognized as one of NAPA’s first-ever recipients of its Asphalt Ambassador Commendation back in 2013. “Don [Daley] has always felt very strongly about involvement at the association level,” Greenwood said. “He really leads by example.” “Earning the Asphalt Ambassador Commendation recognizes industry leaders who have build cooperative, lasting relationships with local, state, and federal lawmakers in an effort to educate governments on the asphalt industry,” said NAPA’s Chairman of the Board at the time, John Keating. “Asphalt Ambassadors are the embodiment of a grassroots advocate for the industry. ...Without their involvement, the asphalt industry would not be positioned as well as it is today.” Day by day, year by year, plant by plant and award by award, California Commercial Asphalt shows us how important it is to support the asphalt industry in general, because when the industry wins, we all win. – By Sarah Redohl
Retrofit Controls
A Heart Transplant for Your Plant
The control system: it’s the heart of your plant, reaching every aspect of your operation. ASTEC Retrofit Controls expand and improve your capabilities with an all new control system customized to fit your needs. It’s like a heart
‘‘
Pictured from left to right Roy Bryant, Plant Foreman Ricky Pendergrass, General Superintendent Bailey Watkins, Asphalt Plant Manager
When our outdated controls started to give us problems, we knew it was time to upgrade. We chose Astec because of the service. Astec has the absolute best service.
your Includes an updated A Stransplant T E C , for IN C .plant. an Astec Industries Company 4101Control JEROME Center, AVENUE Power • CHATTANOOGA, TN 37407 USA • 423.867.4210 • FAX 423.867.4636 • astecinc.com Center and all new The new system communicates timing and electrical switch gear.
tolerances when switching mixes extremely well. Now we know when the mix is in tolerance; therefore, we waste less asphalt. — Bailey Watkins Asphalt Plant Manager, Fred Smith Company
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Project management
Western Specialty Uses AsphaltHistoric for Waterproof Roof Gateway Arch gets complete museum roof restoration, waterproofing with asphalt bitumen in the mix
Western Specialty Contractors— St. Louis Branch—recently completed a project to restore and waterproof the roof of the Museum of Westward Expansion located beneath the iconic Gateway Arch on the St. Louis Riverfront. The work is part of a multi-phase project, spearheaded by non-profit organization CityArchRiver Foundation, to expand and renovate the underground museum, plus renovate the grounds surrounding the Arch. Work on the 100,000-square-foot existing museum roof started by removing 16 to 18 inches of sod and sandy soil, 10 to 28 inches of Elastizell engineered fill, and the existing waterproof membrane down to the structure deck using a bulldozer and air scrapers. Once the roof was exposed, Western crews went to work identifying and repairing leaks, which had been present for many years in the existing museum lid, as the existing waterproofing had exceeded its lifespan. Several methods were used to evaluate the condition of the concrete roof. Western crews then installed a 2-ply Laurenco modified bitumen sheet waterproofing covered with WR Meadows PC2 protection board. They installed an electronic leak detection system followed by a permanent leak detection grid system over the protection board. Crews then installed a layer of 1.5-inch, 60-psi Dow extruded polystyrene with an additional layer of WR Meadows PC2 protection board and a J-Drain 780 drainage mat. The next phase of the project involved waterproofing the 42,000-square-foot horizontal lid and 37,000-square-foot vertical walls of the museum addition. Western’s scope of work included installing 2-ply Laurenco modified bitumen sheet waterproofing covered with WR Meadows PC2 protection board, and installing an electronic leak detection system, along with two layers
W
32 // january 2018
Both layers of the Laurenco modified bitumen sheet waterproofing have been installed here. Western workers apply a third and final coat of adhesive before placing the 1/8-inch asphalt protection board on top of the adhesive.
Two layers of adhesive bitumen sheet waterproofing and a permanent leak protection board have been installed at this stage.
Here you can see the majority of the protection board has been installed, with the leak detection system ready to be installed next.
of 1.5-inch, 60-psi Dow extruded polystyrene. A layer of 1.5-inch, 60-psi Dow extruded polystyrene was installed on the vertical walls and a J-Drain 780 drainage mat on both the horizontal and vertical walls. Additional waterproofing of the north and south museum entrances (approximately 13,800 square feet), which included approximately 5,000 square feet of deck around each Arch leg, was also completed. The museum was largely operational during construction and a lot of the time Western crews were working over occupied space. Western sequenced the removal of existing roofing material so that they could remove, clean and install new roofing ma-
terial daily to keep the museum dry during construction. Testing was a daily requirement during the waterproofing installation. Western was required to complete a pull test every 500 square feet and take moisture readings every 100 square feet. Daily observation reports had to be completed during the waterproofing application, with all testing results and location tests documented along with weather conditions. For more information about Western Specialty Contractors, visit www.westernspecialtycontractors.com. – From Jennifer Beidle Communications
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Meet the National Exec
NAPA Incoming Chairman Craig W. Parker The AsphaltPro staff continues the tradition of introducing the incoming chairman of the National Asphalt Pavement Association (NAPA) with 2018 Chairman Craig W. Parker. He’ll be inducted during the 2018 annual meeting Feb. 11 through 14 in San Diego. He is the executive vice president of Silver Star Construction Co., Moore, Oklahoma. Let’s get to know the new chairman.
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The Company: Silver Star Construction Co. Inc. How long has Silver Star been a member of NAPA? 16 years How long have you, personally, been in the asphalt industry? 26 years Family: Wife, Anna; Daughter, Ellen; Sons Kenny and Aaron; four grandsons Kaden, Kason, Krosby and Mateo; one granddaughter Silvia Most influential book you’ve read: Good to Great: Why Some Companies Make the Leap…and Others Don’t by Jim Collins Hobbies: I’m a pilot and love flying my Cirrus SR22. I also love to scuba dive, and I recently started flying a drone. My favorite hobby is golf (although my game has room for improvement). I also fly patients for Angel Flight South Central and dog rescue flights for Pilots N Paws. How/why did you join the asphalt industry? Back in the 1980s, I was working for a land developer, and hiring a lot of asphalt work. Specifications were starting to get tighter at the time, and agencies were trying to keep up with the changes. As part of my job, I had to push projects through the approval process, but, as the specifications started getting tighter, the paving company we used (the only one in town) started have problems passing the final inspection. Some of this was their fault; some of it was an overzealous inspector trying to put his own spin on the new specs. I lost a couple of arguments back then by being bluffed by an inspector, so I decided the only way I was going to win was to learn all the specifications— front to back—and then I could use the same specifications against the inspector. The more I learned, the more fun it became. What does membership in NAPA mean to you personally? Our membership in NAPA has allowed us to stay informed about what is on the horizon with regards to specifications, innovations and sustainability. But it also allows us to have a voice in shaping these and all the other issues that have far-reaching effects on our business. We can be planning one to two years ahead of someone
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Craig W. Parker is the 2018 Chairman for NAPA. Photo courtesy Craig Parker. who chooses to not get involved in NAPA just by keeping current on the issues the various NAPA committees are working on. How has membership in NAPA benefitted your asphalt business? Honestly NAPA’s amazing staff, the contractor relationships, and the associate member relationships we have developed through involvement with NAPA have truly shaped our company over the past decade. It’s informed everything from equipment decisions, environmental decisions, employee decisions, etc. Once you truly become involved, make a point to meet and talk with the staff, contractors from around the country, and the associate members, the benefits of membership are unlimited. In recent months, what are the two or three positions for which your company has had the most difficulty finding qualified workers? For us, the hardest positions to keep filled are equipment operators, truck drivers and laborers. In our part of the country, this has been going on for years. Oklahoma is a very oil-dependent state, and when the oil market is even marginal, the
Parker enjoys flying his Cirrus SR22. Here he’s ready for takeoff with grandsons Kason and Krosby. Photo courtesy Craig Parker. oil companies will pay premium wages. When the market is strong, they will pay easily 1.3 to 1.5 times the market rate for hands. On top of that, our average unemployment in this area is about 4 to 4.5 percent, which means just about everyone who wants a job has one. Could you give an example of a way your state asphalt pavement association assists its members with workforce development? The Oklahoma Asphalt Pavement Association (OAPA) goes out and makes several presentations at employment recruitment events every year. It’s a good opportunity to help people understand that the asphalt pavement industry is quite tech-savvy and exciting. A lot of equipment these days is highly computerized and fully GPS automated. We need people who understand automation, how to run this equipment and how to troubleshoot it. Could you give an example of a way Silver Star works with area employment agencies or workforce development agencies to encourage interest in asphalt as a career choice? I think we have a great HR director. She, and occasionally our safety director, attends every recruiting event in the Oklahoma City area, and she works with every agency she can find to help in recruiting people.
On a scale of 1 to 5 (1 being none at all; 5 being very much), how much of a threat to the asphalt industry’s market share is the concrete industry in Oklahoma? I would say it’s a 4 at this time. We have seen some large jobs in our state switch from an asphalt surface to a concrete surface. Could you share an example of a time when the concrete industry encroached on the asphalt marketplace in Oklahoma? The most recent example is a stretch of the Turner Turnpike, running between Oklahoma and Tulsa. That was always asphalt, and it is now starting to go through a widening/reconstruction project. The first section of this multiyear project was just let as a composite pavement with a concrete surface. OAPA is working to educate them about Perpetual Pavements as the turnpike looks towards the next phase in the project. What are your top 2 or 3 ideas for helping NAPA members, and the asphalt industry in general, stay strong in light of PCA/ NRMCA desires to increase their members’ market share? Commit to 100 percent quality construction within your company. Take the initiative to get with your state executive and educate your state officials regularly to educate them about Perpetual Pavement
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Meet the National Exec concrete an advantage in pavement decisions, as well as their efforts to establish a checkoff program. We will also likely see misguided environmental efforts to limit the use of asphalt or the operations of asphalt plants.
During the 2017 annual meeting in Orlando, Craig Parker discussed asphalt facts at a committee meeting. Photo courtesy NAPA/Gary Fong.
As you take on the travel and engagements of a NAPA chairman, who will assist with your many responsibilities at Silver Star? We have a lot of people in our office who do a fantastic job of taking care of anything that pops up while I’m out of town: Tim Caudle, our Vice President and NAPA’s incoming IMPACT Leadership Group Chairman; Greg Kalicki, Chief Estimator; Bob Crawley, Office Manager; Aaron Parker, Project Manager/Estimator; and Terri Madden, Administrative Assistant. We are extremely fortunate to have a seasoned administrative crew at our office. These folks can take care of almost anything that happens to come up while I am out of town. It’s very comforting to know that any problems that may arise will be taken care of and that bidding for jobs stays consistent.
Get to Know Craig Parker
What do you see as the most important part of your job as the 2017 chairman for NAPA? Continuing and expanding the message of safety and quality for our industry. Safety has always been the number-one priority for our industry, but NAPA is working to help us all take that to an even higher level. Not just for the asphalt industry but for all the people working on roads, including the inspectors and our competitors. We need to help the DOTs, states, counties and local governments get innovative technologies and practices in place to protect our workers and theirs. I would like to get all NAPA members to commit to safety and quality in everything they do—no excuses.
From left, Parker, PGA Tour Pro Steve Stricker and Parker’s son Aaron took part in the John Deere Classic Pro-Am in July 2017. design, balanced mix designs and other innovations. If we help our customers get the design right and we give them a quality job, we will win. You should also be engaged politically and always be on guard for hidden language in state and local legislation that would give concrete an advantage. What other threats to the asphalt industry do you plan to guard against during your year as chairman? I expect to see NAPA will have to continue working against the ongoing efforts by the PCA/NRMCA to get language inserted into legislation to provide
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What do you find most enjoyable about being an executive within your company, and how do you expect that experience will influence your activities as 2017 chairman of NAPA? Always looking for ways to improve. Never take quality or safety for granted. We live in and are blessed to be running a business in very exciting times. Technology is moving ahead quickly, and our industry is advancing too. Yes, it can be daunting and a challenge deciding if you need that new gizmo or gadget, and there’s always the question of whether it will honestly pay for itself. But, if you don’t keep on top of what’s out there, you can quickly find yourself unable to compete. You always have to ask the hard questions … while still remaining polite. Could you share a quote that you find inspiring/motivating? “Get the right people on the bus and the wrong people off the bus.”—Jim Collins I think this is so important for every company. You may not have the authority in your company to do this directly, but you can, in a polite and respectful way, help the person in charge understand why they need to get the wrong person off the bus. Having the wrong person in a position just drags the entire team down. In the end, that person may be being held back themselves by being in the wrong position, and they will flourish in a different position.
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Vary Your Energy Use, Increase Your Utility Savings
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By Sandy Lender
If the lights in the control house dim when your plant manager presses the button to start production, you can bet you’re pulling a full load of amps. Whether he runs at full production or half the plant’s rated capacity, the burner, blowers, fans, cold feed belts, pumps, etc. are pulling maximum energy unless you use variable frequency drives (VFDs) to compensate for fluctuating needs.
Proven Concept
We’ve looked at this concept in the pages of AsphaltPro before, so let’s have a quick review of VFD efficacy. Then we’ll explore a
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new idea, alongside Clarence Richard, consultant and proprietor of Clarence Richard Companies, Minnetonka, Minnesota, for expanding VFD use around the plant. First, discussion of installing a VFD to reduce energy demand during non-peak production typically focuses on the exhaust fan. This fan pulls the products of combustion out of the drum and to/ through the baghouse. That’s heavy duty. And that’s where producers and OEMs have zeroed in on savings in the past. Patrick Ahern of Ahern Industries Inc., San Antonio, shared that the exhaust fan VFD, being the largest motor of the asphalt plant, is sold for all the new and rebuilt plants his company works with.
When it’s time to test the new drives and motors, take all variables into account. If making upgrades during cold, winter weather, consider how the ambient temperature may or may not represent actual working conditions. Photo courtesy Bob Frank.
“It is great for saving energy usage, and helps control capacity,” he explained. “We always put VFDs with the cold feed bins because this is the best way to do an effective mix design and controls tonnage per hour plant capacity.” Look to other components, now. It doesn’t have to be a daunting task to set up an environmentally friendly, electrical energy saving system all around the asphalt plant, and each high-efficiency motor and VFD you add contributes positively to your bottom line over time. For example, Commercial Asphalt Company, Blaine, Minnesota, has been incorporating more of these elements as of late. “We have been operating VFDs on our asphalt plants for over 28 years,” Todd Laubis said. He’s the vice president of operations for Commercial Asphalt Co. “The first applications were on feeders and asphalt pumps. In the last five years, we have installed them on our exhaust fans, drums and drag slats with great success. The VFDs of today are a lot smaller and more reliable than their predecessors. Today, a VFD for a 150-horsepower motor is smaller than a 20-horsepower VFD 25 years ago. In the past five years,
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we have started installing VFDs on our larger motors and have found the return on investment to be two to three years. The other benefits of running machinery more slowly are bearing life and overall metal-on-metal wear.” Ahern suggested producers be aware that there are amperage minimums on the VFDs. “To avoid prematurely burning up VFDs, see what the manufacturer minimum setting is,” he shared. “The bucket or slat conveyor can get a VFD to speed up the conveyor at highest production and slow down the conveyor at lowest production. Slower slat conveyor speeds are generally better for lower maintenance costs on the floor, chain, slats and bearings.” With a case study of McNamara Contracting, Rosemount, Minnesota, specifically, we’ll see in this article some optimum ideas from utility and consulting services for putting VFDs, rebates and best practices to work for asphalt producers.
“Most utility companies have a rebate program to make this a very juicy investment for users,” Richard said. “It’s a complicated process, and not many people know how to navigate the paperwork and calculations to get the utility company to understand what their benefits are. Once the utility company sees enough reduction in demand, as well as consumption, they offer a rebate accordingly. “Utility companies are rather united in bringing down the usage—such as kilowatts at the asphalt plant meter or tons of coal at the power plant—and demand—such as the size of generator and transmission lines or coal hauling trains it takes to satisfy our demands—that their large customers are using. Sometimes it seems like too much work to navigate through the necessary engineering and accounting and risk assessment to get to the prize. But the prize can be quite a plum when it comes to any electrical savings when operating a plant.”
Varied Frequency
McNamara Installs High Efficiency
First, understand that running a component’s motor at full capacity when the component itself is idle, or being used at only a percentage of its capacity, will cost the same in resources and utility expenses as if you had the component at 100 percent. When you put a VFD on the motor, you can alter the power draw. Producers see the return on their investment through reduced utility rates and bills. A spokesperson from Maxam Equipment, Kansas City, explained that: “A VFD can, with its reduced voltage starting characteristics, reduce the peak demand by as much as 70 percent. In turn, it lowers the peak demand and the overall rate used by the power company. During online plant production, you could see a 15 to 20 percent reduction in overall demand. Overall demand reduction is the primary approach to take with the power company to reduce their taxed generating systems during high load times.” Power companies have caught on to the logic. Clarence Richard, consultant and proprietor of Clarence Richard Companies, Minnetonka, Minnesota, is an Xcel Energy trade partner, which means he is rewarded for helping producers install high-efficiency equipment and then submit their rebate applications for the qualifying equipment. That’s right: Xcel Energy pays rebates to customers who work to lower their power use through VFDs and other efficient componentry. Richard explained that utility companies “win” three ways when VFDs are used. 1) Demand reduction (kilowatts usage rate) for generating capacity is lowered, which means the utility companies don’t have to build and fire up as many generators. 2) The amount of electricity used (kilowatts per hour—accumulated usage) is decreased. 3) The power factor is improved because VFDs are not an inductive load. To achieve these wins, utility companies are willing to offer significant rebates to users and incentive programs to trade partners willing to help bring the system online
What’s in it for the utility company? “The utility companies are finding it still too hard for all the plant owners to make the change. The utility company has some savings of their own if plant owners would make the upgrade. Most utility companies are willing to share in the savings not only to satisfy the investment requirements of their stockholders, but to reduce greenhouse gases as required by law, and for their own stewardship responsibilities.”—Clarence Richard
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During 2017, McNamara Contracting, headquartered in Rosemount, Minnesota, worked with Richard to upgrade its VFD electrical energy saving system and install three 200-horsepower, energy efficient inverter duty motors. The utility company chipped in $60,000 toward the upgrade. The company has a plant rated at 600 TPH. During 2015, from the months of April to November, the plant operated at an average speed of 242.4 TPH. Plant Operator Jay Vivant was matching the production needed, but he knew there was room for efficiency improvements. “The exhaust fan was pulling 180 amps,” Vivant said. “Right now, at a full load, it pulls 70 amps.” He said the difference between the former configuration and the setup now that the VFDs and high-efficiency motors are in place is noticeable. “There’s no doubt the motors have made improvements,” Vivant said. “When you started up, the lights used to dim. Not anymore. There’s even a noise difference. You don’t even know it’s [the plant] starting up. The extreme noise generated by the blower and exhaust fans was deafening, but not anymore. When first firing up the burner with the fans on, I can’t hear the roar. I have to look at the flame strength meter and watch the dryer exit gas temperature rise in order to tell that. The fans are running at a fraction of the speed they were running before, meaning the life of the fans and their drivers will last a lot longer. It’s a huge difference.”
What’s in it for the asphalt producer? “When electrical users and utilities and trade partners meet over the challenges, good things can happen. Some users have taken advantage of some of the opportunities. Some of those users just picked the low-hanging fruit. With just a little more research, producers can take their prize up significantly. The expense increase, as does the payback. If you have some ready cash, you will see it back in your account every year or so. Plus, it’s in the producer’s backyard so the neighbors get to benefit as well. The producer becomes the hero.”—Clarence Richard The accounting department is noticing a difference, too. Mike Tubbs, the CFO for McNamara, shared real numbers to show what kind of savings producers can see. Running six to 12 hours a day for five days per week, they saw the following demand changes from 2016, prior to the upgrade, to 2017, after the high-efficiency equipment install (see table 1).
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Table 1. Comparison of Energy Use from 2016 to 2017 This table shows the actual tons produced and actual energy draw of the McNamara plant in June and July of 2016, prior to installation of high-efficiency motors and VFDs, and again in June and July of 2017, after the installation of high-efficiency motors and VFDs for a realworld comparison. Despite the uptick in tons produced from June 2016 to June 2017 and July 2016 to July 2017, one can see a decrease in energy draw. This is good news for the bottom line and for the environmental footprint of the facility. Richard has been working other projects with McNamara for years. To get the high-efficiency install underway, the best approach was to convince Tubbs of its financial sense. If it made financial sense to management, Richard explained, then the team would convince the plant management that the system would make the plant more reliable and quieter. Richard said, “We figured between one and two years payback. With Xcel Energy’s rebate help, they are on track with that.” The rebate is only part of the story, of course. Using the numbers from table 1 above, we can figure excellent results for the month of June 2017. 169,200 kWh divided by 61,333 tons = 2.76 kWh/ton (in 2016) 120,281 kWh divided by 66,614 tons = 1.81 kWh/ton (in 2017) Thus: 1.81 divided by 2.76 = 0.655 kWh/ton After installing VFDs, McNamara used 65.5 percent of the quantity of electricity they used previously. In other words, they cut their usage by a third. 61,333 tons divided by 759 kW = 80.81 t/kW (in 2016) 66,614 tons divided by 596 kW = 111.77 t/kW (in 2017) Thus: 80.81 divided by 111.77 = 0.723 t/kW After installing VFDs, McNamara required a little more than two-thirds the size of generating capacity from the utility company compared to the same month in 2016. In other words, if McNamara was generating their own power, they could have down-sized their generator from 759 kW to 596 kW. If the crew had produced the 66,614 tons during June 2017 at the 80.81 t/kW rate of 2016—prior to the VFD installation—they would have seen an actual demand of 824 kW. That means they saved 228 kW of power by using VFDs. At $8.21 per kW, they saved $1,871.88 for the month of June. Factor in fuel savings, an energy charge sav-
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Variable frequency drives and their related wiring equipment must be installed in a dust-free environment that can be kept cool. Photo courtesy Ahern Industries. ings, participation in Xcel Energy’s “Peak Control Program” that invoices the majority of demand charges at controllable demand pricing, and Tubbs reports that McNamara actually saved a total of $5,597.69 for June. Doing the math for July, we see even better results. 186,300 kWh divided by 67,077 tons = 2.78 kWh/ton (in 2016) 132,273 kWh divided by 79,673 tons = 1.66 kWh/ton (in 2017) Thus: 1.66 divided by 2.78 = 0.597 kWh/ton After installing VFDs, McNamara used 60 percent of the quantity of electricity. 67,077 tons divided by 780 kW = 86 t/kW (in 2016) 79,673 tons divided by 613 kW = 129.97 t/kW (in 2017) Thus: 86 divided by 130 = 0.66 t/kW After installing VFDs, McNamara required two-thirds the size of generating capacity from the utility company compared to the same month in 2016. If the crew had produced 79,673 tons during July 2017 at the 86 t/ kW rate of 2016—prior to the VFD installation—they would have seen an actual demand of 926 kW. That means they saved 313 kW of power by using VFDs. At $8.21 per kW, they saved $2,541.56 for the month of July. Factor in fuel savings, an energy charge savings participation in the Peak Control Program, and Tubbs reports that McNamara actually saved a total of $7,447.57. The demand and cost decreases you see in the table and equations above are in spite of tonnage increases. Richard described it “like running a train down the tracks 1,250 hours a year at 70 miles per hour rather than 100 miles per hour.” The train and the tracks remain more efficient for a longer time at the gentler speed. “Not only are they saving electricity, but they have substantially reduced their maintenance costs. When including improving the equipment life and lower downtime, this project is zeroing in on a oneyear payback.”
“Today, a VFD for a 150-horsepower motor is smaller than a 20-horsepower VFD 25 years ago.”—Todd Laubis, Commercial Asphalt Co.
Clarence Richard suggested producers begin by reaching out to their electrical contractor, the person who tunes the burner, and the utility company to get started on the project. Photo courtesy Clarence Richard Companies.
Tips for Your Best Practice
Be aware that any equipment-change project could see challenges. Commercial Asphalt’s Laubis had a couple of recommendations. “When installing VFDs, one has to be concerned with electrical noise bleeding over on low voltage equipment,” Laubis warned. “Making sure grounds are properly connected is essential.” He also mentioned the housing for motors. “Another concern with VFDs is the amount of heat they generate. In some cases, we have had to go back and install larger air conditioners or a separate air conditioner for the motor control room.”
Ahern spoke to this as well. “Keep the VFD in a dust-free, air-conditioned environment with cooling fans in the enclosure. Keep the amperage minimum well above the manufacturers recommendation. Make sure the installer also installs/wires the VFDs for a hot start and hot stop application. If wired appropriately, start-up and shut-down will be the same or simpler.” VFDs can produce troublesome harmonics and may need to be addressed. Designing equipment layout to include this after an installation is prudent. Utility companies usually have the equipment to monitor for this if necessary. Someone may suggest you add a harmonic inhibitor besides line and load filter reactors (see sidebar on page 46). Depending on its age, the burner control may need attention. “Their [McNamara’s] pilot required air from a fan going full speed,” Richard said. “We had reduced the speed to 25 percent. Hauck came through for us to the tune of $800 to replace the pilot mechanism that works with much less air pressure.” Steve Weidman, a specialist service tech for Hauck products with Honeywell Thermal Solutions, Cleona, Pennsylvania, pointed out that many of the company’s burners have been converted to VFD combustion air. “We have many ESII burners that have been converted to VFD combustion air, and all of our MegaStars and NovaStar burners built now are using VFDs for combustion air.” He was able to assist with the update to the BCS 6000 control panel McNamara used in conjunction with their burner. “If it was purchased after 2009, then all that would be needed would be an analog output card for VFD control.” The blower damper can be locked completely open. The control signal used to operate the damper actuator would then be used to control VFD speed, therefore controlling the combustion airflow. The damper linkage also triggered a low fire limit switch to enable the burner control to allow the burner to be fired at a lower and safer firing rate. Because the damper, the linkage and actuator are no longer used, the VFD is programmed to run the fan at a certain low speed for startup. Be aware that making changes during winter downtime means you’ll probably test the new system during cold ambient temperatures not indicative of regular production conditions. When the team at McNamara put the new components to the test, it was March 2017 and the Minnesota winter air proved problematic at first. “The VFDs faulted numerous over-voltage alarms,” Richard shared. “But that is expected with the cold, heavy air that we were testing under.” The team accomplished starting the burner and raising and lowering the firing rate while adjusting the exhaust fan speed with the updated Hauck burner control, blower fan VFD, updated exhaust damper controls, and exhaust fan VFD in late March 2017. Once everything is installed and tested, running it takes a bit of training. For example, Richard suggested: “In once instance, we are varying the speed of the centrifugal loads—the fans—at the plant instead of keeping them at a constant speed, while adjusting dampers to vary the air (gas) flow.”
You Don’t Have to Go Alone
It’s no secret that many producers have made the conversion to a VFD on the exhaust fan. Plenty of OEMs offer VFDs on specific
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components when you buy a brand new plant. Exhaust fan control is fairly easy to incorporate into existing controls, as we’ve seen in the article above. Richard reminds readers that the other components are equally important. “Burner blower fans can have their dampers disabled and benefit from the lower rpms the fan and drive system will be reduced to,” he said. “Reaching out to your electrical contractor, the person who tunes your burner, and the utility company is the place to start. If you have trouble pulling all these people together so everyone is on the same page, industry consultants are waiting by the phone.” Exhaust fan VFDs are considered “easy” to incorporate and control now. Not so easy is controlling the burner fan VFD. Even as a consultant, Richard said he wouldn’t go it alone without the burner manufacturer being on board. He’s working another application with a Denver producer and Xcel Energy on a Gencor plant. Once the controls are in place, the burner blower speeds must match up with complete combustion as being measured with a combustion analyzer. “It’s all a matter of the right air-to-fuel ratio, and most electrical contractors don’t know where to start with that,” Richard said.
“Building the cabinet for VFD off-site and installing on-site usually takes two to three days with training.”—Patrick Ahern, Ahern Industries The consultants participate in the process at any number of levels, of course. Ahern described his involvement with clients: “Building the cabinet for VFD off-site and installing on-site usually takes two to three days with training. Lead times in our shop of doing VFDs with ordering components and assembly, one and a half weeks (sooner if expedited).” Bringing all the team members together is worth the effort when the utility savings end up in the tens of thousands of dollars yearover-year. Add in rebates from energy companies, reduced wearand-tear on equipment components, and happier neighbors with the reduced noise, and you have a winning combination to consider during the down season.
Sizing Transformers for VFD Applications Determining the size of a transformer for VFD loads is a straightforward process. To start, individuals must select an appropriate kVA rating for the isolation transformer, sized to handle the VFD’s continuous input amps. At this stage, it is important to consider that you do not have to oversize the unit for the VFD, since the transformer already has current overload protection. Keeping that in mind, the next step is to convert the continuous input amp requirements of the VFD to kVA: kVA = 1.732 x Line-to-Line Voltage x VFD Input Amps / 1,000 *Note: The 1.732 multiplier, which is the square root of 3 [√3], is for three-phase kVA. Example: Line-to-line voltage = 240V AC, VFD input amps = 240A kVA = 1.732 x 240V x 240A / 1,000 kVA = 99,763.2 / 1,000 kVA = 99.8 or 100 kVA (rounded up) For single-phase kVA computations, remove the 1.732 multiplier: kVA = Line-to-Line Voltage x VFD Input Amps / 1,000 kVA = 240V x 240A / 1,000 kVA = 57,600 / 1,000 kVA = 57.6 or 75 kVA (rounded up) After determining the appropriate kVA rating of the transformer, individuals should also double-check the primary and secondary voltages for compatibility. The primary voltage of the unit must match the input/supply line; while the secondary voltage must match the input requirements of the connected VFD. Mitigating Harmonics VFDs can contribute to harmonic distortion, which is defined as electrical pollution due to deviation from a pure sinusoidal wave form to a non-sinusoidal wave form. Harmonic currents consist of greater
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(odd or even) multiples of the fundamental, sinusoidal wave form. For example, the 5th harmonic of a 60 Hz network is 300 Hz. Even harmonic currents contribute to less machine performance issues, than odd harmonic currents. The presence of harmonic currents is a concern for VFDs, because the units generate non-linear loads. When visually presented, the waveform of a non-linear load appears random and staggered. It is important to highlight that harmonics are only an issue when the amount of current exceeds certain limits or thresholds. Since harmonic currents are considered to be unusable, the energy is converted to heat. This is one of the main negative effects of harmonic currents. Other crippling effects associated with harmonics include the following: • Vibration • Noise (humming) • Malfunction due to distorted voltage • Premature equipment failure • Flickering (for lights and displays) • Capacitator performance • Generation of false readings (for meters) Isolation transformers can be used to decrease the creation of harmonic currents, by rectifying input current from the supply line to the VFD. For protection against unwanted electrical disturbances, the unit’s primary and secondary windings may be covered with an electrostatic shield. Alternatively, it would also be possible to use multi-pulse drives (12, 18 or 24-pulse), trap filters and broadband filters to decrease harmonic distortion, when using VFDs. ANSI/IEEE Standard 519 and IEEE C57.110 provide recommendations for mitigating harmonic currents in industrial facilities. Source: Larson Electronics
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for height. We went one-half inch deeper there,” Brown noted. A small amount of concrete was milled, mainly where patches had been made or to straighten gutter lines. “For the most part, we’ve taken off the surface lift of asphalt,” Brown said. “There’s no rebar at that shallow a depth.”
Producer Profile
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To meet the smoothness spec on the I-670 Loop, the Superior Bowen crew performed the paving non-stop. That started with feeding the Cat® AP1055F paver with a material transfer machine. All photos courtesy Caterpillar. The Superior Bowen crew approached an overlay requiring the shutdown of the I-670 Loop in Kansas City for two weekends in exactly the same way that they would any other interstate paving project. This consistent approach is one of the primary reasons that the crew earned bonuses for smoothness and compaction and completed the work on the highly traveled highway within the project’s allotted time. The complete closure of 1 1/4 miles of westbound lanes began Friday at 5:30 p.m., and was reopened to traffic Monday at 6 a.m. In that short time, the crew milled existing pavement up to 2 inches deep, placed approximately 44,000 square yards of hot mix in a single 1 1/2-inch lift, and reached a compaction rate of better than 95 percent for the new driving surface. Several weeks later, Superior Bowen’s crew successfully completed the same work— at the same high standards—on the I-670
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Loop’s eastbound lanes. A project that could have taken weeks to complete was essentially completed in two weekends. “We can complete a good amount of work in a small window of time to minimize disruption to the public,” Matt Bowen, company owner, said. “Our employees are our best asset. We have great crews.” The use of a material transfer machine is a common thread on the I-670 overlay and virtually all of Superior Bowen’s interstate highway work. “For all of our state projects, we use the same set-up,” Nathan Brown, field superintendent, said. “We use a transfer machine with the paver, then a breakdown roller, intermediate roller, and finish roller. We try to keep consistent on the state jobs. We’ve had really good success that way.” On the I-670 job, work began with the milling of 1 1/2 inches off the existing roadway. “Beneath the overpasses we have a variance
Superior Asphalt and Bowen Construction, two companies that made names for themselves managing projects ranging from residential roads, highways, airport runways and expansive parking lots, merged in 2000 to form Superior Bowen. Since then, the company has grown to become the dominant asphalt paver/producer in the Kansas City region, noted for quality of work, on-time completion, and responsible use of recycled materials including RAP, RAS and rubber. Commercial and private jobs are about 65 percent of the company’s work, and governmental jobs approximately 35 percent. The four paving crews work jobs as big as interstate paving work and as small as driveways. Cold milling, paving, roadwork, and highway construction are the company’s backbone. Employees are one of the company’s greatest assets. People tend to stay at Superior Bowen, and pass along their hardearned paving knowledge to new employees. “We have people that have been here 20 and 30 years, and made careers here,” Matt Bowen, company owner, said. “We have great crews.” Superior Bowen also produces and sells hot and warm-mix asphalt, often using recycled materials, and formulates and innovates additives to improve the performance characteristics of various asphalt mixes.
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ABO VE: The compaction team ran the breakdown rollers in a five-pass pattern with the CB54 and CB64 offset six inches. BELOW: The team was looking for a compaction rate of 95 to 96 percent. Repair work had to be completed before paving began. “There was quite a bit of fulldepth patching,” Brown stated.
Non-stop Paving
Beginning at about 4 a.m. Saturday, paving crews worked in 12-hour shifts. Much of the paving was completed using a Cat® AP1055F paver with a Weiler SE10 screed. Brown explained that they use Cat electronics on the paver with an averaging beam with success. “We can place 45 feet per minute and we have virtually no bumps.” All five of the company’s pavers are Cat machines. “We have four paving crews and we keep one Cat paver as a spare to keep projects going if we have a breakdown,” Brown said. “Production has increased because the newer pavers are so user friendly. The machines are also fuel efficient and very precise.” On the overlay, the Superior Bowen crew placed 250 to 275 tons per hour. “That depends on how the lanes are laid out. When we’re on the main pulls, where we have straight 12-foot lanes, we’re at 275 tons per hour,” Brown said. Lanes were typically paved in 12-foot wide lifts, but alongside the loop’s barricade,
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widths varied from 8 to 14 feet. The frontmount extendable screed made variable widths relatively easy to accommodate. “We’re running an 18-foot screed. When we’re down to 8 feet, we lay it as narrow as we can and stringline it so it’s a nice, straight line,” Brown explained. The mix was Superpave with polymer binder, 25 percent recycled material, and 3/8inch aggregate. Binder was dust-fractured granite and manufactured sand. The crew placed the mix in a single lift. Continuous paving was integral to the job’s success. “We don’t want to stop the paver. That can create a bump,” Brown said. “The public doesn’t like it, and there’s a bonus from the state if we meet the smoothness result in the profilograph results.” To keep the paver fed and paving train moving, 10 trucks hauled hot mix from a Superior Bowen asphalt plant 12 miles from the site. The company owns and operates six asphalt plants. The mix left the plant at approximately 350 degrees, and was laid at 310 to 315 degrees.
Three-roller Team
Two breakdown rollers (a Cat CB54 and Cat CB64) closely followed the paver and worked in tandem. “They are offset by six inches,” Brown stated. “They make a pass up and a pass back together. They make a five-pass pattern. We’re looking for a compaction rate of 95 to 96 percent.” An oscillating roller followed the breakdown rollers to finish the compaction process and clean up any marks or lines. “We try to finish at about 180 degrees with the oscillating roller. It provides a kneading effect, instead of just an amplitude punch straight through the mat.” The crew reached the desired compaction rate quickly. After the lanes were striped, the I-670 Loop was reopened to traffic. Both sections of the overlay were finished on time and met the smoothness and compaction specs set by the Missouri DOT. Superior Bowen’s approach to highway work was successful once again.
Keep Uptime Paving bonuses are awarded based on meeting specified criteria. A crew and equipment that you can count on to complete the work at the same high level of quality every day without fail is required to earn bonuses. To maintain a high level of uptime and performance, Superior Bowen relies on Cat® machines. “We run mainly Cat machines in the Paving Division,” Nathan Brown, field superintendent, said. “We have very little downtime, probably two percent. They’re put together very well.” When a new machine is purchased, Foley Equipment personnel train paving crews on the use of new technology and provide support as the new machine is introduced to the paving train. Dealer service also includes parts delivery. “We call them and they get right on it,” Brown says. “They understand that every minute counts for us.”
The Superior Bowen paving division’s Cat fleet includes five pavers and five cold planers.
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Top 10 Paving Don’ts By John Ball
A list of “don’ts” isn’t meant to embarrass or punish anyone; it’s meant to remind us that we all have habits or methods we may have learned that need refining. Work together as a team to fine-tune and fix the elements of paving for a top quality job every day.
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In 2017, AsphaltPro magazine launched an online course that I consulted on to give paving crews training and education. It’s packed with the “paving do’s” for each member of the crew and for the crew as a team. Now let’s take a few pages in the magazine to review the Top 10 Paving Don’ts. These are some of the common mistakes crew members make, or common bad habits I’ve seen in the field, that you’ll want to eliminate from your routine so you consistently get a top quality pavement.
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1. Don’t Try to Train Every Day It’s just overwhelming to try to train crewmembers every day. Only train when the opportunity is good for you or you’ll hinder quality. New workers will make mistakes. That’s okay. You know to watch out for mistakes and to help new laborers get up to speed while training on the job. But you don’t have the luxury of letting a new guy try to get compaction on the surface course of a highway project that’s got a time and
smoothness penalty built into it. Let the new guy make mistakes—and help him fix the mistakes—on the binder course of a commercial project. The commercial project probably won’t hit you with thousand-dollar-an-hour deducts when you invest extra time going over an area to teach quality paving techniques to the newest member of the team. This is not to say a commercial project is any less important than an interstate project. Each one will represent your company’s work when
you’re done, but one is less forgiving in terms of time and pay factors. Next let’s look at some paving bad habits to break. 2. Don’t Ignore the Plant You want to call the asphalt plant for updates, to monitor trucks and material delivery, and to stay on target for the day. Only by communicating with the plant manager will you know if the plant has broken down or stopped production for some reason. That affects your mix delivery, of course. The plant manager also verifies what kind of mix you’re going to get at the job site. You want to ensure you’re getting the right mix design on your project. When you talk to the plant operator, ask him for “around” 600 tons or 1,000 tons, instead of asking for an absolute. And ask for that rounded-off number by a certain time of the shift. The plant manager should be instructed to call you back when the plant gets near that production goal. This is another way to keep communication open. When you and the plant manager speak again, request the remaining tons you’ll need for the remaining part of the shift. You’ll know what
that amount is if you’ve been keeping track of your trucks on the job, the tonnage delivered and your yield. Speaking of the trucks, make sure each and every truck is using the same route. This saves drivers from getting lost and saves you from getting trucks—and their loads—out of order on the job. Remember, the mix they carry has an expiration date at some point during the shift; you want to get the material and get it placed in a timely manner. 3. Don’t Skimp on Start-up It goes without saying that you’ll fill up fuel tanks and water tanks for the beginning of the shift. Interruptions in the paving day to refill the paver’s fuel tank or to refill the water in the rollers cost time and money. Make sure you know how much water the tanks hold. Also have a spare water tip in your toolkit. Then make sure you know how long you can run before the fuel will run out. You’ve got a gauge to look at, too. Watch it. Another start-up practice you can’t afford to skip is lining out the job. If you don’t mark out your boundaries, you won’t be able to track your yield. You won’t know if you’re running over or under with material. That
means you won’t know if you’re losing money on the job until it’s too late. You’ll get to the last truck of the day and realize you need two more loads, which can’t come until the plant starts back up tomorrow. That is a terrible waste of time and money that no small business can afford. To keep such a nightmare from happening to you, start the day with a good game plan that includes lining out the job and figuring how many tons each pass of the paver will require. Mark that on the pavement and double-check how you’re doing as you go through the day. 4. Don’t Run Over a Co-Worker You need a dump man on the paving job to ensure haul truck drivers bring mix to the paver properly. This person is on the ground and close to danger. If this is a new worker, make sure he is aware of the “no-go zone” in front of the paver. Never step between the paver and the haul truck. If someone needs to perform shoveling or scraping in between these two pieces of equipment, the haul truck must be stopped with the parking brake engaged, and a worker or spotter must be assigned to watch out for the safety of the team.
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When allowing the new person on the crew to learn from mistakes, make sure the mistakes happen on the more forgiving layers or more forgiving projects. You won’t put a brand new worker in the breakdown roller seat on a federally funded highway job that has a penalty for missing density. Instead, let the veteran employee roll that night, and let the rookie do something less intense while he watches the experienced crewmember achieve quality compaction. Photo courtesy Case Construction Equipment. Watch for backing equipment in the work zone at all times. Be aware of the different backup alarms and beeping sounds. Don’t become so used to the sounds that you begin to ignore them. Let them always be a reminder to you that something big is headed your way. Look out for it. Make sure backup cameras are clean and functioning properly to give added safety in the work zone. Use a buddy system to keep each other safe out there. If you see your buddy in the path of a backing vehicle, you should be shouting and waving your arms to get the vehicle stopped and your buddy moving. Some companies give breakaway whistles to workers for use in such situations; some companies only distribute these whistles to the dump man for communicating with the haul truck drivers. Use anything you can to get a driver’s attention to stop a backover accident from taking the life of a co-worker.
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5. Don’t Starve the Head of Material or Endgates The paver operator will watch the flow of material from the hopper to the screed, and this goes through the auger box. The level of mix at the augers is referred to as the head of material, and you want it to be consistent and balanced across the width of the augers. Keeping it consistent means you don’t suddenly or radically speed up or slow down the paver. The screed operator will watch out for changes in the head of material by setting and watching the feed sensors. These will be set for the height and speed of the particular job, and they need to be monitored to make sure nothing changes to mess up the mat. The feed sensors are typically affixed to the endgate. Make sure you direct them at an angle so they monitor the churning material correctly. As a side note regarding the endgates: don’t let them get sloppy. You want to keep
the endgates and their shoes (also called skis) clean and smooth. Maintain them and keep their springs lubricated for proper operation so they can be adjusted for proper downpressure. You want the ski to float along the joint smoothly, beautifully, without catching or tearing at the edge of the mat. 6. Don’t Put Lines, Marks or Footprints in the Mat First and foremost, don’t let the new guy walk on the mat. Footprints don’t roll out. The roller’s drum bridges the footprint, leaving the foot’s impression uncompacted. It has never been okay to walk on the mat, whether that’s the base, binder or top course, but it’s especially important to train crewmembers to walk along the screed platform or to cross the mat after compaction. Another mark to watch out for in the mat is a line that comes from an unbal-
anced screed. If you extend the screed without double-checking it, you could have an extension that is slightly higher—or slightly lower—than the main screed. This will cause a longitudinal line to form right down your lane as you pave. This line will represent the edge where a change in lift height begins and it will be impossible for the roller operator to resolve the problem. Here’s how to correct lines in the mat: Check the extendible screed. Place a straight edge and a level on the screed plate, ensuring it overlaps the extension. Do you have the same percentage of slope in the main screed and the extension? Does the extension match up to the main screed perfectly? You want the answer to these questions to be “yes” or you want to adjust the extendible screed to make everything match nicely. When rolling, the roller operator must be careful not to put his own lines in the mat. Be aware of the existing pavement edge to prevent the roller from riding up on the unforgiving surface, causing the drum to tilt and cut into the new mat. There are additional tips for the roller in our “Don’t No.7.”
7. Don’t Stop on the Hot Mat Roller operators have the responsibility of being the last crewmembers to influence the quality of the mat. While a heavy, vibratory screed will get a majority of compaction—anywhere from 80 to 90 percent density—the breakdown roller is the all-important tool in achieving compaction behind the screed. This piece of equipment can also do the most damage due to its weight. You can’t let this machine stop on the hottest part of the mat because it will slowly but surely settle into the mat, forming two lines of more solid compaction where each drum has contact with the pavement. These lines will be next to impossible to roll out. When rolling, the operator will need to slow to a stop for the purpose of changing direction. Here’s how to change direction without damaging the mat: Turn off vibration at least one roller length prior to stopping. Slow to a stop so that you don’t push and shove the mat beneath the drums. As you come to a slow stop, also slowly and gingerly turn the roller so that the end of the pass is curved toward the high side of the lane, rather than a straight line toward the paver. This curved indentation will be easier to roll out
than a straight line of shoved mat. Then reverse direction and turn the vibration back on to complete the “back” half of the pass. Don’t forget that you will roll in a straight line; don’t wander with the roller. You will curve at the end of the pass, but that is to achieve the diagonal stop and reverse. There are a host of best practices for rolling in the two-part series “Roll for Bonus” published in the August and October 2017 issues of AsphaltPro. Read them online at www. TheAsphaltPro.com. 8. Don’t Speed the Process Establish your paving speed and stick to it. Otherwise you’ll be running out of trucks, or you’ll be stacking your trucks. If you need to slow down because you called the plant and learned that there’s an interruption in delivery, adjust your paving speed slowly. Don’t suddenly go from paving 30 feet per minute to 10. Radical changes in speed cause the angle of attack to change, which creates waves in the mat. Waves cannot be rolled out and likely mean a penalty when it comes time for payment. Use automation and feed sensors to help you keep a consistent head of material no matter what.
www.THeAsphaltpro.com // 57
9. Don’t Guess at the Temperature The production temperature of the mix was set by a mix designer or state materials specifier for a reason. Depending on ambient conditions and haul distances, you might receive the mix at a temperature that is less than ideal. The foreman on the job has the right to refuse a load of mix if it doesn’t meet temperature specs. When the haul truck arrives on site, measure the temperature of the mix. Double-check the temperature at arrival and at the screed. The dump man, screed operator and back roller operator really must have a temperature gun to monitor the perishable product you work with. When the finish roller operator sees that the mat has cooled to 175 degrees F, he knows he can get the finishing touches of compaction and smoothness. But when the mat has cooled to 140 degrees or lower, he needs to stop rolling. Additional attempts at compaction when the temperature is below 140 degrees F could damage the mat rather than improving it. Everything on the paving train relies on time and temperature. Having a way to monitor actual temperatures is a must. 10. Don’t Leave the Job Without Walking the Job We could also call this step: “Don’t leave a mess.” The job should not be considered complete until the foreman or supervisor has inspected it, decided it is good enough to bill the customer, and then sent the crewmembers back to the garage. You don’t want any call backs to Job A when you’ve moved to Job B or Job C next week. You don’t want to come back for repairs or restriping because it could cost your company thousands of dollars in equipment moves, fuel, material, labor, lost time on another job, and the list goes on. Instead, the foreman—and any other crewmember he wishes to accompany him—should walk along the curbs of the parking lot project. He should examine the adjoining landscaping of a commercial property project. Or he should drive along the shoulder or mainline of a highway project. You’re looking for imperfections, rough spots, overspray, missed striping, forgotten equipment attachments in the tall grass, and the like. Make sure each crewmember has picked up his trash as well as his equipment and tools. If you see an area that could turn into a birdbath during tomorrow’s rain, fix
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Don’t let material build up on push rollers. Don’t take off from a starting pad until the head of material is consistent across the width of the screed and extendibles. Photo courtesy John Ball of Top Quality Paving. it now. If you see a shovelful of mix alongside a storm drain, send a laborer with a shovel and bucket to clean it up. If you see splashed sealant marring a concrete carstop, get a laborer to paint the car-stop back to its clean and pretty state. By ensuring all details are right, you present a top quality job to the consumer and client. The project that looks good makes your company and your industry look good. As your crew grows together, you will notice little mistakes here and there that you can help each other learn from. When I go to a paving site to consult and train, I like to videotape the crew for a few minutes so I can show them where they’re using best practices and where they have room for improvement. If you see a co-worker doing something that will harm the mat or screw up quality, show him a better way. If you see a co-worker putting himself or others in danger, make sure you stop him and get safe practices in play. A list of “don’ts” isn’t meant to embarrass or punish anyone; it’s meant to remind us that we all have habits or methods we may have learned that need refining. Work together as a team to finetune and fix the elements of paving for a top quality job every day.
Don’t guess at what the temperature might be. Know it. Even the temperature of each individual tire on the pneumatic roller gives you clues to its pressure. The gauge in this photo tells you the temperature of the material in the tack wagon. Each step of the paving process has a temperature you’ll want to know. Photo courtesy John Ball of Top Quality Paving. John Ball is the proprietor of Top Quality Paving and Training, Manchester, New Hampshire. He provides personal, on-site paving consulting services around the United States and into Canada. For more information, contact him at (603) 493-1458 or tqpaving@yahoo.com.
7 Top Tips for Plant Production Success
A
By AsphaltPro Staff
At the 41st annual Asphalt Contractors of Florida Association (ACAF) meeting at the end of November, Duval Asphalt’s T.J. Young presented the industry mix production best practices as determined by a working group in the state. Young served on the “committee” that narrowed down mix success to seven important areas, and reminded the audience that the goal was to keep it simple. Here are the group’s Top 7 Best Practices For Mix Success. 1. Know What’s in Your Stockpiles. Producers know gradation and quality will vary from the quarry. Stay aware of this. Map the stockpile and manage the stockpile. AsphaltPro magazine is one of many voices that has shared best stockpile management practices over the years. Check out the article Manage Aggregates Easily at http://theasphaltpro.com/manage-aggregates-easily/ for good tips on slope, drainage, building, putting dividers and bulkheads between piles, and more. Remember that you want to work on a first-in first-out (FIFO) production method, not last-in first-out.
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2. Keep Your Plant Calibrated. You don’t want to wait until there’s a problem with the mix to check calibration of the plant. Producers need to own the fact that calibrations will shift, so make checking all settings part of the routine. Young reminded us, “checking ain’t changing.” You aren’t necessarily going to find a problem each time you run a calibration, but you’ll be thankful on those times when you do. You can calibrate the tanks one day, the weigh bridges another day, etc. Whatever schedule you choose, there are consultants, OEMs, components suppliers and others willing to help you get started. Here’s a tip: Before you move a gate, use a Sharpie marker to draw a line on the component so you put the gate back where it belongs. 3. Produce in Long Runs. Producers will want to stagger start times on different mixes to make sure the plant has time to level out for each one. It will take about 20
LEFT: The team at Coastal Bridge in Port Allen produces modified mixes in long, steady runs to get optimum efficiency. Photo courtesy Coastal Bridge. ABOVE: If your facility still uses wheel loaders to get material from stockpiles to feed bins or from piles to crushers or screens, make sure operators are trained for the most fuel efficient use of equipment. Photo courtesy Case Construction Equipment. monitoring this. The plant operator, too, should be watching temperature, and there are half a dozen ways to do this. Of course, the temperature affects field density. 6. Load in Multiple Drops. When loading out the trucks, use the three-drop method that you’ve seen in AsphaltPro before. You will load in the front, back, middle configuration to minimize material segregation.
to 30 tons to level out. You want to produce one silo at a time and run in 100-ton runs, minimum. Don’t bounce between mixes rapidly if you can help it. That means scheduling customers as best you can. If you know you’ll be loading out 500 tons for your own crews on a state project using a state mix, you don’t want to interrupt that with 50 tons of another type of mix for Customer ABC. Figure out if Customer ABC can take 50 tons of the state mix, or if you need to store a 100-ton run of something Customer ABC and Customer XYZ can take in the middle of the day. Plan ahead. 4. Produce in Steady Runs. Remember that it takes time for the baghouse fines to stabilize after you change temperatures or materials. You don’t want to raise and tower the tons per hour rapidly.
One point Young and members of the audience discussed was that of “chattering” the silo gates. If you’ve emptied the silo cone in any manner that isn’t in accordance with best practices, don’t try to test the load for pay factors.
5. Control Your Mix within 10 Degrees. The mix going to the project probably has a spec to match and can’t vary more than 20 or 25 degrees. The foreman on the job will be
7. Make Calculated Mix Changes. Wait and look for a trend before making a change to the mix. When you do make a change, don’t make it rapidly.
www.THeAsphaltpro.com // 61
international snapshot
A farm-to-market road in India exemplifies the use of bitumen. Authorities expect an increase in pavements using bitumen in the country.
International Bitumen Use Savvy asphalt producers and terminal owners keep an eye on the liquid market all around the globe. The ups and downs seen in South Africa and China in the past year(s) aren’t the only indicators of economic growth spurts overseas. To illustrate the marketplace in India specifically, the following excerpt is from the Bitumart Annual India Bitumen Report, shared online Aug. 2 by Petrosil’s Bitumart. The group reported: “The global bitumen market was valued at USD 71 billion in 2013, and is expected to reach USD 94 billion by 2020…China and India are expected to drive the growth of the bitumen market in Asia. Bitumen consumption in India will outpace production in the coming years as demand is expected to accelerate on the back of increased infrastructure spending and expanding road networks across the country. The Indian
S
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market has witnessed a huge increase in bitumen trade flows in recent months...” The report listed the following points: • “With the Indian government’s recent announcement of the target of making over 90 percent of Indian roads with bituminous, increased regulations are paving the way for the production and supply of quality bitumen. Moreover, from now onwards, bitumen products are being introduced at all refineries in the country, which promises much better market for the entire bitumen value chain. • “Although a price-sensitive market, Indian bitumen market will eventually revolutionize becoming a quality-driven market in the near future as the government brings viscosity grading and performance grade soon. Observations suggest the future growth trend moving towards it.
• “The Indian government’s focus on micro-surfacing coating will lead to a surge in the cold bitumen market, which used to be quite lean. • “The Indian government plans to set up a finance corporation with an amount of INR 1 trillion in collaboration with Japanese investors to fund projects in the roads segment.” By October, Petrosil was reporting that the trend toward more bitumen use was in effect. The UAE’s export of bitumen into India rose by 60 percent during the month of August compared to its rate in July. Also in October, the outlet reported: “India’s largest bitumen importers in September are GP Global Asphalt, SAPCO Bitumen Company, Agarwal Industrial Corporation, Neptune Tradelink, Vardhman Trading, Catalyst Petrochem and Bitumen Corp.” – By AsphaltPro Staff
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New and Updated Paving Equipment for 2018 World of Asphalt/AGG1 is right around the corner, so original equipment manufacturers (OEMs) are hard at work putting the final engineering touches on products they’ll introduce in Houston March 6 through 8. Before the close of 2017, paving and pavement maintenance equipment manufacturers and service providers had new launches and updates to share. The team at Volvo Construction Equipment wanted to weigh in with some tried and true tips about winter maintenance. While most companies have already closed equipment down for the winter season by now, the information from Volvo could be relevant if you have any concerns about whether or not the paving equipment made it into the garage correctly. Check out this Top 10 Tips list as a review. 10 Tips for Winter Paver Storage from Volvo 1. Give the paver a solid cleaning. Scrape off debris or asphalt from the screed, screed extensions, strike-off and auger areas—any area that comes into direct contact with the asphalt should be cleaned. 2. Clear the flow path to ensure there is no buildup or obstruction interrupting the flow of hot asphalt. 3. Use an approved cleaning agent to clean under the deck, the entire conveyor chain and auger assembly. 4. Drain the fuel tank and refill it with a winter blend to prevent the fuel from turning to sludge at cold temperatures. Do not leave the tank empty, as it will be prone to rust. Also drain the fuel/ water separator. 5. Drain the spray-down system, mixing system, lines and nozzles of water, and flush them with antifreeze. 6. Heavily grease chains and sprockets— particularly those on the screed and any exposed to the environment—to avoid corrosion due to moisture and cold. Do the same for any exposed cylinders, such as screed lift cylinders.
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CASE Construction Equipment’s DV210CD 7. After cleaning, flushing and greasing, secure all panels and lock the hoppers in transport mode to minimize precipitation exposure. 8. When the paver is put away, make sure the screed is propped off the ground to avoid moisture. 9. Cover the fume extractor and seats to prevent weathering. 10. While the paver is stored, it is critical to start it and move it at least monthly. Drain and refill the lines of antifreeze, remove the blocks and uncover the fume extraction system. Starting the machine and moving it a bit will charge the battery, move the fuel and hydraulics through the system, and help prolong the life of the tires or tracks. To begin the New Year, take a look at what the market currently has on offer for new paving or pavement maintenance equipment.
CASE
CASE Construction Equipment, Racine, Wisconsin, introduced its DV210CD largeframe combination vibratory roller to the market May 22, 2017. It features a Tier 4 Final Deutz TCD 3.6 L4 diesel engine; 4 cylinder; 100 horsepower (74.4 kW). The manufacturer stated: “The new DV210CD combination vibratory roller compacts with the front drum and delivers a smooth finish with rear pneumatic tires. The DV210CD comes standard with automatic vibration control, crab steering, an oscillating articulated roller joint and a pressurized triple-filtration water system. High-frequency is offered as a standard feature allowing for frequencies up to 4,020 vpm (67 Hz) for greater control of compaction performance based on the thickness and density requirements of each lift. The DV210CD also features a fully adjustable and intuitive operator environment with a steering wheel instrument cluster and
digital display. With an operating weight of 22,440 pounds, the DV210CD is ideal for municipal roads, parking lots and residential developments, as well as more largescale paving applications such as highways, airports and industrial areas.” Learn more at: www.casece.com/northamerica/en-us/ products/compaction-equipment/overview For more information, contact (866) 542-2736.
The new tack tank from Falcon Asphalt Repair Equipment comes in a 150- or 250-gallon size.
CATERPILLAR
It’s not as much a product as a service Caterpillar Inc. announced October 2017, stating the company has reached an agreement with Kennametal Inc. to provide Cat customers globally with special order rotors and diamond and carbide earth cutting tools for mixing and road milling applications. Paul Clark, the worldwide product manager, paving, for Caterpillar Inc., listed a full line of rotors, earth cutting tools among the equipment this partnership makes available to customers via the Cat® dealer network. Kennametal products and support were to be made available at Cat dealerships immediately. Customers seeking information on the full offering are encouraged to contact their local Cat dealer or Kennametal rep. For more information, visit www.cat.com/ requestCatinfo
CHANNELLOCK®
Dynapac’s new CC1200 VI roller
DYNAPAC
Dynapac Road Construction Equipment, Rock Hill, South Carolina, introduced its new roller range of CC1100/CC1200 as part of the sixth generation of small asphalt rollers November 2017. The range of machines is powered by Kubota diesel engines. The manufacturer stated: “The new CC1100/CC1200 VI is designed to meet the construction industry’s tough conditions with the operator in mind, resulting in a robust, comfortable and modern machine for best combustion results. The new machine has a unique design with its cross-mounted engine in combination with excellent visibility and massive casted forks with built-in flexible lifting/towing/tie down possibilities.” For more information, contact Tim Hoffman at (720) 480-6519 or tim.hoffman@ dynapac.com.
FALCON
Channellock Inc., Meadville, Pennsylvania, offers the new reversible jaw adjustable wrench to help out in the shop. Find the product at major hardware retailers including Home Depot, Lowe’s, ACE, Sears, Menards, Do It Best, Fastenal, Grainger, True Value, Princess Auto and more.
Falcon Asphalt Repair Equipment, Midland, Michigan, released its new 150G and 250G tack tank trailers to the market Oct. 26, 2017. The manufacturer stated: “Falcon Asphalt Repair Equipment has introduced two trailer- or skid-mounted diesel tack tanks. The tack tanks are built with the same high quality as Falcon’s various hot boxes and recyclers. They’re available in two sizes: the 150G (150 gallon tank) and the 250G (250 gallon tank). The tack tanks include the following features: automatic thermostatically controlled heat system, stainless steel flue, diesel power, large
clean-out port, and an insulated tank.” Learn more at www.falconrme.com. For more information, contact Trish Bell at (248) 860-6064.
HAMM
Wirtgen America Inc., Antioch, Tennessee, released the Hamm DV+ 70i split drum tandem roller to the market March 2017. It features a 75-horsepower engine that satisfies the requirements of Tier 4/Stage IIIB emissions, according to the manufacturer. The OEM stated: “The 7.7-ton DV+ 70i is available in three versions: as a double vibration roller (VV), as an oscillation roller (VO) with vibration drum at front and oscillation drum at rear, and as a combi roller (VT) with vibratory drum front and pneumatic tires at rear. All vibration drums are split, ensuring perfectly compacted asphalt layers, even in tight curves. An intelligent drive control—plus pivot steering with four steering modes and large turning angles—form the basis for the highest possible compaction quality. At the heart of its Easy Drive operating concept is an ergonomically optimized operator platform
Hamm’s DV+ 70i offers enhanced visibility from the ROPS panoramic cab or operator platform with ROPS roof. www.THeAsphaltpro.com // 67
product gallery with many inventive details.” Learn more at https://www.wirtgen-group.com/america/en-us/products/hamm/ For more information, contact Brodie Hutchins at (615) 501-0600 or brodie. hutchins@wirtgen-group.com.
KENCO
Kenco Engineering Inc., Roseville, California, introduced its serrated Tungsten Carbide Impregnated cutting edges to the market in 2016. The manufacturer stated: “Designed to give some of the benefits of teeth along with the benefits of a straight cutting edge, the Kenco serrated Tungsten Carbide Impregnated (TCI) cutting edge will penetrate old and hardened RAP piles more easily than a standard flat blade but won’t leave trenches in the yard floor the way teeth will. Though trading some overall wear life for better penetration, the Kenco serrated design still gets the benefit of our unique Tungsten Carbide Impregnation process. Get the best of both worlds with the Kenco serrated TCI cutting edge, good penetration with good wear life.” For more information, contact Paul McDowell at (800) 363-9859.
The serrated TCI cutting edge from Kenco Engineering
LEEBOY
LeeBoy of Lincolnton, North Carolina, introduced the LeeBoy 8520 asphalt paver at CONEXPO 2017. It features a Kubota turbocharged diesel Tier 4 Final, 106-horsepower engine. The manufacturer stated: “This machine features a higher horsepower engine along with a larger hopper capacity. Featuring LeeBoy’s material management system, the wide, slow-moving conveyor system is designed to move material consistently from the truck to the screed to ensure a flawless mat.” Learn more at www. LeeBoy.com. For more information, visit www.leeboy. com/find-a-dealer
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The HyperVAC from Schwarze will be available early 2018.
SCHWARZE
ter, 65.2-horsepower engine. The manufacturer stated: “The TL6 features a radial lift loader design with a maximum lift height of 9 feet 6.4 inches, and a rated operating capacity of 1,841 pounds. Additionally, the TL6 has a width of 5 feet and a height of 6 feet 5.8 inches. The compact dimensions of the TL6 enable it to access and work efficiently in areas with limited space.” For more information, visit www.takeuchi-us.com.
Schwarze Industries Inc. announced the HyperVAC pure vacuum sweeper October 2017. It features a Tier 4 turbo-charged diesel John Deere engine. The manufacturer stated: “Schwarze Industries announces the development of…a new revolutionary material transfer system that will improve sweeping quality and a new threefold dust-laden air separator system that reduces the release of contaminants from the exhaust typically seen in previous vacuum sweepers. The HyperVAC includes: 7.8 cubic yard high strength stainless steel hopper, large 39-inch recessed digger side brooms, dual vacuum nozzles, large 12-inch nozzle hoses, 134-inch wide sweeping path, Schwarze WhisperWheel™ Technology, Schwarze’s exclusive “Sweep-Sense™” control system. It will be available early 2018 through Schwarze’s extended dealer network.” For more information, visit www. schwarze.com
TALBERT
TAKEUCHI
The 35-ton CC-HRG from Talbert is rated in half the deck length to meet concentrated load requirements as high as 70,000 pounds.
Takeuchi-US, Atlanta, released the TL6 compact track loader (CTL) to its lineup October 2017. It features a Kubota 2.4-li-
Takeuchi fleet management (TFM) system comes standard on the new TL6.
Talbert Manufacturing, Rensselaer, Indiana, now offers its 35CC-HRG lowbed trailer as part of its close-couple lowbed series with an overall length of 43 feet, 9 inches. The manufacturer stated: “Equipment is getting bigger, wider, taller and heavier. We’ve built a reputation on accommodating that need, but contractors also have smaller equipment they need to safely transport to and from jobsites every day. This is why we also offer dependable trailers designed specifically for that purpose.” For more information, contact Troy Geisler at (219) 866-7141 or tgeisler@talbertmfg.com.
VÖGELE
Wirtgen America Inc., Antioch, Tennessee, released the Vögele Super 1700-3i 8-ft. tracked and Super 1703-3i 8-ft. wheeled asphalt pavers March 2017. The pavers feature a liquid-cooled, 4-cylinder, 173-horsepower, Cummins diesel engine. The OEM stated: “The Super 1700-3i track and Super 1703-3i wheel asphalt pavers are designed for high output for jobs of all sizes, starting with the extra-large receiving hopper with a capacity of 14.3 tons. High-powered, separate hydraulic drives on the conveyor and auger deliver an optimum head of mix
is available in two packages: Compact Assist and Compact Assist with Density Direct. The technology works in conjunction with Volvo Co-Pilot. Outfitted with the Volvo CareTrack® telematics system, the DD110C is eligible for ActiveCare Direct, the Volvo telematics service that provides 24/7/365 machine monitoring and fleet utilization reporting directly from Volvo.” Learn more at volvoce.com/na. For more information, contact Volvo Construction Equipment at (844) 787-3323.
WEILER
The Vögele Super 1700-3i and Super 1703-3i universal class pavers start at 8 feet widths in front of the screed in every paving situation: They support high laydown rates of up to 770 tph. For the Super 1703-3i wheel paver, customers have a choice between a 6x4 and 6x6 drive.” Learn more at https://www. wirtgen-group.com/america/en-us/products/vogele/ For more information, contact Brodie Hutchins at (615) 501-0600 or brodie. hutchins@wirtgen-group.com.
VOLVO
Volvo Construction Equipment, Shippensburg, Pennsylvania, released the Volvo DD110C double drum asphalt compactor to the market November 2017. It features a Volvo D4 Tier 4 final, 148-horsepower engine. The OEM stated: “The DD110C is the latest in a series of recent double drum as-
Volvo’s DD110C
phalt compactor introductions from Volvo. With a 66-inch drum width, the DD110C rounds out the highway-class double drum compactor series from Volvo. With a high frequency system delivering 3,800 vibrations per minute (vpm), it can keep up with a paver traveling at 60 feet per minute while still maintaining appropriate impact spacing. The machine’s redesigned, intuitive on-board display features an Impact Spacing Meter, allowing the operator to control speed and maintain the correct impact spacing for consistent smoothness. Available as an option on all C-Series compactors, Compact Assist is Volvo’s proprietary Intelligent Compaction system. The integrated system
Weiler of Knoxville, Iowa, released the E1250B remixing transfer vehicle Spring 2017. It features a Cat C7.1 Tier 4 engine with 250 horsepower. The manufacturer stated: “The E1250B remixing transfer vehicle is designed with innovative features to increase productivity while reducing operating costs. The patented remix chamber provides effective remixing for reduced thermal and particulate segregation. The all-new operating station, located at the front of the machine, shifts 24 inches in either direction. Designed around clean-out, the E1250B features full-width, hydraulic doors for simplified end-of-shift cleaning and maintenance. Variable speed elevator and conveyor, hydraulic conveyor chain tension and internal spraydown help extend the life of wear components.” Learn more at www.weilerproducts.com. For more information, visit www. weilerproducts.com.
The E1250B remixing transfer vehicle from Weiler www.THeAsphaltpro.com // 69
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new tech
Use IoT for Asphalt Construction Success Jacob Morgan, who said the IoT refers to “basically connecting any device with an on and off switch to the Internet (and/or to each other).” This includes everything from smartphones to lamps. It also applies to the heavy equipment that milling and paving contractors own. Which begs the question: why? Why would we want a paver connected to the Internet? The answer is we want to remotely collect information from it, communicate with it, and create a data history with it.
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Construction is On IoT Platform
The technologies behind the IoT have existed for many years in the construction market. Features like remote access, office-to-field data exchange, cloud computing and data storage are not new. Granted, not all milling and paving contractors have
invested in these new technologies. Connected devices and real-time communication exist, and now, contractors who accept and invest in the technologies have an efficiency edge. The technology developers in the construction market now focus on creating easier, reliable access to the abundance of data. “Interconnected smart technology is central to how we engineer our solutions and their functionality in the hands of our customers,” said Ivan Di Federico, executive vice president and chief strategy officer for Topcon Positioning Systems. “The power of IoT provides comprehensive planning, process control, workflow monitoring and extensive reporting that will bring our customers the full advantages of connectivity.” What is referred to as the “IoT Platform” is the operating world in which the construction market has been evolving. The IoT Platform is meant to provide milling and paving equipment manufacturers
and the end-user contractors with analytics and reports about various aspects of their tasks and assets, in order to enhance the decision-making process and obtain the best possible management of resources, fleets and personnel. Equipping each piece of machinery with the capability of sending and receiving data allows the platform to reproduce a digital detailed representation of the product itself—a digital twin. “Thanks to the digital twins of our products, activities like monitoring, diagnosis and repair can be completed remotely,” Di Federico said. “What this means is we can have experts based anywhere in the world able to provide monitoring, troubleshooting, and/or repairs without needing to be physically there at the worksite or contractor’s location. This would result in tremendous savings of time and travel expenses. Moreover, there can be direct collaboration between on-site personnel and equipment operators and our experts.”
Intelligent Safety As employers continue to spend billions of dollars annually on worker safety programs, injury rates over the past several years have remained stagnant. That statistical plateau has leaders in the safety industry tapping into another resource to take worker safety to the next level: the workers themselves. The announced partnership between innovation-focused safety gear manufacturer Ergodyne and IoT safety platform developer Corvex Connected Safety aims to do just that by connecting smart personal protective equipment (PPE) to a platform focused on producing real-time data to and from workers relating to the key safety categories of PPE management, risk management, safety communications and worker engagement. “Our goal has always been to encourage a proactive attitude toward safety among workers and safety professionals, which is why we put so much focus on designing gear that not only protects, but performs exceptionally well, and looks good and feels good to boot,” said Tom Votel, president and CEO of Ergodyne. “For the past three years, we have been actively exploring opportunities to take our products to the next level: from inert to intelligent and
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connected. We see it as the next logical step in our somewhat utopian-sounding, but very real mission of driving toward zero workplace injuries.” “Advancements in sensor technologies and IoT ecosystems have opened the door to obtaining real-time data at the point of safety— the worker,” Corvex CEO Ted Smith said. “Safety happens in real time, and the data we use to prevent injuries should also be the same. Leveraging intelligent safety gear to accelerate meaningful communication between safety professionals and workers—and the time it takes to act upon it—means not only preventing injuries, but, from a very practical business sense, reducing costs and increasing productivity.” “We’re still in the early stages, but already working diligently on building connected intelligent safety solutions that are pretty exciting,” Votel said. “At the same time, we’re aware that this exciting leap forward needs to be grounded in real world applications. Corvex has leadership with great experience and, critically, they are very practically minded thinkers.” – From Ergodyne
new tech Rely on Data Smart, connected heavy equipment provides tracking of how machines are being used. Through the accumulation of historical data, the IoT platform can build information patterns to better understand necessities, the environment in which they operate, and pro-
vide advanced solutions to fit needs. Indeed, data collected from smart, connected products and systems provide detailed information on how the products’ features are used, which are most useful, and which are ignored. The collected data, which is called Big Data, provides numerous and detailed information that can be selected according to the need at
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the time. This enables making effective and profitable choices. It is possible to retrieve virtually any useful information, from fuel consumption to equipment productivity, from maintenance services to, in the near future, prognostics. In addition, most of the functionalities are completely customizable, for meeting specific contractor needs (e.g. dashboard layout, alarms and notifications, CAN-Bus parameters, units of measurement, language). For the contractor, analytics is possible to compare usage patterns to improve services, increase productivity, ensure better quality, reduce costs, and create more accurate pricing and bidding strategies. “Interconnected smart technology is both central to how we engineer our solutions and produce their functionality for our customers,” Di Federico said. “The challenges, as with most innovation, have mostly to do with adoption. Once construction contractors have an opportunity to see first-hand how the solutions we provide make them more efficient, the concept of IoT makes perfect sense. Greater productivity means undeniable higher profits for their businesses, and assists them in reaching the meeting point where construction productivity is improved by applying intelligent positioning technology, and clearly IoT is part of this bigger picture.” For Topcon and other technology companies in its niche, providing connected solutions enables milling and paving contractors to have comprehensive monitoring of conditions, operations, and the work site through sensors and data. This means assets can be monitored from everywhere. It enables real-time communication and task management with machines and crews on the work site. Additionally, the entire fleet of machines working at the site can be connected. “We call it ‘descriptive, predictive and prescriptive’ analytics,” Di Federico said. “The result for customers is higher productivity, less downtime and waste, and ultimately more profitability, combined with less stress.” The IoT is here to stay. In the construction market, the success of technology that enables construction contractors to bid projects more accurately based on their own historic production data and get their jobs completed more quickly, more accurately, and more efficiently using intelligent interconnected technology, has raised customer expectations. Jeff Winke is a business and construction writer based in Milwaukee, Wisconsin. – By Jeff Winke
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off the mat
ARTBA Estimates Slight Spending Boost in 2018 The New Year is a time of new resolutions, predictions of the year ahead, and a time to reflect on the past 12 months. As it does every year, ARTBA has published its U.S. Transportation Construction Market Forecast for 2018. Last year, ARTBA predicted a slight decrease, but the decline turned out to be more than they had predicted. This year, things are looking a bit brighter. Overall, ARTBA is estimating a 3.2 percent increase in total domestic transportation construction in 2018 after last year’s 2.8 percent drop. They attribute that drop largely do a decline in state and local highway and bridge spending, which were down 6.4 and 7.7 percent, respectively. However, ARTBA estimates that public and private highway, street construction and related construction markets will see a 2.4 percent increase in 2018 after last year’s drop. ARTBA also forecasts improvements in a number of other sectors, including a 2.6 percent increase in the bridge and tunnel market, a 4.6 percent increase in public transit and rail construction, and an impressive 14 percent increase for airport runways and terminals. The biggest markets for overall growth include California, Florida, Hawaii, New York, Virginia and Washington, and the markets ARTBA expects to most significantly slow down include Arizona, Colorado, Delaware, Maryland, Nevada and Oklahoma.
T
Highways and Bridges
Although ARTBA is expecting a slight increase in this sector of the transportation construction market, it comes at what the organization hopes will be the end of a downward-oriented trend. The real value of public highway, street and related construction in 2009 was $68 billion. That dropped down to $52.2 billion in 2013, and had begun to climb upwards again to $60.6 billion in 2016, before dipping down again to $56.8 billion last year. Over the next five years, ARTBA is predicting slow but steady growth, up to $63.2 billion in 2022.
“The fundamentals of this market are positive,” said ARTBA’s Senior Vice President and Chief Economist Alison Premo Black. “There’s a lot going on that could help support further growth in the coming years.” However, this positive outlook is very regional. “Even though the national numbers are down, states, regions and even major urban areas are seeing strong potential for growth over the next few years,” Black added. Some of the overall pullback in the highways and bridges sector, Black said, can be attributed to the completion of major bridge projects, including a new bridge in New York and another over the Ohio River. “As those projects finish, it’s normal to see a pause in this market,” Black said. Over the long term, maintenance outlays for highways, streets and bridges have continued to trend upwards, from $37.7 billion in 2009 to $42.6 billion in 2016. Although we saw a dip last year to $40.1 billion, ARTBA expects maintenance investments to grow to $47 billion in 2022.
Behind the Numbers
One big question ARTBA has been trying to answer in this market is how there can be a decline for road and bridge construction when revenues are up. Black tried to put this phenomena into context with a number of graphs. In 2000, more than half of all funding for state highway programs came from highway user fees, tolls and taxes. One quarter came from federal investment, 11 percent from bond issues, and 10 percent from other sources.
Airport Terminals and Runways “Airport terminals and runways are a really bright spot [in the report],” Black said. “There’s a lot getting underway there.” These trends are expected to match total U.S. passenger enplanements, which have increased by nearly 100 million from 2013 to 2017. Although ARTBA is expecting a substantial increase in funding for airport terminals and runways—up 14 percent from 2017 to 2018 alone—the major opportunity for growth in this area is for airport terminal construction, rather than runway construction, Black said. Runway investments have been all over the board since 2009: up and down, with a big dip down in 2017. They’re expected to increase year upon year through 2022. Terminal and related investments are expected to see the real growth, consistently increasing since 2014.
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In 2015, revenue from highway user fees, tolls and taxes had dropped by more than 10 percent, federal funding had remained the same, and revenue from bond issues and other sources had grown to 15 and 20 percent, respectively.
The most significant change, though, comes when we look at how that money is being spent. “More is being used to pay off debt and for public transit, law enforcement and non-transportation purposes,” Black said.
ARTBA estimates that public and private highway, street construction and related construction markets will see a 2.4 percent increase in 2018 after last year’s drop. Capital outlay, maintenance and administration decreased from 42 cents of every dollar spent from the highway user fee, tolls and taxes category to 29 cents from 2000 to 2015, while debt services and bonds increased from 5 cents per dollar to 15 cents per dollar and public transit increased from 4 cents to 12 cents per dollar. Spending for law enforcement and non-highway related expenses also increased, from 5 cents each in 2000 to 9 cents each in 2015. Another significant funding challenge is an overall budget crunch, particularly at the state level. Thirty-three states saw general revenues coming in below what had been expected for fiscal year 2017. And, although only 4 percent of states’ general funds go towards transportation directly, money from the transportation funds is often used to plug in budget holes.
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off the mat Due to the budget challenges, 10 states cut general fund spending on transportation in 2017, 13 states will be cutting general fund transportation spending in 2018, and 10 states used transportation-related fees to manage their 2017 budgets.
Opportunities for Improved Funding
Despite lukewarm predictions, voter support for transportation funding is strong, Black said, with voters approving $4.25 billion in transportation funding Nov. 7. “This is an indicator of broad support at the state and local level for transportation funding,” Black said. Here are some of the new funding measures, according to the Transportation Investment Advocacy Center’s State Funding Initiatives Report published June 2017: - 21 states approved one transportation funding bill between 2015 and 2017 - 20 additional states approved two transportation funding bills in that same time frame - 6 states approved fuel tax increases in 2017 - 4 states implemented or adjusted variable rate gas taxes - 6 states approved other recurring revenues for transportation - 9 states approved alternative fuel and electric vehicle taxes or fees - 1 state approved transportation lockboxes - 5 states approved one-time funding measures Another new trend from quite a few states is the passage of second initiatives. For example, Georgia passed an initiative to in-
crease state funding, and then the legislature also began to allow local agencies at the county level to raise funds.
FAST Acts and Trust Funds
“We do hear a lot of questions about the impact of the FAST act, the stability of a 5-year bill, and how bad continuing resolutions are for the industry,” Black said. But we have some data that shows that long term bills do provide market stability.” The percent of federal highway funds obligated in the fourth quarter of the federal fiscal year dropped from 45 percent to 37 percent from 2016 to 2017, and funds obligated in the last month of the federal fiscal year dropped from 24 percent to 19 percent. “States were holding onto money until the end of the year, so the market only had access to drips and drabs throughout the year,” Black said. “In 2017, we returned to a normal pattern.” The real challenge, Black said, is longer term, with the Highway Trust Fund revenue crisis expecting to return.
The Future of our Fleets
Although ARTBA doesn’t expect this to be an issue in 2018, it expects the expansion of the gap between HTF revenues and outlays in 2020 to impact the market in 2019 and 2020.
Industry Optimism, Industry Pessimism
As part of ARTBA’s contractor survey, they ask for contractors’ outlook for equipment fleet size. The vast majority of transportation contractors expect to maintain their fleet size, which projects a perception of market stability. For paving and compaction equipment, the outlook is even more positive, with 12 percent expecting to grow their fleets and only 3 percent expecting to reduce fleet size.
Also part of ARTBA’s report is the contractors’ own outlook at the market. Almost half of contractors surveyed expect normal or above normal growth in the next 12 months. This optimism has been trending upward since a low of 4 percent in the third quarter of 2011, spiking at 60 percent and 59 percent in Q1 of 2016 and 2017, respectively. However, 42 percent expect sluggish growth over that same period, and 11 percent expect a recession. Despite varying opinions from contractors, ARTBA’s forecasts have a history of closely mirroring actual transportation construction funding values. Although we can all wish for substantial growth in 2018, ARTBA’s estimated slight increase is probably right on the money. – By Sarah Redohl
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advertiser index ALmix............................................................................................7 Ammann....................................................................................63 Asphalt Drum Mixers................................................................64 Asphalt Solutions..................................................................... 57 Astec, Inc..................................................................... 31, 38, 49 B & S Light................................................................................52 Clarence Richard...................................................................... 75 ClearSpan..................................................................................55 CWMF Corporation..................................................................25 Dillman Equipment...................................................................22 Eagle Crusher............................................................................33 E.D. Etnyre..................................................................................41 Fast-Measure.............................................................................81 Gencor Industries....................................................................... 4 Heatec, Inc............................................... Inside Front Cover, 43 Hot-Mix Parts........................................................................... 37
Ingevity...................................................................................... 47 Kenco Engineering‌..................................................................77 KM International........................................................................ 11 KPI-JCI-AMS..................................................Inside Back Cover LDA..............................................................................................81 Libra Systems........................................................................... 74 Meeker........................................................................................15 Process Heating..................................................................insert Reliable Asphalt Products........................................ Back Cover Roadtec.................................................................................. 3, 13 Stansteel AsphaltPlant Products..........................................59 Systems Equipment..................................................................21 Tarmac International, Inc........................................................ 27 Top Quality Paving.....................................................................19 Trans Tech Systems.................................................................29 Willow Designs.........................................................................55 Wirtgen America.........................................................................9
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Here’s how it works
Step 6 If the system is interlocked with other electric devices and another device is powered on, the system will shut off as the circulating pump continues to scavenge heat from the liquid for the plantʼs hot oil needs.
Step 1 The operator uses the control panel to manage and program the system and adjust temperature.
Step 5 As the oil heats and expands, excess oil is stored in the systemʼs included expansion tank.
Step 4 Step 2 Drywell-style heating elements heat and maintain temperature for the liquid AC.
Step 3 The centrifugal pump circulates hot oil through the systemʼs scavenger and booster coils.
Electric booster coils provide heat to pinpointed locations.
Process Heating Company’s Lo-Density All-In-One Heater Kit When it comes to plant priorities, reducing emissions and reducing costs are often high on the list. That’s why Process Heating Company of Seattle offers the Lo-Density All-InOne Heater Kit. The system provides heat to the asphalt tank and hot oil for the plant, while reducing emissions and the accompanying need for expensive stack permits, according to the manufacturer. Here’s how it works. The operator controls the entire system with the included weatherproof industrial control panel to manage temperature and other system variables, program the system for early morning startup, and more. Upon startup, the system’s drywell-style electric heating elements provide and
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maintain heat to keep the liquid AC at the correct temperature. At the same time, a high-temperature centrifugal pump will circulate oil first through scavenger coils for quick heat, and then through thermostat-controlled electric booster coils, to provide hot oil to heat pumps and valves, jacketed lines and more. The booster coils provide heat to pinpointed locations and can elevate the temperature of the oil above the controlled asphalt storage temperature, if required. Due to their location within a drywell, the heating elements can dissipate controlled heat as low as three watts per square inch to reduce coking and damage of the AC and oil. As the oil heats and expands, excess oil is stored in the system’s included expansion
tank, with limited exposure to air, to extend the service life of the oil. The expansion tank also acts as a way to take in and release air as the oil level rises and falls. If another electric-powered device, such as an exhaust fan, starts up at the plant, the heater—which can be interlocked with other electric devices—will shut off to reduce energy demand. Meanwhile, the circulating pump will continue to run, scavenging heat from the liquid for the plant’s hot oil needs. In the event that the drywell-style elements need to be serviced, because they are accessible from outside the system, there’s no need to drain the tank. For more information, contact Rick Jay at (866) 682-1582 or rick@processheating.com.
ProSizer Series
®
ProSizer® 3600 The all new ProSizer® 3600 is a single-load crushing plant for processing virgin aggregate and recycled materials. Its robust 36” x 46” horizontal shaft impactor can be paired with a 5’ x 20’ conventional screen or a 6’ x 18’ high frequency screen to meet your application needs. This crushing plant can be powered by diesel, electric or hybrid power. Contact us to learn more at kpijci.com
ASTEC MOBILE SCREENS
an Astec Industries Company
2704 WEST LEFEVRE ROAD • STERLING, IL 61081 USA • 800.545.2125 • FAX 815.626.6430 • kpijci.com
CMI PORTABLE PARALLEL FLOW DRUM PLANT • PVM 2500. NOMINAL 400TPH. MODEL YEAR 1988 • PORTABLE PF DRUM W/ RECYCLE COLLAR, SJ580 BURNER (OIL ONLY), SADDLE CHAIN DRIVEN, QUAD AXLE, SLINGER INLET, SHELL HAS BEEN LINED AND REPAIRED IN NUMEROUS PLACES. TIRES AND TRUNNIONS LOOK GOOD. • CMI 4 BIN PORTABLE COLDFEED 9X14 24’’ FEEDERS. W/ COLLECTING BELT. TANDEM AXLE • CMI AUTOPULSE2 BAGHOUSE 76,000CFM AUGER BOTTOM • CMI SEB. NOMINAL 65 TON 34’’ DRAG, DUAL CHAIN, AR450 FLOOR, ESTIMATED 400,000 TONS LEFT ON FLOOR. CABLE ERECT, NEED CRANE TO ERECT.
• HEATEC 30,000 GALLON PORTABLE AC TANK, DIRECT FIRED BUT ALSO HAS NOMINAL 1.0MBTU HEATER ON THE GOOSENECK RUNNING ON OIL, TANK EQUIPPED W/ METERING AND UNLOADING PUMP SYSTEM. MODEL YEAR 1990. • BARBER GREENE REBUILT PORTABLE RECYCLE BIN 9X14 38’’ FEEDER, W/ HYDRAULIC LIFT GRIZZLEY AND REPLACED DRIVE COMPONENTS. • PORTABLE CONTROL HOUSE W/ MCC 1800 AMP. SYSTEMS BLENDING AND LOADOUT, PLUG IN CABLING THROUGHOUT. UPGRADED TO SYSTEMS CONTROLS TEN YEARS AGO. • PORTABLE PARTS TRAILER INCLUDED
RAP-15218 H&B 10,000 LB. BATCH PLANT
CEDARAPIDS E400 COUNTER-FLOW DRUM MIXER
RAP-14645
RAP-13250
• H&B 10K COMPLETE TOWER & ELEVATOR • CEDARAPIDS 10028 DRYER (NO BURNER) • 10X13 GENTEC RAP SYSTEM • HYWAY 2.0 MBTU HOT OIL HEATER • 100 TON BARBER GREENE SILO SYSTEM
• STATIONARY DESIGN • CEDARAPIDS 126MBTU BURNER • RECYCLE COLLAR
BARBER GREENE PARALLEL FLOW DRUM
1994 ASTEC PORTABLE DOUBLE BARREL PLANT
RAP-14952
RAP-14936
• 7’ X 43’ SHELL W/ 8’ EXPANDED ENDS • TRUNNION DRIVEN (4) 20 HP MOTORS • RAP COLLAR
• 2006 PORTABLE8’ ASTEC DOUBLE BARREL DRUM MIXER • SHAGGY DOG QUAD AXLE WHISPER JET BURNER • 2001 PORTABLE 5 BIN COLD FEED SYSTEM NOMINAL 10X14 • PORTABLE AGGREGATE SCALPING SCREEN AND SCALE CONVEYOR • HORIZONTAL CYCLONE
3Qualified listings 3Complete retrofit capability 3All types of component reconditioning
TWO BITUMA/ BARBER GREEN 200-TON SILOS
RAP-14950
(2) STATIONARY HORIZONTAL AC TANKS
RAP-14457
• 200-TON CAPACITY PER SILO • SAFETY GATES • TRANSFER CONVEYOR • TWO OUTSIDE SILOS
• 20,000 GALLON CAPACITY • SMARTBOB CAPACITY GAUGE • COILED FOR HOT OIL HEAT
GENCO/ HYWAY PORTABLE FUEL TANK
RAP-15106
ASTEC 42K CFM BAGHOUSE
RAP-14635
• 20,000 GALLON SINGLE COMPARTMENT • MODEL 20FTT SN 946 • DATE 1996 • TANDEM AXLE PORTABILITY • ATTACHED FUEL PUMP AND STRAINER
• NOMINAL 42K CFM • EXHAUST FAN / STACK • TWO SECTION • SINGLE MOTOR EXHAUST FAN, PADDLE WHEEL 200HP • ENCLOSED HOPPER AUGER • 10FT BY 4.5IN BAG
3Custom engineering 3Experience with all types of plants 3Complete plants and stand alone components VIEW ALL OUR INVENTORY ONLINE AT:
Inc.
PO Box 519, Shelbyville KY 40066 • Fax 502.647.1786
www.ReliableAsphalt.com 866.647.1782