Asphalt Pro - January 2022 by Asphalt Pro LLC

The Production Issue

asphaltPRO PRODUCTION – PROFESSIONALS – PRODUCTS

Peab Asfalt Removes Blue Smoke in Finland

• • • • •

Find Workers Now Source Parts Creatively Quick Silo Maintenance Missouri Puts GTR in SMA Utah Paves a Thick PMA Lift

JANUARY 2022 WWW.THEASPHALTPRO.COM

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s a family-owned and operated business offering state-of-the art portable and stationary asphalt plant equipment, having a personal touch with our customers is important to us. People always come first. When you call, you can speak to an owner. We are large enough to supply your equipment needs, while still being flexible and responsive. Contact us today to learn more about how CWMF Corporation goes the extra mile.

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INDUSTRIES INC.

CONTENTS

asphaltPRO January 2022

DEPARTMENTS

EDITOR’S LETTER 6 – Is That Safe?

SAFETY SPOTLIGHT

8 – Securely Track Vaccination, Test Status By AsphaltPro Staff

MIX IT UP

10 – GTR in SMA Makes Missouri Job Special By Sandy Lender

TRAINING

14 – How to Balance Mix from the Truck By John Ball

PAVEMENT MAINTENANCE 16 – 7 Equipment Setup Tips for Sealing Success By AsphaltPro Staff

PROJECT MANAGEMENT 18 – Colorado Puts Experimental Strain-Tolerant Mix to the Test By Sarah Redohl

INTERNATIONAL SNAPSHOT

26 – Solution for Blue Smoke Emissions in Europe’s Green Capital 2021 By Mary McCaig

MEET THE NATIONAL EXEC 28 – Meet NAPA’s Incoming Chairman James A. Mitchell By AsphaltPro Staff

PRODUCT GALLERY 56 – Paving Technologies Impact Industry in 2022 By Emily Newton

NEW TECH

62 – OnTraccr Offers More than Time Tracking By Sarah Redohl

FEATURE ARTICLES

The Production Issue

asphaltPRO PRODUCTION – PROFESSIONALS – PRODUCTS

34 – Where to Find Workers Today, How to Retain Them for Tomorrow By Sandy Lender 42 – Steps for Silo Repair By Brian Handshoe 46 – Utah Thick Lift Stands Up to Truck Traffic By Sarah Redohl 54 – Alternatives Exist to Source Parts By Sandy Lender

Peab Asfalt Removes Blue Smoke in Finland

• Find Workers Now • Source Parts Creatively • Quick Silo Maintenance • Missouri Puts GTR in SMA • Utah Paves a Thick PMA Lift

JANUARY 2022 WWW.THEASPHALTPRO.COM

ON THE COVER

Peab Asfalt installed a blue smoke capture system to assist its region in Finland achieve environmental excellence. See related article on page 26. Photo courtesy of Butler-Justice

E D I TO R ' S L E T T E R

Is That Safe?

Let us begin this month’s Editor’s Note with a blast from the past. In the middle of my career, I spent two arduous years with a university in Southwest Florida. At one point during that tour of duty, the university president and I were interviewing a woman who was partially qualified for the position for which she’d applied, when the learned executive asked her if she was Catholic, if she had any children, and if she was planning to have children in the next few years. Imagine my horror. I’m not telling industry anything new by stating hiring managers today have plenty of hurdles to overcome without involving the A.C.L.U. and litigation in the process. The paper trail required to prove you’ve trained a construction worker not to maim himself on the job is overwhelming. Yet it’s vital. We have a responsibility to the people we bring into the industry to ensure a safe work environment. That includes being safe from newbies who have no clue what it means to lock-out/tag-out. We are in a time when we’re inviting people to join our industry because they enjoy video games that employ joystick controls similar to the controls found in the heavy equipment on the job site. Heavy equipment that can crush their co-workers to death. Think about that. Do you want to work alongside a machine controlled by an 18-year-old who was taught common core math? Neither do I. (Side note: I admit to having difficulty with mathematics problems since the “big” chemo treatment protocol in 2011, so I’m not a good one to hand heavy equipment training to, either.) This is why on-the-job training, earn-while-you-learn programs, continuing education, targeted apprenticeships, vocational curricula tailored to our industry, and other such education are vital to the success of the asphalt industry. I think it’s imperative that we not only teach workers how to operate a piece of equipment to optimize its fuel use for lowest carbon footprint, but also how to operate the equipment in the safest manner possible. Every aspect of equipment operation has safety elements incorporated, from tethering before climbing atop a sweeper to clean a high windshield to placing blocks against tires in addition to activating emergency brakes, and so on. To grow our industry, we must think outside the box and welcome a wide and diverse set of workers who can think critically and learn both big-picture and technical points. But we must train these new workers for technical as well as safe practices. We’re not just building a wider workforce. We’re building a wider workforce with a safety culture ingrained. If we’re doing it right. Stay Safe,

Sandy Lender

January 2022 • Vol. 15 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) 355-9775 MEDIA SALES Cara Owings cara@theasphaltpro.com (660) 537-0778 ART DIRECTOR Kristin Branscom BUSINESS MANAGER Susan Campbell (660) 728-5007

AsphaltPro is published 11 times per year. Writers expressing views in AsphaltPro Magazine or on the AsphaltPro website are professionals with sound, professional advice. Views expressed herein are not necessarily the same as the views of AsphaltPro, thus producers/contractors are still encouraged to use best practices when implementing new advice. SUBSCRIPTION POLICY: Individual subscriptions are available without charge in the United Sates, Canada and Mexico to qualified individuals. One year subscription to non-qualifying Individuals: United States $90, Canada and Mexico $125.00. For the international digital edition, visit theasphaltpro.com/subscribe/.

6 | JANUARY 2022

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It’s a simple approach. We’ve built our business and reputation through our unparalleled focus on equipment durability, attention to detail and the ability to customize our products for each customer. We’ve spent over half of a century building world-class equipment while helping each customer’s unique business grow bigger, faster and more efficient than ever. We only succeed when you do, so trust the team that’s got your back, no matter what you need.

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ALmix.com

10106 SMITH ROAD, FORT WAYNE, IN 46809

S A F E T Y S P OT L I G H T

Securely Track Vaccination, Test Status BY ASPHALTPRO STAFF

or several years, Spot-r sensors from Triax Technologies Inc., Norwalk, Connecticut, have been used to track employees’ locations on job sites. The sensor, about the size of a credit card, is worn on the employee’s work belt and can be used to send and receive safety alerts, locate workers on the job, and record man hours, among other features. In October 2021, Triax added another feature to its Spot-r sensors: the ability to control access to a job site by vaccination status. The ability to control job site access by vaccination status is particularly timely ahead of the Occupational Safety and Health Administration’s emergency temporary standard (ETS) requiring employers with 100 or more employees ensure each of their workers is fully vaccinated or tests for Covid-19 on at least a weekly basis starting Jan. 4, 2022. At press time, a federal appeals court decided to uphold a stay on the standard, so it’s important to remain informed of the ETS until a final decision has been made. If instated, the ETS will require employers to develop, implement and enforce either mandatory Covid-19 vaccination or a weekly testing program for unvaccinated employees. Employers will also be required to determine employees’ vaccination status and maintain rosters of this information. This is where a tech solution like Spot-r can come in handy. At press time, employees who satisfy OSHA’s exemption for employees who work exclusively outdoors will be exempt from ETS requirements for vaccination or weekly testing.

Triax’s vice president of product, Ian Ouellette, said he’s seen companies invest in software or build custom solutions to prepare for compliance with the new standard. However, he said, tracking employees’ status is only half of the equation. “How does that tie into controlling who is on the site?” Ouellette asked. “Your software system won’t matter if OSHA comes to the job site that’s out of compliance. That’s where access control becomes very important.” For several years, Triax’s Spot-r Mesh platform has been capable of controlling employee access to the job site by a number of metrics, including trade-type, certification, hours and workday. “We view this vaccine and testing management component as just another way we can provide value in the compliance area,” Ouellette said. Controlling access by vaccination status begins with the safety manager or other approved manager inputting either vaccination status or the expiration date of a negative test result into the Spot-r platform. An employee’s vaccination or test status is listed alongside any other certifications. Triax’s solutions offer several access levels on its platform to allow its customers to determine who within their organizations should have 8 | JANUARY 2022

access to which data. Data security has been a priority for the company for years, since its systems have long been used to track sensitive data, including employees banned from job sites and injury data. Although vaccination cards or test results don’t have to be saved in the system, Spot-r does allow for such document storage in the event a company would like to track compliance history.

“YOUR SOFTWARE SYSTEM WON’T MATTER IF OSHA COMES TO THE JOB SITE THAT’S OUT OF COMPLIANCE. THAT’S WHERE ACCESS CONTROL BECOMES VERY IMPORTANT.”—IAN OUELLETTE On the job site, the Spot-r device can be used to scan in at a turnstile or a central check-in point, or triggered automatically when an employee wearing the device enters a preset geofence area. Ouellette points out that Spot-r only tracks workers within the geofence area. “Our wearables are a workplace solution,” he said. “Once the employee leaves that area, they are just a piece of plastic.” If an employee’s vaccination or testing status is out of compliance, they will not be able to successfully scan in and the safety manager will be notified so they can connect with the employee to discuss the next steps to bring him or her back into compliance. If an employee who is out of compliance doesn’t have to scan in, the safety manager will still be notified and can either call the employee or use Spot-r’s locating feature to find them on the job site to stop that risk from continuing and discuss a course of action. Spot-r also sends out notifications of certifications soon to expire so safety managers can be proactive. For example, if an employee’s negative test result expires in four days, the safety manager can remind him or her that it can take a couple days to get test results back and ensure they have a plan for their continued compliance. “Our platform has solved the vaccine management and testing problem end-to-end for our clients,” Ouellette said, “but the technology that enables that solution will be relevant in other ways for a long time to come.” For example, he added, the growing trend of owners and agencies requiring certain safety or training certifications. In May 2021, Triax released Spot-r Radius to enable proximity and contact tracing on the job site, a feature the company plans to roll out to its Spot-r Mesh platform in early 2022. The Spot-r sensors last three to six months between charges. The gateways at the job site, which send data to the cloud, require external power but can run on solar power indefinitely, and the network extenders run on D-cell batteries for nine months at a time. Currently, Spot-r only works in static environments, like an asphalt plant, but Triax hopes to make its solutions available to mobile work sites, like the paving train, in the future.

THE LEGEND IS BACK

With over a century of innovation to its credit, Blaw-Knox pavers have earned a reputation for quality, durability and performance unmatched in the industry. Today, with its new and improved highway-class designs, Blaw-Knox continues to deliver on its promise with all the performance features you’ve come to expect from an industry leader. BLAW-KNOX, THE LEGACY LIVES ON. Blaw-Knox Corporation 1280 Superior Avenue Chambersburg, PA 17201 Tel. 717-400-7900 www.blawknox.com

MIX IT UP

GTR in SMA Makes Missouri Job Special

Here the N.B. West crew has closed down one ramp for nighttime mill and fill work on I-44 going over the Meramec River Bridge. Photo courtesy of N.B. West personnel BY SANDY LENDER

or a single-lift, mill and fill project on Interstate 44 (I-44) during 2020, the team at N.B. West Contracting, Pacific, Missouri, made great use of the Missouri Department of Transportation’s (MoDOT) performance job special provision (JSP). The state didn’t exactly have a balanced mix design (BMD) spec, per se, at the time, but used the performance JSP to allow contractors to influence multiple facets of a mix—achieving cracking and rut-resistance characteristics and meeting volumetric specs during design and production. To share their process and success incorporating ground tire rubber (GTR) in a stone mastic asphalt (SMA) design, Quality Control Manager Joe Schroer, P.E., and General Manager Steve Jackson, P.E., discussed the project. Schroer had worked with recycled materials in roadways at MoDOT before joining the N.B. West team in 2014, thus he is wellversed in the department’s design process and performance goals. He spoke of the JSP allowing GTR for the I-44 project bringing new technology to the table, which is in accordance with the Federal Highway Administration’s (FHWA) Every Day Counts program. N.B. West incorporated Elastiko® ECR, an engineered crumb rubber product from Asphalt Plus, Barrington, Illinois. 10 | JANUARY 2022

“I had suggested the idea of using a GTR process to enhance the performance of the SMA after visiting the Asphalt Plus and Liberty Tire booths at the 2019 World of Asphalt,” Schroer explained. “I was interested in the dry process of adding the GTR due to ease of adding the product and it not requiring the blending tank and agitation generally associated with GTR use in the past. Plus, only one binder grade would be required to fill multiple roles at the plant.” The dry process removes terminal blending and multiple liquid storage tanks from the equation. The Asphalt Plus blog explains that a chemically-engineered crumb rubber product is fed into the plant—like a fine aggregate—at the production stage. The heated AC then reacts with the crumb rubber product during mixing, storage and transport to the paving site.

They produced the mix at their new Astec portable Double Barrel™ with V-pack™ at its St. Clair location. Damon Feldman was the plant operator who executed production while implementing a performance job special provision. The team ran Hamburg Wheel Tracker tests and

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astecindustries.com/asphalt

MIX IT UP

LEFT: N.B. West’s portable plant is rated at 400 tons per hour with up to 50 percent recycled asphalt pavement (RAP). Photo courtesy of N.B. West personnel. RIGHT: This example of the portable heli-tank from Astec Industries, Chattanooga, Tennessee, seen in the background of this picture, offers producers a way to “split” a larger tank to hold two liquid AC products. You can see the motors—the green cylinders—for the agitators atop the two chambers. The tank in the foreground is for fuel. Photo courtesy of Astec

Indirect Tensile Cracking Test at Intermediate Temperature (IDEAL-CT) tests to field-evaluate the mixes during production. “We are implementing performance specifications/balanced mix design in Missouri,” Jackson explained. “We wanted to use the performance specifications, Hamburg and IDEAL-CT on this project. We thought that the GTR would provide a benefit on the crack resistance and we knew through years of performance that the SMA mixes wouldn’t rut. The challenge was that we didn’t have any IDEAL-CT criteria established with the MoDOT performance specification for SMA.” The proactive company is a problem-solver and offered a solution. “We proposed some values to use for this project and the department accepted them,” Jackson said. “MoDOT didn’t want to take a huge risk with the SMA mix on an interstate, so we used a standard SMA mix, including cellulose fibers, with the GTR. The next step would be to see if we could maintain the same performance and optimize the mix, maybe by removing the cellulose fibers to make the mix a better value for MoDOT.” Schroer discussed the testing parameters. “We followed testing protocols for the mixture using specimens with a target air void content of 7.0%. Due to the SMA mixture having interconnected air voids at that level, it was difficult to hit the target void level without using vacuum sealing on the specimens. In hind-sight, we would promote using a target void level of 6.0% air voids for SMA as in AASHTO T283 for moisture susceptibility. “The increased density is an FHWA push from Every Day Counts but didn’t apply to the SMA because MoDOT determined it already has a 94% of Gmm minimum density requirement and 95% density.” “MoDOT had developed performance-based specifications for surface Superpave mixtures, which did not include SMA. Through our testing results and results of MoDOT and other contractors, cracking limits were developed using IDEAL-CT for SMA by comparing to previously acceptable limits using the Illinois Flexibility Index Test, I-FIT. The revised JSP was the basis for a Value Engineering proposal to allow the dry-process GTR mixture modification. The use of performance testing specifications permits use of GTR to modify or enhance an asphalt mixture’s performance without extensively 12 | JANUARY 2022

DATA FROM PRODUCTION SAMPLES: Mix Type

Date Sampled

Tonnage

CT Index

Hamburg Rutting

PG64-22 + GTR

20-Aug

0-5000

220

6.2

PG64-22 + GTR

31-Aug

5000-10000

392

5.1

PG64-22 + GTR

3-Sep

10000-15000

742

8.3

PG64-22 + GTR

21-Sep

15000-20000

587

7.6

PG64-22 + GTR

23-Sep

20000-25000

590

8.9

PG64-22 + GTR

25-Sep

25000-30000

599

7.7

PG64-22 + GTR

1-Oct

30000-35000

741

9.3

testing binder blends and inferring how the GTR will perform in the mix based on the binder tests.” N.B. West’s plant includes a 30,000-gallon liquid asphalt cement (AC) tank, which Jackson explained can be split into two 15,000-gallon tanks. “The second benefit was that we could use the same binder for the SP 19.0-mm mix and the 12.5-mm SMA mix by using GTR. Using a dry process GTR allowed us to not have to empty out the AC tank every time that we need to switch mixes,” Jackson said. Schroer explained the project incorporated revisions that weren’t previously part of MoDOT’s performance JSP. This introduced a “balance” to the design. “The balance part of our design process was that we were able to improve the cracking characteristics of the mix while maintaining a rut-resistant mix. The mixture still had to meet all the volumetric controls during design and production of the mixture.” Not only did the N.B. West team offer MoDOT a well-designed mix, it also lowered environmental impact with both materials and resources. “By not using a highly polymerized AC, we were able to use a lower storage temperature,” Jackson said. “This allowed us to conserve fuel and cut our emissions from the asphalt heater.” “Every one of us that has purchased new tires has seen the environmental recovery fee for the disposal of our old tires and wondered if they ever did anything with the tires,” Jackson said. “This project showed us that we could reuse the tires and provide a substantial benefit in pavement performance.”

Your Preferred Asphalt Equipment Resource The Meeker Family

TRAINING

How to Balance Mix From the Truck BY JOHN BALL

ith workers in short supply, not every paving crew has the luxury of a dump man in addition to a paver operator on the job. Whether you have a miscommunication between the haul truck driver and paver operator or an improperly loaded truck bed giving you trouble, you can adjust to compensate for a poorly charged hopper or other unbalanced mix movement before it gets out of hand. Here are some tips to overcome the problem. In this picture, we see the U-shaped truck bed has allowed the mix to move without getting stuck in corners or along tracks. What’s happened, though, is a triangle shape has formed in the center of the bed. The material is flooding the center of the hopper and conveyors. Because the mix is in the middle of the head of material, you can expect to have an unbalanced screed. To correct the unbalanced screed, first look to the flow gates. Not all pavers are equipped with flow gates, but the machine in this picture is a Blaw-Knox paver with them. Raising or lowering the flow gates will influence the amount of material moving through the conveyors to the center of the screed. For the problem here, lower the gates about 4 inches. This will reduce the mix in the middle of the augers, balancing the head of material. The next option the paver operator can try is to manipulate the speed of the conveyors. Is it at 60 or 70 percent? If the conveyors are overfilling, you’ll want to slow them down. A third option is to check the feed sensors for height or distance from the head of material. The feed sensors are typically set 18 inches from the top of the pile and they “tell” the mix to come to the endgate or to slow down. If the endgate area needs more material, the feed sensor will “tell” the mix to come on in and fill that area. You may need to adjust the feed sensor height or distance to the head of material briefly to encourage its messaging—to encourage it to tell the mix to come to the endgate. The final option is to check the feed sensor for speed. We want the augers to run 100 percent of the time, but not a 100 miles per hour. Instead, check the auger speed and adjust the feed sensor so that it directs the material to move to the endgate appropriately. In this second image, we can see a straight line of mix near the “end” of the truck’s dumping load. You want the material to move as a mass out of the truck to charge the hopper and you want to see that line across the bed so you know the balance of material moving through the paver is perfect. If you can get dump the trucks in this manner, so that the line of moving mix is straight across the bed, then you can bet the material behind your screed is balanced. John Ball is the proprietor of Top Quality Paving & Training, Manchester, New Hampshire. He provides personal, on-site paving consulting services around the United States and into Canada. For more information, contact him at (603) 493-1458 or tqpaving@yahoo.com. 14 | JANUARY 2022

Problematic. Although the U-shaped bed of the haul truck allows mix to move as a mass without getting caught in corners where it will segregate and cool, this example shows material that has not left the truck in the correct manner. The material has bunched up and formed a triangle, resulting in an unbalanced screed. This shows me I’m using a lot of mix at the endgates.

Balanced Charging. In this picture, you can see the mix leaving the truck bed is organized in an almost straight line, meaning it’s moving in an almost balanced manner through the paver and to the screed. This shows me I’m using a good flow of material across the width of the screed.

STOP OVERFILLING TANKS!

The Tank Management System is comprised of three levels of functionality and is customizable for your plant.

1. This component makes it possible for you to never have to second-guess how much material is in your A.C. tanks or hotmix silos. The Accu-Level continuously monitors tank levels alerting the operator when an overfill is approaching.

v.2.0.1

310 29985.0

AC Tank 1

Temp

Vertical AC Tank 1

The app allows you to monitor specific operations of your plant. While using it, you can: observe tank and silo levels in real-time, keep track of temperatures, monitor hot oil heater vitals, receive error alerts, allow team access, and more. Completely mobile-friendly, the app can be operated on a computer, tablet or any smart phone.

Level

305 11239.0

Mix Tank 2

Temp

Vertical AC Tank 2

Level

315 20685.0

78-22

Temp

Horizontal AC Tank 3

Level

300 15577.0

64-22

Temp

Horizontal AC Tank 4

Level

75.0

Mix Silo 1

Percentage

Silo 1

50.0

Mix Silo 2

Percentage

Silo 2

60.0

Mix Silo 3

Percentage

Silo 3

65.0

Mix Silo 4

Percentage

Silo 4

Connected To: PLC Last Record Update: 2020-04-02 14:06:02 Logged In On: April 2, 2020, 2:03 pm Session will expire in: 117.00 minutes

Tank Summary High Tons Shutdown

Alarmed

350

064.54

250

082.10

250

312

067.10

392

084.35

Temp.

This system allows you to monitor and regulate all of your A.C. tanks. Users can set individual tank high/low parameters for level and temperature to initiate a pump shutdown and prevent tank overflows. In addition, you can operate A.C. tank supply, return, and fill valves with the push of a button from the control room, tank farm or any smart phone.

Hot Oil

280

301

380

3 4

Tons

High Tons Shutdown

Alarmed

High Tons Setpoint

Alarmed

Low Tons Setpoint

Alarmed

Off

090.00

Off

080.00

Off

010.00

Off

090.00

Off

080.00

010.00

Off

250

Off

090.00

Off

080.00

Off

010.00

Off

250

Off

090.00

Off

080.00

010.00

Confirm

Message

Activated

Confirmed

Off

Deactivated

Tank 3 high warning level

06-20 11:55:39

06-20 11:56:31

Tank 3 high shutdown alarm active

06-20 11:55:39

06-20 11:56:31

Tank 2 high warning level

06-20 11:55:39

Tank 1 high warning level

06-20 11:55:39

06-20 11:56:31

Tank 2 high shutdown alarm active

06-20 11:55:39

06-20 11:56:31

Tank 1 high shutdown alarm active

06-20 11:55:39

06-20 11:56:31

Oil low temp alarm active

06-20 11:54:55

Line Up

Line Down

Valve Control

Detail

Alarm OFF

For more information

800-826-0223 Stansteel.com HotmixParts.com

PAV E M E N T M A I N T E N A N C E

7 Equipment Setup Tips For Sealing Success BY ASPHALTPRO STAFF

nsuring that chip sealing and fog sealing equipment is properly set up is key to a quality product. However, according to Scott Shuler of Shuler Consultants LLC, Fort Collins, Colorado, improper equipment setup is quite common. Shuler is one of the authors behind the Transportation Research Board (TRB) “Guide Specifications for the Construction of Chip Seals, Microsurfacing and Fog Seals” (NCHRP 14-37), alongside R. Gary Hicks of R. Gary Hicks LLC, Chico, California. During a recent TRB webinar, the pair shared some best practices for setting up your equipment—and your crew—for chip seal and fog seal success.

EQUIPMENT REQUIREMENTS

A chip sealing operation requires a broom, an asphalt distributor, an aggregate spreader and compaction equipment. The asphalt distributor should be calibrated, accurately control application rate, provide uniform coverage in both transverse and longitudinal directions, and hold a specific temperature. It should also have an adjustable spray bar and correct nozzles to allow for double to triple overlap, Hicks said. The aggregate spreader should be calibrated, adjust to varying widths, distribute the aggregate uniformly in transverse and longitudinal directions, and deliver the desired application rate using computerized controls. The job will also require several rollers, Shuler said. “I don’t know how many projects I’ve seen where they only have two or even one roller trying to keep up with that distributor truck and spreader,” he said. Shuler also said it’s important to wait until 85 percent of the moisture within the chip or fog seal has evaporated before sweeping to ensure the emulsion has enough adhesive power to keep the chips in place. Hicks adds that the broom should be motorized, with plastic bristles and vertical control pressure.

1. TAKE THE EMULSION’S TEMPERATURE. Emulsion should be around 180 degrees Fahrenheit or above. “If the emulsion is too cold, it will not spray well,” Shuler said. 2. CHECK YOUR NOZZLE SIZE. It’s important to use the right nozzle for the job. “Various distributor manufacturers indicate what sort of nozzle should be used for various shot rates,” Shuler said. These guidelines may be in the equipment manual, or in some cases, may be mounted directly on the distributor truck itself. It’s also important to ensure nozzles aren’t clogged to prevent uneven application. 3. ENSURE PROPER NOZZLE PLACEMENT. It’s also important that your nozzles are placed correctly, at an angle between 15 and 30 degrees. The truck often comes with a wrench designed to turn that nozzle to the correct angle. “Very often, the operator 16 | JANUARY 2022

of that distributor truck may not know that and uses a crescent wrench or something else and does this by eye,” Shuler said. “That’s possible if you’ve got an experienced operator, but it’s much better to use the wrench that comes with the truck.”

4. ADJUST THE HEIGHT OF THE SPRAY BAR. If the distributor truck’s spray bar is set too high, you’ll get streaks as a result of overlap. If the bar is set too low, there may be streaks of uncoated pavement between the nozzles. Shuler reminds us that if we’re seeing streaks of any kind, it’s important to stop and make the proper adjustments. The binder should double- or triple-overlap, Hicks added. 5. CHECK YOUR SPRAY RATE. Some operators may be surprised to learn that they shouldn’t be relying on the gauge on the back of their distributor truck to know how much material they’re spraying. “All that gauge is for is to tell you if you’re empty or not,” Shuler said. “Don’t think you’re measuring gallons with this.” The only way to tell if a truck has sprayed the correct rate is to dipstick the tank, Shuler said. That’s why every truck comes with a dipstick. “I don’t know how many times the operator didn’t even know there was a dipstick up there,” he added. The operator should dipstick before starting to spray, spray a set area for which the distance and width is known, then dipstick again to determine spray rate. Because the tank gauge is a ball float style of gauge with a large pointer and an engraved dial, the numbers are often close together which makes it tough to read, said Brian Horner, field sales manager at E.D. Etnyre, Oregon, Illinois. “The other issue is the pointer itself can be grabbed by anyone and possibly moved,” he said, “so the measuring stick is more accurate and reliable.” Etnyre is currently working on new digital tank gauges that will display the gallons in the tank on the computer screens at the rear and cab. 6. CALIBRATE THE SPREADER. “A really simple way to tell if the aggregate is spread uniformly is to look at the veil,” Shuler said. If you want to measure the amount of chips, which Shuler recommends, measure the distance and width to get rid of two or three truckloads to get your chip spread rate. 7. USE THE RIGHT NUMBER AND TYPE OF ROLLERS. “Those chips need to see that roller more than once in order to embed,” Shuler said. He recommends a speed below 3 miles per hour with a rubber-tire roller with equal tires and equal tire pressure. “Steel does not conform to the chip shape like rubber and tends to crush the chip,” Shuler said. “This changes the shape, size and texture of the chip, all of which are undesirable. Some chips can withstand this abuse, but many cannot.” Hicks recommends that the first pass be within two minutes of applying the aggregate and that there be at least three complete passes.

P R OJ E C T M A N AG E M E N T

Colorado Puts Experimental Strain-Tolerant Mix to the Test

Known in Colorado as BR-ST (bituminous rich, ST 3/8 minus gradation), this high strain-tolerant mix designed to mitigate cracking through the combination of high polymer binder and specific aggregate structure. BY SARAH REDOHL

n September 2021, Coulson Excavating Company Inc., Loveland, Colorado, placed an innovative new mix on a 4-mile section of State Highway 85 from Platteville to County Road 22. BR-ST (bituminous rich, ST 3/8 minus gradation) is a high strain-tolerant mix designed to mitigate cracking through the combination of high polymer binder and specific aggregate structure. The mix design has the same binder technology used in reflective crack interlayer (RCI) mixes, only BR-ST is a surface mix. According to Jeff Weitzel, account manager at Arkema-Road Science, Tulsa, Oklahoma, the Colorado Department of Transportation (CDOT) has used RCI since 2007 but this was the state’s first time using BR-ST. 18 | JANUARY 2022

“CDOT wanted to see how far they could move the threshold for performance of a surface mix,” Weitzel said. “They wanted to see if perhaps [BR-ST] could achieve the same or better performance as RCI followed by Superpave. That’s why they wanted to try this sideby-side comparison in Colorado.” On the two southbound lanes of U.S. 85, Coulson paved a 1-inch RCI followed by 2.5 inches of SX (12.5 mm) 100 gyration Superpave mix with 70-28 binder. The two northbound lanes were paved with 2.5 inches of SX 75 gyration mix with 70-28 followed by 1.5 inches of BR-ST. U.S. 85 made for an ideal side-by-side comparison to test out BR-ST’s crack mitigating properties. Several years ago, oil drilling operations for natural gas and crude oil in Weld

County increased with the construction of several new wells. As a result, truck traffic in the area increased by 80 percent. “They needed to find a material that would mitigate cracking and be stable enough to handle the higher traffic loading,” Weitzel said. “That is one of the main reasons why they chose this stretch of roadway for the application.” Despite severe top-down cracking, general fatigue and several areas requiring patching, the 4-mile stretch of U.S. 85 didn’t have any subgrade failures, said Coulson Excavating Project Manager John Pinello. “It’s a good road to test this type of mix on,” said Ken Coulson of Coulson Excavating, based on the pavement condition and traffic demands on this stretch of U.S. 85. “CDOT has

done jobs on this road previously using RCI, so that’s nothing new and they’ve held up well.” Four years ago, Coulson Excavating paved an RCI project on U.S. 85 just south of the BR-ST comparison project that has held up well, after which Arkema-Road Science reached out to the company about the BR-ST mix design it was working on with CDOT and took samples from Coulson Excavating for testing and evaluation. When Coulson hadn’t heard anything more about the BR-ST mix for several years, he forgot about the experimental mix design until CDOT let the project on U.S. 85. Unbeknownst to Coulson, Arkema-Road Science had continued its work on the new design and its dialogue with CDOT to find an ideal test case. Coulson Excavating was formed in 1948 by Ken Coulson’s grandfather. The company has two asphalt plants and two crushing spreads running out of its five pits. They do work from north of Denver up to the border with Wyoming, between the west slope and as far east as Nebraska. “Right now, we seem to be in a boom area and there has been an awful lot of work to do,” Coulson said.

U.S. 85 made for an ideal side-by-side comparison to test out BR-ST’s crack mitigating properties. Several years ago, oil drilling operations for natural gas and crude oil in Weld County increased with the construction of several new wells. As a result, truck traffic in the area increased by 80 percent.

THE BACKGROUND OF BR-ST

The idea for such a high strain-tolerant mix originated from the need for a high performance mix for bridge decks in New Jersey and Virginia, Weitzel said. “We got to work testing various aggregate structures and high strain-tolerant binders,” he added. Ultimately, they were able to design a mix that they think combines the flexibility required to minimize cracking while retaining the strength to prevent rutting. About five years ago, Arkema-Road Science began discussing its new mix concept with CDOT. “They were very interested in learning more about it and investigating the possibility of doing a test section in Colorado,” Weitzel said. Arkema-Road Science worked with CDOT to determine a path forward, submitting the mix design and data from bridge deck mixes placed on the East Coast to CDOT’s materials committee for approval to perform a pilot project. “We started those conversations in 2016. That’s how long it took for this experimental project to come to fruition.”

BR-ST contains 18 percent ½-inch rock, 51 percent crusher fines, 30 percent washed crusher fines, and 1 percent hydrated lime, with a binder content of 7 percent.

Although the U.S. 85 project was the first time the BR-ST high strain-tolerant mix was used in Colorado, the success of a pilot project performed near Topeka, Kansas, gave the company confidence in its new design. “That project went really well and the state was really impressed with how it went down and the test results it achieved

after,” said Mike Longshaw, Arkema-Road Science’s lead field engineer for its RCI and high strain-tolerant mixes. Throughout 2021, Kansas did five more projects using the same type of mix. For example, a project on U.S. 54 in Butler County, Kansas, will be comparing normal Superpave mix with high strain-tolerant asphalt WWW.THEASPHALTPRO.COM | 19

P R OJ E C T M A N AG E M E N T

LEFT: In total, the job required 45,600 tons: 30,900 tons of SX 70-28; 5,800 tons of RCI; and 8,900 tons of BR-ST. RIGHT: Coulson Excavating paved the U.S. 85 project with its Caterpillar AP-1000 D and Caterpillar AP-655 C pavers.

mix. “In addition, the test sections will compare different thicknesses of the mixes to determine if the higher quality mix can meet or exceed the performance of the normal mix at a different thickness,” Longshaw said. “Kansas has been utilizing RCI topped with Superpave for 20 years,” Longshaw said. “They’ve milled off the surface course 10 years after both had been placed to find that the RCI had not experienced any cracking, so they’d leave it in place and pave a new surface course on top.” It made sense to the state, Longshaw said, to see if it could achieve that same flexibility it’s seeing in RCI mixes in a surface course to eliminate or delay cracking and extend the life of the pavement. According to Weitzel, Arkema-Road Science anticipates its high strain-tolerant mixes to delay cracking twice as long as normal Superpave mixes. “Superpave mixes are relatively dry, and while they achieved performance in terms of rutting, there have been some problems with cracking,” he said. “Everything will crack eventually, but we anticipate this material will double the life expectancy of the roadway in most cases.” 20 | JANUARY 2022

WHAT MAKES A MIX STRAIN-TOLERANT?

Coulson Excavating produced the BR-ST mix at its Brownwood pit, close to Loveland, Colorado, and a 25-mile haul to the U.S. 85 project. “One reason we chose our Brownwood pit plant to produce the BR-ST mix is that it also produced the RCI mix in the past without any problems,” Pinello said. However, from a production and paving perspective, Coulson said the mix reminded him more of a finely graded stone mastic asphalt (SMA) than RCI. “The BR-ST looks like SMA,” he said. BR-ST contains 18 percent ½-inch rock, 51 percent crusher fines, 30 percent washed crusher fines, and 1 percent hydrated lime, with a binder content of 7 percent. “BR-ST has a lot of fractured faces in it—about 90 to 95 percent fractures.” The big difference is in the binder. Weitzel said that the higher binder content, and the resulting temperature sensitivity and stickiness of the mix, is why BR-ST is reminiscent of SMA mixes. “SMAs also contain a lot of crushed aggregate, so there are similarities from that perspective as well,” Longshaw added.

During production, Coulson Excavating found they had to run the mix a bit hotter than usual—320 degrees Fahrenheit, compared to the usual 290 to 300 degrees Fahrenheit—to get the modified PG70-28 binder to mix well. The company dedicated its Brownwood pit plant to producing only BR-ST mix during that portion of the U.S. 85 job. “It was really the best way to do it with this mix,” Pinello said. “If you were to put this mix up into a silo to switch to another mix, I’m not sure you’d be able to get it out of the silo easily.” “This is a thicker binder, and when it cools it doesn’t flow through the plant nearly as well,” Longshaw said, stressing the importance of keeping the binder at the correct temperature. Because the mix was so reminiscent of SMA, and Coulson Excavating has frequently worked with SMA in the past, Pinello said the BR-ST mix didn’t present any other surprises at the plant. “Anything that did take us by surprise, we were able to learn during the control strip,” Coulson said. CDOT requested the control strip to check the mix properties and establish a rolling pattern for the BR-ST mix. Coulson Excavating paved the strip on the haul road coming into its pit plant.

“Since BR-ST hadn’t been done before in Colorado, we didn’t want to take it out on the road if we didn’t know how it was going to work,” Coulson said. “By paving a control strip, we could resolve any problems before going into full production.”

BINDER SUPPLY SOLUTIONS

“The biggest challenge we faced on this job was making sure our binder was available when we thought we’d need it,” Coulson said. “There were no other projects in the state using the types of binders we needed for the RCI and BR-ST mixes at that time, so our suppliers didn’t have them on hand.” Coulson Excavating worked closely with its suppliers, Blue Night and Suncorp, on the timeline to receive the binder for its RCI and BR-ST mixes. In the meantime, Coulson Excavating patched several parts of U.S. 85 where the last overlay had experienced some segregation, which required a total of 1,400 tons of asphalt, and performed bridgework along the project.

Subcontractor Alpha Milling Company Inc., Arvada, Colorado, then milled 1 inch off all four lanes of the project and Coulson Excavating paved 2.5 inches of SX 75 on the northbound lanes—the side that would be topped with BR-ST—with its Caterpillar AP-1000 D and Caterpillar AP-655 C pavers.

“THE ROLLERS HAD TO STAY BACK FURTHER THAN THEY WERE USED TO—ABOUT 1,000 FEET. WE LEARNED THAT ON THE DAY WE PAVED THE CONTROL STRIP.”—KEN COULSON By then, the binder for the RCI lift on the southbound lanes had arrived. Its crews then paved the 1-inch RCI lift and 2.5 inches of SX 75. By the time the southbound lanes were complete, Arkema-Road Science had fur-

nished Coulson Excavating’s binder suppliers with the modifiers needed for the BR-ST binder. The crew was able to return to the northbound lanes to pave 1.5 inches of BRST just after Labor Day. In total, the job required 45,600 tons: 30,900 tons of SX 70-28; 5,800 tons of RCI; and 8,900 tons of BR-ST. Weitzel’s top tip is that contractors bidding these types of projects look at their materials early in order to have ample time to make adjustments as needed. Pinello seconded the importance of ample lead time. “When you’re working with a brand new mix design, I think it’s important to have four months if not longer to develop the mix design ahead of production,” Pinello said. “It may take a while for the materials engineer to analyze the new mix, and there are many things that could slow the process down.” In the case of this project, CDOT had a tight specification of 3 mm on the asphalt pavement analyzer rutting test. “There was a lot of work put into meeting that 3 mm rutting spec,” Pinello said.

CLEAR THE AIR AT YOUR ASPHALT PLANT The Blue Smoke Control system from Butler-Justice, Inc., captures and filters blue smoke from emission points in your plant — with 99.9% overall efficiency. We can incorporate this system into new plants or retrofit your existing plant with minimal modification. 714-696-7599 www.bluesmokecontrol.com mike@butlerjustice.com

WWW.THEASPHALTPRO.COM | 21

P R OJ E C T M A N AG E M E N T

LEFT: Coulson Excavating found that they needed to wait until the material got down to 140 to 150 degrees Fahrenheit before its crew could perform any finish rolling. RIGHT: By the time Coulson Excavating had paved 2.5 inches of SX 75 on the northbound lanes, the binder for the RCI lift on the southbound lanes had arrived. Coulson Excavating worked closely with its suppliers, Blue Night and Suncorp, on the timeline to receive the binder for its RCI and BR-ST mixes.

According to Longshaw, this was made possible by replacing all the rounded sand from the mix with crushed aggregate. “CDOT worked closely with us on any issues and adjustments so we could ultimately meet the tough requirements within their specifications,” he said. “The CDOT personnel were outstanding on this job,” Pinello said. “The project engineer [Allen Wood] went above and beyond on communication and assisting us with coordination and approvals.” “[Wood] is a real up-and-comer,” Coulson added. “He’s decisive, he puts the job first, and he does all he can to keep the job moving. Working with him is a big help.”

SOLUTIONS FOR TEMPERATURE-SENSITIVITY

The specifications of the U.S. 85 job required that the temperature be 50 degrees and rising. During the weeks that Coulson’s crew paved this project, the temperatures were around 60 degrees when they began work each morning and reached 85 degrees by the end of the day. “The BR-ST mix is really sticky, but that isn’t a problem as long as the weather is good,” 22 | JANUARY 2022

Coulson said. “It’s very temperature-sensitive and weather-sensitive because of the use of highly modified binder, but also because on this job we were paving such a thin lift.” When the wind picked up on one day the crew was paving with BR-ST, the mix was sticking in Coulson’s belly-dump trailers and they weren’t hitting their densities so they paused work until conditions improved. Because Coulson had decided to produce mix at a pace that matched the rate it was being paved, they didn’t have mix waiting in the silos when the plant stopped its production until the wind died down. “I think you’re going to see a shorter paving season with BR-ST compared to other mixes,” Coulson said, suggesting it would probably be feasible to pave BR-ST with a 25-mile haul distance from June through mid-September. As a result of the mix’s temperature sensitivity, Pinello said, it was imperative that the mix be delivered directly to the job— no stops, no detours. Coulson Excavating uses the tool KeepTrucking to locate its trucks and make sure everyone is sticking

to the haul route. “The reliability of our own trucks delivering the mix no doubt made the project go better,” Pinello said. Another unique aspect of the project was the rolling pattern. “You have to watch the rolling temperatures of BR-ST more closely so you’re not compacting at too high a temperature,” Weitzel said. Coulson Excavating found that they needed to wait until the material got down to 140 to 150 degrees Fahrenheit before its crew could perform any finish rolling. “Otherwise, the material would move around too much,” Coulson said. “The rollers had to stay back further than they were used to—about 1,000 feet. We learned that on the day we paved the control strip.” Originally, Coulson thought they would only use static rollers on the BR-ST as they did on the RCI lift, but found on the control strip that they would need some vibratory rollers to reach the specified densities between 92 and 96 percent. The rolling pattern for the RCI lift was five passes with a large 84-inch Caterpillar CB634 D roller in static mode. The BR-ST lift required

two passes in vibratory mode and two passes in static mode. “Coulson did a great job on this project,” Longshaw said. “They’re great to work with, they did a great job with laydown, and the road looks great.” One tip Longshaw recommends for any crew paving with a high strain-tolerant mix is to use a good truck bed release agent so it comes out of the truck more easily. “We also encourage them to use fabric softener in the water on their rollers to keep it from sticking to the drums as they heat up,” Longshaw said. “Anything you can do to keep it from sticking is a good idea.” Arkema-Road Science plans to draft a construction guideline for the high strain-tolerant surface mix, similar to their existing guide for RCI, Weitzel said.

THE FUTURE OF BR-ST IN COLORADO

Although there are no other BR-ST projects slated in Colorado at this time, the job on U.S. 85 will provide the data CDOT needs to compare the experimental mix against

the RCI-and-Superpave combination with which they are familiar. “We’d love to see CDOT continue to use this mix, but it’s early,” Weitzel said. “I think we will see them evaluate over a period of time and look at its performance against the RCI before moving forward, but my hope is that they will continue to trial it in other areas and expand it to other regions of the state.”

“BY PAVING A CONTROL STRIP, WE COULD RESOLVE ANY PROBLEMS BEFORE GOING INTO FULL PRODUCTION.”—KEN COULSON “It’s great to have the performance testing we’ve done in the lab, but it eventually comes down to how it performs in the field,” Longshaw added. “We need to make sure the performance tests from the lab are equivalent to what we see happening in the

field. Hopefully it performs well and we’ll be seeing a lot more of it.” Colorado may be a particularly attractive state for the use of high strain-tolerant mixes with its recent adoption of Buy Clean legislation demanding reduced greenhouse gas (GHG) emissions. “One way to do that is to utilize materials that will extend the life of the pavement,” Weitzel said. He also sees broad potential for high strain-tolerant mixes in the future, particularly as the industry moves towards a balanced mix design approach. “With balanced mix design on the horizon, I know more states will be looking at the life cycle of a pavement and searching for ways to extend that life,” Weitzel said. “A high strain-tolerant mix could give states the flexibility they need for longer lasting pavements.” “The project on U.S. 85 was an ideal opportunity to test this experimental mix on a road that was in poor shape,” Longshaw said. “Not only is this project a good candidate to see how these mix designs comparatively perform, but if [BR-ST] can make a roadway in that type of shape last longer, that’s another feather in CDOT’s cap.”

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I N T E R N AT I O N A L S N A P S H OT

Solution for Blue Smoke Emissions In Europe’s Green Capital 2021 BY MARY MCCAIG

ot quite 50 years ago, the city of Lahti, Finland, was facing some hard truths brought about by a history of rapid industrial growth and urbanization. In 1976, however, Lahti began working to reverse its environmental decline, starting with water conservation. Following regular advancements over the years, the city’s environmental efforts have paid off—to the point that the European Commission named Lahti the European Green Capital 2021. As a partner with Lahti in its pursuit of this honor, asphalt paver and producer Peab Asfalt, along with its parent company, Sweden-based construction company Peab, have made it a mission of their own over the years to develop ecologically friendly products and practices. For example, the company’s innovative ECO-Asfalt, introduced in 2015, uses climate-neutral biodiesel for drying and heating aggregate in its plants. With the 2019 Peab acquisition of paving operations of a separate Scandinavian company, YIT, Peab Asfalt today comprises a total of 70 stationary and This picture shows the Blue Smoke Collector and ductwork along the silo loadout system 20 mobile plants in Scandinavia, with 37 of those at Peab Asfalt’s Lahti asphalt plant. plants located in Finland. In early 2021, Peab Asfalt launched ECO-Asfalt in its Lahti asphalt plant. Sorri had already talked to numerous manufacturers in Europe and “When we realized we would be introducing ECO-Asfalt in Finland, the United States. “After finding this system, I contacted Butler-Justice at I knew we also needed to do something about the blue smoke that was the end of November 2020, and we began to work together on a solution. produced by our asphalt plants,” said Eero Sorri, Peab Asfalt’s producWe had our first Teams meeting in January 2021. We’ve had hundreds of tion and purchasing manager for Finland. “We had been receiving Teams meetings since.” feedback about it from neighbors and truck drivers loading from the silos. Apart from our work with Lahti on the award, we knew we had A MEETING OF MINDS to do something. For the past five years, we had more and more odor Blue Smoke Control is a division of Butler-Justice Inc., based in Anaissues due to our increased use of RAP in our plants. It was becoming heim, California. According to Butler-Justice President Mike Butler, he, a problem for everyone.” Sorri and their respective teams collaborated on possible solutions. What seemed on the surface as though there might be a simple answer to Peab THE SOLUTION FOUND — IN ASPHALTPRO Asfalt’s blue smoke issues quickly turned into a challenge that required The odors created by blue smoke are the result of emissions consistminds from both sides of the Atlantic Ocean to join forces and develop ing of sub-micron droplets and aerosols, created if super-heated during a custom remedy. the production of hot-mix asphalt. Sorri knew that eliminating the blue “Silos at asphalt plants in Europe are not set up the same way as they smoke would also eliminate the associated odors. As he began to proacare in the United States,” Butler explained. “Where asphalt plants in the tively research a solution to Peab’s blue smoke challenge, Sorri says he US typically load hot mix into trucks positioned on driveways and truck was struggling to find a good solution for eliminating blue smoke—unscales that are centered directly beneath a row of silos, most European til he ran across an article online that had been published in AsphaltPro plants have trucks that drive beneath individual silos from a perpendicmagazine (October 2014). ular direction. In this way, multiple trucks can be loaded simultaneously. “I read that BoDean Company in California had found a solution to This required that we rethink the way our inlet headers at the truck loadits blue smoke and odor issues by installing a system including the Blue out had to be configured to fit the European operations.” Butler says that Smoke Control collector, patented and produced by Butler-Justice Inc.,” the entire group from Peab was open to making minor concessions to Sorri said. “From there, I found the Blue Smoke Control website and a plant operations. In fact, he believes that their teamwork, as well as give YouTube video that explained how the system worked.” 26 | JANUARY 2022

and take between the two companies, was the basis for the ultimate success of the common objective. “The collector is only one part of the system,” he explained. “While the Blue Smoke Collector is most certainly the heart of the system, the ducting layout, pickup locations, and inlet header designs are paramount to the success of a responsible system.”

HOW THE SYSTEM WORKS

Blue Smoke Control, as a complete operation, is designed to capture blue smoke from key emission points in the asphalt production process—including transfer points, silo-filling operations, and truck-loading areas. Once the smoke is captured by a duct system, ambient air is drawn in at key points to help to begin the process of coalescing the sub-micron asphalt binder droplets and aerosols into larger droplets that are by then large enough to be filtered through the seven stages contained in the Blue Smoke collector. The droplets accumulate on the outside of the filters. When the droplets become heavy enough, the liquid effluent is drained to a collecting sump below the collector. The final filter in the Blue Smoke collector is produced from proprietary media developed exclusively for collecting oils and aerosols. This media, combined with a special outer wrap, allows the filter cartridge to drain and prevents the collected “blue smoke” from entering the clean air stream. Because the Blue Smoke Control filters are arranged vertically inside the collector, gravity aids in the draining process, where the most efficient filters drain onto the pre-filters, which are washable. The result is more complete capturing of the sub-micron droplets, easier maintenance, and higher filtration efficiency. In some cases, the system can recover as much as five gallons of coalesced liquid asphalt binder per day from the plant operations.

LEARNING CURVES

“I knew I was taking a chance on a new technology manufactured in the US to be installed in Finland, but as I talked to Mike, I realized that he understood our system—the different types of silos we have and how we load trucks. Mike quickly understood the problem and started designing the ductwork that would work for our system. Mike and our engineers worked closely together to understand the intricacies of our asphalt plant and how to apply each other’s experience to reach the best solution,” Sorri said. “Over the course of a couple months, Eero and his team worked with us almost daily, sending drawings back and forth, to complete the engineering for the ductwork and damper systems,” Butler said. “The whole group at Peab were so motivated and helpful, it was a truly refreshing meeting of the minds, aimed solely at accomplishing all of the company’s goals.” Once the ducting, fan and damper designs were squared away for fabrication in Finland, Butler said he had a completed new Blue Smoke collector in his yard, which was being stored for a customer that did not need it for another several months. The system was ready to ship, but Butler’s team faced another learning curve—that of shipping the system internationally. With Sorri’s help, Butler contacted logistics company Kuehne+Nagel USA, which had experience in international shipping with oversize containers. The shipping specialist helped Butler’s team load and secure the collector in two containers—one high-cube and one standard height. The load left Butler’s yard in mid-March 2021. Meantime, the Peab team was working to build the Blue Smoke Control system’s ductwork, based on the final design. “We worked together on the engineering for the ductwork, but they had to build it them-

This side of the Blue Smoke Collector system shows the collector fan that pulls fume into the filter system.

selves,” Butler said. “Another part of the system that they supplied was the fan, which had to meet European CE standards, similar to our UL-Listed.” Butler had sent the fan specifications to Sorri, advising that a variable-frequency drive fan (VFD) was preferable. “Peab engineers ultimately chose to use a Ferrari fan,” he added. “This was an expensive solution,” Sorri admitted. “We were a little nervous.” The Blue Smoke collector, in its two containers, traveled with 20,000 other containers on a ship that first headed south from Long Beach, California, along the Pacific Ocean, through the Panama Canal, stopping in the Dominican Republic, and then across the Atlantic Ocean. Following another stop in Rotterdam, Netherlands, the Blue Smoke Control collector arrived in Helsinki, Finland, in mid-June, before reaching its final destination in Lahti. With the ductwork, fan and dampers already in place, Sorri’s team installed the collector by July 1. Peab Asfalt started up the system on July 12, 2021.

A SUCCESS STORY

To the Peab team, the truck drivers and the plant’s neighbors, the benefits of the system were quickly apparent. “As one neighbor told us, ‘You can’t find the blue smoke,’” Sorri said. “And while it hasn’t removed the odors 100 percent, the visible blue smoke is gone. The odors that remain are at the molecular level. We are working with Mike on different technology to solve all of the remaining problems, such as odors coming from the main chimney. We will continue to work with Mike to find other solutions for the future,” he added. Since the system’s startup, Peab Asfalt has ordered three additional Blue Smoke Control collectors—two for the Helsinki area and one for Hämeenlinna, all in southern Finland. Butler said, “These collectors are scheduled to ship in early January 2022 from the East Coast. Hopefully, delivery will take only three to four weeks to make the Atlantic crossing to Finland. Peab will be able to install them and have them ready when paving season starts in early spring.” To Sorri, the greatest success of his partnership with Butler-Justice is that he has proven the Blue Smoke Control system will eliminate the blue smoke and the odors that go with it. “From feedback with neighbors and truck drivers, we feel this is a success. It is the first step to becoming the cleanest asphalt plant in Finland—or even all of Europe,” he said. WWW.THEASPHALTPRO.COM | 27

M E E T T H E N AT I O N A L E X E C

Meet NAPA’s Incoming Chairman James A. Mitchell BY ASPHALTPRO STAFF

he AsphaltPro staff continues the tradition of introducing the incoming chairman of the National Asphalt Pavement Association (NAPA) with 2022 Chairman James (Jim) A. Mitchell. In 1976, Bob Surface, Bart Mitchell and Ron White founded Superior Paving Corp., then headquartered in a Luck Stone Company scale house in Centreville, Virginia, and enrolled the company in NAPA. Now Superior Paving Corp., headquartered in Gainesville, has 10 asphalt plants and 12 locations throughout Northern Virginia and executive team member James A. Mitchell is taking the reins at NAPA as the 2022 chairman. He brings a degree in Business Management from Lynchburg College to not only his responsibilities at Superior, but also to the role of NAPA chairman. Before he takes the stage at the NAPA annual meeting in Scottsdale, Arizona, Jan. 24, to address the membership, Mitchell took the time to share some thoughts with the industry at large. How long have you, personally, worked in the asphalt industry? Since my first summer in 1984 at the age of 15 Could you share with readers your immediate family? Jill Mitchell (Wife), Charlie Mitchell (21), Samantha Mitchell (20) What volunteer work do you participate in that you would encourage others to consider and why? Community service is a core expectation in my life. To whom much is given, much is expected. In college our fraternity would often help split firewood and deliver it to people in need. I have continued those efforts with my family in our town today. As an adult, my wife and I spent 15 years on the board of our local homeless shelter. My wife and I have also started our own foundation to ensure that our family will continue to support the causes and institutions that have 28 | JANUARY 2022

James and Jill Mitchell

been meaningful in our lives. Certainly, Superior is constantly focused on supporting the communities where we live and work. What other hobbies can you share with us? Jill and I love to travel. I am also a car enthusiast, and I am blessed to have a wife who is fully supportive of this habit as well. What does membership in NAPA and the Virginia Asphalt Association mean to you personally? Associations are essential to any industry. In good times, we get to enjoy each other’s company and learn about best practices to make our product as competitive as possible. In more difficult times, we need our associations to represent us properly in Washington and locally. We need to be a part of the conversation when regulations, specifications and funding are being discussed. How/why did you join the asphalt industry? Our family has been self-employed going back to the beginning of the 20th century. My great grandfather was a butcher. My grandfather started us in the asphalt business in 1941. My

father was one of the founders in the partnership that is Superior Paving in 1976. I have always enjoyed the people in our industry. Of course, that was limited to those at our company until I got a little older. Over time and right up to today, I feel blessed to work in an industry that is full of great people. Could you give an example (or two) of a way VAA assists its members with workforce development? VAA has been assisting with workforce development in several ways. The first was the establishment of VECAT in 2015. VECAT is the Virginia Education Center for Asphalt Technology. Through VECAT, employers can send employees to school in the community college system to earn a certificate or associates degree. Just recently, VAA and related construction associations have partnered with the Virginia Community College System to obtain dedicated funding for an Infrastructure Academy. The Academy will be focused on attracting and training a new workforce to support the infrastructure development, construction, rehabilitation and maintenance needs in Virginia.

2022 NAPA ANNUAL MEETING

SC TTSDALE

January 23-26 The Phoenician AsphaltPavement.org/Annual

M E E T T H E N AT I O N A L E X E C For the past 25 years, all but a handful of major transportation construction projects have been completed with asphalt pavement. With having the third largest state-maintained transportation network, there is constant awareness that the concrete industry would like to increase their market share. We need to be very mindful of the private markets such as parking lots and industrial facilities. Some of those projects we self-perform, others are completed by FOB customers. As our economy continues to recover and expand, we cannot lose sight of that marketplace for asphalt. In recent months, what are the top two or three positions for which Superior Paving Corp. has had the most difficulty finding quality workers? This past year it has been challenging to recruit qualified applicants and even more difficult finding skilled laborers and equipment operators—paver, screed and CDL drivers. This opportunity led us to increase our focus on retention and engagement of our current workforce through monthly on-site visits with our plants and paving crews, improved cross-training opportunities and bonus incentives. Could you give an example (or two) of a way Superior Paving Corp. works with area employment agencies or workforce development agencies to encourage interest in asphalt as a career choice? Superior engages with the Virginia Workforce Connection as well as Workforce Development Offices in Loudoun and Fauquier counties by routinely providing our current employment opportunities. We also provide

LEARN MORE A book Mitchell has found influential and that he would recommend to other is Charles Duhigg’s “The Power of Habit.” He said, “This book helped me better understand why people behave the way they do. More importantly it helped me better understand my own habits. This understanding has helped my work on my own self-discipline and self-awareness.”

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James A. Mitchell will serve as the 2022 NAPA Chairman.

presentations that emphasize Superior’s Values Based culture, Safety Is For Life, competitive pay and benefits, and world class technical and developmental training opportunities. We collaborate with institutions to demonstrate the focus on technology and sustainable resources in the asphalt industry. In addition to practical or hands-on experiences, leveraging social media and virtual reality experiences could be of great benefit in reaching the next generation. What is your favorite method for recruiting new asphalt professionals to the industry in general? Superior’s preferred and most successful method of recruiting is our employee referrals. Our employees live our values and understand the job and work environment. They are able to effectively provide an accurate description, set expectations and promote participation in Superior’s culture. Could you share with readers how your education encouraged or fed your interest in the asphalt industry? And how do you believe we can help today’s educational institutions improve the messaging about a career in our industry? I have always been oriented toward the asphalt industry. It is all I knew growing up. My father was gone before I woke up and often not home for dinner. I learned from this how hard you need to work to be successful. I did not begin to enjoy or appreciate my education

until I got to college. It was there that all of the conversations about work and summers on a paving crew came together. A business education and the fundamentals of a work ethic, got me off to a good start as I began to work full time at Superior. I know that our industry has a lot to offer, but that began with encouragement from my father. We have a great team that makes our company function each day. They all have their own story about how they came into our industry. Those are the stories we need to tell. We need to expand the opportunities to introduce our industry to the next generation. Additionally, we need to tell our current story to those with an outdated perception of our industry. Most of the work force does not know what it is like to run a plant, work in a lab or be a project manager. These are rewarding and well-paying jobs with lots of responsibility. They require technical knowledge but not necessarily a college education. They also require an instinctive ability to work with technology, which all young men and women have and could easily use to find success in our industry. They just need to be encouraged to explore our industry. What threats to the asphalt industry do you plan to guard against during your year as chairman? First and foremost, as you probably guessed, is infrastructure funding. At the time of this interview, we’re still waiting for Congress and the administration to agree on long-term funding.

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M E E T T H E N AT I O N A L E X E C

LEFT: James Mitchell and crew members at a Superior Paving plant location. RIGHT: The Mitchell family

All of us have seen over the last couple of years how vital it remains to commerce and even to creating a sense of community. We in the industry have unique insight into the design and maintenance of our incredible but aging highway system. We need government to step up, and when they do, we’ll be ready in NAPA leadership and though NAPA’s expert staff to support members with guidance on the legislation, best practices for workforce development and project delivery, and ongoing research to provide the best paving products and services for the American people.

LEARN MORE NAPA'S MISSION The National Asphalt Pavement Association (NAPA) works to support, advocate and advance the asphalt pavement industry. • We support our members through education, technical advice, recognition programs and peer engagement. • We advocate by engaging, collaborating with and educating decisionmakers. • We advance the industry through innovation and research, thought leadership, and promoting safe, efficient, sustainable operations.

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Second, safety is always on our minds, and it really goes hand in hand with a potential expansion of projects nationwide. NAPA advocated for additional safety funds in national legislation and we continue calling for ongoing advocacy and education through WatchForUs, CrewSafety, and our events and publications. The NAPA Research and Education Foundation last year increased the NAPA Care benefit for when workers are killed in the line of duty. But as an industry and as motorists ourselves, we must strive every day to bring that number to zero. Finally, the industry is launching a Climate Action Plan in 2022 that will guide us to reduce the industry’s carbon footprint over the next few decades. Many will see this as an extreme challenge, but I propose that it’s an incredible opportunity to advance our people, product, and processes. With imagination, science and commitment, we can have a measurable impact on where this industry is headed, and how that affects the communities we call home. We have many such opportunities at NAPA and across the industry, and the timing aligns with our forthcoming strategic planning. I invite my peers to get engaged so they can shape not just the future of their companies, but also the future of the industry. As you take on the travel and engagements of a NAPA chairman, who will assist with your many responsibilities back at Superior? There are not enough pages in this magazine for me to express how awesome and

capable our team is back in Virginia. Every challenging situation is an opportunity for someone to step up and show leadership. In early 2020, we had begun to shift some responsibilities around in anticipation of my opportunity to represent our industry as Chairman on NAPA. March 16, 2020, was the day we all came to work to figure out what COVID was and how we were going to manage through it. Our team, all 325 of them, accepted this challenge. I cannot be more proud of them. Their willingness to react and respond was and continues to be amazing. While our executive team had to figure what needed to be done to maintain a safe work environment, everyone else had to figure out how to continue to meet the needs of our customers. These past 18 months have clearly shown that Superior will continue to thrive in my absence. What do you see as the most important part of your job as the 2022 chairman for NAPA? There are three things that I believe will be important this coming year. First is to learn how NAPA can continue to meet the needs of its members and our industry. Second is to communicate that NAPA has adopted a new governance structure that will increase the engagement of our memberships and allow NAPA to grow its partnership with our industry on more regional basis. Finally, to support our NAPA team and their hard work as they execute NAPA’s mission.

Respect All the Skills! This worker is both the foreman on the job and a lute artist. At the moment, he’s checking the trucking app on his smartphone to see how production’s going. Photo courtesy of John Ball of Top Quality Paving & Training, Manchester, New Hampshire

WHERE TO FIND WORKERS TODAY, HOW TO RETAIN THEM FOR TOMORROW

BY SANDY LENDER

Asphalt producers and contractors don’t need a litany of stats from the U.S. Department of Labor to remind them of what they see day in and day out: more workers are needed in the industry to help build and maintain the roads and bridges that connect our communities and move our commerce. Rather than bemoan the problem, let’s look at some ways to solve it.

Seeking Competitive Wage Guidance? “We have found that Peer Exchange (in similar markets but outside our operating areas) has been a great way to survey pay scales.”—Jay Winford “We often review other job postings on job posting websites that list a range of wages for our peers.”—Sean Rizer

CASH IS ONLY ONE BENEFIT

The answer is not necessarily throwing more money at incoming workers, although it is one piece of the puzzle we’ll discuss below. Depending on the pool from which you pull new employees, you could receive government incentives for training and monies for wage reimbursement. For example, hiring veterans who already understand a structured, team environment and often have transferable skills in equipment repair, is a win-win with the Workforce Innovation and Opportunity Act (WIOA) incentives available to employers. (Use organizations such as GI Jobs, Helmets to Hardhats, Hire Heroes USA and others to get connected with skilled and trainable labor.)

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While a competitive wage remains one of the hot topics out here, it’s only one part of the hiring package. An industry source in the Midwest who asked to remain anonymous, shared the experience of interviewing a candidate who ultimately chose to work for a shipping logistics company at the base pay of $15 per hour in mid2021. The industry veteran explained that the 17-year-old would receive, in addition to $15 per hour, a tuition reimbursement. “The requirement would be that he had to stay for at least one year on the job, then he got tuition reimbursement from $5,000-$8,000.”

The $8,000 allowance kicked in if he matriculated in a school local to the area. The asphalt industry does not necessarily require an advanced degree from each member of its workforce, as Mike Rowe shared with us in our 2018 article. To match Target, Walmart, Amazon and other large corporations’ college tuition reimbursement plans perpetuates the misconception that everyone must have a college degree to succeed in life. Frank Boecker serves as the human resources manager for electrical contractor Sunwest Electric, Anaheim, California, and testified on behalf of the Associated Builders and Contractors (ABC) before the U.S. House Committee on Small Business Subcommittee on Innovation, Entrepreneurship, and Workforce Development Nov. 4, 2021, regarding the importance of community colleges, trade schools, and career and technical education programs for the construction industry. Boecker advocated for continued investment in apprenticeship programs, craft courses, and career and technical education programs. ABC shared his comments: “For too long, the definition of success messaged to young Americans is that a college degree is a necessary requirement for a good career, ignoring the value and benefits of community college programs, apprenticeship programs and trade schools. We must continue to spotlight the opportunities for young people and individuals looking for a career through more affordable options. In our case, a free, earn-while-you-learn, four-year education that provides the skills needed for financial independence and a rewarding career.” Sean Rizer, the CFO for Harding Group, Indianapolis, Indiana, explained clearly how we in industry can encourage suitable programs for educating future workers. “I don’t think a college education is a must in helping educate our field team. There are training programs offered through various vocational sources and industry trade associations that need additional support to raise awareness. These programs specific to the skilled trades do not get enough support both from a funding standpoint as well as recognition.” Rizer hopes to see industry support programs such as MikeRoweWorks and to get the word out that our industry offers a lucrative career without college debt. “As technology becomes a bigger part of the construction industry (paving as well), I hope we can use that to attract new and talented individuals into the skilled trades. In my experience, a person new to the industry can make just as much if not more than certain professions that require a college degree. We hope to educate and encourage our employees and those in the industry to strongly consider this route to be free from any college debt and make a very competitive working wage. Employers will need to offer, as a paid benefit, this type of training where employees learn how to get cross-trained and are able to do everything/most things on a paving crew. I would never advocate against a college education; however, I strongly believe as an industry, we need to continue pushing the benefits of working in the skilled trades.” Jay Winford, president of Prairie Contractors LLC in Louisiana, and outgoing chairman of the National Asphalt Pavement Association (NAPA), shared, “I have worked for two other owners who offered free college tuition to employees’ children. This was a great benefit, which not only provided a great gift but also opened the door to possible new and future employees. It was a great ‘culture builder.’” Going back to the 17-year-old who chose a shipping logistics company: “The other item he received, because it was so hard to get dependable people, was $300 a week, which was almost 50% retention bonus, per week. Basically, if he showed up on time and followed pro-

cedure, he and everybody else would get $300 per week just for showing up and being retained.” Not every asphalt contractor can afford to increase their bids to accommodate paying every member of the crew an additional $300 per week to compete with major companies in their regions. Doug Ramsthel, an executive vice president and partner at Burnham Benefits, a Baldwin Risk Partners company, tells us not every contractor has to. “My suggestion is not to match what every other company is doing, but to focus on what will be attractive to the type of employees (demographic) that will be best suited for driving the business of the asphalt industry,” Ramsthel said. He listed the following as intangibles employees are looking for: • Career path; • A sense of belonging and purpose; • A good work environment; • Flexibility; and • Good managers. “Focusing on the intangibles employees are looking for, versus leading with pay, could be effective. College tuition may not be appropriate, but perhaps some sort of a savings/contribution account for other things that are important, like a car allowance, contribution toward purchase of a home (even if a small amount) or trade school that is more practical to the industry. But lead with and develop the intangible.”

ADDRESS THE NEEDS OF CAREGIVERS

Modern society has taught us that the nuclear family is an unnecessary construct, thus many industries now experience the problem of single parents trying to balance career and child-rearing on their own. Even in families that are intact, women are often the designated caregivers, which means childcare and eldercare emergencies necessitate a woman of asphalt leave the work site to tend to people she loves. When an employer makes it clear that such care is understood and accommodated, the employee can feel secure in her employment, validated and nurtured. Amber Lee Watkins of Watkins & Sons Paving Inc., Seffner, Florida, shared how important it is to not only provide a place for women on the crew, but also to provide a place for their children. “We’ve been blessed because I’ve had my mother-in-law watch my kids,” Watkins said. Between herself and her sister-in-law, “I have four kids, a nephew and nieces for her to watch. We were running a daycare service. We work in agriculture, too. And in that industry, women have always brought their children to work. You don’t want to be away from your children, especially when they’re young. Providing a place where they can be at work with you is valuable.” She shared how locating a daycare facility on the company property also gives children an opportunity to “see” what parents do and learn of the industry. “A lot of children don’t know what their parents do for a living,” Watkins said. The setup at Watkins & Sons allows youth to gain interest in the industry. “The memories I’m building with my kids are the jobs we’re doing. When my kids drive down a road in the future, they’ll know we paved that.” Not all companies have the luxury of developing a central daycare center on the company property. When speaking with Mary Katherine Harbin of Maymead Inc., Hickory, North Carolina, at a Caterpillar event, she shared that finding a way to help employees with childcare was on her heart. The situation Maymead managers—and many other contractors—face, is that of logistics. Crewmembers don’t always start the day from the same location; projects range dozens to hundreds of miles from home base. That means asking workers to bring children to a daycare center on a property in one town, then WWW.THEASPHALTPRO.COM | 35

drive to a job on a highway 200 miles away, would be more of a hindrance than a help. Management at Superior Boiler, Hutchinson, Kansas, is considering offering a “school day” shift in addition to first and second shifts. This would not be the typical 8:00 to 5:00 shift, thus would accommodate those workers who must get children to school or daycare. “We’re considering creative solutions,” Marketing Coordinator Christina Nuttmann said. “Our management is willing to think outside the box.” Maybe your company can provide childcare onsite, and make provisions or offer a stipend for childcare offsite for the far-reaching projects. Consider whether that overhead can be built into estimating and bidding a project far from home base or a project that will require night work. Steve Jackson, vice president of operations for N.B. West Contracting, Pacific, Missouri, pointed out the new Investment in Infrastructure and Jobs Act (IIJA) will bring much in the way of non-traditional paving. “There’s going to be a lot of nighttime work,” Jackson said. That means workers need to find a babysitter to watch children overnight, which can cost around $1,000 per week. Unless the employer is able to assist employees with that cost, “There goes the paycheck.” When you’re able to offer these intangibles to employees, you can build the culture that encourages workers to recommend your company to friends and family who may be in a job search. Rizer shared: “Most new hires come via word of mouth from existing employees as they share conversations with their peer group. If an employee feels like the company he works for is an employer of choice and a place he would recommend working, he will already be recruiting without consciously doing it.” “A best-in-class, closely held construction firm can offer a very unique and satisfying environment for its employees,” Winford said. “Typically, they offer a transparent and sometimes rapid path to promotion and assumption of responsibilities. They can also enhance the workplace in a ‘family type’ manner where more focus is on the employee/co-work-

er’s happiness, training and safety. They are not ‘just a number.’ I’ve seen some small businesses offer lunches, which are shared together. This type of benefit is a great way to show gratitude and appreciation to everyone.” Attracting women to the construction industry has been possible since 1953 when the National Association of Women in Construction (NAWIC) formed—then called Women in Construction of Fort Worth—to be a support network. More recently organizations such as NAWIC and Women of Asphalt (WofA) actively recruit for our industry, which helps fulfil one of the five ways Andre Claudio suggested government leaders develop future infrastructure workers in his Nov. 17, 2021, article for route-fifty.com. He lists the following tactics for us: • Focus on career paths; • Emphasize high-gross jobs; • Strengthen planning and training; • Ensure equity and inclusion; and • Experiment with new projects.

RESPECT ALL THE SKILLS

“Take advantage of continuing education for everyone,” Winford said. “The world, particularly our industry, is changing very fast. Our younger employees are awesome with technology and can easily take advantage of on-line educational resources.” Jackson said we’re not making enough accommodations for the new workforce. An example he gave is of older plant managers looking askance at the younger plant workers having their phones out in the control house. While an older employee might at first view the use of a smart phone in the workplace as a sign of “goofing off,” the worker may be merely doing his or her job quite efficiently. “There are QR codes all over the plant for maintenance,” Jackson pointed out. “You have got to have your phone out for that.” As owners and managers, we need to be sure veteran employees aren’t making “the new guy” feel chastised for merely doing his job the way he’s supposed to.

LEARN MORE THAT’S A NO-BRAINER

Experts helped compile a set of ideas that smaller employers in the construction industry can implement to encourage workers to check them out, sign on and stay. “An employer could consider formalizing their training or career advancement, not necessarily introducing new programs, but referring to the training or on-the-job experience in stages or accomplishments. ‘You have passed Acme Construction 101, 102, etc. Now you are a certified Level 1 or 2 construction colleague at Acme.’ Is there a management track or training that an employee can look forward to participating in some day? Don’t forget the importance of communication. And there are a lot of nocost/free benefits out there; compiling them and branding them can do a lot to create a positive company culture.”— Doug Ramsthel Sean Rizer suggested either providing a vehicle or vehicle reimbursement and providing a cell phone or cell phone use reimbursement, depending on the worker’s position. He also suggested providing the worker an iPad for real-time field reporting, if that’s part of the worker’s responsibilities. “Care! All employees want to feel appreciated. They want to work in a family environment where everyone cares for

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each other. For example, we live and work in a part of the country prone to hurricanes. When we are affected, we stop work and tend to our homes and families. We then ‘go back to work.’” “Take advantage of continuing education for everyone. The world, particularly our industry, is changing very fast. Our younger employees are awesome with technology and can easily take advantage of on-line educational resources.”—Jay Winford One industry expert suggested: “In the hot-mix asphalt industry, there can’t be too much emphasis given to benefits and particularly training.” He explained that an excellent safety program not only benefits the company, but also the individual. He advises making safety training a part of the culture of the company; incorporate safety training into any type of equipment training the worker receives. “Any procedures that they’d use, anything related to tasks that they do daily and then ones that are not as frequent, it gives them a logic pattern to think of safety first, before anything else. Don’t ignore the numerous training programs on plant and equipment that are offered by quality equipment and plant manufacturers.”

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A similar sentiment was highlighted during a recent call with a marketing manager for one of AsphaltPro’s advertisers. The person shared that during a corporate meeting, the marketing team demonstrated to the sales team how specific sales had come about through marketing materials being shared across platforms. The direct correlation between “playing on social media” and getting a call from a potential customer was made. When such revelations happen, the whole team can see that it’s worth the time to create visuals, share information in trade publications and comment on stories online. The point is an older workforce may not immediately see the value of a newer paradigm, but no employee should be made to feel inferior for it. Instead, managers and corporate culture can work to ensure younger workers coming to the industry are welcomed and their grasp of technology is incorporated into efficient processes. Bart Ronan, the CEO of Trux, suggested social media can work to your advantage for more than attracting business; use it to showcase a positive work culture to attract new hires. “Social media platforms are an easy, cost-efficient, and effective first step in connecting with potential employees,” Ronan shared. “Business profiles are highly visible and offer a relatable way to tell your construction business’ story and showcase individual workers. Through your social media presence, potential candidates can visualize what it would be like to work on your team. Remember, your best next hire may actually be employed but unhappy in their situation. Social media gives them a way to find out about your business and feel like they know what it would be like to work for you, even before they apply.” Ronan offered some specific advice. “Choose one or two platforms and focus on creating a robust business profile with a strong and consistent voice that potential employees can identify with. This is your opportunity to craft the voice of your business, engage more followers, and help potential employees visualize themselves in your company and with your culture. The end result is that people will want to work for you, regardless of the position.” For its Hiring Day Oct. 22, 2021, Superior Boiler used social media as one method of alerting potential new employees. Nuttmann emphasized that the team promoted the event heavily. “We had it on electronic billboards in town and on social media. We posted not just ‘we’re hiring,’ but ‘we’re having a hiring day,’ listing the specific day and times.” The point to having a hiring day all to themselves on their own site was to narrow down the pool of candidates to exactly who they wanted. The team had participated in a big community hiring event, which Nuttmann described as not successful for the companies that participated. “In this area, people are job-hopping and receiving signon bonuses each time they change jobs. We would like to hire and retain, so we were interested in attracting people from outside our industry; this way we weren’t ‘stealing’ someone from a neighbor in industry. We wanted people to come to our site and have them see what we do here.” The event was a success. “Fifty-two people came to our Hiring Day. We hired 12.” Some tips she shared from the day include having tables set up for candidates to complete paperwork and meet with a hiring manager in addition to having tour guides ready to take individuals and groups around the site to learn about different areas or processes that are of most interest to them. “We have a safety form all visitors fill out,” she explained. “We provided candidates with a pair of safety goggles and ear plugs for their tour.” Bringing workers on site also gives your company a chance to share what training or on-the-job learning opportunities you offer. Let’s face it, not every high school graduate can clean the nozzles on a roller’s 38 | JANUARY 2022

spray bar or knows why that’s a smart thing to do. On-the-job training and earn-while-you-learn information was a part of every source’s discussion when preparing this article. Training is a given. Continuing education is expected. If you’re not offering this to your workers, you’re not competing with the rest of the market. “All management should be on constant watch for a ‘rising star,’” Winford said. “They need to be nurtured and offered any additional on-the-job training or external continuing education.” An employee who’s willing to learn is one our industry wants to nurture. We can encourage them to embark on a lucrative career in the asphalt industry and learn alongside their peers. “You might not be a code welder, but if you can read a tape measure and learn, come on in,” Nuttmann said.

LEARN MORE 8 PLACES TO FIND AND CULTIVATE WORKERS NOW • Find truck drivers with Next Generation Truckers at https://www.nextgentrucking.org/. • Find skilled veterans through GI Jobs, which hosts frequent virtual career fairs; Helmets to Hardhats, which connects active-duty servicemen and women who are transitioning into civilian life with skilled training and construction careers; Vet Fast Track; and others such as the Stars and Stripes newspaper. • The Associated Builders and Contractors (ABC) has trained over 500,000 construction workers since signing a pledge in the White House in July 2018. Check in with your local ABC chapter or affiliate to see “who” is about to graduate from an apprenticeship program near you or to see how you can work with the program. The national website is https://workforce.abc.org/. • Check with your DOT’s business center to see if there is a workforce development, worker placement or small business protégé program in place that you can be a part of. • Check with your local and state chambers of commerce for job fairs that you can be a part of, and then participate in the marketing efforts to promote the fact your company is looking for workers at those events. • Participate in your state asphalt pavement association’s career day or other workforce development activities when those are offered. For example, the Asphalt Pavement Association of Indiana (APAI) partnered with Future Farmers of America (FFA) for its #ag2asphalt days with great success and the model of tapping into high school FFA organizations can be replicated throughout the country. That example, among others, is discussed in this article: https://theasphaltpro.com/articles/7strategies-for-construction-workforce-development/. • Participate in career fairs at the local high schools and vocational schools where, hopefully, you already support internships and programs for constructionrelated careers. • Bring the candidates to you by hosting your own recruitment day at your facility.

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STEPS FOR SILO REPAIR

M BY BRIAN HANDSHOE

Making repairs to a worn asphalt plant silo is never fun or easy. For Dan Bowman with Tullis Inc., Redding, California, however, it was going to be an even bigger challenge. Bowman’s primary challenge came from the weigh hopper hanging directly beneath the worn silo cone, making access to the cone difficult and dangerous. Silo repairs present a challenge starting with the choice of liner material. Do you use plate steel cut and rolled into the standard “pie” shaped kit? What about ceramics? For Bowman, the solution came in the form of the Kenco Engineering’s Modular Silo Liner Kit system from Kenco Engineering, Roseville, California. A primary factor for Tullis’ choice was that Kenco’s unique Modular Silo Liner Kit is designed to be easier to install than OEM style liner kits. Custom designed for each installation, Kenco’s kits are comprised of trapezoidal wear plates cut from ½-inch thick, AR500 plate. These wear plates are less than 24 inches long and weigh less than 25 pounds each. This size and weight combination allows for covering the maximum amount of surface area while remaining small enough and light enough to easily handle. Each plate has recesses cut into the perimeter allowing simple plug welding for installation.

STEP 1.

STEP 1. BUILD A BASE

To start his project, Bowman began by building a platform on top of the weigh hopper. This platform formed a base from which to work in the silo. The small distance between the weigh hopper and the opening for the silo would have made working with long, pie-shaped liner pieces next to impossible. The smaller Kenco kit liners, however, fit easily in this reduced work space. This photo is courtesy of Tullis Inc.

STEP 2. SEPARATE YOUR MATERIALS

For simple round silos emptying from a round opening, the Kenco Modular Silo Liner kit consists of multiple rows of liners where each row consists of identical liners with each liner individually numbered. Bowman and his workers separated the liners according to their number and loaded them into a man basket, which they used to lift the liners up to the work platform. They built scaffolding in the silo as work progressed further up from the bottom. This photo is courtesy of Knife River Corporation. 42 | JANUARY 2022

STEP 2.

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STEP 3. WELD A BASE RING

Installing the very first row took a little longer than expected because Bowman and his team first welded a base ring to the bottom of the silo to serve as the base support for the first row. This base ring, while taking quite a bit of time to build, ensured the first row could be properly positioned. This photo is courtesy of Tullis Inc.

STEP 4. TACK WELD

Once properly positioned, this first row was tack welded into place. At this point, the first row serves as the perfect base for all subsequent rows, which are simply stacked in place according to their row number and then tacked in place as well. This photo is courtesy of Tullis Inc.

STEP 3.

ACCORDING TO BUDLONG, THE COMPLETE PROJECT, START TO FINISH, WILL TAKE ABOUT THREE DAYS.

STEP 5. BUILD AS YOU GO

Another benefit of Kenco’s modular design is that it is not an “all or none” type of arrangement. Producers can install kits row by row over time. As an example, Bowman installed three rows of liner plates last season and plans on adding two more rows along with a cylinder band this year. All in all, Bowman was happy with the way the Kenco kit made a bad job much easier to handle. Another asphalt producer who is happy with the performance of the Kenco Modular Silo Liner Kit is Pat Budlong with Knife River Corporation, Tangent, Oregon. At this point in his career, Budlong has been involved with installing more than 24 Kenco Modular Silo Liner kits. Budlong’s primary motivations for using Kenco’s kits include ease of installation due to the custom design as well as the long wear life the liners provide. When discussing ease of installation, the Kenco kits go in fast. According to Budlong, the complete project, start to finish, will take about three days. That includes about one day to complete the Confined Space process, make the silo safe and install the scaffolding used to weld in the liners. Day two usually takes about 10-12 hours and is when the Kenco kit is welded into place including a full weld along the top edge to prevent material getting behind the liners to “hydraulic” them away from the wall. Day three will be for finishing up what is left and disassembly of the scaffolding. Budlong contends that when relining a silo in the air, the Kenco Modular Silo Liner kit is “faster to install and wears great.” When looking at wear life, the Kenco Modular Silo Liner kit is also a long-term solution to a maintenance headache. Made from ½-inch-thick AR-500 plate, the Kenco kits have been found to outlast pie-shaped liner kits by more than 3-1. When compared to ceramic kits, Kenco’s system can be installed in a fraction of the time due to the reduced number of components, no need for adhesive and no need for weld washers. Kenco steel liners are not susceptible to breakage. Budlong jokingly explained that he feels bad for Kenco’s Regional Sales Representative, Paul Weber. “I feel bad so often having to tell Paul that I don’t need anything—nothing is worn out.” 44 | JANUARY 2022

STEP 4.

STEP 5. A few days of hard work result in a newly lined interior, ready for next season’s production. Photo courtesy of Kenco Engineering

UTAH THICK LIFT STANDS UP TO TRUCK TRAFFIC BY SARAH REDOHL

In early June 2021, Staker Parson executed an innovative test strip at the port of entry, paving a single 6-inch-thick lift of highly polymer-modified asphalt with 1 percent air voids. 46 | JANUARY 2022

In the middle of the Bonneville Salt Flats at the state line between Nevada and Utah lies the Interstate 80 port of entry. Subject to intense summer sun and temperatures regularly hitting more than 100 degrees Fahrenheit, as well as brutally cold winters where temperatures regularly reach the single digits, the port of entry faces a set of circumstances that would present a challenge to any pavement. Pair that with heavy truck traffic slowing, stopping, and accelerating through the port of entry day in and day out on its way inland from the California ports, and you’ve got a recipe for pavement distress. “With all the trucks stopping in the same places, it’s a very difficult place for any pavement to survive out there,” said Howard Anderson, state asphalt engineer with the Utah Department of Transportation (UDOT) for more than 30 years. “A number of solutions have been tried out there and have shown issues within days,” said Luke Peterson, asphalt quality control manager for the South Wasatch Front for Staker Parson Materials and Construction, a CRH Company, in Draper, Utah. In early June 2021, Staker Parson executed an innovative test strip at the port of entry, paving a single 6-inch-thick lift of highly polymer-modified asphalt with 1 percent air voids. It’s a mix design and concept Anderson has been investigating for the past five years, one that seemed well suited to such strenuous circumstances. As UDOT Region 2 Materials Engineer Lonnie Marchant said, “If it works here, it’ll work anywhere.”

Anderson, left, first presented the idea of paving a rich thick lift using highly modified binder in 2016. Anderson is pictured here, at left, with Staker Parson’s General Manager for Oil Terminals and Liquid Asphalt Craig Fabrizio in front of the thick lift paved at Staker Parson’s test strip in its pit.

I-80 along the port of entry has an average annual daily traffic count of 7,600 per day, with 51 percent trucks.

LOTS OF POLYMER, LESS AIR VOIDS

“Normal mix designs aim for 4 percent air voids,” Anderson said. “In Utah, we moved to 3.5 percent (75 gyrations), but on this job we moved to 1 percent with only 50 gyrations. That’s like heresy in the asphalt world.” Anderson, who studied under Jon A. Epps when he was at University of Nevada - Reno, was aware of the rutting risks associated with air voids below 2 percent. However, he thought aiming for 4 percent air voids was too conservative and based on the binders of the past. “Back then, they didn’t have polymers to help hold everything together,” Anderson said, adding that UDOT uses polymer-modified binders on all state roads as well as 100 percent crushed aggregates. “Now that we have a stronger ‘glue’ we don’t have to stay at 4 percent air voids.” In early 2016, Anderson asked UDOT Central Lab Technician Clark Allen to run a series of Hamburg rut tests using 76-34 polymer-modified binder instead of UDOT’s standard 64-34 polymer-modified binder. The 76-34 is two grades higher than UDOT’s standard binder, with twice as much polymer. Allen ran the tests at binder contents of 4.8 percent (the Superpave mix design content), as well as 5.8 percent and 6.8 percent. “Even with over-asphalting, the mix using a 76-34 binder wouldn’t rut,” Anderson said, even when extra weight was added and another test was run on the same slab. “That just blew my mind because it goes against everything I learned in school.” What Anderson came to understand was as the binder approaches 7 percent polymer, it begins to perform differently. “It takes on more of the properties of the polymer than the regular asphalt,” Anderson said. “The mix didn’t become sensitive to over-asphalting, like we’d see if we

Staker Parson decided to pave its own 100-ton test strip in its pit the day before paving UDOT’s test strip at the port of entry to ensure success on the project.

had used a normal binder or even a normal polymer-modified binder. When I saw this, I knew we could be doing things differently.” This higher binder content, without the elevated risk of rutting, could not only reduce air voids and help mitigate cracking, Anderson said, but it could also enable compaction of thicker lifts of asphalt than what has been possible in the past. “Our industry usually doesn’t pave thick lifts because it’s hard to get density,” Anderson said, “so we instead pave two lifts with a tack coat in between.” However, Anderson continued, increasing binder lubricates compaction throughout the thick lift. Anderson first presented the idea of paving a rich thick lift using highly modified binder at the WASHTO Conference in Salt Lake City in April 2016. “It took some time and further presentations to get such a radical idea on a project,” he said. Eventually, an opportunity arose in Utah to put Anderson’s ideas to the test: the I-80 port of entry.

THE TEST STRIP BEFORE THE TEST STRIP

The 330-ton thick lift test strip at the port of entry was part of a much larger and more conventional project, milling 2 inches off 20 miles of I-80 and replacing it with 2 inches of stone matrix asphalt (SMA). WWW.THEASPHALTPRO.COM | 47

A number of UDOT regional directors, high-up UDOT and Staker Parson staff, Reed Ryan of UAPA, Dave Johnson from the Asphalt Institute, and other industry leaders were present on the day the port of entry was paved.

its pit the day before paving UDOT’s test strip at the port of entry. “We were very committed to making sure everything was going to succeed in the end.” The test strip provided a number of insights, including some changes to the rolling pattern and an opportunity to calibrate all of Staker Parson’s equipment. “We were able to shoot density on the test strip and then core it to make sure our gauges were reading correctly,” Peterson said. “That made us feel very comfortable using a nuclear gauge on the job.” “It also helped us realize how stiff the mix was and how fast we’d have to pave it down,” Peterson said. They also learned how long such a thick lift would retain heat. They planned to core the test strip at their pit that afternoon, but it was still too hot. “We cored it that night and ran tests through the night to make sure we had the information we needed for the next day,” Peterson said. When the pavement was still 150 degrees Fahrenheit the following morning, there were discussions about cancelling the project altogether. However, Anderson was confident that once the mat had cooled, it would set up strong. The original plan was to open the port of entry to traffic the same day of paving, but Staker Parson’s test strip in its pit prompted UDOT to wait to open the port of entry to traffic. The job was paved on a Thursday and didn’t open to traffic until Sunday afternoon. “Normally we won’t have to wait that long,” Anderson said, “but we were unusually nervous since this was our first job with it.” He suggests waiting until the pavement reaches a temperature of 100 to 120 degrees Fahrenheit before reintroducing traffic, which the test strip in the pit reached two days after it had been paved. “The test strip told us that, as much as we needed to pave it rapidly, we needed to be patient after it was compacted to give the mat time to let that heat out,” Stevens said.

A STICKY SUCCESS STORY

Prior to compaction, the single lift was 7.5 inches thick. Here’s how much compaction Staker Parson was able to achieve after one roller pass with vibration. “The material was stable even when the roller overlapped the edge,” Anderson said.

“We were going after the large 40,000-ton SMA project,” said Staker Parson’s South Wasatch Front Construction Manager Jonas Staker. “When we saw the spec in there for a 6-inch lift on the port of entry, we were willing to give it a shot.” The mix was produced at Staker Parson’s Beck Street Plant in Salt Lake City, a 1.5-hour haul from the port of entry. “We felt we needed to give ourselves any advantage we could, which is why we decided to use Evotherm,” Peterson said, adding that WMA is very common in Utah. “I think that helped with the long haul and also with compaction.” The final mix design was a 12.5 mm 50 gyration Superpave mix with 15 percent RAP, PG76-34 binder with 0.5 percent Evotherm and a total asphalt content of 6 percent, with 1 percent air voids. UDOT’s usual mix is a 12.5 mm 75 gyration mix with about 5 percent binder and an air void target of 3.5 percent. When Mike Stevens, Staker Parson’s superintendent on the project, began talking to Peterson about the thick lift test strip well in advance of the job, Stevens knew the project was “something special.” “There were so many unknowns about the material,” Peterson said. That’s why Staker Parson decided to pave its own 100-ton test strip in 48 | JANUARY 2022

Before Staker Parson’s crew could pave the port of entry on June 3, 2021, subcontractor Construction Material Recycling (CMR), Coalville, Utah, first milled out 3 inches of asphalt and 3 inches of concrete 300 feet ahead of the scale and 100 feet after the scale at a width of 14 feet. In addition to milling, they had to chip off the concrete stuck to the metal housing of the scale and sweep before paving could begin. Staker Parson exhibited the same commitment to quality on the job as it did at its plant. “Anything we thought we might need during the job, we brought out there—plus spares—just in case so we wouldn’t find ourselves waiting on anything,” Stevens said. They even had a spare paver, material transfer vehicle and roller out there. “We lined up everything for our success.” This included devoting nine belly-dump trucks to the job. “Normally, we’d have four trucks running between the job and the plant, but we didn’t want to do that with this job,” Stevens said. The company wanted to make sure they had the tonnage on site to complete the job so they could pave continuously. “Once you stop to wait for a truck with this type of mix, you’re going to run into problems.” Staker Parson staggered its trucks from the plant 15 to 20 minutes apart. The only issue they hit was when a truck blew a tire on the 1.5hour haul from the plant and paving had to briefly pause. That mix unfortunately had to go to the recycle pile. “When you’re putting down such a thick lift, you’re running through the mix fast,” Anderson said. The lift was 7.5 inches thick, pre-compaction. “You have to have more trucks and maintain a steady stream of material. It’s a lesson learned, but definitely something we can deal with.” Despite how sticky the mix was, pickup wasn’t a problem for Staker Parson’s Weiler E2850 material transfer vehicle, nor its Cat AP1055E

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The mix was produced at Staker Parson’s Beck Street Plant in Salt Lake City, a 1.5-hour haul from the port of entry. They decided to use Evotherm to assist with the long haul and compaction on site.

Several months after the test strip was paved, Anderson returned to the port of entry and found that it continued to perform well. This photograph was taken five months after construction.

paver. And, although the mix was stiffer and stickier than Stevens thought it would be, the company’s experience with SMA meant its crews were used to mixes that require excellence off the screed. Staker Parson paved 100,000 tons of SMA in 2021.

“It’s not like a normal mix that you can take a shovel to and re-rake it,” Stevens said. “Thankfully, we had planned ahead, which is what made this job a success.” The rolling pattern included seven passes with a Hamm HD140VV double drum roller and a Cat CCS9 finish roller to take the lines out of the mat. According to Peterson, the area was so small so they didn’t have enough room to warm up the tires before compaction. With a pneumatic-tired roller, he added, the mix would have stuck to the cold tires. They did however use vibratory mode on the first pass. Although the crew had an extra double drum roller on site just in case, Stevens said they were able to achieve compaction throughout the entire lift without the backup roller. 50 | JANUARY 2022

“We were constantly monitoring the mat with Troxler 4640 nuclear gauges to see where we were on compaction,” Stevens said. Although they weren’t able to core the pavement until the following day for fear of parking a truck on the mat before it had cooled, the pavement had an average density of 97 percent. “We didn’t compact at 1 percent voids and I didn’t think we could,” Anderson said. “When you do a 4 percent air void mix design, you’re shooting for 6 to 7 percent in the field. When we designed for 1 percent, we hoped for 3 to 4 in the field.” Originally, UDOT was only going to test compaction on the top 3 inches of the 6-inch lift. However, based on the cores UDOT pulled, Staker Parson was able to achieve compaction throughout the 6-inch lift. UDOT pulled four cores and ran them on the top 3 inches and the bottom 3 inches. The top 3 inches of the first core had a density of 97.9, the bottom, 98. The second core had a density of 97.8 on top and 94.4 on bottom. The third core had a density of 97.2 on top and 92.9 on bottom. And the fourth core had a density of 97.3 on top and 97.6 on bottom. “Four cores can’t tell you the whole story, but we were happy with the level of compaction we achieved,” Peterson said. The only core that was low, at 92.4 percent, was located where paving briefly paused due to the haul truck that had blown a tire. “The other cores show we were able to get full depth compaction,” Anderson said. One full 6-inch core Staker Parson took on its own test strip achieved 97 percent compaction. “They didn’t even cut it in half,” Anderson said. Ultimately, Staker Parson was able to achieve 100 percent pay for gradation, binder content and density. “One of the challenges with paving thicker lifts is the rideability spec,” Peterson said. “When you increase thickness, you’re often decreasing smoothness because of the way it compacts. So, to achieve a better rideability, paving two 2-inch lifts can help improve performance on that ride spec.” “Each time you put down a layer of asphalt, you can improve rideability and smoothness,” Anderson said. “Only paving one lift means less opportunity to make it smooth.” However, he added, this project hasn’t experienced any issues relating to smoothness.

LEARN MORE COST COMPARISON Anderson estimates the cost of this type of mix could be competitive with SMA, which is very common in Utah. “SMA requires a gap graded aggregate, and when you produce mix with aggregate that’s all the same size, you have a lot more waste material,” Anderson said. “Being able to use a normal gradation with all the sizes is cheaper than SMAs, as far as the aggregate is concerned.” In addition, he said, SMA in Utah is produced with 6.5 percent asphalt, while the mix used on the port of entry had 6 percent asphalt. “Using less asphalt is another way it could be cheaper than SMA,” Anderson said. “It also doesn’t have the mineral fines or cellulose fibers, which contribute to the cost of SMA. Plus, the cost of high polymer binder should come down a bit.” Furthermore, Anderson said, RAP is not allowed in SMA while this mix can make use of RAP to help further bring down costs, in comparison.

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Despite how sticky the mix was, pickup wasn’t a problem for Staker Parson’s Weiler E2850 material transfer vehicle, nor its Cat AP1055E paver.

Staker attributes this rideability to the crew’s commitment to the continuous paving method. They did, however, have to grind down the end joints. But Anderson considers that a benefit of how dense this pavement is; it’s possible to grind the surface without opening the pavement to water. Several months after the test strip was paved, Anderson returned to the port of entry and found that it continued to perform well. “Even with the brutal temperatures of this past summer, it still didn’t budge,” Anderson said. “I think it’s past the danger zone where we’d see it rut if it was going to rut. If it made it through this past summer, I think it’ll do just fine next summer.”

INDUSTRY EXPRESSES INTEREST

The team at Staker Parson also attributed the success of the project to partnership and trust between contractors, the asphalt industry, and UDOT. Peterson said the establishment of the Utah Asphalt Pavement Association (UAPA) in 2012 had a significant impact on the asphalt industry within the state. “Before UAPA, there were a bunch of single voices talking to UDOT and it was just a lot of noise,” he said. “UAPA talks to UDOT with one voice and it’s possible to have a conversation back and forth.” Now, he said, UAPA sits down with UDOT once a month to go over ideas, including Anderson’s thick lift idea. “I think this project shows a high amount of collaboration between UDOT and industry,” said UAPA Executive Director Reed Ryan. “Anderson envisioned this type of trial project, put the parameters of the mix design through the proverbial ‘ringer’ and proved out a concept that was worth pursuing for the DOT. Marchant was willing to put this application down in a very rigorous and tough setting (the port of entry). Then came industry with the willingness to assume some of that risk and actually build and place the mix.” “We learned together and communicated together long before the mix ever went down and I feel that is vital to the success of this trial project,” Ryan said. “I commend UDOT because we (industry) never felt left out of this process.” Ryan was also present on the day the port of entry was paved, along with a number of UDOT regional directors, high-up UDOT and Staker Parson staff, Dave Johnson from the Asphalt Institute, and other industry leaders. Word of the project has even made it to the Utah state legislature. “There is so much interest in this,” Anderson said, adding that thick lifts offer a number of benefits. They could speed up contractors’ 52 | JANUARY 2022

production rates and reduce disruption to the traveling public. Paving thick lifts could also result in cost savings from eliminating the tack coat, reducing traffic control to what’s required for one lift, and not having to perform quality control on two separate lifts. “If you can save money on all of those things, you can instead put that money into the pavement by spending a bit more on a high polymer mix,” Anderson said. Furthermore, this could expand Utah’s paving season. “The contractors are excited that with this idea, we could put out a project in November or April,” Anderson said. “We could actually use the cooler weather to speed up how fast the mat cools down after compaction.” Already, other DOTs are seeing the potential. Several have reached out to him for the specs. Within Utah’s state lines, UDOT higher-ups have expressed their support. “I think you will see more thick lifts happening in Utah, more projects with 1 percent air voids, and more use of 76-34 binder,” Anderson said. His own personal dream is to see this concept on the interstate. “If I could get a 10-mile section of road, remove the pavement, and put in up to 8 inches of a new high polymer, low void mix, I think it would be a perpetual pavement,” he said. Although the lift at the port of entry was 6 inches thick, Anderson said he thinks they might be able to go as thick as 8 inches and still achieve compaction. “If we can pave at a similar depth to concrete, we could put this where we might normally put concrete,” Anderson said. “If we can place this faster than concrete and open pavements up sooner, with similar or even better performance because there won’t be any joints, this could be a very exciting opportunity for the asphalt industry.” “For the asphalt industry as a whole, we owe it to ourselves to start thinking out of the box when it comes to the mix design and construction process,” Ryan said. “I recognize we must be careful and responsible when it comes to the hard-earned dollars of taxpayers in the country, but we currently stand on the shoulders of giants – people in the past that gave us Marshall Mix Design and Superpave Mix Design – and we have to take on that legacy and do something with it. What was true 70 years ago with Marshall and 30 years ago with Superpave still works today, but we are in a time and place where we can and should do more to build on that legacy.”

LEARN MORE MORE COMPACTION, LESS CORING Not only do thick lifts streamline QC/QA by reducing the number of lifts to measure, but low air void, high density mix designs could further reduce the number of cores required. “For regular mixes that are right on the border of density, we have to core every day on everything,” Anderson said. “If the density we achieve is so far into the safe zone, we may be able to reduce how much coring we require. Already on this project, we were able to reduce the number of cores from 10 to four since it was so far into the safe zone for density.” Instead, they could use thermal mapping and intelligent compaction and correlate that data to cores taken on the first day of the project without having to core the rest of the project. “That’s something we’ll see for projects with high density, low air void mix designs,” he said.

S A V E

T H E

D A T E

FEBRUARY 8–9, 2022 N E W LO C AT I O N

NATIONAL WESTERN COMPLEX

Here an employee of Stansteel works in the machine shop to perfect a part for a trunnion. Photo courtesy of Hotmix Parts & Service

Alternatives Exist To Source Parts

BY SANDY LENDER

At press time, many producers and contractors in North America were gearing up for winter equipment repair. Typically, this is the time of year when seasonal maintenance and planned upgrades get underway. For the 2022 season, producers and contractors alike had to plan out their needs in advance or face the possibility of postponing repairs, upgrades, and maintenance until parts and components can be available. In November 2021, Ben Brock, president and CEO of BROCK, Chattanooga, Tennessee, explained: “We are out to mid-May 2022 delivery for components, which we define as cold feed bins and/or systems, conveyors, drums, drags, silos, heaters, tanks, etc. The leading manufacturers are out that far or later. The pending highway bill will only keep things going strong. It’s as good a market for

54 | JANUARY 2022

hot-mix asphalt plant equipment as I’ve ever seen in my life.” “As for parts, we are seeing some disruptions due to the well-reported supply chain issues around the globe,” Brock said. “However, we are doing all we can and, in most cases, we are able to meet customer requirements for delivery. A few purchase parts are out to mid-March delivery now, which is amazing to me.” He outlined the problem succinctly. Between supply chain woes and the potential for continued trucking and shipping industry worker shortages affecting deliveries of parts and materials, suppliers and vendors are getting creative to ensure they have what contractors need. Kenco Engineering Inc., Roseville, California, is located within 42 miles of a UPS shipping center that misplaced three pallets

of product during 2021, according to Brian Handshoe, vice president of operations for Kenco. That’s a problem supply chains, port managers and truck drivers can’t solve. It’s a mistake that Handshoe said is probably a function of his product being loaded under some other business’s pallet of goods. Of course, intent doesn’t take away the sting of lost time and expense getting replacement material. Kenco Engineering designs and manufactures parts and components, but works under the same physical constraints as the rest of the world. “We’re at a 12-week production sequence right now,” Handshoe stated in November. “If contractors have delayed and not purchased by now, they will not get those parts until spring.” That’s not to say every part must be manufactured at the Kenco facility. “Some things I’m able to order in bulk,” Handshoe said. “We have options.” Those options and alternatives are what will save the industry this down season. “We do a lot of custom work and service a lot of older plants,” Handshoe said. He shared that some plants still in operation today are models of manufacturers no longer in business. This means producers do not have the option of reaching out to the OEM for parts and service. Enter the innovative practices of companies like BROCK, Kenco and Hotmix Parts & Service of Louisville, Kentucky. Jeremy Miller, the director of sales for Hotmix Parts & Service, detailed the option of mining existing new production machines or used equipment for parts. He used the example of worn silos. “Silos have enough wear on the cone or sides that you may not want to perform another repair if the structural integrity is posing a safety hazard. The same is true of dryers. We have built a business looking at the machine detailed requirements. We can send an engineer out to check the machine and formulate the right solution to retrofit with proven new parts or recondition or replace. You might find and substitute a used piece of equipment instead of waiting on parts for a structurally deficient component.” If you don’t have perfect psychic abilities, options to acquire parts in time for season start-up include shopping around. Multiple OEMs and parts suppliers braced for this storm. “At CWMF, we are now stocking large amounts of inventory,” said CWMF Vice President Travis Mick. “We found this necessary after researching which parts our customers needed most in prior years. Knowing past in-demand parts and components allows

us to create the correct volume in our inventory and have them readily available for our customers (i.e., flights, chain and sprockets, trunnions, etc.). We also have two CNC plasma tables, one of which is dedicated to emergency service parts and production overflow. As parts of this proactive plan, we have also created recommended spare parts packages for customers for key components of items we may not stock.” Weiler, located in Knoxville, Iowa, has also invested in the infrastructure to fabricate parts on demand. “Weiler gives parts availability the highest priority to most effectively serve our customers,” said Weiler Vice President Bill Hood. “Our strategy starts with providing our dealers with individualized suggested inventory lists based on Weiler equipment within their servicing area. The goal is for the dealer to have parts on the shelf and available to the customer same day. If a part is not available at the dealership, parts orders have priority over machine production in our factory.” The facilities at the Weiler campus are set up to produce almost all their needed steel components in-house so they can control as much of the manufacturing process from start to finish, Hood explained. “Most recently, we have started building specialty electrical harnesses in-house due to increased lead times and unpredictable delivery dates from suppliers. Weiler has always strived to use common components within and across product lines to allow for lower cost and better availability. We are currently constructing an additional building that will allow us to greatly expand our steel processing capacity. For components that we do not build in house, we continually work with current suppliers to provide timely delivery while exploring new vendors that we can partner with to continue manufacturing the highest quality products and parts.” Miller shared that the Hotmix Parts & Service shop has pre-ordered extra inventory because the company stocks millions of dollars of parts for different brands, not just its sister company’s Stansteel brand. Miller said it’s true our industry has a few shortages right now, but we also have alternatives. “Other proven parts can offer the same performance. You may not be able to pull a part number out of the book. You may need to measure and let us machine something or swap something that works even better. There have been metallurgy improvements that make this a responsible option. With just a minimal amount of information, we can provide the sprocket, trunnion or the chain be-

CWMF now stocks large amounts of inventory based on its research of which parts customers have needed most in past off-seasons. Photo courtesy of CWMF

cause we’ve done it hundreds of times. And we stock the interchangeable parts.” Along with metallurgy improvements, companies like Kenco Engineering have made strides in strengthening parts and components. Kenco’s tungsten carbide impregnated (TCI) technology is designed to offer longer wear life to components. We all understand the benefits behind longer wear life for wheel loader buckets, auger discs, and other parts around heavy equipment. The concept of switching out a part at the plant or in a piece of paving equipment may make contractors nervous. Even “regular consumers” have been told the best part to put under the hood is a part manufactured by an original car manufacturer so it will fit perfectly and perform at optimum efficiency. During a CASE Construction Equipment live broadcast Nov. 17, experts discussed preparing your equipment for cold weather use and cold weather storage and they reiterated the old mantra that you must use OEM filters and OEM lubricants in OEM equipment. But is this Gospel? Consider the competency of parts manufacturers and recognize the need for elements for machines still in service after the OEM has closed its doors. Barber Greene and Ingersoll Rand machines still work on job sites today. Contractors trust the manufacturers of their replacement parts to provide elements that keep equipment in working order. The team at Hotmix Parts & Service explained, “the manufacturer of the gear re-

ducer you need may no longer be in business. We look at the horsepower and duty rating of the gear reducer and we re-engineer it. We make the new mounting bracket for it and any additional housing required.” Here’s a quick checklist from Hotmix Parts & Service to help you source your parts in this trying climate: 1. Expand your search beyond the original brand. 2. Check with companies that pre-order extra inventory for any season, especially this one. 3. Double-check federal regulations for your right to repair your equipment with adequate parts. 4. Raid your spare/emergency parts shelf before panicking. 5. Check with companies that have an experienced team and machine shop to accommodate your “less conventional” sizes of parts. The point is producers and contractors have options available to them when it comes to sourcing parts and components this down season. As you tackle routine maintenance, machine upgrades or surprise repairs, you don’t have to accept the idea that supply chain woes are setting your schedule—thus your ability to bid on highway bill influenced projects—back by months on end. There are options that OEMs and parts suppliers can look into to help you get up and running in a more reasonable timeframe. Explore those options with the vendors willing to help you. WWW.THEASPHALTPRO.COM | 55

P R O D U C T GA L L E RY

Paving Technologies Impact Industry in 2022 BY EMILY NEWTON

he last two years have been challenging for members of the construction industry. While this might seem frustrating, the environment has provided a platform for invention and innovation. Here’s an overview of six paving technologies that are sure to continue their impact on the industry in 2022 and beyond.

3D PAVING CONTROL

While the goal of any paving project is to provide an even and smooth surface, that isn’t always easy when the underlying surface is rough and uneven. Instead of placing an initial leveling course, then assessing the surface and seeing where problems are occurring, 3D paving control systems give the operator the tools to easily match the planned design and make adjustments in real-time as necessary through variable depth paving. In addition to these real-time controls, there is the option to download additional apps or install other third-party programs to give the 3D paving controls more flexibility and usability. Using these control programs can reduce the amount of asphalt used during the first layer, which can reduce waste and make it easier for companies to finish their projects faster and more efficiently than ever before. One of these programs, a product created by Trimble Roadworks, is proving its effectiveness in the paving industry and will likely continue to do so in 2022 and beyond.

PROJECT MANAGEMENT SOFTWARE

Traditionally, most paving projects were planned out in spreadsheets. While this is functional, it isn’t always efficient—especially for larger projects. Instead of trying to do everything manually, opting for project management software can make an enormous difference in project efficiency. Project management software has already found a home in the construction industry, but it’s also beginning to make an impact in the paving industry as well. Project management software takes multiple planning tools and consolidates them into a single, easy-to-access location. In addition, these programs make it easier to keep track of all the complex details that accompany these projects, making it easy to fix problems or make adjustments on the fly. Many cloud-based programs also give project managers the option and ability to access their data from a mobile app or website, so it’s easier to keep things running smoothly while on the go. These programs are beginning to emerge as an invaluable tool for every construction-adjacent industry, and will likely be a valuable asset for paving contractors moving forward.

SMART PAVEMENT AND NANOTECHNOLOGY

It’s easy to think big when it comes to new technologies, but in some cases, it’s important to think small—and in this case, the innovations are too small to be seen with the naked eye. 56 | JANUARY 2022

The mill operator can input and monitor his project parameters such as cut depth, slope and speed from this panel. Such systems at the operator’s platform typically have matching stations at the groundman’s station. These technologies allow milling crews to achieve perfect surfaces for the paving train to follow, maximizing paving efficiency from the first lift. Photo courtesy of John Ball of Top Quality Paving & Training, Manchester, New Hampshire

Nanotechnology is beginning to make its mark on the paving industry in a variety of applications, including the adhesive damping technology discussed in the 2018 article from Newtonoid Technologies. Smart pavement is now being explored as a tool to continuously monitor infrastructure health, by equipping the pavement with “weigh in motion” capabilities. Infusing this technology into the pavement when it’s put down allows the piezoelectric sensors to collect data about the cars and trucks traversing a stretch of highway, as well as the overall health of the pavement. Smart pavement that can remotely charge electric vehicles is also in the prototyping phase. These wireless chargers—similar to the chargers that might power a phone—may be able to top off EV batteries as the car drives over them. The Indiana Department of Transportation is working on a quarter-mile-long testing track with concrete, but you can see the world’s first smart road built in Sweden at the Green Car Reports website.

PAVER-MOUNTED THERMAL PROFILING

A road may look perfectly paved to the naked eye, but that smooth surface could be hiding problems that may manifest once the road is in use. Quality control technicians can use thermal cameras, infrared sensors, or a combination of the two to ensure the temperature of the asphalt mix being placed is within acceptable margins. While it is possible to monitor surface temperatures using a handheld IR thermometer, it isn’t possible to measure more than one spot at a time with the industry’s preferred accuracy.

Paver-mounted thermal profiling (PMTP) setups can scan the entire section being paved, often beyond the width of the paver. In general, these scanners will break up the entire project into 30 x 30 cm grids, monitoring the temperature automatically. If there is an issue detected anywhere, it’s easy for these systems to flag them so they can be addressed, either immediately or once the paving is complete. This temperature monitoring could also be valuable once self-healing asphalt becomes more common, especially for designs that incorporate iron filings that will heat up and melt the bitumen in the asphalt as a tool for healing small cracks and crevices in the pavement.

INTELLIGENT COMPACTION

First, let us understand that intelligent compaction (IC) applies to both soil compaction—to provide a solid and stable surface for paving—and to asphalt pavement compaction to provide a smooth and optimally dense surface. Drum rollers and other tools for compaction have been a staple within the industry for decades. Until recently, achieving compaction relied primarily on operator experience and manual monitoring. After success in European paving markets, IC is a technology that has found its niche in the U.S. paving industry. The goal of IC is to improve the compaction process. In general, though, IC is defined as hardware, software, and analysis programs that are installed on rollers and other compacting technology to assess the densification of the material. These additions allow rollers to actively monitor the soil or asphalt layer they are compacting, and even make adjustments to the rolling pattern or compactive forces on the fly.

AUTONOMOUS PAVERS

The buzz right now is about autonomous or self-driving cars, but these tools are good for more than just navigating someone’s morning commute. Autonomous vehicles are beginning to showcase their usefulness and viability in a number of different industries, including paving. SANY recently debuted a small fleet of autonomous rollers and pavers in the Xiong’an New Area of China where seven machines were remote-controlled from a mobile base station and control room. When paired with automatic levels and other automatic tools and sensors that can monitor the land under construction in real-time, these autonomous pavers could potentially reshape the way paving companies approach these projects. In the United States, where there are thousands of miles of highways in need of refurbishment, self-driving pavers could help pick up some of the slack and make it easier for paving contractors to handle the growing demand. While autonomous paving may prove to be a valuable tool in the future, it hasn’t been tested in active work zones and its safety parameters have yet to be defined in these settings.

LOOKING BEYOND 2022

2020 and 2021 have been challenging for everyone, but from that challenge have sprung remarkable innovations that will continue to shape the paving industry for years to come. With the infrastructure bill now a reality, the paving industry has its next few years of work already laid out. In the pages to follow, please check out an assortment of immediately available paving and pavement maintenance-related products and services. Emily Newton is an industrial writer with over five years of experience covering stories in the industrial sector.

Astec Industries offers its Astec Service Schools and Paving Professionals Workshops.

ASTEC

Astec hosts instructor-led and hands-on training in road construction in Chattanooga, Tennessee. Technical Service Schools are designed for mechanics, field technicians and service technicians who have previous knowledge of electrical and hydraulics schematics. Technicians benefit from valuable learning opportunities to develop technical skills for diagnostics and repair of paving, milling and MTV operations by expert instructors in the field. PPW is a comprehensive, hands-on training covering all aspects of paving, from preparing a surface to achieving optimal smoothness. For all classes, attendees receive personalized and detailed education from skilled and experienced paving professionals in the industry. To register, visit astecindustries.com/service/training.

BLUETAPE

BlueTape, San Francisco, California, launched in November its Buy Now Pay Later financing tool that enables construction professionals to buy their building materials now and pay back over time. According to the company, the feature, “allows builders and contractors all around the United States to start using BlueTape to finance their building supplies invoices and improve their cash flow. BlueTape partners with building material suppliers to offer their customers a wide range of payment options, including risk-free, flexible financing with simple terms. Their customers can access 30-, 60- or 90-day financing with a fast online process.” Benefits of BlueTape's Buy Now Pay Later feature include no risk for building suppliers, better qualification rates for builders, low fees and ease of use, according to the company. For more information, visit the BlueTape website.

BOMAG

BOMAG Americas Inc., headquartered in Ridgeway S.C., and owned by the FAYAT Group, is pleased to announce the ever-expanding partnership with CMW Equipment in Missouri. “Joining with BOMAG Americas to provide their equipment to our customers makes for a great fit for us and our customers. We are very excited to tell the BOMAG story and how the Fayat family has combined great asphalt equipment lines such as pavers, soil stabilizers, milling equipment and of course BOMAG signature Asphalt Compaction Rollers to create the current offering. Adding these products to our current product lines creates even more value for our customers.” – Larry Glynn, President For more information, visit www.bomag.com/us WWW.THEASPHALTPRO.COM | 57

P R O D U C T GA L L E RY CATERPILLAR

Caterpillar Inc., Peoria, Illinois, announced in November, that it will be adding a new compact line of asphalt pavers and screeds to its paving products family. These standard 8-foot size paver and screed combinations include the AP400, AP455, AP500, and AP555 asphalt pavers as well as the SE47 V and SE47 FM asphalt screeds. They come equipped with features for both urban and rural applications to fit the needs of both large and small contractors. The compact size and small footprint combine with maneuverability for more opportunity to pave in confined areas such as narrow streets, small parking lots, and other urban-type applications. The standard paving range using the SE47 V screed is 8 feet to 15 feet, 6 inches (2.4 to 4.7 meters) with a maximum width of 20 feet (6.1 m), while the standard paving range of the SE47 FM screed is 8 feet to 15 feet, 6 inches (2.4 to 4.7 m) with a maximum width of 20 feet, 6 inches (6.2 m). Paving depths up to 10 inches (254 mm) support aggregate paving applications. For more information, contact your local Cat dealer.

CRAFCO

Crafco Inc., Chandler, Arizona, offers the HP ER Asphalt Cold Patch™. The company states this product is a high performance, ready to use, permanent pavement patching material. It is specially formulated with a proprietary blend of rejuvenating and adhesion promoting additives to improve a repair’s longevity for long-term performance. Produced with no VOCs, the product is designed to deliver optimum performance with a smaller footprint. For more information, visit the Crafco website.

DYNAPAC

Dynapac North America LLC, Fort Mill, South Carolina, announced the appointment of Jamie Roush to president/general manager, effective Oct. 1, 2021. Roush is a long-time industry veteran with over 20 years of experience in the equipment industry. He has been with Dynapac North America since the transition in 2017 and held various management positions at Atlas Copco LLC since 2007. The company also announced in November that National Equipment Dealers LLC (NED) will be expanding its current footprint for Dynapac products into North and South Carolina. This will add to their already existing footprint in Florida. For customers of NED, the expanded partnership with Dynapac creates access to new, used, and rental equipment along with a commitment to product support in their region. For more information, visit www.dynapac.us.

Dynapac North America announced Jamie Roush as its president/ general manager effective Oct. 1, 2021. 58 | JANUARY 2022

This illustration shows the new HD Series tool from Element Six.

ELEMENT SIX

Back in August, Element Six, Burghaun, Germany, part of the De Beers Group, launched the HD™ Series, a new range of heavy-duty tools specially designed to provide extended tool life and improved reliability for milling and reclaiming operations. The HD™ Series, which will be fully available in 2022, combines a new larger body and washer disc with Element Six’s premium MasterGrade™ carbide. The tools’ larger body has by design more steel, which leads to extended tool life and increased wear resistance, improving performance in highly abrasive conditions where the steel body typically wears quickly. With its HD™ Series, Element Six will provide operators with a choice of four new MasterGrade™ tips, enabling them to select the tool that best meets the need of their application. Element Six’s MasterGrade™ carbide uses the company’s proprietary “Nanotechnology” to enhance the cobalt binder matrix and optimize wear without impacting the bit’s toughness. These innovative carbides result in a versatile bit with increased operating efficiency, according to the manufacturer. Markus Bening, sales director for Mining, Road, & Wear Parts at Element Six, said: “The HD™ Series will provide milling and reclaiming operations with improved overall performance and flexibility to ensure that the tool matches the application in question. The tool’s increased size makes it suitable for highly abrasive conditions and enables operators working in those conditions to utilize the toughness of MasterGrade™.” For more information, contact Wesley Shoff at wesley.shoff@e6.com.

EQUIPMENTSHARE

Takeuchi-US has added EquipmentShare locations in the Las Vegas, Nevada, and San Diego, California, metropolitan areas to its growing North American dealer network. The EquipmentShare location at 412 E. Gowan Road in North Las Vegas will now carry Takeuchi’s full line of compact excavators, wheel loaders and track loaders for sale and rental. The San Diego area location at 2590 Main Street in Chula Vista will focus primarily on compact excavators and track loaders. Both locations will offer replacement parts and serve as authorized Takeuchi equipment repair centers for customers throughout Clark County, Nevada and Imperial County, California. Founded by construction and equipment industry veterans in 2014, EquipmentShare offers and supports various heavy equipment product lines. EquipmentShare began carrying the Takeuchi line at its headquarters location in Columbia, Missouri, in July 2020, then added Takeuchi equipment to its North Salt Lake, Utah, location in January 2021.

GSSI

Geophysical Survey Systems Inc., will feature its PaveScan® RDM 2.0 asphalt density assessment tool at the Transportation Research Board’s (TRB) 101st Annual Meeting, which takes place Jan. 9-13, 2022, at the Walter E. Washington Convention Center in Washington, D.C. Drop by Booth #831 to see a demonstration of PaveScan RDM 2.0, which uses the dielectric measurements of new pavement to determine pavement quality and uniformity. GSSI’s PaveScan RDM system, initially unveiled at the 2016 TRB meeting, was used on the Hwy. 8 project in Dickinson County, North Dakota. PaveScan RDM 2.0 automatically measures the dielectric value to identify anomalies in real-time. In addition, the dielectric values can be used to correlate percent voids and density in new pavement. For more information, stop by Booth #831 at the TRB event.

ASPHALT PLANTS AND

COMPONENTS

NAVISTAR

Navistar Inc., Lisle, Illinois, announced in October updates to the International® A26 engine, which are designed to now allow fleets to achieve 10% improved fuel economy since the engine’s initial launch. Here’s the math on that: According to the manufacturer, previous design and system updates account for a 6% fuel efficiency improvement, while the latest engine enhancements to the A26 (2021 GHG) provide an additional 4% fuel economy benefit. The previous updates contributing to the 6% fuel efficiency improvement include more optimized engine and transmission calibrations mated with the Eaton Endurant automated manual transmission, a direct drive 2.15 ratio, and aerodynamic improvements to wheel coverings on drive axle wheels and the chassis. The latest engine enhancements to the A26 (2021 GHG) include combustion enhancements, optimized engine temperature control, air management system updates and reduced engine speed while optimizing fuel consumption. The A26 engine is available for order in the International® LT® Series of long-haul vehicles, RH™ Series of regional haul vehicles, the HX® Series for heavy-haul and various construction applications and the HV™ Series for select vocational applications.

www.tarmacinc.com

NED

Since its establishment in early 2018, National Equipment Dealers LLC has grown to 14 locations across five states. Over the last few years, a few of those locations have continued to operate under their original legacy company names. Those are Four Seasons Equipment located in Texas; MAY-RHI in the Carolinas; Richardson Service 1991, Inc in South Carolina; Earthmovers Construction Equipment in Florida; and recently acquired Grove River Machinery in Richmond Hill-Savannah, Georgia. With future growth through mergers and acquisitions on the horizon, NED LLC decided to re-brand all the legacy companies under one name—National Equipment Dealers LLC (NED). NED serves customers across multiple industries throughout their footprint, including earthmoving, forestry, mining, oil and gas, scrap and material handling, road construction, landscaping, government, municipalities, and more. For more information, visit the NED dealer website.

contact tarmac at 816-220-0700 or info@tarmacinc.com WWW.THEASPHALTPRO.COM | 59

P R O D U C T GA L L E RY ROAD WIDENER

Road Widener LLC, Delafield, Wisconsin, offers the offset vibratory attachment patented to allow the host machine to drive safely on flat ground while compacting sloping shoulders, ditches and other hard-toreach areas alongside the road. See the Here’s How it Works feature in the September 2021 issue of AsphaltPro for details.

SRIPATH

Sripath Technologies®, Mahwah, New Jersey, manufactures and markets ReLIXER®, an elixir of green bio-based oils, used for the rejuvenation of reclaimed asphalt pavement (RAP) in asphalt mixes and for pavement repair and maintenance applications. ReLIXER® is a user-friendly rejuvenator for use in hot mix applications, allowing for the use of high levels of RAP, to create asphalt mixes for base course, surface wear layers, shoulders, and other roadway paving applications. For pavement maintenance applications, ReLIXER® is added in small doses to bitumen to create rejuvenating emulsions. A ReLIXER® emulsion helps rejuvenate and soften the aged bitumen within the old pavement surfaces, improves the bonding of aggregates to the road surface, for better durability and performance of roadways, according to the manufacturer. ReLIXER® emulsions are designed to be easy to use and incorporate, result in less frequent maintenance, and reduce overall cost for the contractors. ReLIXER® emulsions are used for a variety of maintenance techniques, such as: chip seal, microesurfacing, slurry seal, scrub seal and fog seal. ReLIXER® emulsions are popular for cold in-place recycling, cold central plant recycling and full depth reclamation applications. For pothole repair applications, ReLIXER® can be mixed with 100% RAP, or with RAP and aggregate, to create either hot patch or cold patch mixes. Such ReLIXER® patch mixes are effective in patching potholes on roadways during off-season months. Established in 2006, Sripath Technologies® is a global company, based out of Mahwah, New Jersey, USA. Sripath develops, manufactures and markets innovative additives such as rejuvenators (ReLIXER®), modifier oils (NuMIXER® & ReNUBIT®), polymers (PGXpand®), and anti-strip agents (SriCote®) to enhance the performance of bitumen for paving and roofing applications. For more information, visit https://sripath.com/.

TOPCON

Topcon Positioning Group, Livermore, California, has announced its MC-Max machine control solution. Based on its MC-X machine control platform, and backed by Sitelink3D—the company’s real-time, cloudbased data management ecosystem—MC-Max is a scalable solution for mixed-fleet heavy equipment environments. It is designed to adapt to owners’ machine control and data integration needs as their fleets and workflows expand. MC-Max is designed to provide project managers a real-time view of machine positions, activities and onsite progress, and is compatible with a wide range of site communications systems. For more information, visit the Topcon Positioning website.

TQP

Top Quality Paving and Training, Manchester, New Hampshire, offers week-long, onsite training and instruction for paving crews throughout the paving season. Owner John S. Ball III, began his career with Pike Industries, ultimately running the training program there before setting out to head up his own consulting service for the 60 | JANUARY 2022

asphalt industry. He has led courses at multiple state asphalt pavement associations and the Roadtec Paving Professionals Workshop in Chattanooga. TQP spends multiple days in the field with the paving crew, photographing and videotaping elements of the crew’s operation while offering guidance and correction for the project in progress. At the end of the week, Ball provides a thorough report to management and the workforce of the areas that are in tip-top shape and areas for improvement. The images and video are provided to management, along with a copy of the report, for reference after the week is complete. For more information, contact Ball at (603) 493-1458 or tqpaving@ yahoo.com. In 2017, Ball worked with AsphaltPro magazine to create Asphalt Paving 101, which is an online training course to give paving contractors an always-available, back-to-basics program for new hires. This web-based course includes eight modules that explain the vital roles of the asphalt crew, offer safety information, describe best practices for preparing the paver for the paving shift, share how to deliver material to the hopper to eliminate segregation, and more. The elementary course is designed for the new hire being introduced to the industry or for veteran workers who need a refresher after a winter season away. It’s available as a one-time purchase that is accessed whenever the contractor needs it, as often as they need it, from any device that can access the internet. For more information, visit https://training.theasphaltpro.com/

TRIMBLE

Trimble, Sunnyvale, California, and Microsoft announced in October a strategic partnership to develop, build and deliver industry cloud platforms and solutions that connect people, technology, tasks, data, processes and industry lifecycles. Trimble writes: “This partnership expands Trimble and Microsoft’s existing relationship to combine the Microsoft cloud with Trimble’s construction solutions and industry domain knowledge. Trimble’s construction solutions include on-machine and field technology, modeling and collaboration software, project and resource management, and all underlying analytics. The companies will deliver the Trimble Construction Cloud, an innovative connected platform powered by Microsoft Azure, which is fully enabled for 3D constructible models that will reduce risks, drive speed, and increase efficiency and accuracy across the entire construction project lifecycle, in 2022.” For more information, visit the Trimble website.

WERK-BRAU

New pavement removal buckets from Werk-Brau, Findlay, Ohio, are designed to easily wedge under pavement, maximizing the force of the excavator to remove pavement slabs. The unique C-type profile and inclined sides aid the prying action and expedite the removal of broken concrete and pavement slabs. Bottom wear straps provide extra protection and allow a long service life. Standard designed buckets sized from 18 inches to 54 inches are available to fit all classes and sizes of backhoes and excavators, with special designs and capacities available upon request. Werk-Brau pavement removal buckets allow one person to dig up, remove, handle and load concrete streets and sidewalks as well as asphalt pavement. T-1 steel is used in all critical or high wear components to ensure that the pavement removal bucket has a long service life. For more information, contact Dale DeWeese at (800) 537-9561.

WUORI CONSULTING

Wuori Consulting LLC is a paving consulting firm that was developed to assist contractors with achieving specific paving goals. Training operators with best practices and equipment setup, Wuori Consulting strives to support paving contractors dealing with difficult specifications or wanting to improve quality in the field. By implementing technology tools, such as the ground penetrating radar and thermal cameras, the Wuori team can ensure the paving equipment and operators are in the best position possible to achieve the greatest success on every project. The team recognizes every paving project has a set of goals that must be satisfied to produce a successful outcome. Whether these goals are density or ride, understanding these objectives and how to achieve them accurately could be the difference in having a good project and a great project. Equipment and technology have come a long way in the asphalt industry over the past few decades. Using these tools to develop successful projects should and can be done. Paver setup, roller patterns and many other simple steps can be the difference in achieving that incredible ride or passing all density requirements on a project and possibly even with an incentive or bonus. Every project is unique and has unique variables that must be evaluated for success. Questions must be asked to achieve success, questions such as what the design lift thickness is, what type of AC is in the asphalt mix, how the paver screed and augers should be adjusted, what rollers should be utilized for compaction and on what settings for vibratory rolling will produce best density are examples of just a few common paving questions. Understanding project variables and what needs to be done can be overwhelming at times for contractors. For more information, contact Bryce Wuori at (701) 426-7873 or Bryce.w.wuori@gmail.com.

ZEUS

Zeus Electric Chassis Inc., Minneapolis, Minnesota, and EAVX announced in October that they will join forces to develop and commercialize all-electric vocational work truck solutions. Joint development efforts will focus on integration of the JB Poindexter & Co (JBPCO) commercial truck bodies, utility truck bodies, and vehicle cargo management systems with the Zeus Power Platform, an all-electric cab chassis. Zeus will leverage JBPCO’s North American operational footprint to help establish a nationwide service and support network for the Zeus products. The non-exclusive collaboration agreement will initially focus on the Zeus Z-19 (Class 5, 19,500 LB GVWR) and Z-22 (Class 6, 22,300 LB GVWR), and will expand quickly to the Z-26 (Class 6, 26,000 LB GVWR). Initial market penetration will utilize current and next-generation JBPCO body designs and will be available for commercial fleet pilot programs in 2022. Zeus offers a fully configurable class 4-6 all-electric vocational work truck cab-chassis. The core of their business model is to align with market leading vocational work truck body manufacturers and enable them to bring highly effective EV solutions to industry fleets that can out-perform diesel counterparts. See the December AsphaltPro article “Asphalt Industry Seeks Efficiency in Electric Construction Equipment” for more insight. For more information, visit the Zeus Electric Chassis website. WWW.THEASPHALTPRO.COM | 61

NEW TECH

OnTraccr Offers More Than Time Tracking BY SARAH REDOHL

aper time cards take effort to gather for payroll and can reduce the accuracy of paychecks, not to mention leave a company behind on tracking project costs. In fact, around 15 percent of annual gross payroll cost is due to time card input errors and time theft according to OnTraccr Technologies Inc., Delta, British Columbia. Launched earlier this year, OnTraccr is a productivity platform offering time-tracking, communication and project management tools that aims to be easy to use for construction companies of all sizes. OnTraccr offers both a web app and a smartphone app for Android and Apple. Employees use the app to track their time, clocking in and out, taking a break, switching from one project to another as needed, reviewing and adjusting time sheets, and submitting time sheets for approval. The user can set up geofences or GPS locations to ensure employees are where they’re supposed to be when they clock in and out. Companies can also log time manually or use OnTraccr’s

OnTraccr’s messaging feature allows employees to create chats based on topics, team or project.

shared tablet mode allowing users to clock in using the same tablet at the job site. Management staff can use OnTraccr to monitor and track time in real time to perform budget tracking and job costing functions

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OnTraccr also offers a variety of built-in reports, including employee payroll and timesheets, budget tracking, labor productivity, productivity forecast, and project timeline and labor curve reports.

whenever they want. OnTraccr also offers a variety of built-in reports, including employee payroll and time sheets, budget tracking, labor productivity, productivity forecast, and project timeline and labor curve reports. Users can filter reports by different categories, such as approval status, project, cost code and more. Report customizations can be exported, saved and shared. OnTraccr also integrates with Quickbooks and other software for automatic processing of payroll once time cards are approved. Since its launch in February, OnTraccr has expanded its tool to enable real-time communication among your team, including photo and file sharing as well as messaging all in one place, either to individual team members, specific groups, or the entire crew. The app also offers a live feed feature that allows workers to post field notes throughout their work day to notify management of events immediately, without having to wait for a call or email.

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AROUND 15 PERCENT OF ANNUAL GROSS PAYROLL COST IS DUE TO TIME CARD INPUT ERRORS AND TIME THEFT. OnTraccr also offers several tools to manage products. Its real-time job costing tool allows management to set and track budgets and automatically collect data on specific tasks during work so they can evaluate which activities cause projects to make (or lose) money. It can also be used to build custom forms, as well as house project documents within its web and mobile apps under a permissions system so only the right people can see each document. In the future, OnTraccr aims to expand its features and grow into a more robust productivity tool. The full version of the app is free for up to four team members. Beyond the first four users, OnTraccr has a monthly fee per additional user. Enterprise options are available for large teams.

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