Asphalt Pro - June 2019

Lab & Binder Issue

asphaltPRO PRODUCTION – PROFESSIONALS – PRODUCTS

NYC Goes Red

• We Compare Hauling Apps • Additives Solve Tourism Issue • Roll a Micro Surfaced Bridge Deck • Solve Scale Breakdowns at the Plant • Flaring Hinders Crude Output in Bakken

Residential Practices JUNE 2019 WWW.THEASPHALTPRO.COM

UNMATCHED DESIGN

Heatec has been designing and building tank farms for over 40 years and each project has been unique in some way. That’s because each customer is unique. You have your own business model that may be slightly different or dramatically different from the other guys’.

That’s why at Heatec we take a comprehensive approach to designing your tank farm. That means we look at the materials you will be using, all the equipment that needs heat, the piping, and even future plans for expansion. Then we design a system that works for you.

And we make it efficient and simple to operate. Heatec is unmatched when it comes to designing heating and storage systems for your asphalt plant. To find out more about our approach, visit us at www. heatec.com or give us a call at 423-821-5200.

H E AT E C , I N C .

an Astec Industries Company

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

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CONTENTS

asphaltPRO June 2019

departments

44

Editor’s Letter

6 – Flexing Concrete Still Cracks

Safety Spotlight

8 – Customized Quick Report App Improves Safety Reporting

By Mike O’Neil

Mix it Up

10 – Horse Carriages and Asphalt Can Make a Good Mix

By Asphalt Testing Solutions & Engineering LLC

Solve Your Problem

18 – Solve Your Scale Issues

By AsphaltPro Staff

Training

20 – Deere Debuts Next Gen Simulator Training at BAUMA From John Deere

24

40

Pavement Maintenance

22 – Pocatello Innovates with GSB-88 From Asphalt Systems Inc.

Project Management

24 – NYC Upgrades to Red Asphalt

By Dario Amicucci

Producer Profile

36 – RRT Hauling Grows into Paving

By Sandy Lender

10

Meet the State Exec

30 – Meet CalAPA’s Technical Director Brandon Milar

By AsphaltPro Staff

International Snapshot

55 – International Water Clarification From Kolberg-Pioneer Inc.

Product Gallery

56 – New Paving Equipment Helps Your Bottom Line

By AsphaltPro Staff

New Tech

64 – Track Your Trucks

By AsphaltPro Staff

Here’s How it Works 70 – Roadtec’s Guardian

Off the Mat

74 – Offer Your Clients the 7 Cs From Western Specialty Contractors

Feature articles 40 – Blackstone Turns on the Heat

By Rick Jay 44 – Brooklyn Bridge Micro Surfaces for Success

By Sarah Redohl 48 – Select Analog or Network Cameras for Security From Larson Electronics

Lab & Binder Issue

asphaltPRO PRODUCTION – PROFESSIONALS – PRODUCTS

NYC Goes Red

50 – Gas Flaring Casts Shadow on Bakken Crude Output

By Suzanne Edwards 52 – Job Descriptions on the Paving Train Part One of AsphaltPro’s “Best Practices for Residential and Commercial Paving” series

By Sarah Redohl

• We Compare Hauling Apps • Additives Solve Tourism Issue • Roll a Micro Surfaced Bridge Deck • Solve Scale Breakdowns at the Plant • Flaring Hinders Crude Output in Bakken

Residential Practices JUNE 2019 WWW.THEASPHALTPRO.COM

on the cover When New York City DOT needed a more permanent solution to painting bus lanes, the team at Green Patch put the answer in the mix. See related article on page 24. Photo courtesy of RCA Asphalt and Green Patch.

editor’s Letter Flexing Concrete Still Cracks

Sometimes, it’s necessary to add an anti-strip, polymer or warm-mix additive to an asphalt mix design to augment the performance characteristics of the final pavement. This adds some cost to what you’re building, but the tradeoff, typically, is a longer-lasting pavement system for the end user. I tend to look askance at the oddities people want to add to mix designs. When you start talking about throwing pig feces or plastics into mixes, I wonder if the Notice that the ECC bends without tradeoff has been studied properly, or if developing “large” cracks, according to the someone in a lab is getting overzealous concretecountertopinstitute.com website, but it will develop cracks that are visible about recycling.

For example, the concrete industry has to the naked eye, as indicated by the red caused me to snicker to myself more than arrow I added. Photo from the website: once over the years with odd things they concretecountertopinstitute.com want to mix in with cement to make the gray matter do different things upon placement. The concept of adding very fine aggregates and polyvinyl alcohol (PVA) fibers to make a flexible casting is on the radar screen as of late.

I found the most information about the “artisan concrete” from the Concrete Countertop Institute, leading me to wonder why an engineer would design a pavement from one’s lavatory. Whatever my thoughts on the subject, a professor of structural and materials engineering at the University of Michigan was looking for a form of concrete that could keep its strength after cracking, according to the CCI. Enter engineered cementitious composite (ECC), which is defined by the CCI as “a specialized form of concrete developed in the early 1990s by Dr. Victor Li.” ECC is similar to precast concrete in that workers mix it, cast it and take it to the location to be set in place, or it can be poured and cast-in-place. It includes cementitious binder, very fine aggregates and the aforementioned PVA fibers for movement.

You’ll notice Professor Li worked on that back in the early 1990s, but the concrete industry is considering it for your roadways now. They want something flexible—like asphalt—but still full of their pricy ingredients.

Up north near Michigan, the Minnesota Department of Transportation (MnDOT) took a look at concrete cracking on bridges. In the technical report MN/RC 2019-09 published February 2019, Deterioration of Mixed Rebar and Fiber-Reinforced Concrete Bridge Decks, Authors Corin Treat and Benjamin Z. Dymond concluded that “[t]hrough-deck cracking may be a key indicator for future underdeck spalling of mixed bar decks since the cracks provide a clear path for the chlorides to reach the uncoated bottom mat.” What’s happening there is the 600 bridges constructed with two levels of differently coated rebars within the concrete are spalling and failing despite MnDOT’s efforts to protect the lower levels. They further conclude they should “[c]onsider a more robust crack sealing method such as flood coating with methyl methacrylate (MMA) or applying an impermeable wearing course…”

Look. Asphalt is already flexible and various asphalt membranes already represent impermeable barriers to prevent water intrusion to lower bridge decks where rebar rests inside the cracked and/or cracking concrete systems. Asphalt is the answer. If concrete is letting water in to rust and corrode your system, then take the concrete—whether it was doctored to flex after it cracks or not—out of the equation.

Stay Safe,

Sandy Lender

6 // June 2019

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.

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13333 Highway 24 West Fort Wayne, IN 46814 Tel. (260) 672-3004 Fax. (260) 672-3020 www.almix.com

safety spotlight

Customized Quick Report App Improves Safety Reporting Editor’s Note: Lakeside Industries Inc. was recognized by the National Asphalt Pavement Association (NAPA) as a 2018 finalist in the Operational Excellence Award in Asphalt Operations Safety Innovation. AsphaltPro magazine is proud to sponsor the industry’s safety award and to share this article, which outlines the features and benefits of the company’s multi-functional safety app.

Lakeside Industries Inc. first learned of the HSEQ App at a monthly safety directors forum of the Associated General Contractors Association of Washington in 2017. HSEQ is an acronym for health, safety, environmental and quality and reflects the major operational functions served by this app.

The original HSEQ app is a six function, quick reporting app that works on iPhone, Android and Windows platforms. This app was originally developed in Norway by Mellora, a company that was established in 2012 with the vision to develop mobile tools to provide a quick, easy way to submit safety messages and documents.

Independent safety consultant John Shervey of JW Shervey and Associates presented a free version of the app that was funded by the Washington State SHIP (Safety and Health Investment Projects) grant program. This free version was a simpler version with only three types of quick reports available: accidents, near misses, and good observations.

After seeing this presentation, it seemed obvious that this could be an answer to one of the most common issues brought up by field supervisors and foremen: how do we quickly report on every incident when we are often out in the field away from desks and computers? The implementation of a quick reporting app that could be used anywhere with any mobile device seemed like a solution to this problem.

Not only does the app provide our company with the required reporting, but it also works toward our company’s goal to be paperless. While brainstorming within our risk management and safety team, several quick reports were identified that could simplify the jobs of field leaders.

We began discussions with John Shervey and Mellora Managing Director Trond Hansen to develop our own app with more functions. These functions originally included: • Near hits • Incident reporting • Job site inspections • Safety observations • Mechanics damage report • Safety time out reporting After the initial limited rollout was met with positive responses from the field, we decided this would also be an excellent way for our designated and trained silica competent persons to report their field observations and inspections to comply with the new

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8 // June 2019

Silica Rule. We requested Mellora to program two modifications to our app: 1. Add a function for silica competent person reports, and 2. Separate injury and incident reporting into two separate applications.

This brought our quick report options to a total of eight individual functions available to all users.

Exhibit #1: Above are the eight functions on Lakeside Industries’ HSEQ Quick Reporting App

Exhibit #2: Number of HSEQ reports by type Our most common types of quick reports are job site inspections and silica competent person reports, both required weekly by each superintendent, and any reports of safe or unsafe behavior.

These quick reports provide a template response for company supervisors to the risk management and safety team. The report template provides pre-programmed drop downs and radio buttons for responses. Moreover, the templates allow both type text and voice to text functions to complete the reports. The app also allows the reporter an opportunity to include photos “live from the scene” or selected from a photo library to embed into their report.

There are multiple aggregated and summary data reports available to the designated HDEQ administrators. For example, exhibit #3 shows a summary of reports by month, and exhibit #4 displays a summary of all reports by type of report by division. Both reports are useful for the risk management and safety team to track ongoing progress in reporting. Early on in the implementation these reports highlighted the relative success of the adoption of the HSEQ app as a field reporting tool.

leaders, when given the direction and opportunity, often have the best, most implementable solutions to safety-related challenges.

Overall, the HSEQ app has provided a paperless solution to the company’s most common safety reporting needs. The app increased both the accuracy and timeliness of reports, but also being readily accessible to our field leaders, we get more reporting of all issues in real time.

Exhibit #5 highlights the significant improvement in the timeliness of our field reports since implementing the HSEQ App. This allows the risk management and safety team to respond more quickly to all injuries and incidents.

Exhibit #3: Total reports by month

Exhibit #5: Comparison of timeliness of report before and after implementation of HSEQ App

Exhibit #4: Total reports by type by division Another great feature of the report is the “quick report” tool, which allows the administrator to have predetermined recipients for each type of report and enables the sender to add others to the report. For example, all injury reports are automatically sent not only to the risk management and safety department for notification and investigation, but also to the employees who manage the medical treatment and return to work aspects of a potential workers compensation claim.

One of the requirements in our incident and injury reporting is for the supervisor to identify two or three contributing factors and two or three prevention steps. It is our belief that our field workers and

The reports provide us data that gives us the opportunity to address situations early and find solutions that can be communicated to other divisions throughout the company. Using the prevention steps, contributing factors and photos, we are able to create risk management best practice communications or safety alerts that can be sent to all of our crews and reviewed at toolbox talks. This also provides them with a library of reference material.

The app has provided a quick, efficient and accurate means for communication between the risk management and safety team, divisional management and field operations. Providing incident reporting, investigation and analytic data helps to improve the safety and health environment for our crews throughout the organization.

– BY MIKE O’NEIL

Mike O’Neil has worked for Lakeside Industries Inc. for 34 years. He has been the company’s long-term Safety and Casualty Claims Director. He earned a Bachelor of Science degree in Loss Control Management from Central Washington University. Mike is active in the Associated General Contractors of Washington and he serves as an Emeritus Director for the Washington Governor’s Safety and Health Advisory Board, and is an active member on the Construction Safety Day Planning Committees.

www.THeAsphaltpro.com // 9

Mix it up

Horse Carriages and Asphalt Can Make a Good Mix

An average of 500,000 visitors to St. Johns County each month now get to enjoy the smooth and rut-resistant efforts of Duval Asphalt’s project on State Route 5A along the bayfront in St. Augustine.

One of the main attractions in St. Augustine, Florida, is the horse and carriage rides. Every day the horse-drawn carriages line up on State Road 5A (SR 5A) along the bayfront waiting for visitors to book a historic, romantic or haunted tour around the city. The tours follow the same routes day after day in a concentrated area, so the pavement is highly abused. The chemistry of the horses’ urine softens and breaks down the asphalt. The combination of the soft asphalt, the concentrated loading of the carriage

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10 // June 2019

wheels and horse-shoed hooves, creates an abusive environment for the pavement. It’s ideal for rutting.

The Florida Department of Transportation (FDOT) sought a solution to extend the pavement’s lifespan. During its research, FDOT learned about a job completed in Central Park (New York City) in 2007. The carriage rides through Central Park caused the same issues to the pavement that SR 5A in St. Augustine was experiencing. The New York City Department of Transportation used a fuel-resistant as-

phalt binder, which it found also resists the asphalt breakdown from the horse urine.

FDOT decided to use the same asphalt binder in St. Augustine on SR 5A on two projects; a maintenance job in 2015 and a reconstruction job in 2019. The fuel-resistant asphalt mix contained StellarFlex FR asphalt binder (PG88-22FR) from NuStar Asphalt, now Associated Asphalt, as well as Evotherm M-1 Warm Mix Asphalt technology and anti-strip from Ingevity.

The components already have history.

For example, StellarFlex FR was first used

ABOVE: The project began with milling 1.5 inches of friction course, then used a material transfer vehicle to deliver two lifts in smooth fashion, and included coring to prove excellent compaction in the end. BELOW: The Superpave mix design included StellarFlex FR asphalt binder (PG88-22FR) and Evotherm M-1 Warm Mix Asphalt technology and anti-strip. in the United States in 2002 at La Guardia airport on Taxiway GG. Asphalt binder can dissolve when exposed to the lighter-end fuels such as diesels and jet-fuels.

Since then FAA Standard Specifications for the Construction of Airports Item P-601 (2014)—which was updated to P-404 in 2018—outlines the requirements for a fuel-resistant asphalt mix pavement where pavements are likely subjected to fuel spills. The first section of pavement constructed in 2002 at LaGuardia is still in service today. After a pavement survey of the entire airport was conducted fall 2018, Taxiway GG was the only portion of the airport not rutted.

Ingevity’s Evotherm M-1 Warm Mix Asphalt technology and anti-strip was used in the mix as a dual-purpose additive. The

www.THeAsphaltpro.com // 11

Mix it up

Quality control/quality assurance (QC/QA) included getting density measurements immediately behind the screed and after breakdown rolling. The team from Asphalt Testing Solutions & Engineering LLC (ATS) used non-nuclear density gauges from TransTech Systems, Latham, New York, along the mat. warm-mix technology is designed to promote a smooth, uniform texture of the pavement surface and acts as a compaction aid, providing additional construction time with thin lifts and in cool weather.

For the SR 5A projects, the fine friction course mix was designed to target 2.5 percent air voids. The modified Superpave design is intended to create an impermeable asphalt pavement that resists the horse urine from penetrating the asphalt pavement and maximize the asphalt content (6.3 percent); both of which increase the durability of the mix.

Steve McReynolds, director of operations for Asphalt Testing Solutions & Engineering LLC (ATS), formerly with FDOT, contributed to the development of the fuel-resistant specifications and determined

12 // June 2019

WE DO THIS...

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The Astec engineering team draws on a vast knowledge pool that includes specialists in thermodynamics, environmental compliance, electrical systems and structural design.

SERVICE & in years of PARTS Their knowledge is grounded CONSTRUCTION TRAINING experience in the asphalt mixing industry and they are ready to put their expertise to work for you when designing an asphalt plant.

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Mix it up

ABOVE: Members of Duval and ATS double-checked the mat with tape measure and straight edge to ensure top quality. They had 1.5 inches of binder and 1.5 inches of surface in which to meet specs. BELOW: From left, Mike Durst, Bill Nowak and Ken Galvin. the limits for the SR 5A maintenance project in 2015. “Fuel-resistant mixes are typically used at airports and weigh stations; anywhere fuel spills are common,” he said.

“It’s unusual to use a fuel-resistant mix on a main roadway, so adjustments were made to the specification for use on an artillery road as opposed to an airport.”

Duval Asphalt was awarded the SR 5A maintenance job in 2015. The purpose of the maintenance job was to test the performance of the fuel-resistant mix. The project included milling 1.5 inches of friction course and replacing it with the new fuel-resistant mix. Since this mix is considerably more expensive to create and anticipating a reconstruction project a few years later, McReynolds took care in determining the project limits. The horses follow a

14 // June 2019

Mix it up The modified Superpave design is intended to create an impermeable asphalt pavement that resists the horse urine from penetrating the asphalt pavement.

ATS grabbed core samples to prove quality as well.

A smooth, gorgeous mat very specific route through the St. Augustine streets, and McReynolds mapped the routes carefully to ensure the fuel-resistant mix was only applied where needed.

The asphalt placed in 2015, as part of the maintenance project, held up so well under the horse and carriage conditions, FDOT approved a full reconstruction this year using the fuel resistant mix. Duval Asphalt was again awarded the project. ATS was hired for quality control with McReynolds overseeing mix production and placement on the job.

“I’m very familiar with the specs and the desired performance, since I helped devel-

16 // June 2019

op these parameters the last time this mix was used on this road.”

Duval Asphalt milled a total of 3 inches and replaced 1.5 inches of structural course and 1.5 inches of friction course along SR 5A. The fuel-resistant mix was placed over the horses’ paths and a typical FDOT 12.5-mm friction course mix was placed in the areas untouched by the horses. A total of 350 tons of fuel-resistant mix was placed. They used a material transfer vehicle (MTV) to keep the paving process continuously moving, keep the polymer-modified mix homogenous and to prevent segregation.

One 12-ton oscillating roller and an 8-ton finish roller were used to compact the mix.

ATS worked closely with the roller operators to ensure smoothness and proper density was achieved. Lab testing of the cores confirmed an average 93.5 percent in-place density.

Performance testing was completed on the fuel-resistant mix to identify performance standards and predict the future of the pavement. ATS Pavement Materials Engineer Tanya Nash confirmed the lab performance results of the mix are positive.

“Since the performance distresses seen in the past were primarily rutting as a reENGINEERING sult of softening of the asphalt from the consistent exposure to the horses’ urine, rut testing and fuel-resistance testing was performed,” Nash said. “Both tests met the industry standard and the FDOT specification requirement, indicating that the mixture will resolve the performance issues of the past and ultimately perform well.” ENGINEERING Although the mix was developed to combat the rutting ultimately caused by the horses, residents and tourists alike will enjoy the new, smooth ride. With an average of 500,000 visitors to St. Johns County each month, shutting down lanes to pave is not an easy nor convenient feat. Although this mix has a high cost up front, inENGINEERING this particular application, it extends the pavement’s lifespan. Rather than requiring frequent maintenance and resurfacing, construction will take place approximately every 15 to 17 years. This helps alleviate the higher cost and inconvenience.

Asphalt pavement provides a smooth ENGINEERING ride. Now, a smooth ride can be enjoyed via horse and carriage through the beautiful streets of the nation’s oldest city for many years to come.

– BY ASPHALT TESTING SOLUTIONS & ENGINEERING LLC

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Dedication is the difference. A team dedicated to asphalt plant construction has the know-how and the experience to construct or move your asphalt plant.

SERVICE & PARTS Dedicated individuals care enough to TRAINING make the process as trouble-free as possible. Because asphalt plant construction is what we do, we do it really well.

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Solve your problem

Solve Your Scale Issues

You can’t have the scale break down during the height of season.

Make sure you’re keeping up with a good maintenance program.

The Problem:

The scale breaks down during production, leaving a line of trucks waiting to load and your plant operator in a panic. The team at Fairbanks Scales Inc., worked on a case recently in which a scale experienced significant structural damage due to rusting of critical components, resulting in the need for a $38,000 rebuild. The customer had not regularly checked his scale, according to Fairbanks’ Mark Conway. Had maintenance visits been performed, the issue would have been caught in time to make smaller, less costly repairs. Conway explained that revenue losses due to a scale failure can exceed the cost of maintenance. “General servicing puts out fires. Preventative maintenance servicing prevents them.”

The Solution:

Regular preventive maintenance can nip big problems in the bud. Fairbanks’ Conway listed the following items for your service program, or for the company you hire to help you with scale servicing: • Inspect and clean electronic indicators • Inspect and lubricate mechanical parts • Inspect Ethernet/modem connections • Inspect and clean the power supply • Inspect truck scale lever systems, scale deck clearance and protective bumpers • Complete testing and calibration with certified test weights (and make sure testing is in compliance with NTEP Handbook 44 standards and ISO/IEC 17025) • Keep scale accuracy reports and calibration certificates up to date Conway’s company offers the Fairbanks Scales Guardian Service Plan with multiple levels of service to include parts, visits and calibrations.

– BY ASPHALTPRO STAFF

18 // June 2019

Training

Deere Debuts Next Gen Simulator Training at BAUMA At the recent BAUMA 2019, held April 8-14 in Munich, Deere & Company (NYSE: DE), headquartered in Moline, Illinois, debuted its new construction simulators to bridge the gap between the classroom and jobsite. The modular update outfits the new John Deere simulators to one of six machine types: backhoe, crawler dozer, excavator, wheel loader, joystick-controlled motor grader and fingertip control motor grader.

“The next generation of John Deere simulators builds on a state-of-the-art technology that teaches machine controls, hand-eye coordination, safe operation, and operator technique,” Jon Goodney said.

He’s the manager of learning technology, John Deere Construction & Forestry. “Simulators offer cost-effective and efficient operator training in a risk-free environment, while avoiding wear and tear on the equipment. It’s a win-win for organizations looking to get the next generation of operators ready for the jobsite.”

Based on actual John Deere equipment, the updated simulators feature swappable controls designed to allow quick interchange of joysticks and foot pedals to multiple machine types.

The software boasts highly-detailed, realistic virtual environments designed to cover basic and advanced operator duties through multiple jobsite tasks. A performance function provides metrics to measure student progress to help build proficiency and confidence.

The updated backhoe, excavator, and motor grader simulators were available this spring, while the crawler dozer and wheel loader will be available for purchase this summer. The new simulators can be coupled with the free online training available through John Deere University, offering a well-rounded operator training package.

For more information, visit John Deere at its worldwide website at www.JohnDeere.com.

A

– BY ASPHALTPRO STAFF

20 // June 2019

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TOP: When the new operator is at the console, this is his view for learning. LEFT: As an example, here is the excavator control simulator with wide screen. RIGHT: And here is the excavator control simulator with vertical screen. All photos courtesy John Deere.

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AND WE DO THIS...

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A commitment to service is a commitment to your success. For the Astec service team, education is an integral part of demonstrating that commitment. From PARTS the renowned Astec customer schools, to on-site training sessions, Astec service makes education a priority.

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Pavement maintenance

Pocatello Innovates with GSB-88 F

Founded in 1889, the City of Pocatello in southeastern Idaho earned the moniker “Gateway to the Northwest.”

More than 125 years later, Pocatello’s dedication to transportation excellence and keeping its streets in superior shape continues to be a large part of its exceptional reputation.

Over the years, Pocatello has maintained its 269 centerline miles of streets using a number of pavement preservation methods, including crack seal, chip seal, micro surfacing and cape seals. More extensive required roadwork includes overlays and reconstruction. As part of its pavement preservation arsenal, each year Pocatello also targets a number of streets for fog seal application. For the past decade, at least 10 percent of the city’s annual pavement management budget has been allocated to fog sealing (See the March/April edition of AsphaltPro for a how-to primer on rejuvenating fog seals).

“The City of Pocatello uses a Pavement Condition Index (PCI) rating for the streets within the community,” Tom Kirkman said.

He’s the deputy director of Public Works for the City of Pocatello.

“For each treatment type, such as a fog seal, we run a model where it shows the streets that fall within the PCI parameters for which that treatment is recommended.”

An asphalt surface with a PCI score of 75 or higher (considered to be in “good” condition) is an ideal candidate for a fog seal treatment. “We follow the approach of ‘the right treatment, at the right time, on the right road,’” he added.

Pocatello experiences all four seasons. During winter, the freeze/ thaw cycles can cause severe cracking and potential water intrusion. In the spring, summer and fall, rain can bring water intrusion into cracks, which may then produce potholes. Additionally, oxidation also wreaks havoc on road surfaces.

“In applying a fog seal, we extend the life of the streets by rejuvenating the pavement to reduce further deterioration. It should protect the road from weathering, seal small cracks, and prevent water from penetrating the road,” Kirkman said.

The typical fog seal application is expected to last approximately four to five years before another treatment is required. It also is often used as a follow-up treatment approximately four years after a street is chip sealed.

DO THE TREATMENT RIGHT

Pocatello handles its own fog sealing work, using a truck-mounted emulsion distributor operated by its own street crews. The city targets the months of July and August each year for its fog sealing projects, as weather conditions are mostly likely to be favorable for the work during that timeframe, with highs in the 80s and less chance of rain than other months.

For several years now, the city has used GSB-88® emulsified asphalt seal coat product, mixed in a 2:1 ratio with water for its fog sealing projects. In 2017, the city treated 39 streets, covering approximately 230,100 square yards with 21,000 gallons of GSB-88 mixture at 0.09 gallons per square yard. In 2018, Pocatello treated another 50 streets, fog sealing 269,766 square yards of pavement with the GSB-88 mixture.

22 // June 2019

As part of its pavement preservation arsenal, each year Pocatello also targets a number of streets for fog seal application.

Tom Kirkman noted that for Pocatello’s fog sealing projects, the treatment has completely cured in approximately two hours when applied under optimal conditions of 80-plus degrees Fahrenheit, in low humidity, with a breeze.

Pavement treatments using GSB-88 are designed to mitigate the impacts of surface oxidation and moisture damage, halting deterioration, sealing the surface to help repel water, and also mitigating surface raveling. The primary deteriorating factor for most asphalt pavements is surface oxidation, and studies have proven that application of GSB-88 very early in the life of a pavement, with timely repeat applications every four to seven years, can eliminate surface oxidation as a significant factor in pavement deterioration.

MEET CHALLENGES

Kirkman listed a number of challenges that any pavement preservation project presents. These include nuisance to the public while roads are closed for the process, time and efforts to ensure parked cars are moved from the construction area, adverse weather, construction debris or a dirty surface, and the curing rate of the treatment.

Certainly, any type of roadwork is a nuisance in the eyes of the public. But a good outreach program can work wonders in gaining approval and cooperation from residents. Pocatello has perfected a communications program about its street maintenance work that includes ongoing information on its website, timely news releases to the media, and announcements on social media—including Facebook, Twitter and the use of the Nextdoor.com website and app, which is a private social network for residents within specific communities and neighborhoods.

As for the challenges associated with the application, the city has found success with GSB-88 in that it applies quickly with standard bituminous distributors. The shot length is about 2,650 feet, and the spread rate is dependent upon the existing asphalt pavement’s texture, porosity and age. While the product typically cures in two to four hours, Kirkman noted that for Pocatello’s fog sealing projects, the treatment has completely cured in approximately two hours when applied under optimal conditions of 80-plus degrees Fahrenheit, in low humidity, with a breeze.

Pocatello follows a specific procedure to determine which of its streets need maintenance, and what type of maintenance they need.

Each year the city examines a percentage of its streets, so that every street in Pocatello is examined once every three years. By tracking the number of cracks, raveling areas, potholes and other pavement issues on each road, the city’s engineers are able to calculate a PCI to determine when the pavement needs what type of maintenance.

Pocatello’s public works department makes every effort to educate residents about preventative maintenance, and how it is necessary to apply before a street begins to develop significant problems. A two-hour preventative inconvenience now is much better than a two-week reconstruction inconvenience would be later. Pavement maintenance has often been compared to wood siding on a house; if the siding begins to experience some peeling paint, a homeowner doesn’t tear off all of the siding simply because it needs painting. Just as a homeowner protects a house from the elements by painting it before it deteriorates to the point that it is no longer serviceable, streets must be maintained before they become so deteriorated that expensive reconstruction is the only answer.

“Our fog sealing projects using GSB-88 seem to be well-accepted by our residents. They like the fast cure time, and the resulting surface,” Kirkman said. “Preventative treatments such as this save money on long-term road maintenance costs, and we plan to continue using fog seal as a pavement preservation method for years into the future.”

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project management

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RCA Asphalt, located in Mount Vernon, New York, delivered red-pigmented mix for the New York City DOT bus lane project.

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NYC Upgrades to Red Asphalt

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The bus lanes on W 207th between Broadway and 9th Ave in Manhattan needed to be re-paved.

In years past, the bus lanes were simply painted red; however, due to the heavy New York City traffic and heat emitting from the bottom of the buses, this paint layer quickly wore off, paving the way for these new red asphalt bus lanes.

RCA Asphalt, located in Mount Vernon, New York, worked in conjunction with the New York City Department of Transportation (NYCDOT) to look for alternatives to paint. During the research and development period, many test batches of mix were produced in the lab and at the hot-mix asphalt (HMA) plant. The ultimate result

24 // June 2019

was to add iron oxide (Fe2O3) to the mix to create a red-colored mix. By dyeing the asphalt all the way through, the past issue of the color wearing off the top painted layer was solved. During the latest supply contract between RCA and NYCDOT, RCA has produced and NYCDOT has laid down roughly 2,000 tons of the dyed mix. Recently, RCA produced approximately 300 tons of red synthetic iron oxide pigmented asphalt via a custom mix design created by their on-site lab technician and approved

by NYCDOT. E&A Supply Co, based in Nesconset, New York, supplied the powdered pigment in 25-pound bags, which were metered directly into the mixing chamber of RCA’s 6-ton Astec batch plant. Production

saw minimal effect on the binder content, as the red asphalt mix used a similar liquid content as the typical mix design used to SERVICE & supply the NYCDOT. ENGINEERING CONSTRUCTION Safety and quality are always on every-TRAINING one’s mind these days. NYCDOT milled a 2-inch depth of the bus lane, prepped the lane, and installed the red asphalt; all in the same night. The reason for this was NYCDOT did not want to leave a bus lane milled while commuters would be using the lanes the following morning. NYCDOT and RCA scheduled start times for each operation to ensure maximum efficiency for the milling crew, plant production and paving crew.

RCA prides itself on producing quality mixtures for its customers; during production,

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project management

LEFT: NYCDOT milled the bus lane, prepped the lane, and installed the red asphalt; all in the same night. RIGHT: RCA and NYCDOT had quality control technicians at the RCA Mount Vernon plant as well as on the job site to ensure optimal production and placement conditions, so NYCDOT could achieve proper compaction.

Months after placement, the red lanes retain their color and integrity.

RCA and NYCDOT had quality control technicians at RCA’s Mount Vernon plant as well as on the job site to ensure optimal production and placement temperature, so NYCDOT could achieve proper compaction.

The project took place November 2018. After months of heavy bus traffic on the red lanes, we are pleased to announce the red as-

26 // June 2019

phalt has maintained its color and integrity, ultimately outlasting its top coated predecessor. – BY DARIO AMICUCCI

Dario Amicucci is with RCA Asphalt, headquartered in New York. For more information, contact the company at (941) 699-3370.

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Meet the state Exec

Meet CalAPA’s Technical Director Brandon Milar The California Asphalt Pavement Association (CalAPA), West Sacramento, Calif., was first formed in 1953. Now, the association includes 27 asphalt producers, many of whom are vertically integrated and also offer paving operations, as well as 30 paving contractors. According to CalAPA Technical Director Brandon Milar, CalAPA members represent an estimated 80 percent of all asphalt produced and placed in California.

Milar, who has been CalAPA’s Technical Director for two years and has more than 23 years of experience in the asphalt industry, was also the executive director for the Northern California Asphalt Pavement Association, which merged with California’s other asphalt pavement association in 2012.

AsphaltPro spent time getting to know Milar to learn about how CalAPA is assisting with workforce development and asphalt innovation in the state of California.

T

How do you work alongside your SAPA’s executive director to promote asphalt in your state? The technical director specializes in the technical needs of the membership/industry. The credibility of our organization relies heavily on the technical expertise we bring to bear as we advocate on behalf of the industry, so we must be vigilant to remain on the cutting edge of innovation, best practices and delivering the best possible value to the purchasers of our product.

There are many required duties to keep the organization running smoothly. Like an orchestra conductor, Russell Snyder, our executive director, ensures all of the different parts are working together to create a harmonious work of art. I see my role similar to that of the 1st chair, to assist him in keeping my area of expertise functioning effectively and in key. With my previous experience as a SAPA executive director, I understand the issues that he is working on and can easily lend a hand when needed.

Do you have a degree related to the industry? Would you share a story from your college days that asphalt professionals can relate to? I hold a Bachelor of Science in Civil Engineering from California Polytechnic State University at San Luis Obispo (Cal Poly).

When I look back to my college curriculum, I am amazed that my career is focused on asphalt pavements. At Cal Poly, my asphalt materials education only included two weeks of a 10 week construction materials course.

Why did you join the asphalt industry? After graduating from Cal Poly, I accepted a concrete aggregate production shift supervisor position at Kaiser Cement in Cupertino, California. A technical service position opened up at Kaiser Sand & Gravel in Pleasanton, California. By accepting the position, I was able to expand my knowledge of aggregates and begin my understanding of asphalt pavements. I owe a debt of gratitude to my manager and mentor, Mr. Bruce Carter. He took me

30 // June 2019

Brandon Milar has more than 23 years of experience in the asphalt industry.

He has served as CalAPA’s Technical Director for the past two years. under his wing and exhibited the diligence and professionalism required of an engineer.

What do you see as the most important part of your job as a technical director of a SAPA? Our association focuses on sharing information related to all aspects of asphalt materials and pavements. To address our members’ needs, I focus on understanding the technical issues and future direction of our industry and how to find the information and expertise to address these issues.

What is the most challenging part of your job? The largest challenge that we have in California is dealing with the “silver tsunami.” We are in the midst of a very large exit of extremely knowledgeable technical experts from our agency partners.

As a result we have to find a way to work with temporary replacements or individuals that are growing their expertise. While this can slow the process of change, I am optimistic that many of the next generation of engineers have an interest in learning and are open to new ideas and change.

This presents an enormous opportunity for our association, which has education at the core of our mission. We look forward to working with our agency partners to fill the knowledge gap in the workforce as it relates to asphalt pavements.

On a scale of 1 to 5 (1 being none at all; 5 being very much), how much difficulty are your members having in finding qualified workers for their asphalt paving or production crews? For the past nine years, we have conducted an annual survey of our newsletter subscribers (2,600) that is comprised of members, non-members, agency personnel and others. This year, workforce issues was the No. 1 challenge identified by

participants in the survey. This is true of professional and technical positions, and particularly as it relates to craft positions in the field.

Could you give an example (or two) of a way your state APA assists members with workforce development? There are some impressive workforce recruitment and development activities being done by others, so we are careful to avoid duplicate efforts. We look for opportunities where we can leverage the work of others, and amplify it, for maximum impact. Two recent examples are the national “Women of Asphalt” movement and “Project Cornerstone”.

At the 2018 World of Asphalt event, several remarkable women leaders in our industry created a Women of Asphalt leadership panel discussion. With the assistance of these leaders, we included a similar panel discussion at our Sacramento fall conference as a special evening event. Our impressive speaker lineup included our former technical director, Dr. Rita B. Leahy, and Mary Teichert, Chief Operating Officer for Teichert Construction, one of the most prominent construction companies in California.

Another effort bootstrapped by one of our members, EnviroMINE, and supported by many others, is called Project Cornerstone. It has developed interactive, hands-on curriculum and activities for schools to help youngsters understand the construction materials industry. This includes the many careers in science, technology and engineering that are connected to our industry. We also featured Project Cornerstone on the cover of our industry magazine.

In both of these examples, we are challenging our industry to think about how we can do a better job of telling our story, that we provide a welcoming environment for people of all types and backgrounds, and that rewarding careers await those who recognize that sometimes opportunity wears boots and a hard hat.

How do you encourage folks to get into the engineering side of the industry? Every year we invite aspiring engineers from our local universities to attend our technical conferences. We employed an engineering student at Sacramento State University, Ritha Nhorn, in our office. Every year we sponsor a graduate student in engineering to participate in the International Road Federation Road Scholar leadership program to Washington, D.C. We jump at every chance we can to get in front of college engineering classes to expose them to asphalt concepts. We also promote the excellent college professor programs conducted via the National Center for Asphalt Technology at Auburn University. This is a great way for college professors who may be teaching students about construction materials to have a well-rounded understanding of asphalt pavements.

What courses do you recommend a community and/or four-year college add to its curriculum to educate and encourage engineering or trades? We have worked with local university engineering programs to provide a course that focuses on the practical applications of the engineering concepts that are learned. For one course at Chico State, we contacted various members from all aspects of asphalt pavements to spend an evening in class with the students. They provided insights into materials, recycling, construction, maintenance, and design of asphalt pavements.

Milar, his wife, Ann, and daughter, Caroline, enjoy visiting national parks and exploring Hawaiian culture through language and hula.

College curriculums need to increase the emphasis on construction materials. They should include hands-on education in the production of materials and the testing of materials.

What are the top two or three ways you have increased membership in the association? We have found that our continuous effort to position our organization as asphalt pavement experts has resulted in an increase in membership. We take the lead on asphalt issues and this leadership role is acknowledged by the various stakeholders. Our conferences, educational programs and electronic newsletter is accessible to anyone, and many of our new members joined after being exposed to one of our educational programs.

In what month do you hold your annual meeting? What other activities does the state association hold throughout the year? Every January, CalAPA conducts its annual meeting at the Jonathan Club in downtown Los Angeles. This historic private club founded in the late 1800s has hosted our annual meetings for many decades. It provides an incredible opportunity to interact with the industry leaders in California in an historic venue.

Every year, CalAPA conducts a pavement conference in Ontario, in southern California, and a second one in Sacramento, in northern California. These two conferences provide an opportunity for us to share the latest information on all aspects of asphalt.

In addition to our conferences, we provide asphalt training classes throughout California. Classes include Asphalt Pavement 101, Quality Asphalt Paving, and Essentials of Pavement Smoothness for both industry and agency personnel. We plan to add a course on asphalt rubber in 2019.

Although we focus on technical activities, we also recognize the importance of networking, socializing, and fun. We host an annual golf tournament, a Day at the Races during the opening weekend of thoroughbred horse racing at Del Mar, and are now including events in conjunction with the conference (Top Golf - Roseville).

www.THeAsphaltpro.com // 31

Meet the state Exec ages our members to set up plant tours for our elected officials. This is becoming a common occurrence throughout California. But this important activity is not limited to elected officials. We also assist with plant tours for the various agency/public works personnel from both technical and environmental efforts.

Last year, we worked with our member company Granite Construction to coordinate a plant tour for a large group of Caltrans engineers.

The tour showed the engineers the entire process from aggregate extraction in the quarry to the production of HMA at the plant. We also facilitated a tour of a Teichert plant for a group of environmental regulators. We are also working with our partners in San Diego to highlight the process our industry uses to process millings from paving projects into RAP for use in HMA production.

TOP: Milar, left, and CalAPA Executive Director Russell Snyder attend CalAPA’s Day at the Races event during the opening weekend of thoroughbred horse racing at Del Mar. Proceeds from this and other events fund the association’s resource needs, including its annual International Road Federation Scholarship program and pooled fund research activities with our SAPA partners. BOTTOM: (From left to right) Member Services Manager Sophie You, Administration Assistant Ritha Nhorn, Milar and CalAPA Executive Director Russell Snyder at the 2018 CalAPA annual dinner at the Jonathan Club in downtown Los Angeles.

Proceeds from these events assist in addressing the resource needs of the association, which includes our annual International Road Federation Scholarship program and pooled fund research activities with our SAPA partners.

Does your staff hold educational seminars or webinars for members separate from the annual meeting/convention(s) throughout the year?

CalAPA hosts a series of technical courses that are held throughout California. These half-day courses cover the basics of asphalt paving (Asphalt Pavement 101) and advanced pavement courses (Quality Asphalt Paving, asphalt mix designs, pavement smoothness, etc).

CalAPA continues to evaluate the courses that are offered. New course offerings are developed based on discussions amongst the members of our Technical Advisory Committee (TAC), industry trends from across the country and changes to the current practices both statewide and locally.

Also, we host regional technical committee meetings that provide an opportunity for local stakeholders to network and discuss current asphalt trends.

Could you share an example of a time when your state APA hosted elected officials to educate them on the need for highway funding, asphalt materials, construction workforce development, etc.? CalAPA encour-

32 // June 2019

On a scale of 1 to 5 (1 being none at all; 5 being very much), how much of a threat to your members’ marketshare/livelihood is the concrete industry in your state? We hesitate to place a number on it. We work hard to have a productive working relationship with our colleagues who represent concrete paving interests. In many cases, we have common interests.

In the past year we worked closely together to engage the California Department of Transportation on their pavement smoothness specifications. Our general approach is that we strive to provide project owners with technical information that is credible, thoroughly researched, peer-reviewed and field-tested so that they can make the best-possible engineering judgements with regard to pavement type selection.

We understand the enormous pressure public agencies, in particular, are under to ensure they are getting the best possible value for the taxpayer dollar. We want to be a trusted resource of technical and practical information in this regard.

What emerging trends have you identified pertaining to asphalt paving in your state? In 2012, California began the transition towards full Superpave implementation. Several pilot projects were constructed

by Caltrans with the Superpave specification. Seven years later, Superpave is the mix design methodology for all of the work for Caltrans. Local agencies have not fully embraced the Superpave process.

We see a need to work with our local agency partners to develop a Superpave specification that meets the needs of residential and collector routes. The Caltrans Superpave specification works well for highways with heavy vehicular loading but may not be appropriate for lower volume routes.

Also, California leads the nation in the use of asphalt rubber mixes.

The superpave effort also includes asphalt rubber mixes. After several years of usage, our members have concerns with variability in test results from the tests used in the Superpave specification. We are working to identify the sources of variability and determine the appropriate changes necessary for implementation.

What do you find most enjoyable about your job as a technical director of a SAPA? We are fortunate to work in an industry filled with incredible people of diverse backgrounds. Throughout my career I have learned that this experience is true here in California, across the U.S., and even overseas. I enjoy spending time with my industry colleagues to share our career expertise and compare our life’s journey.

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RRT Hauling employs an asphalt crew as well as trucking services. All photos courtesy RRT Hauling

RRT Hauling Grows into Paving T

This October will mark 20 years in business for Nakita (Nikki) Bogus, president of RRT Hauling in Birmingham, Alabama. Something interesting about those 20 years is her willingness to grow beyond the original business plan. You see, RRT is an acronym for Rims, Radios and Tint—the holding company under which RRT works—and it ties into the asphalt industry a couple different ways.

HAUL TRUCKS

The work Bogus started with included hauling and delivering cars that her company

36 // June 2019

had restored and/or customized. She was using Waggoner to ship cars back to customers, which could cost up to $3,900 per vehicle to put on a trailer. She looked into getting her own tow truck, which led to another good decision. When helping a customer in Jacksonville, Florida, who needed trees cleared and dirt moved to access the vehicle to be restored, the customer asked her why she didn’t just buy her own haul trucks.

“Adding insurance was minimal,” Bogus said.

That attitude is refreshing. She looked into the options for growing and took the

plunge. “I bought my first dump truck in 2016, going into 2017.”

It immediately paid off. A large construction company headquartered in Birmingham gave her a contract and work increased. “Within two months, I had five dump trucks.”

Today, she states she has 35 drivers with their commercial driver license (CDL).

“The first dump truck was purchased in 2016 and we have three dedicated for asphalt and concrete. There is total: six trucks. I have a total CDL driver count as of today: 35.”

Hauling asphalt mix to projects led to the next step in her business growth—paving.

“We have done work for different municipalities and done some bridge work,” Bogus said. “The evolution of what we’ve done is incredible.”

ASPHALT PARTNERING

She shared that the team started with small asphalt jobs. It should be obvious, though, that small is not where RRT is comfortable.

“One of the major projects we worked on was for the water utilities company as a third-party vendor, but when the project manager came out asking questions, I was onsite at the time, and his reply was why did I hire them if you have the equipment and people performing the work. He stated that I could just bid these same jobs. So from that point on, we continued bidding projects for that company.”

“The second major project, I had the opportunity to work on the very first self-contained solar grid laying asphalt for a power company.” That project in 2017 was the first of its kind for the southern company, she remembers, and would later be implemented in other areas.

Bogus has advanced with both the hauling and paving aspects of her company through word of mouth and keeping her company equipment in the field. It’s not uncommon for a new, potential client to stop her and ask if her team can perform a job. She finds projects to bid on through her faith and hard work.

“I must say that I’m a very spiritual person,” Bogus shared. “I pray about each project first and ask God to guide me when looking at each project even down to the final number to perform the work. The avenue of getting projects can be very tough, but if you can participate in different workshops, community relationship projects, and keep your eyes on the normal pipelines, then success will come.”

She explained that building a good reputation is vital. “If a [subcontractor] company is trying to be found by major asphalt contractors, you have to position your company to be seen by setting the company up properly.”

In that vein, she has a website for advertising, but she has found that it can take away the one-on-one interactions

Nikki’s Tips for Hauling Success Asphalt mix producers and contractors can set up the whole project for success when they plan ahead and make it a team effort.

AsphaltPro asked Nikki Bogus some specific questions that often come up for crews and subcontracted haulers. Here are some best practices that she has seen come into play.

Q: When an asphalt company hires trucks for a one-day or multi-day project, what is the most important part of the project for your drivers to know?

A: The most important part for them to know is the exact location of project, how many tons we will need that day, what is the start time, and last but not least, will traffic safety control be sufficient.

Q: What is the best way for a project manager/paving superintendent to share the driving route, ITCP, and safety rules for a project with ALL the truck drivers who will be delivering mix?

A: I have found that my team will discuss the project and any details the day before dispatching of route that will be taken etc. Also if there is a modification to any of the plans, we will use an app that will allow drivers to be alerted. The last catchsafe is the project manager will also call to communicate verbally if there are any changes.

Q: What is a best practice you’ve seen an asphalt crew’s dumpman use that you thought was safe & smart?

A: The best dumpman practice I have seen was the senior crewman took the time to show the newbie how to use the tilter and shaker properly while the dump truck is tilted so there’s less waste while the dump bed is up. This also assists with having a faster pour rate.

Q: What is a “bad habit” that you wish the paving crews of the world would stop teaching truck drivers?

A: This question may get me in trouble, but I think the concept of using diesel fuel for everything leads all into a false sense of security. We can’t use it for quick fix.

Q: What is a “good habit” that you’ve seen paving crews teach truck drivers, and that more drivers should implement?

Nikita (Nikki) Bogus A: A good habit I have seen is when you have a crew that will show the newbie how to avoid mistakes rather than the correctand-learn-as-you-go mentality. Because when you show a person how to avoid mistakes by teaching “don’t rush and take your time,” the results will be seen by just looking at the quality of the finished product. This is what helps to build your brand.

Q: What is something asphalt mix producers can do to make the relationship between plant and trucking better?

A: The asphalt plants can make the relationship better by proper planning for what tonnage will be needed daily, which will decrease your wait time at the silos. Another would be to have better line-up system for the trucks when waiting to be loaded. Some instances the first come, first serve has you waiting for an extra hour or so.

Q: What is something asphalt paving contractors can do to make the relationship between paving crew and trucking better?

A: I implemented one more person to the crew only to guide the truck driver while being dumped. This allowed my paver machine lead to focus on laying a good product that is consistent, whereas before the paver lead was directing the truck driver with horn blowing and hand signals.

www.THeAsphaltpro.com // 37

producer profile importantly, it gives me a platform to show others that anything is possible if you work hard.”

Her success has resulted in the need for more workers, of course, and Bogus finds her workforce is coming to her.

HIRE THE BEST

The team performs handwork to get a transition built between a concrete parking lot and asphalt roadway.

RRT Hauling performs a number of paving projects including utilities patching. of relationship-building. “People like to engage in conversation, not just look at a website. It would be different if this was e-commerce. With that being said, most of my advertisement is by word of mouth.

What I like most about this aspect of my

38 // June 2019

company is that I really enjoy meeting and talking with people. And in this business, I like the fact it is male-dominated, which gives me an opportunity as a black, Native American female to shine and allow our work to speak for itself. But more

“When I first started laying asphalt and pouring concrete, I would hire from people I knew or my prior customer base off my other business ventures. As the company has grown, my hiring comes from word of mouth and Indeed, but I interview all potential hires myself. I allow my natural instinct to determine ‘yes’ or ‘no’.”

Her process for hiring starts with a phone conversation. “I’ve learned to listen for key words that let me know they’re a driven person. I allow people to say what they need to say and that lets me find out where they’re efficient. I treat it like behavior analysis because I have a background in the medical field.”

At this time, Bogus says she doesn’t have a lot of people under the age of 35 in her employ, but those who are new to her company or new to the industry, get paired up with a veteran worker. “I put them with somebody seasoned. I match their demeanor with one of my older guys for mentoring and training.”

What she has found, and what the recruiters at Indeed have told her, is “there’s a boatload of people who want to work for Nikki.”

With a workforce loyal to RRT Hauling and a growing hauling and paving business, Bogus has goals to hire more managers and exceed the $10 million mark in 2019. “I give honor where it’s due,” she said. “And I treat every job like it’s just as important to me as it is to the client, because it is important to me. If I was not doing asphalt, concrete and hauling, then I would be focused on expanding my automotive restoration and custom audio shop. I have a passion for people and the artwork of the mind. I enjoy when people come to me and I develop their abstract idea into a priceless piece of art they can drive and enjoy.”

Right now, she and the team she’s building also create the art her end-users can drive on and enjoy.

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BLACKSTONE TURNS ON THE HEAT

BY RICK JAY

The distributor truck with electric heat is plugged in at the end of the shift so indirect, low-watt-density electric heat keeps the material in the tank at an even temperature throughout the night. The material doesn’t experience ups and downs, and is ready for work the next morning.

S

Stephen Baughn remembers helping out his father on a paving project a number of years ago when a distributor truck exploded because of vapors produced by the flame used to heat the asphalt.

“This was back in the 1970s before emulsion was used,” Baughn pointed out. He’s now a construction manager with Blackstone Construction LLC, Russellville, Arkansas. “Fortunately, no one was hurt. I was a teenager back then just helping out in the summer, but I still vividly recall it.”

Not only does this incident remain engrained in his mind, but it has affected his jobsite equipment decisions. In particular, it influenced his recommendation for the company to purchase a distributor truck with a low-watt-density electric heating system.

40 // June 2019

“If you have emulsions, the hot gases are not an issue. But when using cutbacks, such as medium curing oil, the gases can get too hot if you don’t keep the tube properly covered and circulated with liquid; overheating will cause the oil to break down,” Baughn explained. “There aren’t the same safety concerns when using electric heat. You don’t have to worry about overheating the oil and causing a hot spot [as long as the elements are covered].”

A DIFFERENT TYPE OF HEAT

Baughn and his crew use a BearCat E-Tack distributor truck to disperse emulsion and asphalt for various pavement sealing jobs.

Blackstone crew members first saw the truck at the 2010 World of Asphalt show and

the company ended up purchasing one on the way back home. This truck replaced the crew’s oldest liquid propane (LP) truck.

The truck itself is diesel. What makes it somewhat unique among its counterparts is that Blackstone outfitted the distributor—a.k.a. tack—portion with both traditional propane-fired heat, as well as electric heat, AC and DC, 220V and 48V, respectively.

For the electric portion, the company chose to use a Lo-Density® low-watt-density Rigid Tubular Drywell Tank Heater from Process Heating Company (PHCo), Seattle.

Although having both propane and electric heaters provided “the best of both worlds” in heating systems, Baughn says his company recently removed the propane tank and sealed up the associated tube.

“Not only are you operating a portable truck carrying a highly combustible liquid, but every day you have to refill the fuel,” he said. “It’s not everywhere you go that you have LP available.”

Using an electric heating system has its safety advantages, but it also aids productivity and serviceability, Baughn noted.

The drywell-style electric heater can be removed from the truck tank without having to be drained. To that end, one of the biggest advantages to using an electric-heating system is that the truck is “ready to go” in the morning without the need for someone to come in early and start heating the oil, Baughn pointed out.

“The crew is all able to come in together, and the oil has already been heated to the proper temperature when they arrive, as it is already plugged in from the night before,” he said. “We can keep the oil at a uniform heat all night long and over the weekend.”

Although using electric heat to bring emulsion up to temperature isn’t widely accepted by the contracting community, it has become vital to Blackstone Construction’s asphalt paving business.

“In an emulsion, asphalt, oil and water are mixed together in a chemical process,” Baughn explained. “When the emulsified mix gets cold and reheated repeatedly, the oil and water go back to two separate items.”

Most tack trucks have an open flame heating a tube inside the tank with high heat in order to bring the emulsified mix up to the correct temperature. When the truck is brought back to the shop or yard at night, the mix can lose temperature—even though the tank is insulated. With lower-density heat produced through a drywell electric heating system, the heater can be safely run all night or over a weekend, and the emulsion temperature stays more uniform.

“I pull my truck up to the shop at night, and just plug it in,” Baughn said. “The oil stays at a [uniform] temperature. It lengthens the life of our oil. You don’t have to do a crazy, super-heating cycle with direct fire, where it can get so hot that emulsified asphalt will separate and break down very quickly.”

Baughn compared the damage caused by repeatedly heating and cooling oil to the way reheating the same food several times ruins it. “When you keep reheating food, it’s never as good as the original round of cooking,”

Blackstone Construction’s distributor truck is unique in that the contractor wanted to have the option to use both AC and DC currents for electric heating of emulsions, even out in the field. The alternator pictured here allows 48V power for the electric heater and the electric asphalt pump.

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LEFT: Instead of using an open flame to heat a tube inside the tank to bring the emulsified mix up to the proper temperature, a lower-density heat produced through electric heating coils located inside drywell tubes enables the heater to be safely operated overnight or a weekend. This heating method keeps the emulsion temperature uniform and prevents the emulsified mix from continuously cooling and reheating, which can cause the oil and water to separate and the mix to break down. RIGHT: The controller for this low-watt density drywell-style electric heating system should be mounted in an area away from excessive temperature, shock or vibration. The heating system is designed to spread heat throughout a large surface area. When the indicating temperature control is set to the desired process temperature, the high-limit control will disconnect power to the system’s heaters when the temperature rises above the set limit—the same concept as a home thermostat.

Baughn said. “There is nothing worse than oil going from chilled to hot throughout several cycles. Overheating emulsions will make them unusable.”

The amount of oil that can be preserved is “kind of hit-or-miss” depending on the time of year, but Baughn said it’s not unusual to lose 5 percent of oil per year—especially when a truck isn’t used during winter months.

“The concept around our machine is that we actually bought a stationary asphalt tank and had a local guy build it and put electric heat on it,” Baughn said. “We have it set to 150 degrees Fahrenheit as the optimum temperature. It will only heat up to that and stay constant, instead of having a 1,000-degree [Fahrenheit] flame shooting heat, which gets red hot, to transmit to the oil.”

It’s not uncommon for asphalt contractors to purchase a tanker of oil at a time— about 5,000 to 6,000 gallons—but a distributor truck isn’t able to store it all. “Our truck only holds about 1,100 gallons, but now we can keep it uniformly heated,” Baughn pointed out, likening it to setting a temperature at home. “If I want [my house] at 68 degrees Fahrenheit, I can set the ther-

42 // June 2019

mostat to stay at that temperature.” The same principal applies to keeping a tank of emulsion asphalt at a desired temperature.

ADVANTAGES TO THE NEW NORM

The ability to keep a distributor truck at a constant temperature was critical to successfully completing a recent job last year for Blackstone Construction.

“We had a night job, and we wouldn’t have been able to tackle it without using this type of heat,” Baughn said. “We had to begin and end in the dark.”

The crew worked from 6 p.m. to 6 a.m. laying asphalt pavement on Highway 64 through Russellville, Arkansas. The job, completed in early spring 2018, required a great deal of lighting equipment because the work was being done in the dark. A generator typically would have been required to run lights for a nighttime paving job.

However, Blackstone Construction’s distributor truck already has an electric heater with an onboard generator. “We were able to plug the light right into the truck and also keep the tack warm,” Baughn said.

As the carbon footprint, especially in larger cities, becomes more closely moni-

tored, Baughn said the need for cleaner energy will grow and so will wider acceptance and use of electric heat within the contractor community.

“Contractors don’t always like change when they have something that works,” he said, explaining why electric heat isn’t considered mainstream yet. “They are also afraid of getting stuck with equipment that may not be generally considered ‘the norm’ in the industry.”

However, as advantages are recognized and the need for electric heat increases, Baughn predicts electric will continue to become more relevant—that it’s just a matter of time before this type of heat is a “norm” on distributor trucks.

“We used to use propane and diesel to heat our screeds,” he said. “Now about all you can buy is an electric heated screed.

Anyone who has owned one won’t go back.

It heats to the proper temperature with uniform heat without any cold or hot spots. It’s all about consistency.”

One Arkansas contractor is improving safety and productivity with electric heat on its distributor truck With the Lo-Density electric heating system for distributor trucks from Process Heating Company (PHCo), Seattle, the operator plugs the heater in at the end of the day, and it maintains the emulsion at the desired temperature overnight or over a weekend. The result is that the truck is ready to begin work immediately in the morning, without waiting on burners to heat the emulsion or asphalt at the beginning of the shift. With no open flame, these heaters also eliminate concerns about the dangers associated with lighting and operation of burners.

PHCo’s drywell-style elements reside inside the heater’s sheath. The low-watt-density heaters dissipate controlled heat on the sheath, providing even heat distribution throughout the reservoir to prevent coking or damage of temperature-sensitive emulsion material. The drywell-style heating elements are easily accessible from outside of the tank, eliminating the need to drain the tank to service them.

The tank heaters can be installed as new or retrofit equipment. PHCo also offers a drop-in heater option.

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BROOKLYN BRIDGE MICRO SURFACES FOR SUCCESS

BY SARAH REDOHL

W

When Brooklyn Bridge opened for use May 24, 1883, thousands of people attended the opening ceremony. Ships filled the East Bay, President Chester A. Arthur crossed the bridge to celebratory cannon fire, bands played, banquets were held and there was a great fireworks display.

To this day, the Brooklyn Bridge remains an icon connecting the boroughs of Manhattan and Brooklyn across the East River. When Asphalt Paving Systems (APS) of Hammonton, New Jersey, had the chance to pave this piece of history, the company eagerly agreed.

APS was a subcontractor on the project, working alongside Commodore Contracting, Mount Vernon, New York, who had been awarded New York City Department of Transportation’s bid for bridge maintenance that year. APS’s role was to apply a double application of micro surface.

“The issue with Brooklyn Bridge is weight,” APS Vice President Ken Messina said. “You can’t do a 2-inch lift of asphalt because of the weight limit and because of utilities, so there aren’t many other options.”

44 // June 2019

That is why every eight years or so, the bridge is micro surfaced.

APS has performed that application the last three times it was required.

Micro surfacing is also a suitable solution for the bridge because it doesn’t experience much truck traffic and a great deal of the weight is borne by the metal grid and bridge deck, Messina said.

“Micro surface seals that and offers a smooth riding surface for the driving public,” he added.

Before APS could apply its double application of micro surface, Commodore had to remove the previous application and powerblast any remaining material stuck to the bridge. Then, the APS crew used a broom and blower to remove any residual dust from the bridge deck before applying a tack coat to the concrete-and-metal surface for maximum adhesion.

The bridge, which has three lanes traveling in each direction, was micro surfaced over six nights, back to back. Each night, the crews applied micro surface to two lanes, returning to cover those same two lanes with a second application the following night.

The right

CHOICE

LEFT: APS had to perform a double application of micro surface due to the average daily traffic traveling on Brooklyn Bridge, which totals more than 100,000 per day. ABOVE: To prevent the traveling public from entering the work zone, APS placed a safety cone every 30 feet, compared to every 80 feet on its interstate jobs.

The double application of Type 3 micro surfacing, which is constituted of more coarse aggregate than types 1 and 2, offers a strength of 28 pounds per square yard with each lift. Type 3 can be applied at a heavier application than types 1 and 2.

“APS puts forth a lot of effort to ensure quality. Not only quality workmanship, also quality mixes,” Messina said. To ensure proper mix percentages and maximum cure times were being achieved, APS’s lab technicians pulled samples of the materials used and tested them at their lab on a nightly basis. “Closely monitoring the materials allows for us to be one step ahead of any issues that may arise with producing this difficult mix.”

The double application was required due to the average daily traffic traveling on Brooklyn Bridge, totaling more than 100,000 per day.

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Robert Capoferri started Asphalt Paving Systems in Hammonton, New Jersey, in 1985. Since then, APS’s work has spanned the globe, from its East Coast region of the United States, to ports overseas, to the Azures in Portugal. Now in its fourth decade under the ownership and direction of Capoferri, APS is active in micro surfacing, chip seal, fog seal, scrub seal, crack seal, full depth reclamation, cold in-place recycling, and heavy highway services in New Jersey, New York, Pennsylvania, Delaware, Maryland, Georgia, and Florida.

To complete the job, APS used an M210 micro surfacing truck from Bergkamp, Salina, Kansas.

“All of our micro surfacing equipment is from Bergkamp,” Messina said. “We have three continuous and eight truck-mounted machines, but the length of this project—only 3,500 feet—didn’t lend itself well to continuous paving.”

Due to weight restrictions on the bridge, APS could not fully load trucks delivering materials to the job site. Instead, they could only load the M210 with about 6 tons of aggregate and 150 gallons of emulsion, which is half of the tank’s capacity.

Because of those weight limits, APS could only travel around 330 feet per load. “Instead of doing two or three loads per side, we were doing eight,” Messina said. Although handwork on this

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Asphalt Paving Systems has performed the three most recent micro surfacing applications on the Brooklyn Bridge.

LEFT: Due to weight restrictions on the bridge, APS could not fully load trucks delivering materials to the job site. Instead, they could only load the M210 with about 6 tons of aggregate and 150 gallons of emulsion, which is half of the tank’s capacity. RIGHT: Getting materials to and from the job site turned out to be a challenge, as APS’s trucks experienced heavy traffic and extended travel times going to and from its staging area beneath the bridge.

46 // June 2019

The Brooklyn Bridge spans the East River to connect the boroughs of Manhattan and Brooklyn. job was minimal, he said it was very important to have talented crewmembers on the ground to ensure there was no visible joint at those stops and starts for good rideability. “We also tried to stop and start on expansion joints.”

Traffic control presented another challenge. To prevent the traveling public from entering the work zone, APS placed a safety cone every 30 feet, compared to every 80 feet on its interstate jobs. APS also had to deal with extended travel times going to and from its staging area beneath the bridge.

“We were running four micro surfacing trucks on the project, but they’d get stuck in traffic and had to go over the entire bridge and then turn around to get to us,” Messina said.

Another unique aspect of the job was that, unlike most micro surface projects, it had to be rolled, “not so much for compaction but to squeeze any water out of the mix to reduce the cure time.”

“Type 3 is notorious for its slower set-up time,” Messina said.

They were also paving at night and over water, so there was more humidity and a higher dew point, both of which would also slow down cure time.

Simultaneously, the APS crews could only work from 10 p.m. until 5 a.m., and the first one to two hours of each shift was spent protecting scuffers, which drain water off of the bridge, as well as other utilities and expansions, with plastic sheeting.

To return the road to traffic by 5 a.m., they had to speed up cure time. To achieve this, APS used RoadScience ARRTEKK 1295 emulsifier.

“That’s another great reason to use polymer-modified micro surfacing for this job,” Messina said. “New York City never sleeps, and neither does the Brooklyn Bridge.”

It’s a job Messina will always remember. Having finished micro surfacing the bridge around the Fourth of July, he can recall the American flags flying from its parapets and the view of the Statue of Liberty and Freedom Tower from the bridge.

“The Brooklyn Bridge is iconic: the era it was constructed, the history behind it,” Messina said. “We’ve done work on other bridges, but this one will always hold a special place in my heart.”

www.THeAsphaltpro.com // 47

SELECT ANALOG OR NETWORK CAMERAS FOR SECURITY

L

Larson Electronics carries explosion-proof analog cameras and network IP cameras that are designed for industrial and commercial surveillance use. However, before deciding which one is right for monitoring your tank farm or other sensitive facility areas, you will need to understand the differences between the two cameras and the pros and cons of each.

An analog camera is a type of surveillance camera that contains a CCD sensor and digitizes the image it captures for processing. Before the video image is transmitted, it has to be converted back to analog so it can be received by an analog device like a DVR (digital video recorder) or video monitor. Traditional CCTV (closed-circuit television) surveillance systems use analog cameras. However, there are newer hybrid models of CCTV surveillance systems that combine network IP and analog video.

A network camera, or internet protocol (IP) or network IP camera, is a digital video camera with a CCD sensor that can be used for surveillance and sends and receives data either through a computer network or the internet. However, a network camera does not have to be connected to the internet in order to work, it just needs to be connected to a private computer network or intranet system.

The main difference between these two cameras is the way in which the video signal is transmitted back to a screen or recording device. Network cameras transmit video images using the transmission and security features of the TCP/IP protocol via an Ethernet cable, whereas analog cameras transmit video signals as a voltage via a coaxial cable. Analog cameras do not have builtin web servers or encoders like network IP cameras do.

The potential benefits of using network cameras include:

48 // June 2019

FROM LARSON ELECTRONICS

• The two-way audio that comes from a single network cable allows a user to listen and speak to the person on the video • Easy installation as this camera only needs one cable to operate • This type of camera has better video resolution, which allows the camera to zoom in closer and still produce a clear image • These cameras have multiple sensors and can contain three or four cameras in one, which means it can cover a much larger area • Network cameras offer more features and functionality than analog cameras • Network IP cameras are powered mostly over the same network cable through PoE (Power over Ethernet), not multiple • Network cameras can use a wireless network, or Wi-Fi, to transmit video • Ability to analyze images through the use of distributed artificial intelligence (DAI) • Data transmission is secure via encryption and WPA, WPA2, TKIP or AES authentication methods • Live video can be accessed remotely and viewed from any device • If there is no dedicated power supply, the camera can be operated through an ethernet cable The potential concerns that arise with the use of a network camera include: • Privacy issues can arise • The cost of network cameras can be a bit higher than traditional analog cameras • Possible security compromise due to the camera’s ability to be accessed without a video recorder • Network cameras can be more complicated to set up

• Since network IP cameras can sometimes be connected to the internet, there is a risk that they can be hacked The potential benefits of using analog cameras include: • The cost of an analog camera compared to a network IP camera is lower • Ideal for small operations and small surveillance spaces • Analog cameras are an ideal solution for instances where there is no existing network infrastructure • Since analog cameras have been around longer than network cameras, there are more vendors to help install them and their systems • Analog camera technology is getting better with high definition (HD) capability The potential concerns that arise with the use of an analog camera include: • There is an inability to run multiple cameras on the same cable as analog cameras each need a separate power source • This camera requires multiple cables to operate, unlike a network IP that only needs one • Potential interference, distortion, electrical noises and poor quality connection when the camera gets further away from the DVR • The frame rates of analog cameras are lower than network IP cameras, so they are not ideal for locations that have a lot of movement • There is no ability to digitally zoom the camera as you can with a network IP camera • Analog cameras cover less are than network IP cameras do There is no encryption capability on analog cameras, which means they are vulnerable to being hacked.

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GAS FLARING CASTS SHADOW ON BAKKEN CRUDE OUTPUT

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The rise of gas flaring, and flaring regulations, in the heart of the Bakken formation will likely continue to hinder crude production in North Dakota.

While the Bakken is largely known as a crude formation, it is also a growing producer of associated natural gas. Average Bakken crude production in 2018 was 1.276 million b/d while natural gas production averaged 2.355 Bcf/d, according to the North Dakota Industrial Commission (NDIC).

But gas gathering pipelines and processing plants have been slow to develop in much of the Bakken, as low natural gas prices during the early days of the crude shale production boom provided little incentive. As the volume of associated gas production continued to grow, state regulators stepped in and created a system of steadily increasing limits on the amount of natural gas that can be flared. The state can now force producers to cut output if they do not meet their gas capture targets.

In November last year, North Dakota’s state-set gas capture target increased from 85 to 88 percent, leading producers to self-restrict oil output by an average of 99,000 b/d that month, according to the oil and gas division of the NDIC. That was the first time officials reported such curtailments in response to flaring mitigation efforts.

Even with the voluntary curtailments in November, gas capture was 79 percent that month, the worst state-wide capture performance of 2018.

Severe winter cold and maintenance at the Hess-Tioga gas processing plant near North Dakota’s border with Canada also dampened crude output that month. Even as the plant came back online for December, gas capture only improved by 2 percentage points to 81 percent.

Gas capture rates for the state have held at that 81 percent in the first two months of 2019, despite a retreat in crude production stemming from winter weather. This means more self-imposed curtailments in crude output are likely to continue going forward,

50 // June 2019

BY SUZANNE EDWARDS

The conflict between limited natural gas infrastructure and growing crude production is particularly intense in the Fort Berthold Indian Reservation, where flaring is especially high.—From the North Dakota Industrial Commission even as infrastructure expansion projects are underway.

The conflict between limited natural gas infrastructure and growing crude production is particularly intense in the Fort Berthold Indian Reservation, where flaring is especially high, the NDIC has said.

The Reservation’s underlying geology is prolific, but setting up sufficient infrastructure to capture the associated gas produced on the land is even more difficult than in other parts of the state. Right-of-way agreements needed to build natural gas pipelines that connect with interstate lines, or processing plants, are under the purview of both the Bureau of Indian Affairs and authorities of the Three Affiliated Tribes, also known as the MHA Nation—a double-layer of bureaucracy that has slowed new pipeline projects. Drilling permits, on the other hand, have not significantly slowed, indicating a rise in production alongside a stalling of infrastructure expansion.

Hence, Fort Berthold production accounts for a larger share of statewide gas flaring.

A new law, signed by North Dakota’s Governor at the end of March, is designed to alter the tax-sharing arrangement be-

tween the state and tribal authorities and may help speed new development on the reservation. But in the near-term, the pace of new right-of-way agreements getting approved may continue to slow as the new rule gets integrated.

Industry continues to expand natural gas transit and processing capacity to help meet the flaring limits and keep crude production un-hindered. One of the most eagerly anticipated expansion projects is Oneok Partners’ Elk Creek pipeline—a 900-mile, 240,000 b/d natural gas liquid (NGL) pipeline running from North Dakota to Colorado and Kansas. Oneok has said the pipeline should be online by the end of 2019.

Other processing plant expansions are scheduled for the next few years. Total processing capacity statewide was 2.44 Bcf/d at the end of 2018, and should rise to 3.14 Bcf/d by the end of 2019. By 2021, processing capacity should rise again to total 3.38 Bcf/d, according to the North Dakota Pipeline Authority (NDPA).

The benefit of the added capacity will be short-lived. The planned plant expansions are located in the traditional core production area of the Bakken, centered on the intersection of Mountrail, McLean, McKenzie and Dunn counties. Output growth is moving outside that area.

In addition to the geographical mismatch, the NDPA estimates that natural gas production will outpace processing capacity by 2021 or 2023 depending on different crudeprice scenarios.

Suzanne Edwards is the natural gas reporter at Argus Media, Houston.

She presented the webinar The Bakken bottleneck: Will the rise of flaring kill the boom?, which you can access at https://bit. ly/2OuP9wV. For more information, visit www. argusmedia.com.

JOB DESCRIPTIONS ON THE PAVING TRAIN

Part One of AsphaltPro’s “Best Practices for Residential and Commercial Paving” series.

E

BY SARAH REDOHL

Every person on the paving train needs to know exactly what is—and is not—their responsibility for both a smooth job and a smooth mat. This is true whether the crew is paving a highway or a driveway.

At World of Asphalt 2019, Brian Hall presented a seminar of best practices for residential and commercial paving. Hall, a territory manager with LeeBoy, Lincolnton, North Carolina, visits up to a dozen paving jobs each week.

Here, we share some of the insight Hall presented in the first of a three-part series devoted to best paving practices for residential and commercial jobs. This article outlines the job descriptions of each member of the crew, and future articles will detail job site planning and best paving practices.

THE HAUL TRUCK DRIVER

The haul truck driver’s responsibilities include properly loading the haul truck at the asphalt plant, tarping the load, proceeding safely to job site staging area, lining up in front of the paver, staying centered in front of the paver, paying attention to the dump man, stopping just short of the paver, exiting quickly and proceeding to the clean-out area, Hall outlined.

Loading the truck correctly means following the proper three-dump sequence required to minimize segregation: the first drop should be in the front of the bed, the second should be in the back of the bed, and the third should be in the middle of the bed.

52 // June 2019

Here the lute man gently supports a longitudinal joint without casting material across the mat. Photo courtesy of Asphalt Testing Solutions & Engineering LLC (ATS).

Afterward, the driver should tarp his or her load, which is mandated in most states.

This prevents any material from blowing out on the way to the job, but the main reason to tarp the load is to keep the mix as hot as possible.

“When that material comes out of the silo, you’re looking at 290 degree material when it comes out of the silo into that truck,” Hall said. “But without a tarp, the top will be cooled off while the center is still warm by the time you reach the job site. When you dump that, it’s going to come out in chunks.” The chunks are what you wish to avoid.

The driver will then proceed safely to the job site to deliver his load to the paver. He will follow the dump man’s instructions to stop short of the paver to avoid bumping it. The driver should avoid any distractions while at the paver or he risks lifting his foot off the brake, pulling away from the paver, and dumping costly asphalt in front of the paver that must then be cleaned up.

From the moment the driver raises his bed to it being fully lowered, he will be watching for any overhead obstructions such as trees or powerlines.

“If you start breaking limbs off a 100-yearold Oak tree on a residential job, that homeowner is sure to be upset and all those limbs and leaves are getting into your mix and that will affect the quality of your mat,” Hall said.

The driver should only pull away from the paver once the dump man has told him to do so. As much asphalt as possible should be dumped into the hopper or the driver is wasting money. After the dump man flags the truck to leave, the driver will lower his bed and head to the clean-out area.

“I’ve seen it time and again that the driver pulls off and raises his bed to drop what he’s got left right in front of the paver,” Hall said.

“That asphalt is now cooled off and that’s going to make the compaction process uneven across that spot.”

If the driver does clean out his bed in front of the paver, a crew member should pick up that asphalt with a skid steer before the paver drives over it.

THE DUMP PERSON The dump man’s job is to safely direct trucks into the dump position, collect the load tick-

ets if required, be aware of safety around the paver such as overhead obstructions and other nearby crew members, and keep the hopper at least 25 percent full of material.

They are the point of communication for both the haul truck driver and the paver operator.

He or she should take care to direct the truck to the paver without it making contact with the paver. If the truck pushes the paver, even slightly, the screed will dig into the mat and cause an imperfection in the mat.

“The truck should back up while the paver moves forward,” Hall said. “The truck stops short of the paver.” This lets the paver come up to meet the truck rather than the truck bumping into the paver.

THE PAVER OPERATOR

Quite simply, the paver operator safely operates the paver and lays down the asphalt.

However, Hall said, on a commercial paving job, he may be responsible for a whole lot more.

“He’s responsible for the job layout, because he needs to know how the crew will go from spot to spot,” Hall said. “Notice I didn’t say he’s responsible for laying out the stringline. You don’t want that guy 300 yards down the road when the asphalt shows up. But, he does supervise the layout.”

The paver operator also controls the pace of paving to match job conditions and limit stop-and-go paving. He or she will understand the paver’s control panel; they will take care to maintain a consistent head of material. They are also the point of communication between the dump person and screed operator.

“You’ll notice everyone on the crew is talking to the person in front of him and behind him so everyone knows what’s going on,” Hall said.

THE SCREED OPERATOR

“The screed operator is your money maker,” Hall said. He understands the principles of paving. He needs to understand the role of the free-floating screed, angle of attack, grade and slope. This person is responsible for setting up and heating up the screed and making adjustments—gradually and only if necessary.

The screed operator also controls the yield, or the amount of material being used in a set area. He or she will work with

the paver operator to understand the job layout. And, they take care to ensure a consistent mat texture and proper joint construction.

Pro Tip: The screed operator for one contractor Hall has worked with attached a string to the screed to set a minimum distance for roller operators to stay behind the screed.

They will also ensure the screed remains free of clutter, including shovels, paint, etc. Not only is this a tripping hazard, but you also don’t want anything to fall off the screed onto the asphalt mat.

If there are two screed operators, the person on the left will be matching what the operator on the right has done. So, if the person on the right is ¼-inch off, the person on the left will also be off, and that will impact your yield.

THE LUTE PERSON

The lute person is responsible for hand work, including sealing the joint and correcting any defects in the mat. Like a weightlifter, it’s imperative that he have proper technique. The shovel should be against his knees, feet apart, and back straight.

As he does any hand work, he takes care not to cast large aggregates across the mat. The lute person is also responsible for helping clean the paver.

THE ROLLER OPERATOR

Next comes the roller operator, who is responsible for compacting the mat.

“A good roller man can take a bad job and make it look good, but the opposite is also true,” Hall said. “A bad roller man can take a good job and mess it up.”

He will follow the set rolling pattern, taking care to compact from the low edge to the higher edge of each pass and to slow his rolling speed smoothly as he approaches the screed. The roller operator will monitor the temperature of the mat and of his drums. He will keep his drums hot enough and wet enough to avoid picking up any material.

If he needs to stop, he will park the roller on a diagonal on the coolest area of the mat and avoid rolling over any dirty areas to prevent tracking debris onto the mat later.

www.THeAsphaltpro.com // 53

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international snapshot

International Water Clarification K

Kolberg-Pioneer Inc., Yankton, South Dakota, has partnered with Tecnoidea Impianti, headquartered in Lombardy, Italy, to offer water clarification systems in North America.

The clarification systems accelerate the process of filtering fines from dirty water for reuse in the processing plant. These systems are designed to eliminate the need for large and expensive settling ponds by recovering up to 95 percent of the water that flows to the clarification system. This allows producers to use less water in their system.

“Water clarification systems save producers time and money associated with building, using and maintaining settling ponds,” Brett Casanova said. He’s the washing and classifying product manager for Kolberg-Pioneer. “This partnership with Tecnoidea Impianti will allow us to continue to offer a one-source solution for our customers.”

The water clarification systems will include: flocculation preparation units, static vertical settling tanks, thickened sludge tanks, side and overhead beam plate presses, and other accessory components.

For more information, contact Casanova at (605) 668-2524 or visit www.kpijci.com.

– FROM KOLBERG-PIONEER INC.

KPI showed attendees at the World of Asphalt and AGG1 tradeshow the basics of flocculation. The company now announces its partnership with Tecnoidea Impianti to offer water clarification systems in North America.

Connect With Us! Stay in touch with AsphaltPro between issues where you can find how-to content, trends and technology, and industry insight.

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product Gallery

New Paving Equipment Helps Your Bottom Line Y

You might think after all the new offerings at World of Asphalt 2019 back in February meant original equipment manufacturers (OEMs) would sit back and relax for a while. That’s not the case. More goodies were launched at BAUMA 2019 in Munich and additional updates have hit the marketplace independent of specific tradeshows. For example, Grote Industries Inc., Madison, Indiana, has continued to release light emitting diode (LED) hazard lights for the construction and other industries in answer to power consumption concerns when it comes to the need to increase brightness. Here’s the article Grote prepared, which leads us into this month’s look at paving and pavement maintenance equipment offerings.

Upgrade LED Hazard, Warning Strobe Lights FROM GROTE

To ensure the visibility and safety of everyone on the road, the Society of Automotive Engineers (SAE) mandates that vehicles such as construction, utility, tow and snowplow trucks are equipped with hazard and warning lights. Whether roof-mounted beacons or directional surface mounted to the vehicle’s body or grill, these flashing strobe lights are to capture the attention of motorists and pedestrians and warn of a potentially hazardous activity or situation.

They’re available in several colors—amber, white and blue—and a variety of pulsating strobe effects. They come in several SAE classes and mounting styles depending on how quickly the vehicle will be moving. As the lighting world continues to transition to LEDs, these hazard and warning lights are now available in low electrical consumption, long life models that exceed traditional halogen or gas-discharge options. Making this move attractive for fleet managers are the plummeting prices of LED technology, which have decreased to the point that many vehicles that re-

56 // June 2019

quire Class 2 lights are instead being outfitted with brighter, Class 1 options given the minimal price differential.

“Today, the entire hazard and warning light industry is undergoing a significant sea change—namely, the industry’s shift to LED technology,” Chris Cammack of Grote Industries said. “The reason for this migration comes down to three factors: energy efficiency, longer service life and brightness. LEDs consume less power than any other lighting technology on the market and are powered by low voltage, allowing for minimal draw of electrical current from the vehicle’s battery.”

LEDs consume about 25-35 percent of the power of gas-discharge strobe and halogen lights. As a result, LED strobe lights have a service life that is 10 times longer, often lasting 70,000 hours or more, according to the company.

LED quality has continued to improve as well. In the early days of LEDs, they were not bright enough to meet SAE requirements for luminous intensity of hazard and warning lights, measured in candelas.

However, technology has advanced and LEDs are now as bright—if not brighter— than the average strobe or halogen light.

“LEDs today are much brighter,” Cammack said. “Today, they are more than bright enough to meet the SAE standard for candela over 100 feet.”

For manufacturers such as Grote, the options are virtually unlimited.

For more information, contact Grote at (800) 628-0809 or info@grote.com.

ability and make the machines productive in many applications and on varied materials and compaction thicknesses, according to the manufacturer.

Sustainability efforts center on the new ECOdrop initiative that is being used across the Ammann product line. Among the benefits of ECOdrop are improved machine serviceability and engine efficiency that leads to lower fuel costs. Hydraulic and vibratory components have been optimized to reduce the fluids required to run the system.

“The savings with ECOdrop are substantial,” Vlasta Medek, Global Commercial Compaction, said. “For example, with the ARS 70, fuel consumption dropped 22 percent. The required hydraulic oil dropped by 26 percent and the oil needed in the vibratory system was reduced by 10 percent.

Customers therefore can expect a corresponding drop in the costs of fluid acquisition and disposal.”

Standard on the ARS 70 is the Kubota V3307-CR-TE4 diesel engine. The Deutz TCD3.6L4 engine is standard on the ARS 110 and ARS 130; the Deutz TCD4.1L4 is standard on the ARS 150 and ARS 170. The rollers are compact because of the innovative no-rear-axle concept, which positions the engine, coolers, liquid tanks and

AMMANN

Of the more than 100 products Ammann Group, Langenthal, Switzerland, had on display at Bauma in April, a new line of soil compactors featured new technological solutions to meet the latest emissions standards, reduce fuel use, and provide data to eliminate unnecessary passes on jobsites. A variable range of frequencies and centrifugal forces provide the required compaction

The ARS 170 soil compactor from Ammann Group

hydraulic components in the engine compartment. All these new design innovations enable a unique range of new technical advantages—maneuverability chief among them—according to the manufacturer.

Ammann also commemorated its 150th anniversary at Bauma.

For more information, visit www.ammanngroup.com.

ASV

ASV Holdings Inc., Grand Rapids, Minnesota, introduces its new radial-lift RT-65 Posi-Track® compact track loader for digging and ground engagement work in construction, excavation, landscaping, snow-clearing and rental applications.

The RT-65 boasts industry-leading serviceability so operators can spend less time maintaining the machine and more time on the job.

These features include a swing-out radiator, top hood and side doors that allow access to all sides of the engine compartment, including filters and other daily checkpoints.

The RT-65 offers a turbocharged, 67-horsepower, Deutz 2.2-liter diesel engine that produces 184 foot-pounds of torque that the drive motors transfer to ASV’s patented internal-drive sprockets. Internal rollers reduce friction loss in the undercarriage, resulting in maximum power being transferred to the track regardless of drive speed. The Tier 4 Final engine requires no regeneration, exhaust sensors or diesel exhaust fluid.

The RT-65 features a rated operating capacity of 1,925 pounds and a tipping load of 5,500 pounds. It is 66 inches wide and has a 116.5-inch lift height. Standard joystick controls make operation easy and intuitive, while a self-leveling system allows attachments to stay at a set position while lifting, according to the manufacturer.

For more information, call 1-800-205-9913.

BRIDGESTONE

Bridgestone Americas Inc. (Bridgestone), announced the expansion of its Firestone VersaBuilt All Traction (AT) radial tire line. Designed primarily for loaders and graders, the new Firestone VersaBuilt AT 14.00R24 tire is engineered to provide improved traction, versatility and dependable performance in a variety of environments, helping deliver improved productivity on the jobsite.

The Firestone VersaBuilt AT line is designed for improved traction with increased tire life. All sizes feature a heavy-duty allsteel casing and a SideArmor sidewall that deflects stones and debris to help protect against cuts and punctures. Additionally, a self-cleaning tread pattern allows for more traction in soft and muddy surfaces.

Other key features of the Firestone VersaBuilt AT tire line include: a non-directional pattern to promote even wear over time; a proprietary compound for long wear life and cut-resistance; and an open-shoulder design to provide additional traction.

For more information, visit https:// commercial.firestone.com/en-us/index.

Carlson Paving Products Inc., Tacoma, Washington, an Astec Industries Company, unveiled its new wheel paver platform at Bauma 2019 in Munich, Germany. The global debut of the CP60 and CP65 wheeled asphalt pavers represented the company’s entry into the international 1.8-m city paver market. “The introduction of the CP60 and CP65 marks a historic milestone for Carlson,” Chris Colwell, president of Carlson, said.

Carlson’s wheeled city paver models specialize in a wide array of paving applications including motorized and non-motorized pathways, urban streets, country lanes and more, according to the manufacturer.

With its DEUTZ® engine, available in Stage 4 (US EPA Tier IV) and 3a (US EPA Tier III) engine packages, the CP60 and CP65 deliver laydown rates of up to 250 tons per hour with transport speeds of up to 16 kph.

The EZC34 electrically heated screed has a standard pave width of 1.8 to 3.4 meters.

Available in vibratory and tamper bar models, the EZC34 platform can be built out to 4.5 meters with bolt-on extensions.

For more information, visit www. carlsonpavingproducts.com

rollers are designed to work in a variety of residential and commercial construction applications where the operator may encounter tight quarters, curbs, structures and other obstacles.

They are designed with a high curb clearance and no overhangs. The DV36D has a drum width of 51.2 inches. The DV36D and DV45CD have drum widths of 54.3 inches.

The drums can be offset to improve performance during turns. Visibility is improved with excellent sight lines and an adjustable work station that allows the operator to get the best vantage point down to the drums.

Each offers 43.5 horsepower.

The DV Series combines a compact size, excellent maneuverability and visibility, with many of the same features found in larger compaction machines, according to the manufacturer. A 43.5 HP Tier 4 Final engine delivers high centrifugal forces and frequencies at lower RPMs, making the machine more fuel efficient, while selectable dual frequencies (2,700/3,420 VPM) further improve productivity and allows operators to dial the machine in to meet the compaction needs of the job.

Operators can also choose between either automatic or manual vibration engagement to meet their preference and to help avoid damage to the asphalt during starts and stops, while the offset tapered drums reduce asphalt tearing during operation around curves. The units come standard with a 50-gallon water tank with a pressurized water system to ensure all-day water supply and consistent water spray to the drum.

DV Series rollers are compatible with the CASE Ace Force Intelligent compaction system. Ace Force also generates reports for applications where exacting specifications and records of compaction performance are required.

For more information, visit CaseCE.com/ Compaction.

CASE

DYNAPAC

CARLSON

CASE Construction Equipment, Racine, Wisconsin, has introduced the latest additions to its DV Series of vibratory rollers. With models available in both double drum and combination (front drum with rear pneumatic tires) configurations, these

Dynapac North America, Fort Mills, South Carolina, introduced its MF2500CS material feeder product family featuring two new models—the MF2500CS and the MF2500CS with SwingApp. The feeders boast a capacity of up to 4,000 tons per

www.THeAsphaltpro.com // 57

product Gallery hour (TPH) and are designed to handle a variety of material applications including asphalt, stone and road base material. It averages less than two and a half gallons her hour of fuel consumption, according to the manufacturer.

The Dynapac MF2500CS feeder features a high performance conveyor belt system designed to empty a standard 35-ton truckload in 35 seconds. The feeder is 8-feet, 4-inches wide.

It has a maximum transport mass of 22 tons.

It’s also available with SwingApp functionality, which can transform the unit to an offset feeder by swinging the conveyor belt up to 55 degrees in either direction, and can be mounted in less than two hours, according to the manufacturer.

Dynapac’s Clearview platform can raise the operator station 3 feet with the touch of a button. The operator platform on each side of the feeder also allows for swing-out functionality and can pivot 90 degrees. The controls of the MF2500 feeders are intuitive. It’s fully automated through the integration of auto distance control and auto feed to the paver. The multifunction joystick integrates main drive and SwingApp functions to put full control at the operator’s fingertips. The Dynapac Truck assist system improves communication between the feeder operator and truck drivers.

The MF2500CS models are powered primarily by a Cummins® QSB 6.7-C225 diesel engine and can reach operating speeds of over 80 feet per minute and a transport speed of 2.5 miles per hour.

For more information, visit www.dynapac.us.

HAMM

One of HAMM’s highlights at World of Asphalt 2019 was its tandem roller DV+ 90i VV-S, a model from Series DV+. These pivot-steered tandem rollers are available in two weight categories (7.7 tons and 9.9 tons). All of the eight models come with split vibration drums as a standard feature. Brand new on the market are the new models offered by Hamm with a split oscillation drum. They combine the benefits of oscillation with the added value of a split drum.

The pivot-steered rollers of the DV+ series are available as tandem roller with double vibration, as tandem roller with one vibration and one oscillation drum, or as combi roller.

They feature intelligent drive control plus piv-

58 // June 2019

ot steering with four steering modes and large turning angles.

New in the DV+ series are models with split oscillation drum: DV+ 70i VS-OS and DV+ 90i VS-OS. They combine the benefits of oscillation with the added value of a split drum. Developed and patented by Hamm, this premium solution is the only one of its kind on the market. A separate, mechanically-independent oscillation unit operates in each half of the split oscillation drums. An integrated control mechanism adjusts the rotational speeds of each half of the drum to match one another. The synchronization is done electro-hydraulically. Because the system reacts quickly and precisely, synchronous vibration in each of the two drum halves is guaranteed in any situation, according to the manufacturer. This reduces the danger of cracks in or displacement of the asphalt.

Refueling breaks interrupt the compaction process. To avoid them, Hamm has equipped the DV+ series tandem rollers with large water and fuel tanks. Filling is user-friendly because the water can be replenished centrally from the ground via a pressurized supply of at least 14.7 psi (1 bar) as a standard feature. Because the tanks are linked together via communicating pipework, they are filled simultaneously. Connection to a hydrant is also an option. Alternatively, water can be gravity-fed from above in the traditional way via one of the four filling spouts on the top. Replenishment of diesel and hydraulic fluid is also conveniently arranged: both can be carried out from ground level.

Despite the extensive machine functions, operation of the DV+ has been made intuitive.

The key to this is the innovative Easy Drive operating concept, developed by Hamm in collaboration with universities and experts in ergonomics, as well as roller drivers from different countries. At the heart of the operating concept is an ergonomically optimized operator platform with many details. For example, the seat allows the driver to adopt a relaxed sitting position, facing in the direction of travel in all situations, as it can be turned mechanically by 90 degrees in either direction, and shifted to the left or right as standard. Another key feature of Easy Drive is its operating structure.

A steering wheel is used for steering. All other important functions are operated via a joystick and the multifunction armrest. Here, the

Hamm’s patented, split oscillation drum driver is able to see all the keys on the joystick.

All other operating elements are arranged around the joystick in such a way that the most frequently used ones are placed closest to it. At the same time, the operation is designed to be entirely language-neutral. Hamm uses color coding to achieve unambiguous assignment of the functions, and a clear overview.

All DV+ series models are equipped with state-of-the-art engines, satisfying requirements of EPA Tier 4 emissions requirements.

So the rollers are equipped with future-proof technology that can be used even in the most strictly regulated markets. An automatic engine stop system can also be incorporated as an optional extra; it switches the engine off during extended periods of inactivity, saving fuel.

For more information, contact Matt Graves at (629) 395-5314.

HATZ

EU Stage V-certified, air- and liquid-cooled engines that comply with the directive that’s been in force since Jan. 1, 2019, are now available for machine manufacturers and Hatz partners. Hatz has received official certification for its EU Stage V-compliant engines for mobile machines from the German Federal Motor Transport Authority (KBA). The certification applies to air-cooled engines of the B-, D-, G-, L- and M-series with a power output of less than 19 kilowatts. Since 2013, these engines have fulfilled the EPA Tier 4 final emission stage and have now also been certified in accordance with EU Stage V regulations— without any technical modifications or additional exhaust gas aftertreatment.

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product Gallery The KBA has also granted type approvals for the new Hatz H-series liquid-cooled engines that were specially developed for EU Stage V using innovative technology. The 3H50TICD and 4H50TICD three-cylinder and four-cylinder engines in power classes from 19 to 55 kilowatts are now available with an official EU Stage V certificate.

To meet the requirements of EU Stage V, the three-cylinder and four-cylinder engines are also equipped with a separable combination of diesel oxidation catalytic converter and diesel particulate filter (DOC/DPF). With optiHEAT (optimised Hatz Exhaust Aftertreatment Technology), the Hatz engineers ensured their best design of the DPF in terms of size, optimum adaptation to the possible load profiles in use and a regeneration strategy in line with requirements. In addition, combustion is perfected with iHACS (intelligent Hatz Advanced Combustion Strategy). iHACS ensures low soot input from combustion as well as low oil consumption and reduced ash input into the filter. The result is a long filter service life with a comparatively small size. Hatz

achieved another industry-wide innovation with diesel article filter regeneration. For the first time, an automatic cylinder deactivation during standstill regeneration was integrated in industrial diesel engines.

For more information, contact Stephan Gritsch at s.gritsch@hatz-diesel.de.

LCPtracker

LCPtracker Inc., Orange, California, announced in February the release of OnSite, a tablet application for construction site compliance interviews.

OnSite offers users an electronic solution to manage the interview process.

LCPtracker CEO Mark Douglas said: “Compliance interviews usually consist of recording responses on paper forms, then cross-checking the responses manually with data on certified payroll reports (CPRs). OnSite is a game-changer because it not only provides users with an electronic solution to record and save information, but it also provides a much higher level of data

accuracy due to the app’s integration with LCPtracker Professional.”

LCPtracker Professional is a cloud-based construction site compliance management tool used by government agencies and construction companies for certified payroll report management and workforce reporting. The integration between OnSite and LCPtracker allows interview responses to be automatically verified against the data reported on CPRs—such as wage rates, job classifications, and identification information.

For more information, contact Sabrina Alcobendas at salcobendas@lcptracker.com.

MAULDIN

Mauldin unveiled three new commercial class pavers at WOA this year. The three new models—the 1860, the 1560 and the 650 gravity fed paver—have undergone changes to help increase product performance while maintaining operator convenience.

The 1860, which replaces the long-running 1750-C, is sporting a completely redesigned

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tractor packed with new features. The new machine is powered by a Cummins 110HP Tier 4 Final engine. The redesigned tractor now has a larger 9.5-ton material capacity. The new lower conveyor uses heavy-duty greaseless heat rated bearings designed for longer life.

The 1860 is propelled by larger 14-inch poly pad tracks for better traction.

The 1860 shares the same Silver 16 screed of the 1750-C, which has been in production for 15 years. The Silver 16 weighs 4,500 pounds and is paired with a 4-auger feed system. The electric heat for the screed still comes from a 16-kw 4-zone thermostatic control system.

For more information, visit www.4amauldin.com.

PHCO

The Patch King pothole patcher from Process Heating Company (PHCo), Seattle, heats hot or cold mix patching material and keeps it at the desired working temperature, from 50° to 350° F, for at least 10 hours, according to the manufacturer. The unit features Lo-Den-

Available in insulated 3.0-, 4.0- or 8.0-cubic yard models, the Patch King is popular with municipalities and road maintenance contractors because the insulated patch box easily mounts into a dump truck or onto a flatbed. sity® open-coil, drywell-style heaters, evenly distributed across the sides, bottom, ends and discharge doors, which dissipate up to 1 watt

per square inch of heat. Operators can either heat the material at the beginning of the day, set a time clock for early morning pre-heating

www.THeAsphaltpro.com // 61

product Gallery or keep it hot overnight for more efficient use of material and improved worker productivity.

It heats without flame.

Available in insulated 3.0-, 4.0- or 8.0-cubic yard models, the Patch King is popular with municipalities and road maintenance contractors because the insulated patch box easily mounts into a dump truck or onto a flatbed to keep mix hot all shift. UL-listed controls located on the unit offer easy-to-use, complete automation of temperature regulation. A highlow heat selector switch mounted in the control panel can supply heat individually to the floor and gates—or to the floor, sides, ends, and gates, providing heat for full or partial loads. The main disconnect and individually fused heat circuits provide overcurrent protection. All components are mounted and prewired in a UL-listed, weatherproof enclosure.

In addition to the standard dump model, the Patch King is available in a trailer model and a rotary auger model. On the rotary auger model, the reversible rotary conveyor is driven by a hydraulic motor and supported by heavy-duty ball bearings. A mix/anti-bridging device features separate hydraulic drive and controls. The wear parts, including auger, are easily replaceable. The reversible auger feeds patch mix to the work area to eliminate costly dump beds and hoists. All other features are the same as the standard model. The drywell-style elements are accessible from outside of the body for service ease.

For more information, call (866) 682-1582 or visit www.processheating.com.

SAKAI

Sakai America Inc., Adairsville, Georgia, offers the SW884 (79-inch) and SW994 (84-inch) vibratory tandem rollers for asphalt compaction. The rollers feature a high frequency of over 4,000 vibrations per minute and are designed to compact the tender zone on Superpave and other perpetual pavement mixes, according to the manufacturer. They include Sakai’s new Eco compaction mode (ECM), which is engineered to reduce fuel consumption up to 10 percent. An “exact compaction meter” matches speed for obtaining the correct number of impacts per foot (IPF). Frequency and amplitude modes can be switched from the seat. Cross-mounted drive and vibration motors eliminate machine torque on the mat. Counter rotation of eccentric weights in

62 // June 2019

the drums cause horizontal components of centrifugal force to be canceled, according to the manufacturer.

The sprinkler system comes with an anti-clog package, plastic water tank, triple-protection filtration, bras nozzles with “perfect draining winterization.”

For more information, contact your dealer via www.sakaiamerica.com

TOPCON

Topcon Positioning Group, Livermore, California, introduces Pavelink, a cloud-based logistics application designed to connect stakeholders in real-time throughout the paving process. The mobile application is designed to complete a connected ecosystem workflow between the asphalt plant, delivery trucks, company office and paving site. The software as a service (SaaS) application has been developed by the Topcon Technology Eindhoven paving application center in the Netherlands, which expands the portfolio of Topcon paving solutions. It is designed to integrate with existing planning and management tools.

“Pavelink is a revolutionary way to plan and manage the asphalt paving process with real-time visibility throughout the project lifecycle,” said Murray Lodge, senior VP, construction. “The system automatically gathers and centralizes all relevant information such as quantities, temperatures, number of trucks loaded, current truck locations, job site arrival estimations, number of trucks returning or queuing for more loads, current screed width, current paver speed, and amount of roadway that has been laid.

“The information provides real-time visibility for every stakeholder. The entire team can be reached in an instant with smooth communication. If the mix needs to be adjusted, for example, the field crew can easily signal the asphalt plant. They can also ask to expedite material and send more or fewer loads. The home office has access to the real-time data, facilitating assistance with daily job management,” he said.

The system automatically generates digital weigh tickets at the plant that are delivered to the truck driver’s loaded app, as well as uses geofence recognition of the arrival of a haul truck at the job site, and tracks all activity digitally. Lodge said, “This logistics application

is the newest piece of the Topcon end-to-end paving solution offering.”

For more information, visit topconpositioning.com.

VÖGELE

SprayJet technology from Vögele, a Wirtgen Group company, Antioch, Tennessee, is used for pavement rehabilitation and construction in many markets around the world. The operation of the SUPER 18003i SprayJet spray module has been integrated into the ErgoPlus 3 operating concept.

The module is designed as a completely self-contained functional unit. This modular design makes the new SUPER 1800-3i SprayJet simple to service and allows it to be used both as a spray paver and as a conventional asphalt paver. The paver has a maximum spray width of up to 19.6 feet. As a conventional paver without spray function it can pave widths of up to 29.5 feet.

The insulated emulsion tank has a capacity of 555 gallons. (The capacity can be increased to 1,875 gallons with an optional additional emulsion tank.) The integrated electric heating ensures that the emulsion is maintained at the ideal temperature for spraying.

A heated emulsion pump circulates the bitumen emulsion in the tank, keeping it homogenized. An additional filler port on the lefthand side of the Dash 3 spray module makes for greater flexibility when refilling. All the main service points are readily accessible behind large service panels, even with the spray module installed.

The SUPER 1800-3i SprayJet is equipped with five spray bars. The front spray bar has six spray nozzles and is located between the machine’s crawler tracks right behind the push-rollers. An articulated spray bar installed on each side of the paver comes with seven nozzles per side. Finally, a short spray bar with two nozzles is provided right behind each crawler track. This arrangement of the spray bars allows full coverage of the existing surface with emulsion, even when the paving width varies. The rate of spread can be selected accurately. The SprayJet nozzles do not spray the emulsion continuously, but operate instead in pulsed mode. The frequency of the spray pulses is adjusted automatically as a function of the selected rate of spread, paving speed and paving width.

al bolt-on extensions of 2.5 feet. The widths of the screeds are limited electronically to a maximum of 19.6 feet. As a conventional paver without spray function it can pave widths of up to 29.5 feet with the AB 600. Either screed is available in TV version (with tamper and vibrators) or in TP1 version (with tamper and one pressure bar). Like all Vögele screeds, the AB 500 and AB 600 Extending Screeds also feature electric heating.

For more information, contact Matt Graves at (629) 395-5314.

XL The SprayJet technology from Vögele was on display at WOA. For the SUPER 1800-3i SprayJet, two screed options are available: AB 500 and AB 600. Either of the extending screeds handles pave widths up to 19.6 feet. AB 600 comes with a basic width of 10 feet and extends hydraulically up to 19.6 feet. AB 500 builds up to its maximum width of 19.6 feet with addition-

XL Specialized Trailers, Manchester, Iowa, has released a newly designed low-profile hydraulic detachable gooseneck (HDG) trailer to its lineup. The trailer offers a loaded deck height of 15 inches. It has a capacity of 110,000 pounds in 12 feet. The 13-foot gooseneck has a swing clearance of 110 inches, and the relief cut out in the gooseneck provides additional space between the truck and trailer. The neck also offers a five-position ride height. Based

on neck position and load, the deck can be leveled as needed with the adjustable wheel area ride height. A work light in the upper deck increases visibility when monitoring the load at night.

With the 15-inch deck height and 4.5-inch ground clearance, this flat deck lowboy can accommodate loads that may otherwise require a dropside trailer. It features a new three-beam deck design. A bucket well in the rear provides an area for an excavator bucket and a toolbox at the front serves as a storage space. The main deck offers many tie-down points with seven pairs of bent d-rings along the outer beams, 12 chain drops per side on the outer rails, four chain drops around the toolbox, and swing out outriggers on 24-inch centers.

The wheel area’s drop bolster height is 37 inches. The third axle airlift can lift up when not needed. The notched-out tail channel allows easy access to controls at the rear, and the air control valve is located in the bolster.

The frame is prepped for a flip axle.

For more information, visit www. xlspecializedtrailer.com.

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www.THeAsphaltpro.com // 63

new tech

Track Your Trucks

There are a number of new fleet management tools on the market to track haul trucks traveling to and from the jobsite and asphalt plant. AsphaltPro compares some promising new solutions.

B

Bulk materials transportation is a trillion dollar industry requiring bulk material producers, trucking companies and general contractors to collaborate across sectors. This collaboration can be especially difficult when many drivers are independent hired haulers. It becomes even more challenging when hauling a perishable material like asphalt.

That’s why a number of companies have invested in GPS-based tracking solutions that allow dispatchers at the plant and foremen at the job site the ability to oversee fleets in real time and review previous jobs to identify opportunities for improvement.

Improved productivity can increase truck driver compensation, reduce truck traffic on roads, and reduce transportation costs. Here, AsphaltPro compares a few recently released options to help you find the best solution to suit your needs.

HaulHub

Compatibility: Android and iOS apps, webbased interface • HaulHub app & web for drivers and fleet owners • HaulHub Field app & web for producers and contractors • HaulHub Broker app & web for brokers Price: Pricing is a per-user licensing fee for businesses on HaulHub Field, with pershift transaction fees for fleets and owner-operators on HaulHub and brokers on HaulHub Broker

How HaulHub Works Onboarding HaulHub trains administrators and field crews using HaulHub Field first. Administrators create plant and job site profiles, which include addresses, key contacts, material bid pricing and geofences. For paving and other moving job sites, geofences move automatically based on data HaulHub receives from the trucks delivering materials.

64 // June 2019

Next, HaulHub and HaulHub Broker users set up truck, driver and broker profiles.

Contracted fleets sign digital contracts and upload insurance documentation. HaulHub provides training for all fleet owners, drivers and brokers in-person and/or digitally.

Before the Shift Dispatchers book the number of trucks they need, either selecting specific drivers they want to use or leaving unassigned for drivers in their network to accept. HaulHub also offers recommendations on how many trucks to use for a particular job based on each truck’s tonnage capacity and the total tons ordered for that shift.

HaulHub automatically identifies drivers new to HaulHub with a rookie tag visible above the driver’s name within the HaulHub Field app, in case they may need extra support along the way. HaulHub also plans to build in training for rookies that would remind them of best practices during their first 40 shifts.

Each of the drivers selected receives a push notification to their smartphones with the customer name, plant and contact information, jobsite and contact information, shift start time, material type and any other dispatch instructions. If any job information changes, the driver receives a notification alerting them of that change.

During the Shift: Drivers When the driver starts their shift, they are required to watch one 15-second safety video. HaulHub has a rotation of seven safety videos with more on the way, on topics ranging from watching for bicyclists and triple-checking your mirrors to reminding drivers not to turn around in driveways or shopping centers.

Drivers then fill out a short checklist verifying that they have all required personal protective equipment, their backup and body alarms are working, they will not use diesel to clean their bed, and that they take personal responsibility for those answers.

HaulHub’s suite of tools can be used to schedule trucks and view trucks serving each active job.

Throughout their shift, the app collects the truck’s location data every 5 seconds while the truck is moving and every 55 seconds while it is stopped. Although the app does not offer directions to and from the job site, Spinelli said they intend to add a feature where the route chosen by the first few trucks to leave the plant will be highlighted within the app.

The driver is required to manually check in at the plant and job site by tapping a green button on their smartphone screen, which is only visible when the vehicle is stopped, to “keep their head in the game,” said HaulHub CEO Joe Spinelli. If a driver is consistently forgetting to check in at the right time, HaulHub automatically sends a push notification to the plant manager to alert them of potential distracted driving. Drivers also receive reminders when they’re leaving the plant to check that their

Hub Field app or online. If the dispatcher is a broker, they see this information through HaulHub Broker. The foreman or paving superintendent sees all trucks running on his job site with HaulHub Field.

Fleet owners, or dispatchers within a fleet, see their trucks across all job sites with the HaulHub app. This overview of all trucks is only available to fleet owners, not to individual drivers.

This visibility helps avoid trucks stacking up and prevents drivers from caravaning to the job site together. When booking a job, dispatchers set internal spacing between the trucks in their lineup that the drivers will be directed to follow within the app. If trucks begin to convoy, drivers and plant managers are alerted.

The apps can also be used to call or text drivers, end a driver’s shift early, or put drivers on hold in case of rain or other unforeseen circumstances. Users can also add drivers to a job mid-shift.

Throughout each driver’s shift, HaulHub collects the truck’s location data every 5 seconds while the truck is moving and every 55 seconds while it is stopped. From this data, the app determines when the driver is at the plant, at the jobsite, or in transit. gate is closed and before leaving the job site to check that their body is down.

During the job, the driver enters ticket numbers into the app when he or she checks in at the plant. HaulHub collects the ticket numbers, and is currently working to integrate with ticketing software companies.

HaulHub also generates time sheets for drivers automatically, based on their GPS arrival to the correct geofence at the start of the shift and their check-in and checkout times within the app. HaulHub also automates certified payroll reports.

During the Shift: Dispatcher, Plant & Foreman According to HaulHub, the various apps— HaulHub, HaulHub Broker and HaulHub Field—work together on the backend to allow the various types of users to see only the information they need to see.

During the shift, the dispatcher and plant personnel sees a live map of all trucks across all job sites through Haul-

After the Shift After the job is done, users can review the data collected. Drivers can see their time logs via HaulHub, fleet owners can see the logs and certified payroll reports via HaulHub, and brokers can see logs and certified payroll reports via HaulHub Broker.

Producers and contractors can review analytics, including job site and plant cost breakdowns, job site costs per ton and costs relative to bid prices. The apps also track a number of fleet efficiency and safety metrics, such as late arrival/early departure, wait times, and speed violations. They can also watch a sped-up video recording of how trucks moved throughout a shift via HaulHub Field.

Any speed violations will be filed on the fleet and the driver’s HaulHub record and be reflected in their HaulHub score, alongside any incidents reported by the dispatcher, plant manager, or foreman.

What Customers Say One HaulHub beta tester reported that the tool saved them 1800 hours annually in accounting and dispatching administration.

The tool also helped the company identify and terminate the bottom 5 percent of fleets it contracted that had poor safety and performance ratings.

Libra Systems’ Sentinel

Compatibility: Android and iOS apps (for drivers), web-based interface (for dispatchers, foremen, etc.)

Price: The price structure for Sentinel is an asset tracking fee that is based on number of hardware units and app usage.

How Sentinel Works

Onboarding Libra will train Sentinel users and configure their system via web conference.

Before the Shift The user will draw geofences at the plant and at the jobsite on an interactive map via the web-based interface. Sentinel allows for multiple geofences in the yard, if need be. It’s also possible to set up a mobile geofence by monitoring trucks arriving or leaving from the paver or mill machine.

“The Sentinel software can operate very nicely in stand-alone mode,” said Libra Systems President Ken Cardy. “However, it’s true power is realized when it’s coupled with the Libra Dispatch Module and point-of-sale systems. This seamlessly-

Sentinel’s e-ticket system was built to comply with state e-ticketed specs. Although this varies by state, the specs often include truck ID, job ID, mix ID, net weight, time at the plant, time at the job and time between the plant and job. www.THeAsphaltpro.com // 65

new tech

Sentinel is available as an Android or iOS app for drivers and as a web-based interface for dispatchers, foremen and other personnel. integration solution provides feedback on driver behavior and when waste is occurring during the delivery cycle.”

With Sentinel, users can track their assets with either a physical GPS tracking device or by a BYOD (bring your own device) approach using the Sentinel mobile app for Android or iOS. “A hardware GPS device is ideal for company-owned assets,” Cardy said, adding that the GPS tracking device could be a direct wire, lighter adapter, portable unit, or with an on-board diagnostic (OBD-II) connector.

Using the OBD connector allows retrieval of other diagnostic information, such as hard acceleration/braking, fuel consumption and oil temperature. Meanwhile, Cardy said, BYOD is useful for hired trucks. The mobile app can also be used alongside the hardware device, enabling manual statusing and driver vehicle inspection reports.

Dispatchers can either use Sentinel or Libra’s Enterprise Information Server (EIS), which synchronizes with Sentinel, to assign trucks to each job.

Each day, drivers will receive their daily schedule, real-time changes and dispatcher comments via the app. If they don’t have the app, this will arrive via text message.

During the Shift: Drivers At the start of each shift, the driver will use the app to sign in, report a manual status change (for example, if they are at lunch), and submit a driver vehicle inspection report. They can also use the app for directions to and from the job site and plant, or directly to an asset, such as the mill machine.

Libra plans to add safety push notifications in the near future. “We are designing

66 // June 2019

them to be configurable, so there is no limit to what they might be,” Cardy said.

Sentinel’s e-ticket system interfaces with Libra’s batch, silo loadout and truck scale ticketing systems, so authorized personnel can access tickets on demand. Libra has built this system to comply with state e-ticketed specs. Although this varies by state, the specs often include the following information: truck ID, job ID, mix ID, net weight, time at the plant, time at the job, and time between the plant and job.

In the future, Libra also plans to expand Sentinel to do time cards, simplifying payroll for producers and making it easy for drivers to track their earnings in real time.

During the Shift: Dispatchers, Plant, Foremen Within Sentinel’s web interface, the dispatcher will be able to see the location of all trucks, trucks per job, or assign tags to view assets through various filters on a high-resolution map. This can be done in real time or at various snapshots in time throughout the shift. They can also add and remove trucks mid-shift, if need be.

They can also choose to receive automatic notifications for various events, such as every time a truck enters or exits a geofence, late arrival/early departure, or speeding alerts. This data is used to create a driver scorecard to rate drivers relative to one another.

Foremen can access the Sentinel web interface from the job via smartphone or tablet to see where the trucks for his job are and estimate a time of arrival.

“The foreman can see all the info, but it’s the dispatcher who’s watching over every job to keep things humming and solve problems before they happen rather than after the fact,” Cardy said. “For example, if too many trucks are on a job, he can reroute a couple to another job. The result is a highly profitable reduction in overall trucking costs.”

After the Shift After the job, the dispatcher will have the delivery data for that job available at their fingertips. Libra is currently working with a number of partners to identify the data companies find most useful and build those features into the Sentinel system. They are also working on integrating OBD-acquired

data, including fuel consumption and other driver performance metrics.

Libra will continue to support third-party GPS solutions, as they have in the past.

However, Cardy is confident that a solution offering both BYOD and GPS hardware tracking as well as integration with Libra’s other solutions will be a serious contender.

What Customers Say “A number of our clients have switched from other GPS vendors to Libra because of the seamless integration with the Libra Dispatch software and point-of-sale systems,” Cardy said. “This has allowed them to proactively manage their fleet so changes are made in real-time before they become a problem. Previously, they were reacting to problems after the fact, when there was little that could be done. One client said, ‘The owner needs to know who he can yell at when the fleet is bunched up or there are no trucks at the paver.’ In actuality, with Sentinel, there is no yelling because these potential problems are visible and rectified in advance.”

Ruckit

Compatibility: Android and iOS app (for drivers), web-based interface (for plant personnel), mobile web version (for field staff ) Price: Ruckit is priced per truck and offers customers two pricing models. Customers can choose between a dedicated truck price per month or a daily rate per truck.

How Ruckit Works

Onboarding Ruckit will train new customers how to use its platform via online conferencing or onsite for an additional cost. This training is customized based on the operations of each customer.

During this training, all owned trucks will be registered within Ruckit’s webbased tool, and outside carriers will be sent a registration link to create an account and set up their own truck. There are video tutorials available to guide drivers through this process, but Ruckit’s support team is also available, should any drivers experience any issues.

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new tech Before the Shift Customers will use the Ruckit web application to create jobs and select trucks to serve those jobs. Ruckit Chief Operating Officer Diego Larrea estimates that around half of Ruckit’s material supplier customers have integrated Ruckit with their point-of-sale system. When a dispatch order is submitted through the POS, Ruckit will immediately create a job corresponding with that order.

During job setup, the plant operator or dispatcher adds a geofence around the plant and a geofence at the job site. Ruckit does not support mobile geofences to move alongside the paver, but the user can manually adjust the geofence throughout the shift.

Based on these loading and unloading locations and the size of the each truck assigned to the job, Ruckit estimates how much material each driver will be able to transport during any shift. As the dispatcher adds trucks to a job, Ruckit will recalculate how much material that group of trucks could transport.

Ruckit also has a feature called augmented fleet, which allows the dispatcher to request a certain number of trucks from a broker for a particular shift and assign them to jobs as needed throughout the day.

When setting up a job, the user also selects what information will be required from the drivers for that job, including checking in and out of the plant and job site, photos of tickets, ticket numbers or weight, or signatures of the crew at the job site or plant personnel. They also choose whether or not drivers must confirm each assignment.

During the Shift: Drivers Ruckit relies on a bring-your-own-device, or BYOD model, where drivers install the Android or iOS app on their own device.

When the dispatcher adds the driver to a job, he or she receives a notification with information about the shift, including start time, locations, assigned number of loads and contact information for the job site.

They also receive notifications if assign-

68 // June 2019

Throughout the shift, plant personnel and field personnel can use Ruckit online to check the locations of trucks, tons delivered, and time spent on each delivery.

Ruckit relies on a bring-your-own-device, or BYOD model, where drivers install the Android or iOS app on their own device. ment details change. If required, they will confirm or reject the assignment.

At the start of the shift, the driver opens the Ruckit app to clock in. One customer has implemented a process using Ruckit that uses the drivers’ start time and their geofence data to pay to the minute. The customer estimates it saves them $12 per driver per day and will result in an estimated $500,000 savings in one year. At the beginning of the shift, Ruckit also reminds the driver to complete their Driver Vehicle Inspection Report.

During the shift, the app tracks the GPS location of the drivers every 20 seconds, tracking loading, unloading, travel time, and routes traveled. Drivers can tap a button within the Ruckit app to open directions to the location of the plant or job site.

Depending on the requirements set for that job, the drivers may not engage with the app again until their shift ends. If the dispatcher required certain documentation on that job, the app will guide the driver through these requirements as they arrive at the plant or job site.

During the Shift: Dispatchers, Plant & Foremen Throughout the shift, plant personnel and field personnel can use Ruckit online to check the locations of trucks, tons de-

livered, and time spent on each delivery.

Throughout the shift, users can send messages to all drivers assigned to a particular job. For example, in the event of rain or a broken paver.

Foremen and other staff can use Ruckit in the field with the platform’s mobile website. The mobile site can be used to view trucks on the map in real-time and add trucks, if needed.

After the Shift After the job is done, customers can use Ruckit to compare the performance of various drivers, including each driver’s throughput and routes. “Based on this information, the customer can optimize which drivers are doing best on which types of jobs,” Larrea said.

What Customers Say According to Ruckit, operations using the tool have experienced up to one extra load per truck per day. Larrea said that three of the top five bulk material producers in the U.S. are now at varying stages of rolling out Ruckit, one of which has already reported a 5 percent improvement in truck utilization.

In addition to its truck tracking platform, Ruckit’s Pit Ticket Pro application allows material suppliers who don’t care to track trucks to collect tickets. At the job site, the crew uses Pit Ticket Pro to take a photo of the ticket with a verified GPS stamp on it. Pit Ticket Pro automatically reconciles the ticket data with vendor invoices and flags any discrepancies.

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Here’s how it works Step 1

Step 3

Topconʼs P-32 system controls grade and slope.

Technicians log into Guardian online to view all Topcon parameters.

Step 2 This information is transmitted to Guardian locally over CAN bus and remotely via cellular network.

Step 4 If an issue with the Topcon controller arises, the technician can adjust any and all Topcon parameters to resolve the problem.

Step 5

Step 6

Throughout the shift, Guardian logs all Topcon-related faults for later review.

Guardian automatically emails fault codes, service reminders, and production reports to the owner and service department.

Roadtec’s Guardian Roadtec’s Guardian telematics system has long enabled service technicians and equipment owners to remotely monitor pavers, mills and shuttle buggies to resolve problems as they arise. At World of Asphalt 2019, Roadtec, Chattanooga, announced Guardian would now integrate with automatic grade and slope controls from Topcon Positioning Systems, Livermore, California. It had previously only integrated with grade and slope systems from Moba, Limburg, Germany. Here’s how Guardian and Topcon work together.

Throughout the job, Topcon’s 2D P-32 system controls grade and slope on milling machines and pavers using their machine automation control firmware. The P-32 system is constantly communicating with sensors and sharing the information with all the nodes involved in maintaining grade control. There can be thousands of messages exchanged be-

R

70 // June 2019

tween these nodes in one second over the controller area network.

This same information is transmitted to Guardian over the paver’s Controller Area Network (CAN bus). CAN bus is an internal network designed to allow components within the paver to communicate with one another. The Guardian hardware (GA-ES132 system) mounted inside the paver monitors all the CAN messages transmitted across the entire machine’s CAN network, including the Topcon CAN messages.

The information Guardian collects is also transmitted over the cellular network for remote access by mechanics, fleet owners or Roadtec service technicians. Guardian is webbased, so it can be accessed via any smartphone, tablet or computer.

Guardian tracks every parameter the Topcon system uses to maintain grade, so anyone monitoring the paver sees the same informa-

tion the screed operator sees. If the 2D P-32 controller is not maintaining grade properly, a technician can remotely access Topcon’s settings, diagnose the issue, and adjust Topcon’s parameters without traveling to the job. If no one within the company can solve the problem, they can contact Roadtec support to troubleshoot and correct the issue.

Throughout the shift, Guardian logs all Topcon-related faults instantly as they occur or for later review. Guardian also automatically emails fault codes, service reminders, and production reports to the owner and service department.

For more information, contact Max Peters from Roadtec at mpeters@roadtec.com or (423) 394-2615, or Kyle Grathwol from Grathwol Automation at kyle@grathwolautomation.com or (419) 503-3545. Guardian is a Grathwol Automation IntelliMatics® product written for Roadtec.

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advertiser index Almix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

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

Applied Test Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .59

Meeker . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .49

Asphalt Drum Mixers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .34

Minds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .33

Asphalt Solutions‌ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23

Pegasus. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41

Astec, Inc . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13, 17, 21, 25, 28

Pine Test Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45

CEI Enterprises . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .43

Process Heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61

Chemtek . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15, 51

Pugmill Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .58

ClearSpan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69

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

CWMF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57

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

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

Stansteel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18, 67

Fast-Measure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73

Systems Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27

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

Tarmac International, Inc . . . . . . . . . . . . . . . . . . . . . . . . . . . 47

Green Patch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .39

Top Quality Paving . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .73

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

Willow Designs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .63

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

www.THeAsphaltpro.com // 73

off the mat

Offer Your Clients the 7 Cs Western Specialty Contractors created a comprehensive strategy for cost-effective preventive maintenance to share with property managers

C

Common buzz-words in the construction industry include preventive and maintenance, and while the terminology is understood, few really understand how to make “cost-effective preventive maintenance” a reality for their facility. This type of maintenance is a fluid process that can have a huge impact on a property’s bottom line if done properly. The facility maintenance experts at Western Specialty Contractors, St. Louis, Missouri, have created a “7 C Strategy for Cost-Effective Preventative Maintenance” to help building owners and facility managers understand, and put into practice a cost-effective preventive maintenance plan of their own. If some of your property-managing clients need a nudge for proper maintenance of parking lots and drives, this strategy could help with their education.

COMPONENTS AND CONDITIONS

A preventive maintenance program begins with making a list of a facility’s different components and gathering basic information on their conditions. Collecting this information is crucial for identifying maintenance needs and determining the amount of deferred maintenance needed. It will also help facility managers plan and prioritize projects and evaluate their costs. Tips for compiling the list include: • Keep an accurate component inventory • Make a plan for performing a condition assessment • Conduct the assessment methodically • Assign condition ratings for each component • Decide on a regular frequency for assessments

CAPACITY AND COSTS

Preventive maintenance isn’t about big budgets or how much money is spent. To be cost-effective, it’s all about how the money is spent. Facility managers are encouraged to make a plan that targets their resources towards the highest needs. To make a great plan, facility managers need to develop the capacity for ranking maintenance projects and evaluating their costs by doing the following: • Recognize that not all projects share the same importance • Use an objective process for prioritizing projects • Use life-cycle costing and other tools to evaluate total costs

COORDINATE

When facility managers don’t have a plan, maintenance tends to be reactive instead of proactive. In other words, maintenance only happens when the need occurs, which typically results in higher repair costs and inconvenience. Coordinating long- and short-term maintenance plans together will help facility managers avoid costly reactive maintenance.

74 // June 2019

• Develop a long-term plan • Develop a capital improvement program • Establish a reserve account for maintenance • Develop an annual work plan • Link the annual work plan with the annual budget

CHECKLISTS

Once an assessment and inventory of all components have been made, the projects have been prioritized and their costs have been evaluated, now is the time to make checklists and mini-frameworks for staff to execute the maintenance plan. Start by doing the following: • Develop checklists of tasks • Determine the frequency for tasks • Link preventative maintenance with everyday tasks • Schedule a timeline • Prepare procedures for managing the program

If some of your property-managing clients need a nudge for proper maintenance of parking lots and drives, this strategy could help with their education.

CONTRACTORS

No matter what the quality, performance characteristics and cost of a material or system, they are only as effective as the caliber of their installation. Even the best systems may prove worthless or ineffective if not installed and transitioned properly. Improper installation can lead to structural and interior damage that could result in lost revenue for the building owner. A critical aspect is contractors. It’s not about finding the one with the cheapest estimate; it’s about finding the right contractor for the project. The right contractor will make any project a lot less stressful.

When selecting a contractor, your client will consider the following, and you can help them see your skill set in these areas: • Make a thorough review of whether they have the right experience and skills for the project • Determine whether they have proper fiscal responsibility to complete the project and honor the punch list • Create a qualification statement to pre-qualify contractors for projects For more information, visit http://www.westernspecialtycontractors.com/western-locations/.

– FROM WESTERN SPECIALTY CONTRACTORS

ProSizer Series

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ProSizer® 3600 The all new ProSizer® 3600 is a single-load crushing plant for processing virgin aggregate and recycled materials. Its robust 36” x 46” horizontal shaft impactor can be paired with a 5’ x 20’ conventional screen or a 6’ x 18’ high frequency screen to meet your application needs. This crushing plant can be powered by diesel, electric or hybrid power.

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