Asphalt Pro - October 2019

The Controls Issue

asphaltPRO PRODUCTION – PROFESSIONALS – PRODUCTS

Interstate Upgrades its Market Control Annual Training Directory

• ASCO Makes Site Fixes • Learn P401 Spec Changes • Solving Heat-Induced Illness • Improve the Mat at the Track • Plan Your Plant Documentation

OCTOBER 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

SM

Dedicated to Success.

© 2017 ROADTEC, INC. ALL RIGHTS RESERVED

®

The Leader in Performance and Efficiency

At Gencor, we’ve led the industry with the most fuel-efficient, environmentally clean and lowest-maintenance design available to the hot mix industry. From the award winning Ultraplant® to the Green Machine, our record is unrivaled in innovative design.

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CONTENTS

asphaltPRO October 2019

departments

32

Editor’s Letter 6 – What Can You Control?

Safety Spotlight 8 – OSHA Turns Down the Heat

By Sarah Redohl

Mix it Up 12 – Your P401 Responsibilities Changed

By Jon Young

Solve Your Problem 14 – Solve Rideability at the Paver Track

By John Ball

Pavement Maintenance 16 – Best Practices of Full Depth Reclamation How to perform a full depth reclamation, following industry best practices

By Sarah Redohl

12

16

Feature articles

48

Meet the State Exec: 28 – New Jersey’s Kevin Monaco

By AsphaltPro Staff

Producer Profile 32 – Asphalt Supply Completes Plant Replacement From a used Barber Greene to current day components, ASCO conducts plant replacement in stages

By Mike Mauzy

International Snapshot 68 – International Growth From Continental

Product Gallery 70 – Find Your Paving Supplies Here

By AsphaltPro Staff

Off the Mat 76 – Win at Customer Service

By Gary Brooks

Here’s How it Works 78 – Meeker’s Freedom Air Baghouse

New Tech 82 – Save Time on Store Runs with Tech

By Sarah Redohl

36 – Interstate Asphalt Builds Relationships with Updated Plant

By Sandy Lender 42 - Use What You Document at the Plant—Part 2 A Pathway to Success

By Ken Monlux TRAINING DIRECTORY

48 – 2019-2020 AsphaltPro Training Directory 50 – How to Protect the Loader Bucket

By Brian Handshoe 56 – Mill Safely with TransPremier

By Sandy Lender 60 – How to Prevent Equipment Seizures With Hydraulic Institute 64 – Train Contempt Out of Your Drivers

By Ric Newell

The Controls Issue

asphaltPRO PRODUCTION – PROFESSIONALS – PRODUCTS

Interstate Upgrades its Market Control Annual Training Directory

• ASCO Makes Site Fixes • Learn P401 Spec Changes • Solving Heat-Induced Illness • Improve the Mat at the Track • Plan Your Plant Documentation

OCTOBER 2019 WWW.THEASPHALTPRO.COM

on the cover

Interstate Asphalt upgraded an older plant to find a competitive niche in the Northeast marketplace. See related article on page 36. Photo courtesy of Meeker Equipment, Belleville, Pennsylvania.

editor’s Letter What Can You Control?

There’s a prayer for serenity that people like to alter to get a laugh. While waiting on Hurricane Dorian, which thankfully did not cause damage in the county where I live, and watching various computer techs manipulate my desktop to fix problems caused by hackers, I contemplated what I can and can’t control. One of AsphaltPro’s advertisers and long-time friends, A.J. Ronyak, has referred to computer hackers and “complainers” as “people who don’t have cable.” They are people who sit around, bored, looking for something to complain about or trouble to stir up. I’m paraphrasing his actual words, of course.

We can’t control neighbors who might complain about truck traffic or asphalt odor, but what aspect of that scenario can we control? As an industry, we have already come up with odor Editor Sandy Lender solutions (i.e. Ronyak’s product) and ways to route trucks away from popular or sensitive commutes. We can attend zoning and planning meetings to help MPOs understand the lunacy of building high-price residential luxury condos a hundred or so yards from an existing quarry’s active face. Yes, I exaggerate, but you get the point.

We can’t control the attitude of an entire generation of latch-key kids raised by Netflix and microwave meals, but what aspect of these new workers can we control? As an industry, we have already reached into high schools and trade schools to proselytize a career in asphalt paving. We can hand out copies of Asphalt Lane (published by AsphaltPro) to the younger kids and we can implement training programs like the Asphalt Paving 101 online course (also from AsphaltPro) for new employees, but attitude is everything. Those younger kids are where it’s at.

We can control the upcoming attitude toward our industry.

We should be sharing with sons, daughters, nieces, next door neighbors, kids in Sunday School, the whole Little League team, that a career in asphalt construction is rewarding.

At the end of a day paving, you can see the fruits of your labor. You get instant gratification, which kids can relate to.

Making sure the next generation understands that construction workers are working hard to build, create, engineer new transportation ideas, keep our economy moving, keep our infrastructure safe, and recycle and reuse materials, gives the next generation a positive picture of construction workers. The attitude of sneering at the dirt or grime of working with your hands has got to go. Working with your hands to build an infrastructure is incredible. It’s worthy. It’s laudable. It’s an image we can control.

Stay Safe,

Sandy Lender

6 // october 2019

October 2019 • Vol. 13 No. 1

asphaltPRO

602 W. Morrison, Box 6a • Fayette, MO 65248

(573) 823-6297 • www.theasphaltpro.com GROUP PUBLISHER Chris Harrison chris@ theasphaltpro.com PUBLISHER Sally Shoemaker sally@theasphaltpro.com (573) 823-6297 EDITOR Sandy Lender sandy@theasphaltpro.com (239) 272-8613 ASSOCIATE EDITOR Sarah Redohl sarah@theasphaltpro.com (573) 355-9775 MEDIA SALES Cara Owings cara@theasphaltpro.com (660) 537-0778 ART DIRECTOR Kristin Branscom BUSINESS MANAGER Susan Campbell (660) 728-5007

AsphaltPro is published 11 times per year.

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

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

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

safety spotlight

OSHA Turns Down the Heat Between 1992 and 2017, 815 workers died and 70,000 were injured due to heat-related causes. According to the Occupational Safety and Health Administration (OSHA), more than 40 percent of heat-related worker deaths occur in the construction industry.

Due to underreporting, it’s likely there are a great many more instances of heat-related death and injury among workers throughout the United States. As average temperatures continue to increase year by year, the problem is expected to worsen.

B

18 of the 19 hottest years on record have occurred since 2001 That’s why U.S. Congressional Representative Judy Chu (D-California) introduced H.R. 3668 July 10, 2019. The bill, if enacted, directs OSHA to issue a national standard to protect workers from heat-related injuries and illnesses.

Figure 1: BLS counts of U.S. workers killed by heat stress. Graph courtesy of the petition signed by more than 130 organizations requesting that OSHA issue a national heat standard. Source: BLS’ Occupational Injuries/ Illnesses and Fatal Injuries Profiles

EXISTING OSHA STANDARDS

OSHA’s only standard pertaining to heat-related safety is its General Duty Clause, which states that employers are responsible for providing workplaces free of known safety hazards. “This includes protecting workers from extreme heat,” reads OSHA’s Heat Illness Prevention page.

OSHA’s existing approach to heat safety centers on its Heat Illness Prevention Campaign, launched in 2011. The campaign offers training, outreach events, and social media messaging related to heat safety under OSHA’s recommendations of water, rest, and shade. In 2015, the free OSHA NIOSH Heat Safety Tool app for Android and iOS was launched, providing hourly forecasts of heat index, heat risk level, and suggestions for precautions and first aid tips.

However, last year, more than 130 organizations, including farm groups, universities, labor groups and legal groups, co-signed a petition for OSHA to issue a national heat protection standard. The petition suggested the standard address mandatory rest breaks, personal protective equipment, shade, hydration, exposure and medical monitoring, employee training and heat alerts, among other measures.

BEHIND THE BILL

In 1972, the National Institute for Occupational Safety and Health (NIOSH) issued criteria for such a standard, which has since been updated in 1986 ad 2016. Multiple branches of the U.S. Armed Forces and several states have established heat prevention guidelines or standards.

For example, California’s heat standard was established in 2005 following a spike in heat-related worker deaths.

H.R. 3668 is also called the Asuncion Valdivia Heat Illness and Fatality Prevention Act of 2019 in remembrance of California farmworker Asuncion Valdivia who died of heat stroke in 2004 after picking grapes for 10 hours in 105-degree temperatures. Construction workers and farm workers have the highest incidents of heat illness.

8 // october 2019

Figure 2: Average annual U.S. temperature (OF) and rate of reported worker fatalities. Fatality rate per 1 million workers, derived by dividing reports of fatalities by total U.S. employees in private sector and state and local governments. Graph courtesy of the petition signed by more than 130 organizations requesting that OSHA issue a national heat standard.

Sources: National Oceanic and Atmospheric Administration (temperature data) and BLS (fatality rate data).

The standard requires employers to provide one quart of potable drinking water per worker per hour; monitor, and provide shade for, all employees on particularly hot days; provide rest breaks for employees upon request; and train new employees and supervisors on heat-related illness and preventative measures.

From 2013 to 2017, Cal-OSHA has averaged 1,416 citations for unsafe heat load conditions per year. In that same period, OSHA averaged just 28 heat-related citations per year, nationwide.

ENFORCEMENT ENSURES SAFETY

A 2016 study examining OSHA’s 84 heat enforcement cases in 2012 and 2013 found that only 16 percent of the employers used the daily heat index to identify potential heat risks. Less than half

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safety spotlight It is vitally important to keep workers safe, whether or not OSHA enacts a national heat safety standard.

Overheated workers are not only at risk of heat-related illness, according to OSHA. Overheating also results in reduced concentration and physical ability, both of which increase the risk of other types of accidents. Additionally, heat may fog up safety goggles or prompt workers to shed valuable PPE. Although keeping workers safe is the primary objective, these risks can also increase workers’ compensation costs and medical expenses. Additionally, heat-related illness decreases productivity.

Many states may be out of the woods for the 2019 paving season, but other states are still in the thick of it. Here are some suggestions, which may or may not become part of the national standard, that could help you keep employees safe.

TRACK MORE THAN TEMP Employers should monitor the heat index, which takes both temperature and humidity into account, to identify heat-related risks. OSHA has resources available on its website outlining how to use the heat index to keep employees safe. Generally, environments below 91 degrees Fahrenheit are considered low risk; 91-103, moderate risk; 103-115, high risk; and beyond 115, extreme risk.

According to OSHA, Wet Bulb Globe Temperature (WBGT) is even more accurate to measure heat hazards than the heat index, since it measures temperature, humidity, wind speed and radiant heat.

The heat stress chapter in OSHA’s Technical Manual provides more information.

WATER, REST, SHADE Both environmental factors and job-specific factors can contribute to the likelihood of heat-related illness. Environmental factors include high temperature and high humidity, direct sun exposure, limited air movement, radiant heat sources and contact with hot objects. Job-specific factors include physical exertion and wearing bulky, non-breathable clothing.

Although we cannot control the weather, there is plenty we can control to help workers beat the heat. For example, shade canopies on equipment, cooling neck towels, or adjusting work schedules for cooler parts of the day or to accommodate frequent breaks in a shady environment. NIOSH’s recommendations also include a

worker’s free access to water “in quantities sufficient to maintain adequate levels of hydration at varying levels of heat.”

The baseline is one cup of cool water every 15 to 20 minutes.

NIOSH also recommends offering liquids that would replenish workers’ electrolytes, such as Gatorade, if they’ve been sweating for more than two hours.

HEAT ACCLIMATIZATION Although all workers may be at risk, those who have not built up a tolerance to working in hot conditions may be at a greater risk. This can include new employees, but also those returning from time away and even seasoned workers in the event of rapid temperature changes, such as heat waves. Heat acclimatization can help.

According to the Centers for Disease Control, heat acclimatization is the “improvement in heat tolerance that comes from gradually increasing the intensity or duration of work performed in a hot setting.” NIOSH recommends workers beginning work in high-heat environments, or those who will be working in hotter conditions than normal (for example, during a heat wave) be gradually acclimatized to the work over a period of seven to 14 days.

TRAIN, COMMUNICATE, PLAN AHEAD NIOSH also recommends that employers train all employees and supervisors on prevention and mitigate heat risks.

Additionally, employers should communicate heat-related hazards and the dangers of heat stress to all workers as they arise. NIOSH also recommend implementing a heat alert program to inform workers of heat waves so that they can be aware and prepared.

Throughout the shift, workers should be monitored for signs of illness. Should an emergency occur, every crew should have a plan in place.

TRACK & PROTECT Take time to track and analyze data on any heat-related incidents on your crews so you can take measures to prevent repeat occurrences.

If an employee or supervisor reports potential risks, NIOSH reminds us to protect these whistleblowers.

We should all want to keep our employees and our fellow crew members safe!

For more tips to beat the heat, check out the following articles on www.theasphaltpro.com: “Stay Cool During Summer Paving,” “Wear Sunscreen When Working Outside,” and “7 Hot Weather Safety Tips for Construction Workers.”

of the employers had any heat illness prevention program at all.

One quarter did not provide employees water or limited access to it.

The study also found that 97 percent did not adjust work/rest schedules based on heat conditions and work intensity, and only one of the employers had a heat acclimatization program in place.

“The vast majority of heat-related workplace deaths and illnesses can be prevented by access to water, rest and shade,”

10 // october 2019

reads the bill, echoing OSHA’s own Water. Rest. Shade. campaign. However, the bill continues, many employers don’t provide such simple measures of prevention.

A federal standard from OSHA could change that. If enacted, H.R. 3668 requires the final standard be announced no later than 42 months after the date of enactment.

– BY SARAH REDOHL

WE DO THIS...

ENGINEERING

ENGINEERING

CONSTRUCTION

SERVICE & TRAINING

PARTS

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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Phantom / Talon II / Fury / Whisper Jet CONSTRUCTION

ENGINEERING ENGINEERING

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2 BAGHOUSE OPTIONSSERVICE & ENGINEERING CONSTRUCTION ENGINEERING ENGINEERING

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2 SILO OPTIONS

TRAINING

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mix it up

Your P401 Responsibilities Changed Editor’s Note: In the August Hawaii Asphalt Paving Industry (HAPI) newsletter, Jon Young shared a summary of the Airfield Paving Clinic Workshop (APCW) held July 11 and 12 at the Daniel K. Inouye Airport Conference Center. The goal of the workshop was to discuss changes to the Federal Aviation Administration (FAA) Advisory Circular (AC) 150/5370-10H, which is more commonly referred to as the P-401 spec. The article is reprinted with permission and goes over the changes, which were issued Dec. 21, 2018, and discussed at the workshop.

Changes to the P-401 spec have placed more emphasis on two items: quality control (QC) and tack coat.

QC is an essential component of a project. The updated spec makes the QC program, which formerly was an incidental cost, a separate pay item. The QC program includes all required sampling and testing by the contractor, and now also requires the contractor to facilitate a quality control/quality assurance (QC/ QA) workshop.

Required participants in the QC/QA workshop are the engineer, resident project representative (RPR), contractor, subcontractors, testing laboratories and owner’s representative. The workshop must be held prior to start of construction.

The other change stresses the importance of tack coat by making it a separate pay item. Tack coat is the “glue” that is applied between two layers of asphalt. Adequate bonding between lifts of asphalt pavement is critical for the completed pavement structure to behave as a single unit and provide adequate strength.

Other changes to the P-401 spec include the following items.

1. Compaction of the mat will now be measured as a percent of Total Maximum Density (TMD) versus what it used to be, which was a percent of lab bulk density. This makes it consistent with the highway industry.

2. The spec now offers improved minimum thickness guidance.

The recommended minimum construction lift thickness for Gradation 1, 2 and 3 is 3 inches, 2 inches and 1 ½ inches, respectively. Gradation 3 is intended for leveling courses. If the contractor wishes to use Gradation 3 in other locations, the contractor will need to get FAA approval to do so.

C

The goal of the Airfield Paving Clinic Workshop (APCW) held July 11 and 12 was to discuss changes to the Federal Aviation Administration (FAA) Advisory Circular (AC) 150/5370-10H. Photo courtesy Lynn Young, HAPI 3. Gradation plans have been adjusted to match the military airfield specifications.

4. For rut testing/evaluation, there is a new loaded wheel test requirement for mix design. The default uses an Asphalt Pavement Analyzer (APA) with 250 psi hose pressure at 64 degrees centigrade in accordance with AASHTO T340. The rutting must be less than 10 millimeters at 4,000 passes. An alternative method also uses the APA, but at 100 psi hose pressure at 64 degrees centigrade in accordance with AASHTO T340, the rutting must be less than 5 millimeters at 8,000 passes. Another alternative method uses the Hamburg Device in accordance with AASHTO T324 and the rutting must be less than 10 millimeters at 20,000 passes.

5. Updated guidance on PG selection; there is an additional grade bump (See Table). The base grade is based on climate only; there is no bumping for traffic. When bumping a grade, add a PG Plus test if the upper temperature limit is 92 or greater (if there’s a

Table 1. Guidance for PG selection includes grade bumping. Source: Asphalt Institute.

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modified binder). Use Asphalt Institute’s binder spec database for reference.

A handful of the most important slides from additional presentations are available if you visit the HAPI website.

– BY JON YOUNG

APCW Teaches the Specs The workshop attracted about 65 people from the Hawaii Department of Transportation—Airports Division, design consultants, construction managers, inspectors and paving contractors.

The workshop covered many aspects of asphalt pavements, including significant changes to the P-401 spec that were made in the recently released AC 150/5370-10H. Day 1 topics included an overview of the workshop, aggregates, asphalt binder, hot-mix asphalt mix design and contractor quality control program. The class exercise was a contractor mix design submittal review.

Day 2 topics included owner acceptance testing and percent within limits; prime coat, milling, and patching; tack coat; paving operations; compaction operations; and longitudinal joints. The class exercise was a pay factor analysis.

Attendees received professional development hours certificates at the end of the workshop.

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

Guy Ischinotsubo, engineering program manager for HDOT— Airport Division, addressed about 65 attendees at the APCW event. Photos courtesy Lynn Young, HAPI

2430 North Decatur Blvd, Suite 120 Las Vegas, NV 89108 USA

 1-866-938-1124  contact@mindsusa.com  mindsusa.com

www.THeAsphaltpro.com // 13

Solve your problem

Solve Rideability at the Paver Track

Even if the mix is delivered perfectly to the job, your crew can mess up rideability if you don’t move the material smoothly through the paver. The lift you place behind the screed needs to be smooth like butter with no jagged tears or bumps caused by globs of material or jerky movements of the machine. In other words, you want the paver to move smoothly, towing the screed smoothly in a gentle, flowing, gliding motion down the lane. One way to achieve this is to keep the track clean and well-maintained. Let’s look at a couple of problem areas that are easy to keep clean with proper upkeep and best practices.

The Problem:

If you have rideability problems in the mat, look to more than the mix design. Look to your best practices. Is the paver up to par? Here, we see an overfed endgate flooding the track with mix. This causes the bogie wheels to pick up mix, clogging them with material. This could result in a bumpy ride that not only jars the tow arm, thus jarring the screed, but can also knock loose clumps of material in the hopper or anywhere along the material conveying system. Material segregation ENGINEERING will also mar your mat.

Broken, crumbling or otherwise poorly maintained bogies will also cause bumps or jumps in the movement of the paver.

The Solution:

Photos courtesy John Ball of Top Quality Paving.

ENGINEERING

In this picture, you can see that the Lorusso Corporation in Plainville, Massachusetts, has a beautifully kept machine.

Notice the tow point cylinder is clean and capable of smooth movement up and down as needed. The operator can clearly see the tow point indicator. The track and bogie wheels are clean and free to move in a fluid manner for a smooth ride. All ENGINEERING bogies are in good repair.

The hose that you see in the foreground leads from a container of release agent solution to a wand that the operator uses prior to the day’s shift to spray down the hopper and conveyors to ensure material moves freely with no clumping and globbing. This is a clean and well-maintained paver, ready to contribute to a rideable mat.

ENGINEERING – BY JOHN BALL

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

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ENGINEERING

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Pavement maintenance

Experts maintain that in each field application, a recycle process should be determined after an engineering investigation and material tests. That way the “right treatment for the right road at the right time” is assured. Photo courtesy of Roadtec.

Best Practices of Full Depth Reclamation How to perform a full depth reclamation, following industry best practices

F

Full depth reclamation (FDR) is the process of pulverizing and blending all layers of an asphalt pavement in-situ, as well as part or all of the underlying base materials to provide a homogenous material upon which to place a surface course.

“FDR has been growing in popularity over the past eight to 10 years,” said Product Application Specialist Anthony Low at Caterpillar, Peoria, Illinois. He mentioned its benefits include minimal traffic disturbance, environmental friendliness, minimal use of virgin material and being an eco-

16 // october 2019

nomical alternative to some other pavement preservation methods.

“The material in place for an FDR project has already been paid for, so working with existing material is often times more cost effective,” said Matt White, North American sales manager for milling and R/S products at BOMAG Americas, Ridgeway, South Carolina. FDR is best suited, White adds, for situations where base failures have occurred, or increased bearing capacity is desired. “By combining the layers, you create a homogenous layer which is either strengthened by mechanical, chemical or

bituminous stabilization.” He estimated that more than 90 percent of FDR includes the addition of a chemical or bituminous binding agent.

You can read full discussions of these methods at www.TheAsphaltPro.com but here are a few quick definitions.

• Pulverization of a failing pavement is the most basic FDR application, according to the team at Wirtgen America Inc., Antioch, Tennessee. If the end use for the recycled pavement is a low-volume road or a parking lot with no foundation deficiencies, after an engineering analysis, simple pulverization

Pavement maintenance ically found on higher volume roads, Hammon said it should be noted that FDR cannot treat deep subgrade instability.

DETERMINE THE DEPTH

Full depth reclamation offers a number of benefits, including minimal traffic disturbance, environmental friendliness and minimal use of virgin material. Photo courtesy of Roadtec. and compaction with surface treatment likely will suffice. For a stronger pavement, mechanical, chemical or bituminous stabilization is integral to FDR. Dedicated stabilization of the recycled material will provide a more robust pavement. “The most important part of FDR is stabilization,” said Mark Stahl, director of recycling products for Wirtgen America. “It’s stabilization of the reclaimed layers which gives the pavement foundation the structural strength to withstand repeated loads for decades.”

• Mechanical stabilization is the next step up from pulverization, for use on low to medium volume pavements with simple surface and base defects, according to the Wirtgen team.

• Chemical stabilization is achieved with the addition of binding agents such as lime, portland cement, cement kiln dust, calcium or magnesium chloride, or fly ash. This can be achieved by distributing the dry material on the existing pavement in advance of the recycler, or as slurry, fed into the recycler or placed on the existing pavement.

• Bituminous stabilization utilizes asphalt emulsion or foamed asphalt, and is indicated for medium to high traffic roadways. It’s a cost-effective method of improving the strength of reclaimed pave-

18 // october 2019

ment while reducing the effects of moisture, is more flexible than base courses that utilize chemical stabilizers, offers superior fatigue resistance, and is not prone to cracking, according to the Asphalt Recycling & Reclaiming Association (ARRA).

White said FDR differs from rehabilitation techniques such as cold-planing, where material is removed and typically paved back with virgin material, and hot in-place recycling (HIR), where repairs are commonly made to failures that emanate from the top asphalt layers. Experts maintain that in each field application, a recycle process should be determined after an engineering investigation and material tests.

That way the “right treatment for the right road at the right time” is assured.

“Full depth reclamation addresses issues with subgrade stability, surface integrity, and various forms of cracking and rutting,” said Kyle Hammon, product manager for milling machines and stabilizer-reclaimers at Roadtec Inc., Chattanooga. “In applications where pavement distress is within the treatment depth or slightly below, the treatment’s life expectancy should fall in the 15- to 25-year range.”

Although newer equipment makes it possible to treat material at greater depths, typ-

The FDR process may require blending of some or all of the underlying base material.

The exact amount depends on the structural and load bearing capacity desired by the road owner, White said.

If the existing material doesn’t meet load bearing requirements, it may need to be removed and supplemented with stronger material. White said material may also need to be removed to meet height requirements— matching the curb or existing structures, for example.

“Contractors must ensure that when doENGINEERING CONSTRUCTIO ing this, they do not remove good material,” White said. “For example, you wouldn’t want to remove 4 inches of asphalt and leave only base material behind. Pre-pulverization to blend materials evenly and then removal of excess material would be preferred.”

According to theENGINEERING Full Depth Reclamation CONSTRUCTIO Construction Checklist prepared by the Federal Highway Administration (FHWA), Foundation for Pavement Preservation (FP2 Inc.) and ARRA, cores should be taken from the center and the edge of the roadway in various locations throughout the length of the project to verify thickness of materials.

ENGINEERING CONSTRUCTIO These samples should be evaluated for consistency over the length of the job.

“Because FDR work is not a controlled process such as creating asphalt, the in-situ material conditions can change very quickly,” White said. “Any indications the contractor has ahead of time will allow him to ENGINEERING make proactive changes, rather than CONSTRUCTIO reactive change.”

For example, if the contractor knows there is a thin layer of pavement/base/subbase in a particular area, the crew can raise the cutter drum to prevent pulling up subgrade material into the mix.

Mix designs for FDR are almost always required, due to ENGINEERING inconsistencies in CONSTRUCTIO road materials and varying traffic indexes, White said. If previous investigations have found a consistency of materials in the same areas of a county or city, a single mix design may suffice. However, White cautions this

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If the pavement has structures such as curbs, sidewalks or bridges that require the finish grade to be at a set height, a contractor can pre-mill the pavement to remove material prior to pulverization or remove the material after the recycle process is complete, before the wearing course is installed.

Photo courtesy of Wirtgen. approach, due to irregularities that may exist due to in-situ moisture changes, gradation of existing material, age of asphalt and other factors.

Evaluation of the subgrade with either the falling weight deflectometer or dynamic cone penetrometer tests, measurement of existing slope/cross, and verification of thickness and consistency of the material with ground penetrating radar may be performed.

This phase of the project should also be used to identify all buried structures that could present a safety hazard during the FDR process.

Wirtgen’s Stahl said FDR can reduce the impact on underground utilities, compared with remove-and-replace methods, as FDR is typically performed at a set depth.

“When remove and replace is chosen, digout tends to be less predictable and often deeper because you’re digging down to find stable material. Therefore, contractors are more likely to get into utilities,” Stahl said.

“With FDR, if a pipe is18 inches below grade and you’re doing FDR at a depth of 12 inches, there will be a 6-inch buffer.”

However, buried structures can still present a safety hazard during the FDR

20 // october 2019

process. All buried items, from utilities and manholes to rail lines and valves, should be identified, removed if not in use, and clearly marked at the job site. White recommends lowering existing utilities at least 4 to 6 inches below the mixing depth and then covering them.

Low adds that FDR can reduce impact on utilities after its completion. “A well designed FDR mix will allow better axle load to be evenly spread over the sub-grade,” he said. “This will reduce the amount of pressure acting on underground amenities.”

PULVERIZE AND PREP

The process of FDR includes the pulverization of the material with a reclaimer in one or multiple passes. Prior to pulverization, standing water and vegetation on the pavement should be removed.

Pre-milling may also be required ahead of pulverization to accommodate for “fluffing up” or “bulking” of the material. According to Stahl, the exact amount of bulking depends on the materials present, but is generally 10 to 15 percent of the material’s volume.

Let’s assume the average asphalt pavement has 4 percent air voids. During the

pulverization and compaction process, the finished product has between 9 and 12 percent voids. Once the process is completed, the new material will not fit in the same volumetric space, Stahl explained.

If the pavement has structures that require the finish grade to be at a set height, such as curbs, sidewalks or bridges, a contractor can pre-mill the pavement to remove material prior to pulverization or remove the material after the recycle process is complete, before the wearing course is installed. According to Stahl, most contractors opt to pre-mill.

Stahl also emphasizes the importance of performing a mix design on all FDR projects to ensure the appropriate binding agent is used at the correct amount and verify how deep to go to get the best results for the specific materials present.

“The mix design is like a recipe to get the desired results,” he said. “If work is performed without a mix design, you’re shooting from the hip.”

In Stahl’s experience, FDR is almost always accompanied by stabilization methods. For more information on best practices of soil stabilization, check out “How to Perform Base Stabilization” on theasphaltpro.com.

Best practices, mix design guidelines and quality control sampling/testing guidelines for FDR using various stabilization methods are available from the Asphalt Recycling & Reclaiming Association: bituminous stabilization in FDR101 and FDR301, chemical stabilization in FDR102 and FDR302, lime stabilization in FDR103, and cement or cement kiln dust stabilization in FDR202.

When pulverizing, verify the depth and gradation of the reclaimed material meets specs, and make sure the pulverized material is consistent with the cores provided.

It may also be necessary to remove and replace some areas to ensure consistent materials throughout the project.

If there are oversized chunks of material after pulverizing, closely monitor the speed of the reclaimer, check and replace worn teeth, and remove any visibly oversized materials prior to compaction.

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High-horsepower milling machines can work thousands of square yards per day to depths of around 20 inches. Photo courtesy of BOMAG. During the pulverization process, Stahl recommends overlapping the longitudinal joint by 6 inches to ensure all pavement material is processed and not missed. He also recommends an overlap of 3 to 5 feet at the transverse joint to avoid rough transitions.

“If the machine starts at the exact place it stopped the day before, there will be a rough area there,” he said. “It’s similar to asphalt paving where extra care needs to be taken to ensure a smooth transition.”

Low said this is one best practice that hasn’t become common practice—yet.

“To minimize lateral and linear cracks, good overlaps should be done within two to three hours, to allow homogeneous curing,” Low said, adding that he recommends a minimum end of cut of roughly 8 inches, as well as an overlap of 5 to 6 ½ feet. “End of cuts are usually left staggered in order to minimize lateral cracks across the road.”

It’s also important to verify the moisture content of the material and adjust as needed. According to White, moisture content can be referenced on-site or in a lab by using various methods provided by the American Association of State Highway Transportation Officials (AASHTO) or ASTM. “Moisture reference is usually noted by an experienced hand in the field feeling and seeing the material, as well as establishing a moisture-density curve by setting a rolling pattern,” White said.

22 // october 2019

Achieving the optimal moisture content (OMC) is key to compaction success. Too little moisture can prevent proper compaction since the material won’t have enough lubricity to push out air voids. Too much moisture will cause delayed strength and pumping, when there is so much water in the material that, when pushed down, the water will push up other areas.

Water may be applied via the reclaimer’s on-board additive system or with a separate water truck. The water truck will also supply the reclaimer with water. Calibration on application rates of any equipment delivering water (or other additives) should also be performed, Hammon said.

According to RoadResource.org, an online resource prepared by the Pavement Preservation and Recycling Alliance, if the material is above optimum moisture content, the contractor may consider one of the following solutions: change the rolling pattern, use a pneumatic tire roller or padfoot roller instead of a steel wheel roller, revise the stabilizing agent used, check for subgrade instability or use less water.

“In some cases where you are over OMC, you may be able to aerate the material by opening it up with the stabilizer,” White said. “The more you handle, the more you can remove moisture, but you also have to be aware of segregating the material and/or breaking the bonds if using a binder.”

If moisture content is inconsistent, check for clogged spray bars or investigate potential gradation changes and adjust the application rate accordingly.

It should be noted that FDR should notSERVICE & ENGINEERING CONSTRUCTION TRAINING be performed in rainy conditions, as this will add uncontrolled moisture that can affect curing time of the binder agent and compatibility. FDR should also be postponed if the pavement is frozen or freezing temps are forecast within a week after reclamation.

SERVICE & ENGINEERING CONSTRUCTION “Low or near freezing temps can createTRAINING issues with curing, whether utilizing cement, emulsion or foam,” White said. “This can result in a myriad of issues, from late strength gains to problems with binder dispersion, which can ultimately lead to areas of failure and delayed trafficking.”

Additional weather requirements maySERVICE & ENGINEERING CONSTRUCTION be specified, depending on other projectTRAINING factors.

GRADE AND COMPACT After an initial pass with the reclaimer, the material should be bladed and compacted. White recommends initial compaction directly behind the stabilizer to establish “deep compaction” first, followed by the grader to shape the material.

One of Stahl’s top best practices is to ensure the grader blade is cutting deep enough to remove the imprints left by the

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Pavement maintenance

It is important to give the reclaimed surface sufficient time to cure before being opened to traffic. Photo courtesy of Caterpillar. pad-foot roller and that the material is put on grade in as few passes as possible. “If the material is overworked, it can dry out and cause problems,” he adds.

“If a stabilizing agent is used, it is typically added during a second ‘mixing’ pass made with the reclaimer,” Hammon said.

“After the mixing pass, the material should be bladed and compacted again. Finally, the material is trimmed to final grade.”

After shaping is complete, compaction can be performed by one or more pneumatic, smooth single drum or double drum vibratory rollers. White suggests a double-drum or rubber-tire roller for final compaction of the top surface. “Typically, a rubber-tire roller will finish off the surface to bring the fines and moisture to the top, creating a ‘sealing effect,’” he said.

An adequate roller pattern should be established early.

“Proper compaction is necessary not only for density, but to allow the material to cure faster and gain sufficient strength,” Hammon said.

Compaction should be monitored regularly using a nuclear density gauge and the finished surface grade should be checked regularly using a 10-foot straightedge.

Depending on whether one performs chemical, mechanical or bituminous FDR, White said lab testing may consist of unconfined compressive strength (UCS), in-

24 // october 2019

direct tensile strength (ITS), optimum moisture content (OMC), or dry density, among others.

“In the field, density, moisture testing, FWD [falling weight deflectometer] and coring samples can be performed,” White said.

CURE AND COVER

According to White, FDR methods of stabilization often allow for “quick in and out work,” which reduces the impact on highly trafficked roads.

“High-horsepower machines can work thousands of square yards per day up to depths of around 24 inches (if necessary),” he said. “A very thick, strong layer of recycled material with great load bearing capacity can now be created in-situ and trafficked, many times, within a few hours of processing.”

However, it is still important to give the reclaimed surface sufficient time to cure before being opened to traffic. Curing time will depend on the type and amount of binding agent being used, ambient temperatures and moisture content, White said. Proof rolling the surface before opening it to traffic can help verify that it is ready to support light traffic.

“For emulsion, this is also dependent on how the emulsion was engineered (slow, medium or fast set),” he said. “With cement, foam and emulsion, the mat may have reached density, but can still be ‘ten-

der’ for several hours.” However, cure time is one of many factors that must be examined when determining which stabilization agent to use.

However, cure time is not the only factor when determining which stabilization agent to use.

White added that if a surface must be opened to traffic prior to a fog seal, speeds should be limited.

“You may be okay to open traffic, but it’s a gamble many times, as this material is not designed to withstand scrubbing/shearing effects and high speeds as a wearing course is,” White said. “So in reality, a fog seal is like cheap insurance for all the hard work and money that has been put into securing a strong foundation.”

The condition of the reclaimed surface should be closely monitored after being opened to traffic prior to the surface course application. If the reclaimed material is disturbed by traffic, it will need to be resolved before the application of the surface course. Minor raveling or scuffing should be swept up and monitored, major raveling or scuffing should be re-recycled or repaired with asphalt mix.

After the reclaimed area has cured, a surface course may be applied. Common surface courses include a single or double chip seal, micro surface, slurry seal, hot mix overlay or cold mix overlay.

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Meet the state exec

Kevin Monaco welcomes the crowd a NJAPA’s scholarship luncheon. Each year, NJAPA provides approximately $16,000 to $18,000 to high school and college students who have immediate family working for an NJAPA member firm.

Meet NJAPA’s Kevin Monaco T

The New Jersey Asphalt Pavement Association (NJAPA), Ewing, N.J, is the oldest construction related trade association active in New Jersey, founded in 1933. Today, the association represents more than 120 member firms, including 18 asphalt producers--close to 100 percent market share of asphalt production in the state.

AsphaltPro spoke with Kevin P. Monaco, NJAPA’s executive director since 2012, to learn about how NJAPA engages with state legislators and addresses the workforce shortage in the state of New Jersey.

What are the top two or three ways you have increased membership in the association? We have expanded our outreach to related industry partners, including engineering firms, and have also made it a priority to have many New Jersey college and university engineering departments engaged as academic affiliate members.

What is your favorite method for recruiting new asphalt professionals to the industry in general? We make a concerted effort to be fully engaged with our colleges and universities, community colleges, trade

28 // october 2019

schools and workforce development boards. We work to show the diversity of career options within our industry.

In what month do you hold your annual meeting? We host our annual paving conference in March of each year, an annual awards program during May, and a holiday luncheon to benefit our scholarship fund during December. Our annual paving conference includes a trade show and industry exhibits.

We provide approximately $16,000 to $18,000 annually to high school and college students who have immediate family working for an NJAPA member firm. We provide some level of scholarship to every applicant, as we consider these young men and women part of our family.

Do you have a staff that assists in preparing the annual meeting? Our staff includes Technical Director James Purcell, P.E., and Office Manager Stacey Lindenmuth. We also receive assistance in planning the annual paving conference from a conference committee, which in-

cludes Rutgers University, NJDOT, Port Authority of NY/NJ, FHWA and association members.

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

Yes, we host several educational events on a wide range of issues including quality control, paving operations, safety, human resources and employment law, and environmental regulations.

Our educational programs are primarily in person. Some programs are members-only and are generally free, other programs have member and non-member pricing. Recent programs have included nuclear gauge safety training, human resources and employment law updates, and federal and state environmental compliance regulatory updates.

About how many member asphalt projects, plant tours and open houses do you visit per year? I work to visit at least one paving project and one asphalt plant each quarter. I also make time to visit with company owners and senior executives one on one throughout the year. In addition, we conduct plant tours for legislators, college students and other key interest groups several times per year. I typically attend any open house hosted by a producer member.

The association typically arranges the tours in coordination with our members. We consider them an incredibly valuable opportunity for young people and policy makers to learn more about our op-

Kevin Monaco with NJAPA President Peter Kochek and NJAPA Counsel Brian Montag erations and better understand the extraordinary contribution we make to the economy, the environment and the quality of life in our communities.

About how many state agency or DOT meetings do you attend per year? NJAPA staff meets frequently with governmental agencies, project owners and other key decision makers in our industry.

This includes NJDOT, FHWA, Rutgers and Rowan Universities,

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Meet the state exec

TOP LEFT: Kevin Monaco with NJDOT Commissioner Diane Gutierrez-Scaccetti. TOP RIGHT: Kevin Monaco (left) with former NJDOT Commissioner Jim Simpson and NJAPA member Dennis Hart. BOTTOM LEFT: Kevin Monaco greets U.S. Senator Cory Booker. BOTTOM RIGHT: NJAPA President Peter Kochek and NJAPA staff recognize Stacey Lindenmuth on 25 years of service.

NJ Turnpike Authority, NJ Department of Environmental Protection, and others. We meet directly with representatives of NJDOT at least 20 to 30 times per year.

On a scale of 1 to 5 (1 being none at all; 5 being very much), how much of a threat to your members’ market share/livelihood is the concrete industry in your state? One. We actually work cooperatively on funding issues and regulatory issues with the NJ Concrete & Aggregate Association.

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? 4 to 5. It is always difficult to find and retain good employees. We have much to offer as an industry and need to continue educating the public and young people in particular about the diversity and quality of employment provided by our industry.

Could you give an example (or two) of a way your state APA assists members with workforce development? We assist by working cooperatively to build strong relationships with universities and commu-

30 // october 2019

nity colleges, we participate in career fairs and invite students to attend our annual paving conference free of charge.

On a scale of 1 to 5 (1 being none at all; 5 being very much), how involved are your state elected officials in transportation issues such as funding and infrastructure improvements? Our state legislators have significant involvement in reviewing and approving the annual Capital Program and overall NJDOT budget. We work very hard to maintain relationships with key legislative leaders and members of key committees including the budget and transportation committees.

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.? Most recently, the New Jersey Legislature approved an eight-year, $2 billion per year funding program which relied in large part on an increased motor fuels tax. The effort also included a public question to constitutionally dedicate the increased funds to transportation uses. This public question faced significant opposition, including efforts by our previous lieutenant governor and our major statewide talk radio station. NJAPA hired an outside PR firm and devel-

oped a range of social media outreach efforts including paid and earned media. NJAPA also participated in a broader industry coalition which included press conferences, direct mail, radio and TV advertisements and more. The public question was approved 54 percent to 46 percent.

On a scale of 1 to 5 (1 being none at all; 5 being very much), how involved are your asphalt members in transportation issues such as funding and infrastructure improvements? Our members are typically involved and fully engaged in their local communities through a range of civic and charitable activities. We have a strong grassroots network in place which we can activate as necessary. Our members have always been very supportive of our efforts in this regard.

Get to Know Kevin Monaco

What do you see as the most important part of your job as an executive director of a SAPA? Promoting our product as widely as possible and serving as an advocate for our members and our industry.

Why did you join the asphalt industry? I worked previously as an ocean lifeguard for many years. As I was nearing graduation from my master’s degree in public policy from Rutgers University, I was contacted by an older lifeguard who worked at a major construction association and asked if I would be interested in joining his organiza-

tion to work on legislative and regulatory issues. I started work the day of my graduation and worked with that association for 12 years.

What is the most challenging part of your job, and why do you think it’s a challenge in your state? We face the same challenges as other associations, including changing membership demographics. We also work hard to keep policy leaders and decision makers focused on our industry even when there is not a crisis or pressing issue.

What do you find most enjoyable about your job as an executive director of a SAPA? Without question the people with whom I have the pleasure of working with and representing are the best part of this job. We have the privilege of working with some of the hardest working, smartest, down to earth people in an industry that is so critical to the economy, the environment and the quality of life in our state and nation.

You have the opportunity to develop tremendous long-lasting friendships and you learn something new every day.

What has been the most rewarding experience for you during your time as the executive director? I always take satisfaction from achieving a long-term, challenging policy issue such as passage of legislation, major revisions to regulations or specifications, and, of course, approval of transportation funding increases.

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Producer profile

The ASCO plant updates and upgrades were completed in three years instead of the four to six years the management thought they might be in for. As of press time, ASCO is experiencing another record year with back to back record months.

Asphalt Supply Completes Plant Replacement

From a used Barber Greene to current day components, ASCO conducts plant replacement in stages Over the past 28 years, Asphalt Supply Company, also known as ASCO, located in Sellersburg, Indiana, has evolved from a consortium of as many as five road contractors to the current single entity ownership. The father and son team of Gary and Jeff Libs, also the owners of Libs Paving, have been a part of the Asphalt Supply team since its inception in 1992. Libs Paving was originated by Gary Libs in 1971. And since 2012, as the sole

O

32 // october 2019

owners of Asphalt Supply Company, they have been on a corporate facility improvement process to meet the demands of their growing market.

“I think there will be a checkup sometime, but we see things continuing to grow for the next three or more years at least,” Jeff Libs said. This perspective has led them to completely upgrade their asphalt plant in stages over the past three years. From their beginning in 1992, when ASCO purchased a

used Barber Greene parallel flow plant, to the conversion to counterflow in 2006, they have consistently grown their production to the point that a complete plant replacement was in order.

Gary Libs stated: “In 2012, we were coming out of the recession, but we could see things getting better. We were bidding larger jobs.

It took two or three years to get things going, but ever since we took over the company, we had planned on upgrading things.”

From left: Jeff Libs, Steve Bowers, Greg Cecil, John Mosby, Gary Getz, Gary Libs In early 2016, the entire ASCO management team began the process of researching avenues for their plant upgrade. Gary Libs said others told them the cost of a new plant. “We looked at other options as well,” he said.

Gary Getz, the ASCO general manager, was instrumental in directing this plant overhaul effort. “We wanted to go with a 2-drum plant so that we could have easy access to the mixing drum portion. A 2-drum plant allows us to hot stop longer because we can empty out the mixing drum while leaving the material in the drying drum.

Our unitized drum was hard to get into.”

As a result of this, Getz contacted Mike Mauzy from Reliable Asphalt Products, Shelbyville, Kentucky, to assist in completing the project.

“Our plan was to spread the upgrade over multiple years,” Jeff Libs said. “We did not know how many years, but we had to be able to produce while this upgrade was taking place. Also, we wanted to spread out the investment.”

Getz determined that the first step would be to drastically increase the plant’s production capabilities. With the assistance of Mauzy and Reliable Asphalt Products, Getz selected a very good used dryer, used mixing drum, and a reconditioned and expanded baghouse. Along with that, Asphalt Supply Company purchased a new burner, a new knockout box and ductwork, a new exhaust fan driven by a variable fre-

quency drive, new screen, and virgin feed scale conveyor. This improvement was coupled with completely re-wiring the entire asphalt plant. As a result of these improvements, the plant more than doubled its production capabilities from less than 200 tons per hour to 400 tons per hour.

They also converted to fueling the plant with natural gas instead of fuel oil.

“Our fuel costs were cut nearly in half,” Getz said.

Despite getting a late start in 2017, they had a record production year and began planning for the plant improvements for 2018.

The next winter, with the continued assistance of Reliable Asphalt Products, Asphalt Supply Company replaced their entire tank farm, cold feed system, heating and asphalt metering systems. At first glance, these were the items that seemingly needed replaced the most. But in discussions with the ASCO management team consisting of the ownership, Gary Getz, Greg Cecil, Steve Bowers and John Mosby, it was decided to upgrade the items that directly affected the production first to maximize the return on investment.

Reliable Asphalt Products engineered and manufactured all of the second phase equipment and, much like the first phase, provided all of the labor and field fabrication to install the equipment. ASCO experienced a second record production year in 2018. In the midst of the 2018 production

www.THeAsphaltpro.com // 33

Producer profile

Reliable engineered and manufactured three new silos to hit their existing piers to minimize site preparation.

When in discussions with the ASCO management team, it was decided to upgrade the items that directly affected the production first to maximize the return on investment. That included a Minds DrumTronix control system, a new Minds silo loadout and ticketing system, and replacing the entire energy center.

34 // october 2019

season, the ASCO management team determined that they were going to upgrade the silo system, recycle feed components, completely replace the energy center and completely upgrade their control system.

Again, with the assistance of Reliable Asphalt Products and Arrow Electric, plans were put in place to have the components on site at shut down so that ASCO could be operational by March 1, 2019.

Dennis Mauzy, Reliable Asphalt Product’s general manager and Chief Operating Officer, discussed the plant upgrades conducted this past winter: “The joint effort between our company, Asphalt Supply and Arrow Electric has been critical but none more so than this year.”

ASCO selected a Minds DrumTronix control system and new Minds silo loadout and ticketing system as well. Although the wiring that was replaced a few years before was re-used, the entire energy center was replaced. Reliable engineered and manufactured three new silos to hit their existing piers to minimize site preparation. And as in the past, Reliable removed the existing equipment and installed the new components. Currently, ASCO is experiencing another record year with back to back record months.

“We set the date of March 1 and we were running by March 3,” Getz said.

“The Minds System has been very important for us,” Gary Libs said. He also stated that he has been more than pleased with the coordination and effort provided by his team, Reliable Asphalt Products and Arrow Electric.

Jeff Libs pointed out, “Although we did plan on upgrading the entire facility over time, we did not know whether it would take four years, five years or six years. We ended up making the decision to do this in three years.”

After this three-year facility improvement has been completed, every major component has been upgraded with either new or reconditioned equipment.

ASCO’s production and RAP usage have drastically increased, their operating and maintenance costs have drastically decreased, and they are now set for several years to meet their growing market demands.

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INTERSTATE ASPHALT BUILDS RELATIONSHIPS WITH UPDATED PLANT

W

When Trap Rock Industries closed its McCarter batch plant in Runnemede, New Jersey, in 2008, a local Southern New Jersey/ Pennsylvania area contractor took a closer look at how they might use the site to benefit business. Thus Interstate Asphalt Products was born and the family owned construction team purchased the plant, incor-

36 // october 2019

BY SANDY LENDER

porated some improvements, and opened for business in 2016. Steven Renzi, the sales director at Interstate Asphalt, discussed how they collaborated with Meeker Equipment Inc., Belleville, Pennsylvania, on a five-year plan to update the older plant and how the whole team at Interstate brings a positive atmosphere to the operations.

When they opened the plant in 2016, Interstate put a seasoned operator in place.

“The plant operator worked for Trap Rock for about 20 plus years, so he knew the plant inside and out, and came to work with us,” Renzi said. “We had a good starting point and template to build on.

Then I sat down with one of the partners

LEFT: Interstate Asphalt Products collaborated with Meeker Equipment Inc., Belleville, Pennsylvania, on a five-year plan to update an older plant with the whole team at Interstate bringing a positive atmosphere to the operation. ABOVE: Now that Interstate Asphalt has three 250-ton silos in place, they can service bigger jobs and handle multiple clients with a flexibility they didn’t have before. Photos courtesy Meeker Equipment

and Jeff Meeker to review various upgrades and options. We relied heavily on Jeff’s experience.”

“The plant sat for five years or so prior to Interstate purchasing it,” Jeff Meeker said. “Meeker Equipment had originally supplied this plant to the former owner.

The batch plant brand is a McCarter plant, which my family has considerable experience with as my father worked for McCarter for many years. I was asked to meet the family owned construction team to go over what the plant needed to be competitive in the marketplace. The plant needed a general overhaul. Motors and gearboxes needed to be checked. Rotting belts needed to be replaced. Basically, the plant needed general maintenance. The Interstate team quick-

ly got the plant up to speed.” Meeker saw their need to add recycled asphalt pavement (RAP).

“The RAP could get us an immediate return on investment so he suggested we start with that,” Renzi said. “Once we got the new RAP System installed, we started to see some savings in operations and plant efficiency.”

Renzi explained that steam and dust were an issue on the outdated system, which allowed up to 20 percent max capacity RAP, “so Jeff and his team designed and installed a new RAP-PAK system including the tower and the blower,” in 2017.

Meeker explained how outdated RAP introduction for batch operations used to cause steam emissions problems and leave batch operations in our industry with a competitive disadvantage: “Various forms of batch plants have been used in the asphalt market for over 100 years. For most of those 100 years, batch plants operated using 100 percent virgin materials. The batch plants were designed around using 100 percent virgin materials and there really wasn’t any consideration for running RAP in those plants.

“In the 1970s, the drum mix plant started to make real inroads into the asphalt

market,” Meeker continued. “The drum plants started operating with RAP and those plants had a competitive advantage over the traditional batch plants. In the 1970s, batch plants started using various forms to add RAP into the mixtures. One method was to add RAP into the aggregate weigh hopper on the batch tower. Basically, RAP was added with a long conveyor to the weigh hopper. It was added like any other aggregate. It was weighed just like weighing up sand or stone. When the hot aggregates and cold RAP were dropped into the mixer and liquid AC was added, there was a steam explosion. The steam was created from the immediate release of water from the RAP. Steam would come out seals or cracks in the mixer, causing fugitive issues.

“The manufacturers understood the issue, so large ducts were added to the mixer to allow for the release of steam to the baghouse. When doing that, another problem occurred. Plant production suffered. By adding the large ductwork back to the baghouse, the ductwork in essence short circuited the burner/dryer/baghouse air system. Every time a batch occurred, a damper opened to the mixer allowing the steam to release from the mixer. The steam went to the baghouse but in

www.THeAsphaltpro.com // 37

To get the Runnemede plant up to date with RAP use and good production, Meeker built a new system for Interstate and contacted Ken Cardy of Libra Systems Inc., Harleysville, Pennsylvania, to get new controls in place. that brief period of time the damper was open, the burner did not receive proper air for combustion. To the burner, air was removed momentarily thus causing the burner to lose efficiency. By losing flame temperature, the plant operator had to “slow” the aggregate feeds to the plant down causing overall plant production to slow. Batch plants running RAP slowed production down considerably, thus minimizing the benefit of the RAP. Plants could add RAP but couldn’t get the production they needed.

“Over the years, other methods of adding RAP to batch plants have been tried,” Meeker continued. “One method was to add RAP to the hot elevator and blend the RAP in with the virgin aggregate as it exited the dryer. Comingled RAP and virgin aggregate traveled up the hot elevator and passed across the screen deck. The advantage to this method was the steam explosion never occurred in the mixer, but the downside to this was batch tower screens were getting blinded. If the RAP got too hot going up the elevator, the liquid AC in the RAP would activate, causing the material to get sticky. The sticky RAP would get stuck on the screen cloth, causing the opening in

38 // october 2019

the cloth to close, thus reducing the quality of screening on the aggregates.”

To get the Runnemede plant up to date with RAP use and good production, Meeker built a new system for Interstate and contacted Ken Cardy of Libra Systems Inc., Harleysville, Pennsylvania, to get new controls in place. About 10 years ago, Meeker engineers developed the Meeker RAP PAK system, starting with a separate weigh hopper just for the RAP, but still allowing RAP to be weighed at the same time as other materials.

“By doing this, the automation companies could weigh up the RAP separately from other virgin aggregates,” Meeker explained. “In other words, the RAP and virgin aggregates weighed up on the scales simultaneously, thus saving precious seconds. In the Meeker RAP PAK system, the RAP is weighed at the same time as the virgin aggregate and the liquid AC.” Next, the system discharges the RAP into the mixer in small batches.

“In other words, the RAP is chattered into the mixer thus delivering only small amounts of RAP,” Meeker explained. “By spreading out the time it takes to add the RAP, the steam is emitted in smaller quan-

tities. By the time the liquid AC is added, a lot of the steam has been removed already.”

Finally, the system features Meeker’s exclusive dual damper system. “The dual damper system is designed to remove the steam from the mixer with a variable frequency drive exhaust fan and deliver the steam to the front of the dryer, like we see on many drum mix plants today,” Meeker explained. “The steam enters the air system naturally and doesn’t affect the burner/ dryer/baghouse air system because the fan is keeping constant air pressure on the dryer.”

Depending upon the plant manufacturer, the system is capable of doing 30 to 40 percent RAP in a batch plant, Meeker explained. Renzi shared that, with the new AC bucket and new platform Meeker added to the RAP PAK system, Interstate’s plant is now capable of 35 to 40 percent RAP in base mixes. They tend to run up to 25 percent RAP for surface course mixes.

Moving between mixes and percentages is made easier with a new controls system, too.

Libra’s Cardy explained that developing the plan for the controls was a collaboration with Meeker. “Libra entered the process in October 2016, soon after the plant was acquired from the previous owner,” Cardy said.

“We had an older/outdated control system, so we needed to update that,” Renzi said. He explained that they “installed the Libra Gen3 controls in anticipation of the new silo setup, so when the silos came in, we were set.”

Local vendor Advance Scale Company supplied and installed their new truck scale and comes in to calibrate the truck scales, as well as material weigh scales, every six months.

Having new controls in place also gives Interstate another tool toward its goal of being customer focused. Renzi explained that the plant is serving a good mix of customers doing everything from heavy highway work to utility patching in the area. At this time, about 40 percent of the business is from the parent construction company, but the team is looking outward for expansion.

“As new kids on the block, we know our competitors who have been doing this forever,” Renzi said. “We value those relationships on all fronts. We want to do jobs for a company or customer for many years to come. We want to build client relationships, as this is one of our key operation principals.”

Cardy explained how the new controls system factors into relationship-building for Interstate. “There are numerous areas where Generation3 helps with this mission. Here are a few: a. Generation3 has been touted as the most accurate system on the market, which provides Interstates’ customers with better mix quality. b. Generation3 features a highly configurable design, so Interstate is able to tailor the software to the exacting needs of their clients. c. Generation3 can be extended for GPS truck tracking, so customers have complete visibility of the fleet servicing their jobs as well as a web portal to their E-tickets. d. Generation3 provides real-time transaction data for answering customer questions, such as the number of loads/tons that have been delivered to a job. In fact, using the Generation3 Web Services module, customers can instantly get answers to these questions from their phone or tablet, without needing to call the producer.”

Renzi spoke highly of the physical, equipment improvements that have taken place the past few years at the Runnemede site, but he also credits the Interstate team for the momentum, which is still going strong with a new lab facility under construction at this time.

“We have a good core group of people who have been with us since the be-

40 // october 2019

Moving between mixes and percentages is made easier with a new controls system instructing the components. ginning,” he said. “Our plant operator has been with us since 2016. He goes out of his way to help the customers. Some operators can be rigid, but our operator is customer-oriented. He understands the motto ‘we gotta be customer-friendly.’” If a contractor wants to start early, we’ll come in at 4 in the morning to get the mix ready for him.

Or if someone has a job going late, we’ll stay late. Our team gets that.

“The next key staff member is our plant superintendent/yard manager,” Renzi said.

“When he came on board, he did everything.

He has washed loaders, fed bins, controlled truck traffic, worked on the equipment side and took care of any maintenance that had to be done. These guys tackle a lot of the jobs around the plant themselves and our plant superintendent is no exception. He attended numerous training classes and picked Jeff’s brain every chance he got. He understands how to operate the plant now as well as the necessary maintenance, which is just as crucial to the plant’s successful operations; he can handle the technical and I.T. aspects of the plant.”

Interstate Asphalt fully encourages onthe-job training and promotes a culture where learning is rewarded. “This company understands the value of relationships and taking care of the people you have,” Renzi said. “You’re only as good as your people.”

Having workers who are willing to ask questions and soak up knowledge of the industry brings the whole company forward.

“If you have someone who is eager to learn, you need to feed that,” Renzi advised. “You can’t put a dollar figure on that. Cultivate it.

Give that person the leeway to make decisions and take pride in what they’re doing.”

Another member of the team that Renzi highlighted is the scale house operator. “She got her weigh master certificate and is the eyes and ears for Interstate. She’s the first person customers deal with on a daily basis.”

Our weigh master monitors loadout as one of her daily tasks, where she has a helping hand in the Libra Silo Safety System. Cardy explained the basic necessity of adding safety when adding silos, as Interstate did this summer: “For producers that place a priority on safety, a silo safety system is absolutely essential; especially for facilities with multiple silos. Equipment damage, personal injury, litigation and lost production are all consequences of a silo accident. The Libra Silo Safety System is designed to dramatically reduce these risks. It’s always on guard.”

For Interstate, the whole team is on guard for improvement and advancement in the market place. Renzi explained that when management initially met with Meeker about upgrading to serve the market place, “We spoke to Jeff about what improvements we want to make over time.”

“The silos were finished up over the summer for 2019 fall production,” Meeker said.

“By August 2019, the plant is competitive with all plants in the market.”

Renzi agreed. “With the silos, now we can service the bigger jobs coming in and handle multiple clients. We have a flexibility we didn’t have before. All these improvements give us the flexibility to service more customers, operate more efficiently, and be more marketable.”

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Use What You Document at the Plant—Part 2 A Pathway to Success

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In the September issue, we discussed a method of collecting, evaluating and distilling data into a user-friendly matrix called the log. The collected raw data is organized in a way to be quickly absorbed by the local manager. All the reporting in the world is of no value if it isn’t read, understood and acted upon.

As in our baseball example last month, teams were dissatisfied with the results of their scouting and statistical review. Owners weren’t getting the results they desired.

Could it be that the hot mix industry is also unhappy with its current reporting?

A deeper look at the log-based platform shows a new layout. By design, the log gives a lot of information quickly. Unlike traditional formatting, it’s not a top-down summary report. It’s structured to be site-specific for the local manager. It is intended to be interactive and to challenge the supervisor.

The core of the log is three-fold: 1. Vital signs: a quick look at the health of the operation 2. Evaluation: analysis of raw data in real-time to challenge the team 3. Archive: ability to easily reconstruct any given day of operation In this part of the article series, we’ll take a more meaningful look at these core principles.

BY KEN MONLUX

of vital signs is a joint effort with the regional manager, local manager and the editor of the log. Vital signs are short, direct statements of performance. In order not to overwhelm the local manager, the vital signs need to be limited. I would like to suggest vital signs be limited to no more than five.

Vital signs are formatted as bullet points to keep the focus on the outcome. Each of the five vital signs is assigned a goal. The goal is a method that allows the manager to compare month-to-month or year-to-year.

It also allows the manager, at a glance, to know the plant status.

To better understand what vital signs would look like, let’s examine a set of five in a fictitious plant. The information within the box is an example of how the data would be formatted.

Sign Three of Five Mix Temperature vs Shipped Temperature vs Job Site Temperature: This sign goes to the heart of a problem many plants experience. Operators tend to produce a mix that is too hot, resulting in placement problems, energy waste and loss of production.

Sign One of Five Tons per man-hour (tons shipped from the plant per site/shift): It is always better to use tons shipped, rather than tons produced.

You only get credit for what you sell. Everything else is waste.

CHECK VITAL SIGNS

When you visit your doctor, the nurse checks your personal vital signs. Such things as blood pressure, weight and pulse are documented and compared to past visits. During the visit, the doctor will evaluate your vital signs. Based on these vital signs, the doctor can then go forward in a diagnosis.

Like you, a hot mix operation has vital signs. As with you, these vital signs are able to give the manager a quick look at the overall health of the plant.

If the local manager only looked at the vital signs, he would have a better understanding of the health of his production process.

Vital signs are designed to be site-specific. One set of signs may perform well at one location but fail to produce the desired outcome at another location. The development

42 // october 2019

Sign Two of Five Average production rate (shipped) as expressed as a percent of maximum design of plant: This is a new way to look at production, tying it to the design rate of the plant. We all know that the design of the plant is a function of somewhat perfect conditions, in both the plant and raw materials used. By comparing the real world and the design, you may find areas for improvement.

Sign Four of Five Mix changes per day/Start-ups per day: This vital sign drove me crazy as I watched the

Like you, a hot mix operation has vital signs.

As with you, these vital signs are able to give the manager a quick look at the overall health of the plant.

able to identify any questionable trends that may be starting at the plant. All plants develop trends. Most are good, but some are not. A trend could be something as simple as a habit; such as a “setting” that is just a bit off. It could also be something “not noticed” in the pressures of the day.

Examples that can cause or affect a trend include attention to detail and getting into

a comfort zone. An operator loses his attention to detail if he becomes distracted by other crew members, loadout of trucks and generating scale tags, inbound deliveries of raw materials, phone calls, texts, and social media.

Most operators have a production rate that is within their comfort zone. This production rate may be based on factors such as his “favored” discharge temperature, his qualifica-

plant operator switch between mixes without a plan, or shut down the plant prematurely.

The act of a careless plant operator will cause additional waste, loss of production and higher operating costs.

Sign Five of Five Uptime availability: This is a term I have been using since the ’80s. It has always bothered me that I couldn’t get this number into the 90 percent range. Actions that contribute to loss of uptime can be unscheduled stoppage, breakdowns outside acceptable rates or careless shipping schedules.

JANUARY 22-24, 2020 EVALUATE IN A TIMELY MANNER

Traditional summary reports have two snags, which are time lags and the inability to identify trends. In the real world, there is always a time lag. To better manage this, the log’s editor has the ability to interact with the plant manager as the data is being analyzed. An additional time delay happens if the manager does not make it a priority to review the report. Using the interactive aspect of the log, the editor can notify the manager about the severity of the issue.

Data can become stale over time. A correction that may be simple to address can become more difficult as time goes on. Because of the hot mix’s short shelf life, any correction in the production cycle needs to be followed up on as quickly as possible.

Old data does not energize the local manager to be challenged. How many of your plants have a burner control recorder (real-time data collection)? Do you or your manager analyze the data on a daily basis? Or is the data filed and forgotten? You want to be

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tions and past experience, distractions, silo management, and general traffic in the yard.

How confident are you that you or your manager will identify and act on a questionable trend? I believe, due to the nearness of the plant decisions and distractions going on during the operational day, a manager may have a tough time identifying and acting on suspected trends.

The log editor has the advantage of space.

He is one step removed from the day-to-day.

The editor has the time to reflect. By design, a log-based documentation platform allows for a search of all trends. By overlaying various data reports and sources, a questionable trend may be spotted sooner, rather than later, by the editor.

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44 // october 2019

Let me pose a question to you: Can you reconstruct July 12, 2017? Was it a good day? Did the plant run? What was the weather like? Did you suffer a breakdown, or other production run stoppage? I could go on and on, but the point is, could you provide documentation to reconstruct a given day in a timely manner?

Again, like a ship’s log, all significant elements of the day’s action can be documented.

The “plant report” form is vital to successful archiving. These plant reports, like other aspects of the log-based narrative are site-specific. The plant report is designed to be completed at the end of every shift. It should reflect the particular traits of the plant.

If the information you are providing today doesn’t meet the needs of the local manager or doesn’t motivate the manager toward improvement, you may need to change things up.

A log-based platform gives the local manager the capability to focus on making the needed day-to-day decisions to keep “the ship” moving forward. By way of an interactive relationship with the log’s editor, the manager becomes more confident in his ability.

In part three next month, I will outline how to go forward to develop a log-based documentation platform that will work best for your company. You will find it’s not as hard as you may think. If you have a system currently in place, the transformation can be simple and seamless. If you don’t have a system, or you want to scrap yours and start over, that can be done as well.

Ken Monlux is an asphalt industry veteran with 30 years experience in all areas of operational management. For more information, contact him at (209) 495-1017 or kenmonlux@yahoo.com.

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How to Find Asphalt Training for 2020

If anything has changed since last year’s installment of asphalt training opportunities, it’s the number of new employees entering the construction workforce. Whether or not these new workers have an agriculture, construction, engineering, mechanical, technical background directly influences the role they can assume in your company.

More often than not, companies like yours are bringing new blood to an industry that needs experienced workers. You’re being tasked with teaching and training basics such as how to grease bearings (see page 60), how to put water in a roller’s tank, how to keep tears and bump out of the mat (see page 14), how to keep your truck drivers on point, and so on. Neglecting to teach any of those lessons because you think a newbie already “gets it,” could be an expensive education for everyone mid-shift.

So far, these are truths you know. You’re living it on the daily. What you need is a way to bring new workers up to speed properly and a way to show new technologies and new equipment to veteran workers. You may also need to get new safety directives woven through the fabric of an entire company while setting up new fleet management recording with one sector of the company. Different needs for different workers means different training in different settings.

One example is CM Labs Simulations out of Montreal, developer of Vortex® training simulators, which announced in early August an update to its Motor Grader Simulator Training Pack wherein all operating metrics during training exercises are tracked and tallied into a single score that updates in real time. Companies like Volvo Construction Equipment, Shippensburg, Pennsylvania, and Deere & Company, Moline, Illinois, also offer virtual experience simulators to help new workers get a “feel” for being in the cab. The good news is most original equipment manufacturers (OEMs) have some form of training to help you. Top Quality Paving & Training Proprietor John Ball shared that the team at Caterpillar has a CD-ROM to help paver operators figure out their new microprocessor and control panel on paving equipment. Everyone from software providers to heavy equipment dealers have some kind of webinar or sitdown training or hands-on training where you can learn the product you’ve just bought.

Now, if you’re staring at a 15-year-old paver with an 18-year-old who wants to join your team, you have some decisions to make. How will you train this young man?

Companies like Roadtec, listed in the sidebar, offer multi-day paving schools where he can learn every step. You can take him to World of Asphalt or, in the case of 2020, CONEXPO-CON/AGG, and make sure he has his butt in a chair in one of the paving workshops/seminars. You can go to your state asphalt pavement association lunchand-learn programs or annual conference. If your state doesn’t offer that kind of programming, you can travel to the Rocky Mountain Asphalt Conference and Equipment Show (RMACES) in Denver for an amazing array of learning. Keep in mind, these are events you travel to, so there are extra expenses involved, of course. But your crewmembers get to interact with the instructors and see equipment that

48 // october 2019

Photo courtesy Astec Inc.

Photo courtesy Deere & Company they can point to and ask questions about. Immersive learning can take place there.

I must also suggest the Asphalt Paving 101 online course that AsphaltPro magazine put together with industry consultant Ball. This course is back-to-basics and entry level learning that goes over everything from the different job responsibilities on a project to how to set up the paver for takeoff. It’s truly a 101 type of course, but it’s one that you don’t have to travel to take. You purchase it and get to watch/take it again and again with your crewmembers so everyone can fully grasp the lessons before moving on to the next lesson. In other words, it’s self-directed—and driven at whatever pace you want.

Getting back to the training directory concept here, you have options in this industry to get specific training from OEMs, dealers, distributors and so on. Whether the OEM has a facility built to provide classroom training or brings the training to you at your site,

WHERE CAN I TRAIN MY ASPHALT EMPLOYEES? Many companies offer training to their customers if you call and request help. Some OEMs will provide training to individuals and crews who are not yet customers. Here are a handful of companies that responded to our request for information on their programs or who have advertised their training schools in our pages. If you visit this article on the asphaltpro.com, you can click on the advertisers’ live links with ease. Let them know you learned of their opportunities in AsphaltPro Magazine. We anticipate next year’s listing will be more robust as OEMs see the value readers place on finding them in a reputable directory.

AsphaltPro Magazine hosts the Asphalt Paving 101 online training course for a fee to learn in the areas of paving/compaction, QC/QA in the field, pavement maintenance, and heavy equipment maintenance. Visit www.TheAsphaltPro.com Astec hosts the 2020 Astec Customer Schools for a fee to learn in the areas of production/plant controls, plant equipment maintenance. Visit https://www.astecinc.com/astec-customer-schools-overview.html Bergkamp Inc. hosts Bergkamp Technical Solutions for a fee to learn in the areas of pavement maintenance.

Visit https://www.bergkampinc.com/education-training/ CEI hosts the CEI Service Training Seminars for a fee to learn in the areas of production/plant controls and plant equipment maintenance.

Visit https://ceienterprises.com/service/training.html The Clarence Richard Co. hosts the Asphalt Plant Operation Workshop for a fee to learn in the areas of production/plant controls and plant equipment maintenance. Visit http://ez-flo.us/training/ Gencor hosts the Gencor University Training Center for a fee to learn in the areas of production/plant controls and plant equipment maintenance. Visit https://www.gencor.com/training/ Libra Systems Inc. hosts the Libra Systems User Conference for a fee to learn in the areas of production/plant controls.

Visit www.librasystems.com Click ‘User Conference’ Martin Engineering hosts Martin Engineering FOUNDATIONS™ department for a fee to learn in the area of production/plant controls and plant equipment maintenance. Visit https://www.martin-eng.com/content/page/546/conveyor-system-training-education Roadtec hosts the Paving Professionals Workshop for a fee to learn in the areas of paving/compaction, pavement maintenance, and heavy equipment maintenance. Visit https://www.roadtec.com/training/paving-professionals-workshop/ Stansteel/Hotmix Parts & Service hosts Hotmix University for a fee to learn in the areas of production/plant controls and plant equipment maintenance. Visit www.hotmixu.com Top Quality Paving & Training hosts training at the contractor’s site for a fee to learn in the areas of paving/compaction, pavement maintenance, QC/QA in the field, and heavy equipment maintenance. Visit www.tqpaving.com Wirtgen America Inc. hosts the Center for Training and Technology (CTT) for a fee to learn in the areas of production/ plant controls, paving/compaction, QC/QA in the field, pavement maintenance, and heavy equipment maintenance. Visit https://www.wirtgen-group.com/america/en-us/customer-support/know-how/training-program/

all you have to do is call and ask. For example, Meeker Equipment Co., Belleville, Pennsylvania, doesn’t have a formal training facility or formal training schedule, but does have experienced employees who will go to a plant location to help plant managers. TransTech Systems Inc., Latham, New York, doesn’t have a formal training schedule, but hosts customers at its facility for its TransTech Density Clinic to assist with non-nuclear density gauge set-up and training for best rolling patterns.

Look at your OEM’s website to see what training they can offer individually or in a group setting. You may be surprised by the cost-effectiveness of taking your crew to a dealer’s day of training.

Throughout the year, follow the “Training” department of AsphaltPro magazine for paving, compaction, production and other tips, implementable ideas for your crews, and leads on training opportunities. You can also subscribe to the free monthly Training Solutions eNewsletter, which offers an actionable training item on the first Thursday of each month. Visit https://theasphaltpro.com/ training-solutions/ to sign up for that.

In the meantime, use the following pages of this year’s AsphaltPro Training Directory to gather a few more ideas for bringing new workers up to speed.

– BY SANDY LENDER

www.THeAsphaltpro.com // 49

How to Protect the Loader Bucket

BY BRIAN HANDSHOE

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When producing asphalt, few items around the plant are more versatile and flexible than the plant’s front end loader. Yes, it loads the plant’s bins with aggregate for production, but it also must maintain the stockpiles, grade the road (in most cases), as well as load customer trucks. The bucket on the plant’s front end loader is the business end of this machine and protecting the bucket is truly protecting an important investment.

Buckets come in many shapes and sizes. You can have a permanently mounted bucket or a quick-disconnect; you can have a straight-lipped bucket or a spade-nose; you can have straight cutting edges or teeth and segments. For the purpose of this discussion, we will concentrate on the most common arrangement of a pinned on straight-lip bucket with standard cutting edges.

The steps required to maintain and protect a front end loader bucket will begin with an evaluation of the individual plant’s situation. How abrasive is the material being used? What is the annual tonnage that this plant produces? Does the loader run primarily during daytime hours or does this plant run around-the-clock operations? The answers to these questions will determine how often a bucket must be examined as well as how heavily it must be protected.

This is a good example of “don’t let this happen to you.” This bucket was not adequately protected from wear and ended up needing to be rebuilt or replaced. Yes, good wear parts are a sizeable investment, but they are still cheaper than a new bucket.

LET’S START WITH AN OVERALL VISUAL INSPECTION:

• Are there cracks in the structural components?

• Are the attachment points solid or are they worn with cracks visible?

• What is the condition of the moldboard? Is it solid and strong or scalloped and weak?

• How about the vertical corners? Are they still thick and strong or worn thin and weak?

• Is there a bucket liner and, if so, what is its condition?

• Are the side walls solid or worn with holes present?

• Is the bucket floor flat and serviceable or worn thin, wavy and cracked?

50 // october 2019

One of the primary issues to consider is the fact that the point where the moldboard welds to the vertical wall represents one of the highest stress points on the bucket. If this juncture is weak then the entire bucket is weak. Protecting this corner is essential to ensuring long bucket life.

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NOW LET’S EVALUATE THE BUCKET’S NORMAL WEAR PARTS:

• What condition is the cutting edge in?

Is it still projecting in front of the moldboard enough to protect the moldboard from excessive wear? Is the cutting edge wearing flat from proper use of the loader’s flotation or is the edge wearing mainly on the front portion indicating the bucket is being run with a raised bucket? A new cutting edge is one of the quickest ways to enhance the effectiveness of any bucket.

• How do the heel plates look? Are they even present? I have seen many cases where a bucket required a rebuild because it was run without heel plates for so long the bolt holes were worn away.

In many cases a loader manufacturer has calibrated the bucket leveling system to work best when a new set of heel plates is mounted to the bucket.

• Is the moldboard in good condition?

Does it have “scalloped” wear between the bolts or is it warped from hardfacing?

We often find buckets where the heat introduced by hardfacing or other welding

52 // october 2019

For this discussion, we will concentrate on the most common arrangement of a pinned on straight-lip bucket with standard cutting edges. has warped the moldboard so badly the end blades are resting on the ground, yet the center of the bucket sets proud by 1.5 inches or more. In this condition the cutting edges will wear very unevenly.

The end blades will wear quickly while the center blades will be barely touched.

How can we prevent some of these issues and extend the life of a front end loader bucket? Armoring that bucket with the proper combination of easily replaceable wear parts is one good way. When it comes to protecting loader buckets, size doesn’t matter, according to Micky Brewer, owner of MKB Welding.

“Buckets moving rock and sand all day take a beating,” he said. “Large or small, they need liners. All too often, we are replacing bucket floors when a liner kit should have been installed from the start.

Side plates also need protection.”

HERE ARE SOME OF THE REPLACEABLE WEAR PARTS THAT CAN HELP EXTEND BUCKET LIFE. • A high quality cutting edge is paramount.

A standard heat-treated steel will suffice in general conditions. If your wear factor is higher you should consider a Tungsten Carbide Impregnated version.

• Moldboard base edge cap systems are a great way to prevent the heavy “scalloping” type wear seen on moldboards. They are easily replaceable, mounting with only the cutting edge bolt yet completely preventing wear to the moldboard.

• Vertical wall side cutters are a critical element of the bucket protection arsenal.

By extending in front of and across the face of a vertical wall, these side cutters

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will prevent the verticals from getting thin and weak.

• Side wall wear plates, cut to fit each individual bucket, can prevent the need to cut out and replace a bucket side wall.

• Bucket liners. While not necessary in all materials and environments, a bucket liner system will prevent holes that weaken a critical bucket area.

NOW LET’S LOOK AT SOME BEST PRACTICES TO HELP EXTEND THE LIFE OF YOUR BUCKET:

One of the quickest and most cost-effective ways to extend bucket life is to simply replace wear parts when they are worn. A wear part’s job is to serve as a sacrificial component—it wears away instead of the base steel. Let it. Replacing these parts on time will protect the underlying bucket component.

Armor your bucket when it is new and still in great condition thus allowing the wear parts to take the beating. Doing so will ensure a bucket remains strong throughout its life and that of the loader.

Avoid hardfacing when possible. The heat introduced into the bucket’s steel will inherently weaken the very metallurgical properties that you have spent a lot of money on. Plus, you risk warping the moldboard and reducing cutting edge life.

Invest in an ultrasonic thickness tester if your company does not own one. They are by far the quickest and easiest way to get an accurate measurement of a component’s remaining life. Just remember that you are only measuring the top layer of steel. For example, if you use one of these to measure a bucket liner, it cannot also measure the thickness of the base steel underneath.

If your loader has an automatic levelling system, use it. Running your bucket at the proper angle provides the proper alignment of components and will ensure maximum efficiency and wear life of components.

We have learned that, nationwide, an asphalt plant’s wear needs fall along a continuum. Some plants need a lot of protection while others need very little. Consequently, you can look at these bucket protection ideas with an “a la carte” mentality—use the items necessary for your location but forget about the rest.

54 // october 2019

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Mill Safely with TransPremier

BY SANDY LENDER

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Orlando contractor TransPremier LLC owns two Roadtec RX-600e cold planers, but the company provides more than milling for clients. The crews provide milling, trucking of the millings and new asphalt, and then clean-up with sweeper, skid steer, and broom—all with safety top of mind.

The team at TransPremier agreed to share tips with us to help others in their safe and best milling practices.

KEEP IT SAFE

For example, the first step in milling is to double-check for underground obstructions. TransPremier’s general manager, Sergio Guarnizo Jr., explained: “Mostly, we do metal detecting. If plans are available, we check landmarks and survey marks. Through experience, we know how to find cracks or lumps that are produced due to paving over metal obstructions. We provide our milling forepersons with a Schonstedt Maggie Magnetic Locator.”

When preparing for a mill-n-fill project, the first step at the project for TransPremier’s milling crew foreman is to tend to the machine. “He/she performs maintenance on the machine, does the pre-trip inspection and performs daily maintenance like changing teeth and hydraulic fluids,” Guarnizo shared.

With the machine ready for the shift, the foreman will turn to communication next.

“Access to important information and constant communication are key to a successful, and more importantly safe, project,” Superintendent Carlos Cintron explained on keys for a successful and safe project. “The milling foreman must contact the job’s superintendent, project manager and/or paving foreman to identify the project’s plan and safety hazards. The foreman then must communicate with his/her milling crew.

Part of the communication includes reviewing the first two steps and making sure the entire team is wearing their personal protective equipment.”

Having PPE is just one part of the safety equation at TransPremier. They suggest ev-

56 // october 2019

Here a TransPremier truck accepts millings from one of the company’s two Roadtec RX-600e cold planers. Photos courtesy Roadtec Inc., Chattanooga ery milling crew remember personal safety on every shift. “Every job is a little different,” Foreman Joel Plummer said. “Different roads, highways, depths, surroundings.

Keep eyes on traffic, stay clear of moving parts. Always make eye contact with your machine operator.” He listed PPE, having a clear mind for the task at hand, and having a plan and direction of what they’re doing that shift as part of each worker’s job for safety.

TransPremier also protects workers from respirable crystalline silica dust. They use water to keep dust down, of course, and in-

clude vacuum systems on machines. “Our Roadtec RX-600e is equipped with a dust vacuum and water system to prevent dust and overheating teeth,” Guarnizo shared.

“For other services, like clean-up, we have equipped all our machines—brooms, skid steers, sweepers—with water to reduce silica clouds and all have enclosed cabins.”

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The TransPremier LLC crews provide milling, trucking of the millings and new asphalt, and then clean-up with sweeper, skid steer, and broom—all with safety top of mind. practices under their belts quickly. The team at TransPremier wants everything done right for their customers, and the top tips they recommend for getting the cut right include: • Check that the holder and teeth are good—perform your maintenance • Determine machine and drum speed based on depth and distance—this allows a good cut • Metal detecting is crucial—hitting a metal structure damages the drum, which leads to bad cuts You want to confirm the cut that the general contractor or owner wants. “Check the depth speed of the machine and ensure the teeth are good every shift,” Guarnizo shared. The level of wear they look for includes fractures on the holders. They use a measuring mic to measure the length of the holder. “Usually, if the holders are getting worn, then the teeth will definitely break,”

58 // october 2019

Guarnizo warned. He explained that leaving a bad cut means your maintenance is not up to standards and the teeth are bad.

At this time, TransPremier uses carbon-tip teeth for asphalt cuts, but are looking at diamond teeth for deep mill cuts coming up.

This is all important to teach the new worker. TransPremier performs training before “going live” with any new hire.

“During our onboarding process, we review our safety and environmental policies and what is expected in terms of quality and customer service,” Guarnizo shared.

“Crewmembers treat each project with respect and attention to detail, because they feel pride in what they are accomplishing with the company.” Crewmembers receive competitive wages and are guaranteed 40 hours a week.

Guarnizo advised having a load meter on the mill to help crewmembers with work.

“Thankfully, our vast experience in dump trucks allows us to include our own dump trucks in the training process. This way our supervisors and drivers can provide feedback on how the mill operator is loading.

It’s important to load starting from the front working its way to the back, to keep it clear and steady, and never bulk it up.”

CONCLUSION “It ultimately comes back to the team, the people working together to achieve a mission-driven goal,” Guarnizo added. “Something we always preach at TransPremier is that we are all The Team, from all the people involved in operations; operators, our forepersons leading the machines; to the shop, payroll, accounting, to HR, all the way up to my parents, the founders. Without all of us doing our part, those machines would not work to the best of its abilities.”

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How to Prevent Equipment Seizures WITH HYDRAULIC INSTITUTE

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During a webinar sponsored by the Hydraulic Institute, a set of professionals in pump systems management presented information on proper lubrication of bearings to keep equipment in working order.

Nadeem Bhatti, an application engineer at NSK Corporation; Matt Dawson, a design engineer at Isomag Corporation; and Megan Heer, a key account manager at Inpro/ Seal, a division of Dover Corp., each spoke on the “Proper Lubrication Methods for Bearings.”

While all equipment operators should understand the basic concept that greasing or oiling a bearing prevents one type of downtime, not all operators and mechanics entering the industry have the fine-tuned skills for proper lubrication. Here’s a primer for doing it right.

The first concept Bhatti wanted operators to remember is that of the two main types of lubrication—greasing and oiling— greasing allows you to pack the bearing while oiling requires you to keep an eye on your levels. Heer echoed the sentiment saying, “Be careful and pay attention to the details when filling.”

When greasing a bearing, you have less risk of leakage than when oiling the bearing, but you don’t get as much heat dissipation, according to Bhatti. Even though the grease is acting as a seal against dirt, its film can capture contaminants. While there is less risk of leakage with grease lubrication versus oil lubrication, Bhatti shared that bearing life is limited by the grease life.

Thus the presentation, and this primer, focus on how to lubricate bearings with oil.

REMEMBER YOUR BASICS The obvious reason for lubricating bearings is to reduce friction and wear on moving parts. You want to prevent corrosion while sealing out contaminants and absorbing—or transferring—heat. With good lubrication, two surfaces have room to move smoothly.

60 // october 2019

Bhatti shared that the most common form of bearing lubrication is the oil splash system, stating it’s the easiest to design, requiring no pumps or filters. He explained that the circulating oil system helps dissipate more heat than the oil splash, and can be used with filters and coolers to improve oil life. Finally, he shared that an oil mist system works at higher speeds with low oil consumption and wear particles aren’t recirculated through bearings.

Dawson offered some levels to work with in these systems, but the key takeaway is the most obvious: If the oil level is low, the bearing could experience catastrophic failure. A new worker might think that means flooding the bearing with oil is a good idea.

If being low is bad, then lots of oil must be great, right? In fact, there is an optimum level when oiling each specific bearing housing because getting too much—a high level—and flooding the bearing can result in lubricant churning, accelerated oxidation, improper oil ring and slinger operation, and an increased potential for leaks. A low level results in improper film thickness, leading to surfaces contacting or skidding, rapid thermal runaway in steel bearings, high oil viscosity, and, as we mentioned, possible catastrophic failure.

Dawson also spoke to the quality of the lubricant, discussing the causes and effects of particle contamination. Dirt gets into the system via improper cleaning practices during maintenance and corrosion of components when there’s high water content.

This leads to wear on the components, silting and surface fatigue.

There’s a whole chart that dictates how to judge the level of particle contamination. ISO 4406:1999 provides the Fluid Cleanliness Code. It’s a three-part code, meaning there are three numbers—or values—that tell you where the fluid falls on the ISO code spectrum. The first value equals the number of 4-micrometer particles present per milliliter of fluid. The second value equals the number of 6-micrometer particles present per milliliter

of fluid. The third value is the number of 14-micrometer particles present per milliliter of fluid.

If your fluid has an ISO code of 16/14/12, that means the following is true: • It contains between 320 and 640 particles per milliliter that are greater than or equal to 4 micrometers in size. (You know this from the first value.)

• It contains between 80 and 160 particles per milliliter that are greater than or equal to 6 micrometers in size. (You know this from the second value.)

• It contains between 20 and 40 particles per milliliter that are greater than or equal to 14 micrometers in size. (You know this from the third value.)

Your fluid can also experience water contamination via dissolved water, which is invisible; water emulsion, which is cloudy; or free water, which is phase separation. Keep in mind, by the time free water becomes visible, the equipment and/or the oil is experiencing damage.

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MAXIMIZE QUALITY

When it’s time to fill the bearing housing with lubricant, you have to pay attention to detail. The oilers, housing vents, bearing seals, ports, instruments for filling, storage areas and containers all offer sources for contaminants to enter the process. As we mentioned above, it sounds simple, but Heer pointed out, “Lubrication can only be maintained to the quality that it starts with.”

And that means keeping everything clean.

Start with the storage area. Where do you keep oil—or grease, for that matter? Look at the cover on the oil container before you open it. Make sure it’s clean so you aren’t transferring dirt to the product. Be careful when opening and when closing. Heer reminds professionals to consider how you store these containers as well.

The type of oiler you work with will aid in your successful sealing against contaminants. Heer told the webinar audience that she prefers a closed-system oiler, “so there’s not a vent letting contaminants in.” She recommends a shutoff device to prevent cool, moist air from entering at shutdown.

Heer explained that moisture tends to get in by the pressure differential between the bearing housing and the atmosphere and during wash down applications. You can guard against moisture ingress with “adequate venting of excess housing pressure to atmosphere while operation and limit moisture ingress at shutdown” and using oilers, vents and seals selected for wash down duty, according to Heer.

Also look at the ways you can prevent degradation of the product. High operating temperatures reduce the life of the lubricating oil. Heer shared that the oxidation rate of oil doubles every 18 degrees Fahrenheit. She listed the ways to reduce its operating temperature are to use the correct oil viscosity in the proper amount and keep it clean from contaminants, as discussed above.

Protecting against the ingress of contaminants has its own rating system with the International Electrotechnical Commission (IEC). The IEC published a document “60529 Classification of Degrees of Protection Provided by Enclosures” that includes an ingress protection (IP) code system. It’s a two-part code, meaning there are two numbers that define the degree of protection on

62 // october 2019

“Be careful and pay attention to the details when filling.”—Megan Heer, Inpro/Seal, a division of Dover Corp. the IP code spectrum. The first number is the level of protection against solids. The second number is the level of protection against water spray/liquids.

The higher the IP rating, the better your bearings and seals prevent ingress of contaminants. Keep in mind, the point of this primer, if the bearings and seals grind together due to poor lubrication, they fail and contaminants get in.

Taking all of the points into consideration, your mechanic and equipment operators have a better chance of extending the life of components—thus of overall heavy equipment— when greasing and oiling bearings properly.

You can use this primer to reinforce the importance of proper lubrication. It matters. It is important to establish a proper oil monitoring system and to use condition-monitoring devices to keep track of lubrication. You want to keep storage areas clean and you want to instill a level of pride in workmanship for those clean and well-maintained areas.

Heer offered a valuable common-sense list for managers to check off toward having an effective bearing lubrication program: ❑ Evaluate your current lubrication methods ❑ Set target cleanliness levels ❑ Identify sources of contamination and degradation ❑ Take specific actions to get to those targets ❑ Analyze lubricant “health” frequently and on a regular/routine basis ❑ Distribute the results of the health checks and your targets to raise the visibility of your program With this level of care, you should have a lubrication program on target to keep equipment from seizing up during critical production times.

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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Train Contempt Out of Your Drivers

BY RIC NEWELL

O

One of the biggest challenges professional drivers face is a condition I call “Road Contempt.” Because many drivers use the same roads day in and day out, they get to the point where they can drive that road blindfolded. There is a reason why most wrecks occur a short distance from home.

The better we know the road, the less attention many of us pay to it.

I would encourage your company to take a long look at the demographics of the drivers that have had preventable wrecks over the past two or three years.

It’s possible you might discover that your “best” drivers are making the most mistakes. A recent Pew study simply points out that it is easier to “convince” young drivers than it is to “change” experienced drivers. One of the things I constantly harp is that a skilled driver who drives unsafely is still an unsafe driver. Here are a couple of recommendations I would make concerning your training sessions and safety meetings.

First, make certain your new hires understand the difference between being a good driver and a safe driver. Pound home how important it is to develop proper safety habits at the beginning of their careers. Don’t allow a new driver on the road until you are convinced his or her attitude about safety matches your company’s commitment to zero preventable wrecks.

This is the hard part; if you do not believe a new driver is going to drive safely then let him or her go before the preventable wreck occurs.

Second, it is possible your most dangerous drivers are the ones who have had the most time to develop bad habits. If you discover that your biggest problem is your experienced drivers, then you must develop training procedures that address the problem. This means that you can’t con-

tinue with the same old insurance classes, skill-based driver training, and online webinars that haven’t worked in the past. If you have offered training to your drivers, and they are still having problems, there is a good chance the problem is not your drivers—it’s your training.

If you are a new driver just entering the industry then you must develop good safety habits now. A safe driver is more apt to stay employed in the transportation construction industry than an unsafe driver. If you learn that now, there is a good chance you will stay uninjured and gainfully employed. On the other hand, if you are an experienced driver who has had a preventable wreck or is consistently having close calls, it is imperative that you take a look at your driving safety skills. Don’t attempt to place the blame on tight schedules, faulty equipment or the “nobody’s perfect” excuse. If you are a skilled and experienced driver then you must prove it every day by getting your load delivered safely, or by showing up safely to complete whatever project you have been assigned.

Professional drivers should always focus on the driving task and be ready for the unexpected, even on familiar roads. Driving is a dangerous activity and a wreck can occur anywhere. Overconfidence leads to a lack of awareness and that will lead to silly incidents that cost your company both capital and productivity.

Ric Newell has worked in industry for over 50 years. He has a license to teach Texas Defensive Driving and has developed the Wreckstopper training.

For more information, contact (800) 2596209 or info@safetyinstitute.com.

THINK OUTSIDE THE TOOLBOX At Ergon, we’re developing innovative ways to help you stretch your budget and treat more miles in your network. Our growing family of products provides the options you need to expand your toolbox and maximize impact on your roads.

Contact our experts today to learn more about the right tools, for the right roads, at the right time. go.ergon.com/toolbox

ergonasphalt.com

international snapshot

The new production hall for radial port and earthmoving tires is being created next to the agricultural tire production facility.

International Growth Continental is taking another step on its growth path: With investments totaling around 100 million Euro, the technology company and manufacturer of premium tires is expanding their production facilities in Lousado, Portugal. The new capacity will be used for the production of radial earthmoving and port tires with a diameter larger than 24 inches. In the course of the ramp-up, more than 100 new jobs will be created.

“Thanks to the investments and additional capacity created, we are continuing to pursue the growth strategy of the tire division,” said Christian Kötz, member of the executive board at Continental and head of the tire division. “Both the port and earthmoving segments are among the key growth areas in the commercial specialty tire market. The new production lines clearly reflect our commitment to these segments and the overall OTR business.”

The new production hall is created adjacent to the radial agricultural tire production facility, which was opened in 2017. Equipped with state-of-the-art tire building machinery and automated devices, it is designed to deliver cutting-edge radial tires while following the highest of ergonomic standards. Once at full speed, the production lines will deliver three earthmoving tire lines and another three port tire lines.

Besides the new production facilities, the research and development center in Lousado is being expanded and will be used for con-

C

68 // october 2019

tinuous performance and quality tests of all agricultural, port and earthmoving tires.

“This investment strengthens our footprint in Lousado and transforms the top-efficiency plant into a competence center for big radial tires for off-road use,” Kötz said.

At press time, the Portuguese plant employed more than 2,000 people. In addition to agricultural, port and earthmoving tires, Lousado also manufactures passenger car tires with a production coming to around 18 million tires. Over the past years, Continental has invested around 150 million Euro into increasing the production of passenger car tires, expanding high-performance tire production and ramping-up the production of agricultural tires in Lousado. Investments like these are in response to Continental Tire’s long-term Vision 2025 strategy.

In addition to investments in Lousado, Continental has invested in various facility expansions and technology offerings including the Commercial Vehicle Tire Plant in Clinton, Mississippi; capacity extensions in other existing tire plants, such as Sumter, South Carolina, and projects like the Automated Indoor Braking Analyzer at the company’s Contidrom Proving Grounds near Hanover, Germany; the new testing center in Uvalde, Texas, USA; and the High Performance Technology Center in Korbach, Germany.

– FROM CONTINENTAL

product Gallery

Find Your Paving Supplies Here A

As autumn closes in, you may be looking at a tired or worn paving fleet. If you’re in need of parts, components or a whole new machine, the OEMs who make these elements for a perfect paving train are hard at work to supply the winter downtime rush. The next few pages include a handful of offerings that were provided to make it easier for you to find who’s keeping your bottom line in mind. Let them know you appreciate them making your planning easier through AsphaltPro magazine.

ASI

Asphalt Systems Inc., Kansas City, Missouri, offers GSB FrictionSeal™ for preservation/pavement maintenance projects. It’s a product that combines emulsion and aggregate and is applied via a specialized distributor. GSB stands for Gilsonite Sealer Binder, and it’s the key ingredient of the GSB sealer by ASI. The product is designed to halt surface deterioration, extend service life and slightly increase the pavement condition index (PCI) of a pavement, all while maintaining or improving friction. The pavement life is extended by getting a more substantial, heavier seal than a fog seal with friction-fine aggregate; yet a lighter seal than a chip seal, slurry seal or micro surfacing treatment, according to ASI. The treatment is applied via a specialized distributor truck.

The sealer and friction-fine aggregate are administered in a separate, but simultaneous application via a single-pass system that ASI states does not require sweeping after treatment. GSB sealers infuse into, bind and restore the aged asphalt surface as they simultaneously seal it and protect it against oxidation, deterioration and chip loss.

For more information, visit https://asphaltsystemsinc.com/productlist.html

BOMAG

BOMAG of Ridgeway, South Carolina, launched the new BF 300 C-2 track paver for both new asphalt construction and pavement maintenance during World of Asphalt 2019. The paver offers hydraulically variable paving widths from 5.6 to 11.2 feet. BOMAG screed extensions feature Quick Coupling technology to extend maximum paving widths to 16.4 feet. Available reduction skids allow for 2.3-foot paving widths. Equipped with BOMAG’s patented Sideview system, the operating console and seat are fully adjustable.

For more information, contact Tim Eisfeld at (803) 337-0749.

ic needs in areas where vibration needs to be reduced, such as bridge decks, areas adjacent to foundations or in thin asphalt overlays.

The CO4200 VI also features a balanced operating mass for front and rear modules, weighing in at 11,023 pounds and 10,802 pounds, respectively. The new models feature an oscillation force of up to 27,450 pounds (122 kN) with an oscillation frequency of 2,400 vpm (40 Hz).

When operated in vibration mode, the unit delivers up to 28,780 pounds (128 kN) of centrifugal force and a vibration frequency of 3,060 vpm (51 Hz) in high amplitude mode and 18,880 pounds (84 kN) of centrifugal force and 4,020 vpm (67 Hz) in low amplitude mode.

The roller is powered by dual Cummins® QSF3.8 water-cooled turbo diesel engines and can reach ground speeds of up to 7.5 mph (12 km/h).

For more information, visit www.dynapac.us

ECCO

ECCO®, headquartered in Boise, has added several new, shorter lengths for the popular 12+ Series Vantage™ Lightbars. Customers can now choose a customized, SAE I class lightbar from 24 to 72 inches. Even the smallest 24-inch lightbar features 360-degree coverage with eight, single- or dual-color LED heads.

In time for winter planning, ECCO has also released two new work lights designed to confront the elements head on. The EW4008 and EW4009 are DOT-certified for snowplow applications or any vehicle that regularly cuts through inclement weather. The EW4008 is a medium-duty set of headlamps that blast up to 2400 lumens with high beams. Its big brother, the EW4009, is the heavy-duty version and features heated lamps. With its smart sensor technology, the heat output automatically adjusts based on the ambient temperature, according to the manufacturer.

For more information, visit eccogroup.com.

FORTA

Forta Corporation of Pennsylvania, now offers its Surface-EXT™ fiber for use with micro surfacing mixes. Surface-EXT is an AR glass fiber used to improve flexibility and fatigue performance, offering reinforcement throughout the slurry or micro mix. According to a Mn-

DYNAPAC

Dynapac North America, Fort Mills, South Carolina, offers the Dynapac CO4200 66-inch, double drum oscillation roller. The CO4200 offers an oscillation drum, which includes a shell fabricated from Hardox® 450. Downtime is minimized with a replacement belt installation of less than two hours, according to the manufacturer.

The oscillation compaction concept has been shown to help reduce the risk of damage for less qualitative aggregates. The oscillation technology offered in Dynapac tandem rollers can meet specif-

70 // october 2019

Forta Corp also offers the FORTA-FI fiber for use in paving applications.

Check out the V.A. Paving mill-n-fill project story in the Preservation Pro supplement mailed with this issue.

ROADS study, adding fiber reduces rutting and cracking versus the control, while also proving profitable when compared to the time and cost of using a double preservation treatment.

Check out the Here’s How it Works feature in the May issue.

For more information, contact Forta at (724) 458-5221.

MAULDIN

Mauldin offers three new commercial class pavers 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 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 1750C, 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.

MILWAUKEE

Milwaukee Tool, headquartered in Wisconsin, has introduced the M18 FUEL™ 9-inch Cut Off Saw with ONE-KEY™. This tool uses the Milwaukee M18 FUEL cordless technology to deliver the power to cut reinforced concrete without using gas, which makes it up to 50 percent lighter than gas saws according to the manufacturer.

The saw is also equipped with an array of features including: a rapid stop brake that stops the blade in under 3 seconds, an overload indicator light, and a fully-adjustable blade guard.

When cutting masonry and concrete, most users turn to a water supply with a hand pump. The M18 can be easily paired with Milwaukee’s M18™ SWITCH TANK™ 4-gallon backpack water supply to be an OSHA® Table 1 compliant solution, according to the manufacturer.

Specifications Include • Cut Depth: 3.4 inches • Blade Diameter: 9 inches • RPM: 6,600 • Blade Arbor: 7/8-inch • Onboard Tool Storage: For scrench and hex key • Tool Length (w/ battery): 25.98 inches • Tool Weight (w/ battery): 14.86 pounds For more information, contact Heather McGee at (262) 790-6655

NEAL

Neal Manufacturing, a division of Blastcrete Equipment LLC, Anniston, Alabama, offers its High-Volume Road Maintenance Vehicle for pavement preservation on large road projects. It is designed to allow for fast, precise sealcoat application, even with larger aggregate mixes.

www.THeAsphaltpro.com // 71

product Gallery The vehicle features Neal Manufacturing’s Generation IV pump that delivers infinitely variable outputs from 0-150 gallons per minute (gpm). The pump is designed to be able to move material with large aggregate without clogs. In as few as 20 minutes, the Generation IV pump can transfer material from storage tanks to the truck-mounted 3,000-gallon tank.

Operators can cover up to 13 feet in one pass at a rate of 150 gpm.

In-cab controls allow for on-the-go spray bar height adjustment. Individual nozzles can also be controlled from the truck cab, giving contractors the flexibility to adjust the spray area as needed, whether alternating tips or only using one side of the dual spray bar.

The manufacturer states: “Individually or in combination with the DA350 Dual Sealcoat Applicator as part of Neal Manufacturing’s Asphalt Road Preservation Package, the High-Volume Road Maintenance Vehicle features innovative, productivity enhancing options for lasting sealcoat applications, backed by industry-leading customer support including free training seminars at Neal Manufacturing’s Anniston location.”

For more information, contact Eric at (770) 830-1282.

The RP-170-e has no stacks, so the operator’s field of vision is not obscured. Dual operator stations hydraulically move out beyond the sides of the machine for clear views of the screed, augers, material tunnel and matching line. Controls are located at the armrests.

The machine comes in tracked and tired models.

For more information, contact Eric Baker at (800) 272-7100.

VOGELE

Vogele, a Wirtgen Group company, of Antioch, Tennessee, updated its Big MultiPlex Ski April 2018. This new grade and slope control technology simplifies the process of connecting and using the

ROADTEC

Roadtec, an Astec Industries company, of Chattanooga, offers its RP-170 highway class paver with a 174-horsepower Cummins QSB 6.7 Tier 4 engine. It offers a minimum paving width of 8 feet and a maximum paving width of 15 feet, 6 inches.

To avoid centerline segregation, the RP-170 is equipped with a delta plate that prevents mix from rolling forward under the paver.

The conveyor opening is 13 inches high. Flow gates control asphalt in the head of material so operators can regulate material flow.

Vogele’s engineers have completely revamped the Big MultiPlex Ski, focusing on simplifying assembly, handling and transport.

The narrow shipping width of the RP-170 from Roadtec facilitates transportation among job sites, but it extends for a maximum paving width of 15 feet, 6 inches.

72 // october 2019

product Gallery sensors. It operators as standard with three multi-cell sonic sensors fitted to a beam 16.4 to 42.6 feet in length. Up to five sensors can be connected to it, depending on the application. Vogele’s Niveltronic systems for automated grade and slope control calculates a mean from the measurements recorded across the entire measuring range, making up for any unevenness over long distances, according to the manufacturer. It is designed so one person can attach it completely in just seven minutes. New clamping fasteners allow mounting without tools.

For more information, contact Matt Graves at (615) 501-0600.

WIRTGEN

Wirtgen America Inc. of Antioch, Tennessee, launched the PCD cutting tools for pavement maintenance projects September 2018.

Polycrystalline diamond (PCD) milling tools are designed with exceptionally long service life thanks to a highly wear-resistant tool tip. Depending on the application, PCD milling tools are a useful addition to the existing pick range featuring conventional carbide tips. PCD is a synthetically manufactured, strong mass of carbon and carbide. The PCD tip consists of differing layers: A concentrate of diamond particles in the upper layer, the interlayers and a tungsten carbide substrate.

For more information, contact Matt Graves at (615) 501-0600.

74 // october 2019

PCD cutters from Wirtgen are designed to provide enhanced machine productivity and a constant milling pattern.

Do you have used equipment in your yard?

Let the Stansteel team help you sell it.

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We are the trusted name in the asphalt industry, with hundreds of years of combined experience, 2 state-of-the-art reconditioning facilities and access to a large database of qualified buyers.

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At this time, we have customers actively looking for: Used Silo Systems - Asphalt Storage or Mineral Fill Silos Used AC Tanks - Portable or Stationary Used Counterflow Drum Mixers - Portable or Stationary

If we can assist you in selling these or other used equipment, please contact us.

stansteelused.com | 1-800-826-0223

off the mat

Win at Customer Service Servitization, where companies will no longer just sell products, instead offering the value or business outcomes those products deliver, is completely redefining the way manufacturers operate and serve their customers. In a world where consumers can stream any music or movie at the click of a button via subscriptions to online services, heavy equipment users expect the same kind of “always on” service from the products they use every day in the field.

As the world shifts to a servitization-centered economy, heavy equipment manufacturers must prepare their businesses for fundamental changes to processes, resources and technology. However, while they are preparing for these changes, they must simultaneously optimize their traditional break-fix service operations. With products in the field today that have upwards of 10 to 20 years left in their lifespans, optimizing the repair execution on this equipment is the foundation to any successful servitization-centered business. The companies that navigate these changes seamlessly will be the ones to come out on top.

To successfully manage these changes, manufacturers should consider the three areas identified below to ensure their service operations are a competitive differentiator and profit lever for years to come:

S

THE ORIGINAL NAME IN ASPHALT REINFORCEMENT FIBER

INVEST IN TRAINING

From new parts to new onsite technologies, servitization has the potential to be a little daunting for both new and old technicians and staff. Therefore, manufacturers need to reexamine their training protocols and make changes that can best prepare their teams to deliver the service their customers expect. Poor customer service or repair outcomes can be a driving factor in declining customer retention, so taking steps to constantly train employees to help keep them up-tospeed on new products and tools will not only make employees more comfortable, but will also keep customers confident that any issues they face will be fully resolved.

BRING IN NEW SERVICE TECHNOLOGY

Thanks to the capabilities of today’s new smart technology, technicians are less and less likely to have to go in to service calls “blind.” Instead, through the power of IoT, technicians can have a nearly complete understanding of the repairs that need to be made before they even get to the repair site or before a piece of equipment is brought in to the dealer for maintenance. Furthermore, with sophisticated service parts planning technologies, technicians or dealers can also be equipped with the right parts to ensure service is both quick and efficient. That said, this is only the case if manufacturers equip their field service teams or dealers with the appropriate technologies. Tablets and wearable technology, along with modern service parts inventory management solutions, provide the insights service teams need to meet today’s demanding customer expectations.

IMPROVE DATA AND INSIGHTS CAPABILITIES

PROVEN TO PERFORM

IN THE PLANT, ON THE ROAD, AND OVER TIME.

• Reduces maintenance • Lowers life cycle costs • Reduces rutting & cracking • Easy to use

...WHY NOT ADD FIBER?

www.forta-fi.com/preservationpro | 1-800-245-0306

Large, global operations combined with constantly changing market conditions makes manufacturing one of the most complex industries today. This means that oversight can be challenging and sometimes incredibly opaque. However, by increasing a company’s data infrastructure, service teams can have better insights into what is going on in each region, where delays may occur in shipping inventory, and more. Robust data insights and analytics will help customer service and distribution teams have a more transparent view into any hurdles they might face, so they can take appropriate action quickly and provide accurate answers when needed. This will help give customers a greater peace of mind and allow them to remain confident that their favorite manufacturing brands are still the best partner for them.

Technology alone will not prepare manufacturers for the shift to servitization, but it is a key enabler in ensuring a successful future.

Manufacturers also must ensure they are preparing their employees, infrastructures and processes to ensure today’s ever-evolving customer expectations are not only met, but exceeded.

– BY GARY BROOKS

Gary Brooks is the CMO at Syncron.

76 // october 2019

HONEY BADGER DON’T CARE

HONEY BADGER CAN

CRUSH IT! INTRODUCING THE HONEY BADGER RAP CRUSHER Recycle the road with the fiercely reliable Honey Badger RAP Crusher. From replaceable abrasion-resistant steel wear liners to a 1/2" steel pulverizing hopper, this machine is ready for wear and tear. Included is a two-way valve hydraulic power pack that performs a controlled close of the pulverizing hopper top so that safety is never compromised.

Fully-equipped with max power, reliable operation, and easy maintenance, the Honey Badger is ready to CRUSH IT!

ASPHALT RECYCLING and PROCESSING

877.457.3938 sales@cwmfcorp.com

cwmfcorp.com

701 Julep Rd. Waite Park, MN 56387

Here’s how it works Step 2

Step 1 Hot air containing fine particles enters the baghouseʼs tapered center plenum.

The dust settles on the outside of the bags.

One to four turrets rotate like a carousel atop the baghouse.

Step 3 Outside air enters the turret, pulsing the bags in a row/section.

Step 4 Dust particles fall to the auger below to be directed back to the drum or batch process.

Computer/PLC allows the pulsing sequence to change. The VFD on turret motor allows cycle speed to change.

Meeker’s Freedom Air Baghouse m

Meeker Equipment Co. Inc., Belleville, Pennsylvania, has launched a new reverse air baghouse called the Freedom Air that provides unique control of the turrets, does not require an air compressor and uses stainless steel turrets.

Here’s how it works.

Hot air containing fine particles enters the baghouse’s center plenum, which is tapered to evenly distribute air across all bags as it moves from one end of the house to the other. Plasma-cut holes across the sidewalls of the center plenum assist with this distribution of air on the bags, allowing dust to collect on the outside of the bags.

On top of the baghouse, multiple stainless steel turrets turn like a carousel to facilitate cleaning the bags. Variable frequen-

78 // october 2019

cy drives (VFDs) move the turrets quickly or slowly, depending upon dust loading on the bags. The turrets pulse the bags in the configuration selected by the operator. For example, the turrets can pulse in a line—1 then 2 then 3—or a different pattern—3 then 1 then 2.

Pressure drop begins across the bags as hot air moves across them. When the turret moves to the row to be cleaned, the pressure rises as fresh outside air flows from the turret to a row of bags; the reverse air blows down the bags from the inside out. (High pressure air flows to low pressure.) The system can be set to pulse only half of the bags on a turret. This allows for even flow of dust from the baghouse back to the drum or batch processes.

If a turret goes off line, the baghouse can still operate. The operator simply takes the selected turret off-line and the plant continues.

For more information, contact Meeker at (888) 333-0323.

SHOW US HOW IT WORKS If you’re an original equipment manufacturer with a complex product, let us help you explain its inner workings to asphalt professionals.

There’s no charge for this news department, but our editorial staff reserves the right to decide what equipment fits the parameters of a HHIW feature. Contact our editor at sandy@ theasphaltpro.com.

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

Ken Monlux . . . . . . . . . . . . . . . . 81

Ammann . . . . . . . . . . . . . . . . . . 45

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

Applied Test Systems . . . . . . . . . . 74

Libra Systems . . . . . . . . . . . . 43, 57

Asphalt Drum Mixers . . . . . . . . . .46

Meeker . . . . . . . . . . . . . . . . . . . 25

Astec, Inc . . . . . 11, 15, 19, 23, 26, 55

Minds . . . . . . . . . . . . . . . . . 13, 79

B & S Light . . . . . . . . . . . . . . . . .66 CEI Enterprises . . . . . . . . . . . 41, 53 Clarence Richard . . . . . . . . . . . . .59 CWMF . . . . . . . . . . . . . . . . . . . . 77 Eagle Crusher . . . . . . . . . . . . . . . .9 E.D. Etnyre . . . . . . . . . . . . . . . . 33 Ergon Asphalt & Emulsions Inc . . . 65

Process Heating . . . . . . . . . . . . .29 Pugmill Systems . . . . . . . . . . . . . 31

OPERATIONAL MANAGEMENT

Reliable Asphalt Products . . Back Cover

Tapping into a lifetime of experiences

Roadtec . . . . . . . . . . . . . . . . . . . 3 Schwarze Industries . . . . . . . . . . 69 Stansteel . . . . . . . . . . . . . . . 21, 75

EXECUTIVE ADVISOR Budgeting · Logistics · Staffing appraisal Research · Special projects

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

Systems Equipment . . . . . . . . .17, 73

Forta . . . . . . . . . . . . . . . . . . . . . 76

Tarmac International, Inc . . . . . . . .71

Gencor Industries . . . . . . . . . . 4, 51

Top Quality Paving . . . . . . . . . . . .63

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

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

MANAGEMENT TRAINING

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

Wirtgen . . . . . . . . . . . . . . . . . . 35

Coaching and mentoring · Recruitment and retention

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.

LOG-BASED DOCUMENTATION Design and set-up · Subscription · Manage and train

Ken Monlux

kenmonlux@yahoo.com • 209-495-1017

www.THeAsphaltpro.com // 81

new tech

Save Time on Store Runs with Tech

Services like Postmates and Uber Eats have made it easy to get food from your favorite restaurants delivered to your doorstep. What if the same quick delivery concept could be applied to the construction industry?

What if, instead of a pizza, you could get a part for your paver delivered directly to your job site?

That’s the idea behind Montreal-based RenoRun, an on-demand delivery company dedicated to the construction industry.

“Our average client spends 200 hours a year on store runs,” said RenoRun Vice President of Growth Joanna Knox. “How many times does an employee have to go to multiple vendors in one material run to get everything they need? How many times does an employee have to leave the job for one 2x4?”

That’s the exact problem RenoRun aims to solve.

Orders are made with the free RenoRun app for Apple or Android. The user selects products from the 50,000 products within RenoRun’s catalogue, or uses the “Custom Orders” feature to select countless products from within RenoRun’s service area.

Before checking out, the user confirms the location of the job site, which can include mile markers “as long as it’s in our area of service,” Knox said.

Items from RenoRun’s catalogue are delivered in less than two hours, while custom orders are delivered in as little as four hours or within the same day, depending on when the order was placed. Users can also schedule deliveries in advance.

“Our COO has reduced our average delivery time on orders from our catalogue well under two hours, but we prefer to underpromise and overdeliver,” Knox said.

RenoRun will deliver any item that fits in its vehicles, accommodating products up to 18 feet long and weighing up to 3500 pounds, for a flat fee of $60 with no minimum orders. The prices of items in the RenoRun catalogue are competitive with vendors within that region.

What sets RenoRun apart from more general on-demand delivery services is its knowledge of and focus on the construction industry.

All of the company’s founders have backgrounds in the construction industry. Additionally, all RenoRun drivers are employed directly by the company and undergo training to observe safety best practices when delivering materials to potentially dangerous job sites and training to select high quality materials.

“Because we have that human end point, it’s just like having a professional from the job site going to pick out that lumber, those

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82 // october 2019

screws, or that part,” Knox said. “This also contributes to a consistency of service and enables us to get to know our customers—and deliver our free coffee to the crew with every delivery.”

Between order and delivery, the RenoRun app sends regular updates on the status of the order. After the order arrives, users can rate and review each order experience. In the event that the products delivered don’t meet the customer’s quality standards, RenoRun will bring replacement items.

RenoRun first launched the service in Montreal in 2017 and expanded to Toronto at the end of 2017. The company launched its first U.S. service area in Austin, Texas, in early 2019.

The company plans to expand to additional cities and regions in the future.

– BY SARAH REDOHL

Other On-Demand Delivery Services Not located in Montreal, Toronto or Austin? RenoRun isn’t the only on-demand delivery service in the construction materials game. Here are a few additional options.

ROADIE Roadie’s 80,000 drivers have delivered goods to more than 11,000 cities and towns across the country. Although the delivery service doesn’t specialize in construction goods, it partners with The Home Depot to offer same-day delivery of more than 20,000 items in more than 35 U.S. metropolitan markets, including Atlanta, San Francisco and Philadelphia. Delivery pricing starts at $8.99, and orders can be made through HomeDepot.com or the Home Depot app. The Home Depot has also partnered with Deliv for same-day delivery in additional markets.

For items not available through The Home Depot partnership, or for contractors working outside the partnership’s available markets, get a price quote and delivery estimate with Roadie’s general delivery services.

CURRI Curri boasts drivers across the nation, capable of delivering construction supplies and materials within an hour. The free app, available for Android and Apple devices, has a pricing model based on the time and distance of the delivery. Curri can deliver items from various stores to the jobsite, from warehouses or headquarters to the job, “or really from any point A to any point B,” says the company website, and has both trucks and cars available for deliveries of various sizes.

GOFOR GoFor delivers construction supplies or materials from point A to point B in a wide variety of markets throughout Canada, but plans to expand its services to Charlotte, N.C.; Austin and San Antonio, Texas; Boston, Mass.; and Miami, Orlando and Fort Myers, Fla. GoFor offers free apps for Android, Apple and web, and a wide range of vehicle types from vans to flat-bed trucks. Deliveries can be scheduled ahead of time, or delivered immediately, typically within a few hours. Pricing and delivery time estimates are available based on your job through the app or online.

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