Asphalt Pro - October 2020

Plants & Controls Issue

asphaltPRO PRODUCTION – PROFESSIONALS – PRODUCTS

e-Ticket Growth

Portable Plant Brings More Bids for N.B. West

• Palmetto Adds Structure • Top Tips for Plant PC Health • Nine Plant Upkeep Strategies

OCTOBER 2020 WWW.THEASPHALTPRO.COM

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CONTENTS

asphaltPRO October 2020

departments

50

Editor’s Letter 6 – Distraction Level for Funding: High

SAFETY SPOTLIGHT 8 – Train Your Crew to Prevent Strains & Sprains

By AsphaltPro Staff

MIX IT UP 10 – Modifier Performs from Lab to Field

By Bernie Malonson

TRAINING 14 – Plant Upkeep in Nine Parts

By AsphaltPro Staff

PAVEMENT MAINTENANCE 26 – Freeze Your Teeth Cryogenic hardening lengthens milling tool life

By Sandy Lender

28

PROJECT MANAGEMENT

32

28 – Quality Asphalt Paving Upgrades Anchorage Airport

By Larry Trojak

PRODUCER PROFILE 32 - Palmetto Puts up Plant #4

By Sarah Redohl

INTERNATIONAL SNAPSHOT

14

38 – International Wear From Metso Outotec

WOMEN of ASPHALT PROFILE 40 – Meet A Woman of Asphalt: Valerie Echter

By Sandy Lender

PRODUCT GALLERY 43 – Paving Product Equipment Gallery Plants & Controls Issue

HERE’S HOW IT WORKS 54 – Reliable Asphalt Products’ Vulcan Burner

OFF THE MAT

Feature articles

56 – COVID Encourages E-Ticketing

By Sarah Redohl

47 – Top 10 Plant PC Best Practices

By Ken Cardy

ONLINE UPDATE

50 – Strategic Purchase Wins the Bids for N.B. West

By Sandy Lender

58 – AsphaltPro Online

asphaltPRO PRODUCTION – PROFESSIONALS – PRODUCTS

e-Ticket Growth

Portable Plant Brings More Bids for N.B. West

• Palmetto Adds Structure • Top Tips for Plant PC Health • Nine Plant Upkeep Strategies

OCTOBER 2020 WWW.THEASPHALTPRO.COM

on the cover

N.B. West leverages its new Astec portable plant for multiple new projects. See related article on page 50.

Photo courtesy of N.B. West

editor’s Letter Distraction Level for Funding: High

From my AsphaltPro Magazine desk, I have a view of passion fruit and grape vines outside my window. Green geckos and multi-colored butterflies flit around the blooms and leaves in the Florida sunshine, providing a beautiful backdrop when my brain needs to ruminate some high-level balanced mix design concept that included too many additives for a first read. I’m sure Chris Harrison, the group publisher of AsphaltPro, would question his hiring decisions if he could see me staring out the window, mumbling to myself: “The voids in mineral aggregate don’t add up.”

I often appear distracted.

At this stage in our history, I dare say those of us in the U.S. asphalt industry are truly distracted. I’m not talking about smart phones taking workers’ eyes and minds off passing traffic in a work zone, although that’s a relevant reminder for each and every tailgate talk. I’m talking about the current political hysteria taking our eyes and minds off the push for fully restoring the Highway Trust Fund (HTF).

Ladies and Gentlemen, have we lost sight of our future fiscal coffers?

I agree that the current presidential administration has rolled back irksome regulations that had stymied business and manufacturing. I agree that the current administration has brokered new and better trade deals to augment American manufacturing’s leverage in the global marketplace and improve American jobs and ingenuity. But let’s not forget that we have American infrastructure to build and maintain with American elbow grease. There’s a HTF to refill and safeguard. Have you reminded your representatives that transportation funding is a priority to you?

Among the many distractions in my life, I prefer the geckos and butterflies leaping and dancing in the sunshine. I can easily put them in the background while I send letters to my representatives urging them to take our nation’s infrastructure funding seriously. I encourage you to do the same, despite the distractions swirling around us at this time.

Stay Safe,

Sandy Lender

October 2020 • Vol. 14 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/.

6 // October 2020

ALmix Insignia Control System (ICS) showing Main Screen and operator-selectable auxiliary screen shown in Amp Mode

A NEW STANDARD IN HMA AUTOMATION.

The ALmix Insignia Control System (ICS) is a Total Plant Control System designed with simple objectives: To make the operation of asphalt plants safer, easier and more reliable while maximizing their efficiency. ICS is the fusion of a comprehensive yet user-friendly interface with a dynamic open-architecture featuring industrial duty components, all designed to serve our ever-evolving industry. ICS is powerful simplicity, engineered to help your operation succeed both today and into the future.

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Safety Spotlight

Train Your Crew to Prevent Strains & Sprains AsphaltPro has covered serious on-the-job hazards like struck-bys and caught-in/between threats time and again, it’s also important to be aware of injuries resulting from the physical work done each day that adds up over time.

For example, when AsphaltPro requested top tips for new crew members from our seasoned social media followers, we found “proper shovel technique” was the advice we received most often.

It’s one of those actions that may not hurt the first hundred times you do it wrong, but its impact adds up over time.

According to the Center for Construction Research (CPWR), one in five construction workers experiences musculoskeletal disorders, including sprains, strains and soft tissue injuries, which gradually worsen and are often chronic. That’s why, earlier this year, CPWR released a new ergonomics training program for construction workers.

CPWR’s Best Built Plans’ Comprehensive Ergonomics Training Program was developed to reduce risks associated with manually lifting and moving materials.

Early symptoms can be treated with rest, ice, compression and elevation (RICE). It’s important not to ignore early symptoms, because as the symptoms become moderate to severe, the body may not be able to recover completely even with extensive rest and surgery may be required.

A

CPWR also reminds us of the risks of opioid dependence. “Only use opioids if they are prescribed by a doctor and determined to be the best option to manage the pain,” the program warns. “It’s important to remember that opioids are strong, addictive medications.”

According to CPWR, ergonomics aim to prevent injuries by “setting up the work environment and tools to make the job fit the physical abilities of the worker.”

The program outlines six ergonomic hazards: • High force (physical effort needed to move a load) • Poor postures (position of the body that is not in alignment) • Fast or prolonged repetition (repeatedly moving a body part to perform a task) • Stress from body contact (when your body comes in contact with an object) • Hand or body vibration (common when using a power tool, but also body vibrations caused by operating powered equipment while sitting) • Cold environments (causing muscles to tighten and feel stiff) Although each of these hazards is present in construction, high force and poor postures are often the most common.

NIOSH’s lifting equation can help determine a safe weight for each employee—and it will vary from person to person.

8 // October 2020

“Everyone’s body has different abilities: strength, flexibility, and tolerance,” states the program. “By working within the physical limits of your body, you eliminate the risk of soft tissue injuries and overexertion, sprain, and strain injuries.”

If it’s not possible to use the equation, a safe rule of thumb is that one person should not lift objects weighing more than 50 pounds on their own and should not carry heavy objects long distances of more than 100 feet, and that the route is free of obstacles, slip and trip hazards. Additionally, anything weighing more than 25 pounds should be handled at waist height.

The program outlines a number of safe lifting practices.

The second common ergonomic hazard in construction is awkward postures, and includes working on the ground or reaching overhead. For the asphalt crew, you may need to spend some time CONTROLS on the ground, using the straight edge or density gauge.

Be sure to limit your time on the ground and use knee pads or other cushioning if you need to be kneeling.

Otherwise, to the best of your ability, your work should be around waist height and the work should be located close to your body. It’s okay if you occasionally need to reach as far as your fingertips, but you should not need to reach beyond your fingertips CONTROLS as this can lead to injury over time.

The program also illustrates the hierarchy of ergonomic controls, rating engineering-based controls as the best, followed by work practices, then administrative, and lastly, “other” controls which includes personal protective equipment (PPE).

Engineering controls often use equipment to reduce risk. Work practices include positioning the material better or using proper CONTROLSmore lifting technique. Administrative controls include assigning workers to or rotating workers through an ergonomically challenging task. PPE controls include knee pads for kneeling work or stretching before and after.

“Stretching exercises can also help and are recommended to improve flexibility, movement, and posture, and relieve muscle and joint tightness,” suggests the program. For more informaCONTROLS tion on proper stretching, visit theasphaltpro.com to read our article “Prevent Injury on the Paving Job with these Construction Stretches.”

CPWR’s program also has a number of interactive training and coaching resources. CPWR also points out two free smartphone games to help train workers in proper lifting techniques, Lift Coach: Plan Your Route and Lift Coach: Plan Your Lift. There is a free app version of Best Build Plans available for iOSCONTROLS and Android.

Best Built Plans also has planning tools and other resources, such as Toolbox Talks, videos, guides, checklists and handouts. For more information, visit CPWR’s ergonomics training program page on www.cpwr.com.

– BY ASPHALTPRO STAFF

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mix it up

Modifier Performs from Lab to Field A

An innovative asphalt binder modification additive from BASF, Wyandotte, Michigan, has completed its preliminary field-testing stages with promising results.

IN THE FIELD

BASF recently finished preliminary field testing of its new additive, B2Last®, a low-viscosity liquid asphalt modification additive used to improve adhesion performance of an asphalt mix. The field tests were performed on job sites across Kentucky where B2Last modifier was added to the standard asphalt binder. All other components—gradation, asphalt content, placement—remained the same. Blankenship Asphalt Tech and Training (BATT), a consulting engineering company in Richmond, Kentucky, was on site to monitor and sample the demo projects. Participants had some positive things to say about working with the new material.

One of the first real tests of a new mix, according to Phil Blankenship, owner/founder of BATT, is what it does when the truck bed is raised.

“It is important with any new material to pave well and stick together,” Blankenship said. “So, when I watch the first truck raise its bed and dump the mix, I watch for these indicators: does it release well from the bed, flow through the paver, set up under the screed, workable with tools, and finally compact well. I even like to grab a sample immediately and place on the side of the road to let cool. I then observe the mix as it cools to understand what we are dealing with concerning adhesion and workability.”

Another interesting characteristic of the B2Last additive is that it did not initially perform like a traditional polymer when placed on the road during the field testing. Blankenship reported that the mix came out of the truck smoothly with no sticking issues at 320 degrees F. Blankenship added, “We were working around 320 degrees F.” He said he could not

10 // October 2020

tell that there was any modifier in the mix, but when the mix cooled and set up, he was impressed with the adhesion aspect of the mix. The B2Last modifier added something that he referred to as “toughness.”

“I could not feel any stickiness until the mix began to cool after rolling,” he said. “I then went back to the pile that I had made on the roadside. While you can normally pick off aggregates from a typical mix, I could not get a stone to move. B2Last is extremely adhesive tough.”

Zack McKay, laboratory operations manager for BATT, was also on site and had several observations.

“Some of the immediate feedback I received was that it didn’t have that traditional asphalt smell,” McKay said. “It removed the odor of the asphalt.”

During the field-testing stage, paving crews worked with a B2Last-modified mix and a non-modified mix for comparison purposes. The paving crew found a significant handling difference between the two as well.

“When we transitioned to the B2Last binder, the paver operator to the crew working the back of the screed and the roller operator, all commented there was a noticeable difference,” McKay said. “All said it was a more workable mix to handle than the non-modified mix that we had started with.”

IN THE LAB Working with B2Last, similar results were seen in the lab. McKay tested materials sampled from the Kentucky field trials that compared the B2Last-modified mixes to the non-modified mixes.

“While working with mixture in the lab, we saw that samples required less gyratory compactive effort than its non-modified counterpart [standard mix],” he said. “The repeatability we have seen in this trend may indicate that B2Last enhances compactibility.”

Further studies into compactibility of the B2Last mixture are on the horizon at the BATT lab by analyzing the laboratory-pre-

One of the first real tests of a new mix, according to Phil Blankenship, owner/founder of BATT, is what it does when the truck bed is raised. Blankenship reported that the B2Lastmodified mix came out of the truck smoothly with no sticking issues at 320 degrees F. pared and plant-produced mixtures with non-modified mixtures.

The IDEAL-CT (ASTM 8225) testing also showed positive results with the B2Last-modified mixes.

“When we compared the Kentucky non-modified mixture to the modified mixture, we saw an improvement on the resistance to cracking,” McKay said. “B2Last test mix provided a higher CT index value, and those higher values are an indicator of better cracking resistance. This indicates a reduction in cracking pavement over time [as compared to the standard mix].”

Further study at the BATT lab included evaluating a standard mix and comparing it to a B2Last-modified mix with the same job mix formula (JMF).

Blankenship commented, “It is exciting to see how new materials perform in the lab.

While materials can do well in the field, our testing is not always robust enough to pick up on performance characteristics of new materials. This means we have to keep our lab-eyes wide open and not just ‘run the test.’”

“We conducted testing on formulations of B2Last with SBS polymer modified binders and compared it to a KY standard [3/8-inch NMAS surface] control mixture,” McKay said.

mix it up

Figure 1. IDEAL-CT cracking testing on lab mix at 25 degrees C (77 degrees F)

“It has uses in the auto industry, glues, everyday products that you touch,” Blankenship said. “Now we’re finding out that it does some unique things in asphalt. This is an adhesive that we need.

“Think of it like a polymer and asphalt—a two-part system but no separation issues, you blend it in,” he continued. “This liquid goes in and becomes one with the asphalt, it’s completely reactive. So, the stability, the compatibility, the usability, becomes very easy.”

While contractors should typically add B2Last to their asphalt binder upstream, Blankenship said they can also add it at a local hot mix plant binder tank, where permitted to do so by existing DOT and other regulators. No significant retrofitting is required to add B2Last to a mix at an asphalt plant. The only possible addition would be an injection port, but, in many cases, those are already installed at the plant.

“It’s a big advantage from the point of sell and point of usability,” Blankenship said. “It puts the tool in the hands of the contractor.”

From improved workability and compactibility of the mix to reduced rutting and odors and localized usability, B2Last is showing advantages for contractors in its initial field testing. Road building professionals can expect more test results to see how this additive can improve their operations in the near future.

CONTR

– BY BERNIE MALONSON

Figure 2. Hamburg Wheel Track rutting/stripping testing on lab mix at 50 degrees C (122 degrees F) and wet “When B2Last was modified with SBS polymer, we saw a synergistic effect occur where laboratory resistance to cracking improved by 46 percent over control and SBS binders.” (See Figure 1) B2Last also showed the potential to improve rutting issues on some projects. The BATT lab ran the Hamburg Wheel Track test wet and at 50 degrees C on the B2Last mix.

“On one of the trial projects in Kentucky, we were able to conduct a small study on dosing,” McKay explained. “The trial included B2Last modification at two dosag-

es along with the non-modified mixture.

We tested the three mixtures in a Hamburg Wheel Tracker and found that after increasing B2Last dosage, the rutting resistance index (RRI)1 of the mixture increased.” (See Figure 2)

MULTIPLE APPLICATIONS FOR ADDITIVE

Although B2Last is a new player in the asphalt industry, the chemical modifier has been used for a variety of applications in manufacturing worldwide.

Bernie Malonson is the marketing and business development manager for asphalt initiatives in the chemical monomers division of BASF Corporation, Wyandotte, Michigan. Malonson joined BASF in 2016 as an innovation specialist and project manager. He is on four published and pending asphalt-related patent applications. Prior to joining BASF, Malonson held various marketing, business development, product and project management positions in the telecommunications industry and in the automotive industry. He received his MBA from INSEAD in Fontainebleau, France. He also holds a MS in business analytics from Michigan State University, and a BA in history from Harvard College. For more information, contact BASF at (734) 324-6697 or visit www.basf.com.

CONTR

CONTR

CONTR

1.RRI is an index value that combines the number of passes to failure and the rut depth into a single, more relatable value.

RRI = the number of HWT passes X (1 – rut depth in inches).

CONTR

12 // October 2020

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training

plant Upkeep in Nine Parts T

To give hot-mix asphalt (HMA) producers a primer on current upkeep options, we’ve assembled a handful of priority maintenance items that original equipment manufacturers (OEMs) and service providers were willing to outline. The following concepts walk you through the basics of greasing, silo wall monitoring, odor reduction installation, recycled asphalt pavement (RAP) system maintenance, trunnion adjustment and more.

In alphabetical order by OEM, the following topics will help you get your winter maintenance program planned.

AMMANN GROUP SUGGESTS PROTECTING THE PLANT WITH GREASING

All asphalt production businesses want to minimize the cost of ownership. The lower those expenses, the more competitive asphalt prices can be—and the higher profits can go. Ammann’s efforts to reduce asphalt operating expenses include Ammlub, which is Ammann’s automatic lubrication system, designed to provide three key benefits: longer plant life, reduced fuel costs and improved safety.

Traditional lubrication methods can be a struggle. They often require that technicians stretch and strain to reach extremely tight spaces—and that they fight dust, dirt and heat in the process. There also is the question of when to grease and how much grease to apply.

The labor-saving Ammlub system is mounted directly on the plant’s lubrication points. It automatically applies lubricants at scheduled intervals, ensuring that the process is done on time—every time. In addition, Ammlub eliminates downtime. The lubricant applications can occur while the plant is running, enabling completion of the routine maintenance without a drop in productivity.

An immediate benefit is fuel savings, which can be reduced as much as 10 percent when all parts and components are working harmoniously.

With appropriate lubrication, those parts and components will also last longer, providing further savings. Because this system

14 // October 2020

The Ammlub device from Ammann Group is mounted directly on the plant’s lubrication points. also locks out contaminants, plant life is extended, too.

Workplace safety is improved as well.

Technicians no longer need to lug tools and fluids with them to access difficult-to-reach service points. These service points typically include all components along the process flow, starting with the cold feeder and ending with the discharge shoot.

For more information on the Ammlub product, contact simone.franz@ammann.com or visit www.ammann.com.

ures. Inspections can still be given on a onetime basis, as well.

Along with non-destructive thickness measurements, the SiloBot inspection device also checks for missing ceramic tiles, weld seam separation, damage to liner sections, holes in silo walls, batcher gate issues and other issues resulting in acute wear inside the silo.

One technician travels with two SiloBot inspection devices, software, a winch and mount, tools required for SiloBot device maintenance, and a truck with a mounted scissor lift in the bed. Customers are not required to rent manlifts.

The technician inserts the SiloBot through the mouth of the silo using a winch that is mounted on top of the silo (used as a safety tether and connected to the bot at all times) and the scissor lift mounted in the back of the truck. The incredibly strong natural magnets in the wheels allow the bot to traverse over ceramic tiles and onto the silo wall.

The SiloBot inspection device gathers data by utilizing a steel brush and motor to clean

ASTEC WALKS YOU THROUGH SILO MAINTENANCE SERVICE

The team at Astec saw the need to make silo inspections safer and developed the SiloBot inspection device—a robot that is placed inside a silo by a trained inspection technician who then stays safely outside of the silo while performing a thorough inspection of the silo interior. A SiloBot inspection takes less than two hours to fully inspect all silo welds. With regular inspections, you can perform preventative maintenance that extends silo life.

Astec Engineering recommends having full silo inspections performed every two years, minimum. For high production facilities and silos that are 10 years or older, it is recommended to inspect annually.

Astec offers a recurring inspection plan for every 1-2 years that will allow us to provide the customer with comparative data. This data will help customers forecast wear in their silos so that preventative maintenance can be performed, giving them the ability to avoid spending unnecessary funds on more severe fail-

The large amount of missing ceramic tiles from the silo wall has allowed mix to wear the silo metal acutely in many areas. Multiple holes were found in this silo. Photo courtesy of Astec Industries

Inside this silo, a large hole is forming directly above the ceramic tiles. Areas like these were found along the entire circumference of the silo.

Photo courtesy of Astec Industries

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training the silo wall prior to taking measurements with an ultrasonic thickness gauge. The data is then sent via a telemetry system linked to the technician’s laptop computer. This data is transmitted in real time, allowing the technician to view the results and fine tune the inspection as he goes.

Inspections range from 30 minutes to one hour, depending on the size and condition of the silo. The customer receives full 1080p HD video of each silo inspection on the day of inspection. The final report, delivered via e-mail in an average of 7-10 days, will include the raw data points, a graph that illustrates the location of these data points, and a written report with pictures that reference issues noted in the report. The report also features specific recommendations for repair.

SiloBot inspections can only be performed by a trained Astec technician due to the sophistication of the device and its components. Astec SiloBot Technician Alex Harrison said, “For customers with many plants, we devote ample time to get all of their inspections completed before moving to the next customer.”

If repairs are necessary, the repairs can be scheduled through the Astec Service Department or the customer can perform the repairs themselves.

To get information on the SiloBot inspection service, call on your regional Astec Parts or Capital Salesperson, or contact Alex Harrison directly at (423) 356-4791.

BROCK TELLS YOU WHEN IT’S TIME TO CHANGE THE BAGS

There are a lot of factors that affect the life of a baghouse bag and factors will likely be different at each plant site. Bag material, operation temperature, gas stream content, dust size, air-to-cloth ratio, cleaning effectiveness and bag fit all contribute to how long bags might last and when it is time to change them out.

The team at BROCK recommends inspecting baghouse bags at least once per year, but preferably two to three times per year. We especially recommend checking bags as frequently as reasonable when the operation uses—or changes to using—diesel or heavy fuel oil in their drying process, as the lack of atomization in the burning process can lead to oil in the dust and, eventually, on the baghouse bags.

16 // October 2020

BUTLER-JUSTICE SHARES BLUE-SMOKE ELIMINATION

While Nomex bags are most common for HMA plant operations, the industry veterans at BROCK recommend an analysis of the plant’s overall operation and mix designs to assess the right bag for the application.

Things we advise to look for, bag wise, are change in bag color, visible changes to the outside texture of the bags, holes in the bags, and shrinkage in the bags. One key data point operators can use to measure the overall effectiveness of the baghouse, along with the bags themselves, is to measure the differential pressure in the baghouse. It can be a leading indicator of bag and/or dust system issues. Of course, dust coming out of the baghouse stack is the easiest to see with the human eye as a key indicator of bag issues.

There have been several bag types introduced to the industry over the last 30 years and the technology behind them has made great strides in that time in an effort to keep up with the changes in mix designs. Changes in mix designs include increased RAP percentages, stone matrix asphalt, open graded mixes, asphalt rubber, glass, roofing shingles (RAS) and warm mix, among others.

These all affect plant operating temperatures, dust types and dust volumes the baghouse experiences.

Bags that are commonly found in today’s hot-mix asphalt production world include 14 oz. Nomex, Nomex singed, micro denier, hydro entangled, and P84, for higher temperature applications. Nomex singed is the bag we have seen that fits the most common needs of plants; however, we do recommend an analysis of the plant’s overall operation and mixes produced to assess the right bag for an individual plant.

For more information about plant assessments, contact Travis Sneed, vice president of sales and operations, BROCK, at tsneed@brock. industries or visit www.brock.industries.

As plants move toward the winter season, right now is an ideal time to assess any impacts from blue smoke and odors. Emissions from plants—both the classic, visible blue smoke and invisible volatile organic compounds (VOCs)—can cause challenges for producers, ranging from regulatory requirements to overt opposition from neighbors.

Blue Smoke Control, a division of Butler-Justice Inc., Anaheim, California, offers two systems that, between them, is designed to eliminate both issues.

According to Mike Butler, president of Butler-Justice, “The addition of RAP, rubberized asphalt and polymer blends into asphalt mix designs has led to higher emissions due to higher mix temperatures.” His company now provides environmental control devices that can be installed at the asphalt plant to remove up to 99.9 percent of blue smoke, as well as the odors associated with asphalt production.

Here’s how: The Blue Smoke Control system captures blue smoke from emission points in the asphalt production process. Because blue smoke is essentially vaporized oil at high temperatures, Blue Smoke Control’s ducting system bleeds ambient (outside) air at key points.

Seven stages of filters help to coalesce the tiny oil vapor droplets and aerosols into larger droplets that can be filtered out by the blue smoke collector. The oil droplets drain from the filters via gravity to a collecting sump.

In addition, the company offers its X-VOCS system, which features proprietary carbon absorption technology designed to filter and remove up to 99 percent of odors and VOCs, such as Hydrogen Sulfide (H2S), from the hot asphalt storage tanks. The X-VOCS incorporates a five-stage filtration system. In the first three stages, a series of

The X-VOCS system from Butler-Justice

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DRUM REPLACMENT A dependable mixing drum is fundamental to maintain the productivity of an asphalt plant. Replacing an older drum offers opportunities to both maintain operation and improve performance. Astec works with you to integrate a new drum into your existing operation and supports each drum replacement with service and parts.

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training filters remove more than 95 percent of targeted particulates down to 0.3 microns. In the final two stages, carbon filtration beds remove remaining odors and volatiles.

When the X-VOCS technology is coupled with the Blue Smoke Control system, emissions from HMA plants can be reduced to nearly zero, providing owners with the means to achieve the highest level of environmental stewardship. Implementation of this technology has been proven to virtually end calls from nearby neighbors regarding odor and visual emissions. Both the Blue Smoke Control and X-VOCS systems can be incorporated into new plant designs, and they are also easily retrofitted into existing plant operations, with minimal modifications to the plant.

For more information on the X-VOCS system, contact mikeb@butlerjustice.com or visit www. bluesmokecontrol.com.

CWMF OFFERS TIPS TO CARE FOR YOUR RAP SYSTEM

You can take preventative measures during the winter season to ensure a smooth process in the spring. Being proactive saves money and headaches when it’s time to start back up. Executing a preventative maintenance schedule for your RAP System in the winter, can lead to smooth sailing in the spring. Maintenance looks different for everyone, so here are some generalized tips to help reduce problems when it’s time to start running again.

The main components of a RAP system consist of the bins, collector belt, Tremor Shaker, Honey Badger hammermill, and scale conveyor. As a reference, the team at CWMF suggests looking through your manufacturer’s manual for specific maintenance recommendations.

Additionally, you can follow these tips to help create your maintenance schedule.

Start by checking the obvious. Are your belt idlers functioning properly? Inspect the belt scraper, checking to see if the blades need replacement and if they’re set at the proper tension. Check for any tears in the belt splices and determine whether they should be repaired or replaced. Inspect all flashed or sealed-in areas to see if they are worn or need to be replaced.

Check the shape of the screen cloth. Is it worn?

Does it need replacement?

If you’re using a Honey Badger hammermill for oversized RAP, the consumables should be inspected, including hammers and liners.

18 // October 2020

Make sure seasonal maintenance includes a close look at your RAP system. Photo courtesy of CWMF Look at wear life for both, and if replacement is needed. All drives should be checked for fluid levels in the reducers, and the shape of the v-belts. Make sure guards are intact.

The belt scale should be inspected and calibrated (go through the calibration process to verify proper function prior to startup). An accurate belt scale results in a quality mix.

Finally, check all electrical switches, i.e. limit switches and e-stop cable pulls for proper function.

This maintenance may seem small or tedious, but in the long run these are the things that tend to get overlooked, causing delays in the startup process resulting in costly downtime. Be sure to take time and follow your preventative maintenance schedule. Maintaining the proper functioning of your RAP system will help ensure your startup runs smooth like a freshly paved road.

For more information on the RAP system from CWMF, contact Travis Mick at sales@cwmfcorp. com or visit www.cwmfcorp.com .

GENCOR MAKES YOU AN ENERGY STAR

As Dennis Hunt, vice president of Gencor Industries, Orlando, Florida, often says with regard to anticipated performance of a hot mix asphalt (HMA) plant in response to design and operational changes, "it depends." This very much applies to plant energy efficiency and fuel consumption. Per Hunt, there are numerous operating variables affecting energy efficiency and fuel consumption. These include: moisture content of the virgin and recycle feed stocks, counter-flow dryer virgin material veiling pattern, main exhaust temperature (waste heat), and use of warm-mix systems. While Gencor Industries works with its customers to optimize system performance, ultimately it

is the responsibility of the end-user to run the plant in an energy-efficient manner.

One energy-efficiency measure that can, and is, integrated into HMA plants by the original equipment manufacturer (OEM) is insulation. Baghouses are insulated to prevent undesirable water condensation. Storage silos are insulated to keep the product mix at the required load-out temperature. Jacketed asphaltic cement piping can—and should—be insulated for both energy efficiency and worker safety purposes.

Another piece of equipment where insulation has become the norm rather than the exception is the counter-flow dryer. The shell temperature of an uninsulated counter-flow dryer will range anywhere from less than 300˚F at the ends (virgin aggregate feed breeching, and mix discharge to the finished product, or slat, conveyor) to perhaps more than 600˚F in proximity to the combustion zone. Convective and radiant heat loss from an un-insulated dryer shell can be significant.

Insulation on a typical Gencor Industries counter-flow dryer covers approximately 75 percent of the surface area of the drum. The temperature of the insulation skin on a counter-flow drum will be in the range of 100 to 150˚F. A substantial reduction in temperature that translates into, not only improved worker safety, but reduced energy requirements. A rule-of-thumb historically employed by Gencor is that insulating a dryer will reduce energy requirements by approximately 3 to 8 percent.

Actual improvement in energy efficiency and associated payback period of the investment in insulation, of course, “depends.”

For more information, visit https://www.gencor.com/ or https://theasphaltpro.com/articles/ how-to-be-an-energy-star/.

HAVER & BOECKER HELPS ANALYZE VIBRATIONS

Pulse vibration analysis technology can be used to evaluate vibrating screen performance. The team at Haver & Boecker Niagara, St. Catharines, Ontario, now partners with maintenance managers and plant managers to analyze screening processes, helping them meet production goals and overcome challenges with its Pulse Vibration Analysis Service.

Wilm Schulz, Haver & Boecker Niagara’s parts and service manager, explained: “Our

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training Pulse Vibration Analysis Service offers more than just technology. We want to help our customers by serving as an extension of their maintenance teams, bringing the knowledge of an OEM to help support their operation.”

The service uses the company’s Pulse Vibration Analysis software to examine the health of a vibrating screen. Pulse detects irregularities that could translate into diminished performance, decreased efficiency, increased operating costs and imminent breakdown. This gives producers advanced notice so that their operation can plan preventative maintenance programs to avoid premature wear, downtime and additional expense.

The service program includes a complete vibrating screen inspection by a Haver & Boecker Niagara certified service technician. Following the inspection, customers receive a Pulse Diagnostic Report, which provides an analysis of their vibrating screen and detailed recommendations to prevent downtime. All Pulse Diagnostic Reports are stored in an online asset management system, giving customers access to a complete record of their vibrating screens’ service and performance histories.

For more information about Haver & Boecker Niagara’s Pulse Vibration Analysis Service Program, contact Kristen Randall at k.randall@haverniagara.ca or visit www. haverniagara.ca.

Impregnation (TCI) process to protect augers can perform even better than the cast shoe around asphalt plants, especially the dust fines reject auger.

This photo shows the Kenco Engineering TCI steel strips installed on an auger.

This photo shows a fines reject auger that, for many years, had averaged losing 1 inch of diameter per month. This photo was taken at five years of service with no loss of diameter during that period.

STANSTEEL TRACKS YOUR TRUNNION ADJUSTMENT

KENCO ADVISES FOR LONGER COMPONENT WEAR LIFE

Kenco Engineering Inc., Roseville, California, has been working to extend the life of augers for decades. At first, we developed the cast, bolt-on, auger shoe. This shoe incorporated a “lip” that wrapped over the outer edge of the auger to prevent the most common type of auger wear—diameter shrinkage.

In many cases, an auger running in an abrasive material will wear from the outer edge toward the shaft, thus reducing the diameter of the auger, more than on the face of the auger. This diameter shrinkage dramatically reduces efficiency of the auger and its ability to transfer material.

Over the last few years, however, we have learned that using our Tungsten Carbide

20 // October 2020

uct, it traps material and helps create the cheapest of all wear products, material on material.

The versatility of our TCI product also enhances its usefulness around an asphalt plant. The photo above shows the use of wear strips where Kenco impregnates our TCI into mild steel strips. These strips are then cut to size by the plant mechanic for installation on the auger or anywhere else wear is an issue. Due to their mild steel base, these strips can be welded with most common wire or electrodes for easy installation. As a final option, Kenco can manufacture a completely new auger with TCI protecting the outer radius as well as some portion of the face.

For more information on TCI protection, contact Brian Handshoe at brian@kencoengineering.com or visit www.kencoengineering.com.

This next photo shows the use of our TCI bars on a “cut and folded” style dust auger. This customer had been changing out this auger half-way through each season. This photo was taken in the third season and the auger is still going strong.

The exceptional wear life of our TCI products comes from multiple factors.

First is the hardness. At 90 Rockwell A, the hardness of Tungsten Carbide inherently makes it more wear resistant than even the hardest of AR steels. Next, with the rough texture of our TCI prod-

Correctly adjusted trunnions reduce maintenance cost and plant downtime. Incorrectly adjusted trunnions cause a significant amount of abnormal wear and a multitude of premature failures that include broken thrust rollers, uneven tires and trunnions, and failed bearings. Precision adjusted trunnions maintain the plant’s tires and trunnions throughout the life of the drum and/or dryer.

There are many methods to adjusting trunnions. One common method is the use of a laser level and tape measure or other measuring device. This method is simple but not precise. While the laser beam is accurate, the width of the laser beam is not. Another attempt to keep trunnions properly aligned and skewed is to provide

training

Depending on what stage of the adjustment process you’re in, you may want to see the numbers on the front and back displays be the same so the drum is not running uphill or downhill. Photo courtesy of Stansteel/Hotmix Parts & Service

ASPHALT TESTING EQUIPMENT F R O M

a measuring display on each trunnion base, but even this is not precise enough to prevent failures. The most precise and efficient method we’ve found for adjusting trunnions is our T-Trac Trunnion Alignment Tool by Stansteel and Hotmix Parts & Service. The T-Trac allows you to square the trunnions and tires within 100/1000th of an inch in precision.

In order to use the T-Trac correctly, lockout procedures need to be observed while working in contact with the equipment.

Once locked out and guards removed, the sides of the trunnions and tires need to be cleaned from dirt and grease.

The T-Trac consists of a magnetic base with dial indicators attached on each end facing the tire. Calibrate the dial indicators to the base with the included calibration blocks and the T-Trac is ready for use.

Place the T-Trac on the side of the trunnion with both dial indicators on the side of the tire. Each of the four trunnions must be adjusted to the neutral position, meaning there

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22 // October 2020

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is no longer uphill- or downhill-thrust. Adjust the trunnions to achieve a neutral (zero) delta between the two indicators, meaning that the trunnion is perfectly parallel with the tire.

The same method is performed for all four trunnions. Once all four trunnions are in a neutral thrust, the T-Trac can be used to skew each trunnion for the correct skew and thrust.

The trunnion adjustment methods of using a laser can take up to four to five hours to properly adjust your system. When using the T-Trac, precisely adjusting trunnions and tires can take as little as an hour and a half to complete the process for all four trunnions. The Stansteel & Hotmix Parts service technicians can visit your plant and demonstrate the T-Trac and adjust and skew your trunnions for you, ensuring precision accuracy of the adjustments.

For more information, visit https://stansteel. com/.

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AND YOU KNOW WE DO THIS...

Our commitment to serving our customers in the asphalt pavement industry drives us to be our best, from our full-service engineering department eager work with you to configure a plant to meet your needs, to our logistics and construction crews ready to get that plant delivered and operational. Astec plants are all backed by after the sale parts and service support. You can count on us as your single source for complete plants, component equipment, parts and service.

SALES: 423.867.4210 All specifications subject to change with or without notice. | Products shown are representative, details may vary. | Equipment shown with options at additional cost.

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Pavement maintenance

Freeze Your Teeth Cryogenic hardening lengthens milling tool life

It’s not unheard of to send a new bucket of milling teeth out for “freezing” to extend the cutting bits’ service life. In fact, contractors can take advantage of the process known as cryogenic hardening for any number of tools. But let’s take a look at why a pavement maintenance contractor would do such a thing and what value it offers.

I

WEIGH THE COST

Kathi Bond, the owner of CryoPlus Inc., Wooster, Ohio, said, “Any tooling or wearable parts are candidates for the cryo process.”

Brian Handshoe, vice president of operations for Kenco Engineering Inc., Roseville, California, said his company uses the cryogenic process to harden pugmill mixer tips, slat conveyor floors and other components as requested, but not all components manufactured by Kenco get the cryogenic conditioning. The reason? Choices. Not all asphalt professionals want the higher price point at the outset.

“We have a standard 550 version of pugmill mixer tips,” Handshoe said. “Then we have a 700 version that are cryogenically treated. The customer has options.”

The option dramatically increases wear life, according to Handshoe. “Cryogenic hardening will typically add 15-20 percent to the price, but typically increase the wear life about 20-50 percent.”

Let’s say you buy a bucket of teeth for $580 and you expect them to get you through 16 hours of asphalt milling. You could add about $116 to your overall cost by having the bits cryogenically hardened, and could extend their service life up to an extra eight hours. It’s up to each contractor to decide if that’s a good return on investment.

CHANGE THE MOLECULES

The Cryogenic Society of America Inc. (CSA) is a non-profit technical society serv-

26 // October 2020

The CryoPlus website states: “Today’s dry process is computer controlled, using a prescribed schedule and maintained at -300F for a particular time before slowly returning the parts to room temperature.

The dry process means the material is not exposed to any cryogenic liquids, eliminating the risk of thermal shock. The microprocessor is programmed according to size, weight and configuration of the parts being treated. It controls the flow of the liquid nitrogen into the chamber where the liquid is contained and the boil off vapor is spread throughout the chamber.” Photo courtesy of CryoPlus ing people who are interested in any phase of cryogenics. Cryogenics, according to the CSA website, “is the art and science of achieving extremely low temperatures— almost absolute zero.” Visit the website https://cryogenicsociety.org/ for a database of entities, such as CryoPlus, that provide cryogenic hardening services for tools.

The CryoPlus website describes cryogenic processing as “the deep chilling of tool steel so that the molecular structure of the metal is brought to ‘cryogenic stillness’ in order to improve wear characteristics.”

The editorial team at Gear Solutions found that, “Companies keep their processing techniques a secret to maintain a competitive advantage.” Luckily, Bond and Handshoe were willing to share information for educating the industry.

“Every alloy has to be treated differently,” Handshoe said. He explained that components and tools will be treated for multiples of hours at a few hundred degrees below zero, but the atmosphere at which this takes place is important to the process as well.

“We usually start the processor on Fridays and ship out on Mondays, as long as we have enough to run it,” Bond said. She explained that because every tool, every brand, and every type of material and surface the treated tool will be used on are dif-

While it’s not possible to tell which tools have been treated and which have not just by looking at them, the material hardness can be improved 1 to 2 Rockwell Hardness (HRC) points with the dry process, according to CSA’s website. Photo courtesy of CryoPlus ferent, the contractor will want to run his or her own tests to judge what kind of extended wear life can be experienced. “We offer minimal pricing for first-time users so they can run the tests,” Bond said.

For more information about cryogenic hardening of tools, reach out to the sources listed in this article. Brian Handshoe can be reached at www.kencoengineering.com or (916) 7821725. Kathi Bond can be reached at http://cryoplus.com or (330) 683-3375.

– BY SANDY LENDER

Project management

Quality Asphalt Paving Upgrades Anchorage Airport Alaska’s largest city is currently witnessing a case of new technology clearing the way for…new technology. At Ted Stevens Anchorage International Airport (TSAIA), Quality Asphalt Paving (QAP), based in Anchorage and a subsidiary of the Colaska Group, recently performed a major overhaul of the primary north/south runway to accommodate today’s bigger, heavier cargo aircraft. To help make that happen, the company assembled a fleet of heavy equipment, most of it employing GNSS-based technology. Facing only a six-month window to finish work on the nearly two-mile-long runway, shoulders and adjacent taxiways, QAP achieved outstanding results in earthmoving, milling and paving.

A

CARGO IS KEY

While TSAIA handles its share of passenger traffic—more than five million people annually—the airport’s real strength is as a key hub for cargo traffic. Strategically located between the world’s two largest e-commerce markets, China and the United States, TSAIA ranks fifth in the world in air cargo, growing by 2.52 percent to 2.79 million metric tons in 2018 alone.

According to Martin Meenaghan, QAP’s project engineer, the stream of cargo-laden jumbo jets into and out of the facility on any given day is virtually non-stop.

“This airport sees some of the largest aircraft flying today, including ‘The Dreamlifter,’ which Boeing uses to transport entire wings of commercial aircraft,” he said. “We were tasked with bringing the runway up to new FAA specs designed to better handle these—and larger—aircraft as the airport moves forward….

We were contracted to widen the structural section of the runway. So, while the footprint of the runway will remain essentially the same, the weight-bearing section of it was widened by some 65 feet.”

Upgrade work at TSAIA started with a 1,500-foot section of runway so QAP could gain familiarity with the technique they would use for milling the entire structure: Topcon Millimeter GPS. However, work began later

28 // October 2020

The team from QAP, a Colaska subsidiary, completed the asphalt work on TSAIA ahead of schedule in September 2019. While the company had no financial bonus waiting on an early completion date, Martin Meenaghan, QAP’s project engineer, said the incentive to finish early was three-fold.

“We’re done, we’re under budget, we did a good job and the customer is satisfied.” with the shutdown of runway 15/33, and the diversion of all traffic to the east/west runway (07/25) at the southern end of the airport.

FLIGHTS TO LIGHTS

QAP’s work at TSAIA ran the gamut from preliminary earthmoving to milling to paving to prep for landing light installation. To help them handle each facet in the most efficient way possible, the company called upon Mike Williams, co-owner of GPS Alaska, based in Anchorage, to discuss equipment and control solution options available to them. Doing so was not just the proverbial “shot in the dark.” For several years now, their parent company, Colaska, has been one of Topcon’s strategic partners.

“We enjoy a great relationship with Colaska and worked hard to win them over,” Williams said. “…we knew they could benefit from what Topcon had to offer. We sat down with Joe Webb, Robb Dunn and Mike Fizette and showed them all that was available, finally doing a ‘Fly and Try’ into Topcon’s Livermore, California, test center. There, each potential

Scott Hightower, QAP project manager, saw everyone on his team working off the same model with the Topcon machine control. user got a chance to see and test the technology that could improve their effort….Today, thanks to their commitment, they are one of our best proponents of GNSS solutions, and it showed out at the airport.”

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Project management

ABOVE: The QAP team placed and compacted roughly 150,000 tons of asphalt. BELOW: Robert Hoadley tracked his passes with Topcon’s intelligent compaction on the Anchorage airport project.

The lineup QAP brought to bear at TSAIA included: a John Deere 850 dozer, a Cat D6N dozer with 3D-MC MAX, and a Cat D6T dozer with 3D-MC2 machine control; a Cat 16M motor grader running twin 3D-MC; a Komatsu 1200 excavator with X-53i indicate-only GPS; a Wirtgen W250i milling machine with dual Millimeter GPS; two CAT F Series pavers; a pair of Cat CB-68B rollers and a Dynapac 700 roller with Topcon C-53 IC Intelligent Compaction; and four Topcon FC-5000 data collectors.

The runway began as 11,470 feet long and 200 feet wide. Excavation work included digging a full-length trench on either side of the runway and filling each trench with gravel to provide the additional structural stability. Work in this area also included new piping

30 // October 2020

systems for drainage. Runway Safety Areas (RSAs), which extend off the pavement, were excavated at 2 feet deep, 110 feet wide the entire length of the runway. According to Meenaghan, having machine control at work made a significant impact.

“With everyone working off the same a model, things are roughed in quickly—it’s all very efficient,” Meenaghan said. “We were out here for seven weeks and had the bulk of the earthwork knocked out. It turned into a paving show much sooner than we ever anticipated.

Granted, there are always weather days that we always have to anticipate up here, but it’s nice to get a bit of breathing room so early on.”

Having that level of efficiency in all phases of the project was not just a luxury.

While there’s no incentive built into QAP’s contract for finishing the TSAIA project early, there was a penalty of $18,000 per day between two phases for delays beyond the contracted end date.

“For us, the incentive to finish early is this: we’re done, we’re under budget, we did a good job and the customer is satisfied,” Meenaghan said.

MILLIMETER MILLING

While QAP has done its fair share of airport work in the past, the tight milling specs— within 0.02 foot—still made the Anchorage job something of a challenge. For that reason and others, they opted for the Millime-

ter GPS solution and found it to be the answer they needed, according to Thomas Davis, QAP’s grinding and reclaiming foreman.

“From my perspective, the biggest benefit the Millimeter GPS provided was an amazingly accurate way to deal with the grade breaks,” Davis said. “Out here, the grade off centerline was consistent: for 25 feet on either side it was 1.5 percent. But in the areas where the runway crossed the taxiways, not only did it vary, it was also vague in the plans and needed to be calculated. But when we built the model, all that data was in there. That was huge—without it, we would have been chasing cross slopes throughout each taxiway.”

He added that, despite the time it took to ready the system each day (calibrations, setting up transmitters, etc.), they were still far ahead of the game in milling.

“Once we were off and running it was great to see the GPS take over,” he said. “In a sense, it took my job from me. However, it did free me up to do other things and to follow behind with a data collector for periodic grade checks. I think it was a great setup for what needed to be accomplished out here and the results speak for themselves.”

INTELLIGENT COMPACTION DURING PAVING

In anticipation of things to come, QAP also opted to employ intelligent compaction (IC)

during the paving facet of the job. Already close to being a prerequisite to bid DOT projects in a number of states, IC can provide real-time feedback for the number of passes performed, temperature and stiffness. Doing so helps the operator compact when, where and only as much as needed. One of the company’s roller operators, Robert Hoadley, said that, while IC can help management remotely monitor the machines and identify issues before they become a concern, he also finds the technology helpful.

“I think this is a really good system,” Hoadley said. “It shows me on-screen how many passes I’ve made as well as my densities—it even has a sensor that tells me what the temperature of the asphalt is. Without IC, none of that is available and operators have to count the number of passes made. Here, I can program each pass to be a different color and quickly identify an area that is at risk of over or under-compaction.”

QAP’s completion date for asphalt work at TSAIA, while technically Sept. 30, 2019, included two weeks during which the FAA had scheduled flight testing to begin mid-month.

“So, we were dealing with substantial completion mid-September, final completion at the end of the month,” Meenaghan said. “But this was a great job and we are very satisfied with the way things have gone. All the GPS equipment we had on site saved us either time or manpow-

er. And milling with the Topcon Millimeter GPS system proved to be a good move; production exceeded what we had built in for the job. We’re definitely pleased with where we’re at and what we have moving forward.”

– BY LARRY TROJAK

A STORY IN VOLUMES

To get a better handle on the size of the project at TSAIA, one need look no further than the volumes of material involved in the various phases.

By project’s end, QAP placed and compacted roughly 150,000 tons of asphalt, laid down a half million tons of gravel, and moved a half-million cubic yards of earth during excavation.

According to Martin Meenaghan, though they’ve become much more GNSS-savvy the last couple years, the help provided by GPS Alaska on the airport job was invaluable.

“Mike Williams and his team have been great—they’re our go-to guys out there for sure,” he said. “They are very knowledgeable of the solutions they provide and always make themselves available—a company like ours can’t ask for better than that. There’s a lot out here that simply couldn’t have happened without them.”

www.THeAsphaltpro.com // 31

Producer profile

In the fall of 2019, Palmetto celebrated the first year of operation for its new plant in Lugoff, South Carolina, with a team cookout.

Palmetto Puts up Plant #4 W

When Palmetto Corp., Conway, South Carolina, was awarded a large project on Hard Scrabble Road in 2016, the company began investigating the need for another asphalt producer in the central South Carolina market.

Hard Scrabble Road is a main thoroughfare 15 miles northeast of Columbia, with an average annual daily traffic count of 45,000.

Surrounded by a mix of schools, commercial properties and residential properties, the road is a major commuter route in addition to supporting a high volume of business-related heavy trucking.

“Congestion, coupled with growth and expansion, created a need for improved access and traffic flow,” said Palmetto COO Eric Faulk. Palmetto began working on the project July of 2018 and is expected to complete the project June of 2022.

32 // October 2020

During that time, the 8-mile span of roadway will be expanded from two lanes to four.

The scope of work includes two new bridges, newly installed overhead and underground utilities, newly installed concrete curb and gutter and sidewalk, subgrade prep, and 130,000 tons of paver-placed 10-inch cement stabilized base course (CSABC) topped with 182,000 tons of hot mix asphalt (HMA).

“Our asphalt plants are the core of what drives our business,” said Palmetto CEO Shawn Godwin. “Even though we provide trucking, milling, concrete, reclamation, surveying, dirt moving, pipe laying and crushing, our core business is asphalt. That is driven by having the ability to control all variables from quality to production and the asphalt plant allows us to do that.”

Palmetto already had three plants located in the central and eastern parts of the state,

in Conway, Florence and Bishopville, but a fourth plant located closer to the state’s capital of Columbia would expand its reach.

According to U.S. Census data, Columbia’s population has grown by 15 percent since 2000. As the state’s capital and its most populous city, Columbia is also a junction of numerous major highways.

“Columbia is a growing market, especially the suburbs,” said Palmetto’s Plant Division Manager Charles “Ray” Mothershead.

Palmetto’s new plant in Lugoff, 30 miles from central Columbia and 12 miles from its Hard Scrabble Road project, is well-situated for future growth.

“It would be difficult to be competitive in the Columbia market without the new plant in Lugoff,” Mothershead said. Trucking mix from its second-nearest plant, in Bishopville, would add 25 miles to the journey. “Now, we

“We didn’t think the demand would pick up as fast as it did, or that we’d need to have as many mixes as we did on any given day.”— Charles Mothershead

The Lugoff plant is a Gencor Ultradrum rated at 300 tons per hour. It’s equipped with three 200-ton silos, six cold feed bins, one RAP bin and its own lab. can reach into the Columbia market, as well as into Lexington County to the west and Kershaw County to the north.”

“Expansion was part of the plan to grow in a new region to not only actively pursue more SCDOT and municipal work but to also tap into a flourishing commercial market,” Faulk said. The majority of Palmetto’s work is a mix of South Carolina Department of Transportation (SCDOT) contracts, FAA airfield work, municipal contracts and commercial contracts. “The Lugoff plant, along with the Hard Scrabble Road project, acted as the catalyst that helped facilitate some very intentional progression where that growth strategy was concerned.”

The Hard Scrabble Road project will require 52,000 tons of HMA Base Type A, 4,000 tons of HMA Surface Type C and 126,000 tons of HMA Surface Type B.

The Lugoff plant is a Gencor Ultradrum rated up to 300 tons per hour. It’s equipped with three 200-ton silos, six cold feed bins, one RAP bin and its own lab.

When the plant was first built, Palmetto had only installed two silos. However, after one year of operation, they realized they needed more storage space.

“We didn’t think the demand would pick up as fast as it did, or that we’d need to have as many mixes as we did on any given day,” Mothershead said. At times, they still had to send mix from Palmetto’s Bishopville plant to jobs closer to the Lugoff plant for that reason. In May 2020, Palmetto added a third silo to the Lugoff plant. “This year, we will begin the paving portion of the Hard Scrabble Road job, so we will definitely need that third silo so we can continue outside sales of asphalt while balancing the intercompany demand.”

Palmetto also invested in Gencor’s Ultra-II multi-fuel aggregate combustion system for clean and efficient burning.

“When the company bought the plant, we knew we wouldn’t be able to get natural gas to the site initially because the site was brand new,” Mothershead said. “We knew we’d have to run waste oil for at least the first year.”

The Ultra-II burner was the ideal choice, Mothershead continued, because “it not only works well with waste oil, but it will also do a good job when that plant gets switched over to natural gas.”

Mothershead said the ability to mount the flights within the Ultradrum into multiple positions is also a helpful feature. “By positioning the flights in a certain way, you can control the veil of stone in the drum and create some holes in the veil as the stone comes down to allow for the heat to make its way to the back of the drum and into the baghouse,” he said.

SCDOT requires 1 percent lime in two standard mix designs, so the Lugoff plant also has a lime silo integrated into the plant’s controls. Although each of Palmetto’s plants has this capability, Mothershead said the Lugoff plant was built from the ground up with this capability.

SCDOT’s RAP spec is based on percentage of aged binder rather than overall RAP percentage. “We average about 25 percent RAP to stay within the aged binder limits,” Faulk said. However, Mothershead added, the amount of RAP allowed will likely increase in the future and said the Lugoff plant will accommodate higher RAP content.

The plant also incorporates Gencor’s Ultralogic plant controls.

“We’ve trained a couple fellows to run the plant who hadn’t run an asphalt plant before

www.THeAsphaltpro.com // 33

Producer profile

In May 2020, Palmetto added a third silo to the Lugoff plant to keep up with demand.

34 // October 2020

and they took to it very easily because of the Ultralogic controls,” Mothershead said. One of those new employees was Mothershead’s son, Charles Mothershead III, age 22. When Mothershead was promoted to division manager of all of Palmetto’s plants, his son was promoted from plant operator to plant foreman at the Lugoff facility.

“I think the modern controls are more user-friendly for the next generation of plant operators,” Mothershead said. Mothershead, who has been in the asphalt industry for 30 years, recalls the days of levers and batch plants. By comparison, the new system is a breeze, he said. “You can start the whole plant up with the push of a button.”

The Lugoff facility is also home to three asphalt paving crews, one concrete crew, four grading crews, 20 haul trucks and drivers, a truck foreman and a dispatcher. It is also home to a fully equipped equipment and truck shop, as well as an office that houses Palmetto’s Midlands survey division, director of business development, Midlands estimators and the Midlands area management.

In total, Charles Mothershead estimates the plant has created 100 jobs in the area.

In total, Mothershead estimates the plant has created 100 jobs in the area.

“We have assembled a great team and the Midlands market is going to be a great market for the years to come,” Godwin said. “It has far exceeded our expectations.”

In its first year, the Lugoff plant produced around 140,000 tons, with 120,000 tons for Palmetto projects.

“The leadership at Palmetto isn’t just growing the company for themselves, but to create more jobs in the state and to open up doors for so many people,” Mothershead said. “With leadership like that, I wouldn’t be surprised if Palmetto covered the whole state one day.”

– BY SARAH REDOHL

& Safety & Electro-Mechanical On-Line Classroom Mid-January to Mid-March Zoom in and join industry leader Clarence Richard.

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International snapshot

International Wear

ABOVE: Metso Outotec offers a wide range of optimized wear protection solutions, tools and services. AT RIGHT: WearSense™ monitors wear in real time and tells when it is time to change the liners.

M

Metso Outotec, headquartered in Helsinki, Finland, will bring unique fasteners and wear monitoring technology to its minerals customers now that it has completed the acquisition of Davies Wear Plate Systems in Australia.

The acquired technology includes fasteners with a unique locking mechanism that does not require traditional studs and nuts and thus enables faster and safer maintenance work, according to the manufacturer. Davies Wear Plate Systems’ portfolio also includes wear monitoring technology, which provides a real-time forecast of wear and expected liner change-out timing. The monitoring solution can be fitted to any metallic or ceramic liner, independent of attachment systems.

“This acquisition supports our target to offer comprehensive and unique solutions for the entire wear lining value chain….The new technology will increase safety during maintenance and increase uptime. I warmly welcome the new colleagues to become part of the Metso Ou-

38 // October 2020

totec team,” said Sami Takaluoma, president of consumables business area at Metso Outotec.

The acquired technology is already used by major mining companies, such as Rio Tinto, BHP Group and Fortescue Metals Group in Australia.

“We have been improving our product offering for years and we have received good feedback from our customers in Australia,” said Brian Davies, founder, Davies Wear Plate Systems. “Our products are ready to be rolled out to the global mining market. We are excited that we are now a part of a truly international company.”

Helena Marjaranta, vice president, communications, Metso Outotec, shared with AsphaltPro readers, the new WearSense condition monitoring system offering will be introduced for global customers including those in North America as soon as possible.

– FROM METSO OUTOTEC

For more information, visit https:// www.mogroup.com/campaigns/davies/.

We’re on it.

BROCK is proudly manufacturing equipment and supplying parts for hot mix asphalt plants. www.brock.industries

1.800.441.9528

1.423.476.9900

Women of asphalt

Meet A Woman of Asphalt: Valerie Echter V

Valerie Echter’s influence on the asphalt industry could bring a sea change to human resources and workforce development. With a BS in civil engineering, she began her asphalt career with Jebro Inc. in 2002. Now she’s a freelance social media strategist and content creator for the asphalt, construction and engineering sectors. We’re honored to share her positive and inclusive outlook with the industry.

AsphaltPro: Could you share the story of your first in-person training/seminar where you were the only female in attendance and how that influenced your mindset for success?

Valerie Echter: There have been numerous occasions when I was the only female attending a meeting or training session. However, the very first in-person workshop I attended was in Valentine, Nebraska, two weeks into my asphalt career. I didn’t know what to expect walking into a room of 75 county highway superintendents, so you can imagine my surprise when everyone stopped listening to the presenter and turned around to look at me as I entered the room; it was certainly an eye-opening experience.

At that point, I knew I would have to be more outgoing than I felt comfortable with, so I learned how to ask questions.

Throughout the years, I’ve grown accustomed to hearing the stories and history of asphalt and paving; there’s so many wise and knowledgeable individuals within the industry. I’ve been able to accomplish a lot in my professional life, due to that authentic desire to learn and hear people’s stories.

AsphaltPro: How would you advise a young woman who finds herself the only female on a crew?

40 // October 2020

Region and Pacific Northwest. As much as I enjoyed the contractors I worked with, I felt pulled to investigate the world of coaching. I got certified as a holistic health coach in 2012 and shortly thereafter started coaching executive-level professionals on stress management, emotional intelligence and growth mindset strategies. I quickly realized that I was able to attract coaching clients by having a strong social media presence. I enjoy the creativity that social media allows.

One day, a coaching client complained about needing help with social media, so I offered to take it off his plate. Referrals started piling up and I quickly found myself working more in the social media world than coaching. I’ve been able to grow my social media work by offering a unique perspective and authentic voice to the construction and paving communities. I currently offer social media, blog writing and other content creation services.

Valerie Echter Valerie Echter: My advice would be to stay true to yourself, while being confident in your abilities. It’s important to know your value and be willing to share your voice as part of the team. Additionally, don’t be afraid to ask questions. Not one person in this industry knows everything, so don’t let your ego stand in the way of learning.

AsphaltPro: Could you share your career trajectory to show the audience the track you took to get to your current consulting business?

Valerie Echter: I spent 12 years selling liquid asphalt to heavy highway contractors in the upper Midwest, Texas, Rocky Mountain

AsphaltPro: What do you think is the most important skill you’ve brought to your position in the asphalt industry?

Valerie Echter: There are a couple skills that I’ve been able to harness that have allowed me to achieve great success in many areas of life. The first skill is my ability to listen. Construction is full of individuals more than willing to share their opinion. I spent a majority of my time in the industry listening and watching others, particularly leaders. I learned how to operate as a leader, how to gain trust from others, and more importantly, how to be respected within the industry.

The second skill is being empathetic.

Empathy is rarely addressed or discussed in construction. Being a female, I can get

away with asking someone how they are feeling or lend an ear to a co-worker who needs to vent. I have a unique ability to understand emotions behind people’s voices—allowing me to ultimately put myself in their shoes. In doing that, I can often see many sides of each situation.

My advice for women entering the industry would be to use empathy to your advantage. Be a sounding board for others in the industry who need to vent; however, also do your part to instigate change within those individuals and within the industry.

AsphaltPro: Do you have an example of a sharable situation where a colleague or co-worker experienced a positive mental health outcome from a health & safety initiative you encouraged or implemented?

Valerie Echter: No, I don’t. That response speaks volumes, doesn’t it? I feel the construction and paving sectors have a huge opportunity to make tremendous improvement in regard to the mental health of our employees. Improving the mental health of

AsphaltPro: Within the companies where you’ve worked over the years, about what percentage of the “boots on the ground” have been female? And have you seen that percentage rising or staying the same during your career?

Valerie Echter: Without knowing the true numbers, I’d have to say 10 percent or less on the actual project. There are more women on the estimating or project management side vs in the field. For any project I was on, it was predominately men who were driving trucks, on the back of a screed, on a roller, or at the hot plant. I do feel that number is increasing, as women are seeing the opportunities for advancement within the construction sector.

AsphaltPro: What is the most challenging project you’ve been a part of and how did you (and your team) overcome the challenge?

Valerie Echter: For most of my career, I was responsible for developing new territories or building relationships to support asphalt sales in specific regions of the United States. When you enter a new market, it’s an eloquent “dance” of getting to know potential new contractor clients, while also keeping an ear to the ground and understanding competitors. I was able to navigate those intricacies rather well, by focusing on relationship management first and foremost, and allowing sales to come naturally by just listening to clients and helping to solve their asphalt supply problems. My teammates were imperative for this success, as they always made sure my clients had the best liquid asphalt products, delivered on time and at the right temperature to every project.

www.THeAsphaltpro.com // 41

Women of asphalt courage more women to consider a career in the asphalt business?

Valerie Echter: An incorrect perception of our industry would be that young women can’t succeed. If anything, I feel women have a better chance than most men to be noticed and given opportunities—because we do stick out. I used my gender difference to gain authority and respect within the industry at a very young age. Being a young female leader in a male dominated industry means you’ll have a ton of exposure, therefore a lot of opportunity to show your abilities as a leader.

Echter said, “If you want to know the key to success in this industry, it’s understanding the people who sacrifice day in and day out to complete the amazing projects that our teams are working on right now. It’s giving them the grace to have a bad day, and still being willing to move forward to get the job done. We may have amazing equipment and phenomenal technology within the world of paving; however, our people will always be our greatest assets.”

AsphaltPro: How can companies can get more information to participate?

Valerie Echter: The best way to learn more about the pilot project would be to reach out to me on LinkedIn: https://www. linkedin.com/in/coachvalerie/

to incorporate mental health as part of employee well-being?

Valerie Echter: I do a lot of public speaking on the topic of mental health, not just in the paving or construction sector, but many other business sectors as well. I know how debilitating mental illness can be; I suffered from severe anxiety and panic attacks while at the height of my career in the asphalt industry. I suffered in silence because I didn’t want to be seen as “weak.”

That was such a wrong way of going about mental health; I know that now. I should have spoken up, so that’s exactly what I do.

I use my voice to share my story, and the story of many other paving leaders who are also struggling with anxiety, depression and other mental health issues.

AsphaltPro: Do you have an example of a sharable health & safety initiative you have been a part of that encourages the company

AsphaltPro: What do you think is an incorrect perception that we, as an industry, can re-educate young people about to en-

our teammates will have a direct impact on the safety of our employees as well. I’m currently working on a pilot project that takes a completely different approach to current mental health resources and information.

This approach is leading edge and requires participation on all levels of an organization. The results we’ll see from this initiative will reshape the entire industry. I do have room for a couple more companies to get involved in the program.

42 // October 2020

AsphaltPro: Who is a person who encouraged you—or served in a mentorship role— when you joined the asphalt world? Would you like to share a story about that person or how he/she influenced you?

Valerie Echer: Corky Baily was the president of Jebro when I was hired right out of college in 2002. He was incredibly intimidating; a large-statured man with a deep and loud voice. I used to try to look as busy as possible when he came walking out of his office so that he wouldn’t speak to me.

Throughout the years though, he’d give me small hints that I was on the right track. I could sense he respected individuals who were leaders, so I always worked diligently to be a leader in my own unique way.

One day he took me to lunch, and throughout the conversation he made a comment that stuck with me to this day.

He said, “Valerie, you are unique in the fact that you truly care about others. You understand people. For that very reason, people will confide in you and tell you far more than they’ll tell anyone else. They’ll trust you and respect you, as long as you nurture that relationship.” Although I didn’t quite understand why that message was important then, I do now, and I’ve seen his words come true on numerous occasions throughout my career.

Construction and paving isn’t just about building roads, it’s about people.

The people in this industry are incredibly intelligent, resourceful, and kind. We may have amazing equipment and phenomenal technology within the world of paving; however, our people will always be our greatest assets.

– BY SANDY LENDER

Product Gallery

Paving Product Equipment Gallery From new ownership for BlawKnox pavers to new manufacturing facilities for equipment, summer 2020 has seen a busy season behind the scenes. This month’s paving and pavement-maintenance product gallery includes some of those announcements that could affect or enhance your bottom line going forward in addition to new technologies and products to make the bottom line easier to boost. Take a look at what OEMs have on tap for asphalt contractors at this time.

F

ASV

As of press time, ASV Holdings Inc., Grand Rapids, Minnesota, had added new dealers to its network. CLM Equipment Co. Inc., TraxPlus LLC, Nick’s Skid & Steer, and Quality Forklift Sales & Service Inc. The new dealers represent a significant additive to ASV’s growing dealer network as the company expands across the United States and Canada. The new dealers will offer ASV’s full line of Posi-Track® compact track loaders and ASV’s full line of skid-steer loaders.

CATERPILLAR

Construction in Middle Tennessee continues to push forward, enabling Thompson Machinery, the local Caterpillar dealer, to invest $15 million in Thompson’s Station, Tennessee. Nashville and its surrounding counties continue to be the darling of the southeast for new residential and commercial construction investment. “Customer demand for new, used and rental machines continues to amaze us all,” stated Chet Kelley, manager at Thompson. “It’s a testament to the strength of our community and the attractiveness of living in Tennessee.”

Kelley has lived in Franklin, Tennessee, since 1999 and has experienced firsthand the evolution of the mid-state area, including the growing traffic gridlock in rush hours.

“Growth is good,” he explained, “but it makes travel for everyone a challenge, including our customers. That is why we are excited to announce a new store opening in the coming weeks in Thompson’s Station, just south of Franklin and north of Spring Hill, near Inter-

state 840 on Columbia Pike. The new location will improve the ease of doing business for all customers south of Williamson and Maury counties.”

The new facility is roughly 10,000 square feet and is specifically designed for Thompson’s Cat Rental Store operations and retail sales of small construction equipment, such as compact track loaders and mini excavators, an industry opportunity segment that is up 25 percent over the prior year in Thompson’s territory.

Kelley will be the store manager at the new Thompson’s Station location. Machine sales representatives will include Michael Ray Montgomery, Brandon Cotter and Roth Nunley. Cat Rental Store sales will be led by Stephen Jolley. The store is expected to be open by the time this issue mails.

CRESCENT

Crescent Lufkin, Sparks, Maryland, has launched its new line of chalk reels, designed to erase the most common problems of messy, inefficient chalk reels in the industry.

For example, the 100-Foot Professional Reel (#CLO100) is available with dual-material or aluminum case and features an end hook that retracts into a nested position, protecting it from unwanted snags. The rotating hub lock lets you stop the line in place, while the 6:1 gear ratio, rotating hub with fold-away handle provides faster rewind and reel protection during storage. The one-way chalk refill valve allows for quick chalk refills without the mess.

Crescent Lufkin also introduced new Hard Mark Blue Chalk, a high-brightness chalk that is three times more visible than normal chalk, according to the manufacturer. The full chalk line-up includes five colors (in 8-ounce and 2.5-ounce options) for a variety of user needs.

For more information, visit the Crescent Tool website.

DTN

DTN of Burnsville, Minnesota, is a weather company releasing its own portable, smart, outdoor system to track severe weather and automatically alert construction workers.

The OnGuard Siren Alerting system is de-

signed to provide siren notification of hazards approaching a certain location. This is because those in construction cannot always be on their phones, iPads, tablets or PC to monitor weather. According to DTN, the OnGuard Siren Alerting Solution: • provides siren hardware, three multi-directional sirens, and a dual-color beacon mounted on a pole, tripod or structure; • siren triggers include lightning—advisory, caution, and warning ranges, as well as an all-clear notice, plus community and county-based National Weather Service severe thunderstorm and tornado warnings; • sirens and beacons tie into DTN’s WeatherSentry alert system that provides weather information through a universal smart controller; and • has the ability to consult with on-call meteorologist.

For more information, visit the DTN website.

DYNAPAC

Dynapac North America LLC, Fort Mill, South Carolina, announces the addition of Durante Equipment to its growing dealer network. Durante Equipment rents, sells and supports the complete Dynapac portfolio in Southern Florida to include Broward, Collier, Hendry, Lee and Palm Beach counties.

EXXONMOBIL

ExxonMobil, Spring, Texas, has launched Mobil Serv Lubrication Management, which is a new digital maintenance management platform, developed in cooperation with REDLIST, to provide operators with improved workflow. The platform brings multiple data and workstreams into one system.

It’s designed to provide companies of all sizes with a cost-effective, digital maintenance management platform to better organize, automate, and streamline maintenance-related activities, including predictive maintenance task management, lubrication planning, performance tracking, and safety and compliance reporting. It’s powered by REDLIST’s mobile-ready, cloud-based app.

For more information, visit ExxonMobil’s website.

www.THeAsphaltpro.com // 43

Product Gallery FONTAINE

Fontaine Heavy-Haul, Springville, Alabama, has introduced the new Fontaine Magnitude® 60LCC trailer, which is designed to haul 60ton loads in 13 feet with four axles close coupled. It is designed for customers operating in regions where spread axle configurations are not required to maximize their trailer loads. “If local regulations allow a more concentrated load, this trailer is a great choice,” explained Todd Anderson, vice president of sales and marketing. “It can handle 60 tons without adding a flip box or a spreader. This means our customers get a much lighter trailer setup at a much lower acquisition cost. Plus, maneuverability is greatly improved since the overall length is reduced by more than 11 feet compared to a trailer equipped with a flip box, spreader, and 4th axle. With its 60-ton capacity and 18-inch deck height, this trailer is a winner,” Anderson concluded.

However, should the application require a spread axle configuration, the Magnitude 60LCC is designed to accept a 23-inch flip box

44 // October 2020

and a Fontaine EQ1 spreader with a 4th axle. In this configuration, the trailer can haul 55 tons in 16 feet with a 125-inch swing radius, according to the manufacturer.

For more information contact Greg Smith at (800) 633-6551 x826.

GENCOR Gencor Industries Inc., Orlando, has announced that it has signed an agreement to acquire the Blaw-Knox paver business and associated assets from Volvo CE. The Blaw-Knox business, name and associated assets will transfer to Gencor, including the manufacturing production line currently located at Shippensburg, Pennsylvania.

The deal, which is expected to be finalized in Gencor’s first quarter of fiscal 2021, will allow Gencor to manufacture and develop Volvo CE’s current North American paver product line under the Blaw-Knox brand. Gencor is expected to continue marketing and servicing the Blaw-Knox paver line through select-

ed Volvo CE dealers. Terms of the transaction have not been disclosed.

The Blaw-Knox brand dates back over a century, when in 1917 Blaw Collapsible Steel Centering Company merged with the Knox Pressed and Welded Steel Company. The firm made its first road paving equipment in 1929 and the brand has since gone on to build an enviable reputation in the paving segment in North America.

“Gencor is a strong partner to take on the Blaw-Knox paver range, as it has extensive expertise in the asphalt industry and a good reputation for quality and customer success,” commented Melker Jernberg, president of Volvo CE. “We see this agreement as being a win-win for us and Gencor. It maintains a valuable product offer to Volvo CE customers, as well as securing dealer distribution and servicing of Blaw-Knox branded paver products in North America.”

Marc G. Elliott, president and director of Gencor also commented, saying: “With our already strong position in the asphalt indus-

try, this acquisition will afford Gencor access to the venerable brand of Blaw-Knox, and provide an entry into the hot mix paver segment.

We are committed to the long-term growth and development of the Blaw-Knox brand.”

cause the oscillation drums are not only quieter than previous drums, they are also maintenance-free, according to the manufacturer.

The DV+ 90i VS-OS features a drum width of 66.1 inches and a weight of 22,182 pounds.

For more information, contact Matt Graves at matt.graves@wirtgen-group.com or visit www. wirtgen-group.com/america.

HAMM

The DV+ 90i roller represents the split drum technology available from Hamm, a Wirtgen Group company, Antioch, Tennessee. On the “OS” models, the rear drum is designed as an oscillation drum.

In the split oscillation drum from Hamm, one full oscillation unit works in each half.

These two units are mechanically independent of each other. To ensure that the two drum halves always vibrate synchronously, despite their different rotation speeds around corners, Hamm has integrated an electrohydraulic control. This is designed to adapt the position of the unbalanced mass quickly and precisely to the position of the two drum halves. In this way, shear stresses in the asphalt to be compacted are minimized. This, in turn,

The V+ 90i VS-OS from Hamm is a tandem roller with vibrating roller drum and oscillation drum featuring a Tier 4 Final engine. ultimately prevents material displacement and cracks.

In practice, the DV+ 90i VS-OS also scores highly among operators thanks to its low noise level. The reason for the reduced noise is, among other things, an optimized drive concept. Furthermore, Hamm uses a new type of toothed belt in all oscillation drums—in the split and non-split models. The toothed belt therefore no longer needs to be changed after 2,000 operating hours, as was previously the case. This leads to an additional advantage be-

JOHN DEERE

John Deere, Moline, Illinois, expands on its established lineup of attachments with the new CP18E, CP24E and CP30E cold planers.

These attachments are designed to help operators who work on street repairs, leveling uneven pavement, texturing pavement and cleaning around larger milling machines. They are compatible with John Deere skid steer and compact track loaders, as well as equipment offered by competitors.

The CP18E, CP24E and CP30E cold planer attachments are equipped with a heavy-duty planetary drive system that delivers high torque speed. The planetary drive system is

www.THeAsphaltpro.com // 45

Product Gallery a wheel drive, which allows the operator to remove the side plate when the attachment works next to a curb. Through complete incab controls, operators can maneuver the cold planer depth, tilt and side shift to increase overall productivity. With rear spoil clearance that reaches up to 9 inches, operators can be more productive on the job by minimizing material that is pushed back into the cut.

A visible case pressure reservoir was added to the three models to provide a visual indicator of high case pressure. If there is high case pressure, the reservoir will fill with oil and will give an indication to shut down the system. Additionally, the case pressure reservoir helps reduce contamination to the machine’s hydraulic system to maintain machine health and longevity overall. The high-capacity gearbox on the three cold planers includes a drain-and-refill plug for maintenance fills, using only a funnel to keep daily operating costs low. Additionally, oil will need to be replaced after 1,000 hours or on an annual basis. Operators should reference the operator’s manual for appropriate procedure and maintenance requirements.

For more information, contact your local John Deere dealer.

ROADTEC

The RP-250e is a heavy-duty 10-foot paver from Roadtec Inc., a division of Astec Industries, Chattanooga, Tennessee. It combines the advantages of rubber tires with the tractive effort of a tracked paver in a 250-horsepowe machine with increased traction and flotation. It features the Roadtec antisegregation design of the feed tunnel, feed tunnel discharge and rear augers.

The engine is a Cummins QSB 6.7 Tier 4 Final with six cylinders.

The shipping length with rear-mount screed is 23 feet, 4 inches. Shipping width is 10 feet, six inches. Tractor operating width is

10 feet, 6 inches. The hopper width is 10 feet, 3 inches with a capacity of 252 cubic feet.

For more information, visit www.Roadtec.com.

SAKAI

Sakai America Inc., Adairsville, Georgia, offers a vibratory pneumatic tired roller in the GW754. The roller comes with the Tier 4 final Kubota V3800 engine, rated at 110 horsepower and equipped passive regeneration. Its travel speed is 7.5 mph. It offers 2,400 vibrations per minute and four amplitude settings, which are changeable on the fly. It weighs 20,440 pounds—or 9 tons—and offers a single seat with 180 degrees of easy-rotation at the operator station.

For more information, contact Brad Belvin at (770) 877-9433.

SENA

Sena Industrial, Irvine, California, has rolled out a line of Bluetooth® and Mesh communications devices designed to help organizations connect their teams in a safe and efficient way, even with new social distancing guidelines. Sena Industrial released its first jobsite-focused communication headset, Tufftalk, in 2016 and has continued to develop innovative product offerings ever since. Each of Sena’s communication devices are compatible with one another and offer an open line of team communication at the workplace. From over-ear headsets that provide hearing protection to lower profile devices that still allow for awareness of ambient noise, Sena has devices suited for many working environments. Sena’s innovative adapters also allow general Bluetooth headsets or headphones and tablets or smartphones to connect over the Sena communication network.

For more information, contact Randolph Pitzer at (630) 210-1631.

TOPCON

The RP-250e wheeled paver from Roadtec features sonic and flow gate feed control.

46 // October 2020

Topcon Positioning Group, Livermore, California, announced July 28, its mobile device connectivity control has been added to its TP-L6 pipe laser offering. The mobile app connectivity is designed to provide greater flexibility for making adjustments and ease of use on the job site.

For more information, visit the Topcon Positioning website.

TRIMBLE

Trimble, Sunnyvale, California, announced July 29, that a SITECH® Technology Dealer has been established to serve civil construction contractors in Southern Illinois, Southern Missouri, and portions of Kansas and Oklahoma: SITECH Mid-America. Also on that date, SITECH Midway was announced to serve civil construction contractors in Eastern Iowa, Northeast Missouri, Northern and Central Illinois, and Lake and Porter counties in Northwest Indiana.

For more information, visit the Heavy Industry page of Trimble’s website.

VOGELE

Contractors can keep an eye on quality with the RoadScan from Vogele, a Wirtgen Group company, Antioch, Tennessee. The RoadScan non-contacting temperature measurement system is an innovative and economic solution for verifying constant paving temperatures.

The RoadScan device scans the whole of the asphalt pavement behind the screed. A GPS receiver is also mounted in the housing for the infrared camera, which records the exact position of the temperature data. External parameters that might affect paving are recorded, in addition to position. A pyrometer mounted in front of the undercarriage measures the base temperature before paving. Along with the asphalt temperature, a weather station can also document wind speed, wind direction, ambient temperature, air pressure and humidity.

The maximum measuring width of 10 meters is made up of 40 squares measuring 25 by 25 centimeters. Each of these grid squares contains up to 16 individual measuring points from which a mean value is calculated. The measurable temperature range is between 0 and 250 degrees C, with a tolerance of +/- 2 degrees C. For more information, contact Matt Graves at matt.graves@wirtgen-group.com or visit www. wirtgen-group.com/america.

The Vogele RoadScan delivers a real-time display on the paver operator’s ErgoPlus 3 console to help the paving team produce a high-quality asphalt pavement.

Top 10 Plant PC Best Practices

BY KEN CARDY

A

An asphalt plant is comprised of many components that must be maintained in good order to prevent costly downtime. At the heart of it all is one or more personal computers, which are used to orchestrate the entire process and provide essential, real-time feedback to the plant operator, as well as management. Here are a few practical guidelines for keeping the PCs and other automation equipment in tip-top shape.

1. Always make backups. Back up data across the company network, if possible. In this way, even if the computer hard drive fails, you will be able to recover your data.

2. Consider installing an online UPS to protect the PC (and other electronic equipment) from power surges. This is not the power strip you purchase at your local hardware store; rather, it’s an industrial unit that holds the line steady regardless of power fluctuations. A 500-VA UPS is recommended.

3. Shut off the PC in the evenings. If practical, unplug it. The question of whether to shut off PCs nightly was once widely debated—not anymore. The benefits of shutting off the PC include better performance, longer lifespan, improved security, and lower electricity/maintenance costs. With today’s Solid-State Drives (SDDs), the time to boot up in the morning has been improved from minutes to mere seconds. While surge protection equipment is a great idea to guard against lightning or other power fluctuations, there is nothing as absolute as unplugging from the source.

4. Avoid spam and scams. Do not click on any email links that are remotely suspicious. If you receive an email from a trusted sender that seems “fishy,” call them to ask if it is legitimate before opening attachments. To avoid scams, limit web usage to job-related sites and be mindful of unsecure sites. Secure sites begin with https. Unsecure sites begin with http. To ensure the site you are visiting is secure, type in the entire URL (web address), including the https:// at the beginning.

5. Secure PCs from theft. In addition to locking the yard and control room, consider getting a tamper-proof PC enclosure.

In some crime-ridden areas, producers use laptops and take them home each evening.

6. Password-protect your automation software and any other apps containing sensitive information. Use passwords that are not easily guessed. Configure the operating system to automatically lock when not used for a select period of time.

7. Ensure you are running automation software within one to two versions of the latest release.

8. Always check with the automation manufacturer before installing third-party software, regardless of compatibility claims.

A neat and orderly control house is easier and safer to work in and is easier to keep free of dust and dirt, thus protecting PC components from early failure. Photo courtesy of Libra Systems 9. Clean the control room regularly. This is a daunting task considering the harsh environment, but keep in mind that computers have fans that are constantly pulling in dust. Regular cleaning of the control room will lengthen the life of the automation equipment. Before cleaning electronic equipment, always ensure it is powered off. Compressed air is a safe method to remove dirt and dust from these components. Beware of using chemicals that can do more harm than good. For the monitor, mouse and keyboard, spray a microfiber cloth with 1-part distilled water to 1-part isopropyl. Using a cotton swab dipped in 90-100 percent isopropyl is a generally accepted method for cleaning printed circuit boards (PCBs), but be sure to check with the manufacturer for confirmation. Alternatively, ask your automation supplier about their winter preventative maintenance programs, for thorough cleaning and checkout of all components.

10. Use outdoor enclosures that feature fanless designs, such as remote printer terminals or self-service kiosks. While the upfront cost for these units may be slightly more than incorporating them in your control house, over the long-run, they pay dividends many times over.

Follow these best practices to keep your automation running at peak efficiency. Steady hot mix production is too valuable for downtime from preventable issues.

Ken Cardy is the president of Libra Systems. For more information, contact him at (215) 256-1700 or visit www.librasystems.com.

www.THeAsphaltpro.com // 47

Strategic Purchase Wins the Bids for N.B. West

W

When N.B. West Contracting Co., Sullivan, Missouri, won contract 180518-F02 for Interstate 44 May 2018, top management gathered for some strategic planning. They knew additional, large contracts were coming up along the I-44 corridor from the Missouri Department of Transportation (MoDOT), and they knew their teams could

50 // October 2020

BY SANDY LENDER

take on those projects with the right mix production capacity.

“This was the largest asphalt paving contract that our company had ever received with approximately 140,000 tons,” Steve Jackson, general manager for N.B. West, said. Readers can check out the success of that first I-44 job, with its use of intelligent

compaction/infrared (IC/IR) in the June 2020 issue of AsphaltPro. “We knew that we would have to let Keith Denney of our concrete division complete the pavement repairs, shaping slopes and rock base on the off ramps, before we could start the asphalt paving in the spring of 2019. Larry West, our owner and CEO;

The portable plant includes a Whisperjet 100 MBTU liquid propane burner with heavy oil package.

“We have the ability to use liquid propane and with some modification, we can run #2 or #4 fuel,” Steve Jackson said.

Jim Fitzgerald, president; Greg Eilerman, CFO; Chris West, business development manager; and I sat down and discussed the opportunity of purchasing a new plant to complete the I-44 project.

“We also looked at the upcoming letting schedule that MoDOT had published and realized that there were other large projects scheduled to be let along the I-44 corridor,” Jackson continued. “By having a portable plant, we might be able to capture some of those jobs as well. We decided to look at purchasing a portable plant at that time. We were able to capture a 60,000-ton SMA project that connects to our 2019 I-44 paving project.”

Jackson shared that he, Jay Hanes and Clay Pitts of N.B. West attended Astec’s Customer School in 2011. “We were impressed by their training and production facility. Astec also gave us a promise to deliver by mid-December 2018.

They delivered on the promise. We were able to get the plant set up in time to start production in Spring 2019.”

They took delivery of the new plant January 2019 and were making mix at the Bourbon, Missouri, site of their stationary Stansteel plant by May 2019. Since then, they’ve relocated the plant to Cadet and St. Clair, Missouri, in 2020.

“We were awarded the next stretch of I-44 that meets up with the eastern end of our 2019 I-44 project,” Jackson explained.

Pitts, who has been in the asphalt industry for 18 years, is the plant operator and said it provides less clean-up and startup waste, great controls, high production and is “easy to run once you get used to it.”

Pitts gave credit to their loader operator for helping to keep the I-44 project on track.

“It takes a great loader man to keep a plant running at 350 TPH and high RAP and keep the temperature constant. Dave Mabe did a great job feeding the plant to keep our mix consistent.”

Mabe also had a new Komatsu 500 loader to feed the plant, which N.B. West purchased in 2019.

RECYCLE CAPACITY

The plant is a portable Double Barrel™ with V-pack™, rated at 400 tons per hour with up to 50 percent recycled asphalt pavement (RAP). Getting more RAP into mixes is a priority for N.B. West due to their commitment to environmental sustainability, but they are limited by material availability. Jackson explained: “This plant is designed to run 400 TPH at up to 50 percent RAP. We have achieved

close to this with some of our mixes; however, we do not have the stockpiles of RAP to push higher percentages. Missouri hasn’t had a fuel tax increase since 1993 so the leadership at MoDOT has to operate in a mode of preserving the existing system instead of expanding the system to which they have partnered with contractors to find innovative solutions to stretch the taxpayers’ dollars. Many jobs over the last 10 to 12 years have been thin lift overlays or single lift mill-and-fill projects. MoDOT specifications allow for very high RAP utilization but Missouri does not have a surplus of millings that can be used to push the RAP contents beyond 50 percent in most cases. We are typically returning our millings back into the mixes on the same project within a few days.”

In anticipation of higher RAP percentages and the potential for temperature fluctuations that come with that production, N.B. West planned ahead.

“We purchased the plant with Astec’s V-Pack Stack Temperature Control System. This system uses their v-flights and a variable frequency drive on the drum so that you can adjust the speed of the drum relative to the set stack inlet temperature and production rate to maintain your baghouse and mix temperatures through a large range of recycled materials and moisture conditions.”

They include additives from Ingevity, North Charleston, South Carolina, to assist with mixing temperature control and other properties.

“With the new plant, we utilized Evoflex to achieve higher RAP utilization, and we also used Evotherm to be able to lower our mixing temperatures while still getting compaction on the roadway,” Jackson said. “Vicki Woods at Ingevity has been amazing to work with to come up with new ideas to maximize our plant production with high RAP. I am convinced that running your mixing temperatures lower saves a tremendous amount of wear and tear on your plant. I think that utilizing Evotherm to reduce our plant temperatures will pay off immediately in compaction bonus and TSR bonus, and long term in plant maintenance savings.”

Incorporating RAP means designing more mixes, but that’s not a problem for the team.

“We are fortunate that MoDOT mixes may be used for three years once they are approved. This helps to minimize the

www.THeAsphaltpro.com // 51

Plant Operator Clay Pitts and Loader Operator Dave Mabe for the new, portable Astec plant

Operator Damon Feldmann, Steve Jackson, and Joe Schroer took a moment once the plant was assembled and ready for business at the St. Clair location in 2020.

In 2018, the N.B. West crew milled the top 4 inches of asphalt on its I-44 project to obtain millings for mix designs. They stockpiled them for mixes; the rest of the millings they took to the normal stockpile. This allowed the team to process the millings using the actual crusher for producing the RAP. “We then took the processed RAP to do our mix designs for the next year,” Steve Jackson explained. “This allowed us to test our additives with the RAP and binder we are actually going to use on the project.”

As you can see this small length of the interstate had 19 inches of asphalt over concrete, which Jackson said is not typical in Missouri.

number of mixes that we design each year.

With the increased RAP utilization with the new plant, we redesigned some of our old mixes with 10 to 20 percent more RAP than our old plant. To date I believe that we have 12 mixes designed for this plant.

For 2020 we are using Balanced Mix Design principles for at least one project.”

This contributes to streamlined and consistent quality control, such as that they experienced on the 2019 I-44 project.

“During the fall of 2018, our concrete division started doing the pavement repairs,” Jackson explained. “There were a few long areas. We decided to mill the asphalt down to the concrete. This

and the infrared scanner bar on the paver. I got a better understanding of how changes in the plant lead to changes in the road,” Pitts said. “The Astec plant controls have a display of the mix temperature, aggregate temperature and drum shell temperature.

As long as I see that the lines on the display are straight, I know that they shouldn’t be having problems out on the road.”

Jackson offered some best practices for high RAP production.

“It all goes back to the simple principles of keeping your RAP dry, have multiple RAP bins, and fractionate your RAP to match your needs for your mix designs and lift thicknesses. 2019 was very wet in the

52 // October 2020

allowed us to process the millings using the actual crusher for producing the RAP. We then took the processed RAP to do our mix designs for the next year. This allowed us to test our additives with the RAP and binder we are actually going to use on the project. Our quality control department led by Joe Schroer did an amazing job testing and verifying our mixes would perform in the field.”

Pitts discussed how he could further verify results, in real time, from the control house. “Steve brought in another plant operator and took me out to the road so that I could see the lay down process. He showed me the rollers using intelligent compaction

Loader Operator Dave Mabe had a new Komatsu 500 loader to feed the plant starting in 2019.

Midwest with Missouri suffering sustained flooding throughout the summer. We were storing RAP under shelters so that we could continue to pave even in wet conditions. Using a surfactant-based warm mix additive gave us extra security against residual moisture in our mix.

“With high RAP mixes it is critical that you make sure that you have compatibility between your RAP binder, your virgin binder and your additives,” he continued.

“Many of the mixes that we are milling today for our RAP were produced using Venezuelan crude. The virgin binders that we are getting in our market are from

Canadian shale oil fields. You also need to be aware if your virgin binder is being acidmodified as this can nullify your aminebased additives. Batching your mixes in the lab with the actual material that you will use in the field and performing TSR or Hamburg testing is critical for making sure your components are compatible.”

SAFETY TALKS

Safety for personnel is also a priority for N.B. West, and they saw a unique feature in the RAP system. Jackson explained: “There are safety cables along the RAP conveyor belt. If RAP clumps fall off of the

screen deck or conveyor belt and trip the safety cable, or if an employee falls into the cable, the belt shuts off. Astec has a great mid-stream system that allows you to stop production and resume without a loss in quality.

“If the RAP weigh belt stops or the safety cable is tripped, it can become very dangerous with high RAP mixes,” Jackson continued. “The high temperatures that it requires to dry the RAP in a high RAP mix can catch the plant on fire very quickly when the RAP belt shuts off. The combination of the safety cables and the mid-stream control is a great combination for safety.”

With safety, increased RAP percentages, temperature control and increased bidding power under their belts, the N.B. West team is positioned to expand its paving area.

www.THeAsphaltpro.com // 53

here’s how it works

Step 1

Fuel ring and swirl plate are supported in the burner tube on long nose application for ease of installation.

Fuel moves in from the fuel train.

Step 2

The motor requires less energy to power the fan.

Step 3

Sliding feature allows for easy maintenance.

External air for combustion is retrieved from top and bottom air inlets.

Step 4 The coaxial blower provides a near-linear fan curve for air delivery.

Step 5 Fuel, air, and ignition are proportioned to achieve fuel-efficient combustion.

Flame shaping mechanics allow for adjustment to achieve optimum fuel efficiency while minimizing emissions.

Reliable Asphalt Products’ Vulcan Burner Reliable Asphalt Products of Shelbyville, Kentucky, introduces the Vulcan Burner. The Vulcan Burner is designed to run on multiple fuels—simultaneously if required—including any vaporized fuel, two liquid fuels, or any combination thereof. Here’s how it works: First, the natural gas, #2 diesel, waste oil, LP or multi-fuel combination moves into the burner from the customer-supplied fuel train(s), which is a controlled / regulated supply of fuel delivered to the burner at specific volume and pressure. The fuel supply is opened, if valves are closed, and monitored by Reliable Asphalt controls, for safe starting of the burner.

F

54 // October 2020

Second, the total air burner uses a single electric variable speed direct drive motor, which requires less energy than is typical, to power the fan.

Third, a coaxial blower provides a near-linear fan curve, which allows accurate control over air delivery to the burner.

This means less excess air is required in the chamber.

Fourth, an air venting system in the double-walled, stainless steel combustion box keeps the unit cool during this operation.

Finally, the over-temperature safety switch will automatically shut down in case of overheating. A second safety switch protects the unit in case the burner and fan/

motor sections were to separate while in operation.

For more information, contact Reliable Asphalt Products at (866) 647-1782 or visit www. reliableasphalt.com.

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.

LOWER YOUR CREDIT CARD PROCESSING FEES Focusing on the aggregates, asphalt supply and hauling industries

The Most Trusted Brand in the Payments Industry

Call Us Today!

ph. (631) 923-2586

www.nccpgroup.com

off the mat

COVID Encourages E-Ticketing W

When the Transportation Research Board (TRB) conducted a survey of state transportation agencies in the first quarter of 2019, it discovered that only 10 states had experience with e-ticketing. However, since the start of the COVID-19 pandemic, interest in e-ticketing has increased substantially.

Now, TRB reports that 14 states have experience with e-ticketing, five are working on implementation, and 15 more have begun to allow e-ticketing since the pandemic began.

By eliminating the need for paper tickets, e-ticketing also eliminates the need for multiple people to handle paper tickets and reduces person-to-person interaction, both of which are relevant benefits during a time when everyone is working hard to stop the spread of disease.

Early in the COVID-19 pandemic, a number of vendors of e-ticketing solutions, including Libra Systems and Command Alkon, offered free access to their platforms for a limited period of time.

E-ticketing offers a number of other benefits. For DOTs, e-ticketing enables web-based exchange of material information, allows the inspector to focus less on collecting documentation and more on mat quality behind the paver, and offers electronic quantity tracking. For contractors and asphalt producers, e-ticketing can expedite pay, reduce safety hazards of having someone near the haul trucks to collect tickets, and, depending on the platform selected, assist with managing and tracking haul trucks.

Despite these benefits, respondents to the TRB survey reported that pushback from haul companies, suppliers and contractors were three of the top five most significant challenges to widespread e-ticketing adoption, alongside connectivity and cost. During a recent webinar presented by TRB, contributors to the NCHRP Synthesis Report 545 on e-ticketing Assistant Professor at Iowa State University Roy Sturgill and Associate Professor at University of Kentucky Gabe Dadi, shared their thoughts on some of the challenges facing e-ticketing adoption.

One of the more prevalent concerns with e-ticketing relates to data ownership and how data will be used in the future.

“We have to determine at what point throughout the process the state transportation agency owns the material,” Dadi said, “because that may control what data is available to who at what time.”

For example, Sturgill continued, there have been concerns about state agencies knowing the locations and speeds of haul trucks. “Is it appropriate for the DOT to let a supplier know how fast haulers are traveling?” he asked. For these reasons, Sturgill said there has been a move toward e-ticketing solutions without hauler tracking. One example is DOTslip, which AsphaltPro covered in our May 2020 issue.

However, that introduces some challenges to state agencies, who must verify that the truck on the jobsite is the same truck as the one for which the e-ticket was issued. The Pennsylvania Department of Transportation is overcoming this challenge by attaching magnetic signs to the side of each haul truck for quick visual verification by the inspector on the job, Sturgill said. “Iowa is working toward putting cameras on the paver so that can be another option for verification that the truck pulling into the paver is the truck on the ticket,” he added.

56 // October 2020

<1 Year: 17% 1-3 Years: 44% 3-5 Years: 26% 5-10 Years: 8% >10 Years: 5% Webinar attendees’ responses, when asked when they expect e-ticketing to become standard across the industry However, haul truck tracking opens up some interesting applications for e-ticketing alongside collaborative technologies. For example, Dadi outlined two Kentucky Transportation Cabinet (KYTC) pilot projects where they incorporated e-ticketing alongside a paver-mounted thermal temperature scanner and intelligent compaction with the goal of enhancing its inspection data. This, too, can be a concern for industry stakeholders.

“Knowing where each load was placed in the pavement mat gives us the ability to do a lot in the future for pavement forensics,” Sturgill said. “But, we have to make it clear that it isn’t another ‘Gotcha!’ for the contractor.”

Dadi continued, “We have to put the industry at ease by letting them know that this is a data collection technique, and it’s not something we’re going to come back to them about.”

A lot of these concerns can be resolved by proactive communication with all stakeholders. “It’s important that all partners, contractors and suppliers sit down and have these conversations before they dive into a project,” Sturgill recommended. Dadi also added the importance of bringing your chosen vendor on board early.

“We’re also seeing a rapid increase of vendors in this space,” Sturgill said. “Vendor competition continues to grow and as time passes, costs will continue to fall.”

Vendors have also become a primary topic of discussion in regards to e-ticketing lately, Dadi said, as the industry looks to standardize e-ticketing data so it’s possible to transfer data to DOTs regardless of vendor.

“We’re not there yet, but it’s something that is coming,” Dadi said.

“In the meantime, work with your vendor to ensure you get the info you need for your state.”

At the end of the webinar, attendees were surveyed about their own outlook on e-ticketing adoption. More than 60 percent said they expected e-ticketing to become standard within the next three years.

One quarter estimated three to five years, 8 percent estimated five to 10 years, and only 5 percent reported that they thought e-ticketing wouldn’t become standard within the next decade.

“COVID-19 has drastically impacted e-ticketing,” Sturgill said.

“We’re seeing rapid implementation and some of the barriers of the past have seemed to fade away.”

– BY SARAH REDOHL

advertiser index 4 Rivers Equipment . . . . . . . . 31

KPI-JCI-AM . . . . . . . . . . . . 59

Almix . . . . . . . . . . . . . . . . . . 7

Libra Systems . . . . . . . . . . . 41

Applied Test Systems . . . . . . 22

Meeker . . . . . . . . . . . . . . . . 29

Asphalt Drum Mixers . . . . . . . 36

NCCP Group . . . . . . . . . . . . 55

Astec, Inc . . . . . . . . 9, 13, 17, 24

Process Heating Co . . . . . . . ..44

B & S Light . . . . . . . . . . . . . 48 Brock Industries . . . . . . . . . . 39

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

Clarence Richard . . . . . . . . . 35

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

CWMF . . . . . . . . . . . . . . . . 15

Stansteel . . . . . . . . . . . . . . 19

E.D. Etnyre . . . . . . . . . . . . . 38

Systems Equipment . . . . . . . .11

Fast-Measure . . . . . . . . . . . . 57

Tarmac International, Inc . . . . 58

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

Top Quality Paving . . . . . . . . . 57

Green Products . . . . . . . . . . . 27

WEM Automation . . . . . . . . . 23

Heatec, Inc . . . Inside Front Cover

Willow Designs . . . . . . . . . . . 57

Homestead Valve . . . . . . . . . 45

Wirtgen America . . . . . . . . . . 21

AsphaltProâ&#x20AC;&#x2122;s advertiser index is designed for you to have quick access to the manufacturers that can get you the information you need to run your business efficiently. Please support the advertisers that support this magazine and tell them you saw them in AsphaltPro magazine.

www.THeAsphaltpro.com // 57

Online update

Drum mixers

AsphaltPro, Online

Join the conversation with AsphaltPro online, on our social channels, our website and our blog.

TWEET, TWEET!

Did you know AsphaltPro is on Twitter?

Follow us @asphaltpro We Asked, You Answered!

What’s the most you ever paved in a day?

2 plants, 1 paver, 10,000 tons in 10 hours every day for several weeks —John Matich

www.tarmacinc.com

Do you prefer to work day shifts or night shifts?

Day 44.4% Night 33.3%

198,000 gallons of AC 20 5TR chip seal; 1 crew, 32 transports —Clay Wagner, Wagner & Co.

Either 22.2%

3 days, 3 plants, 157 trucks, 27,000 tons of HMA—Gallagher Asphalt Seal coated 525,000 in one day!—@gradepave

Photo courtesy Gallagher Asphalt

Share A Bit of YOUR History Send us historical photos from your asphalt plant and paving crews to sarah@theasphaltpro.com. Check out this throwback picture submitted by Garrett Guiles of Vestal Asphalt, Inc.

contact tarmac at 816-220-0700 or info@tarmacinc.com

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58 // October 2020

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RAP IS WORTH WHAT IT REPLACES.

From Equipment to Application Any recycled product is worth what it replaces. To fully realize the value of RAP, you must process it back to its original mix design. As an Astec Industries group of companies, KPI-JCI and Astec Mobile Screens are leaders in RAP processing. We pair that with a wide selection of crushing, screening, and material handling equipment required to fractionate RAP and ensure the highest quality materials throughout the recycling process.

Let legislators know you support increased highway spending.

Send them a letter at dontletamericadeadend.us KPI-JCI and Astec Mobile Screens

Astec Industries Companies

700 WEST 21ST STREET • YANKTON, SD 57078 USA • 800.542.9311 • FAX 605.665.8858 • kpijci.com

Call Jim Watson.

Over 30 years experience!

Reliable Asphalt Products provides new and used parts and components for every type of asphalt production plant!