The QC/QA Issue
asphaltPRO PRODUCTION – PROFESSIONALS – PRODUCTS
D-Squared Starts Production
Fall PreservationPro Supplement Inside
• How to Pave a Gravel Lot • Morgan Awards Safety Mindset • 5 Ways to Improve Your Profit Margin • Prevent Pavement Slippage with QC Tips • Detect, Solve Distresses: A State of the Tech
SEPTEMBER 2021 WWW.THEASPHALTPRO.COM
BUILT TO CONNECT In an industry focused on manufacturing powerful equipment, our business remains decidedly human thanks to one simple belief: that our greatest achievement as a company is in mastering the art of connection. ASTEC helps build the infrastructure that physically connects the world, but the connections we build with people are what make us a true partner to the industry. We know the equipment we build is not our final product, because we’re not really in the business of building equipment. We’re in the business of building connections.
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GENCOR, YOUR TRUSTED CHOICE!
At Gencor, we’ve led the industry with the most fuel-efficient, environmentally clean and lowest-maintenance design available to the hot mix industry. Gencor Industries remains focused on proactively serving and satisfying its customers from all aspects. Through improved cost-effectiveness, and quality of its products and services, Gencor’s personnel are dedicated to the principle of providing the highest quality to the industry to maintain a sustainable competitive advantage for Gencor. LEADER IN PERFORMANCE AND EFFICIENCY Call 407-290-6000 or visit www.gencor.com
CONTENTS
asphaltPRO September 2021
departments
26
Editor’s Letter
8 – Keep Calm and Pave On
SAFETY SPOTLIGHT
10 – Safety Incentives Stimulate Safe Practices By Sarah Redohl
MIX IT UP
14 – Latest Pavement Technologies Can Save Lives By Dr. Raj Shah, Dr. Fan Gu, Mrinaleni Das
TRAINING
18 – Prevent Callbacks for Pavement Slippage By John Ball
10
32
Feature articles
42
PRODUCER PROFILE
26 – Hybrid Plant Increases D-Squared Growth By Sandy Lender
WOMEN OF ASPHALT
32 – Meet A Woman of Asphalt: Ajax’s Jessica S. Kiesel By Sandy Lender
INTERNATIONAL SNAPSHOT 34 – International Temperatures By Wirtgen Group
PRODUCT GALLERY
36 – Get Quality at the Plant By AsphaltPro Staff
OFF THE MAT
51 – 5 Ways to Improve Contractor Margins From AEM
HERE’S HOW IT WORKS 52 – Road Widener’s Offset Vibratory Roller Attachment
NEW TECH
54 – Get Engaged in Work Zone Data Exchange By Sarah Redohl
ONLINE UPDATE
62 – AsphaltPro Online
PRESERVATIONPRO SPECIAL SECTION 42 – Gravel Lot Gets a Big Upgrade By Sarah Redohl 46 – Preserve Snow Revenue with Construction Equipment By Sandy Lender
The QC/QA Issue
asphaltPRO PRODUCTION – PROFESSIONALS – PRODUCTS
48 – Pavement Management Benefits Campus By Jennifer Tran, P.E. 50 – Invest in Equipment to Invest in Employees By Sarah Redohl
D-Squared Starts Production
Fall PreservationPro Supplement Inside
• How to Pave a Gravel Lot • Morgan Awards Safety Mindset • 5 Ways to Improve Your Profit Margin • Prevent Pavement Slippage with QC Tips • Detect, Solve Distresses: A State of the Tech
SEPTEMBER 2021 WWW.THEASPHALTPRO.COM
on the cover
D-Squared Construction worked with Astec Industries to install a hybrid plant in Ottawa near Highway 417 for customers’ easy access. See related article on page 26. Photo courtesy of D-Squared Construction
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editor’s Letter Keep Calm and Pave On
It’s been quite some time since I’ve regaled you with song lyrics. If you’ll be so kind as to indulge me here, I’ll share this little ditty from Foreigner, of which the recent National Asphalt Pavement Association (NAPA) midyear meeting vibe reminded me: Gotta work, make it urgent, urgent, urgent... Want it quick, make it urgent, urgent, emergency Urgent, urgent, emergency It’s not Pulitzer material, is it? But the sense of urgency was palpable at the meeting July 19-21 in Nashville to the point I was hearing that refrain in my brain. • Companies are trying to complete mergers and acquisitions as quickly as possible. • Companies are ordering multiples of parts and components to ensure they have items on the shelf for emergency repairs when supplies run out in the marketplace and back-ordering equipment that OEMs are hustling to deliver before end-of-season. • Companies are trying to find able-bodied workers to facilitate bidding on and completing projects before a trust fund goes dry. • Companies are trying to fast-track permits and build new plants before regulations change. Again. • Companies are beating down the doors of representatives to impart the message of transportation needs and the definition of infrastructure before Congress loses interest. Again. • On a personal note, I’ve received emails asking me to place articles in issues of magazines that are already in the mail. Earlier in July, I’d given a workshop to a group where a truck driver asked for tips on how to decompress or distract himself from the unending stress of the job. You might ask what’s going on out there to cause such urgency among your peers. I have my theories, which border on political discussions we don’t need to get into here. I’ll tell you this: the asphalt industry has a lot of work to take care of now and into future construction seasons. Will it remain as “easy” to bid on projects in 2022 as it was in 2021? Doubtful. That doesn’t mean anyone is giving up the industry to alternate pavement choices that are ridiculously carbon heavy. Instead, I want to encourage our industry to take a note from Winston Churchill: Keep calm and carry on. If you’re feeling bombarded from many sides, take a breath. Hold a meeting. Make a phone call to someone who understands your business. Then hop back in the saddle, asphalt cowboy (or cowgirl). We’ve got a lot of work to do, whether the companies down the road a pace just merged or not. While it’s wise to keep an eye on what competitors in your marketplace are up to, it’s also wise to keep your focus on your own business. You do you. Keep training. Keep working hard. Keep recruiting fresh blood to the workforce. Keep spreading the message of asphalt’s good environmental stewardship and perpetual pavement strength. Keep calm and pave on. Stay Safe,
Sandy Lender
8 // September 2021
September 2021 • Vol. 14 No.11
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/.
THE LEGEND IS BACK
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Safety Spotlight
Safety Incentives Stimulate Safe Practices W
Within the first month Morgan Asphalt, Salt Lake City, started a safety incentive program, the company recognized three team members who went above and beyond to be safe on the job. Will Polatis, a paving foreman at Morgan, called and had signs brought to a job site for overhead power lines before the crew started on the project. Fisilau Latanoa, one of the company’s drivers, stopped a new driver from running over a fresh concrete curb and showed the driver how to avoid that situation in the future. And Tony Bundy dug a trench with perfect angles and slopes, and frequent ramps for co-workers to get in and out safely. Each of the three employees received a $50 gift card and will be entered into a $1,000 drawing at the end of the year. “We wanted to establish a program that rewards live, real-time behavior,” Safety Manager Jake Ward said. “People who have rewarded lagging indicators tend to find that it leads to people not reporting incidents.”
According to the Occupational Safety and Health Administration, lagging indicators measure the occurrence and frequency of events that occurred in the past, such as the number or rate of injuries, illnesses, and fatalities. Earlier in his career, Ward experienced an incentive program based on lagging indicators firsthand when the company for which he worked gave away a $1,000 gift card for a year without a loss-time incident. “Low and behold, we got what we wanted: no loss time accidents that year,” Ward said. It was only later that the company learned about a fairly significant injury that went unreported to keep the reward on the table. “You have to be careful not to give people an incentive to hide injuries and incidents.” That’s why Morgan opted for a proactive approach. “We’re specifically looking to correct known issues,” Ward said. “Every company has 10 things that are constantly recurring, and most of them are behavior based.” For example, Morgan has long asked its employees to help one another back around obstacles. “That’s not a new expectation, but it isn’t being practiced regularly,” Ward said. Each of the three nominations within the first month illustrated consistent problems for the company. “Now that we’ve put that reward out there, we’re seeing some more traction on our expectations.”
SAFETY INCENTIVES IN ACTION
Morgan was cautious when establishing its safety incentive program that it didn’t come across as “managers handing out gold stars,” Ward said. Instead, the company encourages peers to nominate one another simply by sending an email to management with a photo and description of what their co-worker did to promote a culture of safety.
10 // September 2021
Will Polatis, a paving foreman at Morgan, called and had signs brought to a job site for overhead power lines before the crew started on the project.
“People who have rewarded lagging indicators tend to find that it leads to people not reporting incidents.” —Jake Ward
BUILT TO CONNECT
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Safety Spotlight “If you can focus on near misses, your actual events will decrease substantially.”—Jake Ward After management confirms the event, the nominated employee receives a $50 gift card and their name is entered into a pool for a chance to win $1,000 cash at the end of the year. There’s no limit to the number of employees who can win gift cards each month. “We thought about limiting it to one per month, but we didn’t want people not to nominate each other if they knew someone had already been nominated that month,” Ward said. Response to the program among Morgan’s employees has been positive. “Several guys have approached me to ask how they could get nominated,” Ward said. “I always say, ‘go above and beyond or meet a safety expectation that isn’t usually being met.’”
NEW COMPANY CULTURE, CONTINUED SAFETY CULTURE
Tony Bundy dug a trench with perfect angles and slopes, and frequent ramps for co-workers to get in and out safely.
Fisilau Latanoa, one of the company’s drivers, stopped a new driver from running over a fresh concrete curb and showed the driver how to avoid that situation in the future. 12 // September 2021
The idea for a safety incentive program was borne out of a larger discussion about Morgan’s safety culture. The company has grown tremendously in a very short period of time after Morgan established its first hot-mix asphalt plant, growing almost 40 percent in four years. “We’ve lost a bit of our old culture, but we want to bring back the family feel we’ve always had,” Ward said. The company plans to continue advancing its safety culture beyond its incentive program. Over the past several years, Ward has focused heavily on enhancing Morgan’s near-miss reporting, resulting in a 200 percent increase in the last year. “If you can focus on near misses, your actual events will decrease substantially,” Ward said, and Morgan’s experience has been no exception. “Incidents are down significantly this year, in both frequency and severity.” Morgan accomplished this through frequently reminding its employees that the management team wanted to hear about near misses and reiterating that employees would not get in trouble for near misses that they report. Early on, Ward recognized in front of the whole company one division that had started reporting near misses regularly. “That created some friendly competition and illustrated that no one is getting in trouble,” he said. Another initiative Ward has instituted is having superintendents or foremen accompany injured crew members to receive medical attention when it had previously been Ward who would do so. “It’s an inconvenience for the foreman to get pulled off the job, so I think it encourages them to take safety more seriously,” Ward said. Seeing the crew member’s family at the hospital also reminds managers that safety is personal. “It’s easy to get bogged down with compliance, legal, insurance and money,” Ward said. “That stuff is important, but if you’re going to be successful, safety has to be about getting people home to their families.” – BY SARAH REDOHL
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mix it up
Latest Pavement Technologies Can Save Lives The National Highway Traffic Safety Administration (NHTSA) reports that the economic cost of the car accidents claiming more than 90 U.S. lives per day is approximately $230.6 billion, and states most of these crashes can be avoided if preventive measures are taken at the road’s surface. While many factors contribute to vehicular accidents, roadway infrastructure causes can be mitigated with proper pavement surface condition. The Little Book of Tire Pavement Friction uses a study conducted in Texas in 2009 to illustrate fewer car crashes happen along a road that has high friction than a road with lower friction. We also know that pavement distress results in a reduction in surface friction. Therefore, it is essential to monitor the pavement surface condition and improve surface friction if needed, both to save lives and money. According to P.G. Roe and R. Sinhal in their 1988 “The Polished Stone Value of Aggregates and In-service Skidding Resistance,” skid resistance on wet surfaces decreases as speed increases, but surfaces with greater macrotexture have better friction at a higher speed and the same low-speed friction. The Little Book teaches us the difference between peak and sliding friction on dry and wet roads depends on both tire properties and characteristics of road surfaces. Therefore, we must maintain the macrotexture of the roads to ensure an appropriate amount of friction between tires and surface. Degradation of this macrotexture is considered distress. As time goes on, even the best asphalt pavement can get distressed. Readers know there are many types of distress such as cracking, distortion, disintegration, skidding hazards and surface treatment distresses, and one kind of distress can lead to another. Hence, it’s important to invest not only in new infrastructure but also in the technology that detects and treats the distresses to achieve optimal friction between tires and road surfaces.
T
DETECT DISTRESS
Detecting and treating different distresses is a complex endeavor. While many countries use manual visual inspection, this method is not the most efficient. Hence, researchers recommend using an automated inspection system. Automated distress detectors reduce the subjectivity of visual measurements, as detailed in Tom B.J. Coenen and Amir Golroo’s “A review on automated pavement distress detection methods” from 2017. Each type of distress is different, requiring unique detection and treatment strategies. For example, if automated technologies are being used, then detecting cracking that has a larger depth will require a different imaging technique and resolutions than when detecting rutting, which is shallow in depth. There are many technological options available to detect these distresses.
14 // September 2021
Use of poor technology to detect and treat pavement distresses brings unsatisfactory and sometimes counterproductive results. Researchers around the world are trying to use innovative, economically viable and efficient technology to detect asphalt pavement distress. The pavement management system (PMS) works efficiently when high-quality data is being input, as explained by Laura Inzerillo et.al., in the “Image-based 3D reconstruction using traditional and UAV datasets for analysis of road pavement distress” in 2018. Reports like “A Review of Three-Dimensional Imaging Technologies for Pavement Distress Detection and Measurements” from S. Mathavan et al. show studies involving 3D imaging technology to detect and prevent pavement distress have gained attention because of the high accuracy and fast results. Then reports like that from G. Loprencipe et al. in 2017 show the automated distress detection system may be highly accurate and less time-consuming, but it is expensive and not sustainable. The recent development in 3D technology and its effectiveness makes it a worthwhile technology, and researchers are trying to make this technology an economically sustainable option. In 1997, the first 3D technology was used to detect cracks and rutting using a double-sided mirror system that could project a laser on the affected surface and collect reflected light. This system reported a vertical accuracy of 0.5 millimeters, according to a J. Laurent et al., presentation to the International Conference on Recent Advances in 3-D Digital Imaging and Modeling in 1997. A more recent study conducted by R. Gui et al., took this 3D technology a step further. They proposed a 3D pavement components decomposition model (3D-PCDM) that can break down 3D pavement profiles into separate components and extract specific information about pavement distress. This technology showcases an efficiency of 92.75%, according to their abstract at https://doi.org/10.3390/s18072294 This technology follows three main steps. 1. In the first step, the frequency characteristics of pavement distress and performance indicators are analyzed using 3D pavement profiles. 2. During the second step, high pass filter separates low-frequency components (f) from the profile data. 3. In the last step, total variation of de-noising technique separates sparse component (x) and vibration component (t), and a pavement performance indicator is used to verify the validity of these components. The data collection system contains a sensor head and controller. The sensor head collects data using a 3D camera and line laser, where the 3D camera is installed at an angle of 6-8 degrees to the laser so that it can obtain the profile. Whereas the sensor controller receives and pre-processes the profile data and uploads it to the host computer. This technology can provide accurate measurement of length, width and elevation of marked asphalt surfaces. When compared with real measured data, the difference is always between 1 mm, profiles obtained from decomposed sparse components are more stable and comprehensive than the actual measured data, mostly due to the unpredictable impact of pavement texture depth. Potholes may be the most well-known type of pavement distress. For this discussion, we can turn to B. Kang and S. Choi’s presentation to the 2017 Ninth International Conference on Ubiquitous and Future Networks (ICUFN) in Milan. Believe it or not, classification of pot-
holes seems an unreachable goal because of the lack of accuracy of the existing detection system. Existing automated detection systems for potholes fall into three main categories: 1. vibration-based, which is unreliable because it can’t detect potholes in the center of roads due to the lack of hits by vehicles; 2. 3D reconstruction using laser scanning, which is efficient but costly; and 3. 3D reconstruction using RGB color space image segmentation, which E. Buza et al., presented as 81% less accurate than 3D laser scanning—with potential for improvement—but economically sustainable for commercial use to the International Conference on Information Technology and Computer Networks. A study conducted by J. Simon et al. and published in the International Journal of Recent Technology and Engineering proposed a unique solution to pothole detection. The researchers developed a system using an ultrasonic sensor and a force-sensing resistor connected to an Arduino Uno (open-source microcontroller). The ultrasonic sensor sends high-frequency sound waves and receives the echo while the time taken is being measured (used to measure distance) and marks the speed breakers. The force-sensing resistor then measures the pressure value when a vehicle faces a speed breaker or pothole. Both ultrasonic and pressure sensor data are compared to determine the position of potholes in the pavement surface. If both ultrasonic sensor and pressure sensor show a higher value than the threshold, then it’s determined to be a speed breaker, but if only the pressure sensor demonstrates a higher value than the threshold while the ultrasonic sensor shows a stable value, then a pothole is detected. These data can be plotted to generate an accurate location of potholes. Although this proposed technology is cost-effective, it has yet to realize commercial implementation. Studies like those performed by Coenen and Golroo have shown both the ultrasonic and pressure sensors are needed for the system to work accurately, but it has the potential to be mainstream. A similar study was conducted by Wang et al. to detect potholes, but they did not incorporate the ultrasonic sensor. But it failed to detect the potholes’ locations accurately because of the lack of precision of data, and it was concluded that just like accelerometers, pressure sensors are meant to be a complementary tool to detect distress in asphalt surface. The study conducted by Simon et al. accomplishes this task by successfully incorporating ultrasonic and pressure sensors to make the data more accurate. In today’s world, the most commercially used laser-oriented distress detection technology, known as laser crack management system (LCMS), uses two high-performance lasers, which are attached to a camera, to measure road profile and road slope with a resolution of 1 mm. The system generates a 3D profile of the road using 2D intensity data and 3D texture data, as discussed in J. Laurent et al. 2012’s “Using 3D Laser Profiling Sensors for the Automated Measurement of Road Surface Conditions.” Although it is a good approach, Coenen and Golroo reminded us quality issues due to lighting must be overcome for this system to
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mix it up become mainstream. However, due to technological advancements in recent years, structure from motion (SFM) technology has gained the interest of scientists. The use of SFM will enable road agencies to make a 3D model from any photo data set, and its potential to verify its ability to help in pavement distress applications will reduce cost. A study conducted by C. Santagati et al. proposed the use of the SFM technique. During this process, a camera takes pictures of the distressed sites, ensuring the angle between 5 and 10 degrees. This data is then imported into SFM software, and the 3D model is created. Every profile curve created by this technology can estimate the depth and width of specific distresses, which will then be used to determine the maintenance strategy.
DEVELOP SOLUTIONS
According to the American Society of Civil Engineers (ASCE), American infrastructure is deteriorating rapidly, and in the coming decade, the economy will lose $4.5 trillion to repair the damage. To prevent this large economic loss, we must concentrate on improving the quality and durability of the asphalt mix. Maintaining surface roughness is an important part of any road management system because it provides necessary friction for vehicles. To improve an asphalt surface’s roughness, a study by S. Oleksandra et al. published in Science Direct suggests using a mix of cement, sand and reinforcing fiber. The introduction of this mix is supposed to improve the crack resistance, tensile strength and abrasion resistance.
As a new solution to asphalt surface distresses, researchers have suggested using self-healing technology for asphalt pavement to reduce maintenance costs, decrease carbon dioxide emissions and increase road safety. Nanoparticles, induction heating and rejuvenation are the three main self-healing technologies available for asphalt pavement design. According to J. Qiu et al., self-healing technology depends on time (rest period) and temperature. A more extended rest period and higher temperature lead to better healing. A study shows that nano-clay in the asphalt pavement improves mechanical properties, and when driven by the surface energy, nano-clay moves to the tips of cracks to repair them. Nano-rubbers can also be used to improve the healing properties. A study conducted by J. Qiu et al. shows that a mix of nano-rubbers increases recovery up to 90%. Nano-rubber can be used to increase the durability of the asphalt mix and also work as a self-healing modifier. Different studies mention the use of a nano-rubber modifier; however, they didn’t mention any exact composition of the modifier. Hence, the exact healing mechanisms could not be determined. But the research in this area is still in its infancy. Another study from Quantao Liu et al. has found that the use of conductive steel and wool fibers in the asphalt mix enables self-healing properties when heated. This system works by generating electromagnetic fields when the asphalt mix is placed through a coil. This process is repeatable, and damage control is easier. The researchers found the incorporation of steel fiber into the asphalt mix helps to achieve a
SIL3 PLe
16 // September 2021
CAT3 PLd
greater bond between large aggregate (stones) and induces the self-healing mechanisms. Liu et al. wrote in the following year’s report, “Induction heating of electrically conductive porous asphalt concrete,” that steel wool type 000 is a better conductor than steel fiber. A. Garcia warned in the 2012 “Self-healing of open cracks in asphalt mastic,” if the surface gets overheated, it will affect the mechanical properties of bitumen; therefore, researchers have concluded the optimal heating temperature of the mixture is 85°C, and by introducing a resting period, the adverse impact can be avoided. One of the reasons behind an asphalt pavement’s distress is the oxidation of the bitumen’s volatile content. Some reports, such as “Natural Solution Restores High RAP Performance” in this publication suggest the use of a rejuvenator, which can restore the properties of oxidized asphalt binders and extend the asphalt’s pavement life. Studies discussed in Jun-Feng Su et al., 2014, suggest that 10 μm or smaller microcapsules are unsuitable for the self-healing process because they don’t contain enough rejuvenators to treat the asphalt binders. To control microcapsules’ size, the regulation of the core/shell ratio is important by modifying the prepolymers and emulsion stirring rates. Although the self-healing process is an innovative and unique solution to a century-old problem, the research is still elementary. Therefore, its use isn’t going to be mainstream, but it holds the potential to save billions of dollars every year on road maintenance. Safe and maintained roadway infrastructure is a key factor in reducing car accidents. To do that, we must detect and treat pavement distresses. Considering all the new research and technological advancements, it can be said that the future of asphalt technology is promising. To see fast improvements, it’s important to invest in the new technology. – BY DR. RAJ SHAH, DR. FAN GU, MRINALENI DAS
Dr. Raj Shah is a director at Koehler Instrument Company in New York, where he has worked for the last 25 years. A Ph.D. in chemical engineering from The Penn State University and a Fellow from The Chartered Management Institute, London, Shah is also a Chartered Scientist with the Science Council, a Chartered Petroleum Engineer with the Energy Institute and a Chartered Engineer with the Engineering council, UK. Dr. Fan Gu is an assistant research professor at the National Center for Asphalt Technology at Auburn University. He earned his Ph.D. from Texas A&M University, specializing in asphalt pavement design and asphalt materials characterization. He is a registered professional engineer in the state of Texas. Mrinaleni Das is a student of chemical engineering at State University of New York, Stony Brook. The authors would also like to especially thank Ms. Gabrielle Massoud for reviewing the article.
www.THeAsphaltpro.com // 17
Training
Prevent Callbacks for Pavement Slippage T
The theme this month incorporates quality control/quality assurance (QC/QA), which often employs tools to ensure the surface course that you pave is rolled to its best density. No matter how perfectly you match density specs, you can damage a new surface course’s chances for long life if you don’t adhere it to the base correctly. One of the reasons a contractor might be called back to repair a job for the county or other agency is that the new pavement surface is slipping or shoving. Not only does a raveling pavement section look bad for our industry, but it also promises to let moisture into the layers of the pavement structure below. To avoid pavement slippage, the contractor wants the crew to follow best practices from the start of the job to the finish. As with all projects, make sure you wear personal protective equipment (PPE) in the field. I also recommend milling crews use headsets to help with safe and efficient communication.
MILL BEST PRACTICES
Let’s say the project is a mill-and-fill. Before the milling crew even begins the job, members of the crew want to inspect the piece of equipment. Make sure the mirrors are in good condition and the backup camera is working for safe operation. Then check the teeth and cutting drum specifically for wear or missing tools. Make sure all the teeth are the same brand and type/ material to ensure a consistent cut. Look at the entire cutter drum housing. The door behind the cutter moves up and down, similar to an endgate on the paver, to keep the chunks and fines in rotation with the drum. If this door is worn or damaged, material will sneak out, causing more work for the sweeping team than necessary. Also double-check the endgates on the side of the housing to ensure excess material won't bleed out from these areas. You want the frame of the tractor to be tight and in good repair.
18 // September 2021
In this picture, you can see the whole crew is part of the cleaning and routine maintenance of the equipment. Using environmentally friendly release agents to assist, use rags and putty knives to get asphalt and other debris off push rollers, endgates, and all the components that need to move freely and smoothly for best paving performance. Notice also that the milling crew has left a fairly consistent groove pattern for the paving crew to tack and pave on top of. The best way to doublecheck that this milled surface is, in fact, free of dips or slope is to place the straight edge down and do some measuring. The straight edge is your best quality control tool to double-check your numbers and guard your yield on the job. Check out the article “Train Proper Straight Edge Use” for some quick tips on its use. In addition to setting up the cold planer to achieve a surface with the specified grade and slope, the operator will set it up to move forward at a consistent, reasonable speed. We must go at a consistent speed to keep the rotation of the cutter consistent. Altering the rotation by gunning the engine or trying to race the clock will cause the cutter to rip and tear up the pavement instead of cutting a smooth and even groove. The operator also wants to see a guide bar on the mill, just like the paver operator wants a guide bar on the paver. We must follow a straight line when milling down the lane so the grooves follow a straight line. This will make brooming easier. Look to the watering system as well. You want to ensure the tips are all the same and
working correctly for the speed at which you’ll operate. The watering system will be a mist to keep dust down without turning the dust into a coagulated paste that the milling machine can’t pick up and the brooms will have to fight. There are more tips for milling machine maintenance and milling success in the article “Easy Cold Mill Start-up Begins the Night Before” on TheAsphaltPro.com. Once you begin milling, look back every now and then to double-check your work. The readings on the control panel may tell you you’re milling at a depth of 1.5 inches but placing a 4-foot level down and using a ruler or tape measure to check your depth will show whether you’re actually at 1.5 inches or at 2 inches—or worse. Make sure your controls are reading correctly.
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Training er lights work. Make it a priority. Read about other broom maintenance factors, including a pre-shift checklist and information on when to replace broom cores, in the article “How to Maintain and Use the Sweeper Right.”
Make it a priority to keep safety lighting functional. To ensure a clean milled surface ready for tack, follow best sweeping practices. Step 1. Start with a cold planer that can collect fully as it moves down the lane. Do not allow traffic to flow on that surface before you sweep it. Traffic will grind the fine particles into the grooves. You’ve got to pick up material right away. Step 2. Perform the first sweep pass with a tractor broom to get the chunks. We push those particles into the next lane for the skid steer to scoop up. The milling crew will set over and pick up fines that are brushed onto the adjacent lane, but you want to get up as many as possible to help the cutter in its job. As discussed in the article linked above, you must watch your down-pressure, watch your speed, watch your broom angle, watch your rotation, and make sure the water system works. Step 3. Perform the second sweep pass with a vacuum broom to ensure fines have been collected. The vacuum broom will have side sweepers and will go at a reasonable speed. Have a spare truck out there to dump the bucket into. This should be the final sweep and should give you a clean enough surface for tacking.
Your first step in getting a consistent application of tack is to make sure the distributor truck is clean and well-maintained. Then, to mill the adjacent lane, overlap the joint 4 to 6 inches. Of course, you’ll use automation to match the depth you need, but, once again, make sure everything is reading correctly. Use the 4-foot level and tape measure to double-check the readings and to double-check your quality.
SWEEP BEST PRACTICES
The crew will clean the milled surface completely to pick up all the residue. Dust and fines left in the grooves will prevent tack— or hot-mix asphalt (HMA)—from adhering
20 // September 2021
to the surface. This results in a surface that could potentially shove and move under traffic loads. As they did with the cold planer, the crewmembers will inspect equipment before they get started. First and foremost, check the safety lighting and backup alarms on the brooms. As we’ve discussed in AsphaltPro before, the lights on brooms could be your only saving grace if something else goes wrong and a cloud of dust obscures your machine from high-speed traffic or backing construction equipment. Make sure strobes and oth-
Web Extra: Help your crew maintain and use the sweeper correctly at https://theasphaltpro. com/articles/train-how-maintainsweeper-right/.
If your project calls for a thin lift overlay or other surface course to be paved atop an unmilled surface, it is imperative that you clean the existing surface very well immediately before paving begins. Dirt, leaves, litter, grass and weeds, and fines and dust will prevent tack or HMA from adhering to the lower surface. It’s worth sending the broom down the lane to make sure your expensive materials will stay in place and the DOT
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Training won’t have to call you back to fix a slipping pavement later. If your project must be delayed and paving doesn’t take place immediately after milling or immediately after cleaning, it is well worth the time and effort to send the broom down the lane one more time when the crew arrives for tacking and paving the next day.
TACK BEST PRACTICES
Whether you’ll be tacking a freshly milled or existing roadway prior to paving, this is another chance to guard against slippage problems later. Getting the tack coat down correctly is vital to the success of the surface to follow. Read the article “Why You Need to Tack Before Paving” for a detailed look at tack coats, their purpose as a glue between surfaces, how temperature affects them, and the use of emulsifiers with them, among other topics. Once again, perform an inspection of your equipment before you begin. Maintain and set up your distributor truck/tack wagon for success, as seen in the article “How to Maintain Spray Bars.” To ensure your tack coat works as the glue between surfaces, you’ll want to follow these best practices. Step 1. Make sure you have enough gallons in your tank for the whole day. There’s no point in showing up with 200 gallons in the tank if the project will require 500. At some point in the shift, you’ll be wasting everyone’s time. Arrive early enough to the job to heat the material to its correct working temperature before you’re needed. Also be aware of your limitations. Not too many distributor truck drivers or paving foremen are also chemists, so we shouldn’t be adding water to the tank to stretch a product. If you add too much water to an emulsion-based tack, you’ll know because it stays brown and doesn’t break. This adds to your delay before paving and dilutes the tack too much. It won’t work as a glue. I really like trackless tacks, even though they’re a bit more expensive than other tacks. They break quickly and are ready for paving in four to six minutes. The heat of the HMA layer actives the tack and enables the glue-like performance, all while helping your crew keep a mess at bay. You don’t have to worry so much about straying haul trucks if you’re using a trackless tack.
22 // September 2021
Step 2. If you aren’t working with a spray paver, you want to spray the tack coat immediately ahead of the paving team to prevent the motoring public or other equipment from driving across the tack. If working with a slow-setting tack material, figure out the time it will take for the material to break, and spray accordingly. The idea is to make the window of opportunity for someone to track the material off your project—or to mess up your perfect application— as small as possible. You’ll work with the foreman on the job to assess how many haul trucks are delivering HMA, thus how many feet you need to tack in front of the paver to accommodate the material delivery schedule. Step 3. Ensure proper coverage when spraying. You’ll ensure the spray bar is set 12 inches from the surface to be tacked, but also ensure the spray nozzles are correct and consistent. You want to see the spray emit from the nozzle in a fan-like pattern. Each nozzle is spaced so that each triangle shape of spray can overlap the triangle shape of spray next to it—this, combined with the height of the bar, effects the triple overlap. Depending on the application rate your department of transportation requires for your specific project, that overlap will be more or less severe to give a heavier or lighter application of tack on the surface. The HMA course will slip and slide if there’s too much tack. It won’t adhere properly across the width of the lane if there’s too little tack. Either situation results in the callback this article is designed to help you avoid. Step 4. Ask yourself if the timing is right to pave. If the tack didn’t break yet, driving the haul truck on it is asking for trouble. Placing the HMA course on wet tack is premature; the HMA won’t adhere to the existing surface if the tack isn’t ready to serve its purpose as glue. You’ve wasted the product. Time and temperature matters. Figure out the time it takes for the material to break. This has everything to do with the weather and the temperature of the day.
PREVENT SLIPPAGE BEST PRACTICES
To prevent the pavement from slipping a few months or a year after your job, get the basics right from the start. Pay attention to the weather, the products, the equipment and the best practices of each step to get a top quality job that lasts. – BY JOHN BALL
TRY NOT TO WANDER
The spray wand on the back of the tack wagon doesn’t let you control the application rate. I like to call this the “wandering tool” because you wander down the lane with it having no idea what overspray or overlap you might be dealing with. If you must use the wand, be careful. Keep the nozzle around knee level as best you can and try to swish back and forth in a controlled, even pattern as best you can. Never let the tip of the wand fall to the surface or drag on the ground. Never let the tip raise above waist level or you’ll be paying to detail nearby cars and landscaping features.
CLEAN THE WINDSHIELD
With respirable crystalline silica dust mitigation all the rage, broom manufacturers have enclosed cabs for the operators’ safety and comfort. This is a smart way to protect the broom operator from inhaling fine dust particles in his immediate vicinity, but it gives him an extra step when preparing for the day. That extra step? Cleaning the windshield and all the glass surfaces to ensure a safe field of vision. Don’t rely on windshield wipers and potentially empty washer fluid tanks. Once the windshield wipers have smeared across a dirty surface and ground particles into the glass, you’ll have a streaked and damaged surface to look through until the windshield can be replaced. Instead, using proper fall-protection measures, take a wet rag out there and clean the glass properly. Take the time to clean it right and maintain a safe environment.
John Ball is the proprietor of Top Quality Paving & Training, Manchester, New Hampshire. He provides personal, onsite paving consulting services around the United States and into Canada. For more information, contact him at (603) 493-1458 or tqpaving@yahoo.com.
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Producer Profile
26 // September 2021
Hybrid Plant Increases D-Squared Growth L
Leadership at D-Squared Construction Limited, headquartered in Greely, Ontario, decided in November 2019 it was time to produce its own mix for its asphalt crews and customers. It took a lot of effort, but management writing letters to Parliament and finding the best zoned property on Boundary Road succeeded in achieving Ministry of the Environment (MOE) approvals for a hot-mix asphalt (HMA) plant from Astec Industries, Chattanooga, Tennessee. By December 2020, D-Squared Asphalt had permits to begin installation near Highway 417 in Ottawa and meet the goal of self-sufficiency. Dave Meikle, the vice president of business development and acquisition for D-Squared Construction, spoke of the experience. “The environmental permitting process is a long, bureaucratic process, not for the faint at heart. Astec assisted whenever needed and was helpful during the process. Boundary Road offered the zoning required to permit the asphalt plant and is the perfect location due to proximity to the 417 to service a larger area.”
QUALITY GOALS
According to the Astec Industries website, the Astec Batch Tower (ABT) is offered in the full range of sizes with varying volumes of hot bin storage. In this picture, you can see the foundations in place for D-Squared's planned growth—hot-mix storage silos, QC/QA lab and RAP bins, among other elements to keep business moving forward.
The team knows what it takes to see a goal from inception to completion. In 2006, Domenic Franco Madonna, a mere 19 years old, and partner Charles DePonte founded D-Squared Construction. They had a backhoe and dump truck at the time. They’ve since expanded their fleet, grown to more than 300 employees and opened a 120-acre quarry just east of Ottawa in Moose Creek. By 2017, the company was able to complete a handful of multi-million-dollar contracts for Ottawa’s transit system, including three busy intersections along St. Laurent Boulevard. Taking on multiple large projects simultaneously meant relying on large producers for a timely supply of materials. “It is a situation where on larger projects the suppliers dictate the pricing, this keeps you from competing in ‘their’ space,” Meikle explained. “We knew the growth of the company depended on being self-sufficient be it asphalt or quarry and pit supply.” By November 2019, the leadership team knew they were going to pursue funding for a D-Squared asphalt plant. Management selected a hybrid plant from Astec Industries to suit their needs. The plant has a rating of 300 tons per hour (TPH), six cold feed bins, four liquid asphalt cement (AC) tanks, a lime silo with auger conveyor, and room for growth in recycled asphalt pavement (RAP) use. “Our plant is a hybrid batch/continuous mix plant,” Meikle shared. “It has a double barrel dryer which will allow us to continuously mix
www.THeAsphaltpro.com // 27
Producer profile
Dave Meikle, the vice president of business development and acquisition for D-Squared Construction, said Plant Operator Brady McDonald is second to none.
D-Squared provided its own mix via live-bottom trailers into a Shuttle Buggy on the Heron Road project this season.
As part of their environmental stewardship, D-Squared Construction works with farmers in the area to distribute the lime product from its dust silo for use in their fields. Dave Meikle explained the lime product assists the farmers with the Phosphorous levels in their soil and, ultimately, reduces the amount of this product that would otherwise be wasted. 28 // September 2021
with the addition of a drag conveyor and silos, phase two of our plan, which we hope to complete over the winter. Phase two will also add the RAP cold feeds for running recycled material in our mixes.” At this time, D-Squared relies on GEMTEC Consulting Engineers and Scientists Limited, headquartered in Fredericton, New Brunswick, for its quality control testing, but they’re planning on having their own lab set up during the 2022 construction season. In fact, they brought on Quality Control Manager Harrison Smith spring 2021 to increase efficiency in processes, reduce waste, improve on the use of time and resources, and serve as the liaison between D-Squared and GEMTEC. “Harrison is a resourceful manager,” Meikle shared. “He’s successful at building and maintaining open communication between project team members and clients. He’s quality driven and proactive with advanced understanding of contract management, contractor oversight and construction administration. “During the past 21 years, Harrison has worked in several roles within the quality control and civil construction/engineering field. He has effectively supervised and managed materials testing and laboratory operations on a variety of commercial, residential and heavy civil construction projects. Over the course of his career, he has provided laboratory testing and field inspection services of hot and warm-mix asphalt, cold in-place expanded asphalt mix (CIREAM), cold in-place recycling (CIR), aggregates [and more].” Meikle explained that Smith’s role will be more than overseeing the quality control/quality assurance (QC/QA) of mix design for D-Squared. “The QC manager’s role in our operation is essential to building a successful business that produces and delivers products to meet or exceed our clients’ expectations. He oversees construction activities and the manufacture of various construction materials at our asphalt plant, gravel pits and quarries to ensure that products, procedures and services are consistent and of the highest quality.” Smith shared the company’s view of QC/QA going forward. “At D-Squared we understand the importance of quality control and quality assurance procedures. To enhance client satisfaction during the construction project, the contractor must supply compliant materials to market and meet the expected quality requirements as outlined in the contract documents. By establishing a quality control team and a testing facility, we will better position ourselves to implement and maintain acceptable quality standards and best work practices allowing us to take on larger scopes of work over time. In addition, this will enable us to identify and eliminate any insufficient practices that may occur within our operations.” For much of the new plant operation, D-Squared could hire from within, and that’s good news in today’s challenging workforce environment. “We were able to pull from our current workforce the best candidates for the positions available with the plant manager,” Meikle shared. “Our plant operator/plant manager, Brady McDonald, is second to none, working endless hours to get us where are today. At D-Squared we have our own in-house recruiter who has his hands full to fill all of D-Squared’s staffing requirements.” Through reciprocal relationships with vendors and contractors, and with an eye to mergers and smart growth, the team at D-Squared is expanding externally and internally. President Jessica O’Reilly told the Ottawa Business Journal in 2018 of their workforce development challenges, saying, “As we continue to grow, finding additional skilled
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Producer profile
LEFT: For a Heron Road paving project, the D-Squared crew used a Hamm roller in the breakdown position. They had a smaller BOMAG roller on hand for finish rolling. RIGHT: Management plans to have its own working lab running during the 2022 construction season, but Quality Control Manager Harrison Smith already has the team performing proper sampling and testing for QC/QA, which is performed in concert with GEMTEC.
LEFT: A D-Squared equipment operator shows attention to detail on the Heron Road project. RIGHT: The D-Squared team was excited to produce its first mix April 23, 2021. 30 // September 2021
workers in our industry becomes increasingly difficult. We are always looking for new talent with which to build our team.” One method of building the team is internal training, which management set up a program to accomplish. Phil Adams, is the human resources and recruiting manager.
TIMELINE FOR EXCELLENCE
Once the team at D-Squared had decided on its plant, the first load of components arrived Dec. 20, 2020, in time for the harsh weather of winter in Ottawa. “The plant was erected during the coldest months of the year through all weather,” Meikle explained. “D-Squared completed the installation with the help of one Astec representative. This was a team effort from beginning to end. From bad soil conditions to letters to members of Parliament, from freezing cold labor in terrible conditions to incredible planning and engineers, it took an entire village to put this in motion. We appreciate everything from everyone who was involved in this process.” The process included taking the extra precautions to safeguard the environment, a hallmark of the asphalt industry. For D-Squared, that meant taking a close look at dust control. “Our state-of-the-art baghouse removes the dust and sends it to our dust silo, which has a slurry auger, which adds water to the dust when unloading to mitigate dust around the plant. We were sure to
include the slurry auger when ordering the plant as this cuts down the dust at the plant by 80%.” Another aspect of being a good neighbor is sharing the dust. Sounds counterintuitive, right? But there’s a brilliant method to the madness. “One such project is to work with farmers in the area to distribute the lime product that comes from the dust silo for use in their fields.” Meikle further explained the lime product assists the farmers with the Phosphorous levels in their soil and, ultimately, reduces the amount of this product that would otherwise be wasted. They produced their first batch of HMA April 23, 2021. “We wouldn’t change a thing but admittedly the funding, city approvals, zoning and MOE approvals are a daunting task and not for the faint at heart. We were over the moon on April 23rd when we made our first batch!” Since that first batch dropped in April, the plant and paving crews have been hard at work, making management proud to be producers. “We have already produced City of Ottawa Friction Coarse high-grade asphalt and laid it on city roads and transit ways. In the tens of thousands of tonnes. Our plant and paving crews have performed flawlessly. The material is being made and laid on spec repeatedly. My hat’s off to every single one of them.” – BY SANDY LENDER
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www.THeAsphaltpro.com // 31
Women of Asphalt
Meet A Woman of Asphalt: Ajax’s Jessica S. Kiesel As we shared in the July 2021 edition, Ajax Paving Industries of Florida LLC can boast a number of Women of Asphalt (WofA) on its team. Among them is Project Manager Jessica S. Kiesel, who joined the asphalt industry in 2020 after working in the construction field since 2005. “I ran the operations of a sitework and underground utility company as the vice president for the past eight years, and I am very excited to be a new member of the Ajax Paving team,” she said. She entered construction in 2005 as a project manager and finds that role gratifying. “The project manager position is extremely dynamic. From creating the schedule to managing subcontractors, negotiating with clients, leading the project team and problem solving, there is never a dull moment or a day that goes as planned. You are consistently challenged, which is very rewarding.” Kiesel was willing to share some of her career insights with readers.
portunities to build relationships. Over the years, I have pushed hard to break through this divide. Unfortunately, I have not made as much headway as I would like; but it is my goal to continue to challenge the system to make it better for my daughter and the many women that are following behind me.
A
AsphaltPro: Could you share with the readers your career trajectory since high school and what challenges (or roadblocks) you’ve overcome along the way? Jessica Kiesel: I was valedictorian of my high school and had the fortunate opportunity to attend Vanderbilt University’s School of Engineering. With a minor in finance, I joined an investment bank as an analyst in their technology group after graduation. When I moved to Florida, I accepted a position as a project manager in construction. Over time, I was promoted to the vice president of the company. It is a challenge to be a woman in construction. For over 10 years, I did not deal with
32 // September 2021
AsphaltPro: What part of your education relates best to the career track you’re on? Jessica Kiesel: My senior engineering classes have been the most beneficial to my career track, but not for the reason many would think. It is not due to the content that was taught. It is the thought process that was taught. Almost all my exams were open book. One of my professors constantly reminded us that he did not need us to memorize the equations or data (we had books for that). He needed us to know where to find the information, how to interpret it, how to apply it, and how to solve the problem. That sequence of thinking is what has allowed for my success.
an owner, an executive or a project manager that was female. Many men underestimated my abilities simply due to my gender. At first, this was frustrating; but it just requires a bit of time for them to realize your value. The biggest challenge for me as a female is the social aspect to business. Many business relationships are built over social activities (dinner, drinks, golf, trips). Males in my position have multiple dinners a month with clients, vendors and associates. A fishing trip or hunting trip is generally a yearly event. As a woman, I do not get these op-
AsphaltPro: What is the most important skill you’ve brought to your position as a project manager in the asphalt industry? And how would you encourage other women entering the industry to hone a similar skill? Jessica Kiesel: The industry needs more women. There is an important balance for men and women in the workplace, and, unfortunately, the asphalt industry is still lacking in female numbers. There is a Mexican proverb that says, “Remember that a house does not exist on the ground, but it rests upon a woman.” Women have a special gift to create the atmosphere, to foster relationships, to build community, to guide ethics and values. Women play
this vital role in their families and their homes. It is a huge asset to the business world, and to every company, to have women creating this foundation from within their structure.
AsphaltPro: Let’s talk about teamwork. What is the most challenging project you’ve been a part of and how did you and your crew overcome the challenge? Jessica Kiesel: The most challenging projects are those with difficult people in authority positions, whether it is the owners, the owner’s representatives, or the inspectors. A strong team environment allows you to overcome these obstacles while keeping your sanity. The team offers colleagues to vent to when issues become heated, to use as a sounding board to refine your ideas, and to offer a variety of viewpoints to help solve problems. I have only had one project that was a challenge for the entire duration. However, the team that came out of that project was one of the best teams I have been a part of. The challenges brought us together and pushed our abilities to the next level. AsphaltPro: It’s a fact that asphalt production can be hot and dusty. How do you respond to people who say it’s a “dirty job?” Jessica Kiesel: That’s what makes it exciting! It is a dirty job. You are working outside with equipment and hot asphalt. It might not be for everyone, but I love being in the field. AsphaltPro: What do you think is an incorrect perception that we, as an industry, can re-educate young people about to encourage more women to consider a career in the asphalt business? Jessica Kiesel: Women can do everything that men can do in the asphalt business. Equipment operators, foremen, superintendents, plant operators, project managers, all these positions can be held by women as easily as they are held by men. I would like to tell women to take a risk and try something new. Yes, you may be the first female in that position at your company, but don’t let that stop you. These are exciting and rewarding jobs
with a lot of room for advancement and excellent pay. We need to be brave and not pass up on opportunities simply due to gender norms.
AsphaltPro: What is the most rewarding aspect for you of being in the asphalt business? Jessica Kiesel: We build the roads that keep the community safe and connected. If you take a minute to pause and picture your typical day without asphalt, without paved roads, it is quite alarming. Our lives are built around transportation and access to our jobs, families, everyday essentials, everything that is important to us. The reward is providing that access and safety to the public. The reward is sweetened by the company I am a part of. Ajax’s vision is to be the choice contractor, partner and employer. Not only are we providing an essential service, but we are building positive relationships and focusing on quality and value. AsphaltPro: Will you tell us of a person who served as a mentor for you? Jessica Kiesel: Finding a mentor has been tough for me as a woman in a male dominated industry. Male superiors would offer business advice and technical knowledge if I asked, but I did not know any women in management positions that could mentor me along the way. I found listening to podcasts and reading books by female business leaders to be a great source of motivation and advice. I keep a quote board in my office with post-it notes of thoughts or ideas that remind me of where I want to be and who I want to be. Below are three quotes that relate to Women of Asphalt: “I learned to always take on things I’d never done before. Growth and comfort do not coexist.”–Ginni Rometty (Executive Chairman, IBM) “When we invest in women and girls, we are investing in the people who invest in everyone else.”–Melinda Gates “Leadership is about making others better as a result of your presence and making sure impact lasts in your absence.”–Sheryl Sandberg (COO, Facebook) – BY SANDY LENDER
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International snapshot
The contractor used Vögele and Hamm machines to build a homogeneously compacted carriageway in the Karlsruhe Road tunnel.
International Temperatures Strict conditions were applied for paving in the tunnel under Karlsruhe’s Kriegsstrasse road: to reduce emissions in the space, the “Kriegsstrasse Tunnel” consortium of Schleith and Züblin used machines with diesel particulate filters and reduced-temperature asphalt. The process of completely reorganizing the center of Karlsruhe around the Kriegsstrasse has been going on since 2019. What used to be a wide road for through traffic is to become a generous space for pedestrians plus a landscaped tram track and an avenue of trees with cycle paths. At the same time, an underground train line is being built and through traffic is being diverted into a road tunnel approximately 1 mile (1.6 kilometers) long. The client Karlsruher Schieneninfrastruktur-Gesellschaft mbH (KASIG) gave a high priority to protecting the paving team for the paving of the two tunnel bores, which were 17 feet 5 inches and 22 feet 4 inches (5.3 meters and 6.8 meters) wide, respectively. As a result, only rollers and pavers with diesel particulate filters were allowed to work in the tunnel. The use of low-temperature asphalt was also specified. As the paving temperature is approximately 86 degrees F (30 degrees C) below that of hot-mix asphalt (HMA), it can significantly reduce emissions and high temperatures to which the paving team would be exposed in the confined space. Experts furthermore assume that reduced-temperature asphalts have a particularly high resistance to deformation. This is of particular benefit on such a heavily-used route as the Karlsruhe road tunnel.
S
34 // September 2021
SHORT WINDOW OF OPPORTUNITY FOR PAVING AND COMPACTION
There were challenges involved in processing this mix. For the Karlsruhe project, special waxes ensured that it was possible to compact the mix, even at low temperatures. However, asphalt modified with waxes hardened the instant a critical temperature was undershot, so the mix had to be paved and compacted as quickly and smoothly as possible. The contractor, Martin Paschmann Asphaltbau GmbH, used two Vögele pavers of the SUPER 1800-3i type and three Hamm rollers—a DV+ 90i VT-S-type Combination Roller, a DV+ 70i VV-S Tandem Roller and an HD 14i VO Compact Roller.
A HIGH DEGREE OF PRE-COMPACTION AND AUTOMATIC FUNCTIONS SAVE TIME
In addition to clean, accurate paving, pre-compaction was key. The AB 500 and AB 600 extending screeds were used in the Karlsruhe Road tunnel, both equipped with tamper and vibrators as compacting systems. This allowed the pavers to achieve a high degree of pre-compaction and thus reduced the number of roller passes required.
A CHALLENGE IN FINAL COMPACTION
In addition to the challenges faced during paving, this project also demonstrated that “compared to paving hot, it is harder for the fleet of rollers to achieve final compaction because the window available for
The paver used AB 500 and AB 600 extending screeds from Vögele to achieve a high degree of pre-compaction and thus reduce the number of roller passes required.
The DV+ 90i VT-S combination roller with thermal aprons assisted in the compaction of the combined base and binder course in the tunnel.
The Hamm HD 14i VO compact roller with one vibrating drum and one oscillating drum was then used for final compaction.
achieving final compaction is much smaller with reduced-temperature asphalts,” reported Sebastian Boldt, foreman at Schleith GmbH. The smaller window meant the roller needed to work particularly close to the paver and in short, regular runs. “This allows the rollers to generate a great deal of compacting power in the short amount of time available. However, it is also possible to compact reduced-temperature asphalt homogeneously across the whole carriageway in dynamic form, i.e. using vibrators or oscillation,” said Dr. Axel Mühlhausen, application expert at Hamm. If the fleet of rollers is to consist of tandem rollers and combination rollers, thermal aprons are helpful to prevent the tires cooling down quickly. The tunnel bores were paved with asphalt in two construction sections. “On the first really short section, we adapted the paving process and rolling patterns to suit the ease of compaction of the mix,” reported engineer Christian Riede. As senior construction manager at general contractor Schleith, he coordinated all the asphalt work. “Although it was possible to process the reduced-temperature asphaltic concrete used for a relatively long time, it would then suddenly become hard,” Riede said. “This instant rise in stiffness makes compaction work more difficult and is a key difference from conventional hot asphalt. This once again proves that use of the correct time window is a key factor in the success of high-quality compaction.” The client had specified medium-weight rollers for the first pass to compact the combined base and binder courses made of asphaltic concrete. A DV+ 90i VT-S-type combination roller from Hamm weighing approximately 9 tons was used. It first used its pneumatic tires to compact the mix, which is initially susceptible to pushing. This working motion of the tires first generated a dense structure. The drum then ensured the necessary evenness. If the roller then approaches the paver at an angle, this effectively avoids corrugation. When compacting mixes susceptible to pushing in binder, base or surface courses, the pneumatic tires knead and work the mix without pushing it or tearing it up. To do this, the pneumatic-tired roller requires good traction. This is designed into Hamm rollers with the traction control function. The smart design of wheel suspension with level compensation in the DV+ furthermore ensures that weight is evenly distributed on the road base. Final compaction was completed by a team involving an HD 14i VO tandem roller (4.5 ton) and a centre-pivot steered DV+ 70i-VV-S tandem roller. The reduced time window meant the compacting power needed to be applied quickly. When paving a free asphalt surface course, the edge areas in particular need to be compressed and compacted quickly—as soon as the asphalt has sufficient resistance to deformation. This was not necessary in the tunnel, as the course was being paved between slot gutters, which were already complete. Once the last section of tunnel had been paved, the teams from Martin Paschmann Asphaltbau GmbH and Schleith GmbH took stock. “Paving reduced-temperature asphalt is still new to a lot of people, so there is a lack of experience-based values, especially with regard to material characteristics during compaction, which was why we continuously checked density using an isotope probe,” Riede said. “Both the measurements and the laboratory examinations carried out subsequently confirmed that we produced a high-quality, homogeneously compacted carriageway using Vögele pavers and Hamm rollers.” – BY WIRTGEN GROUP
www.THeAsphaltpro.com // 35
Product Gallery
Get Quality at the Plant For this issue that focuses on quality control/quality assurance (QC/QA), the product gallery this month dives into the plant components that help producers focus on quality control/quality assurance (QC/QA). To kick off the department, the team from MINDS Inc., headquartered in Kelowna, British Columbia, provided the following article regarding its plant software suite. After years of effort, MINDS Inc., is seeing its innovative suite of software solutions enjoy growing success in the U.S. market. At the very beginning, we decided that our plant control systems needed to be perfect servants to plant operators, faithful and competent helpers that would take care of control tasks without overreaching, imposing on workflows or restricting what operators could do. In other words, the system had to mold around the operator rather than asking the operator to mold himself around the system. Assisting the operator, and making his life easier, could have cut him off from “feeling” the plant, and this led to the second key decision that guides the product-development ethos for our plant control systems: helping the operator stay connected to the physical plant. Making asphalt is a physical and chemical process, and production control software shouldn’t take away from that. The electronic
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and computer interfaces between the operator and the process are just that: interfaces. We believe that they should be minimized to make the underlying physical process stand out clearly. For example, when displaying a flow rate for a weighed conveyor belt, we display feet per minute for the speed and pounds per foot for the weight. If someone wants to check, it’s easy to zoom in on that belt, take a measurement of the speed with a tachometer, stop the belt, take a one-foot sample, and weigh it. That makes it easy to see that the product of poundsper-foot x foot-per-minute = pounds-perminute, which is flow rate.
lbs./ft. x ft./min = lbs./min (flow rate) Obviously, stopping a conveyor belt to weigh a section of it is no longer a standard practice, but our approach illustrates the idea of sticking as closely as possible to the physical reality of the process and avoiding the use of opaque units, such as “points” or “pulses.” Another area that significantly helps the operator to stay connected to the physical plant is our choice of graphic representation. A MINDS system graphical signature offers a depiction of each plant’s actual look and configuration layout, which our team customizes for each client, to help plant
The MINDS system offers a close-to-real graphic representation of the plant. 36 // September 2021
operators more easily visualize their operation. This “more real than life” look is not just done for aesthetic purposes: it helps make the interface disappear. Another aspect into which we put a lot of effort is to qualify the accuracy of the production process in real time using all redundant data as an early indication of drifts or upcoming problems. For example, we check that the ratio of the set-point voltage of the speed drives to the flow or speed of the controlled element remains within acceptable proportions that are established during the plant calibration. This is the prelude to the use of artificial intelligence, whereby the correlation of indirect indicators to the main sensors will be established during a learning phase and then systematically verified during production. All these techniques allow us to detect drifts symptomatic of potentially serious problems. The idea is that if the production process is accurate and working properly and the raw materials entering the process are as specified, then the output product is likely to be of good quality as well. For more information, visit www. mindsusa.com.
BROCK
BROCK, a supplier of equipment, parts and on-site construction services for hot-mix asphalt plants, announced the relocation of all operations to a 108,000-square-foot facility on 23 acres in Chattanooga, Tennessee. The new company address is 2011 West Polymer Drive, Chattanooga, TN 37421. The BROCK team also announces the addition of Greg Jones to the company. Jones fills the newly created position of manager— heat and storage systems. In his role he will oversee the BROCK heat and storage systems group. Jones comes to BROCK from Heatec Inc., where he spent the last 30 years working in both the engineering and sales of thermal hot oil heaters, liquid asphalt storage tanks, emulsion plants and other related equipment. Commenting on the announcement Ben Brock, president and CEO, said, “We are thankful and excited to have Greg Jones join our team. Greg is an industry expert with
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Product Gallery
Greg Jones joins the BROCK team as manager of heat and storage systems. three decades of successful experience in thermal hot oil heaters and liquid asphalt storage tanks along with other heat and storage products. We are fortunate to have him leading the day-to-day operations of our heat and storage group. Today, our team as a whole has over 650 years of successful hot-mix asphalt equipment industry experience. We once again want to thank our customers for their support. Without them our growth is not possible. Stay tuned for more announcements as we move ahead.” For more information, contact Travis Sneed at (423) 476-9900.
EVOQUIP
EvoQuip®, a Terex brand, has launched the FalconTM range of finishing screens to its product portfolio. The Falcon range consists of the Falcon 1220 and Falcon 1230, providing a solution for scalping, screening and stockpiling in self-contained units.
The first of the Falcons has landed in the United States with EvoQuip distributor Midwest Crushing and Screening, which has been serving the Illinois and Wisconsin areas since 2008. Tim Scannell, president, said, “We are excited to be the first distributor in the U.S. to get the Falcon 1220. We have over 20 crushers, screeners, and conveyors from EvoQuip operating across Illinois and Wisconsin and are delighted that the Falcon is now also part of our fleet.” The EvoQuip Falcon 1220 is a compact machine designed to offer operators rapid set-up and tear-down times. The Falcon 1220 features a 12-foot by 5-foot, double-deck, incline screen with remote tipping reject grid, hydraulic screen tensioning of bottom deck and three on-board hydraulic folding conveyors as standard, with the added option of a hydraulic shredder. The Falcons come with T-Link telemetry system fitted as standard, providing the customer with real-time information on the performance of their machine. For more information, call 866.52.CRUSH or visit www.terex.com/evoquip/en/ .
RELIABLE
Vulcan burners are total air burners with a single motor and a coaxial blower, which provides a near-linear fan curve. They can be run on multiple fuels, simultaneously if required. There are optional blower mount configurations, and they can be converted from long to short nose. Vulcan Burners are designed to be low maintenance—the direct driven fan has no belts or pulleys. When maintenance is needed, the Vulcan Burner opens completely to allow for easy access.
The Falcon 1220 from EvoQuip is now available in the United States and has an optional hydraulic shredder. 38 // September 2021
Reliable Asphalt Products offers the Vulcan total air burner. Vulcan burners come equipped with two safety switches in case of overheating or separation while in operation. The 75-horsepower motor is designed to move the same amount of air as other burners with larger motors, which offers energy efficiency and cost savings. The fan intake is sound-insulated for quieter operation. The flame shaper can be adjusted while the burner is in operation. For more information, contact Reliable at (866) 647-1782.
STANSTEEL
The Accu-TrackTM Advantage control system from Stansteel, Lexington, Kentucky, is the evolution of over 45 continuous years of upgrading combinations of logic, software and hardware to equip an asphalt plant to control machinery and systems. The result is production of better hot-mix asphalt (HMA) in a dependable, repeatable way, minimizing errors, and having a series of interlocks and safety devices to assure quality results, according to the manufacturer.
The Accu-TrackTM Advantage offers total plant control with autopilot integration (AI) from Stansteel.
Product Gallery The system sends electronic signals and program instructions to a piece of equipment and performs separate and independent verification that a device is operating as instructed. The Accu-Track Advantage has the ability to interface with web-based devices including smart phones, tablets or desk-top computers so users can view pertinent plant data in real-time. The controls use a Linux based operating system, which allows for the use of automatic and manual operations to ensure your plant is always running and making quality mix. For more information, visit https:// stansteel.foleon.com/accu-track/brochure/ home/
World of Asphalt
Mark your calendar for opening day. Registration opening day, that is. The World of Asphalt Show & Conference and AGG1 Aggregates Academy &
Expo are gearing up for their return to the first in-person edition of the combined show since 2019 when opening day ribbon is cut this coming March 29 at the Nashville Music City Center in Nashville, Tennessee. The show will run March 29-31, 2022, with registration opening Thursday, Oct. 14, 2021. Show Manager Brittany Weltcheff said the management team looks forward to presenting better education sessions than ever, and more time on the show floor for attendees, making this a can’t-miss event for asphalt and paving businesses. World of Asphalt, recently named a Trade Show Executive “Fastest 50” growing show, will be held in Nashville for the 2022 and 2024 show years. Located just blocks away from the historic Cumberland River, the Nashville Music City Center is in the heart of Nashville, walking distance from landmarks like the Country Music Hall of Fame, Bridgestone Arena (home of the NHL’s Nashville Predators), and with
17 different hotel accommodations less than a four-block walk away, World of Asphalt’s Nashville edition promises to be educational, entertaining and convenient. In addition to the shows, the People, Plants and Paving Conference, as well as AGG1 Academy, returns to World of Asphalt after their virtual outings in 2021. Watch for the October AsphaltPro Annual Training Directory for a larger discussion of the educational offerings. For more information, visit WorldOfAsphalt.com and AGG1.com.
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Gravel Lot Gets a Big Upgrade By Sarah Redohl
Waste Management, Houston, is North America’s largest environmental solutions provider and recycler, supplying waste disposal services to more than 21 million municipal, commercial and industrial customers, according to the Waste Management website. The company’s hauling depot in Springdale, Arkansas, is its local base of operations for its administration, logistics, fleet maintenance and natural gas refueling for dozens of trucks that service a metropolitan area of approximately 500,000. After several decades of struggling with a parking lot, service center and refueling station that operated 365 days a year on a gravel lot, the company submitted a public bid for base replacement and paving. The goal was to reduce tracking out of debris; the seasonally challenging Midwest weather conditions would frequently turn the area to mud and ice. When the resulting quotes far exceeded the available budget for the project and were slated to take six or more weeks, the Waste Management team called on Pavecon, headquartered in Dallas, to find a solution. Pavecon is a pavement maintenance and construction company with eight divisions across the southern United States, spanning from Phoenix to northern Florida. The company is a preferred vendor and contracted
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“As we got close to where those lines were, we switched from production rate to a risk mitigation mentality.”— James Eldridge
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Because the structure beneath was so stable, the engineer thought 2 inches of asphalt would be sufficient. However, Pavecon paved up to 5 inches thick in some areas that were at higher risk for failure.
maintenance provider for Walmart, Home Depot and many other national partnerships, including dozens of school systems and universities. Originally founded by David Walker in 1992, Pavecon has grown to over 1,500 employees across several companies. Stabilize and Save Pavecon worked with its project design team and Waste Management’s engineer and facility manager at the Springdale depot to resolve the challenges other bids had faced, such as trying to replace the base. This started with learning more about the customer’s needs and how Pavecon could develop a solution that met those needs and the budget. “The way landfills work is actually fascinating,” said James Eldridge, sales manager for Pavecon’s Arkansas division. When the landfill is full, he explained, Waste Management is contracted to maintain the landfill from a safety and environmental perspective for an additional 30 years. With this landfill expected to be full in less than 10 years, Waste Management faced a unique challenge. They needed a pavement that could handle heavy use in the near future, but one that also made financial sense, given limited traffic to the facility once the landfill reaches capacity. Most of the bids that had come in had proposed base replacement, but Pavecon’s team recognized the strength of the existing
base upon which they’d be paving. “They’ve been using that facility for decades,” Eldridge said. “It’s all really deep base and super compacted.” Instead of reclaiming the existing gravel lot, Pavecon suggested stabilizing it with a mixture of Portland cement into the existing base, recompacting it and then paving a new asphalt surface course. By doing so, Pavecon was able to come in at Waste Management’s budget, around 27 percent less than the lowest bid received. Additionally, this would allow Pavecon to complete the project in less than half of the original project timeline. The crew used its Wirtgen WR 200 XLi cold recycler and soil stabilizer to stabilize to a depth of 8 inches at 6 percent cement stabilization. Beneath the stabilized base, Eldgridge said, is an additional 4 to 6 inches of industrial-level compacted base. “We were essentially doing stabilization on top of already base stabilized material,” he said. Because the structure beneath was so stable, the engineer thought 2 inches of asphalt would be sufficient. However, Pavecon paved up to 5 inches thick in some areas that were at higher risk for failure. For example, where the asphalt meets the concrete of the service area. The job required 1,600 tons of asphalt, purchased from APAC’s Sharp’s Quarry asphalt plant.
lines. “Without that, we’d be flying blind running a mill with 16-inch teeth,” Eldridge said. They marked out the locations of all lines and made a plan to work safely around these obstacles. “As we got close to where those lines were, we switched from production rate to a safety-oriented, risk mitigation mentality.” Pavecon’s Northwest Arkansas division began work on the project Sept. 13, finishing Sept. 27 without a single safety incident.
Instead of reclaiming the existing gravel lot, Pavecon suggested stabilizing it, recompacting it and then paving a new asphalt surface course.
Results Earn Respect The lot project was completed in two weeks, and an estimated 400 gallons of reduced fuel consumption also contributed to the cost savings to the client. “By executing a solution aligned with Waste Management’s commitment to sustainability, Pavecon reduced the loads of base material hauled off by approximately 3,800 tons thus saving the client both time and money within the project,” Eldridge said. This was important to the customer, because Waste Management prides itself on its commitment to sustainability. Pavecon’s performance on the job also resulted in Waste Management hiring them to perform three other jobs at the facility, including an access road where the company’s fully loaded trucks bring the waste to be processed. “We helped them realize there are options out there that mean they can present us with their budget and we will not only respect that, but give them maximum value for whatever they have available,” Eldridge said.
Fiber Reinforced After several decades of struggling with a parking lot, service center and refueling station that operated 365 days a year on a gravel lot, Waste Management submitted a public bid for base replacement and paving.
Schedule for Safety Most of the challenges Pavecon faced related to scheduling and project preparation. Due to heavy use of the facility six days a week, scheduling presented a challenge. Pavecon’s foreman on the project, Shannon Middleton, worked closely with Waste Management’s plant manager so the crew’s operations would minimally impact the facility’s operations. “They were in constant communication,” Eldridge said. This allowed Waste Manage44 SEPTEMBER 2021
ment to continue operating the facility at maximum capacity while Pavecon hit its own production goals. Scheduling was made more challenging by a tight timeline and the need to work more slowly around many natural gas, power and fiber lines. There’s also a natural gas rail on-site that refuels more than a dozen trucks each night. For the private facility, Pavecon called 811 and contracted a private locate company to identify the location and depth of all
For the half-mile access road, Pavecon was initially paving in two lifts for a total thickness of 5 inches. However, they ultimately decided to add Forta-Fi fibers to the mix at one pound per ton. Pavecon was able to pave the access road at a stronger structural coefficient and use 40 percent less asphalt material, which resulted in significant cost savings. The decision also halved production time, because the job could be paved in one lift, and minimized disruption to the facility.
Preserve Snow Revenue with Construction Equipment By Sandy Lender
The team at Case Construction Equipment, Racine, Wisconsin, shared in the online event “Build the Ultimate Snow Fleet” that contractors dedicating a piece—or two—of construction equipment to a client’s site for snow removal can gain efficiencies in winter operations. What they were talking about is parking a skid steer or compact wheel loader at the client’s site in preparation for the first weather event of winter and leaving the equipment there throughout the season. This means a dedicated equipment operator goes to the site, fires up the engine, and tackles snow removal without having to deliver the equipment to the site each time there’s a need for it. As Case has included on its website, this also helps with response time because your workers are driving to strategically placed machines to perform work in specific locations. Plowing can get started pretty darn quickly. If the idea of leaving your compact wheel loader alone in the back of a strip mall parking lot gives you nightmares, fret not. With on-board telematics, you can reduce your security worries. Tag that machine, set up a geofence and you’ll sleep better in between snow events. If the idea of plowing between and behind expensive cars driven by corporate types—who may not be watching for a skid steer in the fancy parking lot complex—also gives you nightmares, again, fret not. With the litany of lighting packages standard on construction equipment these days, you can create an eye-catching machine that even the most distracted driver will notice behind his Lexus during a blizzard. Case CE experts spoke of the four-corner strobe lights for the top of construction equipment used in snow removal applications as well as night paving applications. Beacons also help with machine visibility for stressed out customers in the parking lot. Beacons also help your operator with visibility. Take advantage of lighting options and backup cameras with in-cab displays to make safety a priority for everyone. The main point Case has made through its online event and the article “The Case for Equipment Over Trucks in Snow Removal Applications” centers around making the most efficient use of your workforce and fleet in the non-construction season. Do you find your company competing with municipal crews or agency teams for road-clearing contracts each year? Does that give you a headache? There’s logic in seeking commercial clients, instead. You can make the client-service provider relationship more logical, according to Case CE’s experts, by parking one large and one small piece of construction equipment at the client’s location. Then have your dedicated operators bring the appropriate attachments for snow removal applications when the weather requires it. The experts spoke of the arctic sectional snow pusher, specifically, because it’s a Case CE product with a host of features including the ability to “give way” when encountering obstacles. Consider the benefits of your plow “lifting” when you run over an island obscured by snow in the parking lot, rather than crumpling into the hydraulic arm of the host machine.
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46 SEPTEMBER 2021
Case CE experts also discuss the benefits of focused fuel use when focusing on commercial—or otherwise off-road—clients. Because construction equipment often requires a lower horsepower to operate than a truck-and-plow out on the county roads, you see a smaller fuel spend to choose parking lot maintenance versus roadway snow removal. From Case CE: “Why perform a job on a platform that runs at 300-400 horsepower when equipment that operates at 74–200 horsepower will work just as well? The most common machines in snow removal applications range from 74 to 110 horsepower.” For more information on the use of construction equipment for snow removal applications, contact your local Case CE dealer.
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Pavement Management Benefits Campus Terracon brings cost savings, better pavements to complex campus system with pavement maintenance By Jennifer Tran, P.E.
Managing more than 15 million square feet of pavement would be a daunting task for any facilities team, but it’s especially complex when 32 campuses and 16 facilities managers are involved. This is the scenario for a client of Terracon Consultants Inc., headquartered in Olathe, Kansas. The client is Maricopa County Community Colleges, the largest U.S. community college network. Based in Tempe, Arizona, the Maricopa County Community College District (MCCCD) includes 10 regionally accredited locations serving more than 200,000 students each year. Successful deployment of a long-term pavement management plan has resulted in substantial cost savings and operational efficiencies for the college network. This systematic approach allows for consistent field data collection and processing. The plan is built upon annual evaluations of pavement condition based on regularly scheduled inspections of sample units at the network level and project level. For each sample unit, the Terracon team determines the type, amount and severity of pavement distress present. Distress survey information is entered into software to determine pavement condition indices (PCI) and ratings for each pavement.
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Standard PCITM Rating Scale
Suggested Colors
100
Good
Dark Green
85
Satisfactory
Light Green
70
Fair
Yellow
55
Poor
Light Red
40
Very Poor
Medium Red
The Hawaii Asphalt Paving Industry (HAPI) association shared this graphic that shows the pavement condition index (PCI) rating scale, which Terracon and agencies use to assign actionable values to pavements.
Based on the PCI, the team prioritizes pavements into four categories that need various levels of maintenance or rehabilitation. The results of the PCI and the recommendations are then used to develop a rolling five-year budget. As part of Terracon’s services, the team also prepares the plans, specifications and contract documents recommended in the management plan. Consistent with good pavement management practice, maintenance and preservation projects dominate the annual pavement program, which includes large areas of crack sealing and surface treatments. Because the work is on college campuses, construction occurs during Arizona summers when temperatures of the asphalt pavement exceed 155°F. Materials and application of products are specified to meet certain criteria (i.e. temperature) prior to placement.
48 SEPTEMBER 2021
Crack mastic is used on cracks with widths greater than 1.5 inches. You can see it looks similar to crack sealant, but it includes aggregate and other modified materials.
Here pavement surfaces are cleaned and prepared for use of crack sealant. Crack sealant is typically used in cracks greater than 0.25 inches in width.
With extreme conditions in Arizona, asphalt pavements undergo large temperature fluctuation and can become distressed, and cracking in the pavement surface is the primary distress. Rubberized asphalt crack sealant, formulated for the Arizona climate, is used to seal cracks between one-quarter inch to one and one-half inches in width. Crack mastic products are also used. While crack sealant and crack mastic have the same objective, crack mastic sealant is typically used to fill cracks greater than one and one-half inches in width. Crack mastic sealant contains binders with aggregate, synthetic rubber polymers and other modifiers. As such, cracks should be wide enough to accept the pea gravel-sized aggregate and still provide a good bond for the sealant to adhere to each side of the crack. After
given sufficient time to cure, crack mastic sealant provides a more rigid final product and is less susceptible to the heat and impact from vehicular and pedestrian traffic compared to crack sealant. Projects on the campuses are also dominated by global surface treatments, which include slurry seal, fog seal and micro surfacing. The objective of a global surface treatment is to provide a new wearing surface and to protect the pavement surface from weathering, especially from the damaging oxidation of the sun’s UV rays. Micro surfacing is the preferred product by the Colleges due to low levels of aggregate loss and the relatively quick curing time, typically within hours. According to U.S. Department of Transportation Federal Highway Administration (FHWA), micro surfacing treatment can extend the useful life of existing pavements, which are still considered in good condition, by three to seven years. Based on our experience with the MCCCD project and pavements within the Phoenix metropolitan area, micro surfacing treatments are typically scheduled for re-application every five to six years. Micro surfacing material specifications require a mixture of cationic polymer modified asphalt emulsion, mineral aggregates, cement and other set controlling additives. Isolated asphalt patching is also another common form of preventive maintenance repair. While patching is an option, we limit the patching to repair areas with fatigue cracking and potholes. Once pavement conditions become fair or poor, thin pavement overlay or a mill and overlay can be considered to extend the pavement useful life by five to 12 years. Due to our involvement with the project since 1995, we collected field data to determine PCI for every pavement section owned by the MCCCD and included annual construction costs. These accumulated values are graphed to show cost savings over time by implementing a pavement program. With a pavement management program, the average overall PCI is maintained in the mid-70s range—satisfactory to the client—despite additions of deteriorated pavement from acquisition of new properties. Without a pavement management plan, the average overall PCI declines to the 20-point range, which is considered “serious” according to ASTM standards and would require extensive repairs. Though facility managers and property owners may find it challenging to capture the return on investment of a pavement management program, the results can be significant. The MCCCD estimates it has saved more than $30 million by maintaining the average overall PCI at an acceptable condition. If you consider the pavement management implementation expense of $2 million, this means the MCCCD has made a 1,500 percent return on investment by use of Terracon’s program. Terracon’s experienced team of pavement professionals provides clients with a full range of pavement services. Helping clients effectively manage assets can include evaluation and maintenance, to recommendations for existing pavement rehabilitation and replacement. Jennifer Tran, P.E., is a senior project manager and office lead in Terracon’s Avondale, Arizona, office with more than 14 years of experience in geotechnical and pavement engineering and design. Her responsibilities include project design and management, client management, and proposal preparation.
WWW.THEASPHALTPRO.COM 49
Invest in Equipment to Invest in Employees By Sarah Redohl
Historically, the construction industry has adopted technology more slowly than other industries, said Alex Berg during a recent webinar. He’s the CEO of Cratos Equipment, maker of electric skid steers and wheelbarrows, headquartered in Pompano Beach, Florida. For example, the use of vacuum lifting systems has been slow to reach acceptance. “They’ve been around a long time, but we’re only just now starting to see huge growth in the construction industry,” he said. However, added Jeff Keeling, sales and marketing manager at demolition machine manufacturer Brokk, Monroe, Washington, the market embraces technology more now than it did in the past. “The way people see it now is how technology keeps the job site going,” he said. “Although equipment can break down or require parts, for the most part, it doesn’t get sick, it comes to work, and it works at the same speed all day long.” Randy Hayes, vice president of business development at Vacuworx, Tulsa, Oklahoma, has witnessed the value of technology to speed up operations firsthand. “We’ve had contractors who have taken 4x4 slabs 6 inches thick and removed 47 sections in less than one hour by saw cutting and vacuum lifting them,” he said. “With the workforce being what it is today, it’s a requirement to gain those efficiencies now.” Everyone knows the construction industry at large is facing a workforce shortage. What may come as a surprise is the degree to which technology can assist in maximizing the efficiency of your workers, while also reducing turnover and minimizing safety incidents. During a recent webinar presented by Cratos, Berg, Hayes and Keeley shared their insights on how contractors can invest in equipment to invest in their employees. “Having the right products, equipment and technology can increase your efficiency without changing much about the process,” Berg said. “Instead of doing two projects with 10 people, you can do five projects with those same 10 people.”
H
Find the right tech for your team Keeling recommended starting the process by reviewing your last few jobs and imagining how they would have changed with various tools on the market today. “It’s a matter of finding what technology fits on your jobsite that you can take advantage of,” he said. Not only is it a matter of machinery, but also of which attachments can be used on each piece of machinery, Keeling added. “A lot of times people buy a Brokk for the hammer, but it’s so much more than that.” Hayes added it’s important to remember not only can one machine be used for multiple applications, but that one attachment may be used on multiple machines. “This offers different opportunities for idle equipment,” he said. And Berg cautioned against the common construction industry mistake of pushing a machine too hard. “Sometimes, a machine may not be right for the job,” he said. It's also important to realize that new technology may create new bottlenecks. For example, if you’re demolishing more material, 50 SEPTEMBER 2021
you’re going to have more material to clean up. “That may lead you to invest in another machine,” Keeling said, to resolve the new bottleneck. Ultimately, he said, this sort of forward-thinking mindset could lead to an eight-person crew being divided into two four-person crews that can do twice the number of jobs. Minimize turnover with tech “Skilled workers are hard to find,” Keeling said. “You want to do what you can to keep them.” Technology can be a big part of that. “If people are constantly performing tasks that leave them exhausted at the end of the day, day after day, that reduces the longevity of that person’s working career,” Berg said. “If they’re exhausted and have to move into another role, now you have to train someone else. That really affects your turnover rate.” He stressed the importance of equipping people with the tools they need to succeed— otherwise, they may move on to another company or another career entirely. Providing the right tools enhances a worker’s performance and work career, improving their overall happiness and what they bring to your organization, Berg explained. “That’s huge.” Train to operate with ease Although providing machinery that is easy to operate makes it easier for skilled and unskilled workers alike to learn a new piece of machinery, training is integral to success. “You need to make sure everyone jumping on the product has some training to understand its capabilities, do’s and don’ts, and how to maintain it,” Hayes said. Each of the manufacturers offers a variety of training options, from on-site training and online troubleshooting to Facetime calls and mechanic’s schools. All cautioned the importance of following the manufacturer’s recommended maintenance schedules. Keeling said that even if a piece of machinery is simple to learn, he doesn’t recommend putting a new person on your equipment each day. “You want someone who will take ownership of that piece of equipment,” he said. “When they realize it can reduce the amount of work they have to do physically, they’re going to want to take care of it so they don’t have to go back to using a 90-pound jackhammer.” Safety IS efficient and cost-effective Keeling recalls a potential customer who decided to wait to buy a $150,000 piece of machinery he’d been looking at. “Then, he ended up with a shoulder injury,” Keeling said. “He was self-insured and ended up paying three times what the machine cost for that injury.” Each of the panelists explained his company’s philosophies in wanting employees to return home safely at the end of the day. For Vacuworx, this takes the form of its equipment being operated by wireless remote to keep people out of harm’s way and reduce the types of injuries that can happen in lifting operations. “People often look at the price and not the big picture,” Hayes added. “One worker’s comp case will more than pay for some of these machines.”
off the mat
5 Ways to Improve Contractor Margins C
Construction is a high-risk, low-margin business, with some sectors faring better than others. According to Tyler Paré, principal with FMI Corp., a construction-focused consulting and investment banking firm, when barriers to entry are high, margins improve. Data from Risk Management Associates supports this view. Average profit margin before tax was 6% or higher among electrical contractors, highway contractors and utilities in 2019. General contractors had the lowest profit margin before tax of just over 4%. “There are inherent risks in construction work that can negatively impact overall net profitability,” Paré said. Contractors know all too well how labor shortages, supply chain delays, design errors, underutilization of equipment, jobsite accidents and change orders can negatively impact profitability. Corporate strategy plays an important role in how firms mitigate these risks and improve contractor profit margin. We asked three industry leaders to discuss the reasons for lackluster profits and some profit-boosting strategies.
1. REDUCE WASTE
Don Swasing, CEM and COO of site prep firm Schlouch Inc., sees a lot of waste in construction. “There are plenty of people using a fix-when-fail fleet model, who don’t give a thought to the complete cost of equipment ownership,” Swasing said. “We run a high-performance fleet model which means I’m trading at the sweet spot prior to major component failure and not wasting dollars on major repairs. It keeps our team in the latest technology and most reliable equipment. Schlouch tracks equipment use very closely and if a machine is underperforming or not meeting targets, it’s addressed quickly. Troy Guevara, a former contractor who is now a construction technologist for Digitek Solutions, believes contractors are still using a lot of manual processes for tasks such as accounts payable, project reporting and estimating that can be replaced with technology. “They are paying people to do things they don’t have to do,” Guevara said. “You can take those people and put them in other roles.”
2. EMPLOY THE BEST PEOPLE
“The best contractors have the best people,” Paré said. “The best firms are serious about finding, attracting and retaining the best people. They become a destination employer that attracts highly qualified project managers, superintendents, and craft labor. Swasing agreed. “Skill equals profit in construction.” To retain employees, Schlouch uses individual job descriptions, performance feedback and merit increases. They show employees a career path. Employee retention is measured monthly and strategy around retention and employee development is discussed weekly. When the company experienced a shutdown due to COVID-19, they carried healthcare costs for employees. According to Swasing, it’s a move that will improve retention and help nurture the culture of trust among its 300 employees.
3. PUT SYSTEMS IN PLACE
“The No. 1 thing that high-performing contractors utilize are systems that hold them and their employees accountable,” Guevara said. “Systems help employees avoid mistakes.” Without one complete system for estimating, accounting, project management, inventory and tool tracking, Guevara said contractors are leaving money on the table. “The truth is they don’t know what they don’t know.” At Schlouch, they understand the importance of getting employees on board with new systems. “We engage them, listen to their ideas, understand the business problems they want to solve and collaborate on expectations and accountabilities,” Swasing said. “It doesn’t matter what you are trying to do: improve equipment reliability, safety management, or project management. If you can’t get the people rallied around your idea, where you want to go and what you want to do, you are not going anywhere.”
4. GET REAL TIME VISIBILITY
Paré suggested that those contractors who have more control over project risk, have better project outcomes. “Technologically advanced contractors are going to have more
clarity and more control relative to key performance indicators,” he said. “That should lead to better financial results.” “With today’s technology you should have, at a minimum, daily real time job costs,” Guevera said. He said contractors with real time job costs can see the trends before they peak and adjust.
5. PICK THE RIGHT CLIENTS
According to Paré, high performing contractors are more selective about the jobs they take on and will only go after work they know they will make money on. This is one of the keys to success at Schlouch, a company that has been in business 38 years. “We ask potential clients tough questions about their history, how they select a contractor, ability to pay, their public reputation, and safety, Swasing said. “We are looking for shared values.” “The world of the lowest bidder is not the best place to be,” Guevara said. If you do go after low-bid work, it’s essential to understand your costs.
IMPROVE PROFITABILITY
Now that we’ve identified the key areas where you might be leaving money on the table, Swasing suggested taking two steps. The first is to create a clear vision for the business. The second is to look at your business with a fresh set of eyes. “Allow yourself to see the waste and inefficiencies, the guys who aren’t making money, the equipment that chews on your balance sheet and the customers who you can’t make money on,” Swasing said. “You have to be brutally honest.” For contractors who are behind the curve on understanding the financial aspects of the business, Paré recommended focusing on improving the integrity of field reporting, locating a strong accounting partner and improving financial knowledge with help from associations like the Construction Financial Management Association. “A good accountant that specializes in construction is worth their weight in gold,” Paré said. – FROM ASSOCIATION OF EQUIPMENT MANUFACTURERS
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here’s how it works
Step 1 The host machine connects to the universal mounting pad.
Step 2 The operator uses the remote control to swing the arm into the desired offset position, left or right.
Step 4
Step 3
The host machine drives safely on the roadway while compacting sloping shoulders.
The operator continues making remote controlled adjustments for the compaction drumʼs pivot angle and height.
Road Widener’s Offset Vibratory Roller Attachment The offset vibratory roller attachment from Road Widener LLC, a road construction equipment manufacturer headquartered in Delafield, Wisconsin, is designed to increase safety and eliminate rollover accidents on sloped shoulders. The offset positioning of the attachment makes this possible. Here’s how it works: Due to its compact design, the offset vibratory roller is typically transported to jobsites on the same common-width trailer as the host machine. Once on site, the offset vibratory roller can be attached to most skid steers, compact track loaders, road graders or wheel loaders by inserting the host machine’s lift arm pads into the offset vibratory roller’s universal
T
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mounting pad. The offset vibratory roller is then connected to the host machine’s standard or high flow hydraulics and paired to a handheld remote control. After connection and pairing, the operator uses the remote control to swing the arm into the desired offset position and set the pivot angle (up to 30 degrees) and height (as low as 30 inches below the mounting point) of the compaction drum. With the compaction drum in an offset position, the operator can drive safely on flat ground while compacting sloping shoulders, ditches and other hard-to-reach areas alongside the road. The hydraulic connection and remote control allow the operator to adjust the compaction drum from the safety of the cab. Ad-
ditionally, the compaction roller accepts 2, 3 and 4-foot-wide interchangeable drums. Operating off the host machines engine and hydraulics reduces maintenance by 90%, leaving only five grease fittings to look after. For more information, call (844) 494-3363 or visit roadwidenerllc.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.
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new tech
Get Engaged in Work Zone Data Exchange T
The Work Zone Data Exchange (WZDx) project is an opensource data framework that facilitates the gathering and distribution of work zone data in a common format. The goal is to offer drivers, mapping companies, navigation systems, and ultimately connected and automated vehicles (CAVs) universal access to work zone data to improve safety within work zones. It should come as no surprise that road construction companies are a core partner
in the WZDx initiative, alongside state and local departments of transportation, mapping companies, and vehicle and vehicle technology manufacturers. That’s why the Federal Highway Administration (FHWA) launched its Put Work Zones on the Map campaign, which is designed to facilitate adoption of the WZDx framework through education of potential partners, raising awareness for pilot projects, increasing involvement in the Work Zone Data Working Group, and generating excitement for WZDx.
January 2021, FHWA awarded $2.4 million in WZDx demonstration grants to fund projects in 13 states. The Wisconsin Department of Transportation (WisDOT) received a grant of $200,000 to extend the capacity of its Advanced Traffic Management System (ATMS) to produce a statewide data feed available for use by third parties, such as mapping companies. At a FHWA webinar held during National Work Zone Awareness Week in April, WisDOT staff shared details about their WZDx plans. “Our current lane closure system (LCS) was getting pretty outdated,” WisDOT’s Erin Schwark said. The system was launched in 2008 and currently manages requests for more than 10,000 lane closures annually and is used by more than 1,000 users, including WisDOT engineering staff, contractors, county maintenance crews and utilities. “The current LCS was a huge step forward for the state in 2008,” WisDOT’s Steven Parker said. “But as we look forward to the need for real time data for CAVs, we’re looking to improve our LCS’s capabilities.” For the past couple of years, WisDOT has been working on LCS 2.0 to streamline existing workflows and improve interoperability, and expects to launch LCS 2.0 March 2022. “The LCS 2.0 redesign was a perfect fit for Wisconsin to incorporate WZDx objectives,” Parker said. “Our goal with the Work Zone Data Exchange is to build upon existing investments to build a new WZDx-compliant feed,” Schwark said. “We plan to create a program template that other agencies can follow in establishing their own WZDx data feeds.”
WISDOT’S WZDX WORKFLOW
Currently, contractors enter into WisDOT’s LCS their planned construction schedule, which is monitored and approved by WisDOT’s regional traffic engineers. “Right
54 // September 2021
“Our goal with the Work Zone Data Exchange is to build upon existing investments to build a new WZDx-compliant feed. We plan to create a program template that other agencies can follow in establishing their own WZDx data feeds.” —Erin Schwark now, everything is based on the plan,” Schwark said. “Nothing is in real time. If the contractor says they’re starting construction at 9 p.m., we don’t currently have the details to know if they’re actually out there at that time.”
WisDOT plans to test out intelligent transportation system (ITS) devices, such as smart arrow boards, to gather that real time information. “Our goal is to use smart arrow boards in the field to transform estimated or planned lane closures to verified, real time lane closures,” Schwark said. Currently, WisDOT is testing several ITS devices from different vendors and manufacturers in its counties. “As we test out ITS devices and translate estimated information into verified information, I think we’ll start seeing a lot more of these smart devices within Wisconsin.” In addition to this time and spatial verification of work zones, other improvements include the addition of lane details and work zone mapping. “To meet some of the requirements for improved data accuracy within WZDx, we moved to a richer focus on lane level information that matches very well with the WZDx lane level specification,” Parker
said. Ultimately, he said, “the glue that holds all of this together is data harmonization.” Contractors will still input their planned lane closures into WisDOT’s LCS 2.0, and WisDOT staff will continue to approve these requests. However, the ATMS will receive not only the planned information from LCS but also work zone data from ITS devices in the field. This real time, verified work zone data will then be published to a WZDx-compliant feed for third parties to use, whether by a driver’s favorite navigation app or automated vehicles. “The more real time data we can get about our work zones, the safer they will be for workers and drivers,” Schwark said, “and, soon, CAVs.” – BY SARAH REDOHL
To learn more about Work Zone Data Exchange and how to get involved, visit ops.fhwa.dot.gov/wz/wzdx
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