Asphalt Pro - January 2017

The Production Issue

asphaltPRO Production – Professionals – Products

E.T. Simonds Shares Plant Moves

IR-Dry RAP

• How to Protect Feed Sensors • Overlay Ultimate Maintenance • Here’s Your Next Best Investment • How to Incorporate Asphalt in Freight

january 2017 www.TheAsphaltPro.com

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CONTENTS

asphaltPRO january 2017

departments

12

Editor’s Letter

5 –Get Paperwork in Order for Infrastructure Boom

Around the Globe 6

KEEP IT UP

8 - Lock In Safe Plant Maintenance

By AsphaltPro Staff

PROJECT MANAGEMENT

12 – Your Ultimate Guide to Pavement Repairs—Part 3 Perform Pro Asphalt Overlays and Thin Lifts

By Sarah Redohl

PRODUCER PROFILE

18 – E.T. Simonds Uses Winter Downtime to Update Campbell Hill Location

By Sandy Lender

48

MEET THE NATIONAL EXEC

8

26 – Dan Gallagher

By AsphaltPro Staff

THAT’S A GOOD IDEA

48 - How to Protect the Feed Sensor, Protect Quality and Save Money at the Paver

By John Ball

PRODUCT GALLERY

32

50 – Check Out New Paving, Pavement Maintenance Equipment

By AsphaltPro Staff

OFF THE MAT

56 - Prep for Workplace Law Changes

By Lorraine D’Angelo

HERE’S HOW IT WORKS

66 – Ray-Tech Infrared’s AGG/RAP Heating System The Production Issue

Feature articles 32 – Here’s Your Next Best Plant Investment

By Sandy Lender 38 – Score Better Customers This Paving Season

By Sarah Redohl

asphaltPRO PRODUCTION – PROFESSIONALS – PRODUCTS

E.T. Simonds Shares Plant Moves

IR-Dry RAP

• How to Protect Feed Sensors • Overlay Ultimate Maintenance • Here’s Your Next Best Investment • How to Incorporate Asphalt in Freight

JANUARY 2017 WWW.THEASPHALTPRO.COM

42 – How to Get Asphalt on Intrastate Freight Sections

By Sandy Lender

on the cover E.T. Simonds took the time during off seasons to move and upgrade a plant to replace an older facility. See related article on page 18.

Photo courtesy E.T. Simonds.

26

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More than the fact CEI has produced some of the most efficient asphalt heating & storage systems available, since 1969.

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editor’s Letter Get Paperwork in Order for Infrastructure Boom

It’s fair to say that after the election results were announced in November, more than a few U.S. citizens flipped out. While working through the stages of grief, someone created a short animation that described, in surprisingly calm language, how the nation’s economy will utterly collapse if the Trump Administration carries out the deportation of all undocumented immigrants, who, naturally, do all the manual labor in our country.

Of course I tease about the artist’s depiction of our labor pool, but there exists a startling lack of respect for trade industry positions in our society that has led to the idea that such jobs can be handed off to people who have “less education” and/or less rights in our system than someone with a fancy suit-and-tie type of job.

What a shame.

Look at what took place in Alabama in 2011 and 2012 when legislation tightened the enforcement of illegal immigrant laws. Farmers discovered workers leaving the state rather than risk being found out as illegal. Farmers cut back on crops rather than have food rot in fields. It was an economic crisis for the farmers of that state.

I ask you: Where are the road-industry workers to fill the void if undocumented immigrants find it easier to flee than file paperwork through sponsorship with their employers? Are you an employer who is willing to sponsor and file the paperwork to keep skilled workers who may or may not have entered the country under optimum conditions?

I’m going to go out on a limb here and suggest that the department of Immigration and Customs Enforcement (ICE) is not going to sweep across the nation raiding homes or businesses looking for illegal aliens to deport. But I will suggest that with the expected increase in infrastructure funding and project letting for 2017 and beyond, asphalt companies will see busier times in the near future. While bidding on the rebuilding of our nation’s infrastructure, owners won’t have time to stop and deal with interruptions, so it may be wise to plan ahead.

Do you know for a fact that every employee in every department or on each of your crews has his or her proper employment forms on file in your human resources office? Do you have an employee you can sponsor? It may sound Orwellian to you now, but all it takes is one fussy neighbor—or even a jealous competitor—to file an anonymous complaint suggesting your employees get checked out for local ICE officials to investigate. The wise asphalt professional has all that paperwork in order to show that everything is copacetic, and to get back to business quickly and efficiently.

I’ve no doubt America’s roads and bridges will finally get the attention they deserve. And soon.

Associations and OEMs see positive momentum in the next secretary of transportation and in the emphasis the new administration places on infrastructure. Astec Industries’ CEO Ben Brock told AsphaltPro, “President-elect Donald Trump made a great choice in nominating Elaine Chao as the next Secretary of Transportation. Her experience speaks for itself. Having her in the role as the person responsible for executing the President-elect’s strategic infrastructure investment plan should prove to be very beneficial to our industry as a whole. We look forward to Mr. Trump’s vision for our nation’s infrastructure improvement becoming a reality.”

Let’s take a look at just some of the experience Brock refers to. Pete Ruane, president for the American Road & Transportation Builders Association (ARTBA) outlined it in his statement to industry: “As a former deputy secretary of transportation and secretary of labor in the respective Bush Administrations, there will be little learning curve for Elaine Chao. She is already well-versed on federal transportation policy, regulatory and safety matters.”

Yes, immigration is one of the top five items touted in various news sources as a focus for the Trump Administration’s first 100 days, but so is infrastructure. Trump singled out roads and bridges in his acceptance speech on Election Night—or, should I say, around 3 a.m. the next day. You don’t have to look far to find references to the $1 trillion figure he’s pledged toward private sector infrastructure spending with the focus on roads and bridges. That’s good news for the construction industry. To hit the ground running, and stay moving, let’s put all our paperwork in order to be shovel-ready this spring.

January 2017 • Vol. 10 No.4

asphaltPRO 602 W. Morrison, Box 6a

Fayette, MO 65248 (573) 823-6297 www.theasphaltpro.com Group publisher Chris Harrison chris@ theasphaltpro.com publisher Sally Shoemaker sally@theasphaltpro.com (573) 823-6297 editor Sandy Lender sandy@theasphaltpro.com (239) 272-8613 ASSOCIATE EDITOR Sarah Redohl sarah@theasphaltpro.com (573) 289-5390 Art Director Kristin Branscom business manager Susan Campbell (660) 728-5007

AsphaltPro is published 10 times per year: January, February, March/ April, May/ June, July, August, September, October, November and December by Asphalt Pro, LLC, 602 W. Morrison, Box 6a, Fayette, MO 65248.

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-2.

Stay Safe,

Sandy Lender

www.THeAsphaltpro.com // 5

around the globe

Industry News and Happenings from Around the World Asia-Pacific

Grand View Research released a report during second quarter 2016 indicating the Asia Pacific region was the dominant market for bitumen during 2015, accounting for more than 33 percent of the global volume of asphalt use—that use being for all sectors of construction from roadways to adhesives. The report indicated the “efficient transportation system” and “[r]ising demand for paving applications” as well as “[g]rowing construction systems having waterproofed flat roofs” would lend to a steady increase in the area’s demand for bitumen from 2016 through 2024.

Canada

The International Erosion Control Association Region One (IECA) has established a new chapter in Canada. It will be Canada’s essential educational and networking resource for storm water management, erosion and sediment control, and stream protection and restoration.

India

Did you know? Bitumen is typically transported in two types of “packaging” in India—drummed or tank. Producers can get bitumen in polybags, but that’s not preferred because the bags actually melt in the hot climate. Source: Petrosil Media’s India Bitumen Annual Report

United States

Your AsphaltPro magazine staff members are headquartered in Missouri, but share news from all over North America. We welcome you to join us on the web at www.TheAsphaltPro.com. Like us at https://www.facebook.com/AsphaltPro. Ask our editor sandy@theasphaltpro.com how to join the Sharing Asphalt Group on facebook to help promote your asphalt business.

Alabama

• Auburn University and the Alabama DOT join for the 60th annual highway conference Feb. 15 though 16 at the Renaissance Montgomery Hotel & Spa in Montgomery, Alabama.

• Get your registration in early for the Alabama Asphalt Pavement Association (AAPA) 27th annual asphalt paving conference, March 22 through 23, 2017, at the Birmingham Marriott, Birmingham, Alabama.

Arkansas

Sign up for the Arkansas Asphalt Pavement Association’s annual convention, to be held March

6 // january 2017

15 through 17 in Branson, Missouri. Visit www. arasphalt.com for information.

California

• Trimble of Sunnyvale, California, has established a SITECH® technology dealer in parts of Minnesota and Iowa. SITECH Northland joins the network to offer construction technology systems to heavy and highway contractors.

• Plan ahead to attend the Association of Asphalt Paving Technologists annual meeting March 19 through 22, 2017, in Newport Beach, California.

Colorado

Have you signed up to attend the Rocky Mountain Asphalt Conference and Equipment Show?

The 44th annual meeting and education opportunity takes place at the Crowne Plaza Denver International Hotel Feb. 22 through 24. Visit www.rmaces.org for registration information.

Connecticut

ALL-TEST Pro LLC of Old Saybrook, Connecticut, shared the damaging effects of voltage unbalance in construction equipment electric motors. If you have a voltage unbalance, you will see a reduced locked rotor and breakdown torques for your application. You’ll see a slight reduction of full-load speed. You could see as much as a 25 percent increase in operating temperature with a 3.5 percent voltage unbalance.

Make sure you test motor systems and eliminate voltage unbalance when you detect it.

Florida

Orlando will host the 62nd annual meeting of the National Asphalt Pavement Association (NAPA) Jan. 29 through Feb. 1, 2017. Visit http:// www.asphaltpavement.org/annualmeeting for registration and hotel information.

Hawaii

Grace Pacific LLC, Honolulu, proved the versatility of asphalt for the State of Hawaii Department of Education with a paving project at the Farrington High School (FHS). The high-profile project included paving the six-lane running track and associated D-Zone in two lifts, and two parking areas for the recreational facilities.

Working within the tight layout space of the site was a challenge for the project. Haul trucks were scheduled at staggered times to avoid con-

gestion and Grace used a material transfer vehicle to provide the smoothest surface possible.

Source: Hawaii Asphalt Paving Industry November 2016 Newsletter

Iowa

The 2017 Greater Iowa Asphalt Conference & Equipment Expo will be held at the Des Moines Airport Holiday Inn Conference Center March 1 through 3.

Massachusetts

The B2B review site www.contractorscustomers.com, based in Boston, is hailed as a reverse Yelp site, allowing business owners to post reviews of customers with whom they have done business. The website went live in 2016, and is designed to let contractors avoid customers who are not a good match for their businesses while increasing peace of mind and reducing bad debt. See related article on page 38.

Ohio

• OSHA cited an Ohio company in Washington Township, Ohio, after a 33-year-old employee was crushed to death in June 2016 as he was digging soil out of a 12-foot trench, when the trench walls around him collapsed. He is one of 23 workers killed, and 12 others who reported injuries in trench collapses in 2016.

“This man’s life could have been saved by following OSHA’s safety standards that require cave-in protection in a trench more than 5-feet deep,” said Ken Montgomery, OSHA’s area director in Cincinnati. Proposed penalties total $274,359. For information or compliance assistance, OSHA’s toll-free hotline is (800) 321-6742. Source: U.S. Department of Labor • Midwest Equipment Sales (MWE) has relocated the company’s primary warehouse to a 200,000+ square foot facility in Columbus, Ohio. The additional space will accommodate MWE’s expanded breadth and depth of OE and aftermarket tracks, tires and undercarriage parts inventory.

Washington, D.C.

As of press time, President-elect Donald Trump had selected Elaine L. Chao for secretary of transportation. Chao served as the secretary of labor for President George W. Bush and is married to Senator Mitch McConnell (R-Ky.), the majority leader.

keep it up

Lock In Safe Plant Maintenance

Professionals suggest tuning the burner every spring. Perform all maintenance work when the gas is off and proper lockout/tagout procedures are met. Photo courtesy Chris Harrison.

With the number of moving parts and many pieces of heavy machinery at an asphalt plant, employees must be on alert for safe operations at all times. Even when moving parts stop, safety should be top of mind.

Susan Lasser, J.D., prepared an article for Products Liability Law Daily Dec. 16, 2014, that included the horrifying background story of an asphalt plant employee in South Carolina who “was fatally injured while performing maintenance on…a pugmill.” The story explains that the gentleman was inside the pugmill to clean the paddles when a co-worker mistakenly started the equipment. Because the pugmill had not been locked out or tagged out, the accidental activation went through. The gentleman died from his injuries, leaving behind a disabled widow.

The story doesn’t tell of the continuing horror the plant operator must be living with.

Plant owners can help their workers avoid such devastating accidents, but it’s not as simple as providing new employee orientation and a bi-lingual safety manual. Consider the points of maintenance where—and when—safety needs extra attention.

“Injuries occur most often when people take risks to fix a plant after it breaks,” Steve Jackson of N.B. West Contracting, Brentwood, Missouri, said. “People may ignore their training because they can take a risk and get a plant going quicker if they don’t get a harness or lock out a breaker.”

Rushing to get a quiet plant back up and running creates an environment of stress and danger. The same is true of starting a reluctant burner. You want to get going, get production, get tons out the gate, but you can’t sacrifice safety.

For most burner situations, the preventive is the cure. Bo Morrell, the plant manager for Joseph McCormick Construction Co.

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8 // january 2017

Inc., Erie, Pennsylvania, said his team tunes the burner every spring.

They keep fugitive dust from blowing around the burner ring. They perform all maintenance work when the gas is off and proper lockout/tagout procedures are met.

If they have any trouble codes on the burner controls, they address those immediately. Morrell stressed that you never want an employee near the burner when there’s a flame signal. “We work it from the tower,” he said.

That’s another safe maintenance point to consider, according to A.J. Ronyak, the proprietor of Odor Solutions Group, Phoenix, Arizona, and a plant operations consultant. He said there should be no personnel just walking around the plant site until it’s maintenance time. “You need an experienced ground guy walking around at least three times a day,” he said.

You obviously won’t shut down and lock out your entire asphalt plant three times a day, but Ronyak explained that the ground guy who knows what he’s doing isn’t reaching over moving conveyors or into “live” electrical cabinets. “A seasoned guy won’t walk behind the feeds.”

The ground man’s purpose for walking the plant three times a day is routine maintenance. He’s checking things out, looking at potential problem areas. He’s doing so with caution, wearing the appropriate personal protective equipment (PPE) so that vendors such as AC delivery drivers and the wheel loader operator can see him clearly. He’s also aware of his surroundings and the hazardous areas of the plant. As Ronyak stated, seasoned ground personnel won’t venture into areas near the feed bins where stray material can bounce or overflow onto them. They won’t look at silo gates during plant operation whether a haul truck is in the vicinity or not.

These safety measures may sound like common sense to the veteran plant manager, but they may be new information to a first-year plant operator or maintenance tech. Newer employees and employees returning to the plant after their first winter away can benefit from a refresher in a safety discussion when it comes to routine and emergency maintenance procedures. Shortcuts too often result in injuries. Ignorance of proper procedure—such as lockout/tagout— too often results in tragedy.

The safety discussion also gives employees the chance to get invested in their safety. As reported in the October edition’s Keep It Up column, Oldcastle Materials Safety Director Skyler Willard explained that employees for the company were highly likely to use a new and innovative safety device because they had developed it.

The team at Oldcastle Materials—Montana Companies, based in Helena, Montana, had won a national safety award for developing an asphalt drum non-entry rescue system to be used during plant maintenance. Willard said, “It’s empowering for our employees to come up with a solution…Because it was their idea, chances of someone using it are 100 percent.”

When you prepare to perform any type of maintenance, whether it’s planned or an unwelcome surprise, take the time for lockout/ tagout. Take the time to inform someone that a member of the crew will be in harm’s way. Use the buddy system so a colleague is aware

keep it up of the ground personnel or mechanic’s location and actions. Put an extra sign on the control panel in the control house or on the operator’s station of a piece of equipment so no one can mistakenly work around the lockout.

We’ve provided a cut-n-dry version of such a sign on below that you are welcome to tear out and use. This sign, and a second version, is available on the AsphaltPro website with this article. Download, copy and use them as you wish.

Above all, institute and practice safe protocol for routine maintenance so the steps are second nature when unplanned maintenance occurs. You don’t want a simple maintenance emergency to turn into a medical emergency for a co-worker. Plant parts can be replaced; a human life cannot.

–By AsphaltPro Staff

10 // january 2017

Oldcastle Materials Safety Director Skyler Willard explained that employees for the company were highly likely to use a new and innovative safety device because they had developed it. Photo courtesy NAPA.

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project management Your Ultimate Guide to Pavement RepairS

Perform Pro Asphalt Overlays and Thin Lifts When it comes to minor surface distress, sometimes the best option is to perform an overlay.

“Overlays have some distinct advantages compared to less costly surface maintenance treatments,” said Terry Humphrey, a training consultant at Caterpillar Paving Products, Peoria, Illinois. “In addition to sealing shallow fatigue cracks, overlays add strength to the existing structure and provide support for heavier loads with less chance of stress failures in the bottom layer of asphalt. Overlays can restore the proper

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12 // january 2017

transverse profile (slope) and improve longitudinal profile (smoothness).”

Overlays are an ideal tool to upgrade the existing pavement’s structure, as long as the increase in elevation doesn’t create a drainage or clearance issue, Humphrey said.

However, the pavement must be in suitable condition. According to Humphrey, overlays generally aren’t used if the pavement has full-depth cracks, block cracking, deep ruts in the wheel paths or underlying base problems, such as moisture or deformation.

part 3 “If the failure is from structural damage, the repair needs to be made before a new surface is placed,” said Al Cleeland, in business development at VT LeeBoy Inc., Lincolnton, North Carolina. “The top layer is only as good as the bottom base. If the base is weak, you may have to remove the old and add virgin or recycled base materials in its place before you start the final overlay.”

“To know the extent of the damage, you really need to cut a core—or several cores— of the project to find out what’s going on,” said Richard Kramer with Roadtec Inc., Chattanooga. “If the pavement is only showing surface distress, the thin overlay can work. If it’s major, you’ll have to go deeper.”

For agency jobs, Kramer said, the contractor is paving based on the bid specs.

“But when it comes to commercial paving, it’s a whole other world,” he said. “Then it’s up to the contractor to decide whether it is minor environmental damage or failure of the asphalt that’s there.”

According to Mark Bolick, general manager of product support at LeeBoy, overlays are a suitable solution when: • a pavement surface is oxidized with minor surface cracking; • there is a loss of skid resistance; • wheel paths need to be leveled; or • there has been minor water intrusion.

A conventional overlay is at least 1.5 inches thick, while a thin overlay is less than 1.5 inches thick. In this section of the article, we’ll outline tips for—and best practices of—paving overlays and thin lifts.

“A thin lift improves the road surface from environmental wear, improves the skid resistance and has a minor leveling improvement,” Cleeland said.

When it comes to selecting the right solution, Kramer said it depends on the pavement.

“If you have a road that’s 15 years old and only showing some surface delamination and minor cracking that’s not letting water go through, a thin overlay will seal the road and keep water out, which is the number one problem,” Kramer said. “But you have to be preventative about it. You have to act before it’s too late.”

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project management Best Practices for Paving Overlays

According to Kramer, the three most important things a contractor can do to ensure the best overlay results are to use proper planning, communication and an experienced crew.

Proper planning starts with determining the cause of the distress to figure out if an overlay will solve the problem.

For example, overlays can only solve surface cracking. “If the pavement is cracked all the way to the base, an overlay won’t cure it,” Kramer said. “That cracking will come back pretty soon.”

When it comes to performing overlays on pavement that includes rutting, Humphrey said the rutting must not be too deep.

“If the depth of the rut is more than half an inch, the variation in overlay thickness will cause variable density and increase the likelihood that the ruts will re-appear quickly,” Humphrey said. “Depending on the layer thickness and the nominal maximum aggregate size, the screed may not float over these high spots. Instead, the screed will drag aggregates and the surface of the mat will be open. Moisture will penetrate in these areas and a pothole will soon develop.

“Consequently, thickness will be somewhat variable transversely across the width of the mat,” Humphrey continued. “Mat thickness should be at least twice as great as the largest aggregate in the mix over the high spots. This will help prevent dragging aggregates under the screed and will improve the likelihood of achieving acceptable density.”

To maximize the quality of your overlay, severe rutting—and any severe issues, for that matter—should be addressed prior to the installation of the overlay, Bolick said.

For example, in the case of severe rutting, Humphrey recommends removing a por-

“A lot of people don’t put much emphasis on a tack coat. It might not matter for thick lifts, but thin lifts? Absolutely.”

—Richard Kramer 14 // january 2017

tion of the rutted surface to a depth twice that of the rut using a cold planer. “Or, a truing and leveling course should be placed to fill the ruts prior to overlay,” he added.

Then, you can start planning to perform your overlay, starting with cleaning all areas that need to be resurfaced and applying a tack coat—the best practices of which have been covered in previous articles from AsphaltPro. “The most common mistakes on overlays are not doing the proper cleaning and prepping of the base,” Bolick said, “and laying too thin a layer of material for the road demands…Make sure the lift thickness being applied meets strength requirements for the traffic loading.”

After you’ve determined the depth of the mat, it’s important—as Kramer said— to plan ahead and keep your trucking on schedule to make sure you consistently have hot mix. Kramer suggests shorter hauls from the plant and making sure your haul trucks have tarps and insulated beds.

“Schedule those trucks according to your paving speed.”

It’s also important to communicate best paving practices to your crew regularly.

“When you set down to pave, you have to go through Paving 101—make sure the screed is hot, make sure you have a proper lead time, that your flow gates and tow points are set right, etc.,” Kramer said. If you get those pieces in place, it’s all about making small corrections as you start paving. “You don’t want to Johnny Windmill that screw.” Small changes make a big difference on a thin lift.

Kramer said it’s also important to remind your screed operator to pay attention to what’s ahead, but also what’s behind them.

“The biggest mistake is not looking behind at the mat, or not being able to read it properly,” Kramer said. “If there’s pulling or tearing, something is out of adjustment.

If you’re leaving a little bitty line, fix it. That flaw will be a failure in the future.”

Kramer also stressed the importance of properly sealed joints, which require the proper amount of overlap—a minimum of ½ an inch and a maximum of 1 inch.

“One of biggest mistakes is to lap over too much or not enough,” Kramer said. “If you’re trying to run that endgate dead on the joint, you’re going to starve it. If you’re

1.5 inches lapped over, it’s going to hold the screed up and you’re going to have poor compaction at the joint because the roller won’t compact all that extra material.”

The third key is running with an experienced crew. If experience is in short supply,

“Time available for compaction is less when working on thin mats. Thin mats lose heat quickly, especially when the ambient temperature is relatively low.”

—Terry Humphrey that doesn’t mean training has to be. Kramer said there are many options to train your crew, from manufacturers’ training programs, to conferences and special consultants.

“It’s hard to hold your crew accountable for their mistakes if they haven’t been trained properly,” Kramer said. “I teach a lot of schools [for Roadtec], and I’m constantly telling people during those trainings that we’re artists. We’re painting this world black and we should do the best job we can on every job because it’s a reflection on you and on the asphalt industry.”

Best Practices for Paving Thin Lifts

As with any pavement repair, you have to start with a clean surface.

“The cleanliness of the pavement and performing a tack coat is critical,” Kramer said. “A lot of people don’t put much emphasis on a tack coat. It might not matter for thick lifts, but thin lifts? Absolutely.”

You also have to be sure to apply the right amount of tack. “If you put too much down, it’s going to bleed through that thin lift, and if you apply too little, the pavement will slide on the tack.”

Once the crew starts paving, one of the easiest mistakes to make on thin lifts is paving too fast, Humphrey said. To prevent this, he recommends choosing your speed based on the type of mix being laid and the effect of high speed paving on the grade

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project management control system. He also suggests selecting a speed that consumes the mix in an efficient manner and planning the compaction process to match the paving speed.

“One of the easiest mistakes to make when paving thin lifts is not getting the roller on the material fast enough when paving in cold weather,” Bolick said. Another mistake he sees is selecting a mix with the incorrect aggregate size.

“You need to be putting down material that has good stone-to-stone contact,” Cleeland added. He suggests consulting your state DOT standards, your state paving association or national associations when determining the right mix to use, depending on the pavement’s level and type of distress.

When it comes to mix selection, Humphrey said a mix with a modified binder, such as polymer or latex, will be stickier and stiffer, and might tear under the screed at high paving speeds.

“Hairline cracks appear in the surface of the mat,” he said. “Slow the paving speed until the cracks disappear.” He also suggests using screed vibration and adjusting the frequency so the vibration isn’t too excessive. Overall, he believes mix designs without modified binders are easier to apply as thin lifts.

You also need to consider the effect of high paving speed on the grade control system. “In general, any grade and slope control system begins to lose accuracy when the paving speed exceeds around 60 feet per minute,” he said. “In other words, the grade control system cannot measure deviations and react in a timely fashion.”

At speeds greater than 60 feet per minute, Humphrey said tow point movement can become erratic. To remedy this, he recommends limiting paving speeds to 60 feet per minute or less, or paving manually to ensure smoothness.

It’s also important to calculate a paving speed that allows you to pave continuously without long stops waiting for trucks.

“The speed calculation is based on tons per hour delivered to the job site, paving width and paving depth,” Humphrey said.

For example, he said, to lay down 200 tons per hour at 1.5 inches thick and 12 feet wide, the paving speed would be 35 feet per minute using a material transfer

16 // january 2017

device, or 43 feet per minute with truck transfer to the paver. However, if the thickness in this scenario was changed to 1 inch, the speed could increase to 52 feet per minute and 64 feet per minute, respectively, to maintain the 200-TPH production rate.

“Obviously, higher production rates will drive even higher paving speeds,” Humphrey said.

Lastly, Humphrey said it’s vital to match the compaction process with the paver speed.

“The trickiest part of paving thin lifts is probably not the laydown process,” Humphrey said. “It is the compaction process.

We have to achieve adequate density but we are limited as to the amount of force we can apply to a thin mat and we are limited in the time available.”

It’s important to apply only the amount of compaction force the mat can accept.

“Too much force can fracture aggregates, create a washboard effect, and actually introduce air voids into the asphalt layer,” Humphrey said.

In addition to force limitations, you’re also working against the clock. “Time available for compaction is less when working on thin mats,” Humphrey said.

“Thin mats lose heat quickly, especially when the ambient temperature is relatively low.”

Consider the following example: Thickness: 1 ½ inches Ambient temp: 450F Wind speed: 10 mph Sky: overcast Base temp: 450F Base type: milled asphalt Mix design: dense AC: PG58-34 Laydown temperature: 2800F Cessation temperature: 1750F “Under these conditions, there are 14 minutes available to complete the compaction process,” Humphrey said. “Knowing the time available for compaction will help you set up the compaction process before you begin to work. It can also help determine the plant output temperature that will aid the compaction process.”

If vibratory compaction is possible, Humphrey recommends a breakdown roller with high frequency (more than 3400

“The top layer is only as good as the bottom base. If the base is weak, you may have to remove the old and add virgin or recycled base materials in its place before you start the final overlay.”

—Al Cleeland vpm) and low amplitude (drum movement between 0.01 and 0.019 inches).

To illustrate this point, imagine a breakdown roller with 67-inch drums and a frequency of 3800 vpm performing a seven-pass pattern. With those details in mind, that roller can keep up with a paver laying a 12-foot-wide mat at 35 feet per minute. However, when the mat thickness is less than 1 inch, the paver could be moving at 52 feet per minute. At that rate, you’ll need two breakdown rollers with 67-inch drums or a wider drum roller that can develop a five-pass pattern, Humphrey said.

If the drum starts to bounce, Humphrey suggests trying to keep one drum vibratory and one drum static. If vibration isn’t possible, he recommends choosing a roller with the highest static force, or pounds per linear inch.

He also recommends using caution when stopping the compactor to reverse direction. The best practice for rolling is to slow the roller to a gradual stop before reversing.

This is especially true for thin-lift paving.

“Thin mats tear easily,” Humphrey said.

“Do not make aggressive turns while stopping, especially when using compactors with drum widths of 79 or 84 inches. Continue to stop at an angle, just a smaller angle.” Split drum models can help minimize tearing on thin mats, he said.

As with any job, attention to detail is key.

“You have to observe what you’re doing to make sure you’re getting mat quality,” Kramer said. “If you see a mistake, fix it.

Uniform thickness means uniform density and compaction. Laying the perfect mat will lead to perfect results.”

–By Sarah Redohl

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producer profile

E.T. Simonds Uses Winter Downtime to Update Campbell Hill Location At E.T. Simonds Materials’ Campbell Hill, Illinois, location, the company had been operating a 1967 model Stansteel batch plant for over 30 years. Beck Simonds, president, shared why it was time for an upgrade. “The primary reason was due to the age of the existing plant, and we wanted to do more recycling.”

While the southern portion of Illinois doesn’t have an abundance of recycled asphalt pavement (RAP) or recycled asphalt shingles (RAS) stockpiled for use, Beck Simonds is watching the change Illinois Department of Transportation (IDOT) is making in its recycle program. With specs basing the amount of recycle producers can use on asphalt binder replacement, Beck Simonds took a look at using a dual bin system where his crew can run both RAP and RAS at the same time if they want to.

The market for the Campbell Hill location is inconsistent from year to year, so the team began by looking on the used market for the plant’s replacement. In 2013, with the help of Tarmac International out of Kansas City, Missouri, they found a 1991 Astec relocatable Double Barrel™ plant in Jefferson City, Missouri. “We knew the plant needed a little work, so the project began,” Beck Simonds said.

Illinois is not one of those states where the weather is conducive to production and paving all year ’round. The E.T. Simonds team took advantage of that for the plant work.

“Due to the seasonality of the asphalt business in Illinois, there are usually three to four months during the winter in which there is excessive downtime,” Beck Simonds explained. “We took this time to use our existing staff to work on this rebuild process. In 2013, we took our own team from Illinois out to Jefferson City to dismantle the existing plant. We hauled

A

18 // january 2017

26 loads back to Illinois in about a threeweek period. We worked on different components over the winters, during downtime. We left the old Stansteel plant up until 2015.”

In 2014, they completely rebuilt the used plant’s slat conveyor, replacing the floor, chain, sprockets, bearings, shafts and rollers. “The control house that came with the plant was smaller than what we wanted, so we found a larger house in Ohio, and completely rebuilt it,” Beck Simonds said.

In 2015, they altered the drum.

“We decided to change the plant from a double barrel to a duo-drum plant,” Beck Simonds explained. “To accomplish this, we hired Astec for engineering help in the conversion. We removed the outer shell and cut off the mixing arms, tips and paddles. We used the inner drum from the double barrel as a conventional dryer, and installed a recycle collar designed and fabricated by Astec. We purchased a new rotary mixer from Reliable Asphalt Products to complete the duo-drum.”

“E.T. Simonds and Reliable Asphalt Products have had a working relationship dating back several years,” Will Rabatin of Reliable Asphalt Products shared. “Scott Robertson, the E.T. Simonds asphalt operations manager, is extremely knowledgeable and thorough in both asphalt production as well as mechanical and electrical operation. He was able to specify the exact components needed for the upgrade to the Campbell Hill facility. The project had a very large scope and there were going to be many new additions to the plant—mechanically, electrically, as well as a new control system.

“Reliable Asphalt Products was able to provide a new RAP rotary mixing drum for the project,” Rabatin continued. “Beck Simonds and Scott Robertson are both very

The completed plant at the Campbell Hill location was up and running in 2016.

www.THeAsphaltpro.com // 19

producer profile

From left, Charles Gum, Alex Smith, Taylor Teel, Brad Burris, Cory Damoron.

Here, Rick Eddington welds the cold feed bins.

Beck Simonds took a look at using a dual bin system where his crew can run both RAP and RAS at the same time if they want to.

Reliable Asphalt Products provided a new RAP rotary mixing drum of 76 inches by 18 feet for the plant upgrade, to allow E.T. Simonds to run higher amounts of RAP/RAS while maintaining quality mix.

After getting quotes from a few vendors, they had Quality Sheet Metal of Carbondale wrap the outside with 18-gauge aluminum for a polished, professional look.

knowledgeable on asphalt plant industry technology and were evaluating all possible equipment solutions for the Campbell Hill project. E.T. Simonds had recently acquired a contracting company who had a facility that was converted from a batch plant to a dryer and rotary mixing drum

mixing drum would also serve the market better than the batch plant for Simonds with increased continuous production with the capability to run higher percentages of recycled materials. Simonds was also able to add additional hot mix storage as well as upgraded electrical components and controls—

20 // january 2017

setup. Through operating the acquired plant, Beck and Scott saw that the two-drum setup made very good mix, especially when using higher percentages of recycled materials. “This sparked the idea of possibly converting the existing plant from Jefferson City to a dryer and rotary mixing drum setup. The

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producer profile

The E.T. Simonds crew wasn’t satisfied with the size of the control house that came with the used plant from Jefferson City, so they found one to purchase in Ohio and fixed it up to their specifications.

The crew moved the plant from Jefferson City in 26 loads in a three-week process. When it was time to work on the drum change, they removed the outer shell and cut off the mixing arms, tips and paddles, saving the inner drum from the double barrel to use as a conventional dryer. They installed a recycle collar designed and fabricated by Astec, then purchased a new rotary mixer from Reliable Asphalt Products to complete the duo-drum.

22 // january 2017

E.T. Simonds began site excavation and footing construction in January of 2016. Components started to go up in May. The crew used June and July to get everything wired up, changing out the PM96 controls to the Astec TCII with WM 2000. Production began in August.

both of which were significant operational upgrades over the existing batch plant.”

Beck Simonds discussed some of the other upgrades the team took on. “In 2016, we relined all the cold feed bins along with changing out all drive motors. We converted one of our RAP bins to a back weigh feed system for use with RAS and put in-line with another RAP feeder for a double RAP/ RAS system.”

Robertson shared that the feeds include air cannons and vibrators for both the RAP and RAS bins. The RAS bins have steeper sides, almost vertical, to help with material flow. They use load cells to weigh the material, and now have Astec’s WM 2000 loadout system for blending and plant control.

Robertson said the system offers unlimited storage of mix designs.

The new silos store up to 400 tons of completed mix. They have an extra layer of protection, too. Robertson explained that the outer shell of the silos took a bit of a beating during the move. “It was showing some pretty good fatigue.” The insulation was in good condition, but the high-profile silos had dents that didn’t really match the rest of the shiny new plant. “Everything else about the plant was looking so good that we wanted to go ahead and fix them.”

After getting quotes from a few vendors, they had Quality Sheet Metal of Carbondale wrap the outside with 18-gauge aluminum for a polished, professional look.

With the change to a continuous run plant, the company needed to apply for a new permit. “It wasn’t as tough as if we were trying to set up in a new location,” Beck Simonds shared. The new plant is in close enough proximity to the batch plant that came down that they didn’t have to worry about zoning, and management handled the filing with a consultant’s help with the final paperwork.

Rabatin spoke highly of the crew’s skill.

“Led by Taylor Teel, the site plant manager, the crew did a tremendous job both in site prep and plant setup. It is never easy putting a plant back together when the configuration is changed and there is new equipment added, but they did a great job. Prior to setup onsite, the crew was able to complete extensive repair work to the plant to ensure solid performance during production. The new facility looks fantastic and is laid out in a way that

is both functional and efficient for the plant staff as well as truck traffic. The site is large and Simonds was able to use another part of the property to set the new plant, however the existing batch plant did have to be dismantled. Overall, it was a very good project and I would say the whole E.T. Simonds team is proud of what they accomplished.”

Beck Simonds is proud of the team. He shared, “The most rewarding part of the

process for me was the fact that nearly 95 percent of this project was completed by our own employees and equipment. Seeing the hard work and dedication that they put into this project was amazing. They bought into the idea from day one, and the final product really shows. I’m excited about our new plant and the many years of service we hope to get out of it.”

–By Sandy Lender

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meet the national exec

Meet the National Exec: Dan Gallagher T

The AsphaltPro staff continues the tradition of introducing the incoming chairman of the National Asphalt Pavement Association (NAPA) with 2017 Chairman Daniel Joseph Gallagher.

He’ll be inducted during the 2017 annual meeting Jan. 27 through Feb. 1 in Orlando.

He is the vice president and CFO of Gallagher Asphalt Corp., working among the company’s Thornton, Joliet and Bourbannais locations.

Let’s get to know the new chairman. » The Company: Gallagher Asphalt Corp. » How long has Gallagher Asphalt been a member of NAPA? 61 years » How long have you been in the asphalt industry? 29 years » Do you have a degree related to the industry? B.S. in Mechanical Engineering Technology from Purdue University Purdue is home to the North Central Asphalt User/Producer Group » Family: Wife, Sarah Gallagher; Children—Donald Gallagher, 26 (married to Kandice); William Gallagher, 24; Janie Gallagher, 22 » Pets: Two Labradors—Jake and Sky » Most influential book you’ve read: Elon Musk: Tesla, SpaceX, and the Quest for a Fantastic Future, by Ashlee Vance » Hobbies: I enjoy spending time with my family in Wisconsin, as well as hunting, fishing, and scuba diving. » How/why did you join the asphalt industry? I grew up as the third generation in the family business, and I enjoyed working summers for the company. One of my favorite summers was in 1981 when I helped erect an HMA warmer plant at our Chicago location, which allowed us to switch between recycled mix and virgin

26 // january 2017

The AsphaltPro staff is delighted with this lovely result of the new NAPA chairman’s SCUBA diving hobby.

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meet the national exec

LEFT: Dan and Sarah Gallagher. RIGHT: The immediate Gallagher family mix with our batch plant. It was my first experience seeing engineering in action as each piece was lifted and fitted into place with little field adjustment. After graduating from Purdue, I worked for General Motors for about four years, before I was invited to join the company as a plant foreman. » Would you say your company has had much difficulty or not much difficulty in recent months, in finding qualified workers for Gallagher Asphalt or Gallagher Materials crews? To what do you attribute that phenomenon/trend? The Chicago market is a strong union environment, which can assist in filling labor needs.

On the project manager/project superintendent side, however, it is difficult at this time to find experienced candidates.

Our solution is to hire recent graduates and train them in the ways we like things done. Thanks to Gallagher Asphalt Vice President Dan Darden, we started an internship program in 2010 with one intern. Last year, we had about five interns.

We see internships as a great way to test drive and see how well an individual may fit into the organization. » Could you give an example of a way the Illinois Asphalt Pavement Association assists its members with workforce

28 // january 2017

development? Kevin Burke works closely with the IAPA QC Manager Group and Scholarship Program to encourage the development and growth of talent for the industry. » Could you give an example of a way your company works with area employment agencies or workforce development agencies to encourage interest in construction/engineering/ asphalt as a career choice? Gallagher works closely with South Suburban College, a community college in South Holland, Illinois, to ensure its Highway Construction Careers Training Program graduates are ready to succeed in the asphalt pavement industry. We have a Gallagher manager who sits on the advisory board for the program. The advisory board sets, reviews, and implements curricula, policies, and graduation requirements. We also sit in and facilitate mock interviews for students, and speak to each class about what they can expect once they are hired and working in the field. Students also get laboratory tour and asphalt plant tour, which includes at least two hours of classroom time and lunch. Finally Gallagher works with IDOT to promote training programs that are IDOT-funded and reimbursable to the contractor.

» What is your favorite method for recruiting new asphalt professionals to the industry in general? If I could always fill needed positions with people whom I have met over the years and worked with, I would choose to do that, but, because that isn’t always possible, we turn to professional recruiters. » On a scale of 1 to 5 (1 being none at all; 5 being very much) how much of a threat to the asphalt industry’s market share is the concrete industry in Illinois, specifically in the Chicago area? Four. We have seen more private projects in the last year going concrete than we have typically seen in the past. It’s not always a question of price; at times, they just wanted concrete. We need to continue to educate buyers that asphalt is the better choice. » What are your top 2 or 3 ideas for helping NAPA members, and the asphalt industry in general, stay strong in light of PCA/NRMCA desires to increase their members’ market share? Work closely with the Asphalt Pavement Alliance team—Amy Miller and Dan Staebell—to make sure NAPA, the Asphalt Institute, and the State Asphalt Pavement Associations are providing the support they need to be successful.

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meet the national exec

» As you take on the travel and engagements of a NAPA chairman, who will assist with your many responsibilities back at Gallagher Asphalt? I’ve always subscribed to the belief you need to hire smarter people than yourself and get out of their way. I’m looking forward to seeing how well things go when I’m truly out of their way! I also have two great partners who will pick up anything I miss.

Get-to-Know Dan Gallagher » What do you see as the most important part of your job as the 2017 chairman for NAPA? I think my role is to continue working with other NAPA members and staff to focus on the strategic objectives that NAPA’s membership and leadership have set. I look forward to sharing all the programs and work NAPA is accomplishing as I represent the association across the country, encouraging membership and involvement with the association. I would like to see the IMPACT Leadership Group continue to grow with more of our members getting involved; that is one of the ways I got involved with NAPA almost 30 years ago. » Could you share with our readers an example of a challenge you’ve overcome in the past and how you overcame it? I think I’ve been blessed. That said, dealing with loss of my father to Alzheimer’s disease was a horrible and painful process.

TOP LEFT: Selfie win. TOP RIGHT: Dan Gallagher will serve as the 2017 chairman for the National Asphalt Pavement Association. MIDDLE AND BOTTOM: From work to play, Dan Gallagher concentrates on getting things done.

30 // january 2017

» Could you share a quote that you find inspiring/motivating? “Give up what you want now for what you want most.”

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Here’s Your Next Best Plant Investment

By Sandy Lender

The dryer installed at N.B. West includes a knock-out box to allow fines to enter the RAP collar via gravity chute. Photo courtesy Tarmac International.

Producers need to take advantage of winter downtime to get asphalt plants in optimum condition for season startup— that’s a given. Let’s dive right into modern ideas. The manufacturers who visit plant sites and place the orders all year long took some time to share what’s hot among your peers for updating the facility and improving the bottom line.

Ron Heap of Tarmac International Inc., Kansas City, Missouri, sees producers looking for incremental production improvement of the total tons per hour or in the percentage of recycled materials in mixes. “Often this production request can be improved with efficiency in the drying section of the drum mixer with adjustable flights, or in the preparation and number of recycled products,” Heap shared.

P

How Much Do You Dry?

To increase production by 33 percent for a $600,000 price tag for a specific customer in the Kansas City area, Tarmac personnel focused mainly on the dryer and air moving equipment. That involved replacing the 8-foot-diameter drum with a 9-foot-diameter drum, and replacing fixed drying flights with adjustable drying flights. The mixing flights to be used in the new dryer are now self-cleaning. Heap explained you can’t expect to increase production by 33 percent without modifying your air pollution control system, too.

32 // january 2017

“Fortunately, they had an oversized baghouse to begin with,” Heap said. This saved the contractor thousands of dollars right off the bat.

“The air system went from 45,000 ACFM to 55,000 ACFM. Our customer already had a VFD on the fan, and that was moved from 200 HP to 250 HP.” Heap explained, “Other improvements include a knock-out box over the dryer to allow fines to enter the RAP collar with a gravity chute versus augers from the baghouse. The lower drum tire was moved away from the RAP collar keeping the lower tire/trunnions assembly cleaner.”

Now Tarmac’s client will have higher production to better serve early morning contractors.

Jim Grida of Reliable Asphalt Products Inc., Shelbyville, Kentucky, sees producers still going for the addition of silos, bins and tanks to get more production. It may seem a standard fallback for updates, but the reasoning remains sound. Think about the number of mix designs your facility produces in a typical week, and then think about capacity.

“Depending on the plant, more silos make it easier for the operator to run multiple mixes,” Grida shared. He’s not wrong on that point, or on the idea that more cold feed and recycle bins give the plant more flexibility.

“More and more mix designs call for five to six different blends of sand and stone, making the plant harder to switch on the fly,” Grida said. “More and more plants are running 30 percent or more RAP, and they’re needing to fractionate their RAP so their QC can fine-tune the mix design.”

Jerry Vantrease, the construction sales manager for Heatec Inc., Chattanooga, sees producers looking at additional tank storage to meet demand for more mixes and to take advantage of cheaper asphalt prices. When working with producers, he often recommends upgrading to a more efficient heater along with insulating lines, flanges and related equipment to get more efficiency at the plant.

How Efficient are You Overall?

A common thread in this guide is getting the plant to operate more efficiently. Travis Sneed with Astec Industries, Chattanooga, spelled that out. “Efficiency is always going to be one of your main concerns, even when you’re not buying new equipment.

One of our jobs is to make the owner aware of what’s available that can improve his efficiency.”

Depending on your location, you’ll have more or less interest in the many tools available in the marketplace. “A plant in Florida that deals with high moisture will have a different need to ‘up’ production compared to a plant in the west where it’s dry,” Sneed said.

Sneed reminded owners to look at the overall plant site. “Does he have paved stockpiles? That cuts down on drying his materials.

So it starts out as a site assessment to make sure the whole site meets his needs. Regardless of where you’re at, make sure your equipment is sized properly. Plants run more efficiently when at their top capacity. If you’re running 150 tons an hour through a 400-ton-an-hour plant, it’s not efficient.”

Clarence Richard of Clarence Richard Companies, Minnetonka, Minnesota, sees a common fix at plants at the drag slat conveyor.

Why Fix What Ain’t Broke?

One resource shared an example of an asphalt producer who has been in business for many years, successfully making mix and money. In recent years, that producer has lost a number of bids to a competitor in the marketplace because the competitor is able to control materials costs through its own asphalt terminal and the use of RAP in its mixes.

Obviously, not every asphalt producer can afford to take on the debt for setting up his or her own terminal for liquid material. But isn’t it past time to invest in the equipment to successfully run RAP? Is this the right time to invest in the technology to add warm mixes to your offerings? Have you waited long enough to slope, pave and even cover the area where aggregate and RAP are stockpiled? Maybe it’s merely time to retune the burner and assess the size of the baghouse in relation to the tonnage you run for your best efficiency. Whatever time it is for you specifically, the clock is ticking on the winter down season for most producers to make decisions and make their next best plant investment.

www.THeAsphaltpro.com // 33

When he goes to a plant site to train personnel, one of the first things he recommends to increase energy efficiency is to put a VFD on the drag conveyor.

“If the plant is rated for 500 tons an hour, but they regularly run at 250, the drag is going, going, going,” Richard said. “You want to put a VFD on the drag conveyor so you can vary how fast that goes. Then you’re not wearing out your drag, or its sprockets. You save on energy draw that way. It’ll pay for itself in just a couple of projects when you’re running at 250 tons an hour.”

Lennie Loesch of Stansteel/Hotmix Parts & Service, Louisville, Kentucky, also recommends looking at the overall plant as a whole, and he brings plant efficiency in line with quality.

“Going in and doing an examination or an audit of the facility is the first step to making a recommendation,” Loesch shared. “In some cases, dramatic production increases can be made by adjusting the induced draft fan on the baghouse system or modifying the flighting in the rotary dryer. At other times, there may be more of an investment required to modify the plant to accept RAP or RAS. There are a number of other cases that may be more of an issue with product quality. If the plant has not kept up to date with technology on weighing, metering and interlocking, it may be time to look at a new control system that accurately proportions all the ingredients to make not only quality mix, but one that would receive bonus payments exactly meeting the government specification and allowing proper on-road compaction.”

Loesch pointed to Stansteel’s RAP EatVERY TOP: Switching to the RAP Eater drum allows this producer to run mixes with more er™ counterflow drum mixer. “The RAP Eatthan 50 percent RAP. Photo courtesy Stansteel. ABOVE: Meeker Equipment introduced the er drum will provide the asphalt producer a smartphone monitoring concept to its customers through the Patriot hot oil heater. “We…come jump two or three generations of technology up with ways to make their jobs easier so that their operations become more efficient,” Jeff by a simple change-out.” He explained that Meeker said. “Today, customers can see the status of their hot oil heater from their smartphones many plants are restricted on the amount anytime and anywhere.” Photo courtesy Meeker Equipment. of recycle material they can process, giving plant burning the cheapest fuel to dry the aggregate? Can the plant producers problems of plugging, short mixing zones or failing perincrease the amount of RAP into the mix without harming qualiformance designs. The RAP Eater drum mixer is designed for therty? Are too many trucks being allocated to a job? Could trucking be mal heat transfer and efficiency to run up to 50 percent recycle—and minimized with additional silo storage? Are plants using automamore—while maintaining the quality product mix.

“It can replace many failed designs and help the producer keep 80 pertion and the Internet/smartphones to get high quality information cent of the infrastructure of his plant such as his silos, baghouse, materito their employees? Finally, sometimes the next best investment is al handling, etc., and get the benefits of new technology without spendin safety. We look at products that keep workers safe and keep sites ing multiple millions of dollars on a new plant facility,” Loesch said. clean from spills.”

Meeker introduced the smartphone-monitoring concept to its customers with its Patriot hot oil heater. “Today, customers can see the What Will the Upgrade Save? status of their hot oil heater from their smartphones anytime and anyThe team at Meeker Equipment Co. Inc., Belleville, Pennsylvania, where.

We also introduced the Liquid Vision to the market so tank looks at investment from a cost-savings point of view also. “Our team farms become safer. We monitor liquid levels in tanks and control filllooks at how the asphalt plant can reduce its cost per ton,” Jeff Meeking into those tanks. All this is done to make filling tanks safer.” er said. “This can be achieved in a number of ways. For example, is the

34 // january 2017

Loesch’s Hotmix Parts & Service team looks at the facility for what he describes as items “that for a relatively small investment, yield an extremely fast payback,” and that includes monitoring. “Many customers have chosen our NiteOwl® Plant Alert to help them monitor the liquid asphalt temperature 24/7 and alert them if they’re having any falling temperature, so they don’t have a cold asphalt plant for their morning startup.”

From morning startup to most efficient loadout, the producer making the most of winter downtime may need to invest in equipment and iron, or in software and elbow grease. Travis Mick, vice president and sales manager of CWMF Corporation, Waite Park, Minnesota, discussed how the different aspects of long-term success must have the payoff of optimizing overall plant performance and turning a profit.

“The two pieces of equipment that offer the most potential for improving efficiency, minimizing costs and maximizing results are the drum and the baghouse,” Mick shared. “First, we recommend tuning the burner annually to ensure optimal operation. Second, we partner with customers in measuring and analyzing temperatures both in the drum and baghouse. With this information, we can make recommendations about flight design or rotational speed to achieve balanced temperatures. Last, we work with customers to ensure the drum and baghouse are sealed and free of leaks that can result in production losses.”

What Astec’s Sneed has seen during his years of service is a tendency for owners to produce more efficiently when times are tough. “You must be efficient enough to sustain through the lean times. When things are going great, and we’re making lots of money, we should funnel that money into upgrading efficiencies. You can improve on the things you’re doing right. If you’re not growing, you’re dying.”

You can contact any of the resources who shared their time and expertise for this article.

Astec Industries, Chattanooga, Tennessee Travis Sneed (800) 251-6042 – office (423) 240-1754 – mobile

Meeker Equipment Company Inc., Belleville, Pennsylvania Jeff Meeker (717) 667-6000 – office (215) 828-2651 – mobile

Clarence Richard Companies, Minnetonka, Minnesota Clarence Richard (952) 939-6000 – office (612) 590-0993 – mobile

Reliable Asphalt Products, Shelbyville, Kentucky Jim Grida (866) 647-1782 – office (216) 470-7619 – mobile

CWMF Corporation, Waite Park, Minnesota Travis Mick (320) 267-3805 – office

Stansteel/Hotmix Parts & Service, Louisville, Kentucky Lennie Loesch (502) 245-1977 – office

Heatec Inc., Chattanooga, Tennessee Jerry Vantrease (423) 821-5200 – office (423) 488-9755 – mobile

Tarmac International Inc., Kansas City, Missouri Ron Heap (816) 220-0700 – office (816) 916-6806 – mobile

www.THeAsphaltpro.com // 35

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Score Better Customers This Paving Season Three attributes you should look for in ideal customers, and nine strategies to improve your relationship with new—and existing—customers.

By Sarah Redohl

Last paving season, DRS Paving, Fitchburg, Wis., was turning away customers left and right. They’d experienced the third wettest June, July and August and the seventh wettest September on record, which pushed back many of the company’s jobs.

In fact, according to DRS Project Estimator Krystal Strassman, who also works as the marketing director for Asphalt Reheat Systems, there were two weeks that were so wet, her crew worked only half of a day in a two-week period.

“By October, I was turning away so much work because I couldn’t guarantee I’d make it to them before the end of the season,” she said. Right around that time, she was approached about a $90,000 commercial paving job. “He asked if I could get him in this year and when I said maybe, maybe not, he said next year would be just fine, too,” Strassman recalled. “Having flexible customers is pretty great.”

Although attracting as many customers as your crew can handle might be top-of-mind as we approach 2017’s paving season, Strassman said it’s also important to attract the right kinds of customers. Here are her words of wisdom on what makes someone a good customer to have on your books.

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They’re flexible with the circumstances.

“I really appreciate when people know what it takes to get a good job,” she said. “If they rush the work, they’re going to pay for it in quality down the road.”

Flexibility is huge for a couple of reasons, Strassman said. For example, if DRS had a large job and there’s a 50 percent chance of rain in the forecast, Strassman doesn’t want to pick up $10,000 worth of material

38 // january 2017

Strassman said the perfect customer relationship involves a give and take of information, flexibility and freedom to do her job. “We finish the job right, they pay, they come back to us when they need more work,” she said. “And every once in a while, a note saying it was a pleasure working together is an added bonus.” at the start of the day and have to eat that expense when the rain starts.

Or, what if you start paving a city street and the rain starts right when your crew is in the main intersection? “You’re going to

have the coldest seam ever in the most vulnerable spot,” Strassman said. “You have to have customers who want to understand what it takes to get a good quality job. And the stars have to align for that to happen.”

“You can’t let other people run the show,” Strassman said, “because they don’ know what’s going on behind the scenes.”

What you can do about it: Under promise and over deliver.

“We’ll give them a rough timeline, but tell them we’re looking at the weather and here’s why,” Strassman said. “Being able to explain that to them and having them understand it is so important.”

“We never make false promises that we can be out there paving tomorrow when we know we can’t,” Strassman said. “I love under-promising and over-delivering. If the office tells me we’re three weeks out, I tell the customer we’re four weeks out so I can make sure I make good on my promise.”

Manage expectations in writing.

Managing expectations is key to maintaining good relationships with your customers. Contracts can be an invaluable tool to manage those expectations.

A few things Strassman has learned to always include in her contracts—beyond standard things—includes describing DRS landscaping and dumping policies. Although the company will roughscape the area, Strassman makes it clear they are not a landscaping company.

She also makes the company’s material dumping process very clear.

“We occasionally get a customer who wants us to dump material on his farm or somewhere on one of his properties, but we don’t do that,” she said. “We say it’s for insurance purposes—and it partly is—but it’s also because it would require me to go scope out the area, make a map of where to dump it, and risk my guys not knowing where to put it, or a miscommunication, like, ‘I didn’t want the concrete in there, too!’ and now I have to go back and sort that out.” It’s much easier, she said, to have a standard policy in the contract.

Another common instance is a customer might ask DRS, if they are taking gravel out from one portion of the project, to place it somewhere else. “But they might think we’ll grade it, but I make it clear that we’ll place it in a pile on the jobsite but grading will cost extra.”

Any other extras, for example, on a job with a general contractor who performs the fine grading in such a way that DRS needs more asphalt, is included in the contract. “If the job calls for X tons and it takes Y, we outline in the contract that they need to pay a certain price per ton, and I’m always sure to hand in my tickets,” she said.

For any changes on the job, Strassman requires the customer to sign off on a carbon-copy change order, just to make sure all the bases are covered, from contract to completion.

Keep communication channels open.

Even the most flexible customer needs to know what’s going on. “Customers can call me, email me, text me, whatever,” Strassman said. “Keeping an open line of communication makes the customer more comfortable and establishes respect for you and your crew.”

They trust the crew to do the job right.

“The customers that look to me for answers and recommendations, the ones that trust DRS, the ones that let me do my work…those are the best customers,” she said. “They don’t lay asphalt every day and they realize that they have to trust who they hire.”

Micromanaging customers can do more than be a mere annoyance to the crew. In Strassman’s experience, micromanaging customers can also cause the crew to lose focus.

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“When you’re being watched like a hawk, the guys aren’t in their element,” Strassman said. “You have to find your pace, and micromanaging customers can be a kink in the hose.”

What you can do about it: Educate the customer.

When working with any customer, fully explaining the scope of the job and ensuring everyone is on the same page is key.

“It needs to be a balance between a conversation and education,” Strassman said.

One step Strassman always takes to ensure she is on the same page with a customer is to show pictures and drawings that can help them fully understand the scope and details of the project.

She’s also very clear to explain DRS’s process. “We paint lines on the job and I tell them the paving crew will fill in between those lines, so if that’s not what you want, you need to say so before we pave,” she said. “They need to know once it’s laid we can’t do anything about it.”

But don’t make them feel stupid.

Strassman also has developed a solid strategy in dealing with customers who might think they know what they need,

40 // january 2017

but might be misinformed. She asks leading questions.

“For example, someone might think they want a 2-inch overlay, that they don’t want to dig out this area or that area, etc.,” she said. So, she—very smartly— asks questions rather than dictates ultimatums. In this example, Strassman said she’d ask questions first, like ‘are you familiar with reflective cracking,’ ‘do you expect to have adequate drainage after you put 2 inches on top,’ and ‘do you think it will be less expensive.’

“You have to ask them questions to get them to think about the ‘why’ behind things,” Strassman said. “Once they have to explain the process, they start to realize it’s not an absolute.”

Value repeat business.

Although most successful laydown companies rely on repeat business, Strassman said it means more than a contract.

“Trust comes from doing something correctly and doing what you say you’ll do,” she said. “We have a lot of customers who trust us and are flexible with us because they know we have a lot repeat customers.”

“After you do enough jobs for them, you don’t have to re-explain things every time,” she said. “They don’t get so riled up when it rains one day. They’re more likely to trust you and go with the flow.”

They’re good people.

“The perfect customer relationship goes like this: I explain what I know, we sign the contract, they let me do the work, and they ask if they have any questions. We finish the job right, they pay, they come back to us when they need more work. And every once in a while, a note saying it was a pleasure working together is an added bonus,” she said. “Mostly, it’s just being a good person.”

Perfect customers are not only flexible and trusting, they’re also pleasant to work with and pay on time.

“There have been times when customers have gotten nasty with me about this or that,” Strassman said. Most of the time, communication and explanation is enough, but sometimes, a customer may not want to hear it. And sometimes, it’s okay to part ways with a customer you can’t see eye-toeye with.

Take Time to Explain “If I never had to explain about tire indents ever again, I would be so happy,” Strassman said. Asphalt is softest and most vulnerable right after paving, but it’s often a difficult concept for customers who are familiar with driving over recently paved roads to understand. “Driving over new asphalt is very different from parking on it,” Strassman said. “If it’s a 100-degree day and you want to park something heavy on your lot right after it’s paved, you better believe me when I say it might leave tire marks.”

“You can put down harder AC to begin with, but then there’s no flex to the pavement during the freeze thaw cycle and you’re going to take years off its life,” she said. “Or, you can just be more careful for the first month.”

In one instance, a potential customer preferred to work with a man. The company stood behind Strassman and turned

away the business. “As much as you might want to say something,” she said, “You just need to bite your tongue and move on.”

What you can do about it: Do your due diligence.

For larger jobs, Strassman is always sure to look up potential customers on C-Cap, Wisconsin Circuit Court Access.

“We look for any liens or judgments that have happened to the company,” she said. This helps to inform her if they should require payment up front, or, at the very least, acts as a signal to proceed with caution. “If you have a big job and there’s something ‘off ’ about the customer, you absolutely need to get everything in writing. Don’t leave anything up to a handshake.”

DRS’s policy is to require 50 percent of the payment after the prep work has been completed and 50 percent after paving.

Strassman also works closely with DRS’s controller to find out if customers have a history of payment issues. “If we have to chase you down for our money, we won’t do repeat work for you,” she said. But she’s also very hesitant to require too much money up front. “I don’t want people thinking

we have their money and they can just call us and tell us to show up in the morning.

That’s not how the relationship can work, and that needs to be really clear.”

Trust your gut.

Although reputation really matters in the asphalt industry, every business—paving or not—has a reputation. Do you know the reputation of your customers?

“We have the benefit of working in a small town,” Strassman said, “so someone always knows something about someone else.” But she also never undervalues a gut feeling—something she learned from her father. “If you get a weird feeling, you need to ask around, dig into things, ask more questions until you feel comfortable.”

Don’t be afraid to walk away.

Although she tries to avoid any relationship reaching a point of tension, Strassman also isn’t afraid to walk away from a job. “I’m not afraid to say, ‘This isn’t going to work out, but let’s part as acquaintances. No hard feelings.”

“There will always be someone who wants something for nothing” Strassman said.

“Sometimes, you just have to believe in karma and hope it comes back around.”

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How to Get Asphalt on Intrastate Freight Sections

By Sandy Lender

Some sections of major highways and some sections of farm-to-market highways are considered part of the freight network. Depending on the State Freight Plan each State Freight Advisory Committee puts together, roadways will require as much attention as ports and rails. You can be involved in the planning process that helps designate what sections of your state’s roadways need updating or upgrading; you can be involved in the materials suggestions. Photo courtesy Roadtec Inc., Chattanooga.

When considering how highway projects are let, you may leave it to the state to decide whether the materials involved will be asphaltic or something else. You may let the state or national association influence how state materials engineers view one option over another, thus sit back and wait for the chance to do business—or not do business.

For today’s marketplace, the Fixing America’s Surface Transportation Act (FAST Act) has afforded the opportunity to do more than sit and wait when it comes to what materials we will get to provide for moving freight. According to the Federal Register, “The FAST Act included a

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42 // january 2017

provision that requires each State that receives funding under the National Highway Freight Program to develop a State Freight Plan that provides a comprehensive plan for the immediate and long-range planning activities and investments of the State with respect to freight and meets all the required plan contents listed in the Act.” That sounds like a lot of planning.

Your state DOT officials will be interested in incorporating freight to a long-range transportation plan to facilitate basic commerce, of course, but also because without the mandatory planning, the department loses its eligibility to obligate NHFP funding (23 U.S.C. 167) after Dec. 4, 2017.

To have access to a portion of the $1.2 billion per year (on average) of NHFP funding, your state DOT officials must plan ahead. Thus the Federal Register published guidance for the implementation of State Freight Plans (49 U.S.C. 70202) and the use of State Freight Advisory Committees (49 U.S.C. 70201). http://bit.ly/2dSGIh1 Within that guidance, it reports: “State Freight Plans developed pursuant to the FAST Act are multimodal in scope…State Freight Plans are meant to be comprehensive, and as such, they should assist State planning that involves all relevant freight modes (highway, rail, maritime, air cargo, and pipeline, as appropriate to that State).” The 41,000+ miles that

make up the Primary Highway Freight System plus the critical rural and urban freight corridors that states have identified are the concern for asphalt professionals. “Under 23 U.S.C. 167(i)(4), effective beginning 2 years after the date of the enactment of the FAST Act, each State that plans to obligate funds apportioned to the State under the NHFP must have developed a State Freight Plan in accordance with 49 U.S.C. 70202 (as it relates to highways), though the multimodal components of the Plan may be incomplete.”

Let’s do quick math. The FAST Act was passed Dec. 3, 2015, and enacted Dec. 4, 2015. That gives the asphalt industry, as of this issue’s mail-date, roughly 11 months to assist in the development of State Freight Plans across this country as those plans relate to highways.

Get Involved in Your State

The U.S. DOT wants professionals to join committees to get this done. “State Freight Plans that consider all the relevant transportation modes and performance measures (congestion reduction, safety, infrastructure condition, economic vitality, system reliability, and environmental sustainability) will be more informed and lead to better outcomes.”

Section IV of the guidance document encourages states to use a collaborative process that involves all of the relevant stakeholders affected by the freight transportation system. “To help accomplish this…

DOT strongly encourages States to establish, continue, or expand membership in State Freight Advisory Committees. A forum of this type that is similar from State to State will also facilitate the ability of public and private stakeholders…”

The guidance lists a number of potential representatives from a cross-section of the public and private sectors of the freight industry such as: • Ports • Freight railroads • Shippers • Carriers (such as pipelines, airlines, barges, etc.)

• State DOT • MPOs, tribal governments, regional councils, etc.

• Safety partners • Hazmat transporters • University transportation centers • Environmental agencies

44 // january 2017

That gives the asphalt industry, as of this issue’s mail-date, roughly 11 months to assist in the development of State Freight Plans across this country as those plans relate to highways.

The suggested list for the state advisory committee is longer than this example.

Let’s ensure the actual list in your state includes a representative from the state asphalt pavement association who can contribute guidance to enhance our nation’s commerce while contributing to the conversation as a whole.

The conversation overall has stipulated goals. According to the Federal Register, “The FAST Act directs that State Freight Advisory Committees shall: advise the State on freight-related priorities, issues, projects, and funding needs; serve as a forum for discussion of State transportation decisions affecting freight mobility; communicate and coordinate regional priorities with other organizations; promote the sharing of information between the private and public sectors on freight issues; and participate in the development of the State Freight Plan.”

If your state has opted to create a State Freight Advisory Committee, the state is required to consult with that committee to establish or update the State Freight Plan. It’s going to be important to have members of the asphalt industry involved in the conversations about improving roadways.

“In the case of roadways on which travel by heavy vehicles (including mining, agricultural, energy cargo or equipment, and timber vehicles) is projected to substantially deteriorate the condition of the roadways, a description of improvement that may be required to reduce or impede the deterioration…”

Most people reading this publication already know the benefits of an asphalt structure. By joining a State Freight Advisory Committee, or supporting a colleague who joins such a committee, you get to share your knowledge of structural and performance qualities of asphalt pavements with others. The committees that will be making plans for the freight system of the United States will be meeting soon, and the asphalt industry would be wise to grab the opportunity the FAST Act has afforded us by taking part in those conversations.

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THAT’S A GOOD IDEA

How to Protect the Feed Sensor, Protect Quality and Save Money at the Paver When the feed sensor costs between $1,500 and $2,000 to replace and you have one on each side of the screed, you want them to last throughout the paving season. Here’s how to increase the chances of protecting the feed sensor from contamination, and protecting the quality of your mat at the same time.

The typical feed sensor sends a beam to the top of the head of material at a rate of 10 times per second, reading the material’s height. It sends a signal to the controls system to help you monitor and maintain the correct height, also assisting in the correct speed of mix entering the augers. The sensor is your constant eyeball on the mix to help you maintain quality. If you close that eye with a patch of asphalt and goop, yet still try to use faulty readings, you’re paving blindly.

To keep the feed sensor clean, wipe it with a rag doused with some brake cleaner at the end of every paving shift. Do this while the equipment is hot to help get any stray material to wipe away easily. Do this as part of the daily equipment shutdown routine.

Also at the end of the day, take a look at the feed sensor wires. Inspect these to make sure they aren’t being stretched and cut. Make sure they aren’t pinched between the tow arm and the frame of the tractor at the end of the day.

Another way to keep the feed sensor clean is to use best paving practices.

When the paving crew begins the first pull of the shift, it’s typical to fill up the augers and overfeed the extensions. Train the team to be careful with this excess of material. Don’t overfeed so much that the head of material rises too high and touches or clogs the feed sensor.

Definitely don’t let the mix rise above and bury the feed sensor.

Also pay close attention to the endgate when paving alongside driveways. Crews have a tendency to pile up mix—because they don’t want to run out—and overfeed the head of material in preparation for sliding out to accommodate the driveway. You definitely want more material here so you don’t starve the area or create too much handwork for the crew, but you must keep an eye on quality.

As you slide the extension back in at the end of the driveway, watch out for the head of material because it will rise again. This is another chance for it to get too high and come up to contact the feed sensor.

By keeping your eye on the feed sensor, you give this tool its best chance to keep an eye on your material. Let the sensor do its job to help you pave a top quality mat by keeping it clean and clear of the mix and muck that could lead to its expensive replacement.

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– By John Ball

48 // january 2017

TOP: The endgate will get messy after a full day of paving and grabbing shovelfuls of mix from the auger area, but make sure routine care and cleaning keep the mess from building up.

Arrow A points to a collapsed spring that will prevent the screed from floating properly; this will result in a line in your mat. Arrow B points to an ineffective light. This needs to be cleaned so it can swivel back to its appropriate position to help nighttime crews see the mat. Arrow C points to a missing knob on the crank. A worker can cut his hand or snag clothing on this. You’ll notice that the caps are missing on top of the cranks as well, which allows shoveled asphalt to dribble and fall into the tubes, clogging the gears inside. Even if you have to use a quick fix of duct tape until new caps come in, you can prevent a clogged mess from freezing your endgate.

Arrow D points to the feed sensor housing discussed in this article.

Don’t let a time or two of overflowing material cause springs to collapse and lights to get stuck in ineffective positions. Fix problems before they become safety or quality hazards.

BOTTOM: The inner circle of this tube is the ceramic feed sensor, which is supposed to be white. It can be replaced when it stops working, but that will cost the company anywhere from $1,500 to $2,000. Use brake cleaner to wipe this down at the end of each paving shift. Photos courtesy John Ball of Top Quality Paving.

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

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Clark Nowland shared, “The BarrelMover 5000 easily mounts to any truck by removing existing tow hooks and replacing them with the BarrelMover 5000 mounting brackets. Now you can set up or remove a lane closure from the safety of a truck, keeping employees away from moving traffic. Construction workers involved in setting up or removing lane closures are increasingly faced with distracted motorists. BarrelMover 5000 minimizes that risk while increasing productivity in the work zone by reducing time spent to open or close traffic lanes.”

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Product: Cedarapids CR662RM RoadMix paver and material transfer vehicle Launched: June 2016 Specs: 260-horsepower Tier 4 Final Cummins diesel engine; rubber-track drive system; remix anti-segregation system counter rotating delivery augers; patented Smartrac™ technology One RoadMix machine offers two uses for the contractor: paver and MTV. Contractors can switch between a screed (for paving use) and swiveling conveyor system (for use as MTV) within a few hours.

Contact: Henry Polk (309) 883-4988, henry.polk@bomag.com

From Caterpillar

Product: oscillatory vibration Launched: November 2016 Caterpillar Inc., Peoria, Illinois, has added oscillatory vibration to its expanding lineup of asphalt compactors. The new CB10 is a 10-metric ton asphalt compactor that can be equipped with a combination of oscillatory and vibratory drums.

Contact: your local Cat dealer

The new PaveScan® RDM allows contractors to assess asphalt integrity without coring.

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Product: PaveScan® RDM Launched: November 2016 Specs: PaveScan automatically measures the dielectric value to identify anomalies in real-time; the dielectric values can be used as a means to correlate percent voids and density in new pavement.

Geophysical Survey Systems Inc., Nashua, New Hampshire, announces its new PaveScan® RDM asphalt density assessment tool to provide real-time, nondestructive measurements of asphalt integrity during application, to ensure pavement life and quality. “The PaveScan RDM system is ideal for uncovering problems that occur during the paving process, including poor uniformity and significant variations in density.”

Contact: Jami Harmon (603) 893-1109, harmonj@geophysical.com

From Hirschmann

Caterpillar’s new CB10 with oscillatory vibration 50 // january 2017

Product: camera indicator Launched: November 2016 Specs: 4.3-inch or 7-inch color graphic console; 12-foot power harness with camera, magnetic camera mount and cable assemblies

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It features an IP68/IP69k protection class rating and is shock and vibration resistant.

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From LeeBoy

Product: Rosco CSV816 variable width chip spreader Launched: summer 2016 Specs: Variable width spread hopper 8 to 16 feet; no permit load 8 foot, 6 inch maximum transport width; 275-horsepower Cummins Tier IV Final diesel engine; hydrostatic front wheel drive propel system; reversible cooling fan for cooling system maintenance; application rate control; 12-inch abrasionresistant augers A spokesperson for VT LeeBoy Inc., Lincolnton, North Carolina, states the Rosco CSV816 provides flexibility to transport without the complications and expense of transport permits, as well as: • Enables confined area chipping in urban, city areas as well as conventional secondary roadways • Provides a “on the fly” variable width chip & seal capability for any job application • Continues LeeBoy & Rosco’s 50+ year commitment to the preservation industry • The CSV816 conforms to current EPA T4F regulations • Special consideration paid to operator comfort, safety and visibility

LeeBoy’s new CSV816 variable width chip spreader 52 // january 2017

• LeeBoy Telematic system which features location, hours and diagnostic capability • Powerful drivetrain handles difficult terrain Contact: Bryce Davis (954) 647-4310, davisbl@leeboy.com

From Process Heating Company

Product: Patch King Pothole Patcher Launched: available now Specs: Available in insulated 3.0, 4.0 or 8.0 cubic yard models; insulated patch box mounts into a dump truck or onto a flatbed; UL-listed controls; high-low heat selector switch mounted in the control panel can supply heat individually to the floor and gates, or to the floor, sides, ends and gates.

A spokesperson for PHCo shared, “The Patch King heats hot or cold mix patching material and keeps it at the ideal working temperature—from 50 to 350oF—for at least 10 hours. The unit’s Lo-Density® open-coil drywell-style heaters are evenly distributed across the sides, bottom, ends and discharge doors. The result is reliable, consistent heat throughout the hopper, without cold or hot spots in the material.

Operators can either heat the material at the beginning of the day, set a time clock for early morning pre-heating or keep it hot overnight for more efficient use of material and improved worker productivity. Because it heats without flame, the Patch King eliminates safety concerns from fossil-fuelheated patching equipment.”

Contact: Rick Jay (866) 682-1582, rick@ processheating.com

In addition to the standard dump model, the Patch King from Process Heating Company is available in a trailer model and a rotary auger model.

Pictured on a Ring-O-Matic 550, the crack cleaner adds utility to the vacuum-excavator.

From Ring-O-Matic

Product: crack cleaner Launched: 2016 Specs: Wheeled carriage; high-pressure jet from a rotary nozzle; brush-like skirts for shielding; vacuum sucks water and debris into a vac-ex unit storage tank “The crack cleaner will add utility to any Ring-O-Matic you already own,” said Brian Metcalf, CEO of Ring-O-Matic, Pella, Iowa.

The unit is designed to scour any crack or crevice with high-pressure water in a wide array of applications.

Contact: sales (800) 544-2518

From Roadtec

Product: Roadtec RP-170e Launched: fall 2016 Specs: 6-cylinder, 6.6-liter, 174-horsepower, Tier III CAT® diesel engine; two hydroflated high flotation sand rib drive tires and dual 12-inch by 22inch front bogies; variable speed cooling system; 11-ton, self-dumping front hopper; independently-driven, variable-speed feeder conveyors with 400 BHN liners and electric flow gates; 90-gallon fuel tank; two Comfort Drive™ operator stations A spokesperson for Roadtec, Chattanooga, stated, the RP-170e features a compact wheelbase designed for greater maneuverability and tighter turning radius needed for congested sites and spacerestricted urban areas. The machine is intended to be good for managing tight spots around barriers and drains. With the narrow shipping width of RP-170e,

PRODUCT GALLERY From Vogele

The new RP-170e with Carlson screed it is expected to offer quick and easy transportation between job locations.

Contact: Kyle Neisen (423) 509-2517, kneisen@roadtec.com

From Takeuchi

Product: TL 10V2 track loader Launched: October 2016 Specs: 10,130 pounds with a tipping load of 7,205 pounds, bucket breakout force of 6,520 pounds; dump reach of 3 feet, 1.4 inches; Kubota 3.3-liter diesel engine with DOC+DPF diesel exhaust after-treatment system The TL 10V2 is the second vertical lift track loader in the Takeuchi lineup. It has active power control (APC) as standard equipment to allow the machine to automatically maintain engine power and keep the engine within optimal performance range. This feature is unique, according to the manufacturer, and can be turned on or off depending on the operator’s experience.

Contact: Clay Eubanks (706) 693-3600, www.takeuchi-us.com

Takeuchi’s new TL 10V2 track loader

Vogele’s new Super 2000-3i asphalt paver is a 10-foot tracked paver 54 // january 2017

Product: Vogele Super 2000-3i asphalt paver Launched: March 2016 Specs: Paving width 10 to 28 feet; top placement rate of 1,540 TPH; 6-cylinder, 250-horsepower Tier 4 Final Cummins engine; Niveltronic Plus technology; large cooler assembly This new paver introduces Vogele nextgeneration Dash 3 technology and its ErgoPlus 3 operating system to a highway-class paver specially suited for North American use. The main paving functions of the screed can be controlled using one of the two screed remote controls for each side of the paver for the Vogele VF 600 and VR 600 screeds.

Contact: Ken Snover (615) 501-0600, ken. snover@wirtgen-group.com

From Volvo

Product: Volvo P7110B tracked paver and P7170B wheeled paver Launched: Q3 2016 Specs: These new highway-class pavers from Volvo CE feature several enhancements designed for productivity, accuracy and safety: • A proven Volvo D8J, 8-liter, Tier 4 Final engine with continuous passive regeneration.

• With the press of a button, the operator can extend the two-stage, 42-inch hydraulic tunnels allowing head-ofmaterial control without the need for bolton extensions.

• These pavers offer unobstructed, 360-degree visibility.

• New optional LED work lights brighten work areas and are resistant to shock, vibrations and external impact.

• These B-series pavers also offer the selection of factory-installed Omni 318, Omni 1000 and Ultimat 200 screeds, as well as dealer-installed Wedgelock screeds.

• To ensure smooth and consistent paving, four standard ultrasonic sensors—two above the conveyor and two above the auger—automatically regulate the proper delivery and flow of material to match the paver’s speed.

“The P7110B and P7170B build upon more than 75 years of Blaw-Knox and ABG paving technologies combined with the proven Tier 4 Final Volvo engine. Engine development is a core strength for Volvo that we leverage

The P7110B paver from Volvo made its debut at WOA. across the entire Volvo Group, and the D8J is another great example of improving performance while also complying with EPA regulation,” said John Mooney, product manager, pavers at Volvo Construction Equipment. “The 7000 Series pavers were field-tested with more than 200,000 tons of placed material to prove performance and reliability. Not only did we prove reliability, we lowered the fuel usage, per placed ton, as compared to any previous model.”

Contact: your local Volvo dealer at volvoce.com/na

From Weiler

Product: P385B commercial paver Launched: April 2016 Specs: CAT C3.4 Tier 4 engine, 100-HP; 3-speed hydrostatic drive; 90-inch track length; 14-inch poly track pads; 140-mm track chain pitch; 12 kW generator; 9-ton hopper with replaceable floor plates; 12-inch Ni-hard augers; adjustable push roller; independent auger and conveyor control; cut-off doors; 8-foot to 15-foot, 8-inch standard paving width; 4-element electric heated screed with thermostatic control; 3/8-inch thick screed plates; 2,500 VPM vibrator; dual operating stations and three operating positions This Tier 4 paver has the characteristics of large, highway class pavers for the commercial paving market. It’s a completely re-buildable paver with complete powered screed options.

Contact: Andy Adamcik (641) 828-2334, aadamcik@weilerproducts.com

Weiler P385B commercial paver

OFF THE MAT

Prep for Workplace Law Changes Many have heard that the election of Donald J. Trump as the 45th President of the United States will bring regulatory change. Barack Obama implemented several pieces of policy, most by Executive Order, which were slated for implementation in the upcoming months. We are likely to see changes in immigration, labor relations and workplace safety reporting.

Those regulations particularly at risk appear to be the following: Fair Pay and Safe Workplaces Executive Order (colloquially called the “Blacklisting regulation”); OSHA’s employer injury and illness reporting requirement (slated to become effective July 1, 2017); and the overtime regulation and its whistleblower retaliation protection requirements. Whether these will remain or be rescinded after the inauguration remains to be seen; however, some of them become effective prior to Jan. 20.

This article will explore some of the regulations which took effect between Election Day and Inauguration Day, and some of the likely impacts to the construction industry.

M

Comply Until Further Notice

1. The Anti-Retaliation Provisions of the OSHA Injury and Illness Recordkeeping Rule This regulation took effect Dec. 1, 2016.

Section 11(c) of OSH Act already prohibits any person from discriminating against an employee who reports a workplace injury, but OSHA cannot act until an employee files a complaint. These new rules permit OSHA to cite an employer for retaliation without an employee complaint. You are required to inform your workers about their reporting rights. Consider using resources published by OSHA such as the poster “It’s the Law,” workers’ rights pamphlet and magnets. https://www.osha.gov/ workers/index.html. Make sure all actions are appropriately documented.

2. Fair Pay and Safe Workplaces Executive Order Although most of the requirements of this Executive Order were enjoined by a Federal Court, it did not stop the pay transparency section of the regulation. The pay transparency portion is effective Jan. 1,

56 // january 2017

2017. It requires contractors and subcontractors to provide their workers with wage statements that contain information about the calculation of hourly pay, overtime, additions and deductions to pay.

3. As this article was being written, the U.S. Department of Labor Wage and Hour Division Overtime Rule, released May 2016 making changes to the Fair Labor Standards Act, was scheduled to go into effect Dec. 1, 2016. It would have increased the threshold level of exempt employees from $455 per week to $913 per week, and require employers to either pay the increased compensation or track hours and pay the increase. In November, a Texas Federal Court issued a nationwide injunction postponing the effective date of the Rule.

Other regulations include permitting under the Environmental Protection Agency and Army Corps of Engineers, and Paid Sick Leave. Until these regulations or Executive Orders are rescinded, contractors would do well to abide by them.

Possible Impacts to the Construction Industry

Aside from rescission of the aforementioned regulations and Executive Orders, we are likely to see an uptick in immigration enforcement actions. It is time to check that your compliance is in order regarding your employees’ completion of their I-9 Employment Eligibility forms.

Do you currently participate in E-Verify?

E-Verify is the federal program that mandates employment eligibility checks and may be an option if your I-9 compliance is not up to par.

In the labor relations arena, we are likely to see policy that favors employers. For instance, some pro-union activities, particularly in the area of dues payments and mandatory union participation, may see change. Changes to the NLRB are likely as well and we may see the appointment of pro-employer members to the NLRB. If the following items were to be rescinded or modified, the construction industry could see changes in operation.

The Fair Pay and Safe Workplaces Executive Order would have required companies

to disclose “various labor law violations” at the time of bidding for a government contract and would have permitted the government to evaluate the contractor’s track record even on violations that had not been finally adjudicated. At press time, a Texas Federal Court had issued an injunction delaying its implementation.

Beginning July 2017, the EEO-1 will require employers to report pay compensation data by 12 pay bands within 10 job categories for both exempt and non-exempt employees with the intent of identifying possible pay discrimination. The 2016 EEO-1 reporting deadline was Sept. 30, 2016, with the 2017 data becoming due March 2018.

Employers and others have objected to its implementation arguing that it is burdensome and will not achieve its intended result of identifying pay disparity. It is likely that this requirement will be reversed.

Another policy change is likely to be in the Anti-Retaliation Provisions of the OSHA Injury and Illness Recordkeeping Rule. As stated above, Section 11 (c) of the OSH Act prohibits employers from discriminating against workers for exercising their rights under the OSHA. We are likely to see less focus on retaliation protections and some modification of the OSHA rules, which increased employer fines and penalties. The rule set to take effect July 1, 2017, that mandates employers report injury and illness information to OSHA, will also likely be eliminated.

Until changes are made, current regulations stand and employers should keep them on their radar.

–By Lorraine D’Angelo

Lorraine D’Angelo, a nationally-recognized expert on legal and regulatory risk management, is the president of LDA Compliance Consulting Inc. She has more than 25 years’ experience in the construction industry, including a recent tenure as senior vice president for ethics and compliance at a global construction company. D’Angelo is an accredited ethics and compliance professional and a leading expert on small, women-owned, minority and DBE matters, programs and policy implementation. For more information, contact her at (914) 548-6369 or Lorraine@ldacomplianceconsulting.com.

ASTEC Parts. We’re Here. Always.

Combine the world’s largest inventory of in stock parts for asphalt plants, the ability to build and machine custom parts and a fully staffed department of salesmen, technicians and engineers and you have ASTEC parts.

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Call Kenco and let our team of application specialists protect your investments: 800-363-9859 www.kencoengineering.com

Visit Kenco in booth C-20547

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GTB-5183D1 - Tarmac 1040 Stationary Counterflow Dryer • Nominal 120” Diameter x 40’ Long Shell • Heavy Duty Wide Flanged Beam Frame with supports to grade.

• Inlet Breeching with position adjustable, Indexing Slinger Belt feed conveyor.

• Trunnion Type drive with (4), 50 HP Drive Motors and Dodge TXT9 Shaft mounted gear reducers.

• The burner for this Dryer is a Hauck Model SJO-4750 with 125 HP Blower

GTB- 5183D2 - Tarmac 722 Rotary Mixer • Nominal 84” Diameter x 22’ Long Shell • Heavy Duty Wide Flanged Beam Frame with supports to grade.

• Inlet Breeching with Auger type Dust injection and Liquid AC Piping.

• Trunnion Type drive with (4), 25 HP Drive Motors and Shaft mounted gear reducers.

• Blue Smoke Emissions Exhaust Fan with Ducting back to Dryer Burner Breeching.

• Gravity type Inlet Chute, for Recycle Material and aggregate from Dryer.

GTB-5183I - Tarmac Nominal 90,000 CFM Baghouse • Pulsejet Style with top load bags • Nominal 90,000 ACFM with 16,560 sq ft cloth.

• Exhaust Fan with twin 150 HP Drive Motors and VFD control • Exhaust Stack with test platform are included • Hopper mounted Dust Removal Auger with 5 HP Drive.

• Support legs to grade with diagonal bracing.

• Caged access ladder to top with full perimeter safety handrails around top.

GTB-5183J1 - Heatec 30,000 Gallon Stationary Liquid Asphalt Storage Tank • Internally mounted Heat Transfer Oil Piping.

• Heavy duty Channel Frame Skid • Temperature Controller • Full length top mounted walkway with access ladder and handrail.

GTB-5183J2 - Heatec 30,000 Gallon Stationary Liquid Asphalt Storage Tank • Internally mounted Heat Transfer Oil Piping.

• Heavy duty Channel Frame Skid • Temperature Controllers • Top mounted Agitator assembly for one compartment.

• Full length top mounted walkway with access ladder and handrail.

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Where are your best plant investments hiding?

advertiser index Ammann............................................................................................. .21 Asphalt Drum Mixers......................................................................... 46 Astec, Inc................................................................................ 17, 36, 57 B & S Light........................................................................................ .58 CEI......................................................................................................... 4 Clarence Richard.............................................................................‌64 ClearSpan............................................................................................ 41 CWMF Corporation............................................................................27 Dillman Equipment.............................................................................24 Eagle.....................................................................................................53 E.D. Etnyre.......................................................................................... 34 Ergon Inc.............................................................................................. 11 Fast-Measure......................................................................................65 Gencor Industries............................................................................... 13 Heatec, Inc..........................................................Inside Front Cover, 51 Homestead Valve............................................................................... 40 Hot-Mix Parts.................................................................................... 45

Ingevity................................................................................................ 15 Kenco Engineering............................................................................. 61 KPI-JCI-AMS........................................................... Inside Back Cover Libra Systems.....................................................................................39 Meeker............................................................................................... .49 Process Heating.................................................................................23 Reliable Asphalt Products..................................................Back Cover Roadtec............................................................................................. .7, 9 Stansteel - AsphaltPlant Products..................................................63 Systems Equipment...........................................................................55 Tarmac International, Inc ................................................................. 33 Top Quality Paving..............................................................................65 Trans Tech...........................................................................................35 Willow Designs................................................................................... 41 Wirtgen............................................................................................... 43 Weiler................................................................................................... 31

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

www.THeAsphaltpro.com // 65

HERE’S HOW IT WORKS

Step 3 Infrared heaters heat and dry material as it passes beneath them.

Step 2 The 115-volt motor delivers gas and air mix under pressure to the converters.

Step 4 Conveyors deliver heated material with less moisture to the drum for asphalt production.

UNHEATED RAP

Step 1 The centrally located control panel powers each unit of the system.

Ray-Tech Infrared’s AGG/RAP Heating System At the asphalt plant, moisture, emissions and fuel inefficiency are the enemy. To help reduce moisture in reclaimed asphalt pavement (RAP) being fed to the plant, the team at Ray-Tech Infrared Corp., Charlestown, New Hampshire, has introduced its AGG/RAP heating system. According to the manufacturer, it is a clean burning fuel efficient infrared heating system designed to heat and dry aggregates and RAP as part of the asphalt mix production process. Here’s how it works.

Ground personnel install the structure, composed of multiple Ray-Tech infrared heating converters, over a high-temperature conveyor belt. The plant operator

A

66 // january 2017

can operate each unit of the system independently from a centrally located control panel, which supplies power to each unit.

A heavy duty, 115-volt blower motor delivers propane gas and air mix under pressure to the converters. Each chamber has eight stainless steel infrared converters to preheat the material and reduce moisture. The aggregate—or RAP material—passes mere inches beneath the heaters, as the conveyor belt carries it toward the drum or mill for production. As the preheated material enters the drum or mill, the efficiency of production is improved because the materials enter in a preheated state with the reduction of moisture well under way.

The result can be improved operational cost, energy consumption, production capacity and air quality.

For more information, contact Jeff LeClair at (800) 884-2072 or jeff@raytechinfrared.com.

Show us How it Works

If you’re an equipment manufacturer with a complex product, let us help you explain its inner workings to the readers of AsphaltPro magazine. There’s no charge for this editorial department, but our staff reserves the right to decide what equipment fits the parameters of a HHIW feature. Contact our editor at sandy@ theasphaltpro.com.

ProSizer Series

®

ProSizer® 3100 This unit is the ideal mobile solution for milled RAP processing. The compact 31x36 horizontal shaft impactor and double deck high frequency screen make this unit the best investment for asphalt producers. The new swing-out return conveyor allows producers to run closed-circuit or stockpile a third finished product.

Learn more about RAP Processing Systems at kpijci.com

ASTEC MOBILE SCREENS

an Astec Industries Company

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RAP-14881 • 9’ X 40 ASTEC DRYER • 7’ X 21’ MIXING DRUM

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