Asphalt Pro - June/July 2010

Peers Offer Tips to Bid, Estimate Successfully

Hybrid Mix Goes to New Heights

HMA Resists Fatigue BP Trouble Deepens Get Correct Oil Flow at Plant

Coal Tar ≠Asphalt june/july 2010

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32

Proper hot oil regulation requires more than turning on a switch and letting it flow. See related article on page 12. Photo courtesy of Heatec, Chattanooga.

Producers and contractors alike seek out the products that will enhance their bottom lines without breaking the bank. See related article on page 32. Photo courtesy of ADM, Huntertown, Ind.

June / July 2010

Departments

Articles

Letter From the Editor 5 Sammy Hagar Funding Initiative

14 Green Paving in Green Spaces

by Sandy Lender

Around the Globe 6 Industry News and Happenings from Around the World People You Should Know 8 Spotlight on: University Stellenbosch Professor Kim Jenkins Mix It Up 11 Fatigue Testing Reiterates PMA Worth

by Sandy Lender

18 Bid to Get All You Can Industry members offer insight for bidding, estimating success

by Sandy Lender 24 Separate the Basic Parts Stress that coal tar, asphalt sealants come from different sources

by Sandy Lender

Equipment Maintenance 12 Get Good Flow in Your Hot Oil System

by Ron Henry

26 J&L Brings the Neighbors Over

by AsphaltPro Staff

Equipment Gallery 32 Bullis Changes Plant Parts Dynamic

28 3Ps of International Bidding

by AsphaltPro Staff

Here’s How It Works 38 Bagela’s BA 10000F 40 Broce’s MK 1

30 Take Advantage of HIRE Benefits

by AsphaltPro Staff

Last Cut 41 Of Spills, Blame and Futures

by AsphaltPro Staff Resource Directory 42

26 J&L Paving, Paris, Texas, host the students from TG Givens Elementary School to a field trip demonstrating paving techniques and procedures. See related article on page 26. Photo courtesy of Carlson Paving Products, Tacoma, Wash.

18 & 28 Estimating and bidding takes a team effort. Industry professionals join up to share tips and tidbits to help readers expand their skills. See related articles on pages 18 and 28.

On the cover: The Colorado Department of Transportation uses an innovative green product/practice to solve a maintenance issue and save a road from permanent closure. See related story on page 14. Photo courtesy of CASI, Commerce City, Colo.

ASPHALT PRO 3

June/July 2010 • Vol. 3 No. 8

Sammy Hagar Funding Initiative editor’s note I ask you to bear with me for just a moment while I plagiarize Sammy Hagar.

2001 Corporate Place Columbia, MO 65202 573-499-1830 • 573-499-1831 www.theasphaltpro.com

publisher Chris Harrison associate publisher Sally Shoemaker

sally@theasphaltpro.com (660) 248-2258

editor Sandy Lender sandy@theasphaltpro.com (239) 272-8613

operations/circulation manager Cindy Sheridan business manager Renea Sapp graphic design Alisha Moreland Kristin Branscom creative services Betsy Bell

AsphaltPro is published nine times per year: January, February, March, April/May, June/July, August/ September, October, November and December by The Business Times Company, 2001 Corporate Place, Columbia, MO 65202 Subscription Policy: Individual subscriptions are available without charge in the United Sates, Canada and Mexico to qualified individuals.

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Go on & write me up for 125 Post my face, wanted dead or alive Take my license & all that jive I can’t drive 55!

There’s a reason I’m channeling ’80s hair band rock today. I’ve got an idea. You see, I read an article online about a month or so ago claiming county police officers were stepping up their diligence in detaining and ticketing speeding motorists in an effort to make up languishing budgets in our current economic distress. Of course the obligatory quote from a sheriff suggested that officers are always diligent in keeping motorways safe, thus there’s no increase in ticketing these days.

(Statistics showed otherwise, but that’s not the point of this editorial piece.) The point of this editorial piece is to suggest we make good use of increased diligence in all state highway patrols.

I would like to suggest all speeding fines be increased dramatically.

I would further like to suggest that a significant percentage of all speeding fines assessed by state highway patrol officers be allocated specifically to highway funding.

I would further like to suggest that the imagined “10-mph grace” allowed for motorists to travel in excess of posted limits be decreased. This will not only enhance motorists’ safety on our nation’s roadways, it will add funding to much-needed highway building and maintenance coffers in every state.

Now, I have to admit that it pains me to write this editorial. I’m guilty of driving too fast most of the time. The only time I truly slow down is when passing a work zone because I’m aware of the danger to workers there. You can imagine the irritation I cause for following drivers when I approach a work zone and start slowing in accordance to the law.

I-75 runs up and down the state of Florida with a posted speed limit of 70 mph. Drivers run up and down I-75 at a clip of 80 mph on a good day. We hit 90 when we can get away with it. Surely members of the state highway patrol are as aware of this as the rest of the driving public. Why aren’t they out there slowing us to something safer? Why aren’t the citizens of Florida sharing the profits in the form of safer roads? Yes, a percentage goes into the funding coffers now. Apparently, it’s not enough.

The FAA funding bill faces its headaches that spell another delay this July 3. The Lieberman-Kerry bill dooms potential user fee increases later this year (visit www.theasphaltforum.blogspot.com for more on that). Current measures fall short of necessary funding for infrastructure maintenance.

What’s the nation to do to keep commerce lively and safety in check?

It’s time to hike up the consequences for speeding and hike up the benefits for the highway system. The next time a Lamborghini races a Corvette—and, yes, that happens down here in Collier County—toward Miami, a string of Florida’s finest should be waiting in ambush to hand them citations that will make my Charger’s smug—and easy—drop to 70 mph feel smoother. (Or maybe I just have to live with Dodge’s funky transmission problem that the dealer refused to fix while the car was under the original warranty…)

As Mr. Hagar says, it’s difficult to drive those slower speeds, and therein lies the genius of this funding plan. Speeders can’t keep their feet off the accelerators. One of those crazy TV channels even has a show about it. We’ll be getting funding from here until the end of time, no matter what kind of car the motorist drives or what kind of fuel he/she puts in it. Now who wants to take the idea to his senator? You know Ray LaHood will sign off on it if you add in a no-cell-phone-use-whiledriving clause.

Stay Safe,

Sandy Lender ASPHALT PRO 5

AROUND THE GLOBE Industry News and Happenings from Around the World China

• Save the date for the bauma China tradeshow this Nov. 23 through 26 at the Shanghai New International Expo Center.

Visit http://www.bauma-china.com/en/Facts.

• The 2010 Report on China’s Asphalt Market is now available from Market Avenue, reporting first and foremost that “The asphalt market in China has been growing at 12.5 percent every year during the last decade. Demand for asphalt in China will still increase by 6.0 percent annually, more rapidly than that of the world's asphalt market…” Learn more or order a copy at www.marketavenue.cn.

India

Plan for your supply needs at the 2nd Annual Offshore India Oil & Gas Summit at the Hyatt Regency, Mumbai, India, Aug. 3 through 6, 2010. Visit http://www.offshoreindiaoilgas.com/ for details and registration information.

Japan

The 11th International Conference on Asphalt Pavements takes place in Nagoya, Aichi, Japan, this Aug. 1 through 6, 2010. Visit www.isap-nagoya2010.jp for information.

Turkey

The 7th Mid-East—Eurasia Oil Week is celebrated in Istanbul this Sept. 14 through 16 at the Ceylan IstanbulIntercontinental. Global Pacific Partners hosts this conference. For more information, visit http://www.petro21.com/events/index.cfm?id=499.

United States

More than 400 construction industry advocates for transportation funding met in Washington May 25 through 26 as part of the annual Transportation Construction Coalition (TCC) Fly-In. Their talking points remain relevant for asphalt industry members who wish to contact their members of Congress: the unemployment rate in the construction industry is more than 20 percent; transportation funding will serve a central role in stimulating the economy; only 6 percent of the American Recovery and Reinvestment Act (ARRA) funds were devoted to transportation yet that resulted in 24 percent of the jobs created and/or saved by ARRA. Sources: AASHTO, NAPA.

Colorado

The Rocky Mountain Asphalt Education Center (RMAEC) is partnering with PDI, Inc., to place military veterans in the asphalt industry as field engineering technicians. The first course started Monday, April 26, with six military veterans in attendance. As part of the program, veterans receive two days of QC/QA training and paid internship for 160 hours of employment. The RMAEC also helps place technicians into positions in the industry. Get details from Tom Clayton at (303) 741-7150.

6 June/July 2010

Florida

Make note of the NAPA annual meeting date change. The 56th annual meeting will be held at the Waldorf Astoria Orlando & Hilton Bonnet Creek, Orlando, Fla., Feb. 6 through 9, 2011. Visit www.hotmix.org for more details or see the ad on page 31.

Idaho

The Automotive Equipment Manufacturers Compliance Agency (AMECA) recently completed its periodic audit of ECCO, Boise, Idaho, and gave the safety equipment manufacturer an updated certificate of accreditation for its product testing facility. ECCO officials state the company is one of only a few in the field that has products independently certified by AMECA.

Illinois

To kick-off May’s National Electric Safety Month, American Electric Power (AEP) and the Energy Education Council (EEC)’s Safe Electricity program joined forces to promote AEP’s new electrical safety e-learning module. The electrical safety module covers everything from electricity basics to hazards and precautions, to responding to electrical emergencies.

Developed for all audiences, this self-study, narrated program explores electrical safety through interactive matching exercises, video clips, knowledge checks and more.

As part of the alliance, AEP’s e-learning module will be featured on both EECs Web sites: www.SafeElectricity.org and www.EnergyEdCouncil.org.

Maryland

The Asphalt Pavement Alliance, Lanham, Md., announces the release of accurate and useful life-cycle cost analysis software.

LCCAExpress, uses the principles recommended by the Federal Highway Administration (FHWA) to compare the economics of alternative designs for a given road project. LCCAExpress is a simplified version of the APAs original LCCA software. Geared to less-complex projects, it’s quick, easy to use, and unbiased. The software is available as a free download at www.AsphaltRoads.org.

Massachusetts

Brookfield Engineering, Middleboro, Mass., welcomes Joe Murray to the position of regional sales manager for process instrumentation. Murray has a degree in mechanical engineering from the University of Massachusetts/Dartmouth and 20 years experience with fluid handling process and control systems. Visit www.brookfieldengineering.com or contact Murray at (800) 628-8139 (USA and Canada) or j_murray@brookfieldengineering.com.

Missouri Chief Engineer Kevin Keith will serve as the interim director of the Missouri Department of Transportation now that Pete Rahn has retired, according to the Missouri Highways and Transportation Commission. Keith has been MoDOT’s chief engineer since July 2001.

Ohio Governor Ted Strickland of Ohio announced the state will award $2 billion worth of contracts this year. That’s up 30 percent over typical years and brings the total projects already under way, projects let with ARRA funds and expected projects to a tidy sum in 2010. “…there will be more than $4 billion in active construction going on this summer,” Strickland said.

Pennsylvania Legislators go back to the drawing board in Pennsylvania after an April Federal decision blocks the use of tolls on Interstate 80 to generate funds for highway, bridge and mass transit projects across the state. Sources say that leaves the commonwealth’s transportation initiatives underfunded by $450 million.

South Dakota KPI-JCI and Astec Mobile Screens, Yankton, S.D., welcome Dave McCracken to the head of the Latin American and Caribbean territories for all track mounted products as their new international sales director. This newly created position will allow for increased exposure of their brands into these specific regions. Contact McCracken at davemccracken@ kolbergpioneer.com or (610) 453-4338.

Washington • Do you or your crews need some definition and understanding of the whole sustainability movement? Pavia Systems, Seattle, offers a free, online “Sustainability and Paving” course on its Web site. Visit www.paviasystems.com/ sustainability.

• Attend the Best Practices Conference this Sept. 28 through 30, in Seattle. Hosted by the Young Leaders of NAPA. Get more information at www.hotmix.org or see the ad on page 25 for details.

Washington, D.C. The NAPA midyear meeting takes place in Washington, D.C. this July 26 through 28. Visit www.hotmix.org for more details.

people you should know Spotlight on:

University Stellenbosch Professor Kim Jenkins Name: Kim Jenkins | Age: 48 Title and organization: Professor of Civil Engineering, University Stellenbosch, South Africa Job description: Jenkins is the South African National Roads Agency Limited (SANRAL) Chair in Pavement Engineering. He lectures on and researches into roads technology, as well as consults in pavement rehabilitation and recycling.

Years in the bitumen industry: 23 Area(s) of expertise: Asphalt recycling, foamed bitumen and emulsion technology Education: BSc(Eng), MSc(Eng), PhD(Eng) Community involvement: Jenkins serves as a trustee and mentor of an Educational Trust (tertiary level), a Board of Governors member at an independent school, an advisor on community based projects, and has some habitat involvement.

Professional background: Jenkins worked as consultant for about 12 years (geotechnical and roads), followed by full time research and an academic career spanning 14 years.

A businessperson I admire: “Helen Zille, who has been very successful in taking the Western Cape Province’s finances from red to black in South Africa, whilst helping people to understand accountability and making them more appreciative in the process.”

If I weren’t doing this for a living, I would: “be immersed in conservation and trying to understand some of the mysteries of nature.”

Biggest career or personal obstacle I’ve overcome: “Establishing boundaries and learning to say “No” to certain opportunities. This is a work in progress…”

A favorite recent project: “Presenting a one-week block course on pavement rehabilitation and recycling technology in China.”

What’s currently on my iPod: “Music – Jazz, Blues, Rock.”

Favorite movie: “Il dolce vita – Life is beautiful.”

Most well-worn book in my library: Guns Germs and Steel – Jared Diamond My pets: Ridgeback dog “Vuthi” – meaning “on fire” What I do for fun: “I enjoy league field-hockey, mountain biking, squash, trout fishing, surfing, camping, etc.”

Family: “Wife (Kate) and sons (Anton and Nick) and daughter (Julia).

The youngest two are university students.”

Favorite place in my hometown: “Jonkershoek Nature Reserve (with hiking and cycling trails in a beautiful valley).”

Accomplishment I’m most proud of: “Having a family that enjoys life, balancing work and fun.”

Most people don’t know that I: “enjoy cooking curry.”

10 June/July 2010

mix it up Fatigue Testing Reiterates PMA Worth

by Sandy Lender

M

ix producers who wish to experiment with polymer additives amplitude fatigue tests. Once they had the damage characteristic have new reason to give it a go. Not only does the complecurve, they used it to predict the number of cycles to failure—at tion of Project 9-38 reiterate different strain amplitudes—it took The result showed that polymer hot mix asphalt’s (HMA) excellence, to determine the fatigue endurance research points to the positive influlimit of the mixes. modification of asphalt binders can ence of polymer modification.

The predicted endurance limits Members of the National Center improve fatigue performance of HMA determined using this methodology for Asphalt Technology (NCAT) served ranged from 75 to 200 microstrains as the principle researchers for the (ms). Stiffer binders tended to mixes and flexible pavements.

National Center for Highway Research produce higher endurance limits, Program (NCHRP) Project 9-38 to validate the fatigue endurance limit according to the researchers. Optimum plus binder content combined for hot mix asphalt (HMA). Plenty of other high-level entities particiwith lower sample air voids produced a slight increase in the endurpated in the research (see sidebar) and contributed to a full report ance limit, again, according to the researchers. interested parties can access at the Transportation Research Board The full report is available at the TRB Web site with a complex (TRB) Web site. discussion of the tests researchers performed.

As researchers and authors of the report point out, asphalt contractors use polymer modified asphalts (PMAs) much more widely today than in past years, yet members of the industry had few fatigue studies We won’t leave your site without to show how PMA mixes may or may not improve pavement endurance. In an effort to replicate the lower stress or strain levels typically seen in the real world, the researchers performed testing at lower tensile stress and strain levels than recent tests have used. The result showed that polymer modification of asphalt binders can improve fatigue performance of HMA mixes and flexible pavements.

The Research Team: • National Center for Asphalt Technologies • Advanced Materials Services, LLC • Applied Research Associates, Inc. • Asphalt Institute • University of Illinois • University of New Hampshire The four mixes that researchers tested used a PG67-22 optimum and PG67-22 optimum plus binder and a PG76-22 optimum and PG76-22 optimum plus binder. They sought the fatigue endurance limit by a series of steps.

First, they ran frequency sweeps at various temperatures to measure the complex dynamic modulus of the four mixes.

They constructed the dynamic modulus and phase angle master curves from that data, and then obtained the relaxation master curve through linear viscoelastic conversion.

They obtained the damage characteristic curve of each mix by running two tests until failure: uniaxial monotonic tests and constant

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Equipment Maintenance

Get Good Flow in Your Hot Oil System

This is the UE differential-pressure switch now used on Heatec hot oil heaters. It opens an electrical circuit to shut down the heater if differential pressure drops below a preset limit. Differential pressure results from pressures produced by the hot oil pumped through the heating coil inside the heater. It is the difference between the pressure at the coil inlet and coil outlet. It must remain within the preset limit to allow the heater to operate. A differential pressure lower than the preset limit usually means the liquid is not flowing fast enough to prevent the coil from overheating. Theoretically, insufficient flow could also be caused by an obstruction inside the coil, but this almost never happens.

by Ron Henry

T

he importance of good flow of hot oil in a hot oil heating system is often overlooked at HMA plants. But good flow is essential to high heating efficiency and long life of the heater and oil.

Service technicians from Heatec, Inc., Chattanooga, often discover inadequate flow at plants they visit. Such plants are likely to have poor heating efficiency. The heater and hot oil are also apt to have a short life.

The remedy starts with learning how the system works and what causes the problem.

Let’s consider a hot oil system heated by a fired heater. Many HMA plants use such a system to heat asphalt storage tanks and other components. The oil (also known as thermal fluid) is heated as it circulates through the heating coil of the heater. The coil is heated by hot gases from a burner that is fired either by gas or fuel oil. The amount of heat imparted to tanks and other heated components depends on how hot the oil gets and its rate of flow as it circulates through the coil. Restrictions in the system can reduce the rate of flow. Abnormally low flow rates 12 June/July 2010

can allow the coil to be overheated and damaged. The hot oil will also break down prematurely.

In Heatec’s annual schools for HMA plant operators we demonstrate the effect of too little flow. And we do it in a way that attendees are apt to remember.

Picture a special flow stand to simulate the flow of hot oil through a heater coil (see photo). The school instructor directs the flame from a hand-held acetylene torch to a small area on the outside of the coil while there is liquid inside the coil. But the oil pump is shut off and the oil is not flowing through the coil. After 15 seconds the coil is so hot that water squirted on the coil turns instantly into steam.

The instructor continues the demonstration by reheating the coil for 60 seconds. Except now the pump is turned on so that liquid flows through the coil. He then invites attendees to touch the coil. Despite some reluctance, someone inevitably volunteers to touch the spot that was heated—only to find that it is not uncomfortably hot. This provides a memorable demonstration of how liquid flow affects the transfer of heat

DP

Piping Restrictions This diagram illustrates the various problems that can cause abnormal flow in a thermal fluid circuit and how they affect differential pressure (DP) across the heater coil. Low flow rate is the usual cause of overheating and coil damage.

R1

V1 COIL INLET

PUMP

HEATER COIL

COIL OUTLET

PROBLEM R1 = COIL OBSTRUCTION R2 = RESTRICTED PIPING R3 = CLOGGED STRAINER HIGH VISCOSITY FLUID PUMP UNDERSIZED OR DEFECTIVE PUMP ROTATION WRONG PUMP OVERSIZED V1 CLOSED OR THROTTLED L1, L2, OR L3 FLOW RESTRICTION

R2

EFFECT HIGH DP AND LOW FLOW LOW DP AND LOW FLOW LOW DP AND LOW FLOW HIGH DP AND LOW FLOW LOW DP AND LOW FLOW LOW DP AND LOW FLOW HIGH DP AND HIGH FLOW LOW DP AND LOW FLOW LOW DP AND LOW FLOW

HEAT LOAD L1

HEAT LOAD L2

HEAT LOAD L3

R3 STRAINER

from the coil to the liquid. Of course, if the heat from the burner is not Piping restrictions are often caused by undersized hot oil jumpers transferred to the liquid, the coil can get so hot it will be ruined. used at pipe joints on heated asphalt piping. Many plants use ¾-inch If there were a simple, easy way to measure the flow rate of hot oil jumpers, which we consider too small. We strongly recommend use of circulating through the coil producers could automatically shut off the 1½-inch jumpers. A 1½-inch jumper increases flow about three-to-five heater when an adequate flow was lacking. At this time, members of the times more than a ¾-inch jumper. industry use an indirect method that relies on pressure measurements.

Not only do undersized jumpers reduce flow, they also cause We measure pressure at the inlet to unusually long heat-up times at a the coil and at the outlet of the coil. The cold startup. Because of this, many difference in these two measurements plant operators avoid shutting off is known as differential pressure (DP) their heating systems overnight for and is an indirect method of measuring fear of delaying production the next flow rate. Thus, a switch that reacts morning while waiting for asphalt to DP is used on all of Heatec’s hot oil lines to heat up. Consequently they heaters (see photo). The switch is preset miss fuel savings from shutting off the at the factory to allow the burner to system overnight. Unfortunately, larger operate as long as the differential jumpers are not easily retrofitted to pressures sensed by the switch remain existing systems. within limits. The limits are established Instructor Ron Henry uses a torch to heat a spot on a helical No matter whether your hot oil by the engineers for each heater model. coil to show how liquid flowing through the coil keeps it from heating is old or still in the planning So now you may wonder what stages, you should do all you can to overheating. problems or conditions cause inadensure adequate flow. It really pays to equate flow and what effect they have on differential pressure. You can consider flow—right from the start, before construction begins. But the learn that from the accompanying illustration, which includes a list of quest never ends. You must always be alert to maintain operating condiproblems and their effects on differential pressure. The illustration also tions that ensure good flow. depicts a thermal fluid circuit with a heater coil. Please note that one of Ron Henry is a service manager at Heatec, Inc., Chattanooga. For more the problems listed is restricted piping. A clogged hot oil strainer and information, contact (800) 235-5200 or visit www.heatec.com. restrictions in hot oil piping are the most common causes of low flow.

ASPHALT PRO 13

Green Paving in Green Spaces

Constructing pavement edges on frozen tundra takes extra effort. Crews rotomilled edges damaged by frost heave, then filled in and capped the areas with the Hybrid mix or HMA. (Inset) The EZ Street Hybrid mix appeared more porous than the HMA during the laydown operation, according to CDOT’s Larry Dungan. Photo and inset photo courtesy of Chris Boumeester, CASI, Commerce City, Colo.

14 June/July 2010

W

hen it comes to paving and maintaining roadways at high elevations, crews face different challenges than they do paving and maintaining roadways along, say, the sunflower-speckled flatlands of Kansas. While each landscape offers its own brand of beauty for the motoring public, Highway 5 in the Rocky Mountains offers its brand of battles for the Colorado Department of Transportation (CDOT).

Chris Boumeester of Colorado Asphalt Services, Inc., Commerce City, Colo., explained that Mt. Evans Rd. faced closure due to its maintenance issues. He described a roadway that experiences severe freeze situations and steep dropoffs. Haul trucks carrying material to the areas that needed repair faced long, arduous climbs.

For an area that rarely sees temperatures above 60 to 65 degrees Fahrenheit, according to CDOT’s Larry Dungan, contractors needed a way to keep material at optimum temperatures for placement.

Dungan concurred that mix cools on its way up the mountain. If officials couldn’t find a way to fix Mt. Evans Rd., it would have to be closed permanently, depriving motorists and tourists of what Dag Seagren, proprietor of EZ Street®, Miami, called a breathtaking view at the top. Dungan stated the forestry service collects fees for the road, but the forestry service isn’t immune to the funding issues facing government entities these days, so the answer couldn’t be expensive.

To fix the road last fall, CDOT officials decided to try a material that started out at a cooler temperature—and that could be placed at a cooler temperature. They elected to use the environmentally friendly Hybrid® mix from EZ Street®, Miami, which CASI provided free of charge for trial purposes.

“CASI manufactures, sells and distributes the EZ Street Hybrid asphalt,” Boumeester explained. “We’ve had this

arrangement for approximately two years. EZ Street Hybrid leverages some of the environmental initiatives of Colorado, like its bio fuels technology.”

The project took place just before Labor Day, 2009, but temperatures still played a role in staging for the CDOT crews who performed the labor. CDOT paved approximately 275 square yards at 2 inches with the EZ Street Hybrid.

“We recommend placing EZ Street Hybrid at the same temperatures that you would place EZ Street®, which is ideally suited to be installed in a wide range of ambient temperatures,” Boumeester said. “Given the location of this installation—approximately 12,000 feet—the temperature that day was a cool 54 degrees F, with gusting 20 to 25 mph winds.”

To pave the entire project, CDOT required about the same amount of hot mix asphalt (HMA), which Asphalt Specialties provided.

Comparing the cold mix to the hot wasn’t on anyone’s mind at the outset. They just wanted to get a well-preserved pavement.

“The HMA was approximately the same size application,” Boumeester said. “Comparison was not necessarily the initial purpose…However many people had that discus-

Above: Getting material to a paving site at 12,000 feet can prove problematic.

Cool temperatures with gusty winds cool material and treacherous pathways make the drive slow-going. For CDOT, a trial with a Hybrid mix offers a cool fix. Photo courtesy of Chris Boumeester, CASI, Commerce City, Colo.

Right: Photo inset courtesy of Dag Seagren, EZ Street, Miami.

ASPHALT PRO 15

sion during construction. They needed additional material outside of what was donated by CASI.” When preparing to open the roadway for Memorial Day weekend, Dungan said the entire pavement was still in place and ready for service. It was during laydown that he noticed any difference between the two mixes, and that was in appearance. “When you look at it, the cold mix looks more porous, when you’re putting it down.”

Another laydown aspect that Dungan commented on was the

Without proper funding, owners faced the decision to close Mt. Evans Rd. permanently due to the damage referenced in this image. Thanks to donations of materials, CDOT maintenance crews were able to repair the road.

(Inset) The CDOT maintenance crew used a LeeBoy paver to accomplish the paving of Mt. Evans Rd. at 12,000 feet.

Photo and inset photo courtesy of Chris Boumeester, CASI, Commerce City, Colo.

16 June/July 2010

creation of the pavement edges. He explained that the road experiences frost heaves and has tundra on each side of the pavement. CDOT crews rotomilled the existing edges and capped them with the Hybrid or HMA, depending on the material/section with which they were working.

Once completed, the roadway offered a pretty black ribbon to carry tourists up to a breathtaking viewpoint. It’s a success story made possible because CDOT, the forestry service and contractors were willing to use green materials to rescue Mt. Evans Rd.

Bid to Get All You Can

Industry members offer insight for bidding, estimating success

by Sandy Lender

L

et’s face it: fewer projects come up for bid in states struggling with funding issues. Commercial building has slumped, thus new commercial paving projects have followed suit. Yet there are new and maintenance projects in both carefully-managed and challenged counties around the country offering projects to augment the private sector business you want to get in on. Competition is tight for the available work, so you want to leverage your company’s chances of winning what projects get let this season and beyond. That means putting extra planning into the process.

No matter how much of your work force is dedicated to acquiring work for your company, that force must focus on an infinite number of variables when estimating and bidding a job. Whether you’ve got software to facilitate the process or not, the comments gathered here show that critical thinking and experience go a long way toward helping you win the bid. So does assistance from your peers. Here’s some advice and anecdotes from producers-in-the-know to help you grow in your knowledge of this important facet of business.

Consider the Team Do you have one person dedicated to bidding and estimating? Do you think that’s enough? The percentage of your work force that you task with bidding and estimating depends upon the size of your company and the amount of work you intend to seek out during the season—and the rest of the year.

Jay Winford, the president of Prairie Contractors, Inc., Opelousas, La., is one member of a three-person estimating team. “Woodson Harvey III, P.E. (my partner), and I, along with our field engineer, are the estimators. That is 4 percent of our total workforce.”

18 June/July 2010

What some owners may find interesting about the Prairie Contractors estimating team is the extra mileage they put in for a bid. Winford explained that a savvy estimator will not only consider what his gross mark-up should be for a particular project and who the competition will be, but will also “figure” the competitors’ bids. If you can guesstimate what your competitors will bid for the project, you can more wisely adjust your gross mark-up. This takes time and effort, of course, and that means a dedicated team working on the process.

Dawn D’Angelo is the project manager/estimator for Barriere Construction Co., LLC, Metairie, La., and reported the company has approximately 14 estimators out of 500 employees—right around 3 percent of the total work force. Alan Sandell, the general manager for Cadillac Asphalt, LLC, Canton, Mich., reported 13 percent of the salaried work force—8 percent of the work force overall—is part of the estimating team there.

Plan for Incredible Success No matter how much of the work force is devoted to bringing in projects, peers in the industry recommended you plan to keep all employees busy during the season. That might sound like common sense, but sources said you don’t want to be cautious when it comes to deciding on projects. If there are several large projects in your neck of the woods, it’s advised that you go for all of them.

“We would probably actively pursue all of them,” D’Angelo said. “We don’t like to put our eggs all in one basket.”

In the event Barriere wins more bids than they have the immediate manpower to take on, they pull employees from different sectors of the company, rent the needed equipment and/or stagger the work as necessary to get the job done. D’Angelo said these are positive challenges.

“We’ve been faced with that wonderful situation before,” D’Angelo said. “Having four divisions in the company allows us the ability to pull help when needed.”

She didn’t recommend bringing in new help for spot-project work, but explained Barriere’s commitment to keeping its employees busy. “We have beefed up crews due to overload but have not added crews. We’ll bring in crews from other divisions verses massive hiring from outside.

Beefing up crews is way easier than training more core people to run new crews.

“You don’t know if you’re getting the right employee until they hit the field. You can tell them all about the heat and long hours, but when someone is looking for a job they don’t hear a word you’re saying except whether they’re hired or not.”

To make sure Barriere keeps trained personnel on hand, the company keeps them working. When an extra “won” project comes along, managers can pull core crew members back to their posts.

“When work gets slow, we do not lay off people in our division,” D’Angelo said. “We put them to work doing other things like yard cleaning or equipment cleaning or repairs. Our guys know that they’re not working themselves out of a job everyday….So maintaining your core group is very important.

“We don’t pursue any other company’s workforce, either. We concentrate on hiring good people and figure out how to keep them working every day that the sun shines.”

Managing employee retention also depends on Barriere’s scheduling of work. “We look at projects and durations and time frame. We won’t start a project with a long duration contract and short construction time just because it was acquired in a particular order. We’ll schedule it further out to keep the forces spread out so we minimize rise and fall of the work force needed.”

Winford also suggested this staggered-work caveat when discussing bidding on multiple projects.

“We always consider all scenarios when bidding on several projects at one time,” Winford said. “For instance, best case, how will we schedule them? In other words, will the owner let us stagger the work orders?”

If a company has multiple plants, as Prairie Contractors does, management must consider balancing production. Winford asked if you’ll have one plant overloaded with production while others are dormant. The solution to decreasing pressure at an overloaded Plant A is not always as simple as turning production over to a Plant B. “Our three plants are, for the most part, too far apart to economically haul to compensate for an overloaded plant,” Winford explained.

“However, we have, at times, bid the project figuring that we might have to haul the farther distance.”

20 June/July 2010

By including extra haul distance in the estimate, a savvy estimating team can save a company the fuel cost hit. They can prepare to have materials delivered to the right plant to save on hauling costs if necessary.

As an example of staggering work well, D’Angelo described a project she was particularly proud to have been a part of. She said it was easy to estimate the job for LA 3090 in Fourchon, La., because her team knew “the work, the area and the people we were working for. There were no new items to implement.”

The challenging aspect of estimating the LA 3090 project was the distance and the weather. There’s a lesson for readers in the way Barriere handled both.

The project began in the “dead of winter, and it was 85 miles from the plant,” D’Angelo explained. “We patched it and waited until we had a window. We needed a week of good weather. We needed three days of dry weather that could be cold or really cold; then we needed three days of 50 and rising first thing in the morning and no rain in sight.”

They patched the distressed areas of pavement so the only critical portion of the job left to accomplish before paving was the milling. “The owner didn’t want us to mill until the paving could follow directly since it had a soil cement base and they had less asphalt on the road than expected.

“So time stopped until the weather was just right. The window came in March and we let loose on it. We milled and paved through the weekend and walked away the next day after paving with a final with no punch list.”

Remember the Simple Stuff As mentioned above, teams can use software to help them assemble their estimates and bids, but industry members stressed a few simple reminders.

“Estimating a project, specifically in the asphalt production/paving business, is very challenging,” Winford said. “It is critical that we use good, sound engineering and financial judgment to cover all our bases.

For instance, it is absolutely necessary that actual equipment costs be calculated and used in the bid, along with true production rates. Additionally, considering recent escalation of commodity prices, it is crucial to consider hedging asphalt cement and fuel costs.”

The aspect Sandell suggested producers keep first and foremost in mind during the bidding process is risk. “Depending how the bid is set up, unit prices, lump sum, etc. will dictate the amount of risk the owner is shifting to the contractor.”

While it should seem apparent to readers of AsphaltPro, D’Angelo reminded producers that the No.1 line item to keep in mind when working on a bid is the asphalt paving. “Asphalt paving is a make or break item and it’s usually 75 percent of the bid. Also, since we own our asphalt plant, we have a vested interest in acquiring projects that are a high percentage of asphalt.”

She pointed out a few minor items for estimators to keep track of.

“The smaller end items like seeding and fertilizer or rumble strips—It’s not good to neglect them, but they are relatively small in the big scheme of things.”

In the big scheme of things, producers and contractors see fewer projects to “go after” in today’s climate, thus have more at stake when it comes time to sit down and estimate a bid. By tapping into the experience industry professionals are willing to share, managers and bean counters alike can improve their estimating and bidding skills.

LEFT: This Etnyre Centennial distributor doles out sealant, emulsion, oil, etc. Make sure the product you put in it adheres to regulations in your county and state.

RIGHT: A pavement heater preps the surface for crack sealing or other maintenance projects. Make sure the materials you use next are safe, and make sure the agency/owner knows the product you’re using is safe. Let him know the difference between the products you could have chosen and why you selected an asphalt-based product for his peace of mind.

Separate the Basic Parts Stress that coal tar, asphalt sealants come from different sources

by Sandy Lender

Editor’s Note: this article contains author commentary and opinion. hen a journalist leads his or her story with alarming statements about cancer-causing chemicals, it gets readers’ attention. Thus most coverage of 2009 fourth quarter study results from the U.S. Geological Survey, which readers have heard by now, started with eye-opening declarations of imminent death for anyone walking on a parking lot. Add a photo of a municipal worker spraying liquid sealant with or without personal protective equipment (PPE) and you have reporting worthy of a dime store tabloid.

What most of January’s headliners saved for second and third paragraphs was the comforting news that only pavement seal coats made from coal tar emulsions were the culprits in the USGS data. The real news was that coal tar sealant, the alleged bad guy, contributed to the cancer-causing issues of which USGS reported. Asphalt sealant was the good guy, and got a brief mention as “the other type of preservation treatment” at some point in most articles. What the asphalt industry found was the sudden need to differentiate between coal tar and asphalt sealants.

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24 june/july 2010

That seemingly easy task met some resistance in the form of panicked sealcoating company owners who had, up to that point, enjoyed relatively low prices for the steel production waste product of coal tar sealants, according to Dan Gee, Gee Asphalt Systems, Inc., Cedar Rapids, Iowa. Myriad statements from the Pavement Coatings Technology Council (PCTC), Alexandria, Va., showed Gee was on the right track—PCTC didn’t want to draw a line between coal tar and asphalt. PCTC wanted to show the brotherhood between the two products and keep the two working together to thwart the accusations from USGS. While Gee has it right that coal tar and asphalt are two different beasts—and have two very different price tags for a reason—the PCTC has it right as well. USGS appears to have misleading language from one report to another. Samples taken from an Austin lake two years after a coal-tar-sealant ban show similar numbers of PAHs to samples taken prior to the ban. No improvement would suggest there’s another source pouring PAHs into the lake that served as the catalyst for what now resembles the Salem Witch Trials.

Whether or not the USGS comes after asphalt sealers for an imagined crime next

is anybody’s guess, but the jury currently claims coal tar sealers, which originate in the steel refuse bin, cause cancer. That means companies still using coal tar sealers—where they haven’t been banned—will come under scrutiny. An organization like PCTC can fight to protect its members’ interests, but those interests are up against a giant when it comes to the attention-grabbing headlines USGS has stirred.

Something hot mix asphalt (HMA) producers and pavers might keep in mind is NAPA Executive Director Mike Acott’s comment from the January annual meeting. The preservation market and the concrete industry are in competition with the asphalt industry for dwindling funding dollars. While seal coating and crack sealing don’t make up the definition of a long-term pavement preservation plan, they are integral to pavement maintenance in some industry members’ minds. Those industry members are in a struggle to survive amid accusations from the USGS. It seems to me that it would behoove all asphalt producers to differentiate among the maintenance and preservation methods offered in their arsenals and to differentiate between coal tar and asphaltbased products.

J&LBrings the Neighbors Over

by AsphaltPro Staff

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or the past two years, Kenneth Millsap and the staff at J&L Paving, Paris, Texas, have hosted the students from TG Givens Elementary School in their town to a field trip demonstrating paving techniques and procedures. This May 21, they’ll add something brand new: representatives from Carlson Paving Products, Tacoma, Wash., will be on hand to show off the company’s new CP 90 paver.

Carlson reps will demonstrate the new 8-foot commercial asphalt paver, which features heavy-duty auger and conveyer components, an 84-horsepower Cat 3.4 Tier III engine, replaceable conveyor floor plates and an electrical-heated screed. They’ll also answer any questions from media, students and industry professionals.

The staff at J&L Paving will use warm-mix asphalt (WMA) for the presentation, and can show the students and community how WMA allows producers to lower the temperatures at which the material is mixed and placed on the road. This gives J&L a great opportunity to educate non-industry members about the benefits of the green nature of asphalt: Reductions of 50 to 100 degrees have drastic benefits of cutting fuel consumption and decreasing 26 june/july 2010

TOP: This Mississippi paving crew demonstrates good mat practices with a straight edge behind their Carlson paver and EZ Screed. Be sure to keep an eye on your head of material so you don’t flood your endgates. Photo courtesy of Carlson Paving Products.

ABOVE: The CP 90 will be a main attraction at the special field trip planned for the students of TG Givens Elementary School May 21 at J&L Paving, Paris, Texas.

the production of greenhouse gases. In addition, potential engineering benefits include better compaction on the road, the ability to haul paving mix for longer distances and pave at lower temperatures.

The students will get special J&L Paving hard hats, t-shirts, and other paving and asphalt materials directed at educating children on the

industry and road/highway safety. Professionals on hand that day will learn more about the new CP 90 paver. Here are some specs for those who can’t attend.

The CP 90 comes standard with the electricheat EZ Screed, which has a weight of 2,600 pounds (1,180 kg). The paver’s conveyor floor plate thickness is 3/8 inch (9.5 mm) of Hardox metal. The auger flight thickness is 3/4 inch (19 mm) and the auger maximum speed is 100 revolutions per minute.

The machine’s optimum paving width is 8 feet (2.43 m), as mentioned above, but the crew can adjust it to meet their needs from 4 to 15 feet (1.21 to 4.57 m). The paving depth (of a compacted mat) is ¼ to 8 inches (6 to 203 mm).

The CP 90’s paving speed is infinitely variable depending on how you’re running the motor.

With a lo motor, you can get zero to 160 feet per minute (48.76 m/min). There’s plenty more information available from Carlson at (800) 216-2108 or at www. carlsonpavingproducts.com.

A big thanks goes out to J&L Paving and Carlson for taking the time to educate the youth from TG Givens Elementary School.

3Ps of International Bidding W

hen newsmakers talk about bankrupt transportation coffers in the United States, California and New York may spring to mind. But don’t forget New Jersey, Washington State, Oregon, and others that you can find with a simple search. As individual state governments find themselves seeking innovative ways to stay afloat, their highways, bridges and public transportation systems crumble into disrepair. In the case of their asphalt roadways, it’s a disrepair that probably could have been prevented with an easy perpetual pavement technique a few years ago.

Unfortunately, convincing a bean counter to spend a dollar on a nonemergency pavement often meets with resistance. Those “situations” can now cost $7 or more for deeper reconstructions and rehabilitations that shouldn’t even be on the radar screen, according to multiple experts in our industry. While this means big projects for contractors, it also means projects that are taking up time, money and energy that could be spent on sorely needed new construction and more dire reconstruction projects elsewhere.

European colleagues have a bid-and-build method that puts the onus for design, construction and maintenance on the contractor. It’s similar in scope to the various public-private partnerships (P3s) the U.S. Federal Highway Administration (FHWA) outlines on its P3 Web site. As with the U.S. P3 structure, the European Design & Price structure puts financial risk on the private sector.

Jim Walton, the director of international sales for Roadtec, Chattanooga, commented on the two most common bid methods overseas.

“One sees the occasional unit price contract in Europe, mainly on small projects and spot repairs,” he explained. “Most of the big jobs are ‘Design 28 june/july 2010

by AsphaltPro Staff

& Build,’ saving the highway departments the work of counting the number of bricks. A great and profitable job of a U.S. contractor is to find the DOT’s counting mistakes and bid accordingly to maximize their profit. The overseas methods preclude such.”

For highway departments faced with budget shortfalls, the Design & Price method offers them an opportunity to put more planning, more cost, more responsibility and more risk on the contractors seeking work. It doesn’t take much research to figure out that the contractor, usually one of the larger European companies, takes on costs even before knowing if he’s won the bid because he must design the work before submitting the bid. This isn’t an easy task for a small company to take on. It’s the company with an engineering staff, or the resources to hire an engineering company prior to winning the bid, who can play in this sandbox.

“The larger the contractor is, the lower the costs to the government will be and a bonus is that usually the quality or work is higher,” Walton said.

Whether or not U.S. contractors are ready for Design & Price methods may be a moot point. State departments of transportation seek new ways to build and repair infrastructure while Federal Highway Funding disputes and shortfalls loom. If European answers find their way in through already established public private partnership concepts, contractors will need to be prepared for the change.

Walton seemed to think the change is worth preparing for. “The PPP system will come to the USA as it saves over 20 percent in most instances as the contractor uses the latest in technology and whatever yields the highest quality for the lowest cost.”

Take Advantage of HIRE

Benefits

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ow that it’s time to rehire employees for summer work, the Internal Revenue Service (IRS) has help for business owners. If you need a new piece of equipment to replace any older machines you’ve been coaxing extra life out of during the past couple of seasons, the IRS can help there, too. It’s all thanks to some provisions in H.R. 2847, the Hiring Incentives to Restore Employment (HIRE) Act passed Feb. 24, 2010. It’s a $15 billion jobs bill that we’ve already examined for you.

We’d like to tell you how to take advantage of some tax benefits you may have overlooked. This information is paraphrased from the Joint Committee on Taxation, Technical Explanation of the Revenue Provisions Contained in Senate Amendment 3310, the “Hiring Incentives to Restore Employment Act,” Under Consideration by the Senate (JCX-4-10), Feb. 23, 2010. Visit www.jct.gov for the entire document.

Hire Employees Now As business owners know, payroll taxes on wages finance the bulk of Social Security benefits and some Medicare benefits—specifically the hospital insurance tax (HI), in this case.

Thanks to the HIRE Act, business owners can get relief for some of those payroll taxes, if the entities involved meet various qualifications.

If your business is not state-owned or affiliated with a U.S. government or political entity, you have the option to hire a qualifying person during the active period of 2010 and enjoy payroll tax forgiveness when you file in 2011. “A qualified employer is any employer other than the United States, any State, any local government, or any instrumentality of the foregoing. Notwithstanding the forgoing, a qualified employer includes any employer that is a public higher education institution (as defined in sec. 101(b) of the Higher Education Act of 1965).”

The active period of 2010 is anytime on or after the date the bill is enacted through Dec. 31. A qualifying person needs to meet several criteria. First, he or she is someone who is unemployed and has not been employed for more than 40 hours per week during the 60-day period before he or she begins to work for you. The person will have to sign an affidavit to this effect. Second, the person must start employment with you after Feb. 3, 2010, but before Jan. 1, 2011. Third, the person cannot displace a current employee, unless the departing employee leaves voluntarily or “for cause.” Fourth, the new hire cannot be related to you. Some sources outside the Joint Committee on Taxation report have stated 30 june/july 2010

the new hire must not own 50 percent of the outstanding stock in your company.

The amount of tax that can be forgiven is 6.2 percent of the old age, survivors and disability insurance (OASDI) tax liability for wages paid during the active period (defined above).

Another qualification for the tax forgiveness is keeping the new/rehired employee on payroll for at least 52 consecutive weeks.

This means producers/contractors bringing a worker back for seasonal work and claiming that person under the HIRE Act will need to plan ahead to keep him or her on payroll during the off-season, too. “Under the provision an employer’s general business credit is increased by $1,000 for each retained worker that satisfies a minimum employment period.”

Keep in mind, this refers specifically to the new or rehired worker that you’ve brought on board between Feb. 3, 2010, and Jan. 1, 2011.

Buy Equipment Now

Many contractors and producers have put acquiring depreciable business assets (buying big machines) on hold the past couple of years in favor of performing repairs to keep existing fleets running. This practice has made budgeting for parts more difficult and has put many a mechanic on speed dial. For any business owner with a machine that just can’t take another patch-up, the HIRE Act has a provision that offers a tax break to improve the situation.

The maximum amount of the cost of qualifying property that a taxpayer could expense in 2010 was going to revert back to $125,000 before the HIRE Act passed in February. Now, if a business puts less than $800,000 worth of qualifying property into service during

the year (2010), that business can expense $250,000 of the cost of the property that was put into service. If the business puts more than $800,000 worth of qualifying property into service, the amount that can be expensed is reduced to something your CPA will figure for you.

He or she will subtract $800,000 from the actual amount you put into service this year— such as $1 million. That result—$200,000—is subtracted from the government’s $250,000.

The final result—$50,000—is the amount you can expense.

What it comes down to is this: a taxpayer (business owner) with a reasonable amount of money to invest in equipment, can expense that equipment cost when he or she files in 2011, if he or she doesn’t wait to long to make a buying decision and put the equipment in service. For this provision, “qualifying property is defined as depreciable tangible personal property that is purchased for use in the active conduct of a trade or business. Off-the-shelf computer software placed in service in taxable years beginning before 2011 is treated as qualifying property.”

Get Tax Advice

Hiring personnel and purchasing equipment aren’t decisions that have to be made in the presence of a CPA. If a business owner knows an additional employee or a new paver would bring a bonus on a project or two, the decision is easy. With the provisions in the HIRE Act, the decision may be even easier. In light of the tax benefits your business could take advantage of now, a CPA may be your best friend when it comes time to sign paperwork and plan for the use of a new employee and a new paver.

EQUIPMENT GALLERY Bullis Changes Plant Parts Dynamic

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he management at Bullis Fabrication, LLC, Orlando, Fla., has put together a one-stop online shop for plant parts that takes procurement outside the box. The company specializes in asphalt plant maintenance, fabrication and welding nationwide, and now offers online parts ordering to serve a nationwide network.

From bearings to vibrators, producers can order what they need for overnight delivery with the click of a mouse. Officials at Bullis Fabrication designed the site with that kind of convenience in mind because, as they explained to AsphaltPro staff, downtime is stressful enough without calling around to find the part you need and waiting for delivery.

“Shopping for parts and waiting for supplies is an inconvenience,” Founder and President Greg Bullis said. “With downtime at a plant costing up to $75,000 per hour, you need a first class purchasing platform. Our portal guarantees that customers can achieve maximum uptime by providing parts quickly at competitive rates.”

Officials state the online portal is different from other systems in the industry. First, users click on the “Parts” tab of the Bullis home site, and then log in with their own user account. This gives them access to review pricing, receive rebate offers and receive special discounts not available with other suppliers.

“The portal will grow from 200 to thousands of parts over the coming months,” Bullis said. “We anticipate that a majority of existing and new clients will be using this system in the near future.”

KPI JCI’s Screen Enhancements Officials at KPI-JCI, Yankton, S.D., announce that all horizontal and Combo® screen models have undergone design enhancements that removed the “breather” from the lubrication reservoirs. With the introduction of the Titan oil seal that allows for pressure variances, the breather is no longer needed. The non-contact Titan oil seal is designed to maintain a consistent pressure in the systems.

32 june/july 2010

Unique to Bullis Fabrication, the portal accepts credit cards or checks at no additional charge. The portal is a part of Bullis Fabrication’s aggressive and multi-layered growth strategy. The company has made a significant two-year investment in marketing and services committed to build on its 30 years of industry experience and loyal customer base.

For more information visit www.bullisfabrication.com (click on “Parts”) or contact Greg Bullis at (866) 981-8965.

Director of Products and Sales, Paul Smith, stated, “This product enhancement is going to save our producers money.

It will eliminate the entry of moisture and other foreign materials into the oil reservoir. This leads to a cleaner oil supply and less downtime in the long run.”

Any existing KPI-JCI horizontal or Combo® screen operating with the previous style lip seals can be upgraded with a Titan seal.

For more information, find your local KPI JCI dealer at www.kpijci.com.

Maxam’s New Atomizing Head

Maxam Equipment, Inc., Kansas City, Mo., announces the new atomizing head for the AQUABlack® warm mix system. The atomizing portion of the head is the same, but the extra piping that previously accommodated

a compression nozzle, and space for a static mixer, are now eliminated. The compression nozzle now extends inside the customer’s existing piping and the static mixer—required only for the optional liquid additive system—is offered as a separate component.

These changes make the system easier to install, according to the manufacturer, requiring only 6 inches of length along the asphalt cement (AC) piping run. It also makes inspection or service easier because the 6-inch hot oil heated head doesn’t require an insulating cover.

The new unit can be installed within any straight piping run, and as close as 1 foot from any existing elbow. The preferred installation is in a vertical run, but the unit may also be installed in any horizontal run with at least 5 degrees of slope.

For more information on the AQUABlack warm mix system, contact Maxam at (800) 292-6070 or visit www.maxamequipment.com.

ASPHALT PRO 33

EQUIPMENT GALLERY ADM’s Drag Slat Conveyors

Asphalt Drum Mixers, Inc., (ADM) Huntertown, Ind., offers a full line of drag slat conveyors for use with either ADM’s asphalt plants or those from other manufacturers. They are available with material transport ratings up to 500 tons per hour (TPH) and feature heavy-duty construction including reinforced weld-on slats and chrome carbide wear liners on the slat floor and sidewalls.

To simplify maintenance, ADM has designed the conveyors with segmented sprockets. When servicing needs arise, easy access is allowed by the stairways, handrails and maintenance platforms.

ADM meets individual plant needs by offering its drag slat conveyors with either a formed-steel or an all-welded bridge construction. Another option is the choice of a single or double roller chain—both of which are made from hardened steel. Other standard features on the drag slat conveyors include environmentally friendly blue-smoke recovery systems and full-length hinged steel casing covers.

For more information, contact ADM at 260-637-5729 or visit www.admasphaltplants.com.

W.S. Tyler’s Hydro-Clean™

The new Hydro-Clean™ washing unit from W.S. Tyler, St. Catharines, Ontario, is designed to clean deleterious material from aggregate, industrial minerals and metals while reducing water consumption by up to 75 percent over traditional log washers. Taking a maximum feed material size of up to 6 inches (150 mm) into its vertical drum, the Hydro-Clean employs high-pressure nozzles, rotating at 90 revolutions per minute (rpm), to spray up to 90 percent recycled water on the material with pressures up to 2,900 pounds per square inch (psi) (200 bars). The washing unit removes silt and clay particles as small as 63 microns from mineral mixtures and, with its short retention times, can process up to 400 tons per hour (TPH) (400 tonnes), depending on model size and application.

Water consumption ranges from 27 to 211 gallons per minute (gpm), depending on application and model size—compared to log washers that can require up to 800 gpm of water. Power requirements for the Hydro-Clean are no higher than 300 hp (225 kW) on its largest model. The Hydro-Clean is available in four model sizes that produce 20 to 400 TPH, depending on the application.

For more information, contact W.S. Tyler at (800) 325-5993 or visit www.wstyler.ca.

EQUIPMENT GALLERY

Roadtec’s SX-7 Modifications

Officials at Roadtec, Chattanooga, announce the 700-horsepower soil stabilizer/reclaimer has undergone a transformation with many refinements during the past year. The changes in the body of the machine are mostly related to maximizing visibility. The cab is optional and can slide right or left, past the frame of the machine. Also, the new Roadnet Central Control and Diagnostic System has an easily

navigable screen to give the operator feedback on virtually every function of the machine, according to the manufacturer. Additionally, trouble-shooting screens for all systems can be accessed with the touch of a button.

With the SX-7, water and emulsion are handled by one system. Any single nozzle, or set of nozzles, in the spray bar can be turned off individually to control how much liquid material is put down.

With its variable volume cutter, the drum can be moved up or down in the housing on the fly. To create more mixing space, the drum is moved down. If sizing of the material is critical, the drum can be moved up closer to the housing for the desired result. True maximum cut depth of the SX-7 is 21 inches (53 cm), and standard cutting width is 8 feet, 5 inches (257 cm). With its true Zero Turn radius, the machine can be entirely turned around in one spot. This is a unique Roadtec feature.

Service accessibility was important in the design of the machine, according to the manufacturer. A person can stand up in the cutter

housing to change out tools. Engine components and hydraulics are fully accessible.

For more information, contact Roadtec at (423) 265-0600 or visit www.roadtec.com.

What’s Your Problem?

Do you know where to start your green project?

Start with an environmentally efficient HMA plant that can garner a Diamond Quality Commendation from the National Asphalt Pavement Association (NAPA).

NAPA is accepting applications for the 2010 award season, and that includes the commendations they consider. Streamlined renewal applications for those who received their Diamond Quality Commendations in 2009 should be available by the time this issue hits the streets. Applications are available on the NAPA Web site, www.hotmix.org. For more information, contact Latasha Stewart at (888) 468-6499.

here's how it works

Bagela’s BA 10000F

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hether a producer needs something portable, self-propelled or stationary to recycle hot mix asphalt (HMA) onsite, the engineers at Bagela USA, LLC, Shelton, Conn., manufacture three models to handle various quantities and tonnages per hour. To get maximum tonnage per hour recycling and reheating chunk material as well as millings at an HMA facility, Bagela offers the BA 10000F. Here’s how it works.

A 3-cylinder, 27-horsepower engine uses 1 gallon per ton to operate the unit, and a diesel heating system uses 1.48 MBTU/hour. For the first step of operation, a wheel loader delivers about 1 ton of broken chunks and/or milled asphalt to the hopper on top of the BA 10000F. 38 june/july 2010

Next, an operator at the back of the unit pulls a lever for the hydraulic arms to lift the hopper. This delivers the chunks and millings to the drum.

Paddles and flights carry the material through the drum, toward a diffuser plate where flame and heat are dispersed. This breaks the material down to its original coated aggregate form without letting it come into contact with any flame.

The operator then pulls a hydraulic lever to reverse the drum, sending the 100 percent recycled, heated material through to the discharge gate. About ½ a ton of recycled mix discharges every three minutes with the BA 10000F, giving the owner a production rate of 10 tons per hour at temperatures between 300

and 330 degrees F, according to the manufacturer. The recycler dries and preheats millings to a temperature of 180 to 200 degrees F at a rate of up to 40 tons per hour.

At 266 inches long, 91 inches wide and 97 inches high, the 11,000-pound BA 10000F’s self-contained footprint can nestle up close to the drum. Its discharge gate can then load onto a conveyor belt, as shown in the illustration above, to deliver mix to the HMA plant’s RAP collar, or can load directly into a loader bucket.

For more information about the Bagela BA 10000F or other models, contact Greg Harla at (877) 499-2221 or gharla@bagelausa.com. Visit www.bagelausa.com.

ASPHALT PRO 39

here's how it works

Broce’s MK 1

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fter a milling job, cleanup can be as important as the grade you achieved.

Leaving stray rocks can mean windshield repair costs for a contractor if you have to open the lane for traffic. The engineers at Broce Manufacturing Co., Norman, Okla., have developed a broom that does more than sweep up the roadway. Broce Broom’s MK 1 picks up stray millings and delivers them to a haul truck with an auger and conveyor system instead of using a traditional sweeper’s practice of stopping to dump a bin. Here’s how it works.

To sweep and load, first the MK 1’s C4.4 92-horsepower Cat engine propels the 9,200pound machine along the milled lane.

While the machine travels, a Sauer-Danfoss core motor powers the 6-foot-wide, 10-inch 40 june/july 2010

infinitely variable tubular type brush core loaded with 10-inch by 32-inch wafers. The brush sweeps material from the pavement into the auger box, where the material is augered to the center. Here, the slat conveyor lifts the material onto the belt conveyor. The belt conveyor articulates 45 degrees right and left with a 10-foot, 6-inch discharge height for easy loading into haul trucks. The conveyor includes lighting for safer nighttime operations.

The operator controls the articulating conveyor from the cab with a joystick control.

Other instrument controls and gauges such as water temperature, brush controls, etc., are on an instrument panel in the cab.

When working as part of a sweeping and loading team, the MK 1 follows the Model 350

Broce Broom, which uses its 7.5-foot scraper blade attachment to scoop the bulk of material out of the way and its water spray system to keep dust to a minimum.

For more information, contact Terry Wimer or Jim Cornelsen at (877) 579-2488, or visit www.brocebroom.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.

the last cut Of Spills, Blame and Futures

by AsphaltPro Staff

I

n an attempt to plug the MC252 well that allowed oil from far beneath the seabed to flow freely into the Gulf of Mexico, teams from BP began at 1 p.m. (CST) May 26 to inject heavy drilling fluids through the blowout preventer on the seabed down into the well. This move was designed to stem the flow of oil and gas and, according to BP officials, make way for a pumping of cement to plug up and kill the well.

The top kill idea described here ultimately failed, but inquiring minds have to wonder why it wasn’t attempted sooner. Why didn’t well-killing measures go into motion when the Deepwater Horizon Oil Well drilling platform off the coast of Venice, La., first exploded April 20 and collapsed, creating the catastrophe that claimed the lives of 11 BP employees and

sent more than 600,000 gallons of crude per day spewing into a political nightmare? Why the month-long delay?

This appearance of poor planning makes for a public relations fiasco.

The press releases coming out of BP headquarters can barely keep up with accusations from the media.

As clouded images of plumes of oil under the water renewed viewers’ interest and ire, the popular press had a leg of our industry to demonize.

Whether or not BP is worthy of the treatment is not for AsphaltPro staff to decide in this column, but the idea of waiting until you’ve come to a crumbling bridge before crossing it is a practice asphalt industry members should know to avoid. Whether your company specializes in

Diesel Fuel Retail Price (per gallon) Mar 15

2.924

Mar 22

2.946

Mar 29

2.939

Apr 5

3.015

Apr 12

Liquid Asphalt Cement Prices Company, State

Mar, 1 ’10 Avg/ton

Apr, 1 ’10 Avg/ton

Mar, 1 ’10 Avg/ton

ConocoPhillips, Tenn.

$525.00

$525.00

$505.00

NuStar Energy, Ga.

475.00

510.00

510.00

3.069

NuStar Energy, N.C.

480.00

510.00

510.00

Apr 19

3.074

NuStar Energy, S.C.

480.00

510.00

510.00

Apr 26

3.078

NuStar Energy, Va.

485.00

500.00

500.00

May 3

3.122

Associated Asphalt Inman, N.C.

525.00

510.00

510.00

May 10 3.127 Source: Energy Information Administration

Associated Asphalt Inman, S.C.

525.00

510.00

510.00

Associated Asphalt Inman, Va.

525.00

510.00

510.00

Marathon Petroleum, Tenn.

505.00

505.00

505.00

Marathon Petroleum, N.C.

510.00

510.00

480.00

Valero Petroleum, Va.

n/a

n/a

505.00

Massachusetts Average

487.50

547.50

542.50

California Average

402.80

427.30

436.90

Missouri Average

510.00

510.00

n/a

Data for Southeast region, Source: ncdot.org; Data for Massachusetts, Source: mass.gov Data for California, Source: dot.ca.gov; Data for Missouri, Source: modot.mo.gov Oil Price Report—April, May 2010 Apr 1, ’10

Early Apr ’09

Apr 16, ’10

Mid Apr ’09

May 7, ’10

Early May ’09

Crude Oil (WTI)

$84.53/bbl

$52.52/bbl

$82.97/bbl

$50.36/bbl

$75.10/bbl

$58.58/bbl

Spot Price Gasoline (NY)

2.280/gal

1.381/gal

2.160/gal

1.464/gal

2.037/gal

1.687/gal

Spot Price Diesel Fuel (NY)

2.259/gal

1.431/gal

2.244/gal

1.414/gal

2.120/gal

1.496/gal

Spot Price Heating Oil (NY)

2.209/gal

1.426/gal

2.189/gal

1.406/gal

2.068/gal

1.483/gal

Spot Price Propane (GC)

1.130/gal

0.653/gal

1.129/gal

0.641/gal

1.085/gal

0.693/gal

Data for Oil Price Report April and May 2010 and 2009, Source: Energy Information Administration ASPHALT PRO 41

the last cut refining, crushing aggregate, producing hot mix asphalt (HMA), building asphalt roads or any combination thereof, you can learn a lesson from the actions BP has taken since the tragedy in April.

The number of ideas BP officers fielded for “fixing” the well or “capping” the well boggles the mind. One of the company’s spokespersons stood before a crowded press room and held up a stack of papers to illustrate her

of work visas so officials from Australia could come in and help. Examples of the efforts to get the Deep Horizon tragedy under control continue—as do the efforts—but a nagging question lingers. Why were people scrambling to come up with solutions to this accident?

Doesn’t the petroleum industry have safeguards and emergency protocol in place for explosions, collapses, breaks in piping, leaks, clogs, bubbles, hurricanes…

As clouded images of plumes of oil under the water renewed viewers’ interest and ire, the popular press had a leg of our industry to demonize. statement that BP employees had received “thousands” of ideas via e-mail. She applauded the government for fast-tracking the approval

While some pundits have suggested members of the industry can’t foresee every possible accident, people without the industry

demand that foresight of us. In an industry where professionals wish to place drilling platforms within a few nautical miles of environmentally sensitive and tourism-dependent shores, every accident must be anticipated. If an accident cannot be prevented, it must at least have contingency plans built around it.

Otherwise, when tragedy strikes, lives are lost, ecosystems are destroyed, public confidence is shaken, and the industry is left looking irresponsible at best—incompetent at worst.

Instead, savvy asphalt industry members have their contingency plans written down and understood by all employees. Safety is priority one, not just to safeguard our colleagues, but also our neighbors and neighboring environment.

To the families who lost loved ones in the Deepwater Horizon tragedy, the staff at AsphaltPro Magazine sends our condolences and wishes you peace during this very public grieving process.

resource directory ACE Group.......................... 19, 27 Contact: Carl McKenzie Tel: 888 878 0898 sales.enquiries@ashaltacesales.com www.asphaltace.com

CEI............................................... 4 Contact: Andy Guth Tel: 800-545-4034 info@ceienterprises.com www.ceienterprises.com

Asphalt Drum Mixers........................... 22, 23, 34 Contact: Steve Shawd or Jeff Dunne Tel: 260-637-5729 sales@admasphaltplants.com www.admasphaltplants.com

EZ Street................................... 35 Tel: 800-734-1476 Info@ezstreet-miami.com www.ezstreetasphalt.com

B & S Light................................ 17 Contact: Mike Young Tel: 918-342-1160 Sales@bslight.com www.bslight.com Bullis Fabrication..................... 11 Contact: Greg Bullis Tel: 321-439-0349 gregbullis@bullisfabrication.com www.bullisfabrication.com

Heatec, Inc. ....................... Inside Front Cover Contact: Sharlene Burney Tel: 800-235-5200 sburney@heatec.com www.heatec.com Hotmix Parts/ Stansteel..................................... 7 Contact: Dawn Kochert Tel: 800-826-0223 dkochert@hotmixparts.com www.hotmixparts.com Hydronix..................................... 8 Tel: 888-877-4884 or 213-439-5000 enquiries@hydronix.com www.hydronix.com

42 june/july 2010

Iowa Parts................................... 9 Contact: Jay King Tel: 800-821-6799 Maxam Equipment.................. 29 Contact: Lonnie Greene Tel: 800-292-6070 lgreene@maxamequipment.com www.maxamequipment.com NAPA Best Pavement Practices......... 25 Tel: 888-468-6499 www.hotmix.org

Rotochopper, Inc. ........................ Inside Back Cover Tel:320-548-3586 Info@rotochopper.com www.rotochopper.com Stansteel Asphalt Plant Products......................... 39 Contact: Tom McCune Tel: 800-826-0223 tmccune@stansteel.com www.stansteel.com

NAPA 2011 Annual Meeting.............. 31 www.hotmix.org

Systems Equipment................. 36 Contact: Dave Enyart Sr. Tel: 563-568-6387 Dlenyart@systemsequipment.com www.systemsequipment.com

Reliable Asphalt Products....................Back Cover Contact: Charles Grote Tel: 502-647-1782 cgrote@reliableasphalt.com www.reliableasphalt.com

Tarmac International, Inc.............. 21, 37 Contact: Ron Heap Tel 816-220-0700 info@tarmacinc.com www.tarmacinc.com

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 AsphaltwPro magazine.