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JANUARY 2020
FIVE WAYS ASPHALT PLANTS CAN PREPARE FOR SPRING
TRACKED OR WHEELED
ASPHALT PAVERS –
WHICH WILL BEST FIT YOUR NEEDS?
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GENCOR ULTRAPLANT Efficient. Reliable. Productive.
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TABLE OF CONTENTS |
JANUARY 2020
COVER STORY Tracked or Wheeled Asphalt Pavers: Which Will Best Fit Your Needs? The type of work your company completes will help determine which type of paver you should buy. | 38 TECHNOLOGY MATTERS
PRODUCTION NOTES
10 Can Autonomous Rollers Improve Compaction Results?
16 Five Ways Asphalt Plants Can Prepare for Spring
Semcon has developed an autonomous compactor solution to help increase efficiency and quality during the construction of roads.
12 Intelligent Compaction Still Key to Quality Asphalt Pavements IC provides the technological means to ensure that compaction is performed consistently, thoroughly and accurately - and contractors should be using it to improve their results.
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Plants, baghouses, mixers, dryers, automation systems & more.
60 Central Asphalt Constructs First Public Recycled Plastic Roads in U.S. Dow Chemical tests recycled plastic in binder on Michigan asphalt pavements.
Following these tips now will help ensure a smooth start to the busy mix production season.
JOBSITE INNOVATIONS
63 Preservation Products Milling machines, reclaimers, infrared equipment & more.
50 Jobsite Products 24 How Can Asphalt Producers Improve Heat Transfer Operations? Q&A with Paratherm discusses the importance of a heat transfer fluid system and why providing consistent heat to keep plant materials moving where they’re needed is so important.
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32 Production Products
Pavers, rollers, MTVs & more.
PRESERVATION UPDATE
54 Cold In-Place Recycling Helps DOTs Achieve Pavement Goals The sustainable pavement preservation process keeps roads in good condition while meeting budgetary constraints.
IN EVERY ISSUE 8
Editor’s Perspective
70 The Last Exit
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RIGHT THERE WITH YOU Every day brings new challenges and tight deadlines. You’re not alone in tackling what lies ahead—we’re at your side, just like always. With market-leading paving and construction equipment that helps you complete every job on time and on spec. Unmatched parts and service support that keeps you running efficiently. Real-world, hands-on training and resources that help your crew master the latest techniques and technologies. In an ever-changing industry, one thing remains the same: our commitment to be right there with you.
SEE OUR COMMITMENT
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COME SEE US AT FESTIVAL GROUNDS AT CONEXPO!
© 2019 Caterpillar. All Rights Reserved. CAT, CATERPILLAR, LET’S DO THE WORK, their respective logos, “Caterpillar Yellow”, the “Power Edge” and Cat “Modern Hex” trade dress as well as corporate and product identity used herein, are trademarks of Caterpillar and may not be used without permission.
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DIGITAL CONNECTION www.ForConstructionPros.com/Asphalt
Real Growth for 2020 Transportation Construction Market, ARTBA Chief Economist Says Total domestic transportation construction and related-market activity in 2020 should reach $300.4 billion.
[VIDEO] Continuing Resolution Prevents Losing Billions in Highway Funding Congress passed HR 3055 which repeals the $7.6 billion rescission of federal highway funding. Search: 21104054
Search: 21104526
Trump Administration Prioritizing Grant Money to Build New Roads The share of BUILD grants going to build new roads and bridges more than doubled in the transition from Obama to Trump.
Over 1,000 Tickets Issued During Operation Hardhat Sting in New York
Search: 21097704
The joint initiative between NYSP, Department of Transportation & the Thruway Authority focused on protecting highway & emergency workers. Search: 21104028
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CONTRACTOR LATEST INNOVATIONS FOR ASPHALT PROFESSIONALS
LATEST INNOVATIONS INNOVATIONS FOR FOR ASPHALT ASPHALT PROFESSIONALS PROFESSIONALS LATEST
ASPHALT ASPHALT
JANUARY 2020 Vol. 34, No. 1
CONTRACTOR CONTRACTOR LATEST INNOVATIONS FOR ASPHALT PROFESSIONALS
LATEST INNOVATIONS FOR ASPHALT PROFESSIONALS LATEST INNOVATIONS FOR ASPHALT PROFESSIONALS
Published by AC Business Media.
Asphalt
Asphalt CONTRACTOR
CONTRACTOR
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Published and copyrighted 2020 by AC Business Media. All rights reserved. No part of this publication may be reproduced or transmitted in any form or by any means, electronic or mechanical, including photocopy, recording or any information storage or retrieval system, without written permission from the publisher. Asphalt Contractor (ISSN 1055-9205, USPS 0020-688): is published ten times per year: January, February, March/April, May, June/July, August, September, October, November, December, with an additional Buyer’s Guide issue published in August by AC Business Media, 201 N. Main Street, Fifth Floor, Fort Atkinson, Wisconsin 53538. Periodicals postage paid at Fort Atkinson, Wisconsin and additional entry offices. POSTMASTER: Please send change of address to ASPHALT CONTRACTOR, PO Box 3605, Northbrook, Illinois 60065-3605. Printed in the U.S.A. SUBSCRIPTION POLICY: Individual subscriptions are available without charge only in the USA. The Publisher reserves the right to reject nonqualifying subscribers. One-year subscription to nonqualifying individuals: U.S. $45.00, Canada & Mexico $65.00, and $95.00 all other countries (payable in U.S. funds, drawn on U.S. bank). Single copies available (prepaid only) $10.00 each (U.S., Canada & Mexico), $15.00 each (International).
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EDITOR’S PERSPECTIVE
JANUARY 2020 • Vol. 34, No. 1
ASPHALT
Jessica Lombardo, Editor
CONTRACTOR LATEST PROFESSIONALS LATEST INNOVATIONS FOR ASPHALTPROFESSIONALS LATEST INNOVATIONS FOR ASPHALT
Published by AC Business Media
jLombardo@ACBusinessMedia.com 920.542.1247
Build New Roads or Make Old Ones Great Again?
R
ecently, the U.S. DOT announced the largest investment in U.S. infrastructure in history. The Trump Administration will invest $900 million in American infrastructure through the Better Utilizing Investments to Leverage Development (BUILD) Transportation Discretionary Grants program. The funding has been awarded to 55 projects in 35 states. BUILD is a discretionary grant program originally known as Transportation Investment Generating Economic Recovery (TIGER). It came about during the Obama administration as a stimulus response to the Great Recession in 2009. The program has been averaging around $500 million each year since, continuing with the initial experimental approach of boosting multimodal transportation programs.
PRIORITIES CHANGE UNDER TRUMP This year, U.S. Transportation Secretary Elaine Chao said the program selection criteria encompassed safety, economic competitiveness, quality of life, state of good repair, environmental sustainability, innovation and partnerships with a broad range of stakeholders. Six of the grants that maxed out at $25 million cap include five road projects. This news is good for the road building industry. In fact, under the Trump administration, the share of dollars handed to roads has more than doubled from that of the Obama administration to the tune $603 million (68% of the FY2019 spending). Unfortunately prioritizing new roadway construction also means that Trump’s DOT reduced its commitments to mass
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transit and rail improvements, zeroed out bike and pedestrian projects. According to Eno Transportation, the past three years of discretionary grants have funded the construction of more roads and bridges while reducing commitments to mass transit, rail and bike/pedestrian infrastructure. Experts argue the BUILD program needs to be revamped in a way that better distributes the funds and the Transportation For America has recently argued that federal funding for new car-centric infrastructure needs to halt entirely. They argue that instead, the government should prioritize fixing the current U.S. road and bridge network—which has a considerable maintenance backlog. "There has been a lack of vision about what the [BUILD] program is supposed to accomplish,” Beth Osborne, director of Transportation For America says. “The only goal is the expenditure of dollars, where Congress says, ‘If they give me more money, I will issue a press release talking about how much money is going to be spent.’ And that’s what we’ve done. We need to say what the money will accomplish.” In the meantime, road construction contractors should appreciate the boom in business under the Trump administration while continuing to push for the maintenance of existing roadways. Have you noticed an increase in work under the Trump administration? Let me know at jlombardo@acbusinessmedia.com.
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Asphalt CONTRACTOR
201 N. Main Street | Fort Atkinson, WI 53538 800.538-5544 • www.ACBusinessMedia.com LATEST INNOVATIONS INNOVATIONS FOR FOR ASPHALT ASPHALT PROFESSIONALS PROFESSIONALS LATEST PROFESSIONALS LATEST www.ForConstructionPros.com/Asphalt
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TECHNOLOGY MATTERS
Can Autonomous Rollers Improve Compaction Results? Semcon has developed an autonomous compactor solution to help increase efficiency and quality during the construction of roads.
S
emcon—an international technology company—has developed and validated a system for autonomous operation of a compactor. It developed the autonomous solution as part of a Norwegian innovation project relating to future road construction. The objective is to eliminate difficult work for staff, reduce the time needed to build new roads and enhance quality, resulting in the longer lifespan of the roadway. When building roads, compaction of the surface layers is crucial for ensuring high quality, resulting in safer roads that last a long time. “This work requires a great deal of accuracy and experience, but at the same time it is carried out in a limited amount of space. These are perfect conditions for an autonomous solution, where one operator can control several machines that can work at night, for example,” Thomas Eriksen, technical project manager at Semcon in Norway says.
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SAFE, EFFICIENT ROAD BUILDING When constructing roads, a compactor has to complete six passes over the surface with a minimum of 0.4 in. overlap at each passing. Semcon's autonomous solution establishes the route to be traveled via GPS positioning. This ensures the machine follows the same path for each and every pass to accurately and efficiently complete its task. Optical sensors are used to detect whether there is anyone or anything nearby and stops the machine if necessary. A complete safety solution for safe civil engineering works will be prepared until the system is fully operational. “This is a good example of how new technology is paving the way for safe, efficient solutions for road construction in the future. In the long run, it will create opportunities to build new roads more quickly and more cost effectively,” says Sebastian Kussel, who is in charge of technology and development at Nya Veier which is partnering with Semcon on the project in Norway. AF Gruppen has implemented the autonomous compactor for the “E39
Semcon's autonomous solution establishes the route to be traveled via GPS positioning. This ensures the machine follows the same path for each and every pass.
Kristiansand East – Mandal West” project in Norway. A proof of concept machine has been completed and demonstrations of the autonomous compactor on a live work site have begun. The compactor onto which Semcon's autonomous system has been implemented is a HAMM H25i. It has a top speed of 7.5 mph and travels at an average speed of 1.2-1.9 mph during compaction. Work for the project is based on a control system developed by Yeti Snow Technology AS, co-owned by Semcon, Husqvarna Group and Øveraasen. The next planned step in the project is to perform tasks autonomously under restricted conditions by the end of 2020.
For more information on autonomous tech, visit ForConstructionPros. com/21063995
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TECHNOLOGY MATTERS
INTELLIGENT COMPACT Still Key to Quality Asphalt Pavements IC provides the technological means to ensure that compaction is performed consistently, thoroughly and accurately - and contractors should be using it to improve their results
T
he most elemental meaning of the word "compaction," is the exertion of force on something so that it becomes more dense. In the realm of road construction, compaction is considered one of the
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most important processes in pavement and roadway surface construction. It is necessary in order to attain high quality and uniformity of pavement materials, which in turn better ensures the longlasting performance of the road. It has been more than a few years since the term and method of "intelligent compaction" (IC) has become a given in discussions of paving. Today, it has become the norm -- all compaction is pretty much considered intelligent compaction. Here is a simple dictionary type
definition: IC refers to the compaction of road materials, such as soils, aggregate bases, or asphalt pavement materials, using modern vibratory rollers equipped with an integrated measurement system, an onboard computer reporting system, Global Positioning System (GPS) based mapping and optional feedback control. IC rollers facilitate real-time compaction monitoring and timely adjustments to the compaction process by integrating measurement, documentation and control systems. IC rollers also
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PACTION maintain a continuous record of colorcoded plots, allowing the user to view plots of the precise location of the roller, the number of roller passes and material stiffness measurements. "Operators have told me that intelligent compaction takes the guessing game out of their rolling pattern," Daniel F. Brown, president of Phend & Brown, Inc., Milford, IN says. "They no longer need to remember which utility power pole or mailbox they started or stopped at with their rolling pattern. Additionally, uniform pass coverage is assured because pass coverage is being measured and documented."
IC BEGINNINGS & FUTURE Back in 2011, the FHWA reported on a major three-year research project which was designed to verify that IC, which at the time had been considered "emerging technology," was mature enough to be implemented in the real world. The intent of the project was to create the blueprint in the FHWA IC strategic plan. This study was under the Transportation Pooled Fund project, which included 12 participating state department of transportation: Georgia, Indiana, Kansas, Maryland, Minnesota, Mississippi, New York, North Dakota, Pennsylvania, Texas, Virginia and Wisconsin. The report's Executive Summary states that the project "demonstrated tried-and-true IC technologies through 16 field projects and open house activities, numerous meetings and
training for State personnel and local earthwork/paving contractors and assistance on the development of State IC specifications." The IC project's key conclusions: • IC mapping of existing support layers is effective in identifying weak support areas for corrective actions prior to the compaction of the upper layers. • With hot-mix asphalt (HMA) paving, IC tracking compaction roller passes and HMA surface temperatures can provide the necessary means to maintain a consistent rolling pattern within optimal ranges of temperatures for coverage of 100% of the construction area. • IC technologies can be especially beneficial to maintain consistent rolling patterns under lower visibility conditions, such as night paving operations. IC technology, the report stated, will have profound influence on the responsibilities of various stages of pavement constructions and will eventually help produce better and more consistent pavement products.
The key benefit of intelligent compaction is greater control over the compaction results, which in turn provides better finished paved results.
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TECHNOLOGY MATTERS "We are currently running Topcon C-53 IC Systems on two Caterpillar CB-534 D XW rollers, and two systems on BOMAG BW190 AD rollers," stated Brown. "At the time of purchase, the C-53, which offers the GX-55 control box, was the newest technology available. We like that the technology provides for remote mobile access via Sitelink to allow process balance decisions to be based on real-time data for the entire paver/roller operation, which in turn ensures that optimal production rates and density values are consistently achieved." Topcon Positioning Systems offers an intelligent compaction system that is designed to track pass counts of multiple rollers or IC machines working on the same project. Through secure connectivity to Topcon's global Sitelink3D service, each compactor not only performs its tasks, but also becomes part of the overall monitored project. "Each operator is not only able to see their own passes, but those made by other machines on-screen in realtime," Brown said. "And in real-time, the paving superintendant, foreman and general contractor personnel can also see what exactly is going on via the Sitelink platform. This ensures proper compaction from each machine and eliminates redundancy."
The IC system is designed to: • Leverage multiple integrated temperature sensors, so each compactor can achieve consistent results through constant feedback into the system. • Provide accurate pass counts, geographic locations of each run, as well as georeferenced task assignments and their completion via its GNSS technology. • Ensure that regulatory IC standards are being met by documenting surface stiffness values through its accelerometer. • Connect to the Sitelink3D Enterprise service which provides 24/7 access to project data, team collaboration, custom reporting, as well as standard export to Veta management and analysis software, which can provide additional customized information. • Provide data to demonstrate specification compliance and confirm proper density claims. "We're using the Topcon C-53 IC System with a GX-75 control box on our 850 Series Sakai oscillation/vibration paving roller, which allows the machine operator to monitor the compaction pattern and the temperature as they're working," stated Sergio Muniz, paving superintendent with Payne &
Dolan, Inc., Waukesha, WI. "I like that I can jump onto my laptop and see the work being completed in real-time and make certain we're complying with the tough DOT state specifications." Muniz added: "We're finding the Topcon system to be essential for our high-profile big jobs to ensure we remain on task and is instrumental for when we work at night. It also is proving handy for smaller parking-lot-type jobs as well." The key benefit of IC is greater control over the compaction results, which in turn provides better finished paved results. Compaction at its most elemental is the exertion of force on something so that it becomes more dense, while IC provides the technological means to ensure that compaction is performed consistently, thoroughly and accurately. The goal is to achieve optimum densities that ensure adequate support, stability and strength. Achieving these densities uniformly is key, and clearly IC aids this process. Jeff Winke is a business and construction writer based in Milwaukee, WI. He can be reached through jeff_ winke@yahoo.com.
For more information on IC, visit ForConstructionPros. com/20996129
Compaction at its most elemental is the exertion of force on something so that it becomes more dense, while IC provides the technological means to ensure that compaction is performed consistently, thoroughly and accurately.
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Engineered Innovation. From innovative designs to Caterpillar dealer service and support, Weiler is paving the way to success for contractors across North America. Weiler’s material transfer vehicles, commercial pavers, road wideners, windrow elevators, static split-drum compactors, soil stabilizers, rock drills, tack distributors and front mount screeds are engineered with innovative features to increase productivity while reducing operating costs. Weiler equipment is sold and serviced exclusively at Caterpillar dealers throughout North America.
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PRODUCTION NOTES |
BY JESSICA LOMBARDO, EDITOR
Five Ways A Prepare fo
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s Asphalt Plants Can re for
SPRING
Following these tips now will help ensure a smooth start to the busy mix production season
D
uring the winter months, your company should be optimizing plant downtime by completing a myriad of preventative maintenance tasks. A winter repair regimen for asphalt plants consists of checking on those 'trouble spots' that have accumulated over the course of the paving season that you know need to be addressed while business is slower. Here are five key areas you should focus on during schedule downtime at your asphalt plant. 1. CHECK THE DRUM The drum is the heart of your asphalt plant and this component should be checked on a regular basis during the paving season. However, during scheduled plant downtime, asphalt plant
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All maintenance actions should be performed in accordance with the manufacturer recommended procedures and intervals. Follow Complete all OSHA Lockout/Tagout and confined space requirements prior to beginning any inspection or service on your plant.
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owners should make sure these service checks are completed on the drum: • Check drum shell thickness for wear. • Clean, check and tune the burner. • Change oil in drive reducers. • Check the baghouse to ensure bags are in good shape. Also ensure cleaning and fines-return systems are working properly. • Check trunnions for excessive wear or uneven wear and check the bearings for excessive play. If there is excessive wear or reduced thickness along the flighting or shell, the material should be replaced. Repair and replacement of these components will help minimize fuel consumption and maximize the life of the dryer shell. Specifically, the combustion flights can make a significant impact on both the fuel combustion efficiency and emissions. The trunnions should also be repaired or replaced if they have experienced wear beyond the hardening point or have severe metal flaking. 2. MONITOR BATCHER/ SILO SYSTEM The batcher and silo systems are two of the most important pieces of equipment on an AC plant when it comes to battling mix segregation and safely storing your mix. The silo cone should be thicknessmapped on an annual basis, at a minimum, and perhaps more depending
on the amount of tonnage. Thickness gauge readings should be taken all along the length and circumference of the cone section and up the silo sidewalls, depending on how the silo is operated, how much it is filled and pulled down below the cone level on a daily basis. This measurement and mapping should be done for each silo to closely monitor how much wear has occurred. Often, when a batcher unit has problems, its gates are chained open to ensure the job moves forward. HMA quality suffers, but the price of a shutdown for repairs to the batcher are deemed excessive and as long as the mix is accepted. With a little foresight, this whole scenario can be avoided by following these tips: • Inspect the batcher's sides and cone for thin spots. Mark for any plating that may be required. Look closely at the gates and their pivots. Are they loose? Do they need to be greased? Mark for repairs any abnormalities you find. • Examine the air actuation system. Failures here are the primary cause of batcher problems. • Check the air cylinder(s) for excessive wear. Substandard air hoses should be slated for replacement. • The same inspection protocol is used for the storage silos as for the batchers. Check the structural thickness, especially in the cone area. Mark any thin areas for repair or replacement.
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PRODUCTION NOTES
3. FINESSE THE DRYER & MIXER Entire articles could be written on the subject of dryer/mixer maintenance and dryer flighting and mixer tip condition is imperative for adequate aggregate moisture removal and thorough HMA blending. Conditioning, showering and combustion flights need to be inspected for wear or damage. Replace or repair as needed. Inspect each and every flight and mixing tip for the following: • Excessive wear • Heat curling • Impact bending • Cracking or absence Mark for replacement any flight that exhibits these problems. Any that are cracked can be welded and those that are worn or missing must be replaced. Mixing tip wear needs to be evaluated
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periodically or when blending quality of the asphalt mix appears inadequate. These mixing tips are reversible to allow increased service life. Drum buildup removal should be performed in conjunction with rotating mixing tips. 4. COMBUSTION SYSTEM TUNE-UP The main burner and hot oil heaters make up your combustion system. Burner maintenance/cleaning and periodic tuning are important to utilize every BTU the fuel has available. Test, evaluate and tune your burner as needed to optimize performance. Having the burner run properly can also help to stay within State and Federal EPA guidelines. To do this: • Examine all fuel and propane lines. Schedule for replacement any that raise a question in your mind.
Burner maintenance/cleaning and periodic tuning are important to utilize every BTU the fuel has available. Test, evaluate and tune your burner as needed to optimize performance. Having a properly running burner can also help to stay within State and Federal EPA guidelines.
• Look at the propane bottle for signs of leakage or damage. • Check the fuel pump and drive mechanism. • Mark any frayed belts, worn couplers or leaking seals. • Schedule the fuel filters for replacement, regardless of how long they've been in place. • Check the piping and valving from the supply tank.
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PRODUCTION NOTES
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• Verify that shut-offs do, in fact, work. Don't take them for granted, it may come back to haunt you. • Inspect the tank's filling apparatus. Note any leaks or unsafe conditions. The maintenance on these burners will depend on your fuel type. If you are burning a fuel oil or gas, you will want to inspect and clean the fuel
delivery system. This would also be the time for an inspection and cleaning of the pilot assembly and burner nozzles. If equipped with electric heat for your hot oil, you will need to confirm your electrical connections and controllers are working properly.
Mixing tip wear needs to be evaluated periodically or when blending quality of the HMA appears inadequate. These mixing tips are reversible to allow increased service life. Drum buildup removal should be performed in conjunction with rotating mixing tips (paddles).
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Phantom / Talon II / Fury / Whisper Jet CONSTRUCTION
ENGINEERING ENGINEERING
CONSTRUCTION CONSTRUCTION
2 BAGHOUSE OPTIONSSERVICE & ENGINEERING CONSTRUCTION ENGINEERING ENGINEERING
CONSTRUCTION CONSTRUCTION
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TRAINING
SERVICE & SERVICE & TRAINING TRAINING
Long-term Silos / Dillman Silo Sytems SERVICE & ENGINEERING CONSTRUCTION TRAINING
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SERVICE & TRAINING
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Double Barrel / DBX / DBXHR / Dillman UniDrum
Pulse Jet / Reverse Pulse
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PRODUCTION NOTES JohnnyH5/ iStock / Getty Images Plus
One Last Thing: The Conveyor Proper belt tracking is crucial on weighbridge conveyors and this should be monitored daily during production. A belt that is not running straight can be quickly damaged and requires replacement. Not only is this a costly repair but plant downtime can adversely affect production commitments.” To check the cold/RAP feed and conveying system: • Check conveyor components (i.e. troughing rollers, return rollers and belting) for excessive wear, damage and material buildup. Tracking problems are usually more pronounced on the collecting conveyor. • Mark excessive damage for repair or replacement. • The belt lacing should receive an exacting examination. Worn and broken components are a liability. If in doubt, mark them for replacement. • Keep in mind that a damaged or improperly tracked conveyor belt can lead to piles of aggregate which require considerable time and effort to remove by hand. • Be sure to also examine the conveyor’s bearings and drive system. If you have chain drives, examine each sprocket for ‘fish eyeing’, marking any abnormalities you find.
b.
c.
d.
• For belt drives you need to look for cracked or glazed belts, excessively worn sheaves add a loose condition which may require adjustment.
5. SOLIDIFY THE SCREENING SYSTEM Scalping screens are vital in removing (rejecting) oversized aggregate for both batch and continuous mix asphalt plants. To verify that your screening system is up to par, follow these steps: a. Start with an external inspection. Look for missing parts, such as lid hold-downs, and for signs of dust leaks. Look
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at the skirting seals under the units. Are they there or long gone? Examine the top covers. Are they worn out where they rest on the frame or other lids? All these conditions should be addressed. Check to see that the screens move freely. If they don't, look for a buildup of aggregate under the drive end. Check the size of the material. If it's a useable size that normally goes into a hot bin the accumulation could point to leaks in the oversize discharge, exacerbated by screen flooding and carry-over. Remove all the lids and side covers. Take a hose and clean the accumulated fines off the screen frames and springs to make it easier to find damaged and cracked components. Caution: Remember to open all the gates below and provide a way for the water to escape from under the plant. Once the unit is clean, you should inspect it for broken springs and cracks in the framework. Closely inspect each screen cloth. Look for excessive wear and broken wire. Check the screen trays. Are they all tight? Is the screen cloth secure? It's good insurance to stock a complete change
of screens. When stored in a custom-built rack on the screen deck, they are ready for installation with a minimum of fuss. Don't forget to keep a supply of the appropriate bolts handy. g. Examine the screen drive and eccentric. Follow the manufacturer's recommendations as to periodic maintenance. In general, you should look for damaged components, worn sheaves or belts and broken motor mounts. Proper plant maintenance can be instrumental to the performance of your plant next season, but it’s also important that you hire experienced plant personnel that are trained to spot warning signs for potential problems in plant components during the production season. Faulty parts on a plant can be costly if not addressed when first seen and can lead to troubles that are difficult to repair, even in the off season. Remember, all maintenance actions should be performed in accordance with the manufacturer recommended procedures and intervals. Follow all OSHA Lockout/Tagout and confined space requirements prior to beginning any inspection or service on your plant.
For more information on avoiding a plant shutdown, visit ForConstructionPros. com/21035622
ASPHALT CONTRACTOR JANUARY 2020 www.ForConstructionPros.com/Asphalt
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PRODUCTION NOTES |
BY JESSICA LOMBARDO, EDITOR
How Can Asphalt Producers Improve
HEAT TRANSFER OPERATIONS?
Q&A with Paratherm discusses the importance of a heat transfer fluid system and why providing consistent heat to keep plant materials moving where they’re needed is so important
CON
H
eat Transfer Fluids (HTF) are designed and rated to maintain consistent temperatures for material movement throughout the asphalt plant. Problems occur when there is a sudden loss of fluid from the system causing it to shut down. Because delivery schedules need to be kept, some asphalt contractors will “top off” a system with any oil that happens to be on hand just to keep the operation moving. However, this is not a best practice and can be detreimental to your operation. Learn more from Paratherm sales engineer Steve Beward:
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Q:
What is the importance of a heat transfer fluid system to an asphalt plant?
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A: This is the life blood of the process, it allows the liquid asphalt to stay liquid. Without proper care, the heat transfer
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AND WE DO THIS... ENGINEERING
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Dedication is the difference. A team dedicated to asphalt plant construction has the know-how and the experience to construct or move your asphalt plant. SERVICE & individuals PARTS Dedicated care enough to TRAINING make the process as trouble-free as possible. Because asphalt plant construction is what we do, we do it really well.
ENGINEERING
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SERVICE & ENGINEERING CONSTRUCTION No other North American manufacturer TRAINING & offers more ENGINEERING options than Astec. SERVICE CONSTRUCTION TRAINING
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4 BURNER OPTIONS ENGINEERING ENGINEERING
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SERVICE & TRAINING SERVICE & TRAINING SERVICE & SERVICE & TRAINING TRAINING
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PARTS
PARTS PARTS
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Double Barrel / DBX / DBXHR / Dillman UniDrum
Pulse Jet / Reverse Pulse
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PRODUCTION NOTES fluid can shut down the operation and impact cost.
Q:
If this system fails, what issues can occur at the asphalt plant?
A: Regarding heat transfer fluid related failures, the worst case would be fire. If carbon is allowed to build up on the walls of the heater coils, stress fractures can form on the coils and ultimately pinhole leaks can occur, allowing combustible fluid to leak into the firebox and can/will lead to a fire. Failure to properly maintain the heat transfer fluid can also lead to piping blockages, pressure drops and flow issues in the process piping. Lack of maintenance can also interference with safety controls such as the low level switch in the expansion tank. All of these can impact safe and efficient operation and process uptime.
Q:
What are ways plants can help prevent heat transfer system failure?
A: The best way to avoid failure of the heat transfer system at the asphalt plant is to perform annual fluid testing. This will monitor acid, viscosity and carbon buildup. Companies like Paratherm can provide corrective measures to prevent further buildup or help to reduce the sludge and carbon in the system.
Q:
How can a hot oil fluid analysis help improve asphalt plant operations?
A: A hot fluid oil analysis can help improve efficiency by allowing the system to operate at the designed set temperature. Once the acid is allowed to increase, it is the main producer of carbon. As the carbon increases, so does
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the viscosity. These increases make it difficult to keep the set temperature thus causing the operator to increase the set point and burning more fuel to the heater. DON'T SKIMP ON QUALITY...OR TRAINING In asphalt plants with thermal oil heaters, safety and performance are greatly improved through proper maintenance. A program of routine checks keeps systems running at their best. This is why Beward says plant owners should be sure the following maintenance items are completed each year:
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•
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• Conduct an annual fluid analysis. Use a clear glass container and take the sample from a “live” part of the system such as a blow down valve on the Y-strainer or a low drain point. Allow a couple quarts to flow into a separate container; this will assure a representative sample. Then take the sample when the fluid is between 180° and 230° F. Examine the oil, look for particles suspended in the oil. Second, check the viscosity. Higher viscosities are produced when oil is oxidized or contaminated. Third, send the sample out for a fluid analysis. • Keeping the Y strainer clean will prolong the life of your fluid charge, and help the system run smoothly. • Use proper start-up and shut down procedures. To save on fuel costs, some plant owners shut down heaters at night, on weekends and during cold seasons. When starting up, bring the heater outlet gradually up to 200° F and then continue, up to operating temperature. This will avoid overheating the fluid. When
shutting down, leave the combustion air blower and the circulating pump running until the fluid temperature is down to 200° F Check insulation to see if it is wet with oil. Soaked insulation can spontaneously ignite. Using closed cell insulation or removing insulation altogether from potential leak points is recommended. Smoke is a sure sign that fluid is leaking. Check the low level switch to make sure it is functioning. Sludge can build up in the expansion tank causing the float switch to hang up. This can allow the system to continue to operate with a dry tank causing severe degradation of the fluid. Remove water by draining a small amount of fluid from the bottom of the expansion tank. Drain the catch container or buffer tank. Never put oil found in the catch container back in the system. Check the stack temperature versus the heater outlet temperature. If the stack temperature is higher than normal, you either have soot buildup on the outside of the coils or coke buildup inside the coils.
Q:
What are some other key maintenance issues plant owners should be aware of with their heat transfer system?
A: In asphalt plants with thermal oil heaters, safety and performance are greatly improved through proper maintenance. A program of routine checks keeps systems running at their best. This means you should not ignore leaks or smoke as leaking fluid can lead to catastrophic issues if not addressed immediately. Needing to add make up fluid is another indication that fluid is being lost somewhere in the process. As a best practices, follow proper system start-up and shut down procedures to prolonging fluid lifetime. Routine observation of the system/operation, taking note of temperature set points
www.ForConstructionPros.com/Asphalt
12/12/19 9:33 AM
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PRODUCTION NOTES and system pressures is also important. Changes in these conditions over time may indicate problems Proper use of insulation – some parts of the system should not be insulated for both safety and fluid quality reasons.
Q:
What type of damage can a lowcost oil do to the transfer system?
A: Low-cost fluids, or fluids otherwise not explicitly designed for high temperature heat transfer systems can degrade prematurely, and/or foul heat transfer surfaces. Care should be taken to ensure a proper fluid is used that will maximize efficiency while meeting the demands of the application. The damage that can be done to a system in the long term makes using low-cost oils a bad decision. Motor oil, turbine oil, hydraulic oil, R & O (Rust and Oxidation) lubricants and common base oils are simply not designed to perform under the continuous high operating temperatures of a heat transfer fluid system. These oils along with “multi-purpose oils” sold by some companies as HTFs can be unreliable because the additives in them are designed for the needs of other applications.
S T
Q:
What role does education and training have in preventing system downtime?
A: System operators, technicians etc. who have been trained on proper operation and maintenance of the heat transfer system will be better prepared to handle issues when they do arise. In addition, they will be aware of what to look for, listen for or otherwise be cognizant of if/when abnormal or upset conditions occur. Ensure plant personnel are trained on the proper fluid to add to the system and ensure the fluid containers are clearly labelled and protected from contamination. If possible, dedicated equipment should be used when charging the system with fresh heat transfer fluid. Knowledge of proper operation can help to recognize a problem early on, potentially preventing a shutdown scenario.
For more information on heat transfer systems, visit ForConstructionPros.com/20975897
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A commitment to service is a commitment to your success. For the Astec service team, education is an integral part of demonstrating that commitment. From PARTS the renowned Astec customer schools, to on-site training sessions, Astec service makes education a priority.
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SERVICE & ENGINEERING CONSTRUCTION No other North American manufacturer TRAINING & offers more ENGINEERING options than Astec. SERVICE CONSTRUCTION TRAINING
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PARTS PARTS
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Go Beyond the Dot. Tenna is the construction technology platform that revolutionizes equipment fleet operations.
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PRODUCTION NOTES Maxam Recycle Systems Maxam's Recycle Systems are available for drum and batch plants. • Skid-mount RAP bin designed to eliminate plugging or no-flow conditions • 1/4-in.-thick AR bin walls standard • Dual roll breaker reduces RAP with highspeed self-relieving revolving drums • Manganese cutting teeth on double extraheavy wall rollers ForConstructionPros.com/10146860
KPI-JCI Fast Trax Crushing Plants The FT4240 and FT4250 horizontal shaft impact crushing plants are designed to simply drive off the transport trailer and start crushing. • Crush on the go to allow product to be windrowed as material is fed into the plant • Optional vibrating screen package • Diesel powered with full hydraulic controls for the feeder, crusher, onboard conveyors, vibrating screen, optional cross-belt magnet and tracks • Optional two-deck, 4-ft. x 7-ft. pre-screen option allows producers to scalp the feed, crush the material and post-screen all on one unit • By pre-screening the feed, users can maximize their scalping ability and minimize undersized material passing through the chamber, reducing wear costs
Astec Double Barrel XHR Astec's Double Barrel XHR (eXternal mixer, High RAP) aggregate dryer can produce up to 400 TPH with up to 65% RAP/RAS. • Employs two mixing technologies: an outer chamber on the drum and an external mixer • V-Pack Stack Temperature Control System maintains as low an exhaust temperature as possible when running a high RAP/ low virgin mix • Stainlesssteel drum and combustion flighting withstand the higher temperatures associated with running high RAP ForConstructionPros. com/12191409
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RIGHTValve RIGHTPrice RIGHTNow! Dependable, Economical, Available …
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Since 1892, Homestead continues to be the most reliable manufacturer of asphalt valves. With cast iron and ductile iron material options, we offer a complete source of valves for any liquid asphalt application. Our full line of hot-jacketed 2-way shutoff & 3-way diverter valves provide a ready solution to meet your flow requirements. Homestead’s cutting-edge actuation design allows you to easily add actuators to your existing Homestead valves, in-line, without modification.
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When you call, we answer.
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Your call links you to the world’s largest inventory of in-stock parts for asphalt plants. It links you to a seasoned team of experts, ready to help. It links you to world-renowned service, ready to deliver. It links you to Astec.
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SERVICE & ENGINEERING CONSTRUCTION No other North American manufacturer TRAINING & offers more ENGINEERING options than Astec. SERVICE CONSTRUCTION TRAINING
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Double Barrel / DBX / DBXHR / Dillman UniDrum ENGINEERING
CONSTRUCTION
4 BURNER OPTIONS ENGINEERING ENGINEERING
CONSTRUCTION
SERVICE & TRAINING
SERVICE & TRAINING SERVICE & TRAINING SERVICE & SERVICE & TRAINING TRAINING
Phantom / Talon II / Fury / Whisper Jet CONSTRUCTION
ENGINEERING ENGINEERING
CONSTRUCTION CONSTRUCTION
2 BAGHOUSE OPTIONSSERVICE & ENGINEERING CONSTRUCTION Pulse Jet / Reverse Pulse ENGINEERING ENGINEERING
CONSTRUCTION CONSTRUCTION
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TRAINING
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PARTS
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PRODUCTION NOTES Heatec Rubber Blending System The Heatec rubber blending system is a self-contained trailer-mounted unit that's powered by a motor-generator set. • Booster heater raises the temperature of virgin asphalt prior to mixing • Its hopper feeds ground rubber into its pre-wet mix tank where it is mixed with the virgin asphalt • The mixture is piped to its two reaction tanks and held for usage • Its hot oil heater heats all tanks ForConstructionPros.com/20865502
Minds, Inc. BatchTronic Full Asphalt Batch Plant Automation Control
• •
Ahern Asphalt Plants
With the number of screens ranging from one to four and a 'zero console' option, the BatchTronic fits all types of asphalt plants and budgets. • The system has the capacity to control all asphalt plant operations or just the tower • An industrial grade computer with security and redundancy features ensures reliable operation in all situations • BatchTronic runs on Microsoft Windows via a communication driver, RTX from IntervalZero, and uses one or more unique I/O boards, depending on the asphalt plant complexity, over a real-time TCP/IP protocol • The exact 3D representation of the actual asphalt plant reduces the learning curve needed to use the system • The operator can actually link what is seen to the actual physical mechanisms
F
100%Texas built heavy duty portable asphalt plants. • American workforce engineers, welds and assembles custom built hot mix asphalt plants
G ta •
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Pulse-Jet Baghouse For situations where more aggressive cleaning is required, the pulse jet baghouses can provide significantly better bag cleaning due to "pulse" of compressed air that is applied to cause the bag to ripple down its length. • CMI BH30R baghouses feature a large filtration area with high air volume and high filtration efficiency • The hopper and upper house is constructed using alternating U-shaped steel plates creating 3-in. x 5 in. tubular stiffeners which are integral to the house structure, hopper and clean air plenum manufactured of all-welded construction using 3/16 in. mild steel
•
ALmix Compact Series Asphalt Plants The ALmix Compact Series is designed for portability and a small footprint, this simple yet rugged design meets the needs of the small to mid-size contractor. • Judicious control of plant frills versus plant cost has yielded a Series of asphalt plants which allow the long time asphalt paver to become a first time asphalt producer • The “Compact Series” is offered in production ranges from 60 TPH to 140 TPH ForConstructionPros. com/20866312
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ADM Call Box A tank heater that fails on a cold evening and goes undiscovered until the next morning can lead to significant downtime, between repairs and waiting for the asphalt to reheat. It can also mean unhappy customers and thousands of dollars in lost production. ADM’s call box notifies operators of an event at the plant. The call box can be tied to most plant systems, but it is most often used to monitor asphalt tank temperature. • Custom automated alerts via text message or phone call allow operators to be in the know when they are away from the plant • Operations choose from landline or cell phone configurations, with the cell phone being more reliable in the event of a power outage ForConstructionPros.com/21026258
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Ve pl kn • •
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Get fast, relevant product information in the Buyers Guide at ForConstructionPros.com
Ammann ABA 100-340 UniBatch Asphalt Plant Versatility makes ABA 100-340 UniBatch one of the most popular Ammann plants. The plant is among the lower-cost alternatives and is easy to operate and maintain and is known for its reliability. • Wide output range from 100 tph to 340 tph • Maximum customization options combined with top performance and economic efficiency • Designed for worldwide use, with mixing tower modules providing ease of transport • Robust, tried-and-tested technology ForConstructionPros.com/20974580
Gencor RAP Feed Bins Gencor RAP feed bins are designed to eliminate material bridging, with steep sided ¼-in. tapered walls, self-relieving throat and welded beater plates on the sides of the bins. • With the rack and pinion gate design, material height can be easily adjusted to suit any feed rate • Variable speed drives assure steady consistent flow at varying production rates • Feature unitized heavy I-beam construction and are available in portable, stationary or skid-mounted configurations
PHCo Distributor Truck Electric Tank Heaters Process Heating Company (PHCo) Lo-Density Rigid Tubular Drywell Tank Heaters provide a more efficient and safe form of heat for asphalt and emulsion distributor truck tanks than fossil-fuel-fired systems. • With the Lo-Density heating system, the operator simply plugs the heater in at the end of the day, and it maintains the emulsion at the correct temperature overnight or over a weekend • With no open flame, these heaters eliminate concerns about the everpresent dangers associated with lighting and operation of burners ForConstructionPros. com/20996613
ForConstructionPros.com/20988323
r.
o er
DESIGN. ENGINEERING. M A N U FA C T U R I N G . SERVICE.
o
If you store liquid asphalt, blend asphalt emulsions or polymer modified asphalt, Heatec is your one source for everything from tank farms to asphalt terminals. Heatec will design and build a system for you that is efficient, durable and easy to use and provide world class parts and service support 24/7. Learn more at www.heatec.com.
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AND YOU KNOW WE DO THIS... You know Astec for durable, reliable equipment with proven performance. A pioneering team with decades of experience and a culture committed to putting the customer first has culminated in a range of options including drum styles, baghouse styles, and silo styles which allow you to configure the precise plant for your needs. Only Astec offers a complete line of portable, relocatable and stationary asphalt plants from 80tph to 600tph. Astec manufactures both Astec and Dillman brand equipment.
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JOBSITE INNOVATIONS |
BY JESSICA LOMBARDO, EDITOR
Tracked or Wheeled Asphalt Pavers – Which Will Best Fit Your Needs?
The type of work your company completes will help determine which type of paver you should buy
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ome features on an asphalt paver, such as joystick controls or cup holders, are really about the preference of the operators. Some options however, like choosing a wheeled or tracked asphalt paver, will require some more consideration into the type of work you’re going to be doing before you should make the purchase.
If your company mainly completes new construction, you should consider a tracked paver but if you’re going to be completing a lot of overlay and municipality repairs, then a wheeled tire paver should be in your fleet. “Contractors need to consider the environment and the local geography they are going to be working in before
ASPHALT CONTRACTOR JANUARY 2020 www.ForConstructionPros.com/Asphalt
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Choosing between a wheeled or tracked asphalt paver requires consideration into the type of work you’re going to be doing before you make a purchase decision.
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Keep these tips in mind before making a purchase that you and your crew will have to work with for years to come.
deciding on a paver type,” Kyle Neisen, product manager for pavers and MTVs at Roadtec says. “For example, in Louisiana you would want a tracked paver to handle the sandy, wet, swampy conditions. If you are paving long stretches of plain highway work in Indiana or Ohio however, a wheeled paver may be your choice.”
TRACKED PAVERS PERFORM UNDER PRESSURE Tracked pavers tend to be preferred over wheels on softer bases because of their traction and flotation. These machines offer better stability and can usually turn in a tighter space better than a wheeled paver “All applications are well suited for tracked pavers, but the place they really differentiate themselves as being better is placing asphalt over aggregate base,” Jon Anderson, sales support consultant at Caterpillar Inc. says. “The benefit of having all that track surface area for flotation on the subbase and the tractive effort that it provides is hard to ignore.” Henry Polk, product manager at BOMAG agrees. “Track pavers are best in subbase conditions because the weight of the paver is distributed over a larger area thus reducing the risk of damaging the base,” he says. And since it’s not the final lift, it is more likely that you will be enddumping the trucks into the paver, so the ability of the track paver to push the trucks on the gravel base is critical. “Track pavers excel when pushing end dumps,” Anderson says. “When mix from the truck is tipped back at an angle into the hopper of the paver, the truck tends to push away, so the truck driver must apply brake pressure in order to stay engaged. With a track paver, all that weight from the material and the truck sits on top of the tracks and adds to the tractive effort of the paver. If you add 10,000 lbs. of weight in the hopper, the machine will have the traction to push much harder. “A wheel paver has most of the hopper weight over the front bogie wheels, so when weight is added to
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hopper, there isn’t any more tractive effort from the drive wheels. There is a delicate balance between the truck driver being able to hold the truck to the paver and the paver being able to push the truck. This function is easier when the wheel paver has front-wheel assist or all-wheel drive but is still not as good as a track paver. Nobody is happy when the truck pushes out of the paver and dumps the load on the ground.” The other place track pavers excel is wide width paving where you need a lot of traction to pull wide screeds. Smooth track pavers do not tear up the base like tracks with treads on them, or in many cases, disturb the base less than wheeled pavers when turning with a loaded hopper. “Tracked pavers are also preferred for offset paving (ex. 12-ft. lane and 5-ft shoulder),” Bill Laing, product manager, road products at Volvo Construction Equipment adds. “The tracked paver tends to maintain a more stable platform when doing wide width or offset paving. Comparing the amount of contact area between a tracked and a wheeled paver, the difference is noticeable.” Track pavers also do a great job paving in hilly and mountainous areas with steep grades. Again, because of the tractive effort they can deliver without slipping and still push a truck uphill or hold one from running away downhill. They can also be helpful in specialty applications like airports. "The tracked pavers come in particularly useful when the paving widths start widening in any jobs where paving width is 20+ feet and tighter tolerances are required," says Vijay Palanisamy, senior product marketing manager for
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At the end of the day, if you have a fleet that is large enough to include a diversity of machines, it makes sense to have at least one wheeled and one tracked paver and if your considering a change, make sure to demo the paver and take the time to decide if that paver fits your needs and your budget.
Dynapac North America. "For projects such as airport or racetracks, track pavers are used primarily because it is specified in job specs, and/or the contractor prefers using a track paver due to the tighter tolerances or because that it is the one they’re most comfortable using." “There’s not a single paving job that I can’t put a tracked paver on and it will do it. It doesn’t matter if it’s a steep hill or a soft base,” Niesen says. “Tracked pavers can go anywhere- parking lots, highways, county roads, etc. They can be use on surfaces that are first time pavement, with a brand-new base, or on milled surface.”
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WHEELED PAVERS BUILT FOR SPEED While tracked pavers are made for new surfaces, wheeled pavers are built more for use on existing surfaces such as mill and fill applications and overlays where traction isn’t as much of an issue. Even though mobile track pavers have increased their roading speeds, wheeled pavers are still designed to move much faster than their tracked counterparts making them ideal for traveling a larger distance around the jobsite. “Wheeled pavers are preferred for areas where the operator needs or wants to move the machine without putting it on a trailer,” Laing says. “The wheeled paver is easier to move and travels faster, so it’s more flexible for transporting shorter distances.” This is especially important when paving under pressure for highway and city work.
"Interstate night paving projects have time restrictions for paving start and end times, so paving contractors are looking for ways to cover as much ground as possible," Palanisamy says. "Those projects have restricted areas for parking/storage of the equipment and the distance varies from the storage to actual paving start and stop, which sometimes requires the paver to be driven on the road. The wheel paver has the highest travel speed, so it becomes the obvious choice for the contractor to reduce travel time to/ from the actual job starting/ending point." Anderson agrees noting that “wheeled pavers tend to be favored for city and urban work where a lot of moving around is involved, such as paving one city block, then moving 3 or 4 blocks to the next site, paving another block and so on.”
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12/12/19 9:36 AM
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JOBSITE INNOVATIONS
MAINTENANCE MATTERS No matter which machine you’re running, it’s important the equipment you rely on is easily maintained and will be ready to work every time you need it. One of the main differentiators between these machines is the level of maintenance required to keep them working properly. "Wheel pavers in general have less wear items compared to track pavers," Palanisamy says. "Track pavers have 20-24 track bogies, four drive and idler wheels, plus track band and bearings, etc. The lifetime of these components varies depending on the usage and
paving surface. Whereas wheel paver have two rear tires and four front bogies wheels as wear parts to replace. The rear tires are replaced more often than the front bogies as they are solid rubber. This is one of the main reasons contractors might choose wheeled pavers over track pavers if their application suites to use both machines." Niesen with Roadtec agrees. “Wheeled pavers are cheaper and easier to maintain as they have less moving parts than tracked pavers,” he says. “With a tracked paver, you must inspect the tracks and ensure they are aligned. There are multiple places to check
alignment, and a few more places to grease. There are more parts, and more moving parts in particular, on a tracked paver.” These bogies, bearings, friction drives and tracks that experience the wear and tear on a tracked paver need more care than wheeled pavers. “As far as daily maintenance is concerned, they are very similar but
The bogies, bearings, friction drives and tracks experience the wear and tear on a tracked paver and require more maintenance than wheeled pavers.
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JOBSITE INNOVATIONS
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pl overall, it is going to be more expensive to replace tracks than it is to replace rear drive wheels and the tracks are probably going to need to be replaced a bit sooner,” Anderson adds. CONSIDER: COST & CREW BEFORE BUYING While a tracked paver is typically 13-15% more expensive than a wheeled paver, resulting in a $25-30K end user price difference, you need to consider your crew comfort level before letting cost alone determine your decision. “Ultimately, it comes down to what the operator is most comfortable with,” Polk says. “Wheeled pavers steer differently from tracks because the paver steers on the front bogies, just like your car. Tracked pavers have a steering or pivot point that is often under the operator’s position. If a contractor gets good results from whatever paver they’re using, stay the course.”
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This is why it’s important to gauge crew comfort level with one type of machine over the other before making a purchase. “The thing that people who have grown up on wheel pavers struggle with when they change to a track paver is the steering,” Anderson says. “While there have been lots of improvements over the years to the way track pavers steer, you can’t change physics. An unloaded track paver with the screed in the air has a center of gravity that is towards the rear of the machine, so the line of rotation is near the rear of the machine. “If you take that same machine, float the screed, and put material in the hopper, now the center of gravity is near the mid-point of the machine, so the line of rotation is farther forward. On the other hand, a wheel paver has a more consistent response no matter how it’s loaded. Wheel paver guys have a tough time adjusting to that change in steering
Even though mobile track pavers have increased their roading speeds, wheeled pavers are still designed to move much faster than their tracked counterparts making them ideal for traveling a larger distance around the jobsite.
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M dynamics when running track pavers.” Bottom line: your crew will always determine how successful your equipment is on the jobsite. “If the crew is accustomed to a tracked machine and knows how a tracked machine behaves in various circumstances, they will be happy to continue using a tracked machine. Conversely if they are used to a wheeled machine and you put a tracked paver on the job, you may put them in a situation where they can inadvertently damage the undercarriage, particularly the rubber band of the track.”
ASPHALT CONTRACTOR JANUARY 2020 www.ForConstructionPros.com/Asphalt
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JOBSITE INNOVATIONS
At the end of the day, if you have a fleet that is large enough to include a diversity of machines, it makes sense to have at least one wheeled and one tracked paver and if your considering a change, make sure to demo the paver and take the time to decide if that paver fits your needs and your budget.
For more information on selecting a paver, visit ForConstructionPros. com/21026879
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Your crew will always determine how successful your equipment is on the jobsite. Make sure they are comfortable with any paver they will be using before you commit to purchasing.
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ASPHALT CONTRACTOR JANUARY 2020
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purchasing more equipment from LeeBoy in the future.” –Scott Flores, Empire Parking Lot Services, California “I've been paving for 3 generations, the absolute best investment we’ve made as a company was buying a LeeBoy. If you’re thinking about buying one, stop thinking and make the best decision of your life. Thank you LeeBoy I will be spreading the word!” –Don Hopkins, D&H Paving, New Egypt, New Jersey “Best paver made in the USA. Parts always available. Designed with the paving professional in mind. LOVE IT. Other pavers to me are not an option.” –Alan Taylor, Connecticut “I’ve been in the paving business for 30 years and wouldn’t pave with anything but a LeeBoy!” –Jeff Jarzombek, USA Seal & Stripe LLC, Celebration, Florida “I have been laying asphalt for 32 years now. I come from a time when we used to lay asphalt with a ‘dragbox’. I used to dream of a machine like the LeeBoy paver. In my opinion there is no better or labor-friendly machine like the LeeBoy. From the 1000 to the 8515, the work output and quality is simply unparalleled.” –Frank Cidade, Cidade Blacktop, Massachusetts “Can’t beat a LeeBoy. They’re tanks. It feels wrong to use any other brand. They last forever and are very comfortable.” –Nick Stanley, California “The Legend Heavy-Duty Electric Screed on our 8520 produces an impeccable mat. The noticeable level of quality continues to bring us repeat business and new referrals.” –Shawn Lail, Carolina Paving, Hickory, North Carolina “My old 8515 laid 510 ton on a church lot in Hopkinsville, KY today. Ain’t even broke a sweat yet, might even stop and do a small drive on the way home. Suns up, “Sons” working. Still asTHERE sweet today as the day l bought it.” –Randy Bennett, Bennett & Sons Paving, Kentucky “I wouldn't use any “IT'S NICE TOpaver. SEE ARE STILL other machine except for a LeeBoy They are strong machines. Very friendly staff when you have questions. Couldn't ask for a better machine.” –Derek Heater, Black Rock AMERICAN & Sons Paving, Honesdale, Pennsylvania "LeeBoy’s 8520 paver is simple to operate and results in a high production paving SOME COMPANIES OUT operation. No job is too big or too small. Our 8520 produces a quality mat day in and day“Iout!" –Dan Zuber,FROM Cunningham Paving, Cleveland, Ohio “I SWITCHED A LEEBOY switched from a LeeBoy paver only to return. ” –Robert Wadsworth, THERE MAKING EQUIPMENT THAT Sunrise Asphalt, Las Vegas, Nevada "I'm a mid-size paving contractor, and for me, there's no better machine made. The versatility of the sizes available is amazing. Even the small LeeBoy can tackle largest project with ease. I tell PAVER ONLY TO the RETURN." LONG WORKS WELL.” everyone LeeBoy isLAST the reason my AND family and I are fed. Have been and will continue to be a customer for life." –Noah Williams, SOS Paving LLC, Wadsworth, Tennessee “We’ve been doing asphalt paving since 1975 and owned seven LeeBoy asphalt pavers––Robert from the 700 all the way to the 8816, we would – Scott Flores, Empire Parking Lot Designed Services,with the paving professional in mind, use no other asphalt paver, they are the best machines. GO LEEBOY OR GO HOME!” –Robert George, Sunrise Asphalt, The Asphalt Company, Michigan “Great machine!!! Lundberg, Lundberg Paving and Excavating, Orange, CA The Legend screed makes for flawless seams!!!” –Matt Las Vegas, NVvery fluent controls.” –Thomas Brockway, Pennsylvania “I just bought a LeeBoy 8616C. Very good machine, lays a great mat, powerful engine, Clements, C&C Asphalt, Inc, Scottsboro, Alabama “BEST pavers, best people. Factory tour shows true commitment to manufacturing the GOLD standard of asphalt equipment.” –Henry Welch, Valley Supply, Hagerstown, Maryland “By far the best designer paver I have ever operated. Great customer service as well.” –Noah Cardamone, Waynesboro, Virginia “LeeBoy pavers are the only way to go. Hands down the best.” –Rocky Young, Louisiana Paving Company, Minden, Louisiana “My family business has been using LeeBoy for 3 generations now! When it comes to asphalt, SMI Paving is ‘LeeBoy Proud’ always!” –Jack Smith, SMI Paving, Fort Mill, South Carolina “I’ve been running LeeBoy equipment for over 20 years. Their pavers truly are ‘designed with the paving professional in mind’. These machines hold up better than any others too!” –Kevin Piona, Mr. Blacktop, Gilroy, California “LeeBoy is the best machine I’ve ran, period, enough said!” –Warren Anderson, Cambridge, Minnesota “LeeBoy is second to none. I’m a third generation paving contractor and they’re all we use. Professional results for the professional contractor.” –Rich Cooper, Colchester, Connecticut “Love our LeeBoy paver. Wouldn’t trade it for any other brand!” –Matthew Mordis, Asp-Con Asphalt Paving, Caseyville, IL “It's nice to see that there are still some American companies out there making equipment that last long and works well. We will definitely be purchasing more equipment from LeeBoy in the future.” –Scott Flores, Empire Parking Lot Services, California “I've been paving for 3 generations, the absolute best investment we’ve made as a company was buying a LeeBoy. If you’re thinking about buying one, stop thinking and make the best decision of your life. Thank you LeeBoy I will be spreading the word!” –Don Hopkins, D&H Paving, New Egypt, New Jersey “Best paver made in the USA. Parts always available. Designed with the paving professional in mind. LOVE IT. Other pavers to me are not an option.” –Alan Taylor, Connecticut “I’ve been in the paving business for 30 years and wouldn’t pave with anything but a LeeBoy!” –Jeff Jarzombek, USA Seal & Stripe LLC, Celebration, Florida “I have been laying asphalt for 32 years now. I come from a time when we used to lay asphalt with a ‘dragbox’. I used to dream of a machine like the LeeBoy paver. In my opinion there is no better or labor-friendly machine like the LeeBoy. From the 1000 to the 8515, the work output and quality is simply unparalleled.” –Frank Cidade, Cidade Blacktop, Massachusetts “Can’t beat a LeeBoy. They’re tanks. It feels wrong to use any other brand. They last forever and are very comfortable.” –Nick Stanley, California “The Legend Heavy-Duty Electric Screed on our 8520 produces an impeccable mat. The noticeable level of quality continues to bring us repeat business and new referrals.” –Shawn Lail, Carolina Paving, Hickory, North Carolina “My old 8515 laid 510 ton on a church lot in Hopkinsville, KY today. Ain’t even broke a sweat yet, might even stop and do a small drive on the way home. Suns up, “Sons” working. Still as sweet today as the day l bought it.” –Randy Bennett, Bennett & Sons Paving, Kentucky “I wouldn't use any other machine except for a LeeBoy paver. They are strong machines. Very friendly staff when you have questions. Couldn't ask for a better machine.” –Derek Heater, Black Rock & Sons Paving, Honesdale, Pennsylvania "LeeBoy’s 8520 paver is simple to operate and results in a high production paving operation. No job is too big or too small. Our 8520 produces a quality mat day in and day out!" –Dan Zuber, Cunningham Paving, Cleveland, Ohio “I switched from a LeeBoy paver only to return.” –Robert Wadsworth, Sunrise Asphalt, Las Vegas, Nevada "I'm a mid-size paving contractor, and for me, there's no better machine made. The versatility of the sizes available is amazing. Even the small LeeBoy can tackle the largest project with ease. I tell everyone LeeBoy is the reason my family and I are fed. Have been and will continue to be a customer for life." –Noah Williams, SOS Paving LLC, Tennessee “We’ve been doing asphalt paving since 1975 and owned seven LeeBoy asphalt pavers – from the 700 all the way to the 8816, we would use no other asphalt paver, they are the best machines. Designed with the paving professional in mind, GO LEEBOY OR GO HOME!” –Robert George, The Asphalt Company, Michigan “Great machine!!! The Legend screed makes for flawless seams!!!” –Matt Lundberg, Lundberg Paving and Excavating, Brockway, Pennsylvania “I just bought a LeeBoy 8616C. Very good machine, lays a great mat, powerful engine, very fluent controls.” –Thomas Clements, C&C Asphalt, Inc, Scottsboro, Alabama “BEST pavers, best people. Factory tour shows true commitment to manufacturing the GOLD standard of asphalt equipment.” –Henry Welch, Valley Supply, Hagerstown, Maryland “By far the best designer paver I have ever operated. Great customer service as well.” –Noah Cardamone, Waynesboro, Virginia “LeeBoy pavers are the only way to go. Hands down the best.” –Rocky Young, Louisiana Paving Company, Minden, Louisiana “My family business has been using LeeBoy for 3 generations now! When it comes to asphalt, SMI Paving is ‘LeeBoy Proud’ always!” –Jack Smith, SMI Paving, Fort Mill, South Carolina “I’ve been running LeeBoy equipment for over 20 years. Their pavers truly are ‘designed with the paving professional in mind’. These machines hold up better than any others too!” –Kevin Piona, Mr. Blacktop, Gilroy, California “LeeBoy is the best machine I’ve ran, period, enough said!” –Warren Anderson, Cambridge, Minnesota “LeeBoy is second to none. I’m a third generation paving contractor and they’re all we use. Professional results for the professional contractor.” –Rich Cooper, Colchester, Connecticut “Love our LeeBoy paver. Wouldn’t trade it for any other brand!” –Matthew Mordis, Asp-Con Asphalt Paving, Caseyville, IL “It's nice to see that there are still some American companies out there making equipment that last long and works well. We will definitely be purchasing more equipment from LeeBoy in the future.” –Scott Flores, Empire Parking Lot Services, California “I've been paving for 3 generations, the absolute best investment we’ve made as a company was buying a LeeBoy. If you’re thinking about buying one, stop thinking and make the best decision of your life. Thank you LeeBoy I will be spreading the word!” –Don Hopkins, D&H Paving, New Egypt, New Jersey “Best paver made in the USA. Parts always available. Designed with the paving professional in mind. LOVE IT. Other pavers to me are not an option.” –Alan Taylor, Connecticut “I’ve been in the paving business for 30 years and wouldn’t pave with anything but a LeeBoy!” –Jeff Jarzombek, USA Seal & Stripe LLC, Celebration, Florida “I have been laying asphalt for 32 years now. I come from a time when we used to lay asphalt with a ‘dragbox’. I used to dream of a machine like the LeeBoy paver. In my opinion there is no better or labor-friendly machine like the LeeBoy. From the 1000 to the 8515, the work output and quality is simply unparalleled.” –Frank Cidade, Cidade Blacktop, Massachusetts “Can’t beat a LeeBoy. They’re tanks. It feels wrong to use any other brand. They last forever and are very comfortable.” –Nick Stanley, California “The Legend Heavy-Duty Electric Screed on our 8520 produces an impeccable mat. The noticeable level of quality continues to bring us repeat business and new referrals.” –Shawn Lail, Carolina Paving, Hickory, North Carolina “My old 8515 laid 510 ton on a church lot in Hopkinsville, KY today. Ain’t even broke a sweat yet, might even stop and do a small drive on the way home. Suns up, “Sons” working. Still as sweet today as the day l bought it.” –Randy Bennett, Bennett & Sons Paving, Kentucky “I wouldn't use any other machine except for a LeeBoy paver. They are strong machines. Very friendly staff when you have questions. Couldn't ask for a better machine.” –Derek Heater, Black Rock & Sons Paving, Honesdale, Pennsylvania "LeeBoy’s 8520 paver is simple to operate and results in a high production paving operation. No job is too big or too small. Our 8520 produces a quality mat day in and day out!" –Dan Zuber, Cunningham Paving, Cleveland, Ohio “I switched from a LeeBoy paver only to return.” –Robert Wadsworth, Sunrise Asphalt, Las Vegas, Nevada "I'm a mid-size paving contractor, and for me, there's no better machine made. The versatility of the sizes available is amazing. Even the small LeeBoy can tackle the largest project with ease. I tell everyone LeeBoy is the reason my family and I are fed. Have been and will continue to be a customer for life." –Noah Williams, SOS Paving LLC, Tennessee “We’ve been doing asphalt paving since 1975 and owned seven LeeBoy asphalt pavers JANuse 29no- other FEBasphalt 1 MARCH 10-14Designed with the paving professional in – from the 700 all the way to the 8816, we would paver, they are the best machines. mind, GO LEEBOY OR GO HOME!” –Robert George, The Asphalt Company, Michigan “Great machine!!! The Legend screed makes for flawless seams!!!” NASHVILLE LAS VEGAS –Matt Lundberg, Lundberg Paving and Excavating, Brockway, Pennsylvania “I just bought a LeeBoy 8616C. Very good machine, lays a great mat, BOOTH #501 BOOTH #C31258 powerful engine, very fluent controls.” –Thomas Clements, C&C Asphalt, Inc, Scottsboro, Alabama “BEST pavers, best people. Factory tour shows true commitment to manufacturing the GOLD standard of asphalt equipment.” –Henry Welch, Valley Supply, Hagerstown, Maryland “By far the best designer paver I have ever operated. Great customer service as well.” –Noah Cardamone, Waynesboro, Virginia “LeeBoy pavers are the only way to go. Hands down the best.” –Rocky Young, Louisiana Paving Company, Minden, Louisiana “My family business has been using LeeBoy for 3 generations
TRUST LEEBOY
TRUST LEEBOY. AS DEPENDABLE AS YOUR DAY IS LONG.
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JOBSITE INNOVATIONS Sakai SW354 and TW354 Rollers The tandem-drum SW354 and combination-type TW354 vibratory rollers feature 24-hp Kubota Clean Diesel Solution engines that do not require diesel particulate filters or regeneration. • ECO compaction mode reduces fuel consumption by up to 35% • Dynamic linear pressure of the 47-in.-wide, 27-in.diameter drums rated at 205 lbs./in. • Offer centrifugal force of 6,530 lbs., amplitude of 0.012 in. and vibratory frequency of 4,000 vpm • Theoretical gradeability of 38%, or 21° of incline • Sprinkler system includes an anti-clog package, triple-protection filtration and a plastic water tank ForConstructionPros.com/12190054
Volvo P4410B Tracked Paver The P4410B tracked paver comes factory fit with the 6,500-lb. Ultimat 16 front-mount screed, which can hydraulically extend to a full 16 ft. or up to 18 ft. with added extensions. • 155-hp Deutz Tier 4 Final engine • Ergonomically placed dual screed consoles and remote controls allow optimal visibility and precise speed control
Topcon C-63 Intelligent Compaction Control
• Includes power slope and power crown, a large hopper capacity and durable rolled hopper wings that prevent material buildup • Adjustable auger-to-screed distance • Built-in SmokEater extraction system ForConstructionPros. com/20865647
The GPS-based C-63 intelligent compaction (IC) control solution is now available for aftermarket integration into soil and asphalt roller systems. • Allows the operator to collect and use data in real time for stiffness, density and temperature control • 6.5-in. graphical display tracks cumulative compaction through the recording and mapping of each pass and provides a color-coded view of compaction status • Can be used as a standalone system or within the Sitelink3D Enterprise site management system, which allows for online display of as-builts and synchronized mapping ForConstructionPros. com/12024935
Case DV Series Highway Rollers The DV207, DV210 and DV213 doubledrum, large asphalt compactors deliver dual amplitudes, dual frequencies and centrifugal forces to meet the needs of various paving applications. • Independent drum vibration control combined with two operating frequencies • Standard hydrostatic drive • Automatic vibration control ensures smooth starting and stopping • Feature 57-, 66- and 83-in. drum widths, operating weights up to 28,725 lbs. and 80- to 130-hp Cummins diesel engines • 55-gal. fuel tanks enable up to 20 hours of run time ForConstructionPros. com/10244808
• • • • • • • •
Tr Ov De 6’ De Tir Br Ra
Caterpillar AP1055F Asphalt Paver The AP1055F high-production, rubber track paver provides a 25-ft. maximum paving width using the SE60-Series or XW-Series screeds. • 225-hp Tier 4 Final engine with Eco-mode and automatic engine speed control • 70-kW integrated generator • Dual operator stations • Mobil-Trac undercarriage • Cat Grade Control ForConstructionPros. com/12315167
Hamm Compact Roller Line Models in Hamm’s Compact Line of articulated tandem rollers offer big compactive effort in a small package that is equally at home for patching, commercial or roadbuilding applications. • Each machine offers an offset capability to enable compaction right up against a curb without risking damage from the trailing drum ForConstructionPros.com/12033048
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JOBSITE INNOVATIONS Dynapac FC1400C Commercial Class Paver
VT LeeBoy 8515E Asphalt Paver The 8515E asphalt paver has a height of 68-in. for improved operator visibility to the front of the machine. • 74-hp Kubota Tier 4 final engine • Enhance hydraulic system optimizes system performance • Paving width: 8-ft. to 15-ft. • Legend 815 or Legend 815 heavyduty electric screed • Poly pad tracks or continuous rubber tracks • Under auger material cut-off gates ForConstructionPros. com/12313462
Vögele Super 17003i and Super 1703-3i Pavers
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The Super 1700-3i tracked and Super 1703-3i wheeled 8-ft. pavers effectively counteract thermal and mechanical segregation via an optimally designed receiving hopper, ascending conveyors and hydraulic augers that allow height to be adjusted by 6 in. With the ErgoPlus 3 screed console, the front-mounted extending screed can be adjusted infinitely variably and rapidly from 8 ft. to 15 ft. 6 in., or up to 19 ft. 6 in. with hydraulic bolt-on extensions Extra-large receiving hopper has a capacity of 14.3 tons. Highpowered, separate hydraulic drives on the conveyor and auger deliver an optimum head of mix in front of the screed to support laydown rates of up to 770 tph
ForConstructionPros. com/12306990
The Dynapac FC1400C 8-ft. paver is equipped with extreme grade poly tracks, rebuildable wear-resistant conveyor floor plates, segmented high-wear augers and automatic match height control. • 67-hp Tier 4I engine with a double pump drive system • VF0814C heavy-duty, 3,200-lb. front extension screed with continuous ignition propane heating system capable of paving 8- to 14-ft widths • Two bottom augers mounted with the screed extension and provide continuous delivery of materials • Dual operating station with cable drive and simplified toggle switch controls • COOL BOX cooling system ForConstructionPros.com/12314980
BOMAG CR 820 Asphalt Paver
Roadtec MTV-1105e The rubber track MTV-1105e transfers asphalt material from a truck to a paver for non-contact paving. • With tracks made for any environment, you never have to worry about the jobsite base. If the ground is solid enough for paving, the MTV-1105e smoothly and effortlessly carries material anywhere you nee • Operator station gives exceptional visibility from the dump hopper across the low-profile design back to the paver. This position allows the option of the main operator signaling truck dumps while leading the pave
The BOMAG CR 820 Series of 8-ft. pavers feature a new operator’s platform, new controls and improved visibility. • Delivering all the power, versatility and heavy-duty design as previous paver models, a 160-hp diesel engine meets stringent Tier 4 Final emissions standards and offers ample reserve to efficiently power all paver functions plus push fully loaded trucks up steep grades • 10-ton hopper capacity offers more time between truck exchanges when paving parking lots, pavement overlays, development streets, county highways and interstate shoulders
ForConstructionPros. com/21102576
ForConstructionPros. com/21094678
Carlson EZR208 Rear-mount Screed The 7,800-lb. EZR208 highway-class screed features a standard paving width of 8 ft. to 15 ft. 6 in. • 20-in.-deep single-piece screed plates paired with state-of-the-art heating elements • Extension support system includes a high-strength tubular frame and firmly fixed chrome rods for optimal strength even at 22 ft. with bolt-ons • Low-profile extensions provide better line of sight to augers and material head • Standard vibration absorption pads located at each operator station ForConstructionPros.com/20987452
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PRESERVATION UPDATE
Cold In-Place Recycling Helps DOTs Achieve Pavement Goals
The New Mexico DOT rehabilitated 11 miles of U.S. 285 using Cold In-Place Recycling (CIR).
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The sustainable pavement preservation process keeps roads in good condition while meeting budgetary constraints
T
he state of New Mexico has a long history of cold in-place recycling (CIR) beginning in the early 1980s. Until 2000, CIR projects were commonplace in New Mexico with over 150 total or about 10 annually projects. These historical projects were 100% reclaimed asphalt pavement (RAP) with a milling depth between 2- 5 inches. Four inches was the most common depth, to which an overlay was applied. Following AASHTO thickness design procedures, a layer coefficient of 0.35 was assigned to the recycled layers. A minimum of 15 years of service was expected from these sections. R. Gordon McKeen published an evaluation of 45 of these projects in 1996. Very favorable results were reported in terms of construction and maintenance costs, environmental impacts, and most importantly performance compared to both mill and inlays as well as simple overlays. Yet, despite this very positive history, only sporadic use of CIR has occurred in New Mexico since 2000. A re-recognition of the positive history of CIR occurred within New Mexico DOT (NMDOT) after a 2014 conference and a committee was formed of NMDOT and industry personnel with the stated goal of developing a special provision for future CIR projects. The special provision “Cold In-situ Recycling (CIR) of Existing Surfacing – Section 415-A” was produced and subsequently approved in 2017 by NMDOT. Transition to a standard specification was accomplished in the “2019 Standard Specifications for Highway and Bridge Construction.”
CIR ON U.S. 285 In 2018, the NMDOT contracted with Fisher Sand and Gravel – NM Inc. to employ CIR technology to over 11 miles of U.S. Highway 285 north of Roswell, NM. Only the southbound lanes were a part of this project. The average annual daily traffic is about 3,500 vehicles with a design equivalent single axle loading of over 4.5 million. CIR was selected for this project as it offered a solution that would meet the structural needs of the roadway while minimizing the opportunity for reflective cracking due to having most of the existing cracks obliterated by the recycling process.
"After they cored the roadway, they decided that CIR would be the best candidate for the roadway due to the distress it was exhibiting," Darren Coughlin, president of Coughlin Company says. Site evaluation of the section included the collection of a total of 41 cores, approximately one every 1/4mile. These were measured for their thickness and evaluated for stripping, air voids, the mixture type, delamination/ tack coat and the asphalt was recovered
CIR would help minimize reflective cracking along the route which nearly 3,500 vehicles travel on each day.
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PRESERVATION UPDATE
Typical savings with CIR range from 30-35% for the NMDOT for this project in Roswell, NM.
for further testing. Core thicknesses ranged from about 7.5 to 12 inches of total asphalt. Twenty-one of the cores showed moisture damage. Cracks that were cored showed mid to full-depth cracking. A visual distress survey was also performed which identified transverse, longitudinal and isolated areas of block and alligator cracking. The final design cross-section was set as a 4-inch CIR section, overlayed with 3.5 inches of Superpave III mix with a PG 70-28 binder, topped with a 5/8-inch rubberized open-graded friction course with a PG 70-28R+ binder. Workers milled and removed 3-1/8 inches of existing pavement using a Roadtec RX-900 RotoMill prior to the recycling process. This value was adjusted subsequently in the field to two inches due to thinner than expected locations, especially along the shoulders. Coughlin Company served as a subcontractor to Fisher for the CIR portion
PRESERVATION UPDATE
of the project. HollyFrontier supplied the CIR emulsion. Three percent by total weight of mix of CIR emulsion with a base grade of PG 64-22 was recommended by the approved mix design. It was anticipated that 2% water and 0.75% of Type IV cement recycling agent would be added as well. No field changes to mix design were needed as the test section went well. The CIR section was subsequently placed by Coughlin and properly compacted. The compaction train for the CIR consisted of two 14-ton doubledrum steel wheel rollers for initial breakdown, followed by two 16-ton pneumatic rollers in the intermediate position and a 14-ton double-drum steel wheel roller operating in static mode for the finish rolling. The rolling pattern established was: breakdown – four passes, intermediate – eight passes, and finish – one pass. The rolling pattern remained relatively unchanged throughout the project and the average density obtained was 99% of the test strip density. Coughlin company completed the CIR portion in 11 working days. The tack coat material was a SS 1H emulsion diluted 50/50 and applied at a rate of 0.10 gallons/square yard and allowed to break prior to paving with the Superpave III. The paving process went very well and no issues were noted. Substantial project completion was October 2018 and project closeout
occurred in November. In terms of costs, the CIR amounted to about 30% of the total paving cost or about 18% of the cost of the total project. "The CIR process recycles the existing asphalt in place so there's very minimal import and export of materials," Couglin says. "Typical savings over conventional methods is about 30 to 35% and a lot of that savings comes from the elimination of logistics." CIR FUTURE IN NEW MEXICO The return of CIR technology adds one more outstanding tool in NMDOT’s arsenal for the maintenance/ rehabilitation of their asphalt pavements. Excellent historical experiences with this technology as well as wise recognition of recent improvements have NMDOT looking to once again use CIR more frequently. Currently, there are several CIR projects scheduled for the 2020 season. The rebirth of CIR in New Mexico is destined to prove itself once again in the Land of Enchantment as it did in the 1980s and 1990s. Welcome back!
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James Gallegos, P.E. is a Materials Engineer for NMDOT. Dave Johnson, P.E. is an Asphalt Institute Senior Regional Engineer based in Montana.
For more information on CIR, visit ForConstructionPros. com/20984416
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PRESERVATION UPDATE |
BY ALLAN HEYDORN, CONTRIBUTING EDITOR
Central Asphalt Constructs First Public Recycled Plastic Roads in
U.S. ★
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Test projects in India and the United Kingdom of asphalt roads containing recycled plastic have demonstrated better wear resistance when compared to regular asphalt concrete pavement. The Texas project was the first in the U.S. and the Michigan projects were the first public asphalt roads.
Dow Chemical tests recycled plastic in binder on Michigan asphalt pavements
I
n August, Dow Chemical Company announced the completion in Michigan of the first public asphalt road in the United States paved using a recycled plastic modified asphalt. The project, completed by Central Asphalt, Mt. Pleasant, MI, was comprised of four public roads and a private parking lot on the Dow’s facility in Midland, MI. The effort is the second phase of Dow’s tests using recycled plastic in asphalt pavement in North America. Dow had already tested its recycled plastic modified asphalt on two roads,
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Plastics Road and Gulfstream Road, at the chemical company’s Lake Jackson campus in Freeport, TX. Placed in February 2019, that project included 2600 ft. of a two-lane road around one of Dow’s polyethylene plastic manufacturing plants. The asphalt mix contained 1,686 lbs. of “low-density, post-consumer recycled plastic” (Dow is not revealing the percentage) – the equivalent, Dow says, of 120,000 plastic grocery bags. Aaron White, Central Asphalt vice president, says that last winter Central Asphalt was approached by Dow about producing and placing a hot mix asphalt that relied on a binder that contained recycled plastic. Central Asphalt is a single-plant operation started in 1982 as part of a family-owned business, The Fisher
Companies, providing full-service hot mix asphalt production and paving. The company employs 35-40 employees in the field and at the plant and runs two or three paving crews, a milling crew and a grading crew. It generates its revenue almost equally from Michigan DOT work, work for local municipalities, and commercial and residential off-road paving. Central Asphalt’s plant is a 1993 700-ton/hour BMG parallel flow operation. According to Jeff Spagna, Central Asphalt plant manager, the company has produced an average of 450,000 tons of hot mix per year since 1993 and has produced up to 600,000 tons in peak years. The company produces as many as six different mixes a day, storing the mix in its 10 asphalt storage silos that can store up to a total of 3,000 tons. Most mix is produced for their own use, though they do sell to some small contractors. White says that initially the hot mix with the recycled plastic modified asphalt was going to be placed only on a parking lot on Dow’s property, but following conversations with the Midland County Road Commission the test project was expanded to include four additional roads in various pavement designs. “After discussions with DOW, the Midland County Road Commission agreed to give it a go,” White says. “They’ve always been receptive to new ways to improve their roads and extend the life of their projects.” RECYCLED PLASTIC MODIFIES BINDER Dow used K-Tech Specialty Coatings Inc., Ashley, IN, to blend the plastic into a PG 64-28 binder. K-Tech then delivered the liquid already blended to Central Asphalt.
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PRESERVATION UPDATE Dow says the Michigan asphalt paving projects are the first public roads in the U.S. using a recycled plastic modified asphalt. This is the second phase of Dow’s recycled plastic road pilots in North America, following the completion of two private roads at its Freeport, TX, facility earlier this year.
“Dow related their Texas experience and assured us there wouldn’t be any problem and they were correct,” Spagna says. “We were pleasantly surprised when the first load came in. They expected it to act like a normal polymer mix would act and that’s what happened. We just accepted it as a finished product and put it in our 20,000-gal. horizontal liquid storage tank.” He says the binder was stored on site for 20 days with no problem. “Whenever you have an additive like that in a liquid, you’re always concerned about storage,” Spagna says. “How long will it last? Will it separate? We treated it just like any PG 64-28 and it reacted like any 64-28. This material was heated and agitated to maintain separation and to not allow any build-up in the tank. “Then we metered the material and pumped it into the mix just like we do with regular asphalt. We had been preparing to clean out the lines after we ran it, but it reacted just like other binders we use. We were surprised at how
well it went through the plant and how easily it went down during the laydown process. It went well.” "NOTHING SCARY" ABOUT PLASTIC-MODIFIED BINDER MIX Spagna says Central Asphalt produced only as much of the plastic-modified hot mix asphalt as was needed for each day, which is typical for any polymer modified asphalt mix. “We produced it until we had enough made for that day’s work and then we stopped,” he says. “Anytime you’re dealing with a mix with polymers in it, you normally don’t leave it stored in a silo overnight.” White says all the paving projects were asphalt overlays and the mix was placed on pavements experiencing different traffic volumes to better test the material: a mile-long and half-milelong roads and a dead-end subdivision. The parking lot and three of the roads used a 12.5 mm mix while on the other road Central Asphalt placed a 4.75 mm "ultrathin" sand mix at a rate of 85 lbs./ sq. yd. For the parking lot and roads Central Asphalt used 225 tons of the plastic mix liquid to produce the hot mix asphalt. At the end of July, Central Asphalt produced 1,300 tons of the plastic mix
For the parking lot and roads, Central Asphalt used 225 tons of the recycled plastic mix liquid to produce 1,300 tons of hot mix for the parking lot and 3,500 tons of hot mix for the four roads.
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for Dow’s parking lot at their corporate facility, putting down almost 700 tons in two consecutive days. White says work on the almost-square 114,000-sq.-ft. parking lot was straightforward, with no obstacles, straight pulls and little handwork. “The binder is a little heavier than we typically use on a parking lot and the PG 64-28 produces a little stiffer mix than we would typically use on a parking lot so there’s a little bit less time to work with it,” White says. “There was a little less time for the handwork and for rolling to achieve the density we needed, but we were able to achieve the density without too much trouble since we were aware of the differences in advance. It was pretty much business as usual.” The Midland County roads weren’t done until mid-August so there were two separate runs of the plastic mix, a total of 3,500 tons for the county roads, and White says the mix went down virtually the same as any mix with a conventional polymer modified binder. “We were preparing for the worst. We weren’t sure what we were getting ourselves into, but it reacted as normal as any other conventional mix we had,” White says. “The bottom line is we have no reservations about letting another job using this material. There was nothing scary about it, either production or laydown-wise.” Which is why Central Asphalt is bidding several new projects with the binder for 2020.
For more information on plastic roads, visit ForConstructionPros. com/21060265
ASPHALT CONTRACTOR JANUARY 2020 www.ForConstructionPros.com/Asphalt
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PRESERVATION UPDATE Ray-Tech Mini 2 Ton TMV Asphalt Reclaimer & Infrared Heater The Total Maintenance Vehicle (TMV) is a combination reclaimer and infrared pavement heater that enables year-round permanent restorations. • The TMV can reclaim waste asphalt into permanent patch material and hold fresh asphalt at the proper working temperature • 8-ft. x 6-ft. pavement heater • Mounted on a Ford 550 chassis • Non-CDL: Smaller in size means operators do not need a CDL to drive • Non-HazMat: Five propane tanks run the infrared unit and do not require any special HazMat permits ForConstructionPros.com/12041231
Wirtgen W 220 Cold Mill The W 220 cold milling machine can mill up to 14 in. deep at a nominal milling width of 87 in. • Can remove asphalt as well as Portland cement concrete pavements • Can produce up to 900 tph of reclaimed asphalt pavement (RAP) • 80,160-lb. operating weight and 766-hp power plant • Standard milling width can be extended up to a maximum 14.4 ft. • Features include the intelligent WIDRIVE machine management system, three selectable milling drum speeds and the Parallel-to-Surface (PTS) system ForConstructionPros.com/10658714
Roadtec ACE Grade and Slope Control Roadtec offers the ACE Grade and Slope Control System on all halflane and full-lane milling machines. • Automates the elevation of the milling machine using a network of grade and slope sensors combined with one central microcontroller • Three graphic displays provide enhanced operation, sensor availability, continuous sensor monitoring and the ability to quickly transition between sensors • Can readily incorporate the additional hardware, sensors and other components needed for single or dual averaging skis • Can be directly connected to the Guardian Telematic System ForConstructionPros.com/12055696
Rosco CSV Variable-Width Chip Spreader The CSV does not require a permit to transport so the unit can be transported legally at all hours with an 8-ft. 6-in. maximum transport width. • Cummins Tier 4 Final engine • Variable width spread hopper from 1-ft. to 16-ft. • Application rate control, even while chipping • Features allow for excellent clean out ability • Left side features full controls with a right side remote control station ForConstructionPros.com/12313480
www.ForConstructionPros.com/Asphalt
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Moisture Sensors for Asphalt
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www.hydronix.com JANUARY 2020 ASPHALT CONTRACTOR
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PRESERVATION UPDATE Cimline MA4 Longitudinal Joint Sealing The MA4 was designed to make longitudinal joint sealing easy for any paving crew to perform and enables paving crews to invest in longitudinal joint sealant freeing them of expensive alternatives. • Since it can be towed by a 1-ton work truck the driver does not have to have a CDL license or and due to the tanks size no endorsements are required • The setup and operation is basic and allows the crew to perform the job when the timing is right for them freeing them from the constraints of contractors ForConstructionPros.com/21096327
Caterpillar RM500B Rotary Mixer
• Adaptability for Retrofit or Total Plant Control of Nearly Any Plant
• Real-Time Trending of Key Process Parameters
• Extensive Use of High-Speed Networking to Increase Accuracy and Reduce Wiring
• Fully Graphic Operator Interface
The all-wheel-drive RM500B is available with a choice of universal, soil or combination rotors that provide cutting widths of 96 in. and maximum cutting and mixing depths of 16, 18 and 20 in. • 546-hp C15 ACERT turbocharged, six-cylinder, Tier 4 Final diesel engine • Automatic rotor load control enhances machine productivity • Travel, manual and automatic modes for rotor depth control • Large, variable-volume mixing chamber mounted mid-point between the front and rear tires • Hydraulic sliding, fully pressurized cab repositions from side-to-side and can be positioned at any point in between
• Instantaneous Production Rate Changes
ForConstructionPros.com/12055195
• Integral Manual Control via Software Control “Panels”
• Tracks Equipment Maintenance and Re-Calibration Schedules
• Easy Calibration of Plant Equipment
• Facilitates Future Expansion
Advanced Automation for Asphalt Drum Mix Plants
Leveraging Libra’s 40+ years of experience designing and manufacturing asphalt plant automation, the PlantWise Drum Mix Control System offers producers unparalleled technology, ease-of-use, and configurability.
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• Main control console is fully adjustable, and simplified control grouping improves machine operating efficiency • BM 500/15-2 has a maximum milling width of 19.7 in., while the BM 600/15-2 has a maximum width of 23.6 in. • Units are powered by a 140.8-hp Tier 4 Final diesel engine ForConstructionPros.com/21094673
ASPHALT CONTRACTOR JANUARY 2020 www.ForConstructionPros.com/Asphalt
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BioSealcoat SoyBased Asphalt Sealcoat BioSealcoat is a soybean-based asphalt sealcoat that often allows pavement contractors to seal, stripe and reopen lots for same day traffic. • Along with increased operational efficiency, BioSealcoat provides extreme resistance to gasoline, oil and other motor fluids that cut through conventional sealers • This eco-friendly sealer also exhibits superior UV resistance, allowing it to maintain a uniform jet-black appearance longer than asphalt emulsion or coal tar sealcoats • BioSealcoat delivers exceptional performance without use of any detectable polycyclic aromatic hydrocarbons (PAHs) ForConstructionPros. com/20985200
Bergkamp MAXX Frictional Mastic Surface Treatment Applicators Bergkamp offers the MAXX line of truck-mounted Frictional Mastic Surface Treatment Applicators, which allow contractors and government agencies to apply premixed frictional mastic surface treatments and premixed slurry seal over highways, roads, parking lots and airport runways. • Available in two models, the MA20 and MA30 • Applies a material mix that is made to precise specification, resulting in fewer operator calculations and on-the-job adjustments, which minimizes operator training time • Full-length ribbon mixer works to maintain the proper material consistency during transit, pumping and spraying operations, regardless of the truck engine speed ForConstructionPros.com/12164401
SealMaster CrackPro SealMaster claims its CrackPro Heated Hose Machine delivers the industry's fastest heat-up time, largest air compressor and lowest profile for maximum operator safety. • Oil-jacketed melter-applicator for hot rubberized asphalt crack sealing materials • 1.5-in. ceramic insulation • 16-gauge steel body • 125- and 260-gal. material capacities • Digital control center with protective cover • AC gauge to monitor heating of 18-ft. ¾-in. electric hose (22-ft. hose available) • 16- by 24-in. anti-splash material loading hatch • Liquid cooled 14.5- and 21.5-hp engine ForConstructionPros.com/12290982
Index Advertiser Index
PAGE
Advertiser Index
PAGE
Ace Group
69
R & D Trench Paver
69
Almix
9
Reliable Asphalt Products Inc.
68
Asphalt Drum Mixers
58-59
Roadtec an Astec Industries Company
72
Astec Inc.
21, 25, 29, 33, 36-37
SealMaster
19
Superior Tire & Rubber Company
27
Systems Equipment Corporation
23
Tarmac Int’l Inc.
28
Tenna
30-31
Transtech Systems Inc.
2
Weiler
15
WEM Automation
45
Wirtgen America Inc.
7, 48-49
Carlson an Astec Industries Company
71
Caterpillar
5
Dynapac Fayat Group
43
Eager Beaver Trailers
51
Eagle Crusher
53
E. T. Clancy Company
66
Evans & Daniels Inc.
67
EZ Road Inc.
66
Fast Measure By KTP
67
Gencor
3
Harrison Hydra-Gen
67
Heatec Inc.
35
Homestead Valve Division
32
Hydronix
63
Kenco Engineering Inc.
11
LeeBoy
47
Libra Systems Corporation
64
Minds
57
Pegasus
41
RC Musson Rubber Company
66
www.ForConstructionPros.com/Asphalt
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Get fast, relevant product information in the Buyers Guide at
ForConstructionPros.com JANUARY 2020 ASPHALT CONTRACTOR
65 12/12/19 9:43 AM
CLASSIFIEDS Contact Denise Singsime Print and Digital Advertising
920-542-1245
dsingsime@acbusinessmedia.com PLACEMENT CENTRAL
Heavy Highway Placement Construction Central Inc. Phone: 888-467-7932 Email: placement@mindspring.com
PUMP PACKING
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· · · · · · ·
Stansteel 44,000 CFM Baghouse Almix 30,000 CFM baghouse Astec 400 tph Double Barrel only ’16 40 ton self erecting surge bin 2017 CEI 700 barrel portable dust silo Astec 750 barrel self-erect lime silo Astec 2-250 ton asphalt silos and slat conveyor · Astec 75 ton self-erect silo · ADM six bin cold feed system · Heatec hot oil heater
Please Call For Complete Inventory
Plant for sale? Call Clancy! Serving the Asphalt Industry for 50 years
E.T. CLANCY COMPANY 219-879-8231 • 800-348-8553 Email: sales@etclancy.com • www.etclancy.com
66
ASPHALT CONTRACTOR JANUARY 2020 www.ForConstructionPros.com/Asphalt
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Hydraulic Generators
Hybrid Battery Systems
www.harrisonhydragen.com
m
t
DRUM PROBLEMS? BREAKING THRUST IDLERS AND BEARINGS TRUNNION BEARING FAILURE ■ TIRE WEAR AND FLAKING
HIGH AND UNEVEN AMPERAGE TRUNNION SLIDING ■ VIBRATION AND WASHBOARD
■
■
■
■
WE CAN HELP!
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ACON0120_66-69_Classifieds.indd 67
JANUARY 2020 ASPHALT CONTRACTOR
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12/12/19 9:45 AM
CLASSIFIEDS
A Division of Reliable Asphalt
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ASPHALT CONTRACTOR JANUARY 2020
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www.ForConstructionPros.com/Asphalt
12/12/19 9:45 AM
t
PLANT EQUIPMENT & PARTS LIVE BOTTOM TRAILER PARTS
WINDROW ELEVATOR CHAINS PICK UP MACHINE PARTS SHUTTLEBUGGY® MTV PARTS MATERIAL TRANSFER DEVICE PARTS
Rubber, And Steel Tracks Also Available! www.asphaltace.com
www.ForConstructionPros.com/Asphalt
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SHAKER DECK
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JANUARY 2020 ASPHALT CONTRACTOR
69
12/12/19 9:45 AM
THE LAST EXIT |
BY CURT BENNINK, CONTRIBUTING EDITOR
Tarp Loads for Safety and to Reduce Liability Risks
Purchase price is only part of the equation when selecting a tarp system for a dump truck or trailer. Cycle times, downtime and repair costs can escalate as you try to save a few dollars.
70
Even if it is not specifically required by state law, tarping your load often makes sense.
T
arping laws vary by state. Oregon, Wyoming, Wisconsin, Illinois, Arkansas, Louisiana, Indiana, Alabama, Maine, New Jersey and Delaware are the only states without truck tarping requirements. Some state laws also specify how tarps are to be secured and stipulate severe penalties that go along with violations. But there is more to tarping loads than the legal requirements — there is also the liability if flying debris from your trucks causes an accident or property damage. While some states do not specifically require tarping, commercial trucks are still subject to Federal Carrier Safety Administration regulations, which state: “No vehicle shall be driven or moved on any highway unless the vehicle is so constructed or loaded as to prevent any of its load from dropping, shifting, leaking or otherwise escaping therefrom.” To meet tarping requirements, it may be tempting to purchase the lowest price solution available, but purchase price is only part of the equation when selecting a tarp system for a dump truck or trailer. Cycle times, downtime and repair costs can escalate as you try to save a few dollars. There are also safety concerns with some of the less expensive
ASPHALT CONTRACTOR JANUARY 2020
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hand tarps and manual systems. You don’t want people crawling around the trucks trying to pull tarps over the load. It is much safer to be able to tarp the load from ground level or the truck cab. Not all tarp systems are equal in terms of durability. There are a variety of tarping systems for dump trucks that can range from a few hundred to several thousand dollars. An owner/operator has to consider the application to determine the specifications required of the system. The different systems include manual arm, automatic arm and front to back cable truck tarping systems. The material to be hauled determines which system will be most effective. Heaped loads, construction debris or irregular materials are best for an arm or flip-type system. With a pull-out or cable-style system, the fabric being drawn across the material could get torn, whereas the flip or arm system lays the fabric down on top of what you are handling. If you are hauling dirt, soil or asphalt, a pull-out system can work well for shorter bodies, while a cable or electric arm system would be best for longer applications. SELECT AN APPROPRIATE MATERIAL The type of tarp for a particular application has a major influence on reliability and performance. Tarps can be divided into four basic types: mesh, poly, vinyl and canvas. The different materials are appropriate for different requirements. For example, only poly and vinyl tarps claim to be totally waterproof, while a mesh tarp is designed to let air pass through it while holding back debris. In applications such as hauling sand and aggregate, a mesh tarp is better than a solid vinyl tarp because it lets the air through. It is also typically lighter weight, doesn’t blow around as much
and is easier to handle. If you haul demolition debris that is likely to be sharp, asphalt where you have to contain the heat or anything that is sensitive to having water on it, then you are going to need a vinyl tarp. For asphalt, the industry has gravitated to two types of tarps — a 14-oz. vinyl that has a special urethane coating or an 18-oz. vinyl — that are a heavier PVC-type vinyl. There are also heavier tarp weights available, each with its advantages and drawbacks. For instance, 18-oz. fabric is a common weight for truck tarps. There is a 22-oz. fabric that is 25% stronger and therefore may last longer, but it does roll harder in cold winter temperatures. AVOID UNNECESSARY WEAR AND TEAR Too often, tarp systems are damaged by abuse and loading operations account for the majority of damage. This includes the loader operator dumping large rocks or debris on the tarp system, as well as running into the system with the loader. Wind is also an enemy of tarping systems. Keeping the tarp fabric taut increases its lifespan. It is also important to face the truck into the wind before deploying a tarp system. When deploying an automatic system, try to keep speeds to 10 mph or less. Tarp systems should never be run down the road while open. The wind will whip the tarp around and shred it prematurely. In addition to making the tarp last longer, extending the tarp will increase your fuel economy up to 10% by extending the tarp.
For more information on dump trucks, visit ForConstructionPros. com/20970383
www.ForConstructionPros.com/Asphalt
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A NEW KIND OF POWER TOOL
OUR MOST POWERFUL PAVER The RP-250’s large tires and frame-raise provide ideal weight distribution and tractive effort. Steering is assisted by the rear wheels so you have precise control, especially in turning. With 250 horsepower, this paver provides the power you need.
See the full range of products at roadtec.com
© 2020 ROADTEC. INC. ALL RIGHTS RESERVED
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1.800.272.7100
Dedicated to Your SuccessSM
1.423.265.0600
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