HOW TO PROPERLY MAINTAIN YOUR
NOVEMBER 2019
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SPECIAL REPORT
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TABLE OF CONTENTS |
NOVEMBER 2019
COVER STORY How to Properly Maintain Your Screed A clean, level and well-adjusted screed helps ensure a quality mat. | 32 SPECIAL REPORT: RECYCLING & CRUSHING
10 Is it Time to Crush It? Why Cincinnati Asphalt expanded their paving operations into material crushing.
13 5 Common Questions about Jaw Crushers Answered There are many types and styles of crushing equipment. Choose the right one for your operational needs.
16 Should Your Asphalt Plant Rent or Buy Crushing Equipment? With sales trending upward and the economy strong, it’s a good time to get into aggregate production. But should you lease or own this equipment?
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22 Recycling & Crushing Products Crushers, screens, grinders and more recycling equipment for your asphalt business.
TECHNOLOGY
26 How Technology Helps to Fix Problems in the Paving Operation Control everything from the asphalt plant to your paving speed with one mobile app.
JOBSITE INNOVATIONS
44 Asphalt Paver Spec Guide Compare over 70 models of asphalt pavers to help you make the best purchase for the needs of your paving business.
ASPHALT CONTRACTOR NOVEMBER 2019
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56 Five Tips for Sizing Paving Equipment Trailers How to match trailers to your asphalt paving fleet needs.
70 Pavement Test Tracks Advance Asphalt Design in Safe, Collaborative Manner Through research and partnerships, innovation to build better roadways nationwide is happening very quickly in Alabama and Minnesota.
62 How to Compact Unsupported Joint Edges Only one approach results in the density you need.
74 Preservation Products
66 Jobsite Products
Milling machines, reclaimers, infrared equipment & more.
Pavers, rollers, MTVs & more.
PRESERVATION UPDATE
68 Protecting Pavement with Gilsonite at Iowa State University Iowa-based Gee Asphalt Systems and ISU plan maintenance every five years.
IN EVERY ISSUE 8
Editor’s Perspective
82 The Last Exit
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DIGITAL CONNECTION www.ForConstructionPros.com/Asphalt
Airfield Pavement Research Funding Good for Asphalt Industry
[VIDEO] All-Female Paving Crew Crushes Construction Industry Stereotype
The bill appropriates $450 million from the general fund for airport competitive grants and specifically recommends $3 million for asphalt airfield pavement research.
Maymead Inc.’s women-only paving crew isn’t just crushing it on the job. They’re also opening the construction industry’s eyes to an untapped pool of potential workers. Search: 21089102
Search: 21090549
States Find Gas Tax Increases Still Not Paying for Infrastructure Funding National Survey Indicates Most Asphalt Companies Using Over 21% RAP in Mixes The National Asphalt Pavement Association survey found that reclaimed asphalt pavement continues to be the most consistently recycled material in the United States.
With no Federal gas tax increase in sight, 31 states have upped their gas tax prices since 2013 but it’s still not enough. Today, states use over 54 different funding mechanisms in an attempt to pay for their crumbling infrastructure. Search: 21092711
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Get social with us! Share pictures of what you’re working with over 26,000 other asphalt contractors on our Facebook page: Facebook.com/ Asphalt.Contractor/
CONTRACTOR LATEST INNOVATIONS FOR ASPHALT PROFESSIONALS
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ASPHALT ASPHALT
November 2019 Vol. 33, No. 9
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Published by AC Business Media.
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Published and copyrighted 2019 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
NOVEMBER 2019 • Vol. 33, No. 9
ASPHALT
CONTRACTOR
Jessica Lombardo, Editor jLombardo@ACBusinessMedia.com 920.542.1247
LATEST PROFESSIONALS LATEST INNOVATIONS FOR ASPHALTPROFESSIONALS LATEST INNOVATIONS FOR ASPHALT
Published by AC Business Media
New York State Police
Cops & Work Zones
C
onstruction crews across the country work every day alongside fast-moving traffic, knowing their lives depend on drivers being alert, patient and cautious. However, as many workers will tell you, drivers are hardly ever all three of those things at once. As a result, over 3,300 people, including an estimated 650 construction workers, have been killed nationally in work zone crashes over the past five years. Additionally, more than 35,000 people annually are injured at these work sites. While many factors contribute to this increase in fatalities, experts point to distraction as the leading cause of work zone accidents and are trying to find ways to help deter distraction while driving. Sure, several states have deployed handsfree laws and doubled fines for speeding in work zones, but do you want to know what gets my attention more than anything else while driving? A cop.
OPERATION HARD HAT While New York’s Move Over Law requires workers to slow down and move over for construction (and even doubles fines for speeding in a work zone), the state felt those efforts hadn’t been enough to keep workers safe. “The people who work on the roads are just that — people. With husbands, wives, children and parents who simply want to see them get home safely after work,” the New York State Department of Transportation said in a statement. “When you see our orange and yellow, we want you to slow down. Their lives depend on you.” To help show drivers how important this is, the New York State Police and the Department of Transportation launched “Operation Hardhat” as a joint initiative to crack down on work zone violations and highlight the
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importance of safe driving through active construction and maintenance work zones on state highways. During this sting, members of the New York State Police patrol DOT work zones in various counties on various weeks to enforce work zone speed limits and ensure motorists are obeying flagging personnel. Troopers are also on the lookout for motorists who violate the state’s Move Over Law, which applies to emergency and work vehicles. During this enforcement effort, drivers weren’t always made aware that troopers were present in the work zone, as many of them were dressed in construction safety vests and hard hats. So far, three counties have participated in Operation Hard Hat — issuing over 350 tickets for various infractions including speeding, use of a cell phone while driving and failure to obey the flagger. More counties are expected to extend this type of initiative as well. WHY AREN’T MORE OFFICERS BEING USED? As Operation Hard Hat proves, drivers tend not to pay attention in work zones when they aren’t aware cops are present. However, those flashing red and blue lights make drivers much more likely to obey the law. While there is an increased cost to having cops on the site, in our eyes, ensuring worker safety is well worth the money. Perhaps it’s time to add funds to construction bids that include the cost to use uniformed police officers in your work zone. Or maybe states should start a separate fund to pay for this service. Perhaps officers will even step up and volunteer their time to help. We believe one life saved is worth all the time and money spent.
ASPHALT CONTRACTOR NOVEMBER 2019
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SPECIAL REPORT |
BY JESSICA LOMBARDO, EDITOR
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Why Cincinnati Asphalt expanded their paving operations into material crushing hen a company grows rapidly, it’s pretty clear to see where pain points are and immediately fix them. That’s what happened with Cincinnati Asphalt in 2016. As their needs were growing, they were having a hard time finding a provider for a cost effective solution to combat rising aggregate prices for their projects. The company also needed to find a more durable product than the Ohio Valley’s standard sand & gravel selections. So instead of continuing to rely on someone else to do it, the company decided to bring the operation in-house. “We decided to purchase a crusher for multiple reasons,” Joey Madden, owner of Cincinnati Asphalt says. “First, because we felt strongly that in the
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aggregate prices would continue to rise (which is what has happened recently in our market) and there is a big need for a durable value product. Second, we feel that the Ohio Department of Transportation will continue to explore the use of spec recycled concrete on roadbeds in the future as they have approved BlastFurnace Slag, which is an inferior value product aggregate in our market.” Cincinnati Asphalt knew that by bringing crushing operations in-house, they could not only be more competitive in their bidding, but they would also be able to add additional revenue streams to their company by selling material to customers. IN-HOUSE DECISION Madden and his company acquired ACT, a crushing company, in 2016 from the original owner that was retiring. ACT has been in existence since 1999 and with the acquisition, Cincinnati Asphalt is now able to produce aggregates, recycled/crushed concrete aggregate, crushed asphalt, topsoil, fill
Cincinnatti Asphalt is careful to process their product at a rate which they can ensure a clean material. That allows them to run at an average of 275 tons per hour but they have the capability to run more than double that production rate with their equipment.
dirt and more at their two facilities in the area. Once the company chose to bring crushing operations in-house, they needed to decide what crushers they were going to purchase and get their staff properly trained on operating them. Before they could begin operation, Madden and his crew had to make sure the company was prepared for the task of completing these tasks themselves. “We had to make some changes internally for sure,” Madden says. ”Our company’s number one priority is safety. When you implement these types of machines into your company, you have to realize the safety risks associated
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Building on the lessons of 2017’s Paving for Performance: Designed to Perform conference, Built to Perform will cover everything from the handling of aggregate in stockpiles to understanding how mapping technology can be used to ensure asphalt coverage, tools and best practices are available at the plant and on the paving train to ensure that contractors are paving for quality and performance. Join NAPA and peers from across the county in Austin, Texas, to discuss the latest lessons learned and the newest technologies available to ensure our plants, pavers, and rollers maximize what industry customers value most — performance.
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SPECIAL REPORT
Cincinnati Asphalt developed a detailed maintenance plan that they knew would be critical for success in their crushing operation. The company also acquired active mining permits on their sites which allow them to operate under the Ohio Department of Natural Resources rules and regulation.
The company knew that buy bringing crushing operations in-house, they could not only be more competitive in their bidding, but they would also be able to add additional revenue streams to their business by selling material to customers.
with crushing and have an extremely detailed safety plan, extensive safety and operation training, and you have to implement all of these items prior to beginning a crushing operation.” Cincinnati Asphalt developed a detailed maintenance plan that they knew would be critical for success as well. The company also acquired active mining permits on their sites which allow them to operate under the Ohio Department of Natural Resources rules and regulation. Additionally, they trained and added multiple employees to this operation for quality control and safety. CONTROLLING QUALITY After the company was up and running, they knew they wanted to
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operate their crushers the right way that would give them the best product at the best price. “We really wanted to be able to control quality,” Madden says. “Now we are able to be 100% in charge of our quality control. The most critical part of crushing concrete to State specifications and using it for projects is making sure you only crush clean concrete. Now we know we are.” Cincinnati Asphalt purchased a Telsmith 3858 jaw crusher as their primary crusher. They also use an IROCK RDS20 impact crusher as a secondary unit. “We implemented the Telsmith jaw crusher this year because of their strong reputation in the crushing and aggregate industry,” Madden says. “We chose our IROCK crusher because of the CAT diesel engine, and because we can purchase our wear parts through Ohio Cat. They stock many parts and are able to expedite any parts we need which eliminates down time. Both vendors are great partners to our operation and its success.
Our impactor also has on board screens so we do not have to utilize external screeners.” Madden also says the company is careful to process their product at a rate which they can ensure a clean material. That allows them to run at an average of 275 tons per hour but they have the capability to run more than double that production rate with their equipment. With this growing arm of the business, Madden is excited for the opportunities his company has in front of them. “We have seen quite a bit of growth in our companies since we began this operation and we believe that there will be continued growth in this market for years to come,” he says. “I would strongly emphasize to anyone considering crushing operations that they make the investment to do this operation properly. It’s a large investment, but when ran properly it can be a very rewarding one.”
For more information on crusher maintenance, visit ForConstructionPros. com/12100046
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SPECIAL REPORT
5
Common Questions about Jaw Crushers Answered
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f you are a rock, sand, gravel or mineral processing industry veteran, you know that there are several different types and styles of crushing equipment. The exact crushers you need—jaw, cone, impact or gyratory—depend on the jobsite, the product you’re making, and how much you need to produce. An individual crusher’s construction and capabilities also dictate where in your processing operations it will fit. That is, you may have multiple types of crushers situated in primary, secondary and tertiary stations in a circuit format to perform the necessary material reduction work. Each type of crusher brings unique strengths and benefits to the process. This article focuses on compressionstyle jaw crushers, which are most often employed in the primary stage of a crushing circuit. It’s important to know that cone crushers are sometimes used in their place, and we’ll also talk a little
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Jaw crushers excel at breaking up larges materials into more manageable pieces for further reduction.
Easy to Learn
bit about when cone crushers may be preferred over jaw crushers. WHAT IS A JAW CRUSHER? Jaw crushers are sometimes also referred to as “rock breakers,” which speaks to their brute force. They are almost exclusively used as primary crushers because they excel at breaking up some of the largest and hardest materials into more manageable pieces for further reduction by different crushing equipment. Jaw crushers have a multitude of advantages, including: • Ability to handle many different types of materials—from hard granite to reclaimed asphalt pavement (RAP) and more—without displaying as much wear and tear as primary impact-style crushers.
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• Typically output minimal fine materials and dust. • More efficient than primary gyratory crushers. Due to their smaller physical size, jaw crushers are ideal for tight spaces, such as underground mining and mobile applications where some other solutions won’t fit.
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WHAT ARE THE DIFFERENT TYPES OF JAW CRUSHERS? Jaw crushers have been around for nearly 200 years and are one of the most “historic” crusher types. Because of this, jaw crushers have undergone many technological advances through the years to become more durable and to improve their movement to reduce choking and increase operational speed. These design tweaks over time have perfected a machine that’s simple enough in its working principle that it may never become obsolete. Today, two main jaw crusher configurations can be seen from the major equipment manufacturers. They differ based on how the swing jaw moves, though their output is similar. Double Toggle—Blake Type or Overhead Pivot Movement Double toggle movement jaw crushers like the Blake style (named for the inventor of the first successful mechanical jaw crusher, Eli Whitney Blake) have long been the standard for crushing hard and abrasive rocks, as well as sticky feeds. These jaw crushers have high energy-efficiency. The overhead pivot design further reduces wear and tear on crusher faces versus the Blake style. Single Toggle—Overhead Eccentric Movement More compact than double toggle designs, the single toggle movement jaw crusher was at one time unable to accept such large feed sizes, though it can typically run faster. Technological innovations solved the feed size issue, and now these machines are popular for how quickly they work. They do experience more wear and tear than the double toggle style crushers, but
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wear parts are widely available and economical. HOW DOES A JAW CRUSHER WORK? Different jaw crusher designs will operate slightly differently, but how they work is similar across the board. All jaw crushers reduce large sized rocks, ore and other materials by a compression action. A fixed jaw, mounted in a V-shaped alignment, is the stationary breaking surface, while a movable, “swing” jaw exerts force on the feed material by pushing it against the stationary plate. The space at the bottom of the V-aligned jaw plates is the output gap that dictates the size of the crushed product from the jaw crusher. The rock remains in the jaws until it is small enough to pass through the gap. WHICH ARE BETTER: JAW OR CONE CRUSHERS? While jaw crushers may always be a smart primary crusher stage choice for many operations, it’s true that newer cone crushers are increasingly taking their place due to versatility. Cone crushers and jaw crushers both work by compression, reducing materials by squeezing them until they break apart.
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The benefit that cone crushers offer over jaw crushers is their ability to output a more cubical product similar to impact crushers. Cone crushers have traditionally been used as secondary and sometimes tertiary crushing stations. As far as answering whether one type of crusher is better than another, context is key. Everything comes down to what your production needs and goals are. HOW CAN I FIND THE BEST CRUSHERS FOR MY OPERATIONS? Crushers are customizable to help you extract material, break it down into usable product and get it to market as economically and efficiently as possible. The best way to find the right crushers for your operation is to work with a knowledgeable material handling solutions partner. The right partner can help you design a custom crushing circuit to boost your productivity and transform your operations.
Easy to Operate
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Kemper Equipment contributed to this article.
For more information on crushing attachments, visit ForConstructionPros. com/21087895
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Should Your Asphalt Plant Rent or Buy Crushing Equipment? With sales trending upward and the economy strong, experts say it's a fantastic time to get into aggregate production. But should you lease this equipment or own it?
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10/22/19 3:35 PM
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ith a rise in portable equipment’s popularity, a new way of procuring equipment is also growing—leasing— as opposed to traditional financed buying. According to equipment buying trends at the end of 2018, equipment rental is catching on because producers are concerned about being able to meet rapidly changing industry demands and about keeping up with technological advancements. Equipment leasing is an important option to consider if you want to bring material processing in-house temporarily to see how it might benefit your business. With sales trending upward and the economy strong, experts say it's a fantastic time to get into aggregate production. Here are some benefits to both options.
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Renting equipment before purchase allows contractors the ability to hone in operations to include just the equipment you need.
PERSPECTIVE ON THE LEASE VS. BUY QUESTION Leasing can allow equipment manufacturers and dealers to be more agile and turn over assets quickly, which is helpful for innovation across the industry. And for many companies, leasing can offer an affordable way to “try before you buy” so you can really hone your operations to include just the equipment you truly need. All that said, it’s essential to remember that leasing is different than buying, and there are some significant things to understand when deciding if it’s right for you. As with anything you lease or rent—passenger vehicles, housing, extra storage space—the main point
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Learn more about the VÖGELE ErgoPlus 3 at wirtgen-group.com/america
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to remember is that you’re paying only to use that asset, but it’s not yours. You don’t own it. Maybe you’re not sure that you actually want to own it—and that’s probably the whole reason you decided to lease in the first place—but using someone else’s equipment comes with some important considerations. There are several different ways that lease agreements can be structured and you’ll need to understand precisely what you’re getting into. For instance, capital leases and operating leases are two of the most common types of contract formats—only capital leases give you the option to own the equipment you’re using at the end of the agreement term. FINANCING VS. PURCHASING It’s well known that even if you’re presented with the option to buy the equipment you’re leasing for a price below fair market value at the end of the term, your payments will likely be higher than if you financed a purchase of that same equipment. Depending on factors such as the equipment’s predicted ability to hold its value and perhaps even your personal creditworthiness, your payments may be significantly inflated versus purchasing. And it’s true that many equipment manufacturers now offer financing as an
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incentive to try their brand. It’s always a good idea to compare various payment scenarios before you sign anything. Buy vs. lease calculators online can help you weigh your options on things like monthly payments and current loan interest rates to see if renting or buying a particular piece of equipment will be the better financial decision. CONSIDER DOWNTIME When leasing equipment, you likely will not be responsible for fixing or paying for repairs to the equipment when breakdowns occur—your lessor will take care of this as the equipment’s true owner. While this may seem like a big check in the “pros” column for leasing over buying, you need to be careful who you’re leasing your equipment from to actually have this be a benefit instead of a major liability to your operational efficiency. How so? In short—downtime. Often, if the equipment owner is paying for repairs, they’re also selecting who will make those repairs and you can guarantee that they will prioritize cost savings above all else in choosing that service. You may not be in control of who comes out to fix your equipment and you’ll certainly not be in control of how
long it takes them or whether the work is done right the first time. Downtime can cause big problems with productivity, which can lead to customer dissatisfaction, and ultimately, to lost business. WHETHER BUYING OR LEASING, YOU NEED TO WORK WITH A REPUTABLE EQUIPMENT DEALER You should indeed be wary of the downtime factor, and if you pursue either an equipment purchase or lease from a supplier with deep integrity and experience in the industry instead of a third-party lessor, you’ll cut that risk significantly. You’ll also be gaining a knowledgeable partner committed to helping you achieve your production goals through a variety of tried and true solutions—from equipment service and maintenance to education and training opportunities that can be offered to your team, a repurable supplier will help you through it all.
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When you’re ready to take control of your asphalt production, we have you covered. ADM’s full line of asphalt plants, ranging from 60 – 425 tph, give you the power to lower production costs, increase profitability and grow your business. When you own the plant, you call the shots.
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Asphalt Drum Mixers
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RECYCLING & CRUSHING PRODUCTS Kleemann Mobirex MR 130 Zi EVO 2 Impact Crusher EVO2 is the consequent evolution of the successful EVO Contractor Line with an additional benefit in terms of economy and operation safety. • Universally adaptable plant is suited for processing both blasted natural stone, asphalt and demolition waste as well as producing a first-class end quality product • Crusher inlet size of 52-in. x 36-in. • Maximum input capacities of 450 tph can easily be attained • In primary screening, an independent double-deck pre screen is applied • The Kleemann Continuous Feed System (CFS) manages a more equal loading of the crushing area, in which the conveying frequencies of the feeder trough and the prescreen are adapted independently of each other to the level of the crusher, boosting performance • For a classified end product, the plant can be fitted with a high performance final screen
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IROCK TC-15CC Crusher
Eagle Crusher RapidDeploy RapidDeploy offers built-in, retractable conveyors that can crush, screen, separate and stockpile — all in one pull. • Designed to significantly reduce mobilization costs and expensive set-up and tear-down time for aggregate/asphalt producers • Closed-circuit crushing, screening and retractable conveyors on one chassis • High discharge heights on all three retractable conveyors for easier truck-loading of material • Open design allows for easier parts access and serviceability ForConstructionPros. com/12296259
The TC-15CC has a 15-cu.yd. hopper that allows you to feed material using a large wheel loader or excavator. • Hopper paired with a 40-in. vibrating feeder, including a 44" x 5' double deck pre-screen for making sized product via the dirt conveyor • Double deck screen and return conveyor swing out to stockpile material
• User-friendly operator control station controls the CAT power unit and startup and shutdown functions and wireless remote control operates tracking and operation of the plant • Manual hydraulic control valves manage the setup functions
Powerscreen Premiertrak 330 Material Crusher The Powerscreen Premiertrak 330 is fitted with a simple large fixed hopper, manufactured from an 8mm wear plate, improving set up time, reducing pegging and increasing the life of wear parts in applications that range from aggregate, recycling to mining. • Hydrostatic drive allows reversibility of the chamber, meaning the machine can unblock and run in reverse, allowing easier crushing of certain materials
The Fast Pack system is an innovative, patented combination of crushing, screening and stockpiling equipment. • Self-erecting with the ability to turn moving days into production days with moving times as low as 12 hours • Can operate as a complete system or operate units separately • Drastically reduces downtime and offers 400- to 600-tph capacities • Provides users a savings of at least 20% • Offers self-contained or electric processing
• Low engine speed improves fuel consumption and provides lower noise emissions for working in urban or restricted areas • The Premiertrak 330 crusher uses a 40-in. x 24-in. jaw chamber and is capable of producing up to 308 tph of crushed material
ASPHALT CONTRACTOR NOVEMBER 2019
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KPI-JCI Astec Mobile Screens Fast Pack Aggregate Processing System
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Get fast, relevant product information in the Buyers Guide at ForConstructionPros.com
Haver & Boecker Niagara Primary Crushing Plants Haver & Boecker Niagara offers rugged primary crushing plants in a wide variety of configurations for pre-crushing, secondary and tertiary crushing in the mining and aggregates industries. • Haver & Boecker Niagara provides crushing plant systems with a variety of components, including impact, jaw, cone or roller crushers, Haver screens or rolling screens, push feeders, apron conveyors and Haver vibrating feeders
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Rotochopper B-66 L-Series Grinder The B-66 L-Series horizontal grinder is designed to meet the needs of grinding larger, more abrasive feedstock materials. • Lower, longer infeed hopper has less drag and tackles the toughest grinding jobs • Aggressive powerfeed pulls materials into the grinding chamber
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Evoquip 230 Impact Crusher The Cobra 230 features a rapid setup time and intuitive control system with push-button operation that enable it to be crushing within minutes. • Crusher setting can be easily adjusted via user-friendly hydraulic assist • 3.4-cu.-yd. hopper includes an integrated pre-screen for fines removal and the feeder speed auto regulates based on load • Impact crusher has a 34-in. x 24-in. crusher inlet and 33-in.-wide by 34-in. rotor diameter • Includes a 275-hp Volvo Tier 4 Final engine and fuel-efficient, high-performance direct drive system • Potential output up to 275 tph
• Features rugged steel construction and a robust design incorporating a durable, optimum flow, low wear and maintenance friendly chute system and integrated custom conveyor technology • In addition to coordinating the physical plant, Haver & Boecker Niagara offers structural building engineering at the start, including verifiable statics calculation • The company features transportation management, supervision or the complete package: from assembly and electrical installation to plant start-up and optimization ForConstructionPros. com/21065589
Superior Tandem Guardian Screen Plant
• 38-in. throat opening accommodates material such as large logs, whole trees and brushy feedstocks • Remote monitoring via the RotoLink system provides reporting and tracking data • Can be powered by a 950- or 1,050hp diesel engine
Superior Industries offers its new portable plant configuration — the Tandem Guardian Screen Plant. • Includes two 7 x 20 triple deck screens, each with 50-hp, 1,200-rpm motors • Bottle jack lifting points simplify and speed spring replacement • Segmented belt guard and sectioned tailgate lighten the loads of these two features, requiring only one person to remove and return guards and gates during maintenance • Bolt-locking, hinged access doors • Fully-enclosed belt guard • Integrated, onboard tensioner accelerates maintenance to motor belt
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KPI-JCI Kodiak K350+ Johnson Crushers International Inc. has expanded its Kodiak Plus cone crusher series with the new K350+ which offers higher production with a smaller footprint. • In comparison to the K300+, the K350+ features increases in drive train, stroke, horsepower, weight, head diameter and hold-down force, resulting in an up to 10% capacity increase • With the same bolt pattern, the new cone can be mounted in most current K300+ applications • Like other cones in the Kodiak Plus cone crusher series, the K350+ will feature an industry-leading tramp iron relief system, fully-protected internal counterweights, precision roller bearing design, patented liner retention system and 360° thread locking ring for consistent product quality ForConstructionPros.com/21047704
www.ForConstructionPros.com/Asphalt
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NOVEMBER 2019 ASPHALT CONTRACTOR
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RECYCLING & CRUSHING PRODUCTS Ammann RSS 120-M Shredder, Iron Separator & Screener The Ammann three-in-one RSS 120-M prepares recycled asphalt for use in an asphalt plant. The RSS 120-M functions as a shredder, iron spearator and screener and can recycle asphalt ranging in size from milling to larger pieces/slaps. • Protective processing maintains desired grain sizes • Track mounted • Shredder utilizes two low-speed, electrically driven shredder-rotating shafts • Milling cutters with interchangeable teeth • Crush hard and soft materials • Electric motors for consistent crushing and screening • Process up to 198 tons of recycling materials per hour • Dust reduction system ForConstructionPros. com/20973199
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1-800 ASPHALT CONTRACTOR NOVEMBER 2019
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10/24/19 1:20 PM
TECHNOLOGY MATTERS |
BY JESSICA LOMBARDO, EDITOR
How
Technology
W
Helps to Fix Problems in the Paving Operation Control everything from the asphalt plant to your paving speed with one mobile app
P
roject owners, plant operators and paving contractors have access to data on hundreds of different issues that have happened on their jobsites. However, this information may be fragmented, scattered and unevaluated, resulting in no one having full knowledge of what has been learned about a particular problem and how it can be prevented in the future.
For years, paving technology companies like Topcon have witnessed the problems contractors face in the field and continually strive to find solutions to them. Unveiled to the public in early 2019, Topcon’s Pavelink application hopes to be a one-stop solution-source for the asphalt industry. “Pavelink keeps track of a vast amount of information and that information is then divided amongst the stakeholders, whoever is running certain projects,” Jan Mennink, product manager with Topcon says. “Pavelink is mostly about keeping everybody in sync and aware of what's
EN
going on from the beginning of the project to the end.” The Pavelink system automatically gathers and centralizes all relevant information that helps streamline operations from start to finish. The program monitors • asphalt mix quantities • number of trucks loaded an current location • job site arrival estimations • number of trucks returning or queuing for more loads • current screed width and paver speed • amount of roadway laid
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www.ForConstructionPros.com/Asphalt
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WE DO THIS... ENGINEERING
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The Astec engineering team draws on a vast knowledge pool that includes specialists in thermodynamics, environmental compliance, electrical systems and structural design. SERVICE & in years of PARTS Their knowledge is grounded CONSTRUCTION TRAINING experience in the asphalt mixing industry and they are ready to put their expertise to work for you when designing an asphalt plant.
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SERVICE & TRAINING
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TECHNOLOGY MATTERS MAKING A PAVING PLAN While having all that information sounds great, it can be difficult to get paving contractors on board when it comes to changing their daily operations. Topcon tried to create Pavelink in a way that adapts to how contractors work. “There are systems out there in general, not just for paving applications, that are forcing the users to change their
way of doing things too much and we’re not trying to do that at all,” Mennink says. “Instead of forcing people to work a certain way that accommodates the system best, we try to be flexible in the system to accommodate the way people work.” For contractors, this can be as simple as helping them to think about a job in advance, creating an awareness of issues that might occur. By entering a little bit more detail about job properties and planned paving speed, paving contractors are given a list of exactly how many trucks they need and when the trucks need to start loading up to head to the
job site. “For companies that are used to planning jobs on a napkin, they can use Pavelink just as easy is as a company that has a sophisticated planning tool,” he says. “We just basically input the planning information, either through application program interface (API) or by importing Excel sheets and then you can utilize the system.” Mennink says the system is also very flexible for handling the unforeseen contractors have to deal with on a jobsite. “No job is going to go perfect typically. You can plan trucks to be arriving at an exact time, but things happen, machines can break down or there is unexpected traffic or an accident or something can cause backups to happen,” Mennink says. “The Pavelink system is smart enough to recognize most of that. If material trucks are not appearing, the operator has a very easy way of knowing that, and he can slow down the paving speed to accommodate the delay. By being so dynamic, the system is very flexible — which is very natural for the people working with it.” This also helps in the opposite situation where there may be too many trucks and you need them to slow down or not arrive at all based on how the job is progressing.
IPGGutenbergUKLtd/ iStock / Getty Images Plus
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TECHNOLOGY MATTERS
“If you know exactly when a truck needs to leave, a contractor only has to engage trucks when they need it,” Mennink says. “So instead of having 30 or 40 trucks piling up already at the beginning of the day at the asphalt plant, contractors can order them in batches of five for instance, spread out over the first two hours, saving on trucking expenses.” This also helps improve the quality of the final project, Mennink says. “For instance, contractors have incentives for the smoothness of a paving job,” he says. “Some of the bumps that you get in the field are because the paver is stopping as the mix cools down. As they keep on going, that asphalt becomes hard and it's harder to process and that gives you a little bump. Every single bump results in not getting to incentives, or sometimes you get a penalty for it. “By preventing the paver from coming to a stop, you as a contractor save money, you get more money or you pay less in fines. By having that flow of asphalt matching the paving processing flow, that improves quality resulting in a smoother road with less temperature degradation because of cold stops.” As a result, the road will last longer as well – so it's also good for taxpayers and users in general.
JulieanneBirch/ E+
REPORTS CREATE PROOF OF JOB COMPLETION In the world in which we work, contractors need to be sure they have proof of what they’ve done. Unfortunately, there are usually multiple different places where contractors need to document these records and reports. From accounting to trucking, Pavelink was designed to help contractors keep track of every aspect of the job. “For example, a contractor needs to pay for the trucks since they have typically hired on another company to deliver mix,” Mennink says. “These invoices need to be validated and double checked. With Pavelink, you have that proof basically coming out of the system and you keep track of that throughout the day.” The system can tell contractors when the paver stopped paving and add notes in the system that can explain why which helps build a report on the fly. “At the end of the day, you can go on the website and basically print out what is known to have happened on the jobsite,” Mennink says. “You can then complete the informationand enter any missing nformation on an Excel sheet.” There is also an advanced system where Pavelink can receive data through an API. “We can hook up with any system that contractors need or want in order to report on some aspect of the jobsite,”
Mennink says. “We have a few customers that actually have their own system for managing all kinds of aspects of a jobsite and they have their system talk to our database through API's to pull out the data they need to fulfill their reports in there.” Pavelink currently has customers who are now in their fourth year with the system and are continuing to see success. “When they start, they may have to change their structure a little bit to make things easier by understanding the data and looking at the statistics,” Mennink says. “But typically, the tool changes from a nice gadget to have to a critical system. We have contractors that upped their profit margin window considerably because of their cost savings with this tool and they are actually able to bid lower and make the same amount of money as their competitors just by using the information in a smart way.”
For more information on using technology for your paving projects, visit ForConstructionPros. com/21087976
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JOBSITE INNOVATIONS |
BY JESSICA LOMBARDO, EDITOR
How to Properly Mai Your
SCREE
A clean, level and welladjusted screed helps ensure a quality mat
W
hile the paver and rollers are essential to asphalt paving operations, the screed is crucial for both the quality and density of an asphalt road. With this in mind, equipment owners need to make sure their screed is properly maintained in order to ensure the quality of the pavement. “The screed is undoubtedly the most important machine on a paving
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ASPHALT CONTRACTOR NOVEMBER 2019
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jobsite, and in many ways it ought to be looked at as a finely tuned instrument,” says Travis Colwell marketing and communications coordinator at Carlson Paving. “It is the crux of the entire operation. In short, a well maintained and properly leveled screed will achieve uniform mat quality, even density and superior ride uniformity. A screed that is either not well maintained or is not properly leveled will create issues in the mat that cannot be corrected leading to poor quality, cracking of the surface and ultimately premature failure of the roadway.” Not only can a screed that’s not
properly maintained lead to penalties, additional costs and a poor reputation among customers, such a screed will invariable cause uneven and premature wear to components, leading to costly premature replacement which negatively impacts the cost of ownership. “When you think of the paver as a whole, you must break it down into two machines, the tractor and the screed,” says Brian Hall, territory manager with VT LeeBoy. “The tractor does the work and the screed makes the money. If the screed is not properly maintained, it means the difference between bonuses and mediocrity.”
www.ForConstructionPros.com/Asphalt
10/24/19 8:19 AM
Maintain
EED
DAILY ROUTINES IMPROVE PERFORMANCE Performing daily maintenance on your machine is something you’re used to, but don’t neglect daily checks on your screed. “Asphalt mat quality is the most visible aspect of the job. Every part of the paver can be in top condition but if the screed is out of adjustment and the end product is deficient, then nothing else matters,” Hall says. “To expect to get a quality job after ignoring your screed is like expecting your vehicle to function without tires. Screed maintenance is just like any other type
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of maintenance: if you ignore it, you pay in the long run. If the crew takes a little time in the morning to ‘zero’ out the screed adjustments and make a visual inspection of the screed condition, you start out the day giving your crew the best chance for success.” Prior to the day’s start and with the screed plates cleaned, operators should stringline the rear edge of their machine to check for flatness and to pre-set the crown in the main extension. Once that is done, stringline the front edge of the main plate to check for lead crown. Not only will this help to improve grade uniformity in the mat for better water
Screed maintenance is just like any other type of maintenance: if you ignore it, you pay in the long run. If the crew takes a little time in the morning to ‘zero’ out the screed adjustments and make a visual inspection of the screed condition, you start out the day giving your crew the best chance for success.
runoff, it will also ensure you have the appropriate lead crown to minimize and avoid centerline streaks. “In addition to the daily stringlining of your machine to ensure appropriate
NOVEMBER 2019 ASPHALT CONTRACTOR
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JOBSITE INNOVATIONS Screed plates, nose bars, temperature sensors, heating elements, extension tubes, prestrike-off plates, depth-control cranks, vibration and tamper motors, and shafts are all wear parts on a screed. These parts are in direct contact with the mix and are integral to the extensions’ function.
leveling, contractors should also include quick examinations for alignment issues,” Colwell says. “These checks should include checking the parallel of the extension to the main, the extension angle of attack (or preset the angle of attack prior to starting the job), and extension height (or preset extension height prior to starting the job). By checking that the screed is both aligned and level before the start of the day, contractors can make the necessary adjustments to produce high-quality results for their customers." Just as start-up inspections are critical to ensuring the screed is in proper condition, so too is end of day cleanup. Contractors should take simple steps to keep the screed clean and ready the screed for the next day’s work. It is important to remove any loose material from the endgates and the screed’s extension covers, removing any excess buildup of material and spraying down the screed with a release agent. A clean
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screed will aid in proper operation of the machine and help achieve the desired mat quality. “Just as you should keep the paver clean, you should also keep your screed clean, and it’s relatively easy to do,” says Kevin Neisen, product manager at Roadtec. “Make sure the front wall is scraped clean, as well as the end gates. The bottom should be cleaned as well. Each of these should be completed at the end of each shift.” Not completing the clean-up at the end of the day will only make things worse for contractors the next morning. “Cleaning is critical, and a hot screed is a lot easier to clean and get everything off than a cold one,” says Jim Holland, vice president of sales, Vögele, at Wirtgen America. “Make sure that all the materials are cleaned off and that you don't have any cold material built up between hydraulic extensions. You need to make sure that's knocked out so the next day you don't have any
material that's binding up. Also be sure that any material that’s leaked through between the main and the extensions hasn’t built up between the elements or the vibration motors.” Daily checks to the screed should include a visual inspection of the screed plates for material build-up. If there is any, make sure it is removed and that the screed plate is a clean, uniform surface. Additionally, make sure to check for any build-up of material inside the screed. Interior build-up can significantly impact adjustments and even cause damage within the screed. “Having a clean screed is a safety factor,” says Henry Polk, paver product manager at BOMAG. “Screeds with trash and asphalt build-up are fire hazards. Clean screeds are also easier to adjust and maintain.” CHECK FOR PREMATURE WEAR Paving crews know that to consistently produce high quality asphalt surfaces, the screed must also be checked for wear and damage on a regular basis. "Checking the screed for flatness and screed plate wear are critical to placing a smooth and uniform textured mat," says Jon Anderson, global sales consultant with Caterpillar Inc. Screed plates, nose bars, temperature sensors, heating elements, extension tubes, pre-strike-off plates, depthcontrol cranks, vibration and tamper motors, and shafts are all wear parts on a screed. These parts are in direct contact with the mix and are integral to the extension’s function. You will want to check the thickness of screed plates daily using calipers or a micrometer, taking into account the metal used in the construction of
ASPHALT CONTRACTOR NOVEMBER 2019 www.ForConstructionPros.com/Asphalt
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JOBSITE INNOVATIONS
Winter Maintenance In addition to checking level daily, it is imperative that operators also do an endof-year check of the platform. This means a thorough inspection of all wear components, removal of any material that has built up and a proper re-leveling of the screed. “It’s important to establish a routine winter rebuild program,” Polk with BOMAG says. “Worn items should be replaced then, instead of in the middle of paving season.” Given enough notice, some manufacturers will also offer their assistance in leveling training either at their locations or at the customer’s. Take advantage of this as properly trained operators will not only ensure the screed is properly leveled, it will also assist in achieving the lowest cost of ownership and highest mat quality. the plates and the type of mix being placed. When screed plates are worn to a minimum thickness specified in the maintenance manual, the screed plates should be replaced for optimal screed performance. “Uneven wear on screed plates can be an indicator that the crew is not setting up the screed properly before paving,” Anderson says. “Flatness can be quickly and easily checked in the field
36
by running a stringline across the trailing edge (back edge) of the screed plate. This should be done whenever new screed plates are installed or whenever texture differences that appear as longitudinal stripes appear in the mat. “When screed plates wear thin, the studs holding the screed plates to the screed will become exposed and cause mat texture problems. This effect is similar to automotive brake pads wearing down to the “wear tabs” that rub on the rotors and make a squealing noise, indicating that the brake pads are worn out and need to be replaced. If you see exposed studs, it's time to replace screed plates! You will notice longitudinal stripes in the mat when this much wear has occurred.” Extension support components are also critical for ensuring the extension is not only running parallel to the main but also to maintain the specified settings when leveled. Improperly adjusted or worn bushings can lead to movement in the extensions, impacting the mat quality and contributing to excess wear on other components of the screed. “For rear-mount screeds, the end gates often get damaged by the crew pulling the extension in more quickly than the head of material used,” Neisen says. “It is important to make sure the
crew is trained on how to properly use the equipment and that they are aware of the jobsite environment. Planning ahead will help prevent instances where resources would need to be devoted to manually shoveling material.” ADJUST FOR A FLAT MAT At the beginning of each day, contractors not only need to check the screed for any damage, but also to be sure it’s properly adjusted. Properly leveled screeds will help maximize the lifecycle of your plates and runners, whereas a screed out of level will create premature wear, lessen the plate lifecycle and will impact mat quality negatively.
Prior to the day’s start and with the screed plates cleaned, operators should stringline the rear edge of their machine to check for flatness and to pre-set the crown in the main extension. Once that is done, stringline the front edge of the main plate to check for lead crown. Not only will this help to improve grade uniformity in the mat for better water runoff, it will also ensure you have the appropriate lead crown to minimize and avoid centerline streaks.
ASPHALT CONTRACTOR NOVEMBER 2019 www.ForConstructionPros.com/Asphalt
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JOBSITE INNOVATIONS
“Uneven wear on screed plates can be an indicator that the crew is not setting up the screed properly before paving,” Anderson with Caterpillar says. “Flatness can be quickly and easily checked in the field by running a stringline across the trailing edge (back edge) of the screed plate. This should be done whenever new screed plates are installed or whenever texture differences that appear as longitudinal stripes appear in the mat."
“Before the day begins, the operator must inspect the tow points and depth screws to make sure that all points are set to the center position,” Hall says. “This way, when the asphalt hits the screed, the depths across the screed are equal and there is not excessive down pressure on the back of the screed plate. Occasionally the operator will notice that the extensions are carrying too much or too little of the weight of the screed, leaving a shadow in part of the finished mat. Sometimes this can be adjusted on the fly, but it may mean the screed needs to be brought back to level. This also will affect the amount of asphalt and depth of material installed. Too little depth of asphalt will affect the life of the job and too much will make the contractor run over on the material he figured for the job and cost him money in tonnage overruns.” Once the screed has been moved or even left overnight, you also need to be sure it has been “zeroed out” again before you begin paving. “When machines are moved, things potentially get hit and moved and bumped so you just need to check that alignment before you pull off and make sure the screed is zeroed out so you know where your zero position is,” Holland says. “You should do this anytime you move the paver anyway, but you also want to make sure that no one has messed with the machine overnight. “Because in theory, if you park the machine and you have everything set, if nobody touched it, you should just be able to pull off the next day on the same type of material and go. But sometimes somebody will come out and loosen something and they won't put them back in the same position.”
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Which is another reason why you always should check that the screed is level before starting to work. “A screed can have a positive or negative angle of attack,” Neisen adds. “When you zero the cranks, the screed is level from the front to the back. If it is not level it needs to be adjusted prior to beginning work. A straight-edge is the best way to measure the angle of attack.” It’s also important to select a screed that is not only easy to level but one that will keep and hold its adjustments for long periods of time. “A screed that quickly goes out of adjustment means more downtime spent in re-leveling the screed, negative impacts to mat quality and lessen component lifecycle,” Colwell adds. Each manufacturer has their own procedures to level their screed, but basic principles exist across all platforms: 1. Raise the screed and extend the screed service locks on both sides of the machine, then lower the screed so the tow arms are resting on the locks. This is for safety! 2. Position the left and right hydraulic tow point cylinders to the same position. 3. Use the depth control cranks to square up the face of the screed with
the tow arms at 90° 4. Retract all trailing edge adjusters on the main screed. 5. Check the screed to ensure that there is zero crown (flat). Pull a string line across the width of the main screed approximately 1 in. behind the leading edge of the screed plate. Place two spacers of equal size between the string line and screed plate. Use a third spacer of equal size as a gauge to check the gap between the screed plate and the string line. 6. Set the stringline across the width of the main screed, just behind the nose bar 1 in. Place two spacers of equal size between the string line and screed plate approximately 1 in. in from the end of the screed plate. Use a third spacer of equal size as a gauge to check the gap between the screed plate and the string line at the center of the screed plate. Place the string line across the width of the main screed trailing edge about 1 in. in from the tail. Using the same spacers, place a spacer under each outboard edge adjuster, use the third spacer to check the plate for the correct gap at each adjuster. Turn the adjusters as required to bring the screed flat, at which point the space between the
ASPHALT CONTRACTOR NOVEMBER 2019 www.ForConstructionPros.com/Asphalt
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JOBSITE INNOVATIONS
Maintain the Strike-Off Plate The strike-off plate on a screed is critical to how the screed will float on the mix and the resulting mat quality. “A screed that does not float correctly or is improperly set up can lead to wavy mats (rough roads) and a non-uniform surface texture and segregation,” Anderson with Caterpillar adds. “All of these things limit the ability of the screed and rollers to achieve the required mat density and smoothness. These defects are not only unsightly but can lead to premature pavement failure.” Most often, pre-strike off plates are damaged by hitting an obstacle such as a manhole cover, or during loading/unloading the paver on a trailer for transport. Any damage to the pre-strike off plate will affect mat texture, the flow of mix underneath the screed and the angle of attack at which that the screed will ride. Any damage to the pre-strike off should be repaired or replaced immediately. “Based off of the material, the type of mixture you’re laying and the temperature of the mix, the strike-off could need readjustment,” Holland with Vögele says. “You need to make sure that it’s positioned properly, because if it’s not, it can also cause some lines and blemishes into the mat. If your screed is equipped with that, and if you do have blemishes, it’s always a good idea to know that could be a cause of it.” Proper height adjustment for the prestrike off is critical as well. Generally, 3/4in. to 1-in. above the main screed works in most applications, but it does vary by screed manufacturer and paving application. Very small adjustments (1/8-in.) should be made to the pre-strike off plate at any time, performance checked and further adjustment made if necessary. If the pre-strike off is not adjusted properly, crews will compensate by riding at too high or too low an angle of attack, causing unnecessary wear on the screed plates and resulting in less control and stability of the screed while paving.
stringline and the screed plate will be the same. 7. Next, check the relationship of the screed extenders to the main screed plate. 8. Just like on the main screed, retract
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all trailing edge adjusters and use a stringline and spacers and use the adjusters to flatten the trailing edge of the extenders. It is important to refer to your screed’s manual for proper tolerances and adjustments to level a screed to the manufacturer’s specifications. When a screed is being broken in, there is also a greater chance it will come out of alignment. “On any screed, but especially a new one, there is expansion and contraction of the metal,” Holland says. “When you’re breaking it in, you have heat cycles and things can move so you just need to check that out and then move on it moving the screen.” ALWAYS CHECK THE HEAT Your screed also needs consistent, uniform heat in order to ensure it’s putting down a quality mat. Generally, if there are no mat defects showing during paving, the screed is in good condition, but any defects could indicate an issue with the heating element. “Visually inspect the surface texture of the asphalt mat behind the screed and extenders as the paver takes off from its starting point,” Anderson says. “Look for tearing of the mat surface due to cold areas of the screed plate. Hot mix sticks to cold screed plates. When tearing of the mat occurs due to a cold screed plate, it is a result of the crew not allowing enough time for the screed to heat up, or from one or more of the heating elements not working properly.” On many pavers, the extenders do not heat up as quickly as the main screed plates, resulting in tearing and dragging the mix behind the extenders only. Most pavers will show the screed plate temperature in real time during initial warm up and during paving. “Some pavers have monitoring systems built into them so it's easy to check that on a regular basis throughout the day and make sure your heating elements are all working properly,” Holland says. “Some pavers don't have that so you have to do a manual check daily or weekly depending on what the
recommendation is, but you need to make sure that the heating elements are working properly.” If there is something wrong, the screed may continue to heat up, however, once the operator is notified that the screed is not heating properly, it should be inspected by a qualified mechanic. Early warning systems can prevent downtime caused by sudden, unexpected heating element failures.
“An operator can quickly see if the screed is 'cold' as it will start dragging asphalt,” Hall says. “Every crew should keep an infrared thermometer on hand to measure screed temperature if they suspect problem. Check the screed heat in several places with a temperature gun to make sure it is consistent across the plates. A quick solution to electric screed heating issues is to check individual fuses to the heat strips.” Don’t forget to check the heating elements to prevent cold mix from sticking to the screed at startup. Detailed checks and adjustments should only be done when uneven wear is obvious or mat defects, such as stripes, are occurring. Sometimes it can be difficult to determine if mat defects are a result of poor screed maintenance or poor setup and paving practices. While there are many things you can’t control on a jobsite, training your crew and maintaining your screed are two major factors that can contribute to the success of the paving operation.
For more information on screeds and paving performance, visit ForConstructionPros. com/20860453
From for c wind are e
Weil
ASPHALT CONTRACTOR NOVEMBER 2019 www.ForConstructionPros.com/Asphalt
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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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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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ith so many options available, purchasing a new piece of equipment that meets your needs is not an easy decision. Researching a piece of new equipment is an important first step to help you decide exactly what you’ll want to rent or buy. If you’re in the market for an asphalt paver, these next few pages are your best resource. Here, we’ve complied the industry’s first Asphalt Paver Spec Guide, featuring equipment specifications for over 70 models. For an even easier way to compare, visit the exclusive, interactive and customizable version of this spec guide at http://www.forconstructionpros.com/specguide/asphalt-paver to sort and compare models based on the specific needs and requirements of your crew.
VÖGELE With the 10-ft. tracked Super 2000-3i and the wheeled Super 2003-3i, and the 8-ft. tracked Super 1700-3i and wheeled Super 1703-3i, Vögele is marketing four advanced technology pavers for North American highway and commercial markets. Now, a new app for smart phones, tablets and PCs helps users understand the intuitive and easy-to-use ErgoPlus 3 operating system via animations and step-by-step videos that provide an easyto-grasp demonstration of work steps, including setting up the screed, varying pave widths, and comprehensive automatic functions. Download at Google Play or Apple store or search Voegele ErgoPlus 3 app. www.ForConstructionPros.com/10075523
Max Paving Speed (Vibratory Screed)
Max Paving Speed (Tamper Bar Screed)
Max Travel Speed (mph)
7' 3"
98 fpm
n/a
2.2 mph
5' 11"
11' 2"
98 fpm
n/a
2.8 mph
14.3
8' 0"
15' 6"
120 fpm
n/a
7.5 mph
38,140
14.3
8' 0"
15' 6"
250 fpm
n/a
12 mph
22' 6" x 9' 10" x 10' 2"
49,935
16.5
10' 0"
19' 8"
250 fpm
n/a
12 mph
250
22' 6" x 9' 10" x 10' 2"
47,730
16.5
10' 0"
19' 8"
250 fpm
n/a
12 mph
Tracked
250
22' 4" x 8' 4" x 10' 2"
48,280
15.4
8' 2"
42' 8"
82 fpm
n/a
2.8 mph
Super 3000-3i
Tracked
402
23' 0" x 9' 10" x 9' 10"
71,850
19.3
9' 10"
52' 6"
79 fpm
n/a
2.8 mph
Super 18003i SJ Spray Paver
Tracked
164
19' 8" x 8' 4" x 10' 2"
48,500
14.3
8' 4"
19' 8" max spray width
79 fpm
n/a
2.8 mph
Manufacturer
Model No.
Undercarriage Type
Engine HP (net)
Shipping Dimensions (LxWxH) (ft.)
Max Operating Weight (lbs.)
Hopper Capacity (tons)
Vögele
Super 700-3i
Tracked
74
14' 5" x 4' 7" x 6' 6"
13,670
6.4
3' 11"
Vögele
Super 1300-3i
Tracked
100
16' 3" x 6' 1" x 9' 10"
22,906
11.02
Vögele
Super 1700-3i
Tracked
173
18' 5" x 8' 6" x 9' 8"
40,345
Vögele
Super 1703-3i
Wheeled
173
19' 7" x 8' 6" x 9' 8"
Vögele
Super 2000-3i
Tracked
250
Vögele
Super 2003-3i
Wheeled
Vögele
Super 2100-3i
Vögele
Vögele
44
S tandard Paving Width (ft)
Minimum Maximum
ASPHALT CONTRACTOR NOVEMBER 2019 www.ForConstructionPros.com/Asphalt
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BOMAG BOMAG BF and CR series pavers boast exclusive features to deliver high-quality, high-production paving. BOMAG SIDEVIEW delivers unobstructed views of the paver’s sides and the screed end gates. Frame Raise and Three-Point Suspension mitigate segregation issues and improve mat quality. The rubber track paver Smartrac System automatically maintains proper track tension at all times to significantly increase track life. CR 600 series machines feature the industry-exclusive Remix Anti-Segregation System. www.ForConstructionPros.com/10072222
Manufacturer
BOMAG BOMAG BOMAG BOMAG BOMAG BOMAG
BOMAG
BOMAG BOMAG
Model No. BOMAG BF 200 C-2 BOMAG BF 300 P-2 BOMAG BF 300 C-2 Cedarapdis CR352L Cedarapdis CR362L BOMAG CR 1030 T BOMAG CR 1030 W Cedarapdis CR652RX Cedarapdis CR662RM
Undercarriage Type
Engine HP (net)
Track
74
Wheel
75
Track
75
Wheel
160
Track
160
Track
225
Wheel
260
Wheel
260
Track
260
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Shipping Dimensions (LxWxH) (ft.) 14' x 4' 3" x 7' 7" 16' 7" x 6' 2" x 9' 2.5" 16' 7" x 6' 2" x 9' 2.5" 17' 10" x 8' 6" x 8' 8" 17' 10" x 8' 6" x 9' 2" 20' 10" x 10' 10" x 9' 2" 22' 3" x 10' 10" x 9' 11" 19' 11" x 10' 4" x 9' 2" 19' 11" x 10' 4" x 9' 2"
Max Operating Weight (lbs.)
Hopper Capacity (tons)
S tandard Paving Width (ft)
Minimum
Maximum
Max Paving Speed (Vibratory Screed)
Max Paving Speed (Tamper Bar Screed)
Max Travel Speed (mph)
13,228
5
3.6’
7.6’
95 fpm
n/a
3 mph
19,400
10
5.6’
16.4’
425 fpm
n/a
10 mph
19,400
10
5.6’
16.4’
66 fpm
n/a
3.2 mph
31,870
10
8’ 0”
20’ 0”
400 fpm
n/a
13 mph
34,560
10
8’ 0”
20’ 0”
250 fpm
n/a
8.8 mph
42,600
14
10’ 0“
30’ 0”
242 fpm
n/a
9.6 mph
38,280
16.7
10’ 0“
30’ 0”
313 fpm
n/a
12 mph
44,100
16.7
10’ 0“
30’ 0”
290 fpm
n/a
11.2 mph
48,300
16.7
10’ 0“
30’ 0”
225 fpm
n/a
9.6 mph
NOVEMBER 2019 ASPHALT CONTRACTOR
45 10/22/19 3:44 PM
Y
Sponsored by
DYNAPAC NORTH AMERICA Whether on compact city streets or vast highway projects, Dynapac offers solutions to meet all of your paving needs. Dynapac pavers are designed with paving quality, innovation, ergonomics and innovative solutions in focus. Built with robust screed designs, top pre-compaction and solutions such as PaveManager, Truck Assist and BPO. www.ForConstructionPros.com/10072810 Model No.
Undercarriage Type
Engine HP (net)
Shipping Dimensions (LxWxH) (ft.)
Max Operating Weight (lbs.)
Hopper Capacity (tons)
Max Paving Speed (Vibratory Screed)
Max Paving Speed (Tamper Bar Screed)
Max Travel Speed (mph)
Dynapac
F1200C
Steel Track on Poly Pad
66
14' x 4' x 6'
12,800
5.5
4'
7.87'
90 fpm
N/A
2.05 mph
Dynapac
F1200CS
Steel Track on Poly Pad
74
14' x 4' x 6'
13,000
5.5
4'
7.87'
N/A
90 fpm
2.05 mph
Dynapac
FC1300C
Steel Track on Poly Pad
38
9.75' x 8.5' x 5.75'
9,700
6
8'
13'
115 fpm
N/A
3 mph
Dynapac
FC1400C
Steel Track on Poly Pad
67
11.25' x 8.5' x 5.25'
12,500
6.5
8'
14'
140 fpm
N/A
3 mph
Dynapac
FC1600C
Steel Track on Poly Pad
99
13.75' x 8.5' x 6'
18,500
8
8'
15.5'
140 fpm
N/A
3 mph
Dynapac
F1800C
Steel Track on Poly Pad
73
16.5' x 6' x 9.56'
23,000
11.5
6'
11.5'
82 fpm
82 fpm
2.5 mph
Dynapac
F1800W
Wheel Drive
73
16.5' x 6' x 9.56'
22,530
11.5
6'
11.5'
82 fpm
82 fpm
9.3 mph
Dynapac
F800T
High Speed Rubber Track
173
19.41' x 8.2' x 9.42'
40,250
13.5
8'
15'
200 fpm
N/A
8.5 mph
Dynapac
F800W
High Floatation Wheel Drive
173
20.16' x 8.2' x 9.67'
38,150
13.5
8'
15'
255 fpm
N/A
11 mph
Dynapac
F1000T
High Speed Rubber Track
225
21.33' x 10' x 8.83'
43,000
15
10'
19.5'
240 fpm
N/A
10 mph
Dynapac
F1000W
High Floatation Wheel Drive
225
21.83' x 10' x 8.83'
41,900
15
10'
19.5'
285 fpm
N/A
12 mph
Dynapac
SD2500CS
Steel Track on Poly Pad
200
20.16' x 8.2' x 10.16'
40,785
13.5
8'
19.5'
N/A
92 fpm
2.5 mph
Dynapac
SD2550CS
Steel Track on Poly Pad
264
21.74' x 8.2' x 10.17'
44,000
16
8'
19.5'
N/A
92 fpm
2.5 mph
Manufacturer
46
ASPHALT CONTRACTOR NOVEMBER 2019
ACON1119_44-55_PaverSpecGuide_J.indd 46
S TANDARD PAVING WIDTH (FT) Minimum Maximum
www.ForConstructionPros.com/Asphalt
10/22/19 3:44 PM
You spent big money on your equipment...
MAKE IT LAST!
avel
h
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call Ke nc o
Protect your investment with Kenco longer life wear parts. Proudly manufactured in the USA since 1957, Kenco offers innovative products for the aggregate, asphalt and road building industries. Our products are designed to increase wearlife and reduce downtime on your plants and equipment.
Call Kenco and let our team of application specialists protect your investments: 800-363-9859 www.kencoengineering.com
Kenco Engineering, Inc
ACON1119_44-55_PaverSpecGuide_J.indd 47
10/22/19 3:45 PM
P Sponsored by
•
•
•
•
ROADTEC Roadtec focuses solely on road building. Roadtec’s innovative pavers are designed to build the best roads in the world, and they do, as proven by numerous Sheldon G Hayes awards. Roadtec’s heavy-duty pavers are built in America and the Roadtec dealer network provides convenient access to OEM equipment and parts nationwide. The company’s service technicians are located throughout the country ready to provide quick and convenient service nationwide. www.ForConstructionPros.com/10074458 Max Paving Speed (Vibratory Screed)
Max Paving Speed (Tamper Bar Screed)
Max Travel Speed (mph)
19' 6"
0 - 284 fpm
Not applicable
0 - 12 mph
10'
19' 6"
0 - 215 fpm
Not applicable
0 - 7.5 mph
11.5 tons
8'
15' 6"
0 - 300 fpm
Not applicable
0 - 10 mph
32,500
10 tons
8'
15' 6"
0 - 200 fpm
Not applicable
0 - 7 mph
16' 10" x 11' 4" x 10'7"
32,360
11 tons
10'
19' 6"
0 - 143 fpm
Not applicable
0 - 7.6 mph
Tier 4F, Cummins QSB6.7 230 hp (172kW) @ 1,900 rpm
27' x 11' 4" x 10' 3"
63,800
11 tons
10'
19’ 6"
0 - 168 fpm
Not applicable
0 - 3.6 mph
Tier 4F, Cummins QSB6.7 250 hp (186kW) @ 1,900 rpm
23' 4"x 10' 6” x 10' 1"
39,500
15.8 tons
10'
19' 6"
0-233 fpm
Not applicable
0 - 12 mph
Manufacturer
Model No.
Undercarriage Type
Engine HP (net)
Shipping Dimensions (LxWxH) (ft.)
Max Operating Weight (lbs.)
Hopper Capacity (tons)
Roadtec
RP190e
Rubber Tire Paver
Tier 4F, Cummins QSB6.7 230 hp 172 kW) @ 1,900 rpm
17' 7" x 10' 6" x 10'
36,700
13.8 tons
10'
Roadtec
RP195e
Rubber Track Paver
Tier 4F, Cummins QSB6.7 230 hp 172 kW) @ 1,900 rpm
16’ 8" x 10' 6" x 10' 6"
39,220
13.8 tons
Roadtec
RP170e
Rubber Tire Paver
Tier 4F, Cummins QSB6.7 174 hp (130 kW) @ 2,200 rpm
16' 3" x 10' 1" x 10'
29,280
Roadtec
RP175e
Rubber Track Paver
Tier 4F, Cummins QSB6.7 174 hp (130 kW) @ 2,200 rpm
15' 7" x 10' 1" x 10'
Roadtec
SP100e
Rubber Tire Paver
Tier 4F, Cummins QSB6.7 173 hp (129 kW) @ 2,200 rpm
Roadtec
SP200e
Rubber Track Paver
Roadtec
RP250e
Rubber Tire Paver
48
ASPHALT CONTRACTOR NOVEMBER 2019
ACON1119_44-55_PaverSpecGuide_J.indd 48
S TANDARD PAVING WIDTH (FT)
Minimum Maximum
www.ForConstructionPros.com/Asphalt
10/22/19 3:45 PM
w
PEGASUS “ALUMINUM “ALUMINUM” ALUMINUM” LIVE BOTTOM TRAILERS AND TRUCK BODIES • PATENTED DESIGN
THE ONLY PATENTED EXTRUDED ALUMINUM LIVE BOTTOM TRAILER AND TRUCK BODY IN THE INDUSTRY (USA AND CANADA)
• THE LIGHTEST IN THE INDUSTRY
OUR NEW ULTRA LIGHT SUPER SINGLE 28’ TRAILER HAS AN EMPTY WEIGHT OF ONLY 12,200 LBS!
• EXTRA PAYLOAD
THE EXTRA PAYLOAD OUR ALUMINUM LIVE BOTTOM PROVIDES GENERATES OVER $9,000.00 EXTRA REVENUE EACH YEAR, AT NO EXTRA EXPENSE TO THE OWNER ($108,000 OVER 12 YEARS)
• LESS MAINTENANCE
ALUMINUM TRAILERS AND TRUCK BODIES ARE FAR MORE MAINTENANCE FREE AND HAVE AT LEAST 30% MORE USEFUL LIFE THAN STEEL TRAILERS AND TRUCK BODIES
mph
mph
THE SAFER WAY TO PAVE!
mph
ph
mph
Built By a Paving Contractor for Paving Contractors 4003 Tiffin Ave., Sandusky, OH 44870 • 888.608.1997 www.pegasustrailers.com • info@pegasusvansandtrailers.com
ACON1119_44-55_PaverSpecGuide_J.indd 49
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Si Sponsored by
• • • • • • • •
LEEBOY LeeBoy pavers feature a broad range of commercial class pavers to meet any contractor’s needs. All pavers are simple to operate, maintain and service while offering top mat quality provided by the Legend Screed.
Tr Ov De 6’ De Tir Br Ra
www.ForConstructionPros.com/10075155
Manufacturer
Model No.
Undercarriage Type
Engine HP (net)
Shipping Dimensions (LxWxH) (ft.)
Max Operating Weight (lbs.)
Hopper Capacity (tons)
S tandard Paving Width (ft) Minimum Maximum
Max Paving Speed (Vibratory Screed)
LeeBoy
1000
Track Drive System
49
9' 6" x 8'6" x 7'
11,000
5.5
variable
up to 13'
0-220 fpm
0-220 fpm
LeeBoy
5300
Track Drive System
64
15'5" x 4'5" x 7'8"
12,700
7
variable
up to 9'
0-151 fpm
0-239 fpm
LeeBoy
6150
Wheeled drive system
74
16'6" x 8'6" x 7'8"
17,550
7
variable
up to 15'
0-228 fpm
0-660 fpm
LeeBoy
7000
Track Drive System
65
12'6" x 8'6" x 7'
13,000
6
variable
up to 13'
0-210 fpm
0-210 fpm
LeeBoy
8500
Track Drive System
65
12'5.5" x 8'6" x 8'4"
15,800
7.5
variable
up to 15'
0-140 fpm
0-240 fpm
LeeBoy
8510
Track Drive System
74
12'5.5" x 8'6" x 8'6"
17,500
7.5
variable
up to 15'
0-140 fpm
0-230 fpm
LeeBoy
8515
Track Drive System
74
13'5" x 8'6" x 8'
17,600
7.5
variable
up to 15'
0-150 fpm
0-300 fpm
LeeBoy
8520
Track Drive System
106
14'5" x 8'6" x 8'2"
19,760
9
variable
up to 15'
0-150 fpm
0-300 fpm
LeeBoy
8616
Track Drive System
111
15'4" x 8'6" x 8'8"
21,420
9
variable
up to 15'
0-151 fpm
0-355 fpm
50
Max Paving Speed (Tamper Bar Screed)
Max Travel Speed (mph)
ASPHALT CONTRACTOR NOVEMBER 2019 www.ForConstructionPros.com/Asphalt
ACON1119_44-55_PaverSpecGuide_J.indd 50
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Fo
Simple, Fast, and Convenient! Visit EagerBeaverTrailers.com and you're a "click" away from getting all the information you need from our nearest dealer.
20 XPT • CAPACITY: 40,000 lbs. • 20 Ton Air Brakes • 8 Degree Loading Angle Low Profile • • • • • • • •
Trailer Weight: 8,380 lbs. Overall Width: 102", Length: 31'4" Deck Length: 21’ Flat (model shown) 6’ Beavertail Deck Height: 34" Tires: Eight 215/75R17.5 (H) Brakes: Air (Full ABS System) Ramps: 72" Long x 22” Wide Range: 102" Max. 29" Min.
HIGH TENSILE MAIN RAIL One piece and cold formed. CROSS MEMBERS pierced through Main Beam for lowest possible deck height and more unitized frame.
ONE PIECE CAST LUNETTE EYE Tested @ 275,000# and wrap around nose plate. Standard on all trailers.
Outboard brake drums for easier maintenance.
OAK DECK Oak decking is fastened to the crossmembers with bolts and deck washers making it easier to replace decking when required.
HEAVY DUTY 2-SPEED PARKING JACK 70,000# static capacity.
ALL WHEEL ABS with Spring Brakes on all axles. Standard on all air brake trailers.
100% SEALED WIRING HARNESS & LED LIGHTS USA Harness “PLUS” (positive lock under seal). Standard on All Trailers.
HUTCH 9700 ADJUSTABLE 3-LEAF SUSPENSION
SUMITOMO BRAND TIRES
National Dealer Supported.
HUB PILOTED WHEELS
Standard on all 15-25 Ton trailers.
Standard on all 15-25 Ton trailers.
98” WIDTH 92” WIDTH
70
LIGHTWEIGHT WOOD RAMPS
with DOUBLE ACTING SPRINGS for lift off ground and off Beaver Tail. Grade 100 High Tensil Steel
Standard Features On All Easy Loaders
Eager Beaver WIDE TRACK AXLES: 98” (O.A. Width) Some Competition - 92”
th
ANNIVERSARY
1946-2016 EagerBeaverTrailers.com
For a quote on any model, please call 800-257-8163
ACON1119_44-55_PaverSpecGuide_J.indd 51
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Sponsored by
CATERPILLAR INC. Cat pavers feature an integrated 70 kW generator that delivers fast 15-minute screed plate heat-up time and reduces noise around the machine. Maneuverability and stability are excellent due to exclusive Cat Mobil-Trac™ rubber track system, while the operator’s environment is very comfortable, featuring dual, pivot-out operating stations, excellent visibility, low noise and minimized fumes. www.ForConstructionPros.com/10075307
Manufacturer
Model No.
Undercarriage Type
Engine HP (net)
Shipping Dimensions (LxWxH) (ft.)
Max Operating Weight (lbs.)
Hopper Capacity (tons)
S TANDARD PAVING WIDTH (FT) Minimum Maximum
Max Paving Speed (Vibratory Screed)
Max Paving Speed (Tamper Bar Screed)
Max Travel Speed (mph)
Cat
AP255E
Track
45.7
13.83' x 5.17' x 5.75'
10,251
8.0
4.58'
8.5'
108 fpm
–
2 mph
Cat
AP300F
Wheel
74.8
16.08' x 6.17' x 8.67'
18,078
9.7
5.75'
11.17'
200 fpm
82 fpm
10 mph
Cat
AP355F
Track
74.8
16.08' x 6.17' x 8.67'
19,246
9.7
5.75'
11.17'
210 fpm
82 fpm
7 mph
Cat
AP500F
Wheel
142.0
20.33' x 9.08' x 9.58'
36,715
15.9
8.33'
16.33'
250 fpm
82 fpm
10 mph
Cat
AP555F
Track
142.0
20.5' x 9.08' x 9.58'
38,125
15.9
8.33'
16.33'
210 fpm
82 fpm
7 mph
Cat
AP600F
Wheel
173.0
22.08' x 9.08' x 9.83'
38,217
18.1
8.33'
16.33'
250 fpm
82 fpm
10 mph
Cat
AP655F
Track
173.0
22.08' x 9.08' x 9.58'
44,347
18.1
8.33'
16.33'
210 fpm
82 fpm
9 mph
Cat
AP1000F
Wheel
225.0
22.08' x 10.5' x 9.83'
44,811
20.7
9.83'
19.5'
250 fpm
82 fpm
12 mph
Cat
AP1055F
Track
225.0
22' x 10.5' x 9.42'
47,544
20.7
9.83'
19.5'
210 fpm
82 fpm
9 mph
52
ASPHALT CONTRACTOR NOVEMBER 2019
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www.ForConstructionPros.com/Asphalt
10/22/19 3:45 PM
Go Beyond the Dot. Tenna is the construction technology platform that revolutionizes equipment fleet operations.
Know More. Comprehensive, reliable tracking on a uniformed platform for mixed fleets that is built on over 100 years of construction experience.
Control More. From the machine to the project to the office.
Make More. Informed decisions, get higher utilization and have more predictable days.
www.tenna.com (833) 50TENNA
ACON1119_44-55_PaverSpecGuide_J.indd 53
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MA Sponsored by
Mau perf tivit that deca
WEILER
w
The Weiler P385B and P265 bring highway-class paver design to the commercial paver market with complete re-buildable design featuring highway-class chains, slats and bearings, durable components and excellent visibility and control for exceptional mat quality and production. The P195 path paver features of paving range of 3’ 10” to 7’ with foldable hopper and narrow track width for access to tight working environments. Weiler pavers are sold and serviced exclusively at Cat dealers throughout North America. www.ForConstructionPros.com/10075409 Max Paving Speed (Tamper Bar Screed)
Max Travel Speed (mph)
Manufacturer
Model No.
Undercarriage Type
Engine HP (net)
Shipping Dimensions (LxWxH) (ft.)
Max Operating Weight (lbs.)
Hopper Capacity (tons)
Weiler
P385B
Steel Track w/ Poly Pads
100 hp
14' 5" x 8' 5" x 6' 4"
20,500 lb
9 tons
8'
15' 8"
150 fpm
350 fpm
Weiler
P265
Steel Track w/ Poly Pads
74 hp
12 '7" x 8' 2" x 5 '10"
16,200 lb
7 tons
7' 8"
14' 4"
150 fpm
250 fpm
Weiler
P195
Steel Track w/ Poly Pads
67 hp
15' x 4' 7" x 5' 9"
13,000 lb
7 tons
3' 10"
7' std (9' w/ bolt on ext)
233 fpm
350 fpm
Weiler
P65
Steel Track
49 hp
9' 9" x 8' 2" x 5' 10"
12,600 lb
6 tons
7' 8"
13'
180 fpm
300 fpm
S TANDARD PAVING WIDTH (FT)
Minimum Maximum
Max Paving Speed (Vibratory Screed)
CARLSON PAVING PRODUCTS Carlson’s CP-line offers contractors leading performance, production and mat quality among commercial-class paver platforms. With class-leading accessibility for service and maintenance, longer lifecycle wear components and legendary Carlson screed technology and design, contractors are able to achieve greater uptime and exceptional mat quality from driveway projects to large commercial and municipal applications. www.ForConstructionPros.com/10072346
Manufacturer
Model No.
Undercarriage Type
Engine HP (net)
Shipping Dimensions (LxWxH) (ft.)
Max Operating Weight (lbs.)
Hopper Capacity (tons)
Carlson
CP75 II
Track
74hp Tier IV Final
12' 5" x 8' 6" x 6' 2"
16,950
8 tons
8'
Carlson
CP85
Track
74hp Tier IV Final
13' 11" x 8' 6" x 6' 3"
19,500
8.5 tons
Carlson
CP100 II
Track
100hp Tier IV Final
14' 6" x 8' 6" x 6' 8"
22,000
Carlson
CP130
Track
130hp Tier IV Final
14' 6" x 8' 6" x 7'6"
22,500
54
ASPHALT CONTRACTOR NOVEMBER 2019
ACON1119_44-55_PaverSpecGuide_J.indd 54
Max Paving Speed (Vibratory Screed)
Max Paving Speed (Tamper Bar Screed)
Max Travel Speed (mph)
15'
155 fpm
N/A
255 fpm
8'
15'
100 fpm
N/A
200 fpm
9.5 tons
8'
15' (17' w/ bolt-ons)
155 fpm
N/A
255 fpm
9.5 tons
8'
15' (17' w/ bolt-ons)
155 fpm
N/A
325 fpm
S TANDARD PAVING WIDTH (FT)
Minimum
Maximum
www.ForConstructionPros.com/Asphalt
10/22/19 3:45 PM
MAULDIN PAVING PRODUCTS Mauldin Paving Product’s line of commercial pavers ensure superior performance due to 3 strategic approaches to design. Proven productivity, screed design and a commitment to quality are the key elements that sets a Mauldin Paver apart. Mauldin Pavers have been trusted for decades by contractors to produce lasting results. www.ForConstructionPros.com/10075446
Max Paving Speed (Vibratory Screed)
Max Paving Speed (Tamper Bar Screed)
Max Travel Speed (mph)
13'
0-115 fpm
n/a
3.2 mph
8’
14'
0-140 fpm
n/a
3.5 mph
8
8’
15' 6”
0-140 fpm
n/a
3.5 mph
12,800
6
3' 11”
7' 10”
0-90 fpm
n/a
2 mph
12,800
6
4'
7' 10”
0-90 fpm
Manufacturer
Model No.
Undercarriage Type
Engine HP (net)
Shipping Dimensions (LxWxH) (ft.)
Max Operating Weight (lbs.)
Hopper Capacity (tons)
Mauldin
650
Tire/Track
24 hp
9' 10" x 7' 6" x 5' 8"
9,700
6
8’
Mauldin
1560
Track
74 hp
11' 4" x 8' 6" x 5' 4"
12,500
6.5
Mauldin
1860
Track
110 hp
13' 9" x 8' 6" x 5' 11"
18,500
Mauldin
1360
Track
66 hp
14' x 3' 11" x 6' 8"
Mauldin
1350-C
Track
66 hp
14' x 3' 11" x 6' 8"
S tandard Paving Width (ft)
Minimum Maximum
2 mph
VOLVO CONSTRUCTION EQUIPMENT Volvo designs pavers that are meant to be productive beyond 15 years. Volvo engines, such as the D8, are built specifically for Volvo products — it’s operated at only half the total available horsepower, so the engine is never overworked and is fuel efficient. The pavers are built for simple repairs that can be done quickly and at a low cost compared to more complex pavers. www.ForConstructionPros.com/10656717
Manufacturer
Model No.
Undercarriage Type
Engine HP (net)
Shipping Dimensions (LxWxH) (ft.)
Max Operating Weight (lbs.)
Hopper Capacity (tons)
Volvo
P4410B
Rubber Track
154
19'-5" x 8'-10" x 9'
37,100
Volvo
P7110B
Rubber Track
235
21'-4" x 10'-2" x 10'-7'
Volvo
PF2181
Wheeled
158
Volvo
P7170B
Wheeled
235
www.ForConstructionPros.com/Asphalt
ACON1119_44-55_PaverSpecGuide_J.indd 55
S tandard Paving Width (ft)
Max Paving Speed (Vibratory Screed)
Max Paving Speed (Tamper Bar Screed)
Max Travel Speed (mph)
Minimum
Maximum
11
8'
16
0-224 fpm
n/a
8.5
50,050
13
10'
26'
0-224 fpm
n/a
9
17"-10'' x 8'-2" x 8'-6"
36,365
11
8'
16
0-224 fpm
n/a
8.9
22'-6'' x 10'-3" x 10'-7"
47,369
13
10'
26'
0-224 fpm
n/a
12
NOVEMBER 2019 ASPHALT CONTRACTOR
55 10/22/19 3:45 PM
JOBSITE INNOVATIONS |
BY TROY GEISLER
purchasing mo absolute best decision of yo USA. Parts alw “I’ve been in th Florida “I have like the LeeBo quality is simp brand. They la impeccable m Carolina “My o way home. Su other machine –Derek Heater operation. No switched from there's no bett everyone LeeB Tennessee “W use no other a The Asphalt Co Brockway, Pen Clements, C&C standard of as customer serv Louisiana Pavi Paving is ‘LeeB pavers truly ar Gilroy, Californ a third generat “Love our LeeB still some Ame LeeBoy in the made as a com LeeBoy I will b Designed with business for 30 asphalt for 32 opinion there –Frank Cidade very comforta of quality cont a church lot in Still as sweet t paver. They ar Paving, Hones small. Our 852 to return.” –Ro versatility of th family and I ar paving since 1 best machines machine!!! The a LeeBoy 8616 Alabama “BES Welch, Valley S Waynesboro, V family busines Paving, Fort M in mind’. These enough said!” Professional re brand!” –Matth equipment tha Lot Services, C thinking abou Paving, New E pavers to me LeeBoy!” –Jeff to lay asphalt w LeeBoy. From LeeBoy. They’r Heavy-Duty El referrals.” –Sha sweat yet, mig Bennett & Son have question to operate –Dan Zuber,and C Nevada "I'm a LeeBoy can ta customer for li – from the 700 mind, GO LEEB –Matt Lundbe powerful engi commitment designer pave Hands down t
T
FIVE TIPS for Sizing Paving Equipment Trailers
How to match trailers to your asphalt paving fleet needs
T
ransporting paving equipment to and from the jobsite safely and efficiently can be a logistical and financial challenge. That’s why selecting the right trailer for hauling paving equipment isn’t a decision to be taken lightly. Many hours of research are required to find the trailer that fits an operation’s needs. It’s a long process, but the end result is — hopefully — an implement that will provide safe,
56
ASPHALT CONTRACTOR NOVEMBER 2019
ACON1119_56-61_PavingTrailers_J.indd 56
efficient hauling for years, benefiting the operation’s bottom line for the long haul. Just as there are many considerations to make when investing in paving equipment, selecting the ideal trailer to fit all of an operation’s hauling needs means taking a critical look at several key variables. Keep these five factors in mind when sizing a trailer for paving equipment loads.
Variables to consider when selecting the right trailer for hauling paving equipment include trailer weight and dimensions, capacity rating, load configurations and federal and state regulations.
www.ForConstructionPros.com/Asphalt
10/22/19 3:47 PM
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 results in a Paving, high production No job is too big or too small. Our 8520 produces a quality mat day in andLas dayVegas, out!" –Dan Zuber,and Cunningham Cleveland,paving Ohio “Ioperation. switched from a LeeBoy paver only to return. ” –Robert Wadsworth, Sunrise Asphalt, 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 fluentWould controls. ” –Thomas Clements, C&C Asphalt, Inc, Scottsboro, Alabama “BEST pavers, best people. Factory tour shows true you like to see your quote on a LeeBoy ad? Visit facebook.com/TrustLeeBoy and leave a 5-star review. 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
1. EQUIPMENT WEIGHT AND DIMENSIONS The first step in sizing a trailer for any hauling job is determining the weight and dimensions of the load. Identify the length, height, width and weight of your most challenging machines. Keep in mind that the information on the spec sheet might not include the dimensions and weight with added accessories. When making initial calculations, ensure you have a suitable truck that is capable of handling all or most of your equipment before moving on to the trailer. A three-axle tractor and a fouraxle tractor will have different hauling capabilities and that varies by state. There is a wide range of machinery used in the paving industry — such
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as pavers, rollers, milling machines and screeds. Each of these machines are different by design, so proper research on the specific requirements of each intended machine is highly recommended. Certain paving equipment will require a lower load angle as opposed to other equipment. After determining the weight and dimensions, it’s time to look at trailer deck designs. Manufacturers usually offer three deck configurations — flat, raised center and beam. For the most part, operators looking to haul paving equipment will find a flat deck meets the majority of their needs. It offers the most versatility for moving a variety of equipment, from rollers to milling machines. However, it also has
Taking time to determine which deck configuration will be the best fit for your operation is essential as there are pros and cons to each trailer type.
the highest deck height and might not be ideal for those also looking to haul taller machines. For this reason, discussing the pros and cons of different deck designs with a professional is recommended when spec’ing a trailer. Custom heavy-haul trailer manufacturers have the experience and knowledge to determine what style would be best overall. While the primary focus might be on paving equipment, a trailer often hauls a variety of equipment
ASPHALT CONTRACTOR NOVEMBER 2019 www.ForConstructionPros.com/Asphalt
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SHINGLE GRINDING
SOLUTIONS
Rotochopper grinders equipped with a high abrasion package lower wear costs, simplify maintenance and deliver consistent uptime for your shingle recycling operation.
Factory Direct • Employee Owned • Global Support Contact us today: 320-548-3586 • www.rotochopper.com
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JOBSITE INNOVATIONS
types. Backhaul equipment should also be included in calculations. An expert can determine the best trailer to meet all hauling needs. In addition, companies today tend to specialize in a wider variety of equipment moves that might require special considerations when it comes to selecting a trailer. For instance, operators looking to haul excavators in addition to paving equipment should research configurations that accommodate the boom. In these cases, operators need to consider the length of the boom, where it will sit on Removable goosenecks reduce safety risks by eliminating the need to drive up and over the trailer axles. This configuration saves time, hassle and expense while also extending the life of the trailer.
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ASPHALT CONTRACTOR NOVEMBER 2019 www.ForConstructionPros.com/Asphalt
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Selecting the right trailer for your paving equipment will help make sure trailers and loads are safe and compliant.
configuration; operators need to consider the deck length used in the capacity rating to determine if the trailer is suitable for the proposed load. This varies between manufacturers. One trailer might need the entire deck length for that 50 tons, while another handles that same weight in half the deck length. Similar-sized paving equipment can have drastically different load concentrations. If the majority of the equipment’s weight is concentrated in 8 or 10 feet, a trailer with a half-deck load concentration rating offers the best solution.
the trailer and how it will be cradled in addition to hauling needs for their paving equipment. Some top-tier manufacturers offer customizations to make mixed-load transportation safer and easier. Knowing all the types of equipment that might be hauled will help ensure purchase of a suitably versatile trailer. 2. TRAILER CAPACITY RATING While knowing the overall weight of the equipment is imperative, it is also important to know where that weight is concentrated. Failing to be mindful of this can lead to overloading the trailer, which can result in stress fractures and ultimately trailer failure. Just because a trailer is rated at 50 tons does not mean it can be loaded with 50 tons of cargo in any
3. LOADING CONFIGURATIONS Today’s trailers offer a variety of loading configurations. While tag-a-long trailers that unload off the back are an accepted option for small paving in tight spaces, safety can be a concern. Driving equipment over the back of the trailer is no easy feat and requires a careful and experienced driver to prevent damaging the trailer and minimize the risk of tipping equipment. Reputable manufacturers are safety minded and have implemented designs to minimize certain risks, such as roller stops at the rear of the trailer or extended ramps for lower-approach angles. Removable goosenecks reduce the danger by eliminating the need to drive up and over the trailer axles. This configuration saves time, hassle and expense while also extending trailer life. However, a removable gooseneck requires ample space for loading and unloading. 4. STATE AND FEDERAL REGULATIONS Knowing where a trailer is headed is as important as knowing what it’s hauling. In general, operators should not need additional permits for loads up to 102 inches wide and under 13 feet, 6 inches tall. However, weight and height regulations vary for bridges and between states,
www.ForConstructionPros.com/Asphalt
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especially trailers hauling in California and the surrounding areas. Operators must also consider state kingpin laws. Working with an experienced manufacturer will ensure a wealth of knowledge and expertise when it comes to making sure trailers and loads are safe and compliant for each area of operation. 5. TRAILER CONSTRUCTION It’s important to consider the quality of a trailer, not just the price tag. Working with a custom manufacturer offers the best results when it comes to safety, value and peace of mind. A trusted manufacturer will work to understand the client, not just the load. They will consider not just the equipment, but everything the client needs to haul, the territories of operation and the specific challenges they face. The manufacturer will use that information to design a trailer that offers maximum flexibility, versatility and strength. Also consider the construction materials. Look for materials like heavy-duty T-1, 100,000-psi minimum yield steel for extreme durability and longevity. Apitong flooring is another good choice because it stands up better than traditional oak and pine decking. Investing in higher-quality materials and components can double the life of the trailer. Trailers from a respectable manufacturer may also include positive camber in the design. The amount of camber can be customized based on the estimated usual load to ensure the flattest loaded deck possible. Choosing the right trailer is a job for the pros, but with these tips, operators have a jump start on the process. Troy Geisler is vice president of sales and marketing for Talbert Manufacturing, Rensselaer, IN, which offers complete lines of heavy-haul trailers and specialized transportation equipment for the commercial, industrial, military and government sectors. For more information visit www.talbertmfg.com.
For more information on equipment trailers costs, visit ForConstructionPros. com/21091764
NOVEMBER 2019 ASPHALT CONTRACTOR
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JOBSITE INNOVATIONS |
BY JIM SCHEROCMAN
ASPHALT PAVING: How to Compact Unsupported Joint Edges
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Figure 1. Steel wheel roller drum inside the unsupported edge of the pavement lane can force the mix wider, create a crack or a dip at the unsupported edge of the lane.
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Only one approach results in the density you need
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he first step in proper construction of longitudinal joints in asphalt paving is compaction of the unsupported edge of the first lane of paving. When the hot mix asphalt is placed by the paver, it will have an unsupported edge that will have a slope. This slope will usually be about 60° but that depends on the type of end or edge plate on the paver screed. Due to its shape and position, this wedge does not receive the same amount of compaction as the flat part of the mat. Whether constructing an asphalt pavement parking lot, road or even a driveway, it’s essential to properly compact each unsupported edge without shoving the mix sideways. That means
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The compactive force in the middle of the drum goes straight down -but the force at the edge of the drum goes both down and sideways, causing the mix to push sideways.
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JOBSITE INNOVATIONS
Figure 2. Steel drum directly over the unsupported edge of the lane forces the mix to move sideways, making it difficult to obtain density at the unsupported edge. Figure 3. Proper location for the edge of the steel drum is positioning the roller drum so it extends 6 in. over the unsupported edge.
a pneumatic (rubber-tire) roller should not be used to compact the edge at this stage. However, a steel wheel roller in vibratory mode can be used effectively. There are three possible options for the steel wheel roller: • 6 in. inside the edge • Directly on top of the edge • Hanging 6 in. over the edge The key is to not be in positions #1 or #2 because using a roller in those positions tends to push the mix sideways – transversely – and you don’t get the compaction you should when you the mix is moving sideways. The best position is #3 where you are “compacting” 6 in. of air. Roller manufacturers’ diagrams of how their rollers work often have arrows showing the compactive force in the
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middle of the drum heading straight down -- but the force at the edge of the drum goes both down and sideways. It’s called “shear loading” at the edge of the drum and it causes the mix to push sideways. If the edge of the steel wheel roller drum is inside the unsupported edge of the pavement lane (Figure 1), several problems might occur. First, the mix has a tendency to widen out – to move in a transverse direction. This is due to the shear loading on the mix at the edge of the steel drum. How much the material moves depends on the properties of the asphalt concrete mixture – a tender mix will shove or move more than will a stiff mixture. Second, a crack will typically form at the edge of the drum. This crack
is caused by the sideways movement of the mix. Also, in some cases the movement of the mix can create a dip at the unsupported edge of the lane, making it much more difficult to match the joint when the second lane is placed. Placing the edge of the roller drum inside the edge of the lane is not good practice. Placing the edge of the steel drum directly over the unsupported edge of the lane (Figure 2), also is not a good practice because the mix at the unsupported edge will still move sideways under the force of the roller. Although the mix will widen out, no crack will form because the edge of the drum is right at the edge of the lane. But because of the transverse movement of the mix the opportunity to obtain density at the unsupported edge is not possible when the roller is in this position. The proper location for the edge of the steel drum is positioning the roller drum so it extends 6 in. over the unsupported edge (Figure 3). In this case, there will be no transverse movement of the mix because there is no shear loading at the edge of the steel drum. And because the mix does not move transversely, no crack is formed. Density is achieved because the edge of the steel drum is compacting air instead of shoving the mix sideways.
For more information on compaction, visit ForConstructionPros. com/21078140
ASPHALT CONTRACTOR NOVEMBER 2019 www.ForConstructionPros.com/Asphalt
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Color, flat panel, resistive LCD touch screen in Windows® environment. 'Plain language' interlock programming. User programmable and easier than PLC ladder code. Easy to add/delete/modify/move any operator on the screen. Ammeters and zero speed shaft sensors are easily & cost effectively interfaced. Alternate action start/stop operators displayed on the screen as labeled, square buttons. Buttons indicate motor status with different colors. A single-button master start is included along with a recycle-system enable to allow one-button hot restarts of all process motors. A sequenced start allows the drum and other large motor loads to start before the other process motors are started. Operators available for: standard motor, forward/reversing motors, motors on soft starts, momentary contacts, 2-position maintains, 3-position switches, baghouse controls, solenoid & limit switches, 0-1OV variable outputs, 1 to 3 indicators, 0-1OV or mA inputs, and alarms with programmable logic. Distributed motor control switchgear can be located in a separate energy center, on the bag house, at the silo system, and/or even at the feeders. The operating temperature for included 1/0 Device(s) is 32 ° to 131° F (0° to 55° C). Storage temperature is -4° to 158 ° F (-20 ° to 70 ° C).
Color, flat panel, resistive LCD touch screen in Windows® environment. Filling silo select logic can be programmed in plain English. Flop gate solenoids and limits can be wired direct. No more convoluted interlock wiring. Expandable from 1 to 12 silos. Slat and transfer motor amperage indication. Low air indication. Momentary truck horn switch. Audible safety alarm typically connected to user's spout bindicator or slat amp alarm. Audible high-silo alarm. Momentary alarm silence button. Manually set timer for control of each individual batcher's open/closed cycle. These timers have separately-set open and closed intervals. Momentary batcher open button allows manual cycling of batcher independent of the batcher timer. Batcher open indicator light is typically connected to user's batcher gate actuated limit switch. High-, mid- and low-silo indicator lights. Interlocks to silo gate to prevent material from being drawn from a low silo without the deliberate use of the low silo bypass switch. A remote horn output is provided that is powered by activating the bypass switch. Momentary silo gate open operator. Silo gate actuation is interlocked to low air pressure sensor, low silo/bypass interlock, and safety gates. Additional switch and indicator light is provided for safety gates, silo weigh hopper gate, or On/Off control of heat if required by the installation. The operating temperature for included 1/0 Device(s) is 32° to 131° F (0° to 55° C). Storage temperature is -4 ° to 158 ° F (-20° to 70 ° C).
• Pre-assembled and wired enclosure(s) provided with terminal strips to isolate and protect the field 1/0 from transient voltages and provide easy wire termination. • All outputs buffered with relays. Contacts are rated at 250VAC @ SA. • All inputs buffered with MOVs rated at 200V. • All breakers and terminal strips mounted and wired. • Termination points labeled with documented number scheme. • Relays include NO and NC contacts for operation flexibility. 24 V DC Field 1/0 outputs to the relay boards. • Ample wireways to encourage clean installs.
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JOBSITE INNOVATIONS Volvo DD110C Asphalt Compactor
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The 24,350-lb. DD110C is powered by a 148-hp Volvo D4 Tier 4 Final engine and features an eight-amplitude drum with a 66-in. width and a high-frequency system that delivers 3,800 vpm.
Sakai SW754 Roller The Sakai SW754, 67-in. vibratory tandem drum roller offers improved operating efficiency as well as ease-ofmaintenance while retaining many of features of its successful 770-series line. • Applications include both thin and thick asphalt lift compaction, as well as compaction of coarse graded asphalt mixes and aggregate base • EPA Tier 4 emissions compliancy is achieved by an efficient 3.8 L Kubota engine offering up to 10 hours of actual run time without refueling • The SW754 tandem roller’s versatility for use in a wide variety of applications is based on a range of vibration/amplitude settings ForConstructionPros. com/12314965
HAMM GRW 280i Pneumatic Roller The GRW 280i pneumatic roller updates its predecessor with subtle design changes and a new 114-hp Deutz Tier 4 Interim-compliant engine. • 82-in. working width • Basic operating weight ratings available from 19,371 to 58,947 lb. • Revised ballast compartment allows users to vary the operating weight • Includes a high-speed tire inflation system and standard oil service valve • Viewing channels in the frame structure offer a view of the edges and the tires of the outer wheels • Operator’s platform with movable, pivoting driver's seat rests on an asymmetrical frame • Speed controlled via joysticks ForConstructionPros. com/12039375
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• Redesigned, intuitive onboard display includes an Impact Spacing Meter that allows the operator to control speed and maintain the correct impact spacing for consistent smoothness • Other features include an automatic, variable-interval water spraying system, ROPS/ FOPS-certified platform, forward-view, adjustable seat and 180° rotating console • Available with Compact Assist with Density Direct
Th de di of co •
ForConstructionPros.com/20988012
Vögele Dash 3 Generation Pavers
VT LeeBoy 8520 Asphalt Paver
The "Dash 3" generation pavers feature an EcoPlus lowemissions package that combines a number of measures to reduce fuel consumption and noise, including a splitter gearbox, energy optimized tamper drive and variable-speed fan. • PaveDock Assistant system ensures the mix is supplied to the paver safely and without jolts • Optional PaveDock push-rollers absorb impacts when the feed vehicle docks onto the paver • ErgoPlus operating system with redesigned four-colour display
The 8520 asphalt paver has continuous rubber tracks and a 9-ton hopper capacity. • 106-hp Kubota Tier 4 Final engine • Enhanced hydraulic system optimizes system performance • Paving width from 8 to 15 ft. • Legend 815 heavy-duty electric screed • Under auger material cut-off gates ForConstructionPros. com/12313458
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Dynapac MF2500CS Material Transfer Vehicle The MF2500CS and MF2500CS with SwingApp boast a capacity of up to 4,000 tph and are able to handle a variety of material applications, including asphalt, concrete, sand and base. • The conveyor belt system can empty a standard 35-ton truckload in as little as 35 seconds • SwingApp functionality can transform the unit to an offset feeder by swinging the conveyor belt up to 55° in either direction. This provides the capability to handle a variety of feeding applications, including feeding two pavers in a side-by-side configuration, feeding one paver from a different lane or filling medians. • Cummins QSB 6.7-C220 diesel engine enables operating speeds of over 80 fpm.
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Carlson EZ IV Screed The EZ IV Screed features advanceddesign heating elements that are in direct contact with the upper surface of the main screed plate for even, controllable heat. • Patented 2% Carlson taper improves outboard flow of material regardless of the augers running or not
Weiler E1650 Remixing Transfer Vehicle The E1650 combines 15 tons of onboard storage, triple pitch remix augers and a 600-tph discharge capacity to enable non-stop, non-contact paving with reduced particulate and thermal segregation. • Variable-speed elevator and conveyors allow chain speed to match production • 8-ft. 6-in. width from outside of tire to outside of tire • Optional rear steer with 16-ft. inside turning radius • 24-in. shifting operator platform with ergonomic controls • Optional storage hopper management system notifies the operator of the material level in the hopper ForConstructionPros.com/20996779
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Roadtec RP-250 10-ft. Asphalt Paver The RP-250 heavy-duty 10-ft. paver has large tires and an adjustable frame that provide optimal weight distribution and tractive effort.
• Advanced center of gravity for class leading thin lift paving performance, allowing the screed to pave level • New single piece main screed plate eliminates thermal segregation ForConstructionPros. com/10253499
• 252-cu.-ft. hopper with a 10-ft. 3-in. width and is capable of paving speeds up to 233 fpm and travel speeds up to 13 mph • 241-hp Cummins QSB 6.7 six-cylinder Tier 4 Final diesel engine and Sauer Danfoss Series 90 hydraulic pumps • Antisegregation design of the feed tunnel, feed tunnel discharge and rear augers ForConstructionPros.com/21088120
Caterpillar COMMAND for Soil Compaction Cat COMMAND for Compaction is an operator-assisted technology that automates the soil compaction process and helps contractors achieve compaction quality. • The COMMAND for Compaction system is available for use on select Cat vibratory soil compactors as a dealer installed kit on both new and existing B-Series machines • In-cab display with an intuitive touchscreen interface makes setup easy as the system connects to common base stations • The operator uses the machine to map the boundaries of the area to be compacted and enters the compaction parameters ForConstructionPros.com/21086839
Case DV Series Small Frame Vibratory Rollers The DV23D and DV26D double-drum and DV23CD and DV26CD combination vibratory rollers are designed with a high curb clearance, no overhangs and a narrow drum width of 37 in. • 33.5-hp Tier 4 Final engine delivers high centrifugal forces and frequencies at lower rpms • 4,600- to 5,490-lb. operating weights • Selectable dual frequencies of 3,480/3,960 vpm • Offset tapered drums reduce asphalt tearing during operation around curves • Feature an iso-mounted operator platform with lateral-sliding seat for visibility to the drum edges on both sides
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PRESERVATION UPDATE |
BY JON KLEIN
Protecting Pavement with Gilsonite at
Iowa State University
As part of Gee Asphalt Systems' pavement preservation plan, repairs are made to the asphalt pavement prior to application of the gilsonitebased sealer.
Iowa-based Gee Asphalt Systems and ISU plan maintenance every five years
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sphalt preservation is like changing the oil in a car. If it’s done at regularly scheduled intervals with the recommended oil blend, it will considerably extend the vehicle’s life. The same holds true with pavement. Preventative maintenance, with the right treatment at the right time, is a proactive strategy employed to maximize the benefit and extend the life of good pavement for as long as possible. A strategic
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preservation plan can mean the difference between extending the life of this valuable asset or having it prematurely fall into disrepair. A SHIFT IN MINDSET Although pavement maintenance is not a new concept and is seemingly straightforward, it is not as simple as it sounds. Proactive maintenance necessitates a shift in the way people think about pavement. It requires commitment to taking care of the good pavement along the way, and not just reacting to neglected or damaged pavement. Too much money is spent on patching pavements in parking lots, roads and
Sprayed on the pavement, gilsonite-based sealer is a chemically engineered asphalt preservation product comprised of a cationic emulsion with a modified sealerbinder, rejuvenators and specially selected plasticizers.
runways. This is a very costly, reactive approach. Instead of patching and replacing asphalt pavements, being proactive – taking care of pavement that is still in good shape – is a much more cost-effective approach. To put it in perspective, studies, including the U.S Department of Transportation’s “A Pocket Guide to Asphalt Pavement Preservation,” show that every additional
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Where the turf meets the pavement; a clean edging job.
dollar spent on preventative maintenance treatments saves up to $10 in future rehabilitation costs. The Facilities Planning & Management Department at Iowa State University is responsible for the pavement throughout the campus, including Jack Trice Stadium. The department has been proactive in protecting the school’s investment and making it last. Looking for a way to maintain and extend the life of the valuable pavement around the stadium, the university works with Gee Asphalt Systems, Cedar Rapids, IA. The contractor works across the United States with airports, highways and Fortune 500 companies, helping to preserve their valuable pavements. Over the years, and after assessing an array of pavement around the stadium in varying conditions, Gee Asphalt has helped to develop a pavement preservation plan for the university. The plan is to reseal the pavement with gilsonite sealer-binder (GSB) every four to five years, as well as sealing cracks in the parking lots surrounding the stadium.
maintenance. The age of this stadium’s pavement is unusual, however, thanks to regular, scheduled pavement preservation efforts every four to five years. Iowa State has continued to add new parking sections as the facilities have grown and developed throughout the years. As new pavement is laid, Gee Asphalt works with the facilities management team to examine and assess the different pavements, identify why some are in better condition than others and create a plan to preserve the pavement in the best condition possible. Pavement failure may be simply due to age. Alternatively, the pavement may have been installed on a poor base, or it may have been affected by water issues underneath the ground where it was laid. Understanding the “why” is vital when developing a pavement preservation plan. For example, if a newer pavement – i.e., less than five years old – has cracks and rutting, using a GSB product won’t help correct any of these problems. A gilsonite sealer is a tool used to help delay the aging process and slow oxidation on good pavement. The same is true if shortcuts were taken with base prep or grading. A roadway is only as good as its base and prep. Gilsonite isn’t a magic wand. It won’t patch or repair potholes, but it does help prevent them. During the summer of 2018, Gee Asphalt sealed several parking lots north of the Iowa State campus using GSB-88, produced by Asphalt Systems Inc. In Summer 2019, an additional
PAVEMENT 45 YEARS OLD…AND COUNTING The original pavement around Iowa State’s Jack Trice Stadium may be in its final stages of useful life – after all, it is nearly 45 years old, dating back to October 1973 when groundbreaking began for the stadium. A well-designed, well-built and well-maintained asphalt parking lot has a typical life expectancy between 15 to 30 years; but oxidation is active immediately, and it can begin deteriorating the pavement in as few as five to seven years without preventative
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Gilsonite at a Glance Gilsonite is a naturally occurring resinous hydrocarbon soluble in aromatic and aliphatic solvents and petroleum asphalts that is often used to harden softer petroleum products. This naturally occurring ore – only found in Utah and Saudi Arabia – is 99.85% pure mineral petroleum asphalt. Here’s a quick look at the gilsonite-based emulsified asphalt sealer Iowa State University uses to preserve the asphalt pavement around its football stadium. • When melted into a resin, it is used as a preservation treatment with bonding properties and as a modifier in roadbuilding materials. • Applying this specific sealer very early in the life of a pavement with repeat applications at prescribed intervals can eliminate surface oxidation as a significant factor in pavement deterioration. • Gilsonite does not have to undergo any oil-refining process. Its emissions are non-flammable, non-carcinogenic and non-toxic. • The average treatment cycle is four to seven years.
24 pavements were sealed on campus, including the parking areas around student housing, the veterinary medicine building and sections of Jack Trice Stadium. By rotating to a new location each year, the pavement being sealed is kept on a regular, prescribed cycle to protect it. Jon Klein is a sales and marketing manager and project estimator with Gee Asphalt Systems Inc., a Cedar Rapids, Iowa-based pavement preservation contractor. He may be reached at jklein@ geeasphalt.com.
For more information on choosing the right preservation treatment at the right time, visit ForConstructionPros. com/11293516
Thanks to regular pavement maintenance, some of the original pavement around Jack Trice Stadium dates back to 1973 when groundbreaking began for the stadium.
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PRESERVATION UPDATE |
BY JESSICA LOMBARDO, EDITOR
Pavement Test Tracks Advance Asphalt Design in Safe, Collaborative Manner Through research and partnerships, innovation to build better roadways nationwide is happening very quickly in Alabama and Minnesota
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inding ways to build better, longer lasting roadways has been a task many in the asphalt industry have been challenged with for years. There are constant innovations in our industry
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to do just that, but putting a new type of pavement down on a roadway for the traveling public to test is not only risky, but the price of failure is just too high. This is why facilities like the National Center for Asphalt Technology (NCAT) were developed. Established in 1986 as a partnership between Auburn University and the National Asphalt Pavement Association (NAPA) Research and Education Foundation, the goal of NCAT is to provide practical research and development to meet the needs of maintaining America's highway
infrastructure. Their mission is to ensure the industry's ability to provide pavements that are durable, sustainable,
A 1.7 mile test track was created at NCAT as a real-world laboratory that allows for cutting-edge experimentation while avoiding the risk of failure on actual roadways. The track is comprised of 46 200-ft test sections funded as a cooperative project among highway agencies and industry sponsors.
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The seventh cycle of accelerated performance testing at NCAT began in 2018, providing unique opportunities to determine the field performance of breakthrough materials and concepts without the risk of failure that local and state agencies are unwilling to accept.
quiet, safe and economical. A 1.7 mile test track was created at NCAT as a real-world laboratory that allows for cutting-edge experimentation while avoiding the risk of failure on actual roadways. The track is comprised of 46 200-ft. test sections funded as a cooperative project among highway agencies and industry sponsors. Research experiments based on single test sections or groups of test sections provide sponsors the confidence to move concepts into practice, saving state departments of transportation millions of dollars each year (see sidebar). PARTNERSHIPS ADVANCE PAVEMENT DESIGN In order to fund its research, NCAT partners with state highway agencies, the Federal Highway Administration and the highway construction industry to develop and evaluate new products, design technologies and construction methods that quickly lead to pavement improvements. Eighty percent of the funding for the NCAT test track comes from partnering with state DOTs. The range of products and processes under trial at the test track, now in it's
seventh cycle, illustrates some of the challenges faced by road owners and the paving industry. Among them rejuvenators, bio-based products, balanced mix design and deep single layer reconstructions. For example, the Texas Department of Transportation (TxDOT) and Oklahoma DOT are testing out their new balanced mix design approach and comparing it to a section designed using the Superpave volumetric approach. TxDOT’s balanced mix design specification uses a Hamburg wheel tracker to evaluate resistance to rutting and moisture damage and the overlay test for assessing cracking resistance. Oklahoma’s approach combines the Hamburg wheel tracker with the Illinois Flexibility Index. South Carolina DOT has already experimented with replacing between 4-5-in. in a single pass. Now the state wants to look at a 7-in. deep section. Embedded thermocouples and thermal imaging while the section was laid will help answer questions about how such a deep section cools. Pressure plates and strain gauges have also been embedded in the pavement test sections to measure long-term structural response. Other technologies and issues under test for this cycle include thinner
overlays, fogseal, reflective cracking and density of asphalt. Work on seven sections of test track continues from previous cycles as part of the Cracking Group Experiment, as well as ongoing tests to evaluate other mixes and approaches for various DOTs. NCAT also works with product manufacturers to test their products under "real-world" conditions. "Many of these sponsors know the value of their product and that it will perform, they just want the research data to prove it to the world," Buzz Powell assistant director at NCAT says. "Through these partnerships, we give them the data they need to prove it outside of the lab." Delta S from Collaborative Aggregates is a bio-based rejuvenator already under test at NCAT. A section of road containing 35% RAP and the rejuvenator was laid in 2018 and is being compared to a control section containing 20% RAP. New with this test cycle is a biopolymer modifier which comes from While NCAT uses trucks that simulate traffic, MnRoad's Mainline test section is an actual section of Interstate 94 being driven on my the traveling public. The mainline test section is 3.5-miles of Interstate traffic diverted from the parallel westbound I-94 between Albertville and Monticello, MN.
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PRESERVATION UPDATE
Research Cycles
At the test lab, NCAT researchers have improved aggregate testing and evaluation methods, developed mix design procedures for stone matrix asphalt, evaluated modified asphalt mixtures, improved mix design and control methods to minimize rutting.
soybean oil. The United Soybean Board, which is sponsoring research at Iowa State University, is also sponsoring a surface mix produced with PG 76-22 bitumen modified with the biopolymer. This will be measured up against a mix containing the same ingredients, apart from a conventional polymer. COLD CLIMATE PERFORMANCE NCAT has partnered with MnRoad, a pavement test track owned and operated by the Minnesota Department of Transportation (MnDOT), for a parallel study for both northern and southern climates. NCAT and MnRoad are the nation’s two largest full-scale pavement testing facilities where using real construction methods and live trafficking under actual climate conditions provides an authentic environment for researchers to study and evaluate the performance of materials used in roadway construction. Located near Albertville, MN, MnRoad works in conjunction with MnDOT's Materials Lab and various corporate partners. Through collaboration and performance testing, MnRoad does the same work as NCAT, only is better able to evaluate pavements that
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undergo several freeze/thaw cycles. While NCAT uses trucks that simulate traffic, MnRoad's test section is an actual section of Interstate 94 being driven on my the traveling public. The mainline test section is 3.5-miles of Interstate traffic diverted from the parallel westbound I-94 between Albertville and Monticello, MN. MnROAD collects detailed pavement performance data along with thousands of pavement sensors located in each test section. Like NCAT, MnRoad relies on sponsors who want to collect data on their products. Cargill has put its Anova biobased rejuvenator to the test on both the NCAT test track and at MnRoad. The company’s rejuvenator will be used in a mix with 45% RAP and its performance compared to a section with lower proportions of RAP. The aim, Cargill says, is to evaluate Anova’s performance in both southern and northern U.S. climates. To further the research at MnRoad, the National Road Research Alliance (NRRA) was created. Their goal is to develop a mandate to improve the future sustainability of our roads through research and a commitment to cooperative implementation. The alliance sponsors research at the MnROAD test track.
For more information on pavement preservation best practices, visit ForConstructionPros. com/21014840
The first phase of a research cycle at NCAT consists of constructing test sections on and off the test track. Representatives from research sponsors make on-site visits during this phase in order to ensure that the sections satisfy their research needs. To facilitate lab to field performance correlations, a large amount of mixture samples from construction are tested and analyzed in the laboratory. Various parameters are also measured during the construction process to capture in-place properties of the sections. In the second phase, each section on the track is subjected to 10 million equivalent single axle loads (ESALs) of heavy truck traffic applied over a period of two years. This method of accelerating trafficking allows researchers to deliver cutting-edge test results to state highway departments at an extraordinary speed. The performance of each track section is closely monitored on a weekly basis. An automated pavement distress data collection vehicle is used to quantify roughness, macrotexture, rutting and cracking in the same manner used by most state highway departments for their pavement management systems. Other tests such as surface friction, falling weight deflectometer, sound and permeability are also conducted. Similar performance data is conducted on the offtrack sections, but due to the open traffic on these roadways, data collection is conducted on a less frequent basis than the closed-loop track. The final part of the three-year cycle involves forensic analyses of damaged sections on the test track in order to determine the contributing factors to pavement distresses. Many forensic investigations conducted during this stage include destructive testing such as trenching and coring. At the end of each cycle, test sections either remain in place for additional evaluation during the next cycle or are replaced.
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PRESERVATION UPDATE
DE Crafco Super Sealcoater The Crafco Super Sealcoater features an 'unbreakable' steel tank and oversize hydraulic system set this unit apart from all the others. • Available in 550- and 800-gal. capacities • 54.5-in. long x 40-in. wide storage deck • (2) 6,000 lb. torsional axles w/ electric brakes • Variable speed hydraulic powered agitation system with forward reverse and neutral metering valve • 6 paddle agitator with rubber wipers • 2-in. diaphragm pump • 6-ft. aluminum hand wand • Brake, side marker, center light bar lights and license plate bracket • Heavy duty safety tread plate fenders with integrated steps
Wirtgen W 50 Ri and W 60 Ri Cold Milling Machines Wirtgen offers its new generation of small milling machines with the market launch of the W 50 Ri and W 60 Ri cold milling machines. • Level Pro Plus levelling system supports intuitive and simple operation to produce precise and high-quality milling results • 8-in. maximum milling depth • Slimline chassis provides unobstructed view of the milling edge to the front as well as of the left and right side plates, while the compact suspension of the loading conveyor affords an unhindered view of the milled area behind the machine • Generous locking angle on either side results in extremely small turning radii • Automatic tracking function of the rear inner wheel when folded increases maneuverability • Round milling drum assembly, coupled with innovations in the milling drum, side plates, scraper blades and gradation control beam, make milling faster and simpler and produce a higher quality result • Large conveyor slewing angles of 30° to the left and right • Hydraulically operated folding discharge conveyor – with a maximum length of 18 ft and a maximum width of 13 in. – can be folded up for transport ForConstructionPros. com/10078188
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Roadtec SX-5e Stabilizer-Reclaimer
Biospan Activate Asphalt Pavement Restoration Agent Activate is a 77% biobased solution that restores reclaimed asphalt pavement (RAP) millings to likenew asphalt, perfect for filling potholes, edge ruts, shoulders and other paved surfaces. • No heating or additional oil required • Mix with conventional equipment for only 20 minutes • Introduces new polymers to the mix, while reducing oxidation in the RAP • New material cures in three hours with no tracking or raveling
The Roadtec mid-size SX-5e stabilizerreclaimer features a new 513 hp Cummins QSG12 engine. • The SX-5e complies with Tier 4 Final and Stage IV emission standards • Weighing in at less than 58,000 lbs, the SX-5e is nimble yet powerful • A high torque hydrostatic cutter drive and multiple cutter speeds provide performance in both soil stabilization and asphalt reclamation • A climate controlled cab extends the width of the machine providing a comfortable work space and enhanced visibility
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Neal Generation IV Sealcoating Pumps Neal Gen IV pumps offer improved durability as well as enhanced spraybars and require less frequent routine maintenance than their predecessor, resulting in greater uptime and productivity. • Road pavement maintenance contractors also save money since they can retrofit their existing asphalt trucks with the new Neal pumps Gen IV rather than purchase a new truck • Heavy-duty features including robotically welded pump housings and industrialgrade hydraulic cylinders for extreme durability and longevity • Filtration system is 60% more compact and weighs 98% less than the previous filters when full, eliminating the need for a crane during filter changes ForConstructionPros.com/10078188
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PRESERVATION UPDATE Asphalt Transports
Etnyre FWD and QUAD ChipSpreaders Etnyre's FWD and QUAD ChipSpreaders are designed to spread aggregate in the chip seal process. • Computer-controlled application rates • Front-wheel or four-wheel drive • Fixed spread hoppers from 10 to 15 feet • 148- to 230-hp engines ForConstructionPros.com/10078188
KM International All-In-One Asphalt Crack Maintenance Trailer
Live Bottom Trailers
Cargill Anova Asphalt Rejuvenators
Heavy Duty Trailers
ChipSpreaders
Anova rejuvenators have demonstrated desirable impact on asphalt pavements containing highly aged RAP and RAS binder (reclaimed asphalt pavement and shingles) in documented results in the laboratory and in the field. • Successfully used in pavements with up to 100% RAP usage • In addition to shifting the PG grade of virgin bitumen, Anova modifiers also rejuvenate RAP and RAS restoring properties of the aged bitumen, allowing for more versatility in mix designs • Has been shown to reduce required compaction temperature by as much as 20C in high RAP pavements • Does not negatively impact rutting resistance of rejuvenated RAP mixture • Enhances low temperature cracking resistance of asphalt mixture, even at high RAP content ForConstructionPros.com/10078188
Asphalt Distributors
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The asphalt crack maintenance trailer from KM International is specifically designed to accommodate the Crack Jet II, Km 55 Melter, MA 10 applicator, and is equipped with a utility storage area to store crack fill material and hand tools. • The trailer is equipped with a side ramp for easy on and off loading of the equipment • This all in one crack maintenance trailer is perfect for anyone looking to start their own business or anyone looking to expand on their current business • Single 7000 lb. Axle • 10 D Pin Tie Down Points • On/Off Ramp • LED Lighting • Utility Storage Area • Dimensions: 159-in. x 86-in. x 35-in. • Weight : 1,000 lb. Unloaded (1,695 lb. Loaded) ForConstructionPros. com/10078188
Caterpillar RM400 Rotary Mixer The Caterpillar Inc. RM400 Rotary Mixer replaces the RM300 Rotary Mixer and offers many new features and enhancements including 19% more power, an enhanced operating environment and better maneuverability. These features help contractors achieve the demanding job specifications in both full-depth reclamation and soil stabilization applications. • 8 ft. cutting width • Weight: 51,809 lb. • Cat 417 hp C9.3 engine meets U.S. EPA Tier 4 Final and EU Stage V emission standards • Standard all-wheel drive utilizes four independent drive pumps for maximum torque while providing excellent traction and greater speed for moving around the job site ForConstructionPros.com/10078188
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WINDROW ELEVATOR CHAINS PICK UP MACHINE PARTS
RAPWRANGLER
MORE
CHOICES MORE FLEXIBILITY
Libra
SHUTTLEBUGGY® MTV PARTS MATERIAL TRANSFER DEVICE PARTS
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1-888-878-0898
sales@asphaltace.com www.ForConstructionPros.com/Asphalt
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t
Index Advertiser Index
PAGE
Advertiser Index
PAGE
Ace Group
80
Minds USA
2, 16
Almix
9
National Asphalt Pavement Association
11
Asphalt Drum Mixers
20 & 21
National Pavement Expo
73
Astec Inc.
27, 31, 35, 39, 42 & 43
Pegasus
49
BITCO Insurance Companies
25
Reliable Asphalt Products Inc.
78
Cargill Incorporated
Insert
Roadtec an Astec Industries Co.
84
Carlson an Astec Industries Company
83
Rotochopper Inc.
59
Crown Eagle Equipment Sales
80
Schutte Hammermill
67
Eager Beaver Trailers
51
SealMaster
29
E. D. Etnyre & Co.
76
Stansteel
7
E. T. Clancy Company
77
Sun Chem Industries Inc.
77
Evans & Daniels Inc.
79
Systems Equipment Corporation
37, 65
Fast Measure By KTP Enterprises
79
Tarmac International Inc.
14
Gencor Industries Inc.
3, 63
Tenna
53
Harrison Hydra-Gen
79
Weiler
41
Heatec Inc.
81
Willow Designs
77
Ignite Construction Summit
75
Wirtgen America Inc.
13, 15, 17, 19
Ingevity
5
Kenco Engineering Inc.
47
LeeBoy
57
Libra Systems
24
Get fast, relevant product information in the Buyers Guide at
ForConstructionPros.com
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www.ForConstructionPros.com/Asphalt
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NOVEMBER 2019 ASPHALT CONTRACTOR
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THE LAST EXIT |
BY JESSICA LOMBARDO, EDITOR
FHWA Overhauls 103 Year Old Proprietary Product Rule
Mobile barriers were designed to keep workers safe in work zones but were not being widely used due to the Proprietary Products Rule.
82
F
or over 100 years, states were not been allowed to use "proprietary" products on their federally funded projects. This relic of a regulation stated that "No part of the money apportioned under the act shall be used, directly or indirectly, to pay, or to reimburse a State, county, or local subdivision for the payment of any premium or royalty on any patented or proprietary material, specification, process, or type of construction, unless purchased or obtained on open actual competitive bidding at the same or a less cost than unpatented articles or methods equally suitable for the same purpose.’’ However, the U.S. Department of Transportation’s Federal Highway Administration (FHWA) published an updated federal rule to give states more flexibility and choice in which products or services can be used on federally funded highway projects. The change is intended to improve safety and increase efficiency while saving taxpayer dollars. “This much-needed update of a century-old, obsolete rule will benefit state transportation infrastructure projects and save millions of taxpayer dollars,” said U.S. Transportation Secretary Elaine L. Chao in a statement. The rule updates an outdated federal
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requirement that restricts the ability of states to use patented or proprietary technology in their Federal-aid highway projects. “This final rule promotes innovation by empowering states to choose which state-of-the-art materials, tools, and products best meet their needs for the construction and upkeep of America’s transportation infrastructure,” said Federal Highway Administrator Nicole R. Nason. Prior to this change, federal regulations prohibited state contracting agencies from using federal funds to acquire patented or proprietary materials, products, or services, except under certain limited circumstances. Since March of 2018, ARTBA and Venable, LLP worked with the FHWA to repeal 23 CFR 635.411. The updates took effect on October 28, 2019. SAFETY AT CORE OF REPEAL As the number of deaths in our work zones steadily increase year after year, states are challenged with new ways of keeping workers safe. The rule change will help considerably. "One example of a safety device that protects the workers that isn't currently being used as much as it should be due to this proprietary rule is a mobile barrier," former U.S. Secretary of Transportation James Burnley with law firm Venable, LLP says. "Instead of state DOT's having to use cones, which are basically worthless in terms of protection. These are moveable barriers that are mounted on truck wheels that can be driven up to a work zone and hooked together to extend the work zone. "As a practical matter, it's basically impossible for states to use federal aid to purchase these products without going through a lot of steps and delay to get approval," Burnley adds.
IMPEDING INNOVATION Today, there are many examples of new and innovative technologies that could help address the many challenges facing our nation’s highways, but which have not been as widely adopted as they could be because the proprietary rule had previously discouraged state contracting agencies from acquiring them. "The repeal allows states to have flexibility and gives them the ability to purchase new and innovative products for their federally funded projects," Burnley says. The repeal also removes a major regulatory roadblock and spurs the investment in, and deployment of, new technologies that promise to help advance safety, alleviate traffic congestion and improve highways. "This proprietary rule was an anomaly," Burnley says. "It was out of step with other Federal agency approaches to procurement which allow states to follow their own procurement rules." Burnley says all other Federal agencies adhere to the OMB regulations of 2 CFR 200.101(b)(3). Now that the rule is repealed, the FHWA aid will be governed by uniform guidelines just like all other federal aid is which will give states substantially more flexibility. "The repeal liberates state DOT’s to use their own procurement procedures to acquire innovative products that will improve safety, reduce congestion and enhance the resilience of our highways," Burnley says. "Secretary Chao and Administrator Nason are to be commended for getting rid of this 103-yearold impediment to progress.”
For more information, visit ForConstructionPros. com/21084878
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WE ARE DEDICATED TO YOUR SUCCESS IN EVERYTHING WE DO. IT’S WHO WE ARE. We know that getting the job done safely, correctly, and profitably is a priority. That is why we offer unrivaled service, technology, and knowledge to drive your success. It is why Roadtec provides you with a level of expertise and training not found anywhere else because that is what you need.
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