DECEMBER 2021
MILLING MACHINE TECHNOLOGY Simplifies Operation
EXCLUSIVE 2022 STATE OF THE ROAD BUILDING INDUSTRY REPORT:
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TABLE OF CONTENTS |
DECEMBER 2021
COVER STORY Milling Machine Technology Simplifies Operation The latest milling machine technology can hold tight tolerances and increase production, while also reducing crew demands. | 52 TECHNOLOGY MATTERS
PRODUCTION NOTES
JOBSITE INNOVATIONS
10 How Drone Surveys Give Earthworks Teams an Edge
28 Road Ready Storage and Handling Asphalt Emulsions
38 NCAT Puts ColdRecycled Mixes with Asphalt Rejuvenators to the Test
The earthworks bidding process is always a delicate balancing act, challenging construction managers to both submit a competitive bid that wins the project, while crafting a proposal that remains profitable.
SPECIAL REPORT: 2022 STATE OF THE ROAD BUILDING INDUSTRY
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With the passage of the Infrastructure Investment & Jobs Act, we are well-positioned to take advantage of the longterm, sustainable funding this legislation will provide. See what industry experts predict for 2022 and beyond.
From storage tanks to temperature regulation, handling emulsions takes mindful calculations to achieve a desired product.
44 A Holistic Approach to Trailer Total Cost of Ownership 36 Production Products Plants, baghouses, mixers, dryers, automation systems & more to measure the quality of their asphalt.
ASPHALT CONTRACTOR DECEMBER 2021
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Low-volume roads could benefit from sustainable, cost-saving option.
50 Jobsite Products T
se o P H
Pavers, rollers, MTVs & more.
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PRESERVATION UPDATE
62 Preservation Products
Many only think of cost in terms of purchase price, but this over-simplified approach can leave businesses with a trailer that costs more over its lifetime than they were prepared for.
Milling machines, reclaimers, infrared equipment & more.
IN EVERY ISSUE 8
Editor’s Perspective
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What Happens Now That Infrastructure Bill is Signed Into Law?
[VIDEO] Catch Up on Hops & Highways Hops & Highways is your weekly newscast dedicated to the road building industry. Join us each week as we share the latest industry news, provide contractors with best practices and share your hard work for Build America Friday.
The White House says implementation of the Infrastructure Investment & Jobs Act will be overseen by experts to ensure the plan creates good jobs, boosts the nation’s global economic competitiveness, strengthens supply chains and acts against inflation.
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Dodge: Bright and Busy Future Ahead For the Construction Industry
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Dodge Data & Analytics has released their 2022 Construction Industry Outlook, expecting modest growth of 6% for the next year, despite challenges with labor, supply chains and productivity.
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DECEMBER 2021 Vol. 35, No. 10
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Published and copyrighted 2021 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
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DECEMBER 2021 • Vol. 35, No. 10
ASPHALT
Jessica Lombardo, Editor-In-Chief
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jLombardo@ACBusinessMedia.com 920.542.1247
LATEST PROFESSIONALS LATEST INNOVATIONS FOR ASPHALTPROFESSIONALS LATEST INNOVATIONS FOR ASPHALT
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Goodbye & Good Riddance to 2021
Another challenging year is coming to an end, but the outlook for 2022 is brighter than ever
T
he month of December always brings a time of reflection on the last year and 2021 was a doozy worth forgetting. When we thought the hard times of 2020 couldn't possibly get worse, 2021 showed us who was boss. We were met with uncertainty, mandates, rising prices on literally everything and political infighting that delayed passage of critical funding to keep projects moving. Still here we are, almost on the other side of another crazy year, and we finally have reason to be hopeful for 2022. $1.2 trillion reasons actually. For the past few years, road building contractors faced funding uncertainty as Congress continually decided to kick the can down the road instead of enacting long-term and sustainable funding for our highway and bridge projects. "Infrastructure Week" became a running joke as promises were made that money was coming for our failing roads. Money we never saw, until now. Passage of the Infrastructure Investment & Jobs Act (IIJA) is historic for many reasons and it's something the industry should be excited about. After years of gridlock in Washington, IIJA represents a model for addressing the nation’s problems in a bipartisan way.
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The total cost of the bill is $1.2 trillion with $548 billion in new infrastructure spending. The bill reauthorizes the traditional surface transportation programs for five years, and provides additional funding for highways, bridges, transit, rail, energy, water and broadband. The IIJA also increases our national investment in safe roads and bridges by 55% over the FAST Act’s 2015 baseline. As a result, projections show that each state will receive more than $1 billion total in Federal Highway Administration funding to repair and improve roads and bridges. This legislation includes responsible measures to pay for its spending and has been projected to spur significant economic growth. Still not convinced this bill is good for the industry? Hear from industry experts in our annual State of the Industry Report on page 14 of this issue. Leaders from the U.S. Chamber of Commerce, the National Asphalt Pavement Association, the American Road & Transportation Builders Association and more all weigh in on the bright and busy future ahead for the industry. We also provide details of what’s in the bill here too. No the bill isn't perfect, but nothing is. The guarantee of funding to move those projects forward our infrastructure so sorely needs, is something to be excited about though. As this year draws to a close, we can look back with pride on 2021 and celebrate the accomplishments we made, despite what we faced. After all, we are a resilient group and are poised to make significant strides in the year ahead. I look forward to hearing about your projects and celebrating your success. Let's get to work.
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TECHNOLOGY MATTERS
Drones can help contractors create more competitive bids that maximize profit margins and also help monitor the project with high levels of accuracy and frequency.
Propeller Aero
From Bidding to Progress Monitoring: How Drone Surveys Give Earthworks Teams an Edge
T
he earthworks bidding process is always a delicate balancing act, challenging construction managers to both submit a competitive bid that wins the project while crafting a proposal that remains profitable. Traditionally, bids are proposed based on the overseeing engineer’s final design and data that depicts current conditions at the site itself. The process of acquiring accurate data can be incredibly time-consuming, especially for larger scale projects. However, drone survey data is offering a new way to streamline and
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enhance this process, since it allows planners to more easily validate the design and obtain accurate materials estimates not only at the start of a project, but throughout as well. Survey teams can obtain incredibly accurate measurements of the quantity of materials onsite with a single flyover, helping to check bids and generate clear cost estimates to ensure operators have a proper understanding of what the job will entail. Throughout the project, drone surveys become even more useful, helping teams monitor progress and create visual reports for clients.
DEEPER INSIGHTS BEFORE BREAKING GROUND Flying a drone before making a final bid allows contractors to avoid underbidding, which can lead to a net loss on the project, while also avoiding overbidding, which can lead to a potential client selecting a competitor’s bid. Once the contract is won, a construction firm can use drone data before they break any ground, capturing crucial preliminary information that allows them to measure, cut, net and fill quantities at a given site. With the information collected during a drone survey, operators can
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surveying methods. In terms of largerapidly create a digital representation scale infrastructure projects like highof the site, empowering contractors to ways or dams, where delays of even a understand the exact volumes of earth single day can cost thousands or even that will need to be moved and comhundreds of thousands of dollars, uppare that with the final project design. to-date information is invaluable. This deeper understanding can save These 3D site maps also allow firms and their clients thousands of contractors to develop regular progress dollars; take, for example, Lange Land reports, maintain a centralized system Surveys (LLS), a full-service land surof record for the project, and ease veying company in Arvada, CO. LLS communication between teams, since was tasked with providing their client, they can serve as a clear visual referRemington Homes, with better inforence point for collaboration. Finally, mation and data about the quantities these reports can easily be shared with and status of dirt at one of their sites, clients, helping paint a clear picture of a residential development comprised of work progress onsite and provide 75 home lots. data to verify that the project Normally, a GPS Propeller Aero is staying on track and on point survey of the budget. site would have taken three days, For a real-world but drone surveyexample, take nationing allowed LLS wide construction and to do it in just half contracting company a day, saving valuHensel Phelps, which able crew time. With used drone surveying for the highly accurate drone earthworks tracking on its data, LLS was then able to crerecent Hawaii State Hospital build in ate a 3D representation of the surface Honolulu. Normally, they would have and compare it against the design and bid out earthwork to a subcontractor preliminary development plans. What that would plan their work from excavathey found surprised them: the drone tion to grading to backfilling. Instead, flight captured more dirt on each they opted to use drone surveying, lot than was originally budgeted by which allowed them to hire their own Remington Homes. With this knowloperators to plan earthwork in-house. edge, the builder was able to add the By flying a drone every two to three additional dirt movement cost into days, operators were able to obtain an the price of each home, amounting to accurate representation of the site and a $2,000–$3,000 savings per lot, all track their progress and productivity before breaking ground. In total, drone closer to real-time, boosting efficiency surveying helped LLS recoup $187,000 and saving money by eliminating the in savings for Remington Homes. need for a subcontractor. EASIER PROGRESS TRACKING Using drone surveying technology to track progress gives earthworks crews an edge, and boosts client satisfaction through consistent updates. Using drone analytics software, earthworks operators can create 3D topographical maps of a worksite. These maps allow contractors greater visibility into site operation, so they can preemptively identify areas of risk, inefficiency, or delay, and make informed decisions sooner than they could with traditional
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FROM BID TO COMPLETION Drone surveying not only reduces costs, but also improves safety and protects the environment. Drone technology and analytics software helps teams decrease or even eliminate the need for in-person surveys and inspections, thereby reducing the safety risk associated with physically walking a site. The technology allows teams to quickly inspect haul roads to get an accurate view of ground conditions and make sure they comply with safety standards, and even facilitate safer traffic management on them.
Many earthworks projects are not only bound by construction restrictions, but also environmental restrictions such as set boundaries and no-go zones. With jobsite visualization, operators can highlight protected areas of the site, and easily share data with the entire crew to show them where extra care needs to be taken.
Dmitry Lobanov/ AdobeStock
THE FUTURE OF EARTHWORKS Drones are fast becoming go-to tools for earthworks projects and will soon be as common of a sight as backhoes and excavators on jobsites. Equipped with an end-to-end solution for processing drone survey data, contractors can generate competitive bids that maximize profit margins, monitor progress with a high level of accuracy and frequency, and protect environmental and worker safety. Drone surveying is quickly leaving traditional survey methods in the dust and will be key to unearthing the next phase of earthworks. Written by John Frost, vice president of business development at Propeller Aero. Learn more about the company at https://www.propelleraero.com/.
For more information on drones, visit ForConstructionPros. com/21509119
Propeller Aero
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STATE OF THE ROAD BUILDING INDUSTRY |
JESSICA LOMBARDO, EDITOR-IN-CHIEF
2022
STATE OF THE ROAD BUILDING INDUSTRY 14
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Let’s Get to Work With the passage of the Infrastructure Investment & Jobs Act, we are well-positioned to take advantage of the longterm, sustainable funding this legislation will provide
E
ach year with the Asphalt Contractor State of the Road Building industry report, we seek to give contractors some idea of what the year ahead will bring. After a long 2021, this year brought us even more challenges with rising prices, lack of people and a whole lot of unpredictability. As the year comes to a close, and after many months of debate, we finally received some good news with the passage of the Infrastructure Investment & Jobs Act (IIJA) which promises $1.2 trillion dollars for infrastructure over the next five years. You can follow along the next few pages to see how we got to passage of
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this historic legislation and what it means for our industry. This bill marks the first time since 2015 that a significant infrastructure bill has been passed by Congress and represents bipartisan support for infrastructure spending that will benefit all 50 states. In each of the next five years, the federal government will now spend the equivalent of about 1 percent of GDP on roads, bridges, rail, public transit, water systems, broadband, power systems and more. It is the largest such investment in more than a generation. It will raise federal infrastructure spending to its highest share of GDP since the early 1980s. "The National Asphalt Pavement Association (NAPA) and like-minded organizations in the transportation construction industry, along with our engaged member companies and State Asphalt Pavement Association partners, have advocated for adequate and consistent federal highway funding for a very long time," Dr. Audrey Copeland, president and CEO, NAPA says. "We are thrilled and thankful to advance
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STATE OF THE ROAD BUILDING INDUSTRY
this once-in-a-generation bill, with a significant investment in transportation infrastructure, across the finish line in a bipartisan way." While the bill is not perfect, and there will be struggles in completing this work with the current state of the labor market and supply chain, there are many reasons to be optimistic for the foreseeable future. Let's dive in to the bill and see what industry experts have to say about it and the long-lasting benefits it will provide to our industry, our economy and our country. IT'S FINALLY INFRASTRUCTURE WEEK After years of waiting and a 10 months of debate, infrastructure was finally made a priority and Congress passed the Infrastructure Investment & Jobs Act (IIJA). The bipartisan bill is a lot less than the $2.3 trillion Biden initially asked for in the spring, but it is still a significant amount of funding for the next five years. How will this investment impact the road building industry and the economy?
Q:
Alison Premo Black, American Road & Transportation Builders Association (ARTBA)
DR. ALISON BLACK, SENIOR VICE PRESIDENT & CHIEF ECONOMIST, ARTBA: The IIJA will provide a significant boost in federal transportation investment that will impact every state highway, bridge, and transit program. The increase in the federal-aid highway program is truly historic – this is largest boost in funding since the first two years of the program, over 60 years ago. The IIJA offers a generational opportunity to repair and modernize every state’s transportation system, while simultaneously delivering tangible economic benefits for years to come. • On average, federal funds account for over 50 percent of state spending on capital outlays. The additional
FEBRUARY Joe Biden is inaugurated as the 46th President of the United States. He introduced his “Build Back Better” plan which he said would make “historic investments” in the country’s infrastructure.
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resources will help states address their capital programs and it is likely that states will move projects up the pipeline. • We expect highway and bridge construction activity to increase in 2022 as projects supported by the IIJA get underway. Spending will ramp up in 2023 and 2024 as work continues and new projects start. • This multi-year spend out of funds will support market activity for many years. A recent report on the IIJA by IHS Markit found that 43 percent of the IIJA money is spent after 2026, continuing to have a positive impact in the long-term. • The same report by IHS Markit found that the new investment under the IIJA will support over 250,000 jobs, increase federal, state, and local tax revenues by $160 billion, and add an average of $500 in annual personal disposable income per household. They estimate that every $1 invested to fix our roads generates $3.60 in economic activity.
Biden introduces the American Jobs Plan, a more than $2.3 trillion infrastructure package that was set to be unveiled in four parts: transportation infrastructure, modern infrastructure like broadband, investing in the care economy to aid health workers and funding innovation and research and development infrastructure.
Newport Coast Media / AdobeStock
Yuttana Studio / AdobeStock
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JANUARY 16
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PUT
Biden warned the Senate Environment and Public Works Committee that China would “eat our lunch” if America didn’t “step up” infrastructure spending.
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STATE OF THE ROAD BUILDING INDUSTRY
Biden urges Congress to get to work on crafting a program, regardless of their opinions on the plan. Biden met with a bipartisan group of lawmakers to discuss his $2.3 trillion infrastructure proposal and how to fund it. Biden said he would like progress on the plan by Memorial Day.
MAY I-40 Hernando DeSoto Bridge was suddenly closed as engineers discovered a fractured support beam during a routine inspection. The cost of such closure for the trucking industry is $2.4 million each day, highlighting the need to update our infrastructure.
Al AdobeStock
Republicans & Democrats continue to craft their own proposals for infrastructure funding, each with different priorities and price tags to address our crumbling roads & bridges.
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APRIL
MAY 11TH
Edward Mortimer, United States Chamber Of Commerce
EDWARD MORTIMER, VICE PRESIDENT OF TRANSPORTATION INFRASTRUCTURE, U.S. CHAMBER OF COMMERCE: Enactment of the IIJA will mean historic investment in our nation’s infrastructure. This will allow state and local partners to not just fix, but modernize aged infrastructure. The new law will ensure the creation of millions of new jobs and improve the nation’s economic productivity and quality of life. The legislation includes a five-year reauthorization of surface transportation programs which will allow state departments of transportation to make long-term decisions with the predictability of federal investment.
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Dr. Anirban Basu, Associated Builders and Contractors
Audrey Copeland, National Asphalt Pavement Association (NAPA)
DR. ANIRBAN BASU, CHIEF ECONOMIST AT THE ASSOCIATED BUILDERS AND CONTRACTORS: The deal includes $110 billion for major projects including bridges and another $40 billion specifically allocated to building and repairing bridges. This would not only help communities finance needed improvements, but would also open the door to longer-term infrastructure planning, which this nation desperately requires.
DR. AUDREY COPELAND, PRESIDENT AND CEO OF NAPA: The passage of IIJA assures a record investment in our nation’s highway programs to improve and repair our highways and bridges. It includes a fiveyear reauthorization of the Federal-Aid Highway Programs, giving states the certainty they need to budget for and plan highway and bridge projects. States will begin planning the 2022 construction season this winter based on the funding levels in IIJA. Federal highway funding would jump from $46.4 billion this year to as high as $69.3 billion in 2022, which will substantially increase demand for asphalt pavement.
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The Senate Environment & Public Works (EPW) Committee introduced the Surface Transportation Reauthorization Act of 2021 (STRA), which sets a new baseline funding level at a historic high of $303.5 billion for Department of Transportation programs for highways, roads and bridges. Republicans & Democrats began working together to negotiate a bipartisan plan.
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JUNE 16TH MoiraM /AdobeStock
21 Senators (11 Republicans, nine Democrats and one Independent) came together to support a five-year, $974 billion infrastructure package.
MAY 23RD
BUILD NEW VS. REPAIR OLD Our nation’s current infrastructure is in poor condition, receiving a C- on ASCE’s most recent Infrastructure Report Card. Are there concerns with the IIJA that the money will be used towards new projects and not addressing the backlog of deteriorating roads and bridges that are in need of repair?
Q:
Copeland: There are about $1.6 trillion in needed highway improvements in the United States. We trust that the state departments of transportation and local agencies will prioritize and balance the current infrastructure repair backlog with the need for new projects. Basu: Many of these decisions will be made by local policymakers. Undoubtedly, there are many who will strive to address current infrastructure deficits. Those are the deficits, after all, about which many of their constituents complain. For other policymakers, this represents an opportunity to “go big.”
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That said, one suspects that many of the most pressing issues will be addressed, particularly with respect to deficient bridges. Black: Each state will decide how to spend their federal highway program funds within the guidelines of the program, depending on their needs and priorities. But in terms of how states use their federal dollars, most funds are already going towards projects to fix existing structures. Under the FAST Act, states used 46 percent of their federal funds to support reconstruction and repair work. An additional 19 percent of funds were used for projects that added capacity to an existing road. This could include widening a lane, adding a turn-lane, or and additional lane for thru-traffic. States used six percent of funds for new highway and bridge construction. Mortimer: Enactment of the IIJA will ensure we continue to expand highways where needed and bring innovation
and technology to address others parts of the system. The legislation ensures states can make the best decisions to improve their road and bridge networks for many years to come. Creation of a new national bridge program will ensure the nation addresses the 45,000 structurally deficient bridges that can be unsafe and in need of modernization. Pavement Preservation Recycling Alliance (PPRA): Chuck Ingram, 2021 ISSA President: I have a feeling that this money, without earmarks for pavement preservation, will be targeted to construction type projects. In our area, we have already been informed that 75% of any potential funding will be directed to bridges. More substantial, long term projects will likely benefit more from this funding. System enhancement vs. system preservation. But hopefully what may happen is to free up local revenues to be channeled to preservation type work.
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STATE OF THE ROAD BUILDING INDUSTRY
Bob Huitt, AEMA 2021 President: New or improved capacity projects are enticing to politicians because they are sexier than maintenance but you have to maintain what you have first with the budget that you have and only after that should we focus on long term projects. Jonathan Pease, ARRA 2021 President: If the IIJA would allocate a percentage of money be used for recycling and preservation, it could mean a lot for our industry. That said, we have no clue how they will spend it so hard to say how it will effect our limited industries in a fairly large group of infrastructure.
Q:
Many in Congress and the industry have said the IIJA is not perfect, but it still has transformative funding the road building industry needs. What is lacking from this bill? Copeland: NAPA worked to include the Wicker-Stabenow amendment to make “paving activities” eligible for the new carbon emissions program and additional funding being stood up
The bipartisan group of senators reached a deal with Biden who announced the plan would be moving forward. The President acknowledged the deal would not include proposals he’s made for spending to help American families, but firmly endorsed the deal on infrastructure.
in IIJA. Unfortunately, debate on the bill was cut short in the Senate and the amendment was not offered. NAPA will try again when Congress takes up a technical corrections bill on IIJA. However, the IIJA did exempt aggregates, asphalt binder, additives, and polymers from the Buy America requirements for construction materials. Without the exemption, paving activities may have shut down in the northeast and been severely constrained across the country. Mortimer: Like any legislative process, the need to compromise means that not everyone gets everything they would like. That being said, while imperfect, the legislation is the largest, most comprehensive investment in infrastructure since the creation of the Interstate Highway System in 1956. The positive impacts from this legislation will be felt for 50 years to come. One area where the Chamber would have liked to see more focus on in the legislation is the need to enhance private investment to supplement public investment. Some improvements were made,
JULY 28TH
but we will continue to work with Congress to continue to provide further opportunities to grow private investment as an important tool moving forward. PPRA: Ingram: The IIJA missed the chance to create earmarks for pavement preservation. FUTURE OF FUNDING The IIJA reauthorizes the traditional surface transportation programs for five years, with a $118 billion bailout of the Highway Trust Fund (HTF) from the Treasury’s general fund. It does not however address the fact that the gas tax is not a sustainable source of revenue moving forward. What should the solution be to shore up the HTF for the future?
Q:
Basu: I have advocated for many years for a federal sales tax. Raising income, corporate and other taxes can create disincentives to work and to produce, which limits their appeal. A federal retail sales tax could raise a considerable amount of revenue,
The Congressional Budget Office (CBO) released their assessment of the $1.2 trillion bipartisan infrastructure package and projected that the senate’s bill would add $256 billion to the federal deficit over the next decade. Experts countered that the bill was being paid for in fiscally responsible ways.
rabbit75_fot / AdobeStock
Juan Fuertes / AdobeStock
The Senate agreed to take up talks on the $1.2 trillion bipartisan infrastructure package. This was the first step in a process that set up a final vote on the package.
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rabbit75_fot / AdobeStock
AUGUST 5TH www.ForConstructionPros.com/Asphalt
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STATE OF THE ROAD BUILDING INDUSTRY
After months of debate, lawmakers in the Senate came to a final agreement on the $1.2 trillion bipartisan infrastructure bill. The package, called the Infrastructure Investment and Jobs Act, is the culmination of drawn-out and painstaking negotiations between a bipartisan group of senators and the Biden administration and will allow both parties to claim a win after extensive work across the aisle.
August 25TH:
The House voted 220 to 212 to consider the Senate-passed Infrastructure Investment and Jobs Act (IIJA) no later than Sept. 27. ipopba / AdobeStock
The U.S. House of Representatives voted to extend government funding for another two months after failing to bring the IIJA vote to the house floor. The vote extended crucial funding for surface transportation projects until October 31st.
Andy Dean / AdobeStock
After the Senate passed the bill down to the House for review, they agreed to vote on the measure before the expiration of highway funding.
August 10TH:
Senate Passes Bill
and could be implemented to avoid regressivity. Higher user fees represent another obvious source of revenue for infrastructure maintenance. However, raising such fees on water, toll roads, etc., can be highly regressive. There needs to be more sources of ongoing, predictable revenue. The gas tax will fade in effectiveness over time. It already has been. Black: The IIJA was funded through a variety of one-time revenues. This means that the revenues going into the Highway Trust Fund, absent this transfer, are not enough to cover the IIJA spending levels. When Congress revisits the highway program as it expires in 2026, they will have to address this issue once again. As in the past, the options are to raise revenues, cut the program, or provide resources from the General Fund.
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freshidea / AdobeStock
September 30TH:
Highway Funding Expires
Over the last decade, we have seen states take steps to diversify their own transportation revenues. While over 30 states have raised their gas tax revenue during that time, many of these initiatives included increases in other revenues and user fees, such as motor vehicle registrations, license fees, business taxes, sales taxes, and revenue raised from alternative-fuel vehicles. There are also 23 states that have a variable rate component to their gas tax. This means that a part of their motor fuel tax rate adjusts automatically to an outside indicator, such as changes in inflation, project costs, or the wholesale price of gasoline. Copeland: In the short term, a gas tax increase is needed, but it is critical that multiple options are explored. For example, a vehicle mile tax, tolling, bonding and freight
fees need to be explored in the next reauthorization, in addition to the gas tax. Mortimer: We were disappointed not to have had user fees as part of the funding for this bill. We continue to believe that long-term sustainable funding mechanisms are critical moving forward. The IIJA legislation does include a national pilot program to examine a Vehicle Miles Traveled mechanism. We will continue to work with Congress moving forward to ensure the long-term financial security of the HTF. PPRA: Huitt: State and local budgets were hurt when gas tax revenues fell due to less commuting and travelling. We should increase their budgets to make up for revenue shortfalls from the previous 20 months. Local governments know what they need to do with these funds better than anyone.
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11/23/21 2:05 PM
November 5TH:
A House vote on the Infrastructure Investment and Jobs Act was delayed again after negotiations among Democrats broke down on Biden’s Build Back Better agenda. The House did, however, extend transportation funding until December 3. The funding was set to expire October 31 after a previous 30-day extension.
Infrastructure Investment & Jobs Act Passes House
zhu difeng / AdobeStock
BILL PASSED!
President Joe Biden has signed the $1.2 trillion Infrastructure Investment and Jobs Act (IIJA) into law, boosting highway and public transportation investments by $450 billion.
steheap / AdobeStock
C-SPAN
After months of debate, Democrats hammered out an eleventh-hour deal to send the historic $1.2 trillion bipartisan spending measure to Biden’s desk.
October 28TH:
Nov 15th:
Congress Passes Another Short-Term Extension of Highway Funding We need a gas tax reform and we have to assess user fees more appropriately for people who use the roads. The national gas tax has not been raised in a long time and is way behind inflation. There needs to be an inflation clause in any gas tax reform. The time to do this was a couple of years ago when gas was below $2 per gallon. The public doesn’t mind another 5¢ per gallon when gas is $2. But when gas is $4, they punish politicians that support it. High miles per gallon cars and electric vehicles are not paying their fair share. Annual car inspections should include a determination of miles traveled per year and a user-tax to be assessed accordingly. It could be collected with auto insurance payments.
Biden Signs IIJA Into Law
ASPHALT INDUSTRY PROVISIONS IN THE INFRASTRUCTURE INVESTMENT & JOBS ACT: • A 5-year reauthorization of Federal-Aid Highway programs • 55% growth in funding above baseline for highway and bridge programs • $40 billion more in highway and bridge grants • $15 billion for airfield pavement grants • $15 billion for private activity bonds • An exemption from Buy America rules for aggregates, asphalt binder, additives and polymers • Codifies “one federal decision” to improve project delivery • Reauthorizes the Accelerated Implementation Deployment Asphalt Technology program, providing $30 million for asphalt • Incentivizes safety contingency funds to make work zones safer • Contains no “Green New Deal” provisions or pavement mandates *Source: National Asphalt Pavement Association
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STATE OF THE ROAD BUILDING INDUSTRY
CONCERNS OVER PRICES & PEOPLE Lack of skilled workers and rising material prices were issues facing our industry since long before COVID-19, but the pandemic has increased these challenges. Experts predict a long road ahead to get to the other side of this. Goldman Sachs thinks inflation will get worse before it gets better. Inflation climbed faster in September than it has for more than 30 years and experts predict it could last for at least another 6 to 9 months. How will this impact the industry and implementation of the IIJA?
Q:
Basu: The IIJA will both accelerate growth and further strain labor supply. While road and bridge construction are relatively more capital intensive than other forms of construction, there are already too few workers available to work on largescale infrastructure projects. Issues pertaining to labor supply extend well beyond road and bridge construction. We will probably see extended time schedules. Everything takes longer the greater are resource constraints. It may be that it will take more than five years to deploy much of this infrastructure funding. Black: The increase in fuel and input prices have been a challenge this year for the entire construction industry, and some contractors have also faced significant delays for select materials. Most economists believe the price increase are a temporary, supply-side issue. So, while the price pressures will likely continue through the first part of 2022, we do expect project costs to moderate as the supply issues are resolved. PPRA: Ingram: The industry has faced more unforeseen challenges in the past two years than in the past several decades. Without a stable workforce in terms of numbers, a leveling of material costs, better supply line conditions and more reasonable budgets to fund right-sized, right-placed projects the adjustment will be to continually increase costs
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WHAT’S IN THE INFRASTRUCTURE INVESTMENT & JOBS ACT The IIJA will deliver nearly $550 billion of new federal investments in America’s infrastructure over five years, touching everything from bridges and roads to the nation’s broadband, water and energy systems. Here’s a broad overview of where the money will go: • $548 billion in new infrastructure spending. • $110 billion for roads, bridges and major infrastructure projects. Some 20%, or 173,000 miles, of the nation’s highways and major roads are in poor condition. • $40 billion for bridge repair, replacement and rehabilitation. 45,000 bridges are structurally deficient and the White House says this is the single largest dedicated bridge investment since the construction of the interstate highway system, which started in the 1950s. • $25 billion for airports. Of that amount, $15 billion is distributed by formula over five years for grants to airports to use for their Airport Improvement Program. • $11 billion for safety for the National Highway Traffic Safety Administration, Federal Motor Carrier Safety Administration, Pipeline and Hazardous Material Safety Administration, and a “Safe Streets for All” program. • $16 billion for major projects that would be too large or complex for traditional funding programs. • $1 billion to reconnect communities -- mainly disproportionately Black neighborhoods -- that were divided by highways and other infrastructure, according to the White House. It will fund planning, design, demolition and reconstruction of street grids, parks or other infrastructure. • 39 billion for transit, including for Capital Investment Grants and the “lowno” emission vehicle procurement program. • $17.3 billion for ports and waterways. • $46 billion for infrastructure resiliency investments. • $7.5 billion for low-carbon and zero-emission school buses and ferries along with another $7.5 billion for electric vehicles and low-carbon school buses and ferries. • $65 billion for broadband, $55 billion for water infrastructure, along with $73 billion for power and electric grid infrastructure investment. The spending is partially paid for with unused coronavirus relief dollars, unused federal unemployment aid, sales of oil from the Strategic Petroleum Reserve, increased fees for some Superfund sites and customs, and delaying a Medicare expense for a year. Some money would also come from tighter enforcement to ensure cryptocurrency investors pay taxes once they sell and realize their gains. Budget experts say the bill is likely to add about $350 billion to the deficit over the next decade. “Enactment of the historic IIJA could not have happened without industry stakeholders coming together and speaking with one voice,” says Edward Mortimer, vice president, transportation infrastructure, United States Chamber Of Commerce. “It was a long and windy legislative process, but with stakeholders working together, Congress finally acted to the benefit of all Americans in passing the IIJA. Now it is incumbent upon us to work with Federal, state and local partners to ensure the legislation delivers “shovel-worthy” projects that transform our nation’s infrastructure and provides safe and efficient transportation networks that will benefit America’s economy and quality of life for many years to come.”
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STATE OF THE ROAD BUILDING INDUSTRY
MORE IMMEDIATE ISSUES: VAX & TECH
Q:
Companies that have been busy with work have also been tasked with keeping their workers safe from the virus, and a potential vaccine mandate. Copeland: OSHA’s Vax/Test ETS will significantly impact productivity. There will be a lot of paperwork and recordkeeping requirements. There is also concern, in some areas, that companies will lose a portion of their workforce if mandatory vaccines or weekly testing are implemented. NAPA and its coalition partners were successful in advocating that outdoor workers are at low risk for COVID transmission and, as OSHA recognizes their low risk, those workers are exempt from the Vax/Test Rule.
Q:
The IIJA reauthorizes the Advanced Innovation and Deployment of Paving Technologies program, which allocates $6 million per year for FHWA to advance and deploy asphalt technologies to improve quality and efficiency. What other technologies and innovations will the industry continue to see and utilize to help them stay productive? Basu: The great revolution in construction delivery is coming. It may take many forms, including prefabrication, modularization, more robotics, advances in materials science, more sophisticated equipment generally, 3D printing, digitization, drones, driverless vehicles and artificial intelligence. Construction services are delivered today much as they were decades ago. That will change, and there will be a handful of companies that will lead the way. Hopefully, those companies will be American, creating new export channels in the process. Copeland: The pandemic was a catalyst for implementing e-ticketing more rapidly than most expected. Balanced Mix Design (BMD) would be a positive disruptor if owners use it as an opportunity to let contractors innovate with their materials and mix design methods. In certain regions, road owners are or will be requiring Environmental Product Declarations (EPDs) of construction materials, prompting asphalt mix producers to quickly learn how to determine the impact of their mixtures on the environment. NAPA encourages contractors to get involved with cooperative organizations that will give them a voice in the room along with early access to conversations that owners and researchers are having to prepare for the future.
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to remain solvent. We’ve prepared for what hopefully will be the worst so far, but no improvement is on the horizon. People staying home for whatever reason, logjams in political circles and worsening infrastructures don’t add up to a quick turnaround for projects.
Q:
The IIJA will create "good-paying jobs that can’t be outsourced” – as many as 660,000 new jobs by 2025, according to a Washington Post analysis. This is a little concerning for an industry that's already struggling to find workers. There are reports that the bill includes funding and provisions to get more job training programs going, and to get more women into the construction and trucking industries, but what else can we do to fill these open careers? Copeland: For some of our members in certain regions, hiring is a very real concern, and they are contemplating the best measures to recruit and retain workers. Our industry is fortunate that asphalt employees were by and large able to continue working throughout the pandemic and the retirement rate for this industry is lower than the national average. Pre-pandemic, NAPA established an effort to provide tools to help the industry recruit and retain talent. Through careful planning, innovative construction techniques, persistent recruiting, and collaboration with agency partners, the industry stands ready to continue delivering high-quality asphalt pavements. The people who perform the work are invaluable; without them, tasks cannot be accomplished. Great employers differentiate themselves from their peers by building a climate and culture that attract the types of individuals who can meet the organization’s goals. Employee incentive programs, active employee engagement surveys, investing in professional training and development, and simply saying “Thank You” go a long way toward job satisfaction. Basu: The IIJA should have had a much larger human capital
development component. This represents an opportunity to induce more Americans into apprenticeship and similarly situated programs. The goal should be to create an extraordinarily talented pool of construction workers who can continue to help build out America in various ways even after these infrastructure dollars have been spent. Of course, there will also be considerable numbers of retirements during the years ahead. The focus should be on young people, including from underrepresented groups, including women. Too few young people are aware of the opportunities from growth and prosperity offered by the skilled construction trades. Black: Over the decade, since states began increasing their own revenues, highway and bridge contractors have added over 60,000 jobs. During that same time, industry wages increased at a faster rate than in other sectors to attract that labor. We expect the market will adjust, although in some regions there may continue to be challenges. The adoption of new technology and increases in productivity will also help deliver projects. Mortimer: As we know, workforce challenges have been a problem the last several years. Our view is that enactment of IIJA provides a new opportunity to redouble our efforts to reach out to underserved communities and inform and educate on the job opportunities available to modernize our nation’s infrastructure. We also look forward to partnering with labor partners to provide apprentice and other job training opportunities. The key is to reach out to communities that may not have heard of the potential job opportunities and provide them the knowledge and skills to ensure they are part of building modern infrastructure. This is also a commitment of the Biden Administration and we look forward to partnering with them to ensure communities participate and benefit from building 21st century infrastructure.
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PRODUCTION NOTES |
DORMIE ROBERTS, ASSOCIATE EDITOR Horizontal tanks offer the advantage of being less susceptible to power lines because of their low profile, easier to recirculate and easier to drain completely. ASTEC
Road Ready - Storage and Handling Asphalt Emulsions From storage tanks to temperature regulation, handling emulsions takes mindful calculations to achieve a desired product
W
hen customers place an order, your high caliber product will determine whether you will get repeat business and referrals. The same can be said for the asphalt industry, specifically the
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emulsion segment. Improper storage and handling of such materials can result in unfavorable quality and performance. According to the Asphalt Emulsion Manufacturers Association (AEMA), "emulsions come in different grades but typically contain between 55 and 75% asphalt. In addition to the asphalt and water, asphalt emulsions contain 0.1-2% of an emulsifier or ‘soap’ which functions to stabilize the emulsion." Since the product contains about 30-40% water, emulsions behave similar to water depending on the grade. The advantage to this is safety, however the
disadvantage is it will freeze at 32° F and will boil at 212° F. Keeping the material in that sweet spot, warm but not too hot, and not allowing it to freeze is key. With proper storage and handling of the materials, terminal operators will be able to create the ideal product for road ready use. HOW TO CHOOSE THE RIGHT TANK? Similar to how Goldilocks wanted to find the perfect temperature porridge to eat, making sure the temperature was just right, not too hot and not too cold,
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PRODUCTION NOTES OTHER STORAGE VESSELS The terminal may occasionally make a specialty or a niche emulsion mix in a small quantity. Instead of taking up a full tank, other storage vessels may come in handy. • IBC (International Bulk Containers) totes: Limited use or small scale, very limited storage or select products. • Drums: Dry good can be stored in super sack or storage silos In both cases, be sure to keep materials out of sunlight and shield them from the elements. “For terminals that make a lot of different products, specifically a lot of different products on a nonroutine basis, IBC totes can be very advantageous," said Swietz. "There are some states that do not allow certain chemicals to be stored certain ways. Always default to local regulations when determining storage options for your terminal.”
Vertical tanks occupy less land area, are easier to heat and easier to insulate. Associated Asphalt - Tampa Terminal
emulsion temperature is the same way. The type of tank used to store the emulsion products can and will determine the temperature of the end product. “There are a lot of options for storing asphalt emulsions that are available to use as producers,” said Dan Swietz, director of mix design laboratories, H.G. Meigs Paving Asphalts & Emulsions. "Vertical tanks are preferred in the asphalt emulsion industry, for practical advantage." Vertical tanks minimize surface area of the amount of area that the finished product is exposed to air and can be generally easier to mix and insulate. According to the Pavement Preservation & Recycling Alliance (PPRA), "a skin of asphalt can form on the surface of emulsions when exposed to air." Most of the
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fixed tanks at terminals are vertical, but horizontal tanks are often used for shortterm field storage and can offer benefits like easier to recirculate completely and easier to drain. The horizontal tanks are also primarily used for niche applications like seal coat materials. There are four relevant materials for construction (MOC) for emulsion terminals. The MOC is dependent on corrosivity or contained material, desired storage temperature and structural demands along with cost versus expected operating life. "Polymer or poly-tanks are not very expensive and can cover a wide range of chemical compatibility, easy to move and even temperature to some extent," adds Swietz.
HOT TOPIC: TEMPERATURE When it comes to the temperature inside the tank itself, it is much more cost effective to maintain rather than ramp up temperature. And each specific product needs that perfect climate to maintain its integrity because at elevated temperatures the water in the emulsion will evaporate, changing the characteristics of the product. Tanks must also be insulated with a weather-resistant covering to protect the emulsion from freezing and provide the most efficient use of heat. Several types of heaters may be used for asphalt emulsion. The main requirement is that the heater be regulated to provide the desired temperatures and that it use indirect heat instead of direct heat, such as an open flame. Additional information can be found in AEMA's, A Basic Asphalt Emulsion Manual. • Steam heating: Steam can be circulated through coils delivering heat and is commonly used to unload AC rail cars. • Hot oil heaters: These self-contained heaters heat a special heat transfer fluid using gas or diesel burners or electricity. The pump circulates the hot oil through the system but must
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PRODUCTION NOTES be kept 185 ° F or below. • Water: Water can be headed by hot oil, steam or electricity. This is a safe method since water rarely gets hot enough to damage the emulsion. • Electrical: These heater offer the advantage of eliminating tank coils and related plumbing required for hot oil, steam or water. Some method of moving emulsion over heating surface should be considered. "Avoid temperature swings," said Swietz. "Keeping the temperature well below boiling point is really the way to go." MODERATE AGITATION PREFERRED Gentle agitation or turning over is usually all that is needed. Avoid splashing or pushing air through the product with tender mixing.
"Mixing is okay," said Swietz. "We typically mix our 40,000 gallon tanks once a day or every other day for 30 minutes and proceed to taking samples to make sure the product is okay." The side entering propellers on the tank should be turned slowly (approximately 60 RPM) and should only be utilized when there is sufficient emulsion for proper mixing, according to PPRA's storing asphalt emulsion guide. “You need to consider mixing because temperature segregation is a real thing especially in tall vertical tanks," said Swietz. "Mixing can help create a more homogenous mixture, which helps in the QC and QA world, where taking a sample from one valve or one part of the tank you need to make sure that one part is representative of the whole tank.”
Emulsions, like all construction products must be handled with reasonable care. The use of protective clothing (long sleeves, rubber gloves, goggles, etc.) will help protect the skin from accidental contact. If there happens to be a spill while mixing, testing or transporting, contain the spill with sand or dirt and dispose of the absorbent solid in accordance with local regulations.
For more information on the importance of asphalt emulsions, visit ForConstructionPros. com/11408541
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Gi de sy pe sim of co
Tanks must me insulated with a weather-resistant covering to prevent the emulsion from freezing and provide the most efficient use of the heat. ASTEC
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PRODUCTION NOTES Stansteel Hot Mix Asphalt Plants Stansteel's complete heavy-duty high-production hot mix asphalt plants include both counterflow drum mixer and batch plants. • Batch plants up to 16,000-pound batch size • Complete counterflow drum mixers up to 850 tph • Heavy-duty design and construction ForConstructionPros.com/10084926
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ALmix Batch Plants feature new generation European design for today's RAP and warm mixes.
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Pugmill Systems Skid Plants Pugmill Systems offer several models of skid plants from 5 TPH-1500 TPH • Site specific plant arrangements • Push button or touch screen controls • Options: Asphalt pump + meter, water pump meter, silo systems, feed hoppers, conveyors • Low-pro design available for shipping containers ForConstructionPros.com/21011778
Astec Ventura Highly Portable Asphalt Plant The Astec Ventura asphalt mixing plant maximizes the performance capabilities for a compact, ultra-portable plant. • This highly portable version of the Astec continuous mix asphalt plant effectively uses field-tested and proven core components to reliably deliver a production rate of 140 tph • Can be transported in a single load • Simple maintenance process • Capable of producing up to 15% RAP ForConstructionPros.com/21808970
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Heatec Fume Condenser Heatec fume condensers are used in vents of asphalt tanks to condense gas vapors (known as blue smoke) present in liquid asphalt. Condensing the vapors turns them into a liquid that drains back into the tank. This greatly minimizes the release of pollutants into the atmosphere.
• The condensers have a number of tubes with external fins. The tubes are cooled by ambient air circulating through the fins • Fume condensers are effective, simple to maintain devices that are suitable for horizontal tanks ForConstructionPros. com/21821351
CMI Magnum 150 Counterflow DrumMix Asphalt Plant The Magnum 150 is a super portable 150tph counterflow drum-mix asphalt plant with up to 30% RAP capability. • To enhance the portability and quick installation of the Magnum 150, a new one-piece cold feed unit complete with scalping screen/ aggregate weigh conveyor, bag house and SE60 self-erect hot mix storage system have been designed to allow rapid installation with minimum site preparation • The SE60 self-erect hot mix storage system can be erected in 30 minutes, with all remaining equipment, which is pre-wired, being able to be positioned and put to work within a matter of days ForConstructionPros. com/20867029
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JOBSITE INNOVATIONS
NCAT
puts Cold-Recycled Mixes with Asphalt Rejuvenators to the Test Low-volume roads could benefit from sustainable, cost-saving option
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inding the best intersection between pavement performance and cost is a challenge transportation officials face each and every day. Traditional hot-mix asphalt offers proven performance but at an increasing cost. Cold-recycled asphalt is less expensive, but is lower in strength and typically only used for base material or
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patching. A new research study at the National Center for Asphalt Technology (NCAT) explores how rejuvenator agents may improve the performance of cold-recycled asphalt, making it suitable for use on low-volume roads when topped with a thin hot-mix overlay. (NCAT has also conducted extensive research with cold-recycled mixes on high-traffic volume roads, but those high-performing experiments required thicker hot-mix asphalt overlays.) Dr. Benjamin F. Bowers, P.E., assistant professor at Auburn University’s
Department of Civil and Environmental Engineering, received cores of coldrecycled asphalt with a rejuvenator from a colleague and found the materials set up between a traditional hot-mix asphalt and a typical cold-recycled asphalt. Bowers and Dr. R. Buzz Powell, P.E., serve as lead investigators for the research. “We thought there could be a real opportunity here,” Bowers says, noting that the mix uses sustainable materials and is produced at ambient temperatures, which lowers greenhouse gas emissions.
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Compaction takes place during construction.
It also costs significantly less than traditional hot-mix asphalt, making it a budget-friendly alternative for local transportation officials when paired with a thin hot-mix asphalt overlay. A DESIGN FOR PROPER USAGE Keeping in mind the most likely uses for such a pavement/thin overlay combination - county roads, neighborhood streets, and subdivisions - the NCAT team decided to test cold-mixes with asphalt rejuvenator products on the test track’s off-ramp, which they felt would offer a good simulation of low-volume roads. One of the early challenges was to develop a design method. Manufacturers recommended a dosage rate for their products. The team closely followed current cold-recycling design methods, but modified them to account for the rejuvenator. Their design was then held to the same minimum requirements to pass as a typical emulsion recycling mix. “That was groundbreaking,” Bowers says. Three control sections, one hot-mix base, one foamed cold-recycle base, and one emulsified cold-recycle base, were put in place, followed by three different products, a straight rejuvenator, an
emulsion-like rejuvenator, and an emulsion with rejuvenator - Delta S, which is a plant-based additive developed by the team at the Lowell, MA-based Warner Babcock Institute for Green Chemistry. Pavement Restorations, Inc., from Milan, TN, is hosting the off-ramp test section dosed the Delta S asphalt rejuvenator. With its portable pugmill plant on site to manufacture that pavement, it volunteered to mix several of the rejuvenators. A paver then laid down each of the six 100-foot sections. All sections were then topped with a one-inch hot-mix thin lift. The off-ramp appears to be one continuous pavement, which was a strategic decision to eliminate stops and starts in the joints; but each section is marked using GPS coordinates and other measurements. “We like to say that we operate a little bit inverted from the real world. We will prep for four hours and pave for 40 minutes, whereas the real world might prep for 40 minutes and pave for 12 hours,” says Jason Nelson, NCAT’s test track manager. “When we build things on the test track, we try to build them as perfectly as humanly possible unless the sponsor asks us to do it differently.”
Dr. Benjamin Bowers, P.E., and Jenna Bowers, P.E., technology development engineer with Ingevity, were on hand as test sections were put in place.
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He explains that the pugmill requires minimal startup time and is easier to transport than many mobile asphalt plants, making it the likely system of choice for local transportation officials who might eventually use the cold-recycle pavements being tested. PUT TO THE TEST On the main test track, NCAT typically runs trucks 16 hours a day in two shifts. It puts the equivalent of 10 million single axle loads on the pavement during a three-year test cycle, with most of those going down in about two years. Based on the operation’s schedule, Nelson estimates that the ramp traffic experiences 1.9 percent of that traffic. With the test sections now complete, Bowers says NCAT will perform a series of evaluations. In addition to weekly visual monitoring, an automated distress detection vehicle drives the track and ramp once a week. Three
NCAT’s Jason Nelson joined Pavement Restorations, Inc.’s director of business development Casin Swann and supervisor of pugmill operations Luke Bowman as the company’s pugmill was used to produce some of the project materials.
times a month, a falling weight deflectometer is used to detect physical properties of the pavements. “We’ll be able to monitor stiffness changes, cracking, rutting, roughness and any of those changes that occur over time,” he explains. “We get lots of data points over a two-year period to watch the changes.”
Nelson sends out weekly performance reports, and cracking data is collected once per month. He explains that while weekly testing may seem quite frequent, it’s necessary because the center puts a hundred thousand ESALs (equivalent single-axle loadings) on the main track every week - a degree of acceleration that is five to 10 times faster than what happens to roads in the real world. “With that tight data density, you can actually start to see changes before they happen, so we can see things like smoothness or texture that may be indicators of something about to happen weeks or months before anything
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The pugmill mixed the asphalt with a variety of asphalt rejuvenator products for use in 100-foot test sections.
438 Bell
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FREEDOM AIR BAGHOUSE www.meekerequipment.com
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JOBSITE INNOVATIONS
Recycled asphalt was loaded into Pavement Restorations, Inc.’s pugmill plant.
actually shows up visually on the pavement,” he says. In addition to testing taking place on the track ramp itself, Bowers is running parallel testing in the laboratory. He collected materials and remixed them to create samples identical to the field study and is running tests in the lab. These tests will be used to help with the design process and quality control as well as to predict performance. “We are really building the laboratory side of this as well in real-time as we are getting field performance data,” he says. “Hopefully, those things line up in a way that makes sense.” At the end of the day, the goal is to create recommendations that can be implemented in the field. “It’s great to do research and learn things,” Nelson says, “but if it’s not something our sponsors can put into use in a relatively short time frame and save them money, it’s not as valuable as it needs to be.” Bowers hopes to be able to show counties, municipalities and state DOTs how the rejuvenators can be used in the appropriate settings to achieve better pavement performance at a lower cost.
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NCAT test track manager Jason Nelson (left) oversees construction of the test sections.
“I think there’s an urgent need to provide these folks with the tools they need to make their community better,” he notes. “We want them to have more tools in their toolbox.”
For more information on NCAT, visit ForConstructionPros. com/21081004 Therese Dunphy is an award-winning journalist who has covered the construction materials industry for more than 30 years.
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JOBSITE INNOVATIONS
A Holistic Approach to Trailer Total Cost of
OWNERSHIP
Many only think of cost in terms of purchase price, but this oversimplified approach can leave businesses with a trailer that costs more over its lifetime than they were prepared for.
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ith a cost on par with the average U.S. home mortgage, heavy-haul trailers represent a significant investment for businesses.
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The right trailer can provide fast ROI, greater productivity and increased profits. The wrong decision, however, can leave trucking companies with the financial burden of a unit that will cost far more in the long run than the business is prepared to take on. Unfortunately, the second scenario is all too common due to an incomplete understanding of total cost of ownership. Purchase price is sometimes the only factor buyers consider when evaluating the cost of a heavy-haul trailer. The initial cost, however, can be misleading when
considered alone. A comprehensive approach to calculating total cost of ownership requires an understanding of multiple factors, many of which cannot be found on the price tag. 1. PURCHASE PRICE The first and most obvious element of total cost of ownership is purchase price. To the seasoned equipment buyer, price is evaluated based on what the equipment needs to do and the value it adds to the business. Minimizing upfront costs isn’t as important to total cost of ownership as purchasing a trailer that
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efficiently handles the hauls ahead of it. There are a few things fleet owners can look at to help determine the best trailer for their needs and minimize long-term expenses.
Capacity Fleet owners must be sure the heavyhaul trailer they invest in can stand up to expected load capacities. And as experienced fleet managers know, weight capacity ratings only tell part of the story. The overall weight a trailer can handle is just that, whether a 35- or 50-ton
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lowbed. However, there is a bit more to consider. Load concentration — or the length of the deck that can handle the weight — varies from one manufacturer to the next. For example, three manufacturers each offer a 26-foot lowbed that can haul 50 tons, but one may need the entire deck length to safely carry the weight, while another is rated for 50 tons in a 16-foot span, and another the same weight at half the deck length. Be sure to understand the difference in ratings. Loads are rarely evenly distributed across the entire deck, so understanding concentrated load ratings for a
particular trailer ensures operators are not overloading the trailer — decreasing safety and efficiency and racking up unnecessary maintenance costs.
Axle Configurations Laws and regulations vary from state to state, so it’s important to choose a trailer that maximizes the load in each state to minimize permit costs. Work with a manufacturer that understands this and will provide the best possible weight distribution over the axles. This can include adding a fourth flip axle or spreading two or three additional axles
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JOBSITE INNOVATIONS
apart to evenly accept the load. Choosing axle configurations that offers more flexibility to handle different types of loads increases earning potential over the lifetime of the trailer. Furthermore, manufacturers often interpret Gross Vehicle Weight Rating (GVWR) and Gross Axle Weight Rating (GAWR) differently. Misunderstandings could lead to limited ratings and configurations, which could affect all that is needed to get the job done.
Engineering & Safety Rating Well-thought-out features and designs are a good indication of experienced engineering at work. This goes beyond steel, welding and bolts. Good engineering is about understanding each customer’s needs and building a trailer optimized for durability, longevity and minimal maintenance. Working with a manufacturer that can provide custombuilt solutions is ideal. They can design a trailer that can handle the load, which minimizes maintenance and ensures owners get the greatest longevity. The trailer’s safety rating is one of the quickest ways to determine if a manufacturer uses high-quality components — such as heavy-duty T-1 steel and
Apitong flooring — that will stand up to the jobs you have planned. The safety rating is intended to show operators how well the trailer is equipped to deal with the extra stress that comes from things like bumps, chuckholes and railroad tracks as it travels down the road. These bumps in the road cause the trailer to experience a momentary magnification of payload. In general, trailers can expect an average magnification of payload ratio 1.8 to 1. This means a 50-tonrated trailer with a 50-ton load will experience 1.8 times the stress, or 90 tons, as it travels over inconsistencies in the road. Safety ratings tell the end user how much magnification of payload the trailer is designed to withstand. Safety ratings will range from no margin to up to 2.5 to 1, an industry high. A trailer with a high safety rating and built with high-quality materials may cost more up front but will better stand up to the day-to-day stresses of hauling loads. Drivers should keep in mind that though the average magnification of payload is 1.8, in many instances the trailer will experience much more than that. A trailer designed with extra margin in the safety rating will experience less stress, wear and damage, resulting
in reduced maintenance costs over time. Heavy-haul trailers built with lowerquality materials offer a lower safety rating so they simply can’t provide that kind of longevity. As a result, the trailers are more prone to premature damage and require more maintenance, resulting in less time working and a lower return over the life of the trailer. 2. MAINTENANCE The ease and cost of maintenance contribute greatly to the lifetime cost of ownership of heavy-haul trailers. A well-designed trailer will provide long maintenance intervals and be easy to work on when maintenance is necessary. A good manufacturer will also focus on ensuring wear parts are readily available at a reasonable cost.
Long Maintenance Intervals Some of the most critical elements of a maintenance-friendly trailer are the quality of the removable gooseneck, suspension system and components like steel and paint. Removable Gooseneck The removable gooseneck revolutionized heavy haul, increasing safety and
T c
Load concentration — or the length of the deck that can handle the weight — varies from one manufacturer to the next. Understanding concentrated load ratings for a particular trailer ensures operators are not overloading the trailer — decreasing safety and efficiency and racking up unnecessary maintenance costs.
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JOBSITE INNOVATIONS
“Ease of use should be considered when selecting a trailer for optimum return on investment.”
productivity on jobsites around the world. Since then, improvements such as hydraulics have further increased overall efficiency. In addition to profile and liftability, ease of use should be considered when selecting a removable gooseneck for optimum ROI. Industryleading manufacturers offer hydraulic removable gooseneck systems that operate at 5 to 15 gpm, making them less susceptible to leaks. These lowpressure systems also use hoses that are readily available and more cost efficient than those needed for high-pressure systems. The location of the hydraulic system on the gooseneck can further increase ease of maintenance. Mounting the system within the gooseneck base section limits vibration and damage, increasing the length of maintenance intervals. Suspension Systems All things being equal, a trailer with a properly spec’d suspension system experiences less wear and tear. A maintenance-friendly suspension system offers features designed specifically to increase its resilience and lifespan, as well as simplify the maintenance process when things do break down. Two easy things to look for are clamp-in bushings and contoured axle seats. Solid clamp-in bushings offer an extended life over slotted designs and easy replacement that doesn’t require an expensive press. The ease of replacement eliminates the need to haul the trailer to a commercial shop and greatly reduces the cost.
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Extra-long, contoured axle seats are another indicator of a low-maintenance suspension system. Engineering axle seats with a contour in the middle reduces stress on the weld, reducing the likelihood of costly breaks. The extra length and contour design also provide a strong connection without the need of added U-bolts, reducing the total weight of the system and the added maintenance costs that go with it. Steel & Paint Fleet owners should keep wear components in mind when deciding which unit will best meet the needs of their operation. High-quality materials and finishes will last longer than traditional paints and lower-cost alternatives, a critical boost in longevity for fleet managers that need their trailers to stand up to challenging conditions. For must-hold-up situations, choose a trailer built with high-strength steel, such as 12-inch-deep I-beams with a minimum yield strength of 100,000 psi. This, along with premium primer and topcoat finishes, will ensure long-term durability.
Ease of Maintenance Some manufacturers design their trailers with maintenance points that are fast and easy to access, which is important for minimizing the time and money spent maintaining the unit. For example, cylinders that are mounted parallel to the ground allow technicians to simply remove four bolts and unpin the cylinder for replacement. This takes a matter of minutes, compared to as many as eight hours replacing vertically mounted cylinders. Cylinder replacement varies based on road conditions, load distribution and other factors unique to each trailer and operator. In general, replacing parallel cylinders saves a significant amount of time and effort over the life of the trailer. Even if required cylinder replacement is minimal, over the lifetime of a trailer it demonstrates how ease of maintenance proves itself as a vital variable in the total cost of ownership formula.
3. RESALE VALUE The last thing to keep in mind when considering how much a trailer will cost over its lifetime is how much money it’ll be worth when it comes time to sell. At the time of resale, the decision to buy a trailer with high-quality components really pays off. Often, to know the true quality of a trailer, you can look at the value at auction. In conjunction with a proactive preventative maintenance program, a high-quality trailer from a reputable manufacturer may provide over 30 years of useful life. This longevity results in sought-after resale units that fetch a higher price at auction than lowerquality trailers that are showing their age. It should be considered as part of a comprehensive evaluation of total cost of ownership. CONCLUSION The number on the price tag is important, but it only takes you so far. Heavy-haul trailers travel thousands of miles over their lifetimes — and a lot can happen between A and B. To truly understand total cost of ownership, business owners and operators must have a comprehensive understanding of what their trailer will cost in its lifetime. Considering these postpurchase costs before making a decision will help ensure trailer lifetime costs do not undermine any savings that were enjoyed at the moment of purchase. A well-researched trailer investment can provide fast ROI and reliability that goes on for miles. Troy Geisler is the vice president of sales and marketing for Talbert Manufacturing. He has more than 15 years of experience in trailer sales, including five years with Talbert. Troy earned his bachelor’s degree from Purdue University in West Lafayette, Indiana.
For more information on trailer maintenance visit ForConstructionPros. com/21009557
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JOBSITE INNOVATIONS Carlson EZV10 Highway Class Screed Carlson's EZV10 front-mount highway class screed has the ability of paving as both a fixed width and hydraulic extendable platform. • Robust extension support system enables rigidity and eliminates flexing of the extensions at all widths • Able to build out to 30 feet with high-strength heated bolt-ons • Heavy-duty ½ in. 450 rated Brinell screed plates, tightly fitted adjustable strike-offs and state-of-the-art heating elements ForConstructionPros.com/12087940
The Mini Line Joint Matcher can help contractors stop eyeballing and start controlling joints and material thickness. • Automatic Joint Matcher automatically maintains the desired asphalt depth with precision • For paving machines with hydraulic or electric tow points
Etnyre manufactures hot product tanks built to applicable federal regulations. • Durable jacketing system • Quick opening 2 in. manhole • Large, insulated surge and vent system • 6 in. rear discharge value for complete drainage • Custom design and tank sizes available ForConstructionPros. com/21808895
ForConstructionPros. com/12306990
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LeeBoy 8520B Asphalt Paver The 8520B asphalt paver incorporates enhanced features including an above-deck generator, increased fuel capacity and front adjustable conveyor chains that eliminate the need to lift conveyors to fine-tune tension. • Ultra-efficient material management system with wide slow-moving conveyor system moves material consistently from the truck to the screed • Powered by a 106-hp Kubota turbocharged Tier 4 Final diesel engine ForConstructionPros.com/21108636
Pyramex Premium Winter Workwear Jackets The jackets have the features needed to provide protection from both a safety standpoint and against the elements. • RC7P35 Series waterproof, orange polyester, hi-vis jacket includes an outer parka with quilted lining, heavy-duty zipper front closures with snap storm flaps • RPB36 Series jacket features a lime Teflon-treated water-proof, hi-vis rip stop polyester shell and an outer parka and inner fleece jacket • RPB3511 Series jacket has a waterproof, Teflon-treated black rip-stop polyester shell with 2 in. non-connected silver reflective material ForConstructionPros.com/21821224
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The Super 1700-3i tracked and Super 1703-3i wheeled 8-ft. pavers effectively counteract thermal and mechanical segregation via an optimally designed receiving hopper, ascending conveyors and hydraulic augers • With the ErgoPlus 3 screed console, the front-mounted extending screed can be adjusted infinitely variably and rapidly from 8 ft. to 15 ft. 6 in., or up to 19 ft. 6 in. with hydraulic bolt-on extensions • Extra-large receiving hopper has a capacity of 14.3 tons • High-powered, separate hydraulic drives support laydown rates of up to 770 tph
Etnyre Bituminous Transport Asphalt Tank
Mini Line Automatic Joint Matcher
Vögele Super 17003i and Super 1703-3i Pavers
Dynapac CC1300VI and CC1400VI Asphalt Rollers The double drum and combi versions of CC1300VI & CC1400VI were designed to meet the commercial and highway paving industry’s tough conditions. By keeping the operator in mind, it results in a robust, comfortable and modern machine producing the best compaction result. • 37 kW/50 hp T4f Kubota engine with ECO mode • Features high frequency compaction with the possibility to choose between dual frequencies (3,240/2,940 vpm’s) depending on different conditions and applications. • Dual amplitude (0.02”/0.007”) function is also available as an option for even more flexibility to compact different layer thickness ForConstructionPros. com/21259834
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BOMAG CR 820 Asphalt Paver The CR 820 Series 8 ft. pavers come in rubber or track models with a 10 ton hopper capacity and a 160-hp Tier 4 Final diesel engine. • Stretch 16 hydraulically extendible screed offers 8 to 16 ft. infinitely variable paving widths and a 12 in. maximum paving depth • Quick-connecting extension kits deliver a maximum paving width of 20 ft. • Three-Point suspension floats the paver over subbase irregularities and maintains preset screed slope and grade • Operator station includes dual swing-out seat and consoles with 7-in. multifunction color display
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Cat AP555 Asphalt Paver The Cat ® AP555 Mobil-trac™ asphalt paver is sized right for both urban and rural applications. • Cat C4.4 Engine that meets U.S. EPA Tier 4 Final and EU Stage V emission standards • Tight 90º turning capability enables the paver to rotate and cover tracks on a return paving pass • Mobil-trac ™ undercarriage provides exceptional mobility, outstanding traction and fast travel speeds for enhanced maneuverability around the jobsite • Self-tensioning accumulators, center guide blocks, and rugged internal belt cables help ensure durability • Rubber-coated components help shed asphalt and prevent accumulation • Optimized height and integrated exhaust provide unobstructed visibility around the machine • Dual independent consoles provide operation from either side of the machine for optimal visibility to curbs, edges, and transverse joints • Exclusive Eco-mode and Automatic Engine Speed Control reduce fuel consumption and lower sound levels for better comfort and communication ForConstructionPros.com/21821486
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PRESERVATION UPDATE |
CURT BENNINK, CONTRIBUTING EDITOR
Milling Machine Technology Simplifies Operation Tight tolerances and increased production rates can be achieved while reducing crew demands
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ew milling machine technology allows you to achieve tighter tolerances, maintain high production rates and avoid placing new demands on the milling crew. “The newer generation of grade controls, cutter drum technology and new operating systems have made obtaining higher quality, while also gaining productivity, easier than in the past,” says Tom Chastain, milling product manager, Wirtgen America. The process of setting up the cut and monitoring the machine has also been simplified. “Onboard diagnostics, simple grade control setup and automated calibration procedures drastically reduce the responsibilities of the operator compared to older generations of equipment,” says Kyle Hammon, technical sales manager, Astec. The objective is to maintain quality milling patterns while maximizing production quantities and protecting the machine and crews. This is where the latest technology comes into play. Certain models of newer milling machines have operating systems that allow the operator to choose between milling modes. This allows the operator to control the pattern. “You can tell the machine what cutter drum line spacing you have and what pattern quality you want to achieve,” says Chastain. The settings even drill down to what cutting tools you are using. “The machine calculates this
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information and dictates the machine speed, cutter drum rpm and even water quantity. This allows the operator to maintain their line and convey material while the machine is doing the rest.” LOAD CONTROL MAXIMIZES PRODUCTION To optimize production and surface quality, milling machines must be able to detect the changing loads and react
accordingly. “Engine load control and traction control systems are in place to keep the machine running at a constant pace and prevent sudden changes in work speed that can result in flaws in the milled surface,” says Hammon. “Active load management systems, like Caterpillar’s load control, allow operators to push machines to their max capability without the risk of stalling out the machine,” says Jameson Smieja,
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low idle when stopped and only increase engine speed by as much as needed when certain functions are activated.” Wirtgen has focused on improving operating costs. “The latest version of machines has gone toward being more economical on fuel, water and cutting tool consumption, along with [reduced] noise levels,” says Chastain. “Having operating sysWirtgen tems that can inform the machine of what we are trying to achieve, along with new dual shift transmissions, allows the machine to perform at optimum while also monitoring consumables.”
Onboard diagnostics, simple grade control setup and automated calibration procedures drastically reduce the responsibilities of the operator compared to older generations of equipment. Astec
global sales consultant, Caterpillar. “This can significantly increase the productivity of the machine by taking the guesswork out of how hard the operator can push it.” Caterpillar also offers a cruise control feature. “Cruise control helps operators maintain a consistent pattern throughout an entire project by allowing them to store and resume a targeted milling speed with the press of a single button.”
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Features such as load control can ensure the most efficient use of available engine power. “Most cold planers allow for operators to select what engine and rotor speed they want to cut at. So, in applications where speed is not the top priority or trucks are limited, the operator can select lower engine and rotor speeds to reduce fuel consumption,” Smieja explains. “Other features such as idle control allow the machine to reduce to
TineTaucher/ AdobeStock
CUTTING TOOLS EVOLVE Cutting tool holders and teeth have evolved, as well. “Newer cutting technology allows us to feel more confident in our milling performance and smoothness,” says Chastain. “Newer carbide tooling, and now PCD or diamond cutting tools, allow us to mill for longer periods with less wear. This means we don’t stop as often and we maintain that quality pattern longer. These latest innovations in cutting technology, along with greater machine performance, allow us to achieve quality and material output.” The popularity of diamond cutting bits continues to grow. According to Caterpillar, these bits have been shown to last up to 80 times longer than carbide bits, which significantly reduces downtime.
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PRESERVATION UPDATE
“This is especially true in tough applications where carbide bits must be replaced numerous times throughout the day,” says Smieja. “In addition, diamond bits tend to stay sharp throughout their entire life, which allows machines to produce a consistent milled pattern and maintain higher cutting efficiency, which increases productivity and can provide up to 15% fuel savings.” Rotor design is critical to ensuring the desired results. “Numerous rotor designs are available with varying degrees of cutting tooth spacing to enable operators to achieve the required pattern texture of the final milled surface, while at the same time removing the maximum amount of material possible,” says Smieja.
Wirtgen’s leveling technology adjust height, depth and pitch for extremely accurate results and reduces the operator’s workload. Wirtgen
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www.ForConstructionPros.com/Asphalt
11/22/21 10:28 AM
GRADE CONTROL INCREASES PRODUCTION By hitting the target grade the first time and eliminating rework, milling machines equipped with the latest grade control technologies promise impressive productivity gains that can quickly recoup the cost of the initial investment. “Today’s milling machines can be very accurate and produce smooth profiles thanks to modern grade control systems,” says Smieja. “For example, Cat cold planers come standard with Cat GRADE with Grade and Slope capability, which provides the versatility and flexibility to be set up for any number of applications. Whether the goal is targeted depth removal, milling for improved smoothness or milling to an exact design profile, Cat GRADE can be set up and adjusted to achieve optimal results in nearly every application.” Grade controls have improved to make achieving consistent depths and/or slope easier. “Simplified yet state-of-the-art technology gives the operating crew quick, accurate response while also making their job a little less stressful,” says Chastain. “We are seeing more 3D come into the milling industry,” he adds. “These systems work quite well if the setup is done correctly.”
ASPHALT PLANTS AND
COMPONENTS
www.tarmacinc.com
Active load management systems, like Caterpillar’s ‘load control’ allow operators to push machines to their max capability without the risk of stalling out the machine. This can significantly increase the productivity of the machine by taking the guesswork out of how hard to push the machine.
contact tarmac at 816-220-0700 or info@tarmacinc.com
Caterpillar
www.ForConstructionPros.com/Asphalt
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PRESERVATION UPDATE
Averaging systems utilize sonic senors to average the depth of cut over the length of the machine, or longer. Complex jobs favor 3D grade control. “3D grade control systems allow the machine to mill with a higher level of accuracy compared to standard 2D systems,” says Hammon. “On more complex projects where varying depths and cross slopes are required, 3D systems will make these changes automatically. “The 3D systems do require a digital model created from roadway data collected prior to the milling operation,” he notes. “Building and implementing the digital model into the milling machine requires significantly more work in advance, as well as additional equipment, compared to a traditional 2D operation.” Plus, not every job is a candidate for 3D milling. “While 3D milling provides the best accuracy relative to
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To maximize production and surface quality, milling machines must be able to detect the changing loads on the machine and react accordingly. Astec
a design specification, the technology required to achieve that accuracy requires a significant investment, as well as additional jobsite management that is only warranted for special applications,” says Smieja. “Jobsites with good sightlines, manageable distances and minimal interference with 3D control stations (such as airports) are good candidates to benefit from 3D grade controls, which can help meet tight specifications,” he states. “However, 2D grade controls, with or without stringlines, are still an efficient and effective way to meet numerous milling job specifications today without additional hardware.”
3D SYSTEM CRUSHES ACCURACY Orange Crush LLC is a Chicago-based general contractor that performs a range of projects including asphalt and concrete roadwork and excavation. It paves roadways and subdivisions as well as commercial properties. “We have access to six asphalt plants in the Chicagoland area,” says Sumie Abdishi, general superintendent. “We have five grinding crews and seven grinders (milling machines).”
www.ForConstructionPros.com/Asphalt
11/22/21 10:29 AM
Orange Crush chose to mount a Trimble 3D total control system on its newest Roadtec RX 700 milling machine with the help of SITECH Midway. Though relatively new to 3D milling, the contractor does have extensive 3D paving experience. “We outfitted our pavers first because we were almost made to on the Tollway [projects],” says Abdishi. But he believes the best approach is to start with the milling machines. “I’m a firm believer in going from the ground up. I think you are much better off 3D milling and then just laminating what you have milled.” The 3D total station solution provides tighter control on everything from yield to accuracy. This really proved beneficial on a recent Norfolk Southern rail yard project in Englewood, IL. Orange Crush had to maintain a tight grade and the 3D total station technology eliminated the need to constantly
paint numbers ahead of the mill as well as continually recheck the work. “We still had a guy behind the mill with a rover and there was a little bit of extra cost there, but it was better than having to go back because we missed a grade by two or three tenths,” Abdishi comments. The system’s accuracy has proven spot on. “It gets the grade on the money the first time,” says Abdishi. “You increase your production in that application by 30%, especially when you have a variable depth mill and you are being held to a certain elevation and grade at each location.” The technology does require a substantial investment, but the return can be pretty rapid. Orange Crush estimates it recouped almost half of its technology investment on the Norfolk Southern project alone. “I would say by this time next year, we will have the system paid for,” Abdishi predicts. Wirtgen MILL ASSIST machine control system helps the operator optimize the results of the milling process.
Jobsite setup typically takes Orange Crush about two hours. “You have to figure two hours in the morning the first time you go out to do your measure-up, and for calibration every time you move the machine from one job to another,” says Abdishi. “You have to get the machine there a couple hours ahead of time before you get trucks there.” Operator training was not a difficult challenge for the contractor. “It wasn’t as big a challenge as I thought it was going to be,” Abdishi recalls. “I think it was a bigger learning curve for the paving guys than it was for the grinding crews.” The person in charge of surveying/ machine control guidance is responsible for setting up every job. “He’ll go out and set control on each job and then work with SITECH to measure up the machine the first time,” says Abdishi. Getting this person up to speed was the most vital part of the training. “The actual crews took to it right away.”
RUGGEDLY BUILT TO OUTPERFORM AND OUTLAST ITS COMPETITORS.
Wirtgen
The RC Series Industrial Crusher reduces reclaimed asphalt pavement to any desired output size in a single pass.
Contact us today to find out more! info@hammermills.com | 800.447.4634 www.hammermills.com
www.ForConstructionPros.com/Asphalt
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PRESERVATION UPDATE
The color control panels on the Roadtec (Astec) milling machines are clearly labeled for simple, straightforward operation. Astec
Due to the positive experience, Orange Crush plans to expand its 3D milling capabilities by adding a Trimble system to a recently acquired Wirtgen 220A. “It’s just piece of mind to know that when you have a project, you have something that is going to hold you to that stringent grade control,” says Abdishi. “That is the biggest thing for me.” SIMPLER OPERATION AND SETUP Increased automation and simplified controls mean a crew isn’t constantly having to push buttons, helping to reduce the learning curve. “By making the operating controls and grade controls user friendly, beginner operators take to newer machines easier than they would a 30-year-old machine that took great skills and patience to master,” says Chastain. In addition, manufacturers offer unique features that can ease and speed machine setup. “Sensors integrated into the machine allow for features such as Caterpillar’s ‘return to zero’ and ‘auto cut transition’ to simplify setup,” says Smieja. Return to zero quickly brings the machine back to initial “scratch height” so it’s ready to plunge into the next cut, Smieja explains. Auto cut transition allows operators to program in a predetermined transition in depth and slope over a given distance and the machine automatically creates the desired profile. “Other features such as high-quality cameras with cut edge guidance lines make it easier for the operator to get the machine properly aligned into position at the start of each new cut,” Smieja adds. Minimizing the time spent on setup can add to the bottom line. “Setting up a milling machine to start has become easier with the latest technology,” says Chastain. “The milling crew can set up the machine for operation in just a few minutes.”
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Technology enhances safety, as well. “The most recent features to be implemented to Astec CMS milling machines pertain to safety,” says Hammon. “The rear object detection system is in place to stop the milling machine if a person or larger object is detected behind the machine while in reverse. Once the person is out of the detection zone, the operator can resume the machine’s path in reverse.” Yet, even with these advances, milling remains one of those applications where operator skill is difficult to replace. “I personally feel that milling will always need the human factor,” says Chastain. “Operators can feel when things are going right. They can hear when things are not right. Making operation of these machines safer and easier goes a long way.” KEEPING MILLS ON THE MOVE Preventing downtime keeps a milling project on track. This is where telematics become a game changer. “Telematics are a powerful tool for reducing downtime and collecting performance data in real time,” says Hammon. “Production data, fuel burn and idle time are a few examples of information that can be obtained remotely when using a telematics system.” Astec offers The Guardian Telematics System. “The Guardian Telematics System allows two-way communication
between the machine and the end user or approved service technician,” says Hammon. “This provides an enhanced level of serviceability and data collection on each machine.” When a problem with a milling machine does crop up, it needs to be identified and remedied as quickly as possible. “New milling machines are trying to make not only operation but the diagnostics and troubleshooting of these machines simpler,” says Chastain. “There is nothing worse than having 20 trucks in front of the milling machine, and a paver behind you, and the milling machine goes down.” Wirtgen has developed systems to proactively notify users of potential issues. “These new machines will inform an operator when something isn’t on, isn’t functioning or was simply turned off by mistake,” says Chastain. “This hopefully cuts down on the number of holes [that have been] put in the roads over years past.” Wirtgen has also built redundancy into its milling machines to reduce downtime. “There are built-in backups for those times that we do have a failure so the machine can continue its operation without sacrificing quality or production,” says Chastain.
For more information on milling technology visit ForConstructionPros. com/21415540
www.ForConstructionPros.com/Asphalt
11/22/21 10:32 AM
2
S
KEYNOTE SPEAKERS
High Point University President Dr. Nido Qubein tells his inspiring personal story of leadership.
Best-selling author of Green to Gold Andrew Winston reveals the new path to profit: sustainability.
PLUS: Get the latest on IIJA, industry-specific climate initiatives, environmental product declarations, workforce development, environmental justice, cold central plant recycling, and more.
2022 NAPA ANNUAL MEETING
SC TTSDALE ACON1221_52-61_PreservationCoverStory_JD.indd 59
January 23-26 The Phoenician AsphaltPavement.org/Annual
11/22/21 10:32 AM
Unveiling the BEST Contractors to Work for in Construction There may be no better time than now to be considered a top employer in the construction industry. Currently, the construction companies that are offering a positive workplace environment, good pay, training and opportunities for advancement are the ones that are winning the workforce shortage. The past year presented an enormous challenge for construction companies, and any employer who was able to retain and attract happy employees deserves credit. To recognize those companies, the staff of Equipment Today, Asphalt Contractor, Concrete Contractor, ForConstructionPros.com and Pavement Maintenance & Reconstruction hosted the inaugural Best Contractors to Work For recognition program, where employees were able to nominate their employers for recognition by filling out a survey. To be considered, employers needed to register, and employees filled out surveys about what it’s like to work for their boss. Entry forms and surveys were handled by the Best Companies Group, which analyzed the data and created an insights report based on the results. To be eligible, construction companies must have 15 full- or part-time employees working in the U.S. The company’s primary business activity must be either general building construction, earthmoving, paving, concrete, or specialty and trades, such as underground, utility, electrical, HVAC, demolition and others. Want to be considered for the 2022 Best Contractors to Work For? Please contact Cathy Somers at: CSomers@ACBusinessMedia.com
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★ After a few months of tallying and analysis, the results are in. Here are the 2021 Best Contractors to Work for in Construction: Winners include, in alphabetical order (company name, number of employees, headquarters): A&A Paving Contractors, 19, Roselle, Ill.; Ajax Paving Industries of Florida LLC, 430, North Venice, Fla.;
Falcone Crawl Space & Structural Repair, 43, Charlotte, N.C.; Fessler & Bowman, Inc., 746, Charlotte, N.C.;
Alpha Structural, Inc., 120, Sunland, Calif.;
The Garrett Companies, 130, Greenwood, Ind.;
Builders Asphalt and Builders Paving, 39, Hillside, Ill.;
K&L Industries, 27, Canby, Ore.;
Connolly Brothers Inc., 32, Beverly, Mass.; CSI 3000, Inc., 28, Cicero, Ill.;
Langston Construction Co. of Piedmont, LLC, 85, Piedmont, S.C.;
Dowdle Construction Group, LLC, 31, Nashville, Tenn.;
Mashburn Construction Company, 89, Columbia, S.C.;
McCrory Construction, 87, Columbia, S.C.; MSI General Corporation, 48, Oconomowoc, Wis.; Stronghold Engineering, Inc., 211, Perris, Calif.; United Contractor Services, 54, Kennesaw, Ga.; Vesta Foundation Solutions, 41, Oklahoma City, Okla.; Walsh Construction Co., 229, Portland, Ore.;
Please join us in congratulating these leading employers!
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PRESERVATION UPDATE Trimble PCS900 Paving Control System for Milling Machines Version 2.1 of the PCS900 3D paving control system for milling machines helps contractors mill a smoother and higher quality surface, reduce machine stoppage and minimize rework. • Hot swap functionality in the SPS930 universal total station maintains continuity and accuracy of milling operations without stopping the machine • Can be used on multiple machines and jobsites • Communicates directly with factory-installed 2D systems from most milling machine manufacturers • Requires only one on-machine radio ForConstructionPros. com/10083522
Roadtec Auto Cut Precision Milling Technology Auto Cut allows milling machine operators to easily raise the mill, walk over obstacles, walk back into the cut and resume milling at the same depth, without reprogramming or delay. • Easy to use, intuitive interface can be learned in minutes • Additional HMI switches mounted to the top of the ACE display box • Heavy-duty smart cylinders with independent sensors on each leg provide more precise depth measurements • Data continuously updated and displayed • Currently available on the RX-600e cold planer ForConstructionPros. com/20990543
UPM Cold Mix Permanent Patching Material UNIQUE's UPM Permanent Pavement Repair Material is a cold patch asphalt mix that can be used by municipalities, contractors, utility companies, property owners and business owners to fill potholes and repair roads and utility cuts. • Formulated to be used year round on highways, roads, utility cuts, driveways and more • Available in bulk tons, 2,000-lb. super sacks, 55-gal. drums, 5-gal. pails, 2-gal. pails and 50-lb. bags ForConstructionPros.com/12133433
SealMaster R-1 Chip Spreader
The modular design RM-6 Roto-Mill features a 75-in. cutting width at up to a 13-in. depth. • Cummins QSX 15 Tier 4 Final engine • Touchscreen control system • Large access doors for inspection, adjustment and repairs. • High conveyor capacity means less tooth wear and better productivity • Onboard diagnostics and manuals provide ease of maintenance and reduced downtime
SealMaster's R-1 is a tow-behind aggregate spreader designed for tar and chip operations on roadways. • Distributes aggregate to precise depths with clean cut edges • Open type spiral agitator to convey material to outer ends of hopper • Available in 8-, 9-, 10, 11- and 12-ft. widths • Auger control level • Drive wheels • Hitch height adjustment
•
ForConstructionPros. com/10084762
BOMAG BM1200/35 Cold Mill The BM1200/35 cold milling machine offers a 47.2-in. cutting width and 13-in. maximum cutting depth and features a rear rotor design that optimizes milling performance. • Cutter design with the BMS 15 interchangeable holder system incorporates a single bolt for holder retention and requires a low tightening torque of 75 ft.-lbs. • 349-hp MTU Tier 4 Final diesel engine offers power to efficiently mill asphalt at speeds reaching 105 fpm ForConstructionPros.com/12095029
Wirtgen W 220 Fi and W 250 Fi Large Milling Machines The 801-hp W 220 Fi and 1,010-hp W 250 Fi large milling machines have a maximum milling depth of 14-in., and can serve a wide range of applications from surface course rehabilitation and fine milling work to complete removal of the surface. • The Mill Assist standard assistance system automatically controls the two-speed Dual Shift powershift transmission when in automatic mode • Wirtgen Performance Tracker (WPT) calculates precise surface milling performance, milling volume and consumption values ForConstructionPros.com/21108870
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Th PM lb m de pa •
•
CMI RM-6 RotoMill Cold Planer
ForConstructionPros. com/20991198
a P
www.ForConstructionPros.com/Asphalt
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•
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The 73,260-lb. PM620 and 74,580lb. PM622 half-lane milling machine perform controlled fulldepth removal of asphalt and concrete pavements in a single pass. • 79- (PM620) and 88-in.-wide (PM622) high-production rotors provide a 13-in. max cutting depth • Three keypad-controlled cutting speeds match rotor rpm torque • Operator's station includes dual operating controls including joystick steering/propel lever, upper conveyor controls and rear track steering controls • 630-gross-hp C18 ACERT turbocharged, six-cylinder diesel engine meets Tier 4 Final standards ForConstructionPros. com/12186872
Rayner PavementSaver III The features of the PavementSaver III include a Control Area Network and an Autonomous Rate Control System. • 49HP Turbocharged diesel engine tier 4 final compliant • Heavy duty squeegee assembly with hydraulic directional control • Variable speed direct drive hydraulic agitated mixer • Intuitive joystick controls • Full three-wheel drive system • Spray bar starts at 8-ft and can extend to 12-ft • Pressure sensing technology keeps application rate consistent ForConstructionPros.com/12301959
Etnyre Crack Sealer 250/400 Gallon The speed of the heating and circulation systems on the ECS250/400 results in less crew idle time, higher production and lower cost per shift on every crack sealing job. • Operator console is centrally located and monitors operating status, material temperature, engine controls and custom set points • Two 21-in. x 36-in. loading doors • Closed loop, flow controlled, hot oil system that is on a closed loop • 45-60 minutes heating time to circulate • Flush-free system ForConstructionPros.com/21808894
CLASSIFIEDS
or
e
e,
s,
Caterpillar PM620 and PM622 Cold Planers
www.ForConstructionPros.com/Asphalt
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CLASSIFIEDS
Ad
ALM
Asp
Aste
Best
Bom
Carg
Clar E.T.
Eage
Elem
Fast
Gen
LeeB
Mee
Min
NAP
Peg
Rain
Relia
Schu
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www.ForConstructionPros.com/Asphalt
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t
CLASSIFIEDS ASPHALT PLANTS
Contact Tadashi Soma Print and Digital Advertising
· CMI 400 tph portable drum mix plant · Astec 350 tph stationary Double Barrel Drum Plant with 4 silos · Astec 250 tph portable Six Pack Drum Mix Plant · Barber Greene 350 tph portable drum mix plant · 350 tph counterflow drum mix plant · Gencor 7’X40’ counterflow plant · CMI 200 tph portable drum mix plant · Adm 100 tph stationary plant with silo & RAP · ADM 110 tph portable drum plant · Cedarapids 350 tph counterflow drum and baghouse · 150 TPH Stationary drum mix plant · 100 TPH Sand drying plant · Astec control house with Astec PM ll controls · 80,000 CFM Stationary Baghouse
920-542-1267
tsoma@ACBusinessMedia.com
PUMP PACKING
· Astec 6’X33’ Double Barrel drum only · Gencor 500 tph 38” X 102’ slat conveyor · Barber Greene 10,000# Asphalt Batch Plant · Gencor 88” X 32’ aggregate dryer with Hauck burner · Astec 400 tph Double Barrel only · Astec 75 ton self-erect silo · ADM 42,000 CFM portable baghouse · Terex 95 ton self-erect silo & slat conveyor · Astec pugmill coater · Dillman mixing drum · 15,000 gallon asphalt tank with hot oil heater
Please Call For Complete Inventory
Stop your pumps from leaking!
Plant for sale? Call Clancy! Serving the Asphalt Industry for 50 years
Pre-cut packing sets proven within the Asphalt Industry. Viking®, Roper, Rotan, etc. Call Scott at 1-800-231-4209 www.rainsflo.com
E.T. CLANCY COMPANY 219-879-8231 • 800-348-8553 Email: sales@etclancy.com • www.etclancy.com
Index Advertiser Index
PAGE
Advertiser Index
PAGE
ALMix
9
SealMaster
17
Asphalt Drum Mixers Inc. (ADM)
12-13
Systems Equipment
7, 49
Astec Inc.
34-35, 67, 68
Tarmac International, Inc.
55
Best Contractors to Work For
60-61
TransTech Systems, Inc.
37
Bomag Americas
29
Weiler Products
27
Cargill Inc.
2
Wirtgen America Inc.
25
Clarence Richard Company
63
E.T. Clancy Co. Inc.
65
Eager Beaver General Engines
43
Element Six - De Beers Group
51
Fast Measure
63
Gencor Industries Inc.
3, 5, 31
LeeBoy, Inc.
21
Meeker Equipment Co. Inc.
41
Minds, Inc.
33
NAPA
59
Pegasus Vans & Trailers, Inc.
47
Rains-Flo Manufacturing
65
Reliable Asphalt Products
64
Schutte Hammermill
57
www.ForConstructionPros.com/Asphalt
ACON1221_64-65_Classifieds.indd 65
Get fast, relevant product information in the Buyers Guide at
ForConstructionPros.com DECEMBER 2021 ASPHALT CONTRACTOR
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THE LAST EXIT |
JESSICA LOMBARDO, EDITOR-IN-CHIEF Janis Abolins/AdobeStock
Finding the NEW Construction Workforce Many in the industry are working hard to pave the way for the next generation of workers. Raised on Blacktop/ Facebook
There isn’t a shortage of workers, there’s a shortage of people willing to accept the working conditions that today’s economy often demands
A
s President Biden signed the bipartisan infrastructure bill, the construction industry continued their struggle to find workers for the 300,000 unfilled job we had as of July 2021. The Biden Administration estimates that when the $1.2 trillion plan is enacted, the legislation will create up to two million new jobs per year for a decade. Many, if not most, of those new jobs would be in the construction industry. These newly created jobs are going to be a problem for an industry, and a country, already struggling with their workforce issues. The labor shortage in the construction industry was an issue long before COVID-19. However, as millions of Americans who were working before the pandemic are still out of work, the shortage of workers across the country is an escalating issue for many different industries.
Thanks to pandemic stimulus programs during both the Trump and Biden administrations, many families have received multiple checks from the federal government over the past 18 months. Americans have money in their pockets and currently may not need to work, or can be selective with the type of work they do decide upon. At some point, these people will need to return to the workforce. As an industry we need to work to find ways to bring them to a career in construction. ATTRACTING THE WORKERS Finding workers in places different than where we have found them in the past will be key. How these workers look will also need to be different. Based on the latest statistics from the Bureau of Labor Statistics, 30.7% of construction professionals are Hispanic or Latino, while 6.2% are African American, and only 2% are Asian. Roughly 10% of construction professionals are women. Many contractors are actively trying to recruit more women and people of color, but it is a slow process, often hamstrung by negative perceptions of the industry. This is where education will be key to attracting our future workforce. Without changing anything we're doing today, we can show potential employees the lucrative careers these jobs can provide. Solid careers with promising, sky-is-the-limit futures for smart,
hardworking professionals are available right now, no costly college degree required. THE FUTURE OF CONSTRUCTION CAREERS We have entered a new era of tight labor markets. With more Americans choosing not to work — including aging baby boomers — companies may need to consider increasing pay and improving working conditions to attract employees. As the existing workforce exits the industry and new technological innovation changes how projects are imagined and built, the industry has a unique opportunity to attract a new type of worker who may never have given construction a second thought. While today's emerging workforce likely has the technical aptitude for a job in construction, most have not considered it as career, perhaps because they're not aware of the orientation toward technology. Changing construction's perception is an industry-wide issue that needs to be solved from a multitude of angles, starting by exposing students to the technology that's driving the industry forward. While the trades have evolved and modernized exponentially over the past few years, public perception of them has not. Hopefully, this major investment in infrastructure by the Biden administration will help shine an additional light on the industry, but it's up to all of us to spread the word in both professional and personal interactions that the trades are a smart and viable option. The future success of our industry depends on it.
For more information on workforce development, visit ForConstructionPros. com/21135523
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BUILT TO CONNECT
e
Efficiency and Productivity Designed with safety and operator comfort in mind, the Shuttle Buggy® SB-3000 material transfer vehicle features adaptive cruise control, bright LED lighting, four-wheel steering for easy transport and groundlevel maintenance access for added convenience. Operators can rely on clear sightlines and the ground operator is safely protected inside the structure of the machine. The Roadtec SB-3000 is the perfect blend of traditional craftsmanship and modern technology.
astecindustries.com
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BUILT TO CONNECT
Connection is at the heart of everything we do The primary use for asphalt is creating pavement for building the roads that connect goods and services to their markets, people to their communities and families to each other. ASTEC asphalt plants are essential to building and maintaining these vital connections. That’s what drives us to design, manufacture, and sell innovative, efficient, and reliable equipment. And that’s what inspires us to connect to our customers through knowledgeable sales, receptive engineering and responsive parts and service.
astecindustries.com/asphalt
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