THE OFFICIAL MAGAZINE OF NATIONAL PAVEMENT EXPO
Installation Tips for Long-lasting Cracksealing
MAINTENANCE & RECONSTRUCTION AUGUST/SEPTEMBER 2018
NAPSA, ASCA Work to Deter Frivolous Lawsuits How to Sealcoat
ON A HILL
PAVING FLEXIBILITY Overcoming Challenges on “Sustainable” Lot ■ Growing by Making Market Adjustments ■ Moving from Seller to Self-performer ■ Relying on Versatile Small Commercial Pavers ■
› › › www.ForConstructionPros.com/Pavement
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10
Easy-to-follow Rules for Contraction Joints in Concrete
8
“KNOWS” to Guide NEW LEADERS
6
Tips for Construction Start-ups 8/1/18 2:21 PM
# 1844
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What’s Inside
August/September 2018
PAVEMENT FEATURES 14
NAPSA to Aid ASCA on D.C. Fly-in to Support “Frivolous Lawsuit” Bill
26 Paving Utility Cuts,
Sweeper support vital to Senate passage.
18
Why It’s Important to Know Your Market
How Carolina Paving of Hickory adapted to market changes over 50 years.
21
Paving an Awardwinning Sustainable Parking Lot
30 Rules for Designing
Brannan Sand & Gravel paves award-winning Denver Airport job.
Paths and Parking Lots
Aspen Paving and Rivers Construction rely on versatile small commercial paver.
42 A Hill of a Job
45 Improve Work Zone
Safety with Proper Traffic Control Plans
Contraction Joints in Concrete
ClearChoice Sealing & Striping cuts work time by rethinking jobsite logistics.
Safety does not happen by accident – it requires planning and attention by everyone on the jobsite.
48 Contractors’ Choice:
Trailers
Maintenance tips to keep your heavy-haul trailers on the road.
To minimize random cracking in slabs-on-ground, follow these simple rules.
ON THE COVER Weston Bollinger of Carolina Paving of Hickory, Hickory, NC, maneuvers the company’s LeeBoy 8520 paver, which is designed for the heavy commercial market. The 8520 offers a choice of high- or low-deck configuration, has a sliding operator control station and features dual electronic steering. The 8520 has electric screed heat, a 9-ton capacity hopper and paves to widths of up to 15 feet. Photo courtesy VT LeeBoy Inc., Lincolnton, NC. Vol. 32, No. 6 August/September 2018
Published and copyrighted 2018 by AC Business Media Inc. 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.
PAVEMENT
Subscription policy: Individual subscriptions are available without charge in the U.S. only to pavement maintenance contractors, producers and government employees involved in paving or pavement maintenance; dealers, and distributors of pavement maintenance equipment or materials; and others with similar business activities. Complete the subscription form at www. forconstructionpros.com or use your company letterhead giving all the information requested. Publisher reserves the right to reject nonqualified subscribers. One year subscriptions for nonqualified individuals: $35.00 U.S.A., $60.00 Canada and Mexico, and $85.00 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). Pavement Maintenance & Reconstruction (ISSN 1098-5875), is published eight times per year: January, February, March/April, May, June/July, August/ September, October/November, December by AC Business Media Inc., 201 N. Main St., Fort Atkinson, WI 53538. Periodicals postage paid at Fort Atkinson, WI and additional entry offices. POSTMASTER: Please send change of address to Pavement, PO Box 3605, Northbrook, IL 60065-3605. Printed in the USA. Canada Post PM40612608. Return Undeliverable Canadian Addresses to: Pavement Maintenance & Reconstruction, PO Box 25542, London, ON N6C 6B2. PAVEMENT MAINTENANCE & RECONSTRUCTION is proudly supported by these associations:
www.ForConstructionPros.com/Pavement • PAVEMENT • August/September 2018 3
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What’s Inside August/September 2018 DEPARTMENTS 6
Editorial
8
Hot Mix
Attention: Sweepers in Warm Weather States!
The Latest News in the Industry
10 Just In Select New Products and Upgrades 12 NPE Buzz 2019 Conference Offers 12 In-depth Sessions.
33 Pavement
Profit Center
50 Classified
Ads
8
57 On the Job Installation Tips for Long-lasting Cracksealing. 58 From the Owner’s Desk Why You Need to Read Your Online Reviews. 59 Your Business Matters 6 Tips for Starting a Construction Business.
58
60 NAPSA Report Sadly, Too Familiar. 60 WSA Update Consider Hiring Former Employees. 62 PCTC Dispatch More Sealcoating Answers. 62 Technology Update Working to Incorporate Plastic Waste into Asphalt Pavement Mixtures. 64 Contractor Snapshot How Michigan Asphalt Paving & Sealcoating Moved from Seller to Self-performer. 65 Index 66 Tailgate Talk 8 “Knows” to Guide New Contractor Leaders.
62
68 64
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4 August/September 2018 • PAVEMENT • www.ForConstructionPros.com/Pavement
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Editorial
Allan Heydorn, Editor
Attention: Sweepers in Warm Weather States! SOME THINGS ARE – as Pete Phillips, president of Clean Sweep Inc. and current president of the North American Power Sweeping Association (NAPSA) puts it – “a slam dunk.” The upcoming fly-in Sept. 4-5 in Washington D.C. to convince senators to vote for the Lawsuit Abuse Reduction Act (Senate Bill 237) is a perfect example (see article page 14). The Act has been written and shepherded through Congress by the National Federation of Independent Business (NFIB) with strong support from the Accredited Snow Contractors Association (ASCA) and Kevin Gilbride, ASCA’s executive director. They’ve been at it for more than two years and they got the bill passed in the House of Representatives. All that’s standing in the way of the President’s signature is passage in the Senate. To make sure that happens ASCA needs the support of NAPSA’s members – and frankly of all sweepers – so here’s hoping sweepers step up. The Lawsuit Abuse Reduction Act is aimed at reducing the number of frivolous lawsuits, certainly one of the biggest problems contractors face. Spend even a few minutes talking with most sweeping contractors and you’ll probably hear a tale of an unwarranted lawsuit they got dragged into – and which had an unsatisfactory outcome. Under current law there’s
no incentive for attorneys not to file a case to make a few easy bucks, but the Lawsuit Abuse Reduction Act would make them think twice. That’s because the Lawsuit Abuse Reduction Act would require judges to sanction attorneys and their plaintiffs who file lawsuits that are found to be frivolous (currently sanctions are at the judge’s discretion) and it would require attorneys to do research before filing a case (currently they can file within 21 days of the event without any research at all). Passage in the Senate and a likely signature from the President would certainly reduce the number of frivolous lawsuits, and that would probably have a positive impact on your rising insurance rates and your bottom line (and your peace of mind). A slam dunk for sure. But ASCA needs the support of NAPSA and the sweeping industry to get this bill passed. More specifically, ASCA needs the support of sweeping contractors in warm weather states where snow removal isn’t an issue. These sweepers need to step up with their stories of frivolous lawsuits and the impact those lawsuits had on their business to demonstrate to senators that this problem is about more than just snow removal; it’s about any unwarranted lawsuits that insurance companies settle just to make them go away or to avoid
Enter for 2019 Pavement Awards! Are you documenting your best or most-challenging work so you can enter it into the 2019 Pavement Awards? Presented by Pavement Maintenance & Reconstruction, the awards provide industry-wide recognition for: • Seal & Stripe: Small Job • Seal & Stripe: Large Job • Paving: Non-Parking Lot • Paving: Parking Lot • Good Neighbor Award (charitable efforts) • Best Marketing Video • Best of the Web • Cutting-Edge Sweeper All entries must be made online at ForConstructionPros.com/ PavementAwards and require only a brief description of the job and its challenges and two high-resolution photos. So keep the 2019 Pavement Awards in mind. Note particularly good work and tough challenges, take photos – and enter! Deadline is November 1 but you don’t have to wait... And you can enter in multiple categories – but note: Entries are limited to one job per company per category. Award winners will be announced at the 2019 National Pavement Expo, Feb. 27-March 2, 2019 in Nashville, TN, and in the February 2019 issue of Pavement.
more costly litigation. And to convince senators outside the Snow Belt to support the bill ASCA needs to provide examples of how contractors in non-snow states have the same problem. So if you’re a NAPSA member, especially if you’re a NAPSA member in a warm weather state, mark your calendar, buy your plane ticket and make your hotel reservation. If you’re a sweeper and not a NAPSA member, mark your calendar as well and get in touch with either NAPSA (info@ powersweeping.org) or ASCA (kgilbride@ascaonline.org; phone 216-393-0303). Or you can simply register for the flyin at https://www.regonline.
com/registration/Checkin. aspx?EventID=2209127. Sweepers don’t want to be looking back at 2018 wishing they’d taken the time to visit D.C. to make their case. ASCA has essentially done all the work and laid the groundwork for legislation that will benefit virtually all contractors. As Pete Phillips said, “I can’t think of anything more important to the sweeping industry at this time. It’s time for NAPSA members to flex their muscle.” We couldn’t agree more.
6 August/September 2018 • PAVEMENT • www.ForConstructionPros.com/Pavement
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Hot Mix
Crafco Adds STAR Licensing to Oklahoma location Crafco Inc., Chandler, AZ, and its Paving Maintenance Supply Division have entered into an additional technology licensing agreement with STAR Inc., Columbus, OH, to utilize STAR’s sealcoat technology at Crafco’s plant in Edmond, OK. “Crafco is very excited about adding our Edmond plant to the STAR family of sealcoat facilities,” said Don Brooks, president of Crafco. “We are looking forward to working with all other STAR companies to grow the STAR brand name in the marketplace.” The Edmond plant – which serves Oklahoma, south central and western Kansas, and northern Texas – also operates a fullservice store for pavement professionals. In addition to the Edmond plant, Crafco’s Evansville, IN, location has also been operating under STAR’s technology and license support since 2013. Crafco will now be able to supply STAR sealcoat products from its nine locations in Oklahoma, Texas, Kansas, Missouri, Indiana, and Tennessee, as well as bulk sealcoat customers in those regions. “I welcome your Edmond plant as the newest member of our STAR family, said Girish Dubey, STAR president. “I am sure that our association will be mutually rewarding and help forge ahead our prestigious position in the industry.”
Under a new licensing agreement, Crafco’s Paving Maintenance Supply Division now offers STAR Inc. sealcoating products at the Edmond, OK, location.
Sweeping Corp. of America Acquires 2 Companies Sweeping Corporation of America (SCA), Cleveland, OH, has acquired USA Services of Florida Inc., Longwood, FL, and Hy-Tech Property Services Inc., Midlothian, VA. Christopher Valerian, SCA president and CEO, said that with these transactions SCA now has 835 employees in 34 locations throughout the eastern-half of the United States. “These transactions continue our strategy of contiguous growth by acquiring well-established, best-in-class businesses,” Valerian said. “USA and Hy-Tech have been leaders in their respective markets for over 30 years and we look forward to continuing their traditions of excellence.” Founded in 1989 as a family-owned business, USA Services of Florida has grown into one of the largest street sweeping providers in the southeast United States sweeping over 400,000 miles of roads annually. USA Services of Florida’s owners Michael Latanza, Carmine Latanza and Eric Seidelman will
continue with SCA as shareholders. Michael Latanza joins SCA’s senior management team as regional vice president and will continue to run the Florida operations. “This combination allows us to continue our growth while providing greater resources to our employees and customers. SCA’s field-driven approach matches well with USA’s culture,” Michael Latanza said. Hy-Tech, Richmond, VA, was founded in 1985 by Marc Chimento with one converted sweeper truck. Today Hy-Tech Property Services serves hundreds of properties, performs highway sweeping for state DOTs and provides municipal sweeping throughout the eastern seaboard from Washington D.C. to Charleston, SC. Jarrett Turner, managing partner of Soundcore Capital Partners, said SCA has completed nine acquisitions during the past year and plans to continue its growth in both existing and new markets. Included in the two most recent
acquisitions are seven locations in Florida (Orlando, Tampa, Jacksonville, Daytona Beach, Cocoa, Fort Myers and Tavares), as well as locations in Richmond, Lorton (Metro DC) and Yorktown Virginia, Raleigh and Wilmington North Carolina, Charleston South Carolina. “These additions will allow SCA to better serve their customers across a broader geography,” Turner said. For more information on SCA, visit www.sweepingcorp.com.
Industry Appointments At Bergkamp Inc., Salina, KS, Stacy Johnson and Dale Sisneros are territory managers for the Government Business Unit.... At Volvo Construction Equipment, Stephanie McCall is vice president key accounts.
8 August/September 2018 • PAVEMENT • www.ForConstructionPros.com/Pavement
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Just In
Get fast, relevant product information in the Buyers Guide at ForConstructionPros.com 1
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Exact Path Drop Spreader Boss Snowplow The Exact Path drop spreader precisely drops deicing material while protecting surrounding landscaping. •• Available in 2.5- and 6-cu.-ft. capacities •• Three mounting options to fit UTVs, compact/sidewalk vehicles and tractors •• Stainless steel hopper and frame with polyethylene cover •• Top screen with bag splitter to open bags and filter deicing material •• Exclusive 8-position adjustable feed gate lever to adjust material flow •• Variable speed control standard
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EZR208 Screed Carlson Paving Products The EZR208 screed brings the EZR2 platform to the 8-ft. market. •• Standard paving width of 8-ft. to 15-ft.6-in. and weighing 7,800 lbs. •• Class-leading 20-in. deep, single-piece screed plates •• Screed plates are paired with state-of-the-art heating elements held in place by full length hold downs, providing even, efficient heat transfer to the upper surface of the plate •• Extension support system provides unequalled strength even at 22-ft. with bolt-ons ForConstructionPros.om/20987452
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10 August/September 2018 • PAVEMENT • www.ForConstructionPros.com/Pavement
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Engineered for the demands of the commercial paving market. • • • • • •
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NPE Buzz Allan Heydorn, Editor
NPE 2019 to offer 12 In-depth Sessions Workshops and “boot camp” offer greater focus on issues NATIONAL PAVEMENT EXPO 2019, which will be held Feb. 27- March 2 in Nashville, TN, will offer 54 conference sessions including 37 sessions that are new to NPE; 42 of the sessions are 90 minutes long while a dozen sessions offer a more in-depth look at various topics. The conference, which along with exhibits will be held at the downtown Music City Center, include 30 management-focused sessions designed to cut across all pavement maintenance businesses and 24 technical sessions specific to industry segments. As in the past NPE will offer a day-long “boot camp” by Brad Humphrey, Pinnacle Development Group. The 2019 boot camp, which will be presented on Jan. 26, the day before NPE officially begins, will focus on what Humphrey terms “’No Excuse’ Leadership.” He’ll cover topics including how to “strengthen your personal influence to improve employee performance, upgrade workplace efficiencies – and help your company ‘win’ your market.” NPE’s conference also offers 11 in-depth three-hour workshops, seven of which are new to NPE. Those new workshop
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sessions are: • Secrets – and Impact – of Successful Job Costing, presented by Guy Gruenberg, Grow Consulting; • Developing a Business Success “Road Map”: How to Design and Achieve Your Plan for 2019 – and Beyond!, also presented by Gruenberg • Sales Success through Organizational Support and Improved Personnel Sales Skills, presented by Jeff Stokes, Next Level Contractor System, and Brian Hess, Top Contractor School LLC • “Field Execution” for Crew & Project Leaders, by Humphrey • Coaching the Emerging Leader, also by Humphrey. • Your Business: Run it Like it Was “For Sale,” presented by Ken LaCroix, TrackPoint Business Advisors • Confronting 2019’s Critical Issues: Strategies and Tactics for Getting Work, Retaining Employees – and Keeping Profits, by Gruenberg and Humphrey For details or to register visit www.nationalpavementexpo. com. Registration is expected to be live in September.
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12 August/September 2018 • PAVEMENT • www.ForConstructionPros.com/Pavement
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Sweeping Allan Heydorn, Editor
NAPSA to Aid ASCA on
D.C. FLY-IN to Support “Frivolous Lawsuit” Bill
Sweeper support vital to Senate passage A “FLY-IN” to help convince senators to support federal legislation that would protect contractors from frivolous lawsuits has been scheduled for Sept. 4 in Washington D.C., and the organization sponsoring the bill is encouraging sweeping contractors to participate to help get the bill passed. Kevin Gilbride, executive director of the Accredited Snow Contractors Association (ASCA), which has been one of the most prominent small business associations supporting the bill, said the National Federation of Independent Business (NFIB) originated the legislation and the NFIB’s lobbying team got the bill introduced in the House and the Senate. “But Congress needs to hear from all the small businesses impacted by this legislation, which is why ASCA has been one of the loudest voices supporting it,” he said.
It’s also why – as a crucial part of their strategy to persuade senators to vote for the bill – ASCA invited members of the North American Power Sweeping Association (NAPSA) to participate in the fly-in. “NAPSA members find themselves in the same situations as ASCA members – they’re getting dragged into frivolous lawsuits that result in payments to the claimant, increased insurance rates and often loss of insurance,” Gilbride says. “We invited NAPSA because they are in a similar situation to our members and because they bring something to the table that we don’t have,” Gilbride says. “It only snows in the North and having NAPSA involved enhances our ability to reach senators outside of the northern United States.” Pete Phillips, NAPSA president and president of Clean Sweep Inc., Chattanooga, TN, said a number of NAPSA members have already indicated they will participate in the fly-in, and NAPSA will hold a board meeting while in Washington to encourage more support.
“We need everyone to come out if they have a story and tell it,” Phillips said. “We especially need support from the warmer Sun Belt states because this is not just a problem for snow contractors and it’s not just a problem for sweeping contractors. It’s a problem for any business that’s been faced with a frivolous lawsuit. “You might not have this problem in your state but you’re still paying the premiums for those who do, so we need to come up and flex our muscle.” Phillips said.
Aim is to Reduce Frivolous Lawsuits The fly-in is in support of the Lawsuit Abuse Reduction Act (Senate Bill 237), which is aimed at reducing frivolous lawsuits – such as unwarranted slip-andfall cases. “Often insurance companies are willing to settle those kinds of cases to avoid costly litigation,” Gilbride said. “When that happens it usually results in increased insurance premiums for the contractor involved and often
14 August/September 2018 • PAVEMENT • www.ForConstructionPros.com/Pavement
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termination of the contractor’s insurance policy.” Gilbride cites a particularly egregious example – all captured on security video – of a woman parking her car in a parking lot, walking up to an ATM, withdrawing some money, then walking back to her car. She sits in her car for almost five minutes then makes a phone call claiming that she slipped and fell. “She didn’t and it’s all on video but the insurance company settled, then cancelled the contractor’s insurance policy two days before a huge snowstorm was expected – and the contractor had a fleet of snow removal operators to insure,” Gilbride said. “The policy he got before the storm cost him a 100% increase in his premium.” Gilbride said many snow removal and sweeping contractors have had similar experiences, and that Senate Bill 237 would make filing such lawsuits more difficult. He said the bill would change two aspects of Rule 11 of the Federal Rule of Civil Procedure: It would make sanctions mandatory on attorneys filing frivolous lawsuits and it would eliminate the 21-day “safe harbor clause.” “Under Rule 11 it’s up to the judge’s discretion whether to file sanctions and force attorneys and the people they represent to pay a fee for filing what is determined to be a frivolous lawsuit,” Gilbride said. “Usually judges don’t require that fee because they know the attorneys, will be working with them again in the future, and because they’re all friends. The Law Abuse Reduction Act would change the word ‘discretionary’ to ‘mandatory,’ forcing judges to impose sanctions.” Gilbride says that if the bill is passed he doesn’t expect judges to suddenly start placing large sanctions on attorneys. “But we do expect that fewer people will file a false claim because they will have to pay damages if the claim is found to be frivolous,” he says. Gilbride says the bill also removes the 21-day safe harbor clause, which essentially allows attorneys to file a claim for any reason within 21 days – without doing any research into the claim.
“Removal of the 21-day safe harbor clause would force attorneys to do some research before filing the case,” Gilbride says. “It would require them to do research ahead of time, then only file the lawsuit if their research determines it’s justified.” Gilbride said that under current law there’s no incentive for attorneys not to file a case. “But the prospect of financial sanctions combined with the requirement they look into the claim before filing should be a significant deterrent to frivolous lawsuits,” he said.
Lobbying Efforts Crucial Gilbride said the Act has already passed the House of Representatives and needs Senate passage before it’s sent to the President for his signature. ASCA has been working to pass the Lawsuit Abuse Reduction Act for more than two years, and Gilbride said this fly-in push is crucial to getting the legislation enacted. He said that because of the mid-term elections in November it’s essential ASCA and NAPSA make this effort to get this bill passed in the Senate before the
Colorado Passes Law to Protect Snow Contractors Colorado became the second state to protect snow contractors from unfair contract language and slip-and-fall claims on June 4 when Governor John Hickenlooper signed Senate Bill 18-062 into law. The legislation, a model law drafted with the help of the Accredited Snow Contractors Association (ASCA), specifically addresses hold-harmless agreements and indemnification language in snow and ice management contracts. It also disallows a property owner from passing on their liability to the snow and ice management company. Illinois legislators passed a similar ASCA-supported bill in their state in August 2016. “Unfortunately, this scenario happens all too often in our industry where a property owner insists on contract language that passes on any and all incidents, accidents and injuries related to snow and ice management to the contractor,” says Kevin Gilbride, ASCA executive director. “For example, the scope of work dictates the contractor may not commence plowing until there are two inches of accumulation on the pavement, and the property owner reserves the right to dictate when to apply salt. As a professional snow and ice management contractor, if you sign an agreement like this, then you are liable for any slip-fall incident on the property, even if there is only an inch on the ground and the property owner has not yet instructed you to salt.” ASCA, a trade association to advance the professional snow and ice management industry and advocate for North American snow and ice management companies to those outside the industry, fought for this legislation before the Colorado General Assembly, getting a bill introduced a year ago. Early this year, the bill began to move through the legislature. Gilbride, along with a group of Colorado snow and ice management contractors, testified before both the Colorado Senate and at House Committee hearings in support of the legislation. “This truly was a group effort on the part of a number of Colorado snow contractors who dedicated their time and resources over recent months for the successful adoption of this legislation,” Gilbride says. “I’d be remised if I didn’t recognize Kim Jewell, Snow Management Services, who led the charge on the ground in Colorado; as well as Shanae Dix, CAM Services; Chad Lunde, Martinson Services; and Matt Harmon, Denver Commercial Property Services (DCPS); all who testified to get this bill passed.” The ASCA tentatively plans to hold a seminar in Colorado on Aug. 28th for Colorado snow and ice management contractors on what this legislation means to them and how they can most effectively operate under the new law. The seminar will be held in partnership with the Associated Landscape Contractors of Colorado, who was also a champion for this bill. For details visit www.ascaonline.org.
www.ForConstructionPros.com/Pavement • PAVEMENT • August/September 2018 15
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Sweeping Culture
end of the year. “There will be new members of the House and the Senate after the elections and if we don’t get this done this year we’ll have to start all over again with the House,” Gilbride said. “So this is a very important visit we’ll be making.”
“This is something that should be a bipartisan issue but this is particularly a very good Congress to put this in front of,” Phillips said. “Going to Capitol Hill and meeting with aides and senators is very, very important,” Gilbride said. “This is our
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fifth visit to Washington and our other visits helped get this bill passed through the House. There’s no question about that. Our job is to educate the senators on the impact this bill would have on businesses. “It will make a significant impact in support of the bill when senators meet with business owners from Texas and Tennessee and other states where we don’t have members – where it doesn’t snow,” he said. “That makes our case much more important and impactful.” Fly-in events will begin mid-afternoon on Sept. 4 when ASCA will bring all ASCA and NAPSA participants together for a training session. “NAPSA contractors need to come and learn and they need to be prepared to tell stories of the frivolous lawsuits they’ve experienced in their business and the impact those frivolous lawsuits have had on their business,” Gilbride said. “The idea is to get everyone up to speed on how the meetings will go and things they should be prepared to say.” On Sept. 5 groups comprised of ASCA and NAPSA members will be led by an ASCA member and will begin meeting with senators or their aides. Gilbride said he expects to have seven groups of NAPSA and ASCA members visiting Senate offices. Meetings will be every hour on the half hour from 9:00 a.m. to 3:00 p.m. and depending on the length of the meetings they expect to meet with more than 75 senators or their aides and they hope to meet will all 100 senators. “Due to his lobbying efforts Kevin has got us in front of these guys. All we’ve got to do now is participate,” Phillips said. “It seems like a slam dunk. I can’t think of anything more important to the sweeping industry at this time.” For more information on how to participate in the fly-in contact NAPSA (info@powersweeping.org) or ASCA (kgilbride@ascaonline.org; phone 216393-0303). Or register for the fly-in at https://www.regonline.com/registration/ Checkin.
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Paving
Allan Heydorn, Editor
Why It’s Important to
KNOW YOUR MARKET How Carolina Paving of Hickory adapted to market changes over 50 years UNDERSTANDING YOUR market and where your company fits into it can be the difference between a struggling company that might not last and a successful business that lasts decades. In the case of Carolina Paving of Hickory, started with one truck and one tractor as Carolina Landscaping in 1964, ownership has paid close attention to the market and adapted its focus and services as the market changed. Today the 10-person company, headquartered in Hickory, NC, is a paving-only operation, with such a great reputation that the only advertising it needs is word of mouth. “We’ve been around long enough to have a lot of repeat customers, too. We like to think that speaks to the kind of work we do,” says Dane Huffman, vicepresident, whose father, Eddie, started the landscaping business. Today 70% of Carolina Paving’s work is commercial paving, 20% is municipal and 10% is residential driveways. The company also chip seals on roads, primarily as an interlayer to reduce reflective cracking before an overlay is placed. “Anything asphalt related we can do,” Huffman says.
Quality Workmanship Carolina Paving works in what Huffman terms “a pretty competitive market,” so the company hangs its hat and its reputation on its workmanship. “We don’t do hardly any marketing at all,” Huffman says. “It’s pretty much all word of mouth.” “Having been around since 1964 our owners are well-known and well-liked and all that goes hand-in-hand with the quality work we do,” says Jim Taylor, an
Carolina Paving of Hickory survived the recession because even though it was tight, and jobs were fewer, they didn’t have a cash flow problem. “Our overhead was low and we weren’t carrying much equipment debt. So the recession didn’t hurt us too bad,” Dane Huffman says.
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estimator who has been with the company for 24 years. “We stand behind our work and we do it to the best of our ability the first time. We’re all about quality not quantity and we always have been. That’s why the company has been so successful all these years. It’s what gives us the word-of-mouth marketing that we get.” Both Huffman and Taylor credit the men that work for the company with the company’s job quality and overall success. Huffman says that every member of their crew is skilled in multiple tasks and has worked in the paving industry for another contractor. “All our guys are professionals and have been around paving for years. We don’t have to train them or stand over them. They know what to do, and they strive to do a good job every time they’re out there,” Huffman says. “Basically the guys all take pride in their work. That’s what we push for. We tell them the work they’re doing here should be like the work they’d want done at their house. And they know that and they understand it.” Taylor says he reinforces that philosophy daily when he meets with the crew In the early 1990s, Carolina Paving had more than 40 employees. They cut back to 15 people when they got out of grading and scaled back to their current size when they closed their hot mix plant and got out of trucking.
either in the yard or at the jobsite. “I talk with them every morning and when they go to a new job I’ll go out there with them and we’ll talk about what they’re going to do, how it needs to be, and make them aware of any special requirements on the job,” Taylor says. He also stays in touch with the foremen throughout the day. “You cannot have a good job if you don’t communicate. That’s the key,” Taylor says. “I talk with the foreman in the morning and throughout the day and any of the crew know how to reach me if they need to. “The end result of the job is ultimately on me, too, because I’m the one that bid it and priced it and have to deal with the customers after the job’s done.” And Carolina Paving’s reputation has spread as an employer, too. Huffman says the average length of time current field employees have been with the company is 10 years – and that’s after three people retired the last couple of years, one of whom had more than 40 years with the company and two of whom had more than 30 years with the company. Both still work part-time for Carolina Paving when the company needs some help. And when word gets out that Carolina Paving has an opening, the calls start coming in. “I don’t know what our secret is except that we treat them good and try to have a family atmosphere in the company,” Huffman says. He says the
company pays above the going market rate and offers benefits such as providing uniforms, insurance, and a year-end bonus that’s tied to annual profits and length of time with the company.
Adapting to Market Shifts Huffman says the company progressed gradually from focusing on residential lawns as Carolina Landscaping into light grading. The company performed its first paving job in 1972 and in 1977 Carolina Landscaping was incorporated and was renamed Carolina Landscaping and Paving Company. By the early 1970s they had abandoned landscaping altogether to focus exclusively on grading and paving. “Into the early 1990s the company was a turnkey operation offering site grading and development, storm sewer installation, drainage and more in addition to paving,” Taylor says. At the time the company employed more than 40 people, but they saw market changes coming. In the mid1990s Carolina Paving got out of the grading business and cut their workforce more than in half. “We got out of grading because there were so many other companies doing it that it became difficult for us to compete,” Taylor says. “Plus, there were so many companies out there doing a good job of it that we could find people who could do it well for less money. “But mainly there was just too much
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Culture Paving
competition. It was easier and more cost-effective for us to sub it out. It was a good thing for many years but as more and more people got into it, it just didn’t make sense anymore for us.” In 1998, the company changed its name to Carolina Paving of Hickory Inc., placing the focus on the work they did and would pursue into the future. That’s because paving, while competitive, hadn’t seen the influx of new large paving companies entering the local market as had happened with grading. “It’s not like other companies have popped up doing asphalt,” Taylor says. “There are some big companies we compete with but our competition there has pretty much stayed the same. There are smaller paving companies around but we don’t compete with them too much.” In 1986 Carolina Paving was doing a good amount of DOT work and paving was plentiful so they built their own
“When you take your time and do things the way they should be done, the finished product just looks better and lasts longer,” says Dane Huffman. “It’s pretty easy to do a good job if you know what you’re doing and you take your time doing it.”
asphalt plant for themselves and to sell mix. But there were still more market changes to come. “We used to do a lot of DOT work but we don’t do too much anymore – partly it’s a manpower issue and partly because it’s so competitive. The margins just got too tight on it with the bigger companies involved,” Taylor says. Then the increased use in the market of recycled asphalt pavement (RAP) ultimately resulted in Carolina Paving closing their plant in 2014. Taylor says they closed it because the plant didn’t have
the capability to incorporate RAP into the mix they produced. “The plant was old but it still put out a good product,” Taylor says. “We looked into making the changes we’d need to incorporate RAP into the mix but it would have cost us quite a bit of money and it would have taken us a long time to recoup that investment. “Because we couldn’t incorporate RAP into our mix we couldn’t compete with the producers who were adding RAP to their mix. So we decided it wasn’t worth the investment – especially when we could just buy good mix from other local quality producers.”
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20 August/September 2018 • PAVEMENT • www.ForConstructionPros.com/Pavement
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Allan Heydorn, Editor
Paving
Paving an Award-winning Sustainable
PARKING LOT
Brannan Sand & Gravel paves award-winning Denver Airport job BRANNAN SAND & GRAVEL CO., Denver, CO, was the key paving subcontractor in an award-winning park-and-ride parking lot serving the Denver International Airport. Completed between May 2015 and April 2017, the 61st and Pena Station Parking Facility was honored for Best Design/Implementation of a Surface
Parking Facility in the International Parking Institute’s 2018 International Parking Design Competition. Brannan Sand & Gravel was a subcontractor hired by the general contractor Hensel Phelps, Greeley, CO, to pave access roads and a 29,000-square-foot parking lot. Parking lot paving was to be 6,600 tons of 6-inch thick, full-depth paving placed in a 4-inch lift and a 2-inch lift. “In this area we do a lot of full-depth asphalt paving with no base material and that was the plan here,” says John
Denver International Airport's newest 800-space surface lot is a platform to test new technology that promotes sustainable growth and innovation. Photo courtesy Denver International Airport, Denver, CO
Trinder, estimator and project manager for Brannan Sand & Gravel.
Why to Proof Roll Paving of the award-winning parking lot was scheduled to start in February 2016, but once begun Brannan had to stop because the underlying water table was so high.
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Paving
A solar-canopy microsystem covering 609 of the spaces feeds energy to an on-site battery storage system, which helps power an adjacent office building and will serve new development. Photo courtesy Denver International Airport, Denver, CO
“That was the only real problem on the job. We couldn’t pass any proof rolls,” Trinder says. So Hensel Phelps brought in a stabilization contractor to firm up the subgrade by mixing 4 percent cement to the existing subgrade. The process took about a month. “They had to increase that in some areas because we were still experiencing failures on proof rolls,” Trinder says. He says that sometimes stabilization can add enough strength to the subgrade that contractors can reduce the thickness of the asphalt, but in the case of the parking lot they opted to stay with the 6-inch depth originally planned.
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“Sometimes when we have to stabilize the subgrade that adds some structural value to the subgrade, but we didn’t think it added enough in this case so we stayed with the 6-inch depth originally bid.” But he says that because they realized early in the job that the subgrade needed to be stabilized, the GC also had all the access roads stabilized. “In the case of the roads, they were able to add enough cement to improve the structure of the subgrade, and because they added some structure we were able to reduce the depth of the asphalt from 10½ to 9 inches, which helped bring the project in line with the original budget,” Trinder says.
Change Order Challenge Before they got restarted on paving, Brannan Sand & Gravel received a change order that the developer wanted
An autonomous vehicle transports passengers between a nearby bus station and the train station. Photo courtesy Denver International Airport, Denver, CO
to add solar panels throughout the lot and they wanted to know if that would change the price. “They wanted us to do all the paving around the light poles after they were installed,” Trinder says. “While there were already a few islands and light poles in the parking lot area, there were few other encumbrances so this would have made paving more difficult and slower and would have changed the price drastically.” After discussions, the developer, the GC and the contractor decided Brannan would pave the first 4 inches as planned, then the general contractor would install the caissons for the solar panels. Brannan would pave the final 2 inches around the caissons, even though it would slow the job because of the handwork required. Trinder says the lot was so wide open for paving the 4-inch bottom layer
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Paving
they used two paving crews, working from opposite sides and meeting in the middle. He says they often use two crews on a paving job when they have an extra crew available and when the job warrants it. He says they typically run five 7-person paving crews in peak season and even though this was early in the season and not all five crews had been brought in, work was slow so the second crew was available. “We are just getting our crews back in March and April but we luckily had a second crew available,” he says. “Without the second crew it would have taken four or five days to pave that first 4 inches.” He says paving the 4-inch lift went smoothly, the only challenge being coordinating the Photo courtesy Denver trucking as the two crews International got closer to finishing in the Airport, Denver, CO center.“But we have good communication on our jobsites and that enabled us to finish the first level without any issues,” Trinder says. He says crews paved 2,150 tons the first day and 2,870 tons the second day. After they paved the bottom 4-inch lift the GC came in and drilled and placed all the concrete caissons for the solar power panels. Brannan finished paving the 4-inch lift in April 2016 and returned for four days at the end of October to compete the paving the top 2-inch lift. Trinder says they used only one paver for the top 2-inch lift. The operator maneuvered the paver smoothly through the lot, opening and shutting the wings as needed. The only changes in their paving plans were adding a skid steer to bring mix to areas around the caissons the paver couldn’t reach and adding an extra laborer to help with the additional hand work around the caissons.
A change order required the contractor to pave around concrete caissons (circle photo) to support solar panels, so more handwork was required. Designated parking spaces for parking and charging electric vehicles (below) are also featured in the new lot. Photo courtesy Denver International Airport, Denver, CO
Parking Lot Promotes Sustainability Located at the 61st and Pena Regional Transportation District University of Colorado A Line station, Denver International Airport’s newest 800-space surface lot is a platform to test new technology that promotes sustainable growth and innovation. It provides a solar-canopy microsystem covering 609 of the spaces, and a battery demonstration project (owned by Xcel Energy in partnership with Panasonic) that will examine how a battery system can help integration of renewable energy, reliability of the distribution system, voltage management, and peak reduction. The site’s solar panels feed energy to an on-site battery storage system, which helps power an adjacent office building and will serve new development. The unstaffed facility offers an autonomous vehicle to transport passengers between a nearby bus station and the train station, eight pay stations, free services that include vehicle location, jump starts, tire inflation, and lockout help. A new mixed-use development is planned nearby.
24 August/September 2018 • PAVEMENT • www.ForConstructionPros.com/Pavement
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Paving
Tom Kuennen
Paving Utility Cuts, Paths and
PARKING LOTS
26 August/September 2018 • PAVEMENT • www.ForConstructionPros.com/Pavement
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Aspen Paving and Rivers Construction rely on versatile small commercial paver FROM THE EAST COAST to the far West, commercial contractors are learning that a single paver can give them the means to tackle paving projects from bike paths, to shoulders, to utility cuts, to parking lots, and even residential streets and country roads. In late October 2017 Aspen Paving Inc., South Ogden, UT, used its new paver to place a 6-foot-wide walking/ biking path 3 inches deep in a subdivision. In South Ogden, UT, Aspen Paving Aspen then trailered Inc. places asphalt the paver to pave in 6-ft.-wide a 6-foot-wide secondary water secondary water line cut. line cut faster, and with more precision and smoothness, than the toss-and-roll method the firm previously used. On the other side of the country, Rivers Construction Group Ltd., a utility contractor based in Jessup, MD, used its new cold mill and the same model small paver to finish underground pipe work in Bethesda. The message? The versatility of today’s commercial paving equipment can help make contractors a more reliable problem-solver for their customers – while at the same time providing improved performance and greater productivity.
hot asphalt mix containing 15 percent RAP, placing the mix on a graded berm. On the 480-foot-long patch for Pineview Water Systems, Aspen’s crews filled a cut which had been backfilled by Pineview following a water line replacement. "The Super 700-3i will go down narrow enough to go in the cut with its tracks," says Mike LaRose, Aspen project manager. "Anything bigger than 3 feet is perfect, and anything smaller than 3 feet is perfect. Three feet itself is tough because you have one track in the trench and one out. That's where the versatility of this paver comes in. We can do a lot of small stuff, but also go up to a 7-foot-wide trench." Mike LaRose adds that the paver,
acquired in spring 2017, also relieves Aspen of having its crews do extensive work by hand. He says that at first – even with the new paver -- crews leveled placements by hand. But Aspen installed an automated grade and slope control system to better refine placements. "We did our leveling manually, but with the automated system we now don't have to have two guys on the machine, freeing one up for other work," Bart LaRose says. "We use it on our smaller jobs, as it saves us hand work and gives us a smoother product. It speeds our jobs For placement of the ¾-in. NMAS asphalt hot mix, Rivers Construction likes to situate its paver with both tracks in the utility cut trench.
Aspen Paving Started in 1999, Aspen Paving relies on a small crew to pave everything from driveways to paths, parking lots and repairs. So it they needed a paver that could pave a variety of jobs. Bart LaRose, Aspen Paving vice president, says Aspen bought its paver – a Vögele Super 700-3i – “primarily for paving 8 feet wide and down," but it was just as effective paving the 6-foot-wide path. Aspen’s crews used a ½-inch NMAS Aspen Paving improves safety and eases handling of all screed functions is using a remote control unit as part of ErgoBasic operating of a Super 700-3i paver. www.ForConstructionPros.com/Pavement • PAVEMENT • August/September 2018 27
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Culture Paving
Rivers Construction's cold mill removes a temporary utility patch in advance of final patch placement by its small commercial paver.
up quite a bit and improves the quality." "Anything you do with a paver, versus by hand, will give you a better end result," Mike LaRose says. "That's why we purchased this machine. The system is easier on the guys because they can't crank the screed fast enough, while the automatic system does it for them. Our end result is smoother and our quality is better." For the Pineview utility cut, Aspen placed a ¾-inch NMAS standard hot asphalt mix containing 5 percent liquid asphalt and 30 percent RAP 6 inches deep in two 3-inch lifts, for a total of 110 tons. The larger aggregate used in the utility patch – compared to the trail path – is used to stand up better to vehicular traffic that would not be present on the path. "That's where this little paver comes in handy," says Mike LaRose. "Because of the grade of the backfill, if we were doing it by hand, the patch surface would stay rough. But the paver will take the roughness out, because the screed blows through the inconsistencies in the grade." "On the utility patch we are shooting for 95 to 96 percent density," Mike LaRose says. "That's where this little paver helps too; when you place patches with skid steer loaders or hand shovels, you're not getting any initial compaction. But when it's coming out of that vibratory screed, it's getting compaction early on."
Rivers Construction Group Founded in 2006 by current president Luis Rivera, his brother Romero, now vice president, and a single helper, Rivers Construction Group now employs 135 people. "We concentrate on sewer and water utility construction, roadways and concrete," says Luis Rivera says. "In many cases now, instead removing pavement with an excavator, we bring our cold mill in to dig the asphalt out, and then follow with the backhoe to remove fill." Which is exactly what Rivers did using its 5-foot Wirtgen W 150 CFi cold mill to remove a temporary utility patch in advance of final patch. Rivera says the combination of the "compact" cold mill and the paver leveraged time and enhanced profitability for Rivers Construction, in addition providing a better end product. "They save time and make money for us," Rivera says. "We can do the work faster, and we work to our own
Rivers Construction Group Ltd. uses its small commercial paver to place a 5-foot-wide utility patch in Bethesda, MD.
schedules, rather than a subcontractor's. They allow us to do three times as much work than before." When cutting pavement for a utility repair, Rivers relies on the compact mill to cut 10 inches deep. "All we do is reveal the fill surrounding the pipes, and a backhoe finishes the job in advance of the hand work around the pipe," Rivera says. For placement of the hot mix, Rivers Construction likes to situate its paver with both tracks in the trench. If there's enough room in the road they feed the paver by truck; otherwise, as in the case of Bethesda, they feed the paver by skid steer loader. The mix is compacted to at least 95 percent density with help from the vibrating screed. Typically, if the trench is 8 inches deep, Rivers places 6 inches of asphalt in the trench by loader, compacts it, then follows by placing the final 2 inches driving surface using the paver. "We can't keep up without the paver," Rivera says. "We will pave about 1,000 linear feet of water main today. There is no way we can do it with excavator and by hand, unless we double or triple the number of people, and we still won't have the quality driving surface we want. We’ve gone from an average 150 linear feet to 750 feet per day." And there is a tangential benefit to Rivers Construction upgrading its equipment with the mill and paver. "It also creates respect for us when our customers see the milling machine and paver on the job site. It's completely different from laying asphalt with excavator or shovels. When they see our new equipment their faces change immediately. For us, it's a big, big change and a great benefit." Tom Kuennen is principal of Expresswaysonline.com, Saukville, WI, and has been writing about the construction and paving industries since 1978. He can be reached at expwys@expresswaysonline.com.
28 August/September 2018 • PAVEMENT • www.ForConstructionPros.com/Pavement
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Concrete Kim Basham, PhD PE FACI
Rules for Designing
contraction joints in concrete To minimize random cracking in slabs-on-ground, follow these simple rules
Figure 1: Sawcut creates weakened plane inducing crack below sawcut. Kim Basham
CONTRACTION JOINTS (sometimes called control joints) are used in unreinforced and lightly reinforced slabs-on-ground to minimize random cracking. By creating straight-line weakened-planes in concrete, contraction joints “control” the cracking location by inducing cracks at predetermined locations. As slabs shrink due to cooling and drying, shrinkage or tensile stresses start building and cracks form at contraction joints because the concrete is weaker or thinner at these locations. (Fig. 1). Contraction joints are typically installed with jointing tools while the concrete is still plastic or by sawing after the concrete has been finished with either a wet-cut saw or more commonly, an early-entry dry-cut saw. For either method, follow these jointing rules to minimize the risk of random or out-ofjoint cracking.
Layout Joint design including the layout is the responsibility of the slab designer. For a specified project, the engineer or architect is responsible for designing the joint layout but for unspecified work, the concrete contractor typically becomes the designer. RULE #1. Panels formed by contraction joints should be as square as possible. The joint layout should divide a large slab into relatively small, square shaped panels. Avoid long and narrow panels, L-shaped and T-shape
panels. The long side should never be larger than 1-1/2 times the short side. For better crack control, limit the length of the long side to 1-1/4 times the short side (Fig.2). RULE #2. Contraction joints should be continuous, not staggered or offset. Due to stress concentrations that occur where joints (i.e., cracks) terminate, cracking will continue into the unjointed concrete. If discontinuous joints cannot be avoided, insert two or three #4 x 3 feet reinforcing bars in the next slab to
Figure 2: Keep jointed panels as square as possible and limit length of long side to about 1.25 x short side for better crack control but absolutely no more than 1.5 x short side. Kim Basham
intercept the crack that will grow from the discontinuous joint (Fig. 3). Use reinforcing chairs to hold the bars in place in the top 1/3 of the slab.
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Figure 3: Avoid discontinuous joints. If unavoidable, use 2 or 3 #4 x 3 ft. to intercept and control discontinuous joint cracks. Kim Basham
RULE #3. Identify and address re-entrant corners. If re-entrant corners are unavoidable, locate contraction joints to control cracking that starts at re-entrant corners or place “corner” reinforcing bars diagonally in front of re-entrant corners to intercept cracks (Fig 4). Corner rebars should hold re-entrant corner cracks tight together and help prevent them from traveling across the entire slab. RULE #4. Install contraction joints at locations where slabs typically crack. Implementing this rule takes experience or inspection of existing flatwork. When walking around town, inspect concrete slabs for cracking. With time, a better understanding of typical crack locations will become apparent. For example, place a contraction joint about three feet from the end of a triangular-shaped slab because that is the location where cracks typically occurs (Fig. 5, next page).
Figure 4: Avoid re-enterant corners. If unavoidable, use 2 or 3 #4 x 3 ft. rebars to intercept and control re-enterant crack. Kim Basham
Maximum Joint Spacing Historically, the maximum recommended distance or spacing in feet between joints has been two to three times the slab thickness in inches. For a six inch thick slab, this recommendation yields a maximum joint spacing between 12 and 18 feet. In general, the two to three times the slab thickness recommendation has produced acceptable results if some panel cracking is acceptable. In fact, up to three percent of floor slab panels formed by a combination of saw cutting and construction joints may crack at locations other than the contraction joints. RULE #5. For better crack control keep the maximum distance between joints in feet at 2 to 2.5 times the slab thickness in inches. For a six inch thick slab, the maximum joint spacing should be limited to 12 to 15 feet. Exceeding a joint spacing of 15 feet for a six inch
thick slab will increase the potential for random or out-of-joint cracking. In general, reducing the joint spacing or panel size reduces the risk of random cracking. Also, reducing joint spacings will reduce crack widths within contraction joints which increases the aggregate interlock. Increasing aggregate interlock improves the load transfer capacity and helps maintain better vertical alignment across joints. RULE #6. For sidewalks and driveways, space transverse contraction joints at intervals about equal to the slab width. For four inch thick
sidewalks and driveways wider than about 10 feet add a longitudinal contraction joint along the center and keep the panels as square as possible.
Joint Depths Contraction joints must be deep enough to ensure they are truly weakened planes that crack before random or
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Concrete Culture
Figure 5: Place contraction joints where shrinkage cracks are likely to occur. Kim Basham
out-of-joint cracking occurs. If weakened planes or thin slab sections other than the contraction joints exist, random cracking may occur. RULE #7. For tooled or grooved joints, depth of the contraction joint should be 1/4 of the slab thickness. For interior floors, specify a 1/8 inch edge radius for the top of the groove or joint. Specify an edge radius of 1/4 to 1/2 inch for exterior slabs. RULE #8. For wet-cut sawcut joints, depth of the contraction joint should be 1/4 the slab thickness or a minimum of 1 inch. To ensure joint activation or cracking, sometimes a sawcut depth of 1/3 the slab thickness is specified. However, there will be less aggregate interlock with a deeper joint. The depth tolerance for sawcut joints is ± 1/4 inch. RULE #9. For joints installed with an early-entry dry-cut saw, joint depth should be 1-1/4 inches with a ± 1/4 inch tolerance for slabs with thicknesses up to 9 inches. For thicker slabs, the saw cut depth should increase to ensure joint activation. Also, saw cut depths are typically increased for fiber reinforced slabs. Fibers increase the tensile capacity of the uncut concrete beneath saw cuts so deeper saw cuts are typically required to create a weakened plane. For fiber reinforced slabs, contact the fiber technical representative for recommended saw cut depths to insure joint activation.
Sawcut Timing In addition to depth of contraction joints, saw cut timing is critical to minimize random cracking. In general, saw cut joints should be installed as soon as the concrete is sufficiently hard to resist tearing and raveling and before random cracking occurs. Early-entry dry-cut saws are more popular because joints can be installed sooner (one to four hours after finishing) than joints
Learn Basic Concrete Repair at NPE 2019 Bob Kordus, Asphalt Contractors Inc., and a Pavement Advisory Board member since 2007, will present Basic Concrete Repair: Tips on Jobs You Can Self-perform at the 2019 National Pavement Expo, Feb. 27-March 2 in Nashville, TN. The 90-minute session, to be held Friday, March 1 at 8:00 a.m., is aimed at contractors who pass small-scale concrete work along to subcontractors when they could actually perform it themselves. As the session description asks, “Why give away work if you and your crew can handle the job yourself, generating additional revenue and making your company that much more valuable to your clients?” Kordus, who has developed the session specifically for NPE contractors, will cover the basics of concrete repair, replacement and construction, starting with estimating and how to order concrete. He’ll also explain how to construct and repair small slabs and dumpster pads and how to repair catch basins and damaged curbing – some of the typical small projects NPE contractors face. For complete details and to register visit www.nationalpavementexpo.com.
installed with wet-cut saws (four to 12 hours after finishing). Early-entry drycut saws allow the installation of the contraction joints before the concrete starts to cool and before shrinkage stresses become too large or exceed the tensile capacity of the concrete. RULE #10. Start saw cutting as soon as joint raveling (loss of aggregate particles) no longer occurs. However, some minor edge raveling is acceptable to ensure joints are installed before the concrete shrinkage stresses become too large.
References
2. ACI 302.1R-15 Guide to Concrete Floor and Slab Construction, American Concrete Institute, www. concrete.org 3. ACI 360R-10 Guide to Design of Slabs-on-Ground, American Concrete Institute, www.concrete.org Kim Basham is president of KB Engineering LLC, which provides engineering and scientific services to the concrete industry. Basham also teaches seminars and workshops dealing with all aspects of concrete technology, construction and troubleshooting. Reach him via e-mail at KBasham@KBEngLLC.com.
1. Craftsman Workbook Publication CP-10(10), American Concrete Institute, www.concrete.org
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Sealcoating
Allan Heydorn, Editor
A Hill of a
JOB
ClearChoice Sealing & Striping cuts work time by rethinking jobsite logistics ALMOST ALL PAVEMENT maintenance jobs have their idiosyncracies – the aspects that make them challenging, problematic and that can impact job quality or profitability. Warren Johnson, owner of the twoperson, part-time ClearChoice Sealing & Striping, recently tackled a 10,000-square-foot driveway job on a hill – and he learned there are ways to improve how work on hill can be done. “The big challenge with a hill is, it’s a hill!” says Johnson, who works the business with his father, Floyd. “There’s a lot of walking with a hill.” Johnson says sealcoating a hill generally takes more time, which then affects the bid. But the hill also affects the logistics and operations to get the job done. He says he and his father had sealcoated this 575-foot-long driveway (with a 175-foot hill) once before, walking up and down the hill nine times. This time they were able to reduce that to five trips – but he still logged more than 7 miles walking getting the job finished. “We did this job once before so that was helpful, so we knew what we did before. We knew what we did and didn’t like about that and what we could do to change the time on the job and save steps,” he says. “We looked at any way we could minimize our walking. “The biggest improvement we made over the last time was to pull straight up to the top of the hill and do everything from the top down each time,” Johnson says. “Instead of trying to complete each step before moving on to the next part of the process, we completed areas of the driveway before moving on to the
“Especially on a hill you have to make sure not to put down too much material because it will run,” Warren Johnson says. “We like this approach vs. squeeging for cutting it in. We get a lot of return work and complements that we didn’t spray the grass or get sealer all over everything.”
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next area. This time we made five trips up and down the driveway and we saved three hours.”
Starting a Part-time Business Started in 2015, ClearChoice Sealing & Striping is based in La Center, KY, a rural area where the nearest big town has a population of only 25,000. ClearChoice does commercial and residential pavement maintenance including sealcoating, cracksealing, patching and striping. Johnson has a full-time job as fire chief at Barkley Regional Airport, a job he’s held for three years. He was a firefighter at the airport for four years before that and a volunteer firefighter for 21 years before that. As fire chief at the airport, Johnson works a rotating schedule of four days on and three off, three on and three off and four on and two off and then the schedule repeats. He says that rotation works well for a part-time business. As part of the job at the airport the fire fighting crew is involved in airport operations and does the striping for the airport. Because of his experience striping at the airport, Johnson decided to start a striping company to work on his off days. To learn more he attended
his first National Pavement Expo in Nashville in 2015. “I was taking striping classes and I figured that as long as I’m here I might as well take some other classes,” he says. He attended sessions by Nick Howell, T & N Asphalt Services, and Wayne Jones, Asphalt Institute, and spent time on the exhibit floor looking at equipment and talking with exhibitors. “I pretty much decided after a day or so at NPE that we should do it all,” he says. “I called my father and I said ‘Dad, I think we should be doing all of this and not just striping’.”
Reducing Trips: Surface Prep Johnson says the way this particular property is laid out enabled them to work from the house down toward the road – but the road was the curve of a busy highway that they wanted to avoid. Reducing the number of trips up and down the driveway was the obvious way of reducing walking and improving their efficiency. The last time ClearChoice sealcoated this driveway they completed each step of their process from top to bottom before moving on to the next step. So, for example, they used a weed eater to cut back grass on one side from top to bottom, then walked to the top and
Job Costing vs. Square-foot Pricing When he was asked to bid a repeat job on a private residence in Southern Illinois, Warren Johnson made sure to take into account the hill on which the driveway was built. He says that from a bidding standpoint the hill (and other difficult types of terrain) factor in only to the extent they impact how long the job will take. “A hill is not really a factor in bidding because we job cost every job; we don’t bid by the square foot like a lot of other contractors,” Johnson says. “Bidding by the square foot is not the best way to bid.” He says they visit every jobsite before preparing a bid. “We look at the condition of the pavement because that affects how much material we’ll need on the job. We look at obstacles or things that might be a challenge. Then we add up how many manhours we think it will take – and that’s where the hill comes in. Then we factor in all costs such as fuel, insurance, incidentals and we add on the profit. We cost it all out. That’s how we get the bid. “We think costing out the job works better than charging by the square foot because each job is different, even if the square footage of pavement is the same,” he says. “So it works out better for the contractor and customers seem to be more responsive and they seem to understand it better.”
“One of the challenges in being a smaller, parttime company is we don’t run across as many challenging situations as quickly as a full-time contractor would. So it takes a while for us to realize there’s got to be a better way of doing this,” Warren Johnson says.
dis the same thing on the other side of the driveway. Then they took the same approach to using a wire broom to loosen caked-on debris. Those processes required four trips down the driveway before they made a fifth trip using a leaf blower to blow the cut grass and debris into a pile at the bottom of the driveway where they picked it up. But this time, Johnson and his father worked in sections starting at the top, trimming grass, brushing loose debris and blowing the section clean onto the next section which had not yet been prepped. They repeated this process all the way down the driveway until it was clean and ready for sealcoating – and they had made only one trip down the driveway.
A Cracksealing Challenge Johnson says one of the biggest challenges on the hill was the 800 linear feet of cracksealing – “just enough to make it a challenge as you go down the hill,” he says. They use an MA-10 crack sealing unit to apply hot pour material in the cracks, which on the flat surfaces ran horizontally across the pavement while on the hill the cracks ran down the hill toward the bottom of the driveway. Johnson says that typically when cracksealing Warren fills the cracks with the MA-10 while Floyd follows behind with a squeegee as necessary. That worked fine on the flat surfaces at the top and very bottom of the driveway. “But once you hit the break at the
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Sealcoating
top of the hill the machine pushes you,” he says. “On a hill you don’t handle the equipment, it handles you. “You have zero control trying to handle it, and that’s while you’re trying to put the right amount of material in a crack and squeegee it.” So to avoid wrestling with the unit they cracksealed the top flat area of the driveway first, working their way into the hill. “Once we had cracksealed to the hill, we couldn’t continue because we couldn’t pull the unit downhill. It would just take off on us,” he says. So they pushed the applicator trailer to the bottom of the hill and then worked their way back up. Johnson says that while the toughest challenge with cracksealing was handling the equipment, putting the right amount of material in the crack without having it run down the hill was another issue. “Because you’re on a hill the material
Warren Johnson says they visit each jobsite before bidding, looking closely at the site and thinking how they can minimize walking and how they can work efficiently. He says he and his father plan each job when bidding, then make a more detailed plan a couple days ahead of the work.
wants to run downhill after it comes out the machine so you really have to control the amount of material you put in the crack,” Johnson says.
Reducing Trips: Sealcoating Once the pavement was cleaned and cracksealed, Warren and Floyd started sealcoating at the top of the driveway on a flat surface in front of a four-car garage. Warren used a 9-inch brush to apply sealer on the driveway edges then sprayed sealer while Floyd drove the
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300-gallon, custom-built sealcoating truck and rode the brake. As with surface prep and cracksealing, they worked in sections down the driveway until the got to the bottom of the hill, sealcoating it to the point where a 1,000-foot gravel road picks up near the bottom off to the side. They then returned to the road end of the driveway working their way back toward the base of the hill. Once they reached the gravel road they sealed the remainder of the driveway. Using this approach allowed them to stay clear of the busy highway and moving traffic for a safer approach to completing the job.
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Jessica Lombardo
Safety
Improve Work Zone Safety with Proper Traffic Control Plans Safety does not happen by accident – it requires planning and attention by everyone on the jobsite THE NATIONAL SAFETY Research Council has estimated that a single human life is valued at over $8 million, but preventing a work zone fatality is priceless to that worker and their family. And while you can’t control the traveling public, there are steps every company needs to take to keep their workers as safe as possible during construction. Each year, more than 50 highway workers are killed and thousands more injured when struck by vehicles or equipment at road construction sites. This is why it’s so important to have a traffic control plan and always be diligent in finding ways to prevent work zone intrusion.
And while every work zone is different and requires a plan that’s specific to those needs, there are some general components to a TTCP. The type of work you’re doing will define exactly which type of traffic control plan you need and the Manual on Uniform Traffic Control Devices (MUTCD) provides for uniform design
and setup of highway work zones. These principles will help promote safe and efficient movement through and around every type of work zone while protecting workers and equipment. 1. PLAN: Make traffic safety and temporary traffic control an integral and high-priority element of every project from planning through design,
Temporary Traffic Control Plans Aid Drivers Unless you’re extremely lucky, work zones require alterations to existing traffic control operations so that safe driving operations may continue while the needed work is performed. These work zone environments provide a challenge in terms of both safety and mobility for many state, local and other agencies that perform construction and/or maintenance work on public highways. Unless road users have received advanced warning, they are generally unaware of the upcoming changes in their travel environment until these work zones are visible to them. This is why temporary traffic control plans (TTCPs) are used to assist road users by providing appropriate visual cues and guidance. The work zone traffic control must be implemented with standard treatments to consistently satisfy the expectations of the traveling public. www.ForConstructionPros.com/Pavement • PAVEMENT • August/September 2018 45
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Culture
construction and maintenance. Make sure the traffic control is set up within a reasonable time prior to construction so motorists don’t become complacent and ignore warning signs when work begins. 2. TRAFFIC: Inhibit traffic movement as little as possible and inspect traffic control elements routinely, both day and night and make modifications when necessary. Evaluate any near misses (skid marks, damaged barricades) and re-design the plan accordingly. 3. AWARENESS: Provide clear and positive guidance to drivers, bicyclists and pedestrians as they approach and travel through the TTCP. Keep the public well informed with real time information on travel boards and warning signs. Cover or take down the
Unless you’re extremely lucky, work zones require alterations to existing traffic control operations so that safe driving operations may continue while the needed work is performed.
signs when workers are not present and keep the length of the work zone appropriate to the work in progress so that motorists do not increase speed after passing through a long stretch with no sign of work activity. 4. SAFETY: Pay increased attention to roadside safety in the vicinity of temporary traffic control zones: Increase taper length and install positive protective barriers to shield workers from intrusion. Consider additional measures such as sensors, handheld radios and intrusion
alarms to keep workers safe. Also be sure workers are wearing all appropriate highvisibility safety apparel and properly illuminate the jobsite if working at night. 5. COMPLY: Train all persons that select, place and maintain temporary traffic control devices. Road builders should assign a traffic control supervisor who is knowledgeable in traffic control principles. 6. ENFORCE: Establish proper legislative authority to implement and enforce needed traffic regulations, speed zones, parking controls and incident management.
Internal Traffic Control Plans Protect Workers While having a TTCP is important, it’s also important to address an internal traffic control plan (ITCP) as an equal number of workers are killed or injured by activities inside the work zone. An ITCP helps to protect workers on foot in the work spaces of the work zone. Because workers must often work close to large vehicles and equipment, the movements of workers, equipment and vehicles must be well coordinated. ITCPs also help reduce risks for operators by identifying hazardous locations like drop-offs, power lines, etc. An ITCP starts with a diagram showing the layout of the work space and the movement of personnel and construction vehicles within the work space. It will include access and egress points as well as symbols for where dozers, spotters, dump trucks, etc. will be located. ITCP notes should include safety points, injury reduction measures sitespecific provisions and duties of various personnel. There are 8 basic steps to help develop an ITCP: 1. IDENTIFY PROJECT AND ITCP SCOPE: The ITCP should be considered from the very beginning of the project as the size of the work area will dictate things like the amount of right-of-way available and the number of lanes that will be closed. The ITCP designer should determine the limits of the project and assess the amount and speed of traffic that will be passing by the work zone.
Equipment and material staging areas, batch plants, etc, should be included as well and hazardous areas should be identified at this time. 2. DETERMINE THE CONSTRUCTION SEQUENCE DURING THE PROJECT: In this step, major work tasks or operations should be identified. The overall space requirements for each operation during a particular work shift should be estimated as should the frequency with which these operations move. Any significant sub-operations should be identified as well. Finally, the types of vehicles and equipment required for each operation should be listed, along with an estimate of the number of workers that will be on the ground. 3. DETERMINE THE LOCATIONS AND SAFE MOVEMENTS FOR VEHICLES, EQUIPMENT AND WORKERS WITH EACH OPERATION AND DRAW THE BASIC WORK AREA DIAGRAMS: This step is where the actual planning and design of the ITCP begins. For each operation and sub-operation that on the project, the following should be noted on a site drawing: • Layout of each vehicle and equipment used • Typical location of each within the operation • Typical range of movements • Equipment swing radii • Potential pinch points between work vehicles and equipment during work activities • Blind areas around each piece of equipment or vehicles. Since most equipment is large and has a cab, blind spots can be very large so indicating where the equipment operators can’t see and avoiding workers on foot in those areas is paramount. Workers on foot should be located as far as possible from vehicle paths. Parking and break areas should be staged away from conflict points. ITCP designers can find blind spot equipment maps on the NIOSH website at: https://www.cdc.gov/ niosh/topics/highwayworkzones/BAD/ imagelookup.html Once the vehicle layout is determined, the designer can create “worker free zones” around hem on the ITCP. These
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An ITCP starts with a diagram showing the layout of the work space and the movement of personnel and construction vehicles within the work space. It will include access and egress points as well as symbols for where dozers, spotters, dump trucks, etc. will be located.
zones will include pinch points between vehicles, locations within equipment turn radii and equipment blind spots. 4. DETERMINE VEHICLE AND EQUIPMENT MOVEMENTS TO AND FROM EACH OPERATION: Access to and egress from the work zone and to each operation is the next activity to consider. Once vehicles enters a work zone, the ITCP should illustrate how vehicles are to progress to the operation destination. 5. DETERMINE SAFE MOVEMENTS TO AND FROM AND WITHIN EACH OPERATION: After determining vehicles and equipment locations and movements within each operation and the travel paths to and from the operations from the work zone access and egress points. Consideration should be given to how workers will move on the ground. Therefore, the ITCP drawing should include location of worker parking, the path the workers will take from there to the work operation, the location of portable toilets and break areas and also staging areas. This will help ensure that workers will not cross active work vehicles and equipment paths. 6. ASSESS AND RESOLVE POTENTIAL INTERNAL TRAFFIC CONFLICTS: After all work operations, equipment paths and worker movements have been
laid out, the next step is to identify and resolve potential conflicts. Many operations move along the project and others occur at fixed locations so determining how work will progress will determine potential conflict times and locations so adjustments can be made. 7. IDENTIFY INDIVIDUALS WHO WILL NEED TO UNDERSTAND AND USE ITCP: Since the ITCP is an integral part of the projects safety plan, if your company has a safety professional on staff, they should lead in the creation of the ITCP and the site supervisor will oversee the implementation. Project managers, foremen, supervisors and other lead personnel may need to work together to come up with a safe ITCP if no safety professional is on hand. 8. DEVELOP THE ITCP COMMUNICATION, MONITORING AND ENFORCEMENT PLAN: The final step is to see that the ITCP is effectively While having a TTCP is important, it’s also important to address an internal traffic control plan (ITCP) as an equal number of workers are killed or injured by activities inside the work zone.
implemented and enforced. An effective communication plan will include: • Note regarding safe and unsafe zones on the ITCP diagrams • Statements to the consequences of violating the ITCP • Statements on how violations will be identified and reported • Notes on backing requirements, such as how workers will communicate with drivers • Rules for workers to follow if they do have to cross the path of equipment • Chain of command review that will be followed if ITCP changes are needed • Method to assess how well the ITCP is working and steps to adjust During this step, responsibilities are assigned and the staff is educated. Workers are provided training in both overall ITCP concepts and the specific elements for their assigned work areas. To function properly, the ITCP must be reviewed and modified before each shift so employees can receive instruction on how it will be implemented that day. Just because a crash hasn’t happened, doesn’t mean the risks for one aren’t the same. Prepare your crews the best way you can with traffic control plans properly designed to help keep them safe. Understanding the hazards faced by highway workers and raising awareness of the dangers you face every day can help generate measures to reduce work zone incidents.
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Contractors’ Choice: Trailers
Maintenance Tips to Keep Your Heavy-haul Trailers on
THE ROAD
HEAVY-HAUL TRAILERS see it all — rocks, ruts, bumps and jolts. It all translates to an increased risk of damage. Here are some things to keep in mind when hitting the road with the load.
Key Areas to Regularly Inspect According to Troy Geisler, vice president of sales and marketing for Talbert Manufacturing, owners should conduct a pre-trip inspection of the trailer and key wear parts before taking off with each load. This includes looking at the brakes, as well as ensuring the tires are in good condition and properly inflated to the right psi. Also check hydraulic hoses for damage or cracks, which could cause the system to fail if a leak occurs. When it comes to detachable and rear-load models, maintaining proper hydraulic pressure is another important aspect to keep in mind regardless of whether the system is self-contained or a
wet line. This ensures proper operation of the components and reduces potential for overheating or other issues caused by low hydraulic fluid. In addition, walk around the trailer and inspect the frame, chains and straps for damage. Trailers see a lot of use and abuse, particularly in harsher weather conditions, so repairs or replacements could be needed sooner rather than later. Keeping an eye on these components and replacing any that begin to show wear will help keep your trailer ready when you need it. Owners should also inspect their trailers for damage to the structure and make repairs as soon as possible to extend the life of the trailer.
How to Minimize or Prevent Accelerated Parts Wear Because of the sheer amount of use, parts such as wheel ends, tires and
brakes will wear faster and need to be replaced sooner than other trailer components, notes Geisler. But there are things you can do to get the greatest longevity out of these features. Regularly check tire pressure and keep them properly inflated, either manually or with an automatic tire inflation system, advises Lloyd Hair, director of maintenance for Keen Transport, a heavy-haul logistic and transportation service provider. Traveling with underinflated tires is one of the biggest culprits of premature wear, so keeping them properly inflated will allow them to last longer and boost fuel efficiency. It’s just as important to replace tires when they become worn to avoid a blowout and downtime. Always select the right size and rating to ensure optimal performance and keep tire pressure equalized for the greatest longevity.
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Developing a preventive maintenance program that aligns with your business needs will optimize longevity of your trailers and their components.
Wheel-ends can also wear quickly, Geisler points out, and must stay lubricated to prevent gear oil leakage and ensure proper and safe operation. Because trailers haul some heavy loads, brakes are also among the top components that can wear the fastest. They take a beating and will need to be replaced depending on use, says Geisler. To get the most longevity out of your trailer brakes, ensure you follow the right loading capacity for the trailer. Overloading or unbalanced loads will put added stress on the brakes, causing them to wear much faster. Proper loading techniques also go a long way toward preventing premature trailer wear, so be sure to follow the right recommendations for your type of trailer and equipment. Hydraulic cylinders should also be fully retracted when not in use to minimize exposure of the stainless steel rams to the elements and maximize their longevity. Keep wear components in mind when purchasing a trailer, Geisler adds. Models made with high-quality materials and finishes will last longer than those with traditional paints and standard materials. Select units with high-strength steel - such as 12-inch-deep I-beams with a minimum yield strength of 100,000 psi to ensure long-term durability. Choose a
trailer with premium primer and topcoat finishes. Choosing quality from the beginning ensures you’ll have a trailer that looks great for years to come, he states, and will have a higher resale value as a result.
What to Keep in Mind When Implementing a PM Plan Trailer fleet owners should match their equipment needs to a preventive maintenance (PM) schedule, Hair advises. For example, will the trailer need to be on the road all the time or will it sit idle for longer periods of time? Developing a program that aligns with your business needs will optimize longevity of trailers and their components. It also will enhance safety. Get to know the trailer components and which ones work best for your operation. Manufacturers are typically happy to answer questions and provide the best recommendations based on your specific needs and applications. A good maintenance program will also reduce breakdowns and increase the life of the trailer. It’s critical to establish a PM program that includes lubrication intervals to prevent wear and ensure that the brakes and components operate correctly. Use dielectric grease
on lighting connections, electrical components, lights and lighting harnesses to reduce corrosion. Brakes, cams and slack adjusters need to be lubricated. Always refer to the manufacturer’s recommendations and grease guidelines. Proper record keeping is also important so you know when PM is needed and what has already been done, says Geisler. This helps your operation optimize efficiency and prevent any small issues from becoming larger headaches down the road. Putting proper procedures in place will keep appropriate personnel accountable for performing the maintenance when needed. Trailer owners should ensure anyone involved with any aspect of the trailer’s use has proper training, Geisler emphasizes - not only to prevent damage to the trailer, but also for their safety and the safety of others. Drivers and maintenance technicians should have open lines of communication in regard to trailer issues or required maintenance, Hair adds. This will ensure the right kind of maintenance is performed and that it’s done in a timely manner. Having mechanics who are well-trained on maintaining heavy-haul trailers is another good way to ensure the maintenance your company is doing is the right type of maintenance. One of the best ways to see a direct reflection of the success of your maintenance program is through the Commercial Vehicle Safety Alliance’s inspection program, says Hair. The nonprofit organization scores commercial motor vehicles based on inspection procedures and CVSA criteria — the lower the number the better. Models made with high-quality materials and finishes will last longer than those with traditional paints and standard materials.
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Jessica Lombardo
On The Job
Installation Tips for LongLasting Cracksealing Crack preparation and proper installation are important to the life of the repair THERE ARE SEVERAL factors that will impact the installation of your crack sealant material: • Melter type can have an effect on sealant selection. Direct-fire and gravity-fed machines may not always be compatible with all sealant types. It is important to read the manufacturer recommendations on all equipment to understand which sealants may or may not be appropriate for that specific unit. • Agencies and contractors have been known to request higher quality sealant to make up for the lack of pavement cleaning. The obvious best practice is to clean well, but it should be noted that the higher property sealants require an even cleaner application to establish a good bond. Generally a lower performing sealant such as asphalt rubber, fiber-type material or a polyflex will work better for applications that are not well cleaned. • Configuration plays a part too, such as whether the sealant being installed is in a reservoir/recess, or is flush vs. an overband. In this case, the overband installation will require a stiffer product since it will be exposed to traffic unlike the flush installation. • It is also common for some projects, like installs on a highway or high traffic area, to have insufficient traffic control. This means vehicles will have to drive onto the sealant before it has a chance to properly cool enough to resist pull-up. In this case, you may need to use a stiffer sealant that sets up quicker to be able to resist traffic earlier in the installation process.
How to Properly Install Crack Sealant Because of its effectiveness, crack treatment has long been a popular
preventative measure to keep moisture out of the pavement, preventing potholes from forming and extending pavement life. However, cracks that are not properly cleaned prior to repair simply cannot protect a pavement over the long term. With summer in full swing, contractors should be encouraging crack sealing to their customers as a preventative maintenance service that must be completed before winter. Cracks sealed before winter help ensure the pavement is in the best possible state to endure the freeze/thaw cycles of the upcoming season and help to prevent further pavement damage.
Cleaning is Key Aside from choosing the correct crack sealant, crack preparation this is the single most crucial determinant of success in a crack seal operation. Many contractors begin with a general sweeping of the area with a sweeper or hand broom before crack sealing, but crack cleaning shouldn’t stop there. It is necessary to blow debris out of individual cracks with an air compressor, or even better, use a hot air lance. Each speck or crumb of dust, gravel or similar debris in the crack weakens the ability of the crack sealant to make the best bond with the surface. Further, if the bond between the sealant and crack walls isn’t tight, the slightest droplets of moisture seriously degrade the quality of the repair.
Installation Tips According to the Materials and Procedures for Sealing and Filling Cracks in Asphalt-Surfaced Pavement - Manual of Practice, contractors should follow these four guidelines when installing crack sealant: • Apply the material with the nozzle in the crack channel, so that the channel is filled from the bottom up and air is not trapped beneath the material.
• Apply the material in a continuous motion, being sure to fill the channel to the proper level for recessed configurations or provide a sufficient amount of material for flush, capped, or overbanded configurations • Reapply material to crack segments where material has sunk into the crack or an insufficient amount was furnished in the previous pass • Recirculate material through the wand into the melting vat during idle periods. The final step in crack sealing or filling is to finish and shape. To ensure the best finish possible, keep the squeegee close behind the application equipment. Keep the application equipment and the finishing squeegee centered over the crack channel. Periodically remove any material buildup from the squeegee.
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From the Owner’s Desk
Nick Howell
Why You Need to Read Your Online Reviews I’LL ADMIT, I’M a review snob! That’s right, I’m a Super Diamond Platinum Expert Pro (or whatever it’s called) on TripAdvisor and I love to review businesses that I have used. I feel it’s a way to reward a business that has gone above and beyond, but it’s also a way to send a message to those that have let you down. I also enjoy reading reviews because I use them in making decisions – and I’ve come to use them more than I ever thought I would. In fact, reviews will almost certainly guarantee what I buy ...or don't buy. The first generation of reviews was called Feedback on eBay, and it’s a great way to trust or not trust a seller. Those Feedback reviews have morphed into reviews on Amazon, TripAdvisor, Yelp and more. So how does this affect our pavement businesses? Well, let me tell you how I learned the hard way. Last summer we were working through several large sealcoating projects on commercial sites. As we all know, any time you cause an inconvenience for customers or employees at these shopping centers, it’s not the best situation, but it usually goes away... Or it did until Google reviews came along. Google reviews are intended for users to review business that they have done business with. The flaw, in my honest opinion, is that reviews often are not restricted to companies the reviewer has done business with. So back to this project. We had caused an employee to have to park in a different spot than her “normal” one. Well, she took her displeasure to Google reviews and made us out to be not so good in the eyes of the Internet. Naturally we responded to the review and pointed out that we had not done business with her. We also flagged it for a violation of Google’s terms of service. Neither worked, and our rating plummeted. This is a huge problem
because when people look for asphalt services, often they are met with results and reviews. Why would anyone call the “2 Star” company, as they are surely a disaster, right? Well, fast forward to the next week, another commercial shopping center. This time we encountered a gentleman who didn't feel the need to take the detour as he wanted to use the exit he always uses. So he demanded we move the cones and let him on his way. Of course we weren’t about to do that as he would have gotten sealer all over his car.
A few hours later and we were hit with yet another negative review, grossly exaggerating the situation. It was just another situation of an inconvenienced person venting their frustrations. Again the review was not removed despite it being a clear violation of Google’s own rules. We were getting a crash course in Google reviews and how they can dramatically affect your business rating. Our story ended up with us having to solicit more real reviews from actual customers to outweigh the two phony ones. We also learned that we have to really muzzle ourselves and can’t interact with people as we once did for fear that they now have a huge advantage over us.
Fortunately all my TripAdvisor reviews were always fair and very detailed. Even when I had a bad experience at a hotel, I document it well so the review was not without merit. I’m sure that’s what Google had intended with their reviews, but as it sits, it’s just too easy to sway that rating number. (Negative reviews are also popular among competitors wanting to try and smear each other.) Unfortunately with Google being such a popular search platform, it’s likely your customers may be swayed by a less-favorable review should you get one. I would encourage you to ask each satisfied client to submit a review for you. (This does take a little work as Google won’t provide a direct link.) You could even provide them with a step-bystep guide to make posting a review easier. I would also recommend you have an in-house company protocol for dealing with people inconvenienced on the job whether those people are your client or your client’s clients – to help avoid a bad review. Unfortunately, as in our case, it was a simple inconvenience that caused the problem. This is one of those problems that we didn’t even realize was an issue until it stared us in the face, and it’s a problem that can surely have an effect on all our small businesses.
Nick Howell, president of T & N Asphalt Services, Salt Lake City, UT, is a regular presenter at National Pavement Expo and a member of the Pavement Advisory Board. He will present three sessions at the 2019 NPE, Feb. 27-March 2 in Nashville, including a new session, “Improving Cash Flow (including Debt Collection) to Help You Survive, Thrive – and Grow.” Let him know your thoughts on “From the Owner’s Desk” at nick@ tnasphaltservices.com.
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Allan Heydorn, Editor
Your Business Matters
6 Tips for Starting a Construction Business Report finds construction the fastest-growing industry in 2017 THE NUMBER OF construction businesses formed in 2017 grew by 72.3% over 2016, making construction the fastest-growing industry in the country, according to the State of Swyft Industry Report. The report adds that construction is the third-largest industry in total number of new business filings, trailing only the retail and consulting industries. The “State of Swyft Industry Report” uses proprietary data from Swyft Filings, an incorporation and document filing service, as well as public information to provide an overview of business trends by looking at the number of newly-created businesses by industry type. Travis Crabtree, Swyft president, says there are three primary reasons for the boom in start-up construction companies. “First and most important is the home market is rebounding,” Crabtree says. “Depending on the region of the country there are a lot of efforts in highend real estate and there are a lot of efforts on the lower affordable end.” He says this the growth in the residential construction market impacts construction across a wide spectrum of services such as electrical and plumbing, fueling the growth of new constructionrelated companies. “Another contributing factor is the spate of recent natural disasters that have occurred,” Crabtree says. “There have been a number of natural disasters in fairly widespread areas and those areas have to be rebuilt. That’s certainly contributed to startups in those areas.” Crabtree says a third contributing factor is the state of the country’s infrastructure, which is widely recognized to be in need of immediate repair. “Though the President and Congress have yet to act, infrastructure is on the radar,” Crabtree says. “I don’t think people are starting construction businesses
in anticipation of work coming down the pike, but there are more businesses starting up because of shovel ready work on the ground. Companies are opening because they have work to do today.” With construction being the fastestgrowing industry in the country, it’s important that new construction businesses get off on the right foot. Crabtree offers six essential tips for anyone considering starting a construction business. Start a business with a business plan. “This seems very basic but it’s essential and not every startup has one,” Crabtree says. “Look at your costs and determine how much capital you’re going to need because construction is not like selling cupcakes where you get paid when you sell a cupcake. You have to plan for and build up a little bit of money because even if you’re lucky enough to get a job right away it’s going to be 30 days or more from completing that job before you get any money.” Form your entity. “Take care of all the paperwork you need to – primarily for asset protection,” Crabtree says. “If you don’t and something bad happens on a jobsite you are going to be personally liable for it.” He says this includes finding a payroll provider (assuming you’re going to hire employees), opening a bank account specifically for the business and obtaining a credit card in the name of the business. “This makes bookkeeping for smaller companies much easier because everything can be tracked in one place,” he says. Obtain necessary permits. This varies depending on the state, county and even city and can include federal permits depending on the work you’ll be doing. Crabtree says finding out what permits you need should be part of the business plan.
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“But you should wait until the company entity is formed before getting the permits so you can get the permits in the name of the entity,” Crabtree says. He says it might be best for startups new to the industry to hire a service that can do the research to find out which permits you need for the work you plan on doing. Protect Yourself with insurance. Accidents happen on jobsites so you want to be protected. “Brush up on what the term ‘indemnity’ means, especially for the little guys,” Crabtree says. “Small contractors working on a big guy’s job can find themselves liable for anything that happens there.” Learn your labor issues. “First, learn I-9 compliance,” Crabtree says. “Then establish a process before you start hiring to make sure you are hiring people eligible to be employed in the U.S. This is not complicated but it does require you to dot your Is and cross your Ts.” Second, make sure to meet the new hire in person. “You don’t want to be hiring over the phone or through an email.” Third, make sure your employees are properly classified. “I don’t care how many times you use the term ‘independent contractor’ in your hiring agreement; if you exercise enough control over a person that person is going to be considered an employee and you’ll have to pay the appropriate penalties when you’re caught.” Don't skimp on marketing. Make sure to include marketing in your business plan – and make sure to fund it. “Most people think of Google as the place to turn when they want to find a plumber for their home or buy a cupcake, but the B-to-B world is all going online as well,” he says. “That’s where your marketing focus should be.”
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NAPSA
Sadly, Too Familiar Let’s see, you swept the lot about three days ago on a property that is a once a week sweep and then got a call today that someone fell in a hole that wasn’t there just 72 hours ago. Unfortunately, the sweeping contractor is joined into the lawsuit citing negligence to maintain. This is an all too familiar scenario and is the reason that the North American Power Sweeping Association (NAPSA) is joining forces with the Accredited Snow Contractors Association (ASCA) in pushing for Senate Bill 237, The Lawsuit Reduction Act. NAPSA and ASCA are gaining traction and moving to the next level. What that means is that we are going to Washington D.C. to tell the story. Sept. 4-5 we will be visiting Capitol Hill and you are invited to help. You don’t have to be a member of NAPSA or ASCA and you don’t have to have experience. You just need a passion for the industry and the ability to tell your story of frivolous lawsuits and how you were affected. If you have an interest in righting the wrongs of this topic, call NAPSA with questions at 888757-0130 or visit the Legislative Day link for more information at: https://www.regonline.com/ builder/site/?eventid=2209127
WSA
Consider Hiring Former Employees by Ranger Kidwell-Ross
Time is of the essence in educating lawmakers. You can make the difference.
What the "Frivolous Lawsuit" Bill means to You For details on Senate Bill 237 and why NAPSA and ASCA are heading to Washington D.C. to support it, see "NAPSA to Aid ASCA on D.C. Fly-in to Support Frivolous Lawsuit Bill" on page 14. To learn what Pavement Maintenance & Reconstruction thinks about the bill, check out the Editorial, "Attention: Sweepers in Warm States!" on page 6.
The North American Power Sweeping Association (NAPSA) is a nonprofit association made up of 200+ contract sweepers, service providers and sweeping equipment dealers, manufacturers and suppliers. NAPSA is dedicated to providing beneficial support to the membership and enhancing services to the sweeping industry. NAPSA is committed to promoting and educating the power sweeping community while enhancing the environment. For more information on NAPSA membership, please visit www.powersweeping.org or call (888) 757-0130.
The largest complaint I hear from most contractors is their inability to get good workers. That situation hasn't improved with the current low unemployment rate, combined with what is fast becoming a shortage of immigrant personnel. One source you may not have considered are your former employees, often called "boomerang" workers. This is yet another reason to maintain a cordial relationship with employees when they leave you for what they perceive as a better opportunity. Especially when a past worker is one who has shown they are diligent in their job, why not ask them if they might want to come back? Each of us makes decisions based on our personal needs at the time. These may change over time, of course, and a previous work environment may look better with the visibility of hindsight. If you have created a great work environment at your organization, that should lend confidence that if circumstances have changed for the employee then coming back to work for you will appear attractive once again. Today, with the advent of social media, it has become possible to keep track of former employees via a professional site
like LinkedIn. When they have new accomplishments be sure to congratulate them. You may even learn they have gained new skills that will make them and even stronger employee for you now than they were before. If you do try to entice a former employee back to your firm, be ready to tell them why it will be good for them to come back, not just a plus for you. There is a natural tendency to feel that returning to a former employer is a step backward in a career. It will be up to you to show them why that is not the case. You may also want to consider if there are any benefits you might be able to provide them to confirm that returning to work for you will be a positive for them and their family.
WSA contributor Ranger Kidwell-Ross has been providing information to the power sweeping industry since 1988. He is editor of WorldSweeper.com, an information resource for power sweeping, as well as founder and executive director of the World Sweeping Association. For more information about WSA visit www.WorldSweepingPros.org or contact Kidwell-Ross at director@ worldsweepingpros.org.
60 August/September 2018 • PAVEMENT • www.ForConstructionPros.com/Pavement
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Technology
The Power of Plastic Working to incorporate plastic waste into asphalt pavement mixtures TO HELP ADDRESS the global issue of plastic-contaminated oceans, Dow Packaging and Specialty Plastics (P&SP), a business unit of The Dow Chemical Co., is partnering with Indonesian associations and the Indonesian government to engineer a means to incorporate plastic waste that washes up on Indonesian beaches into asphalt pavement mixtures. The goal is to help the Indonesian government reach its goal of reducing plastics waste in the ocean by 70 percent by 2025.
POTENT PLASTIC At the recent United Nations Environment Summit, plastics waste contamination is now recognized as a planetary issue with much of the world’s marine ecology under threat.
PCTC
More Sealcoating Answers Last issue PCTC provided answers to some basic FAQs sealcoating pros are often asked. This issue we tackle a few more. Are pavement sealers hazardous? Air sampling studies showed refined tar-based sealers (RTS) pose insignificant inhalation risk to applicators, manufacturers or the general public. The U.S. Food and Drug Administration terms coal tar “generally recognized as safe and effective” as active ingredients to treat dandruff, psoriasis, eczema with coal tar concentrations up to five percent in over-thecounter products. And millions of people use over-the-counter coal tar soaps, shampoos and creams. Research with insurance carriers shows a general lack of insurance claims over the history of sealant use.
“We are extremely pleased with the success of this project and what it promises,” says Bambang Candra, Asia Pacific Commercial vice president at P&SP. “The technology behind these new plastic roads has proven simple enough for wide scale application in Indonesia’s transport infrastructure. We are confident it will help manage the sheer volume of plastics waste the country produces.” The first plastic road trial was completed in Depok city, West Java, Indonesia, in Q3 of 2017. It saw 3.5 metric tons of plastics waste material mixed into asphalt to create a 1.1-milelong proof of concept, which covered a total area of 105,281 square feet. The result of the two-month long project was a highly resistant plastics waste road that was highly durable. While still undergoing further testing at the
PUSJATAN (National Centre of Road and Bridge Construction), the project has been identified by Indonesia’s Coordinating Ministry for Maritime Affairs as one of national importance. The success of this project furthers Dow’s 2025 Sustainability Goals to advance a circular economy by delivering solutions to tackle environmental issues, raise awareness on recycling and reuse of plastics and create a sustainable business environment for plastics producers and consumers alike. According to research, plastics waste in Indonesia is estimated to reach 9.52 million tons by 2019 (or 14 percent of the country’s total waste). This amount of waste could be used to pave an equivalent of over 118,000 miles of new roads.
Some activists say RTS are a health threat, but generations of family-owned companies in the business of making or applying sealcoat have zero reports of adverse chronic health effects—including cancer—that can be attributed to exposure to sealcoat. Many studies have been performed over nearly a century to see if patients who intentionally expose themselves to high-level doses of coal tar for long periods of time have increased risk of cancer. All the studies have reached the same conclusion—there is no evidence of cancer. What is the connection between coal tar and PAHs? Activists point to the US Geological Survey (USGS) research to claim that sealants are the main source of polycyclic aromatic hydrocarbons (PAHs) in the environment. But the USGS has been shown to have manipulated data and used circular reasoning in their studies. Consistent with industry-funded analyses, independent studies of New York Harbor and Puget Sound (Seattle) found sealant contributes less than 1% of PAHs to sediments in those locations, and a recent statistical study of the Illinois River by the universities of Illinois and Milwaukee-Wisconsin suggested a sealcoat contribution of no more than a few percent. PAHs are made whenever something organic
is heated or burned. Smoke from forest fires and wood burning fireplaces; plants decaying in a swamp or a compost pile; emissions from planes, trains and automobiles, cooking food, lubricating oils, volcanic eruptions – PAHs are in all those substances as well as in materials derived from coal tar. This means PAHs occur naturally, are everywhere in our environment and have been since the dawn of man. Why you shouldn’t sealcoat if the weather is cold or if it’s going to rain? For the same reason that exterior painting is not recommended in cold or wet weather, sealcoat is not applied in those conditions because the water in the emulsion won’t evaporate. If the water doesn’t evaporate, sealcoat particles can’t begin the curing process of sticking to each other and the coated surface. Dried sealcoat does not wash off. If any sealcoat—asphaltbased or refined tar-based—washes off before it dries, it can suffocate fish. The fish are NOT poisoned. Autopsies have shown that the fish die because sealcoat particles cover the fish’s gill plates.
For more about PCTC visit www.pavementcouncil.org.
62 August/September 2018 • PAVEMENT • www.ForConstructionPros.com/Pavement
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SAVE THE DATE February 27 - March 2, 2019 Music City Center • Nashville, TN Sponsored by
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Contractor Snapshot
Allan Heydorn
From Seller to Self-performer How Michigan Asphalt Paving & Sealcoating transformed a gang-buster sales organization into a hands-on pavement maintenance business “THERE ARE A lot of asphalt companies out there and basically they’re the same company with different-colored trucks,” says Cliff Godin, vice president and director of operations for Michigan Asphalt Paving & Sealcoating. “We’re trying to differentiate ourselves.” Well, they were certainly off to a different start from day one in 1986. Because unlike most contractors who start a business because they have a specific construction skill, Michigan Asphalt Paving & Sealcoating got its start because a homeowner wanted his driveway paved ...for free. “My father-in-law, Tom Cotter Sr., wanted to get his driveway paved, and when he got the quote he asked the contractor how many neighbors he had to sell before he’d get his for free.” The answer was five, so he put up flyers and talked with neighbors and had five signed up within about 48 hours. “Two years later we did 400 driveways,” Godin says.
25 Years of Selling And they did them all as a subcontractor, only selling paving work; self-performing none of it. “We knew the square foot costs so that was easy and at that time people were moving frequently and just wanted to get their properties looking good so we were selling a lot of overlays.” That worked fine for 25 years until in 2012 they became a self-performing contractor. “It was just time for us to start doing
it ourselves,” Godin says. Godin credits brother-in-law Tom Cotter, president, with taking the lead on starting their own company...and he says it came as a bit of a surprise. “I remember in December 2011 hearing him on the phone talking with someone in South Carolina and the next thing I heard was, ‘So do you want my credit card number?’ And when he got off the phone I asked him ‘Did we just buy a paver?’ And he said ‘Yes we did’.” At that point they had no paving experience other than watching crews on the jobs they had sold. “We never questioned whether we’d be successful,” Godin says. “We had a customer base and a reputation that was solid and proven after many years. So we mined more than 20 years of high-end customers that we’d sold to and who knew our name and reputation.” The first year they paved fewer than 40 driveways parttime, but within four years they became a full-time, yearround contractor. Today the company, based in Birmingham, MI, generates 75% of its sales from paving and 25% from sealcoating and patching; 70% of their work is residential and 30% is commercial. The 40-person company runs one paving crew, two excavation crews, three sealcoating crews and one patching crew. “Since we began self-performing we have quadrupled in
size and we’re still growing. And our reputation, which was great to begin with, has never been better,” Godin says.
Reputation Creates a Comfort Level
Tom Cott er Sr. of Michig , 92-year-old foun Sealcoati an Asphalt Paving der ng, who is & now retire d.
Godin says that because Michigan doesn’t require a license to do asphalt work, fly-by-night companies come through making it difficult for reputable contractors. “We have worked very hard to build our reputation. We have the owners and management teams of some of the largest asphalt suppliers in Michigan referring us to their personal friends for their driveways. I tell my employees that this is high praise indeed and that they should be very proud of that achievement.” Godin says some of the things they’ve done to enhance their reputation include: • Looking professional. Trucks are branded, crews wear uniforms, lawn signs are placed. • Making the company visible. “We were one of the first contractors to use yard signs which are basically our company logo and people are used to seeing our signs around. People see it and recognize it. People also can look at our website and see who we are and that we’ve been around for a while. We’re very visible.”
• Servicing the customer. “If there’s a problem we do our best to take care of it right away.” • Communicating pro actively with customers. • Paying attention to detail. “We’re very concerned about people’s homes. You can do a great job on a driveway but if you leave trash or damage their lawn you’ll hear about it and so will everyone else in the neighborhood.”
Standardization and Procedures This past winter Michigan Asphalt Paving & Sealcoating developed a set of standard operating procedures that they then shared with employees at their annual kickoff meeting. “Standard procedures will make the company run more smoothly and efficiently. We wanted to give our crews a framework of well-defined plans and mechanisms so that they can handle all aspects of the business without going into crisis mode.“
64 August/September 2018 • PAVEMENT • www.ForConstructionPros.com/Pavement
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Index
PAVEMENT
Advertiser Index
Published by AC Business Media Inc.
Almon Equipment Ltd.
34
Boyd Equipment
34
Carlson Paving Products Inc.
67
Caterpillar Inc.
17
Crafco Inc.
13, 61
Crum & Forster A Fairfax Co.
44
Deery
20
Dynapc Fayat Group
9
Editorial Office: Allan Heydorn, 2339 Stratford, Westchester, IL 60154 (708) 531-1612 | Fax: (708) 531-1613 | aheydorn@ACBusinessMedia.com
Gem Seal Pavement Products
2
Global Environmental Products
37
PUBLICATION STAFF: Publisher: Amy Schwandt Editor/Conference Manager: Allan Heydorn Art Director: April Van Etten Ad Production Manager: Patti Brown Sr. Audience Development Manager: Wendy Chady Audience Development Manager: Angela Franks
Graco Inc.
29
GuardTop
35
Keystone Engineering
34
Keystone Plastics Inc.
40
LaserLine Manufacturing Inc.
40
LeeBoy
25
ADVERTISING SALES: (800) 538-5544 Tom Lutzke, Eric Servais, Sean Dunphy, Amy Schwandt, Erica Finger, Denise Singsime
Logan Contractors Supply Inc.
44
Maintenance Inc.
34
M-B Companies Inc.
36
FORCONSTRUCTIONPROS.COM WEBSITE: Digital Operations Manager: Nick Raether Digital Sales Manager: Monique Terrazas Editor: Larry Stewart Managing Editor: Kimberly Hegeman
Mesabi Asphalt Tools
36
MRL Equipment Company Inc.
33
National Pavement Expo 2019
Insert, 63
Neyra
41
Quik Pave Products Inc.
12
RAE Products & Chemical Corp.
38
SealMaster
68
Seal-Rite
5
Spaulding Mfg. Inc.
36
Star
10
Sweeper Summit & Equipment Expo
22
Unique Paving Materials Corp.
39
United Rotary Brush Corp.
38
Vanair
16
Waterblasting Technologies
23
Weiler
11
Wirtgen America Inc.
7
201 N. Main Street | Fort Atkinson, WI 53538 800.538-5544 • www.ACBusinessMedia.com www.ForConstructionPros.com/Pavement
CHANGE OF ADDRESS & SUBSCRIPTIONS PO Box 3257, Northbrook, IL 60065-3257, Phone: (877) 201-3915 Fax: 847-291-4816 • circ.pavement@omeda.com REPRINTS Denise Singsime at (800) 538-5544 ext. 1245 dsingsime@ACBusinessMedia.com. LIST RENTAL Jeff Moriarty, SVP, Business & Media Solutions, Infogroup Phone: (518) 339-4511 • Email: jeff.moriarty@infogroup.com AC BUSINESS MEDIA INC.: Chairman: Anil Narang President and CEO: Carl Wistreich CFO: JoAnn Breuchel Editorial Director: Greg Udelhofen ADVISORY BOARD: ACI Asphalt Contractors Inc., Maple Grove, MN: Jim Bebo Asphalt Contractors Inc., Union Grove, WI: Robert Kordus Asphalt Restoration Technology Systems, Orlando, FL: Connie Lorenz Brahney Paving, Hillsborough, NJ: Steven Brahney Clean Sweep Inc., Chattanooga, TN, Pete Phillips Custom Maintenance Services, Shippensburg, PA: Michael Nawa Eosso Brothers Paving; Hazlet, NJ: Tom Eosso Pacific Sweeping, San Marcos, CA: Lee Miller Parking Lot Maintenance, Lake St. Louis, MO: Todd Bruening Petra Paving, Hampstead, NH: Chris Tammany Pioneer Paving, Albuquerque, NM: Don Rooney Robert Liles Parking Lot Service, Tyler, TX: Robert Liles Roberts Traffic, Hollywood, FL: Lisa Birchfield Roccie’s Asphalt Paving, Stamford, CT: Vincent Engongoro Show Striping Inc. (SSI), Wisconsin Dells, WI: Amber Showalter T&N Asphalt Services, Salt Lake City, UT: Nick Howell The Rabine Group, Schaumburg, IL: Gary Rabine Young Sealcoating Inc, Lynchburg, VA: Steve Young ASSOCIATION REPRESENTATIVES: Pavement Coatings Technology Council: Anne LeHuray, Executive Director
PAGE
Get fast, relevant product information in the Buyers Guide at
ForConstructionPros.com
www.ForConstructionPros.com/Pavement • PAVEMENT • August/September 2018 65
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Tailgate Talk | Brad Humphrey
8 “Knows” to Guide New Contractor Leaders Insights to help leaders make quick leadership strides AS WE CONTINUE to experience a shortage of workers, we are also seeing a turnover of leaders. The next “wave” of leaders are in some cases charting new waters. Many new and soonto-be new leaders have had little leadership training and development. Here are the “Eight ‘Knows’ of Leadership" to help the new leader or the “leader in waiting” learn what they will need to focus on to ensure their leadership makes strong and sure improvement steps.
#1
KNOW YOUR PEOPLE
To “know” is to understand the profile make-up of others including personality traits, work style and ethic, strengths, weaknesses, personal hobbies and interests, and even information about the worker’s family members, including their names. Knowing your people allows you to better approach them, leading them to greater performance and use of their own skills, knowledge and dreams.
#2
KNOW YOUR BUSINESS
Spend extra time studying the company, the industry and their specialty. The superintendent needs to study better scheduling techniques and material improvements
just as much as the new “IT guy” learns more about the software and about software improvements. This “Know” is a never-ending process of education.
#3
KNOW YOUR CUSTOMERS
A customer is certainly a “paying customer,” the individual or company for whom you perform work. If dealing directly with an external customer, develop knowledge about the customers’ needs, expectations, requirements. Just as important is to “know” your internal customer – the person or department you support or provide information. Knowing the needs and expectations of your internal customer is what makes for better company relationships and culture.
#4
KNOW YOUR OBJECTIVES
It’s crucial new leaders gain early knowledge of their objectives. Objectives can be key expectations that must be met, or goals and milestones a leader needs to achieve. Perhaps the best question a new leader can ask their senior leader is, “What do you expect from me?” The greater clarity a new leader has, the sooner and more effectively, the leader can perform their role and achieve, even surpass their objectives.
#5
KNOW YOUR SITUATIONS
This might include what
sort of workers are reporting to them or what is the attitude from their direct reports about their jobs, their previous leader, even the company. Knowing your situation is also being aware of how things are processed and completed. Every company has “their way” so it is important that the new leader know those ways.
#6
KNOW YOUR AVAILABLE RESOURCES While most leaders consider resources to include equipment, tools and vehicles, resources today might also include information, technology and even workers with some level of expertise. As a leader, knowing your available resources is akin to the baseball coach knowing what pitchers are available and who is the best pitcher for a given situation. It’s critical for leaders to know the available equipment and tools for sure, what’s working and what needs maintenance. Likewise, it’s critical for the leader to know who are the available workers who are best suited for the specific work to be completed.
#7
KNOW YOUR CONSEQUENCES
Taking two workers from one crew to work on a different crew may have negative consequences for the crew they left, causing the first crew to work longer hours to accomplish the scheduled
work. Deciding to delay sealcoating today might have consequences for tomorrow’s productivity. Every decision and action has consequences, and the leader must calculate what those consequences are prior to taking an action or making a decision.
#8 KNOW YOUR BOUNDARIES What are leaders allowed to make decisions about? How much can they ask of their workers? How hard can they push workers before they have pushed too far? Knowing your boundaries isn’t so much about what you “can’t do” but more about what you can and should do. Aside from obvious immoral or illegal issues, knowing your boundaries is about respecting your workers, your peers, your senior leaders, your customers and your company’s commitment to excellence. Here’s to saying “Yes” to the eight “Knows.” Brad Humphrey is president of Pinnacle Development Group, a consulting firm that specializes in the construction industry. His new book, Champion Leadership (a sequel to The Emerging Leader) is available from his website, www. pinnacledg.com. Brad will present a new day-long boot camp, “No Excuse” Leadership, Feb. 26 in Nashville, the day before National Pavement Expo, Feb. 27-March 2. For details visit www. nationalpavementexpo.com.
66 August/September 2018 • PAVEMENT • www.ForConstructionPros.com/Pavement
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