Asphalt Contractor December 2016

C.J. Miller’s new plant boosts production, efficiency Page 58

Latest Technologies for Production, Paving & Preservation December 2016

30 CELEBRATING

Years

EXCLUSIVE:

2017 Asphalt Industry Forecast Page 20

NCAT & MnDOT

Partner for Cold Climate Experiments Pavement preservation, performance testing the focus

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RECON™ helps you stay informed RECON™ monitor helps you stay informed about the status of asphalt storage tanks and hot oil heaters at your HMA plant.

It is a web-based system that uses your smart phone, tablet or PC.

H E AT E C , I N C .

VISIT US BOOTH C30332

Search: 10073245

an Astec Industries Company

5200 WILSON RD • CHATTANOOGA, TN 37410 USA 800.235.5200 • FAX 423.821.7673 • heatec.com

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› TABLE OF CONTENTS DECEMBER 2016

IN EVERY ISSUE

8 Editor’s Perspective

With a new president-elect, what can we expect now?

10 New Products

The latest innovations available for your asphalt business.

18 Technology Update

Hard Hat Hub brings together construction job seekers and construction companies looking to hire through an online search platform.

77 Ad Index 78 The Last Exit

COVER STORY 30 NCAT Paves Test Strips in Cold Weather Climate NCAT and MnDOT partner to execute pavement preservation and asphalt mixture performance testing experiments on low- and highvolume routes in Minnesota.

20 Special Report:

2017 Asphalt Road Building Industry Forecast

Industry experts gather to predict what 2017 holds for the asphalt road building industry.

PAVING INNOVATIONS

PLANT MATTERS

36 How to Compact Asphalt

58 C.J. Miller Opens

Pavements

Temperature of the mat, pattern of rollers, impact mat density – and the success (or failure) of a pavement.

69 Conexpo 2017:

Contractors Encouraged to Imagine What’s Next

Conexpo-ConAgg will spotlight the latest technologies, products and best practices for the construction and construction material industries.

Rice University has improved its method to turn plain asphalt into a porous material that can capture greenhouse gases from natural gas.

New Plant to Boost Production, Increase Efficiency

New asphalt plant located in Finksburg, MD, doubles its capacity and will create up to 100 jobs.

46 Paving Products

Pavers, rollers, screeds, material transfer vehicles & more.

PAVEMENT PRESERVATION

50 HIR Preserves Waukesha County Roads

Gallagher Asphalt uses green hot in-place recycling to help this Wisconsin county save money.

64 Cliff’s Notes

The importance of covering up during the winter months.

65 Plant Products

Plants, baghouses, mixers, dryers, silos, automation systems.

54 Preservation Products

Milling machines, reclaimers, infrared equipment & more.

4 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • December 2016

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A WIRTGEN GROUP COMPANY

Material Transfer Vehicle: MT 3000-2i Offset PowerFeeder.

TECHNICAL HIGHLIGHTS > High-performance material feeder to empty a 27.5 tons truck in just 60 seconds

> Material conveying system counteracts thermal as well as mechanical segregation

> Pivoting and inclining conveyor for high versatility > Automatic distance control system > ErgoPlus operating system for all-around visibility and intuitive controls

www.wirtgen-group.com/america

WIRTGEN AMERICA, INC. · 6030 Dana Way · Antioch, TN 37013 · Telephone: 615-501-0600 Search: 10075240

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WHAT’S ONLINE www.ForConstructionPros.com/Asphalt and major equipment manufacturers are all highly invested in these concepts.

Search: 12169353

VOTERS APPROVE $201B IN FUNDING EXTENSIONS, NEW REVENUE FOR TRANSPORTATION PROJECTS Preliminary election results show voters in 22 states ap-

TIPS TO SAFELY SECURE & MAINTAIN CONSTRUCTION JOBSITES FOR THE HOLIDAY SEASON As the holidays swiftly approach, now is a good time to highlight best practices for construction industry professionals to safely secure and maintain road worksites.

Search: 12279259

proved ballot measures that will provide $201 billion in funding extensions and new revenue for state and local transportation projects.

Search: 12278170

WHITE OAK ASPHALT DISCUSSES ITS NEW CAT PM620 Contractor White Oak Asphalt in Fredricksburg, VA, shares why it chose the PM620 cold planer/profiler and how this machine has made the company more profitable.

ROAD CONSTRUCTION TURNS UP CHARRED DEBRIS FROM THE GREAT CHICAGO FIRE

Search: 12276492

Workers on the Lake Shore

HOW IOT IS IMPACTING THE CONSTRUCTION INDUSTRY

Drive ramp project in Chicago have uncovered what officials say is charred debris from the Great Chicago Fire.

Search: 12277481

In the construction industry, the Internet of Things (IoT) commonly refers to telematics,

December 2016 Vol. 30, No. 10

Published by AC Business Media Inc.

201 N. Main Street Fort Atkinson, WI 53538 (800) 538-5544 • www.ACBusinessMedia.com www.ForConstructionPros.com/Asphalt

Published and copyrighted 2016 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.

Asphalt Contractor (ISSN 1055-9205, USPS 0020-688): is published ten times per year: January, February, March/April, May, June/July, August, September, October, November, December, with an additional Buyer’s Guide issue published in August by AC Business Media Inc., 201 N. Main Street, Fort Atkinson, Wisconsin 53538. Periodicals postage paid at Fort Atkinson, Wisconsin and additional entry offices.

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6 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • December 2016

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December 2016 • Vol. 30, No. 10

EDITOR'S PERSPECTIVE

Lisa Cleaver, Editor

lcleaver@ ACBusinessMedia.com

A

What should we expect now?

fter a nasty, exhausting presidential campaign, where everyone was focused on everything but policy, Donald Trump has emerged as the 45th President of the United States.

What does this mean for the road building industry? One thing both Republicans and Democrats agree on is the need for increased investment in infrastructure. During his campaign, Trump revealed a 10-year, $1 trillion infrastructure plan, which would have been largely funded through private investment, with tax credits going to investors willing to put up an equity stake in revenue-generating projects.

But a post-election statement on his transition web page offered a 5-year, $550 billion program.

"We are going to fix our inner cities and rebuild our highways, bridges, tunnels, airports, schools, hospitals," said Trump during a post-election speech on Nov. 9.

"We're going to rebuild our infrastructure, which will become, by the way, second to none. And we will put millions of our people to work as we rebuild it."

Music to our ears ... but the $550 billion transition statement doesn't list priorities or state where the funding would come from.

A conservative Congress might back Trump, or it might not. Reaction to Trump's infastructure plan has been, for the most part, positive from the construction industry.

But we're also wary that cooperation may still be a problem in Washington.

“Republicans in Congress should heed the call of their party’s leader and make urgently-needed improvements of national infrastructure networks a top priority in early 2017," says ARTBA President & CEO Pete

Ruane. “Despite a highly partisan political environment, Republicans and Democrats have routinely worked in a bipartisan manner to support infrastructure legislation. All sides should view a long-term infrastructure package as an opportunity for the two parties to come together and make meaningful progress for the American people.”

There was a lot of good state-level transportation news from election night.

Voters in 22 states approved ballot measures that will provide $201 billion in funding extensions and new revenue for state and local transportation projects.

California will see the biggest impact. Voters there approved 15 of 26 transportation ballot measures worth $133 billion, including a 1 cent sales tax in Los Angeles that will provide $120 billion over 40 years for local road, bridge and transit projects.

Voters in Illinois and New Jersey passed transportation tax “lockbox” measures to prohibit state lawmakers from diverting transportation user fee revenue to nontransportation uses; and Maine approved a statewide transportation bond issue for $100 million.

All of this is great news for road builders at the end of 2016, which I think failed to meet many of our expectations.

What does 2017 hold for us? As always, our December issue hosts our State of the Industry Report (page 20). Check it out to see what our asphalt industry experts see in their crystal balls for 2017.

Have a great holiday season & happy new year!

Published by AC Business Media Inc.

201 N. Main Street | Fort Atkinson, WI 53538 800.538-5544 • www.ACBusinessMedia.com www.ForConstructionPros.com/Asphalt

Publication Staff Publisher

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Get fast, relevant product information in the Buyers Guide at ForConstructionPros.com 8 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • December 2016

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THE UNIFIED “UF” SERIES DRUM

SINGLE DRUM COUNTERFLOW

PROS: RUGGED! SKID MOUNTED or PORTABLE Built to last WARPAGE Resistant

NO

SACRIFICES COMPROMISES

CONS:

YOU DON’T OWN ONE YET 13333 Highway 24 West Fort Wayne, IN 46814 Tel. (260) 672-3004 Fax. (260) 672-3020 www.almix.com Search: 10071910

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NEW PRODUCTS Asphalt Contractor Gains Productivity & Enhances Safety with Super Dumps New trucks meet bridge formula regulations plus generate up to 10% productivity gains

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ichael Tucci started Tucci & Sons in 1950 as a small utility construction company. Today, the third-generation, family-owned operation is a full-service heavy construction business. It includes an asphalt paving operation plus three other divisions – utilities, grading and earthwork and master planned community construction and development.

The asphalt paving division operates two asphalt plants with a combined maximum production capacity of 800 tons of asphalt per hour, plus works on a variety of projects including street and highway repaving for local municipalities, Pierce County, the Washington Department of Transportation and the federal government.

According to Tim Tucci, who serves as the company’s secretary/ treasurer and fleet operations manager, Tucci & Sons has always tried to choose trucks and equipment that can offer employees a comfortable and productive work environment.

The company runs a truck fleet consisting of 15 tractors and end-dump trailers, six transfer trucks and six water tenders, as well as two Kenworth T880 Super Dumps that the company acquired in May 2016.

Added axles enhance capacity & maneuverability Tim Tucci worked with Rick Barry, his longtime sales consultant at Kenworth Northwest, to choose the specifications for the company’s first two T880s compliant with federal

bridge formula requirements for lift axle spacing and capacity.

The 25-ton-capacity T880 Super Dumps feature three 8,000-lb.

W&C Tru-Track Super Alumilite steerable lift axles and an 8,000lb. steerable “flying tag” axle. The trucks are spec'd with the PACCAR MX-13 engine rated at 500 hp and 1,850 lbs.-ft. of torque.

The additional axles increase the vehicle’s gross combination vehicle weight to 80,000 lbs. by spreading the weight over more axles, which is permitted under an alternative federal bridge formula used by the state of Washington.

With a 256-in. wheelbase, the truck measures 40 ft. from the front bumper to the rear steerable pusher axle – considerably shorter than the 75-ft. length of the tractor and enddump trailer units the new trucks replaced. The resulting additional maneuverability means Tucci & Sons doesn’t have to rely on transfer trucks to deliver asphalt to paving

projects in tighter urban areas.

The trucks also feature a clear back-of-cab configuration, allowing each truck to carry 110 gal. of diesel fuel instead of the typical 75 gal.

This increased fuel carrying capacity extends the range of the truck, allowing it to go longer distances.

Productivity boost dumps more to the bottom line Tucci & Sons, enhancing productivity, driver comfort and safety is the name of the game when it comes to delivering asphalt. “Depending upon the location of the paving project, we’ve found that in many cases our new T880 Super Dumps can haul up to 10% more asphalt in a single day than the dump trucks and end-dump trailers they replaced,” says Tucci.

The benefits are substantial.

When a driver delivers asphalt using a dump truck and end-dump trailer, he or she must first empty the

end-dump trailer. The driver then gets out of the truck, unhitches the end dump trailer, dumps the load in the bed of the dump truck and re-hitches the end-dump trailer to the truck before returning to the plant. Since the entire process can take anywhere from 20 minutes to half hour for each delivery, the company can add back one to two hours’ worth of revenue-generating productivity each day.

“Drivers in our new T880 Super Dumps can deliver their loads to the jobsites, dump them and then go right back to our Lakewood or Tacoma plant for another load,” says Tucci. “Also, jobsite activity and traffic can make it nerve-racking at best for our drivers to get out of their trucks when they’re delivering asphalt to a busy freeway jobsite at night.

“Anytime we can keep them inside the truck, that’s better for us and for our drivers, especially at night,” he adds. Search: 12092637

10 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • December 2016

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A FULL LINE OF EQUIPMENT & PRODUCT SUPPORT SOLUTIONS FOR ALL YOUR ROAD BUILDING NEEDS. PAVERS | MTVS | COLD PLANERS | STABILIZERS BROOMS | COMPETITIVE PARTS | GUARDIAN

roadtec.com 1.800.272.7100 423.265.0600

© 2015 ROADTEC.INC. ALL RIGHTS RESERVED Search: 10074458

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NEW PRODUCTS Eagle Crusher UltraTraxx Impactor Track Unit The Eagle Crusher UltraTraxx is an easily portable impactor track unit that features a removable discharge conveyor for quick access to the under-crusher area for inspection, maintenance and cleaning.

• Equipped with the UltraMax UM-15 impactor • Smart feeder drive system monitors engine load for more efficient production • Load-sensing hydraulics improve fuel efficiency and reduce component wear • Includes wireless remote control to operate and monitor functions of the plant including filter status, hydraulic oil temperature and charge pump pressure • Fuel capacity for more than 10 hours of operation Search: 12265178

RePlay Agricultural Oil Seal and Preservation Agent

SealMaster LiquidRoad Surface Treatment SealMaster LiquidRoad is an environmentally friendly coating for roads, streets and other asphalt surfaces, ideal for communities and neighborhoods.

• Polymer-modified and fiber reinforced • Highly durable and skid resistant • Special surfactants allow superior adhesion, flexibility and durability • Even textured surface is for bicycle and vehicle traffic Search: 12227588

RePLAY Agricultural Oil Seal and Preservation Agent is a patented solution that extends the life of paved asphalt surfaces when applied every 3-5 years.

• The 88% biobased solution is easily applied and cures within 15 to 30 minutes, saving the hassle of extended lane drop time and expensive labor • By reducing moisture penetration and sealing hairline cracks, RePLAY reverses the oxidation process and protects asphalt from potholing, edge rutting and cracking • Once applied, RePLAY works deep into the asphalt matrix, penetrating on average 0.75 to 1.25 in. deep • Helps maintain skid resistance that deteriorates as the asphalt’s condition worsens • RePLAY is optimal for new asphalt within two years of paving Search: 12254684

Pothole Patrol Asphalt Millings Rejuvenator DuraPatcher DuraTruck The DuraPatcher Truck mount is designed to move a pothole in one quick and cost effective 4-step process: 1. Clean the area with compressed air 2. Apply an emulsion tack coat 3. Fill the hole with coated aggregate 4. Cover with dry aggregate so traffic can resume immediately • Vent-Flo nozzle • Ergonomic no-stress Boom • 6 yd. aggregate hopper Search: 12270445

Asphalt Millings Rejuvenator is a low cost means of producing asphalt patch material using your own locally sourced asphalt millings.

• One gallon is needed to rejuvenate 2,000 lbs. (1 ton) of millings • Each 5-gallon container has a blend of additives that will help to convert millings into a high performance hot asphalt material • Containers should be drill-mixed to disperse the additives throughout the rejuvenator liquid • For best results, millings should be heated to 300-350°F and followed by adding the rejuvenator • Available in 5-gal. containers Search: 12263061

12 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • December 2016

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THE FACES OF ASTEC PARTS

When Astec parts salesman GREG PAINTER is not calling on customers to support their parts needs, you can find him on the water fishing or in the woods hunting. But when you call, he’ll trade that fishing hat for a hard hat, because he is always your parts man.

An ASTEC parts salesman knows that being successful in his job means that you count on him to deliver when needed. So when you need a part, he will take the call because no matter what else he is, he is always your parts man.

Anyone can stock parts and ASTEC stocks the world’s largest inventory of parts for asphalt plants. But ASTEC doesn’t just stock parts.

ASTEC delivers the industry’s best customer service. That is what sets us apart.

Any part, any brand. We can help.

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NEW PRODUCTS Ditch Runner TURBO PRO 500 Sealcoat System The TURBO PRO 500 Squeegee-Spray Sealcoat system is powered by a Kubota water-cooled Turbo diesel engine.

• Hydraulically controlled variable speed drive system gives positive control from low to high speed • The 8-ft. squeegee has four blades with a pedal controlled 4-in. material drop • 100-gpm piston material pump • Hydrostatic rear-wheel drive • Positive parking brake • Power steering • Hydraulic joystick for positive control • Low profile engine deck increased stability and operator visibility • 30-gal. water tank • Variable speed drive • 75-ft. hose and 6-ft. aluminum handwand Search: 12270491

Dust Control DustBoss DB-100 Fusion The DustBoss DB-100 Fusion dust control system features a powerful atomized mist design with a range of 100 meters and the ability to deliver 140,000 sq. ft. of coverage area.

• 60-hp electric fan motor coupled with 10-90 psi of inlet water pressure run through a booster pump achieve pressures as high as 250 psi total • Standard machine fed by a manifold of 30 nozzles • Inlet stream shattered into millions of tiny droplets in the 50- to 200-micron range, capable of suppressing fugitive dust particles in most cases • Powered by a 480V /150-KW generator with a John Deere 6.8-liter, Tier 3 flex diesel engine mounted on one of several dual-axle trailer options with stabilizing jacks Search: 12267410

PaveXpress Adds Layered Elastic Analysis, Costing Modules PaveXpress, the free Web-based pavement design tool, has been updated to version 3.0 with new modules for estimating material costs and conducting a layered elastic analysis of a pavement structure.

• These new modules build on PaveXpress’s existing tools for designing new flexible and rigid pavements, as well as asphalt overlays for maintenance and rehabilitation • Update also includes an improved user experience, particularly on smaller screens, such as smartphones • PaveXpress — www.PaveXpressDesign.com — creates technically sound pavement structural designs for flexible and rigid pavements based on widely accepted industry standards from the American Association of State Highway Transportation Officials (AASHTO) • Designed for use by local agencies, engineers, architects, consultants and engineering students who need a reliable way to quickly determine the necessary pavement thickness for a new roadway or overlay, to estimate roadway materials costs for a project, or to analyze the stresses, strains, and deflections in a layered elastic system • PaveXpress is based upon design equations from the 1993 AASHTO Guide for the Design of Pavement Structures and the 1998 Supplement to the AASHTO Guide for the Design of Pavement Structures; it supports the design of new flexible and rigid roadway pavements, asphalt overlays, and heavy-duty asphalt parking lots • New layered elastic analysis module • Projects can be printed, shared, and saved, and design options can easily be evaluated in a side-by-side comparison • Can be accessed from any computer or mobile device, regardless of screen size or operating system Search: 12271505

Superior Road Portable Telestacker Conveyors Superior Industries offers new road portable models of its extended size 170- and 190-ft. Telestacker Conveyors.

• Road portability saves users money by eliminating costs associated with on-site assembly and drastically reduces freight costs • Users can transfer units from site to site Search: 12269944

14 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • December 2016

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50 YEARS OF INNOVATION. THAT’S A HECK OF A RÉSUMÉ.

VECTOR CONTROL

With over five decades of experience fueling it, the Equinox™ burner delivers unrivaled productivity while achieving the lowest NOx emissions of any burner on the market.

Combine it with the Vector Control for unbelievable fuel savings and the advantage is clear.

5201 N. Orange Blossom Trail · Orlando, FL 32810 ∙ 407.290.6000 ∙ GeneralCombustion.com Search: 10073093

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Long Drying Time Plus Long Mixing Time Equals

High Quality

MIX

DILLMAN UNIDRUM The robust, hard-wearing Dillman Unidrum takes full advantage of its long drum to produce a consistent, high-quality mix with up to 50%* RAP content.

Add the optional V-Pack stack temperature control system to operate in the most efficient way possible. Only available on the ASTEC family of asphalt plants. *at 3% moisture

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DILLMAN UNIDRUM Features

• • • • •

Easily Retrofitted 200-700 Tons Per Hour Optional Astec Warm Mix System Optional V-Pack Stack Temperature System Backed by 24/7 Parts and Service Support TM

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TECHNOLOGY UPDATE

Is an Online Job-Matching Website the New Way to Find Employees?

Hard Hat Hub brings together construction job seekers and construction companies looking to hire through an online search platform

By Kimberly Hegeman, Tech Editor

W

e've been talking about the construction labor shortage for years now. While it's still a major challenge in the construction industry there are many contractors, associations, programs and states actively working to fill that gap.

But what about the positions you need filled now? What about those laid off construction workers actively looking for work or those looking for a new job or challenge?

Where can you find them?

One answer: Hard Hat Hub. Hard Hat Hub is an online job matching website for construction, engineering and facilities professionals.

It's a place where construction job seekers and construction companies looking to hire can get together to solve their needs.

How does it work? Job seekers create free, anonymous profiles that include their unique skills, project experience, travel preference and more. Why anonymous profiles? Some workers currently employed but looking for another job may not want their current employer to know they are actively searching for a new job at this point. When jobseekers sign up, they have the option to select if they'd like their profile to be visible to employers or not.

Employers looking to hire can also sign up for free. Employers tell the job matching website about the kind of people they regularly hire rather than just posting a job opening.

Employers can review the anonymous jobseeker profiles to look for those that match their hiring needs. Employers can even filter profiles by industry specifics including sector,

project type, experience, compensation, travel preferences, location and more.

When an employer finds a profile he or she likes, they can pay a small fee to "unlock" the profile to see the jobseeker's name, email and phone number.

Employers even have tiered paid options depending on their needs whether it be just to hire a few people a year, on-going hiring needs, looking to hire for a specific position or wanting to promote the company to a target audience.

One benefit for employers using Hard Hat Hub is that it can help build a pipeline of employees. Maybe you only need to hire one field laborer but you find a few good candidates. Reach out to them and build a relationship for future hiring needs. Plus, it gives construction employers an easy place to continue looking for new job candidates,

which might be easier and quicker than previous methods used.

An online job matching resource is a great tool for the construction industry, especially as the industry is trying to reach out to the younger, Internet generation. This is where the next generation of workers is. Plus, with smartphones basically attached to our hands, a website like Hard Hat Hub means those looking for construction jobs can find work or employers can find employees almost any time any day.

What do you think? Is an online jobmatching website something you would use as a worker or an employer?

Have you tried using the Internet to find new workers?

Would you pay to receive contact information of potential new employees?

Let me know by emailing, khegeman@ acbusinessmedia.com.

18 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • December 2016

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LET’S BE CLEAR

SCREEN MACHINE PRODUCTS ARE BETTER ... BY DESIGN!

TRAMP IRON RELIEF SYSTEM Issue: Non-crushable item gets lodged at the nip angle of the jaw crusher.

Even the most powerful jaw crusher can be stopped by a blockage of material at the base of the jaws. That means downtime, and that means lost productivity.

Solution: The Tramp Iron Relief System automatically widens the closed side setting, letting the item through.

Screen Machine’s JXT Jaw Crusher features our exclusive Blockage Clearance and Tramp Iron Relief System. It allows the closed side setting to expand to clear blockages and maintain production.

Visit our web site for full details on how it works, and how it helps you work better ... www.screenmachine.com/jxt-jaw-crusher.php

JXT Jaw Crusher

See us at CONEXPO 2017 — Booth #C32-313

American-Made Innovation Since 1966 800-837-3344

740-927-3464

email@screenmachine.com

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SPECIAL REPORT 2017 INDUSTRY FORECAST

Asphalt Road Building Industry Forecast Industry experts gather to predict what 2017 holds for the asphalt road building industry

H

By Lisa Cleaver, Editor ere we are at the end of 2016. The FAST Act has been implemented for nearly a year now, and we have a new President-elect headed to the White House next month. How are these things going to affect the asphalt road building industry? What trends will be vying for our attention in the coming months?

What will 2017 have in store?

We’ve asked a group of industry experts to pull up a chair at our roundtable to give us a glimpse into what the future may hold.

FUNDING

Q:

The FAST Act has been implemented for nearly a year now.

What has been the impact on the asphalt road building industry under this highway bill so far?

Dr. Alison Premo Black, senior vice president & chief economist, Deputy Director Contractors Division, American Road & TransportaAlison Premo tion Builders (ARTBA): Black, PhD, The five-year funding levels vice president of the FAST Act and some and chief of the reforms are a posieconomist, tive market development American for the asphalt road buildRoad & ing industry. The funding Transportation levels in the bill for the Builders federal fiscal year 2016, Association which ran from October (ARTBA) 1, 2015, to September 30, 2016, did provide a modest increase in federal investment. However, this is likely to be felt in the market in 2017, as states obligated much

of their federal dollars during the last few months of the fiscal year. As those projects are put out to bid and work gets underway, this investment will help support the market in 2017.

Mike Acott, president, National Asphalt Pavement Association (NAPA): In most markets around the country, the FAST Act has stimulated a lot of resurfacing work Mike Acott, as states dig out from the president, backlog of needed highway National and road improvement Asphalt projects that have built up Pavement after years of short-term Association extensions for the federal (NAPA) transportation programs.

The FAST Act provided a needed boost in spending in the core highway program that typically funds ready-to-go projects, many of which have high asphalt intensities. We had assumed a 6% growth in asphalt paving tonnages in 2016 compared to 2015 due in part to the FAST Act. That number appears to have been conservative; in some cases, we

20 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • December 2016

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are hearing from producers that tonnage is up noticeably.

Anirban Basu, chairman & CEO of Sage Policy Group Inc., an economic and policy consulting firm in Baltimore, MD: Anirban Basu, Despite the passage of the FAST ACT and its various chairman & advantages over the prior CEO of Sage status quo, Census Bureau Policy Group data indicates highway and Inc. street-related construction spending was 8.3% lower in September 2016 than in September 2015.

Other public infrastructure-related categories also experienced declines, including public safety, conservation/development and water supply.

This is consistent with the notion that the public sector continues to face unusual financial constraints, including in the form managing rising Medicaid expenses and shoring up underfunded pensions. The national debt is approaching $20 trillion and Medicare and Social Security are both heading for insolvency within the next two decades.

The American Society of Civil Engineers recently gave the nation’s roads a grade of “D,” a mark that is unlikely to improve meaningfully over the near term. While the FAST ACT authorizes more than $300 billion in infrastructure spending, not all of that spending is on roads. Moreover, money is fungible, which means that some jurisdictions are likely using federal funds to help finance infrastructure, and then shifting a certain fraction of local monies that would have been spent on infrastructure to other categories, whether public safety, education or other services. The result is that total infrastructure spending is not expanding as anticipated.

Ryan Essex, president, Asphalt Recycling & Reclaiming Association (ARRA)

Ryan Essex, P.ENG., MBA, president, Asphalt Recycling & Reclaiming Association (ARRA) and vice president with The Miller Group:

It’s still early but there are signs that FAST Act can have a positive long-term impact on infrastructure.

Asphalt Emulsion Manufacturers Association (AEMA) Board of Directors: It takes some amount of time for funds to be disbursed and the effect of that spending to work its way through the system, so in some respects, the jury is still out. According to Tracy Taylor, partner with Williams and Jensen, the FAST Act has three actions associated that will affect preservation, maintenance and construction activities: • The FAST Act increased federal funding for highway infrastructure by 5.1% in 2016 and will increase it 2.1%-2.4% in fiscal years 2017-2020. The additional funding coupled with the increased certainty and predictability that a long-term funding bill brings to agencies should result in increased agency investment in their road assets, for example, more highway spending.

Additionally, agencies need certainty and predictability in order to fully implement broader asset management plans in which pavement preservation plays a critical role – a long-term funding bill provides that.

• The FAST Act reauthorized the Accelerated Implementation and Deployment of Pavement Technologies Program — this program provides $12 million annually, divided equally between asphalt and concrete.

• The FAST Act made permanent the Every Day Counts program which instructs the FHWA to develop market ready innovations and best practices. The FHWA is currently focusing on pavement preservation, having recently added the discipline to the Every Day Counts Initiative structure. The benefits of this program are more subtle but will be long term and widespread.

Q:

While we have a long-term federal highway bill, what have been the challenges with state funding this year? How have states been handling these challenges?

Premo Black, ARTBA: Each state market is unique, and many that have passed transportation funding increases in recent years are benefiting from the additional resources.

Some examples of these measures include

raising the state gas tax, bond authorizations, dedicating surplus funds to transportation investment or raising other highway user fee revenues.

Our ARTBA Transportation Investment Advocacy Center (TIAC) has tracked over 90 bills to increase state transportation funding in 38 state during the 2016 legislative session.

New Jersey lawmakers recently passed a gas tax increase, following 16 other states that have done so since 2013. I believe there is a recognition among state and local governments that while the stability of the FAST Act is beneficial, the investment levels are not enough to drive significant real growth in the market. This means that it is up to them to provide additional resources to meet their infrastructure demands.

We saw this in the November 8 elections – TIAC tracked over 100 state and local ballot initiatives to raise revenues for transportation investment.

Acott, NAPA: States know they have to increase their investments in highway, roads and bridges. This is especially true now that states know what their federal contribution to their respective highway construction programs will be through 2020. New Jersey is just the latest example of a state that has raised its gas tax to fund its highway construction program. More states will be dealing with this issue in the 2017 legislative session.

Q:

What funding issues should we keep an eye on going into

2017?

Acott, NAPA: I would watch for further implementation of the FAST Act, and especially the two new programs that will fund highway projects that move freight. These are bigger, more complicated projects that will start to see construction in 2017. There was tremendous demand from states and cities for the new $800 million FASTLANE grants program to eliminate bottlenecks and improve freight movement. In addition, the states have to spend a portion of their allocated dollars on highway projects that move freight, so I expect we will see more freight-type projects in 2017.

December 2016 • www.ForConstructionPros.com/Asphalt • Asphalt Contractor

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SPECIAL REPORT 2017 INDUSTRY FORECAST Essex, ARRA: It’s never too early to be working on the next longer term infrastructure bill ... a sustainably funded one that focuses on tackling the increasing infrastructure deficit.

AEMA Board of Directors: Even with the additional funding afforded by passage of the FAST Act, the Highway Trust Fund is facing a very serious shortfall. The sooner this issue is addressed, the better for the prospect of economic prosperity. As we continue to “kick the can down the road,” the cost of raising the relative health of our network to a given level costs more and more.

PRESIDENTIAL OUTLOOK Politically, 2016 has been a wild ride. But with the November elections over and a new President-elect headed to the White House next month, what can we expect from a Trump administration where infrastructure is concerned?

During his campaign, Trump revealed a $1 trillion, 10-year infrastructure plan, which would be largely funded through private investment and focused on revenue-generating projects like toll roads, airports and utilities.

His transition website has scaled that back to a 5-year, $550 billion program.

Q:

What impact will President Trump have on infrastructure funding? Is his plan a good one?

What are the advantages/disadvantages to his plan?

Acott, NAPA: It’s great to see the presidentelect emphasize the need to invest in our infrastructure, and that he is willing to make it one of his top legislative priorities. The details of the plan will be left to Congress to be worked out over the first 100 days of the Trump administration. Clearly the focus and effort of the asphalt industry will be on urging members of Congress to do their job and to support investment in repairing, maintaining and improving the nation’s infrastructure. We will also be working hard to ensure that whatever plan emerges from Congress includes funding for projects that put Americans back to work in 2017, as well as working to push Congress to fix the Highway Trust Fund revenue shortfall as part of the comprehensive tax reform package that will move through the Congress.

Basu, Sage Policy Group: The new president’s plan to spend on infrastructure may meet with a surprising level of approval.

There has been a developing consensus around the need for more infrastructure spending to bolster worker productivity, enhance economic efficiency and raise incomes in both parties. Congress is convinced that stalemate and a lack of accomplishment does not inure to the benefit of popularity and re-election chances. Therefore, there will be many congressional leaders, including Paul Ryan, who will strive for greater bipartisanship than has been in evidence over the past decade. However, increases in infrastructure spending are likely to be accompanied by higher taxes on the wealthy, whether in the form of income or capital gains tax increases.

TRENDS TO WATCH IN 2017

Q:

What will the asphalt road building market be talking about in 2017? What are some important trends that asphalt contractors need to be aware of?

Acott, NAPA: A big change this year is OSHA’s new Silica Rule, which goes into effect this summer. It will have an impact on milling operations and other road construction activities where workers may be exposed to airborne silica particles. Through our more than a decade of work in the Silica/Asphalt Milling Machine Partnership, there are OSHA-recognized engineering controls that can be used to ensure milling operations are compliant with

the regulation; however, companies must still have a staff member who is trained and competent to recognize possible silica hazards and their mitigation. NAPA is working to identify how other road construction activities, such as brooming and sweeping, may release airborne silica, and we are developing guidance.

A big focus for FHWA next year will be pavement preservation, which was included among the Every Day Counts EDC-4 initiatives. The agency will be looking to fast-track the implementation and use of technologies and practices that can improve pavement performance and extend pavement life, and that includes Thinlay asphalt overlays.

Also worth watching are experiments with balanced mix design in Texas, Illinois, and Louisiana. These efforts are the first steps toward acceptance of a performance-based mix design philosophy for DOTs. And, on the construction side, FHWA is overseeing pilot projects in 10 states where increased in-place density at the time of construction is being used to increase pavement performance and service life. These efforts won’t change how pavements are designed and built in 2017, but they could point the way toward what we do in the future.

AEMA Board of Directors: There have been a few successful attempts to increase revenue through passage of state gasoline tax legislation. While this effort is always met with concern from lawmakers, there has not been the predicted revolt from the electorate. Assuming these successes continue, and

22 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • December 2016

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SPECIAL REPORT 2017 INDUSTRY FORECAST

assuming the case for a proposed increase is well made, we may see this topic trend upward in 2017.

Q:

What will pavement preservation contractors be talking about in 2017?

Essex, ARRA: Contractors in our area of expertise need to continue to get the word out on the broad range of pavement preservation tools that are available in the pavement preservation toolbox.

Another issue is the importance of utilizing cold planing and micro-milling as a preservation technique to extend the life of pavements in conjunction with thin lift asphalt overlays, microsurfacing and surface treatments. Specifically the broader use of micro-milling can allow the same tonnage of asphalt to cover more square yards of pavements.

Finally, hot and cold in-place asphalt recycling uses assets that are already bought and paid for by road owners (their existing worn out roads). They create a pavement

structure with existing materials that lowers the environmental impacts of construction while maintaining the engineering structural requirements.

AEMA Board of Directors: Along with a new administration, comes the prospect of changes to the many and varied regulations that affect the contractors’ ability to produce efficiently. Monitoring the direction and degree of any changes in this regard will be high on the list of contractors as well as other members of the community.

One specific example that is not confined to the preservation industry is in the CDL regulations that affect truck drivers responsible for moving the materials used in highway work. In many parts of the country there is a significant shortage of drivers that are eligible to obtain a license under existing regulations.

This shortage creates a bottleneck in the operational process, ultimately resulting in less efficiency and increased costs.

The FHWA’s addition of Pavement Preservation to the Every Day Counts Initiative will bring a new focus to certain preservation disciplines, contractors will want to be positioned to explore their options and be

prepared to act on the potential opportunities.

Assisting agencies as they develop their management plan in accordance with the requirements of the MAP-21 legislation will also be an opportunity to partner and further develop these important relationships.

2017 OUTLOOK

Q:

Generally speaking, what will 2017 look life for asphalt highway contractors and producers?

Premo Black, ARTBA: Overall we are expecting a market that is in line with what we saw in 2016, with some room for modest growth if states put more of their dollars toward pavement work.

Acott, NAPA: Hopefully it will be a busy and productive year. In most states, DOTs and other public agencies are taking advantage of the FAST Act to move forward with projects, and we expect many of them will involve asphalt.

Basu, Sage Policy Group: The broader economy has become increasingly vulnerable to an economic downturn. Years of low

24 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • December 2016

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SPECIAL REPORT 2017 INDUSTRY FORECAST interest rates have caused investors to chase riskier assets in search of yield and return.

This has arguably helped produce excessively high asset prices, including for stocks, corporate bonds, commercial real estate and apartment buildings.

As interest rates begin to rise in earnest in 2017 due to emerging inflationary pressures (e.g. wages, healthcare, energy), those asset prices could adjust lower, generating negative wealth effects and a weaker economy. Contractors should be watchful in 2017 for emerging signs of weakness that may ultimately create problematic circumstances in either 2018 or 2019.

Essex, ARRA: Hope that 2017 becomes known as the first year where the entire impact of the FAST Act is felt.

AEMA Board of Directors: With some significant exceptions, like 1,000-year flooding events and a major hurricane, the weather in 2016 was exceptionally friendly. This allowed many projects to be completed or to at least gain ground related to scheduling. Clearing the backlog may have set a high bar, but 2017 should be a productive year with opportunities slightly above those realized in 2016. With renewed enthusiasm for dealing with required infrastructure improvements comes the

prospect of a stable marketplace with increased funding. Although we all recognize the need for significant spending to address the state our nation’s declining bridges, it is a fact that the monies required to do so often come at the expense of spending on roadways. Achieving a balance in this regard is critical.

Q:

What do you see as the greatest challenge impacting the road building industry as we move into 2017?

Premo Black, ARTBA: Despite the passage of the FAST Act, Congress did not finish the job. They used a one-time transfer of funds to pay for the bill, meaning that the gap between the revenues coming into the Highway Trust Fund and federal surface transportation spending levels will be even greater in FY 2020, when the FAST Act expires.

Absent Congressional action to solve this issue, the industry will once again face the prospect of continuing resolutions and shortterm extension for the federal program. This is important because despite all of the recent increases in state and local funding, federal investment still accounts for about half of all state department of transportation spending on highway and bridge construction, right of way and planning and design work.

Acott, NAPA: We still face aggressive competition from other paving materials, and NAPA and the state asphalt pavement associations continue to be on the watch

for legislative and regulatory efforts to bias pavement type selection decisions. The asphalt industry has a long history of applying science and engineering to innovate our materials and practices to produce smooth, long-lasting pavements, and we will continue to do so to benefit our customers and the driving public, but we do have to watch for moves that make it harder for designers to pick the right pavement material for a project.

Essex, ARRA: Ensuring not only the current road infrastructure needs are met but 5% of the infrastructure deficit is tackled each and every year for the next 20 years.

AEMA Board of Directors: Maintaining an educated, talented, motivated and safe workforce intact is perhaps as difficult as it has ever been. The “trades workforce” has a serious shortage of workers less than 40 years old. This vacuum will eventually come to a critical point unless the workforce is replenished. The companies in our industry exhibiting the strongest leadership will rise to this challenge and, by example, show the rest how to move forward in an ever-changing landscape. Funding, even with the increases mentioned earlier, are quite short of levels necessary to significantly improve our transportation infrastructure.

How the funding shortfall is dealt with will be a significant impact into 2017 and beyond.

26 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • December 2016

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PAVING INNOVATIONS A thin mat laid over chip seal was done on CR-8.

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Paves Test Strips in Cold Weather Climate

30 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • December 2016

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NCAT and MnDOT partner to execute pavement preservation and asphalt mixture performance testing experiments on lowand high-volume routes in Minnesota

A

fter several years in the making, the National Center for Asphalt Technology (NCAT) under the auspices of Auburn University and the National Asphalt Pavement Association (NAPA), has taken its expertise, and an assemblage of equipment and personnel, up to one of the coldest parts of the country to determine some of the best methods of pavement preservation in cold weather climates.

The 528-ft. long test strips (.10 mile) will be exposed to low and high volume traffic in the central part of Minnesota where minus30°F temperatures can last for days at a time, and plows scrape the snow and ice directly off the pavement without the assist of plow shoes.

Along with these conditions are the detrimental freeze/thaw cycles that most northern states and northern sections of the world face and experience, much to the chagrin of transportation managers in the state Department of Transportation agencies down to the motoring public who experience firsthand those effects.

The freeze/thaw cycle creates cracks in the asphalt that commonly occur across an entire lane when the ground and asphalt contracts during below freezing temperatures and then goes back to “normal” temperatures creating a chasm at the asphalt surface. This condition can be worsened by many changes in temperature during the course of the winter season or over the course of years of plowing, salt use for vehicular safety and change of permafrost conditions among other circumstances of

(L-R) Gerald Geib, Pavement Preservation Superintendent with MnDOT, Paul Nolan, Research Project Supervisor, Buzz Powell, NCAT Project Manager, and Jeff Brunner, Pavement Research Director with MnDOT.

unusual heavy truck loads or typical road deterioration.

The objective of the study, in conjunction with the Office of Materials and Road Research under the Minnesota Department of Transportation (MnDOT), is to quantify the life extending benefit of different preservation treatments in the northern climate.

The 13 hot mix test sections mirror the NCAT test tracks located in Alabama where temperatures don’t reach below freezing for long periods of time and snow seldom falls enough to plow. All of the sections are thinlays of 1-in. or less (usually ¾-in. thick) that have become an important tool in the tool box for program and asset managers who have an infrastructure that needs to be maintained and preserved.

Thinlays can extend the road’s life before major reconstruction has to take place. It also extends the monies spent on roads by paving more roads with the same money available that seems to be shrinking in today’s economic state coffers by paving only a thin asphalt layer instead of the past common 2-in.-thick mat.

Different formulas including rejuvenators have been designed with the help of other

A SP-200e Spray Paver lays down a heavy tack emulsion in front of the 10 Eagle screed that is laying an ultra-thin bonded wearing course.

state agency feedbacks along with different methods that these bureaus favor or are considering in their own states.

It takes a village To accomplish the tests in the Pease – Milaca, Mille Lacs County area on routes CR-8 for low volume (1,000 vehicles daily), and US-169 for high volume (up to 25,000 vehicles daily) a multitude of entities helped. State and private agencies, equipment manufacturers who have worked hard to make this project happen to benefit the whole industry, and contractors, have donated their time, effort and equipment to get the test strips laid over just several days during the height of the summer season in 2016.

December 2016 • www.ForConstructionPros.com/Asphalt • Asphalt Contractor

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PAVING INNOVATIONS Observation of pretreatment conditions, after milling procedures (to maintain crown, grade and cross slope), and the asphalt laid, only encompassed a portion of the test. Mapping and documenting ongoing conditions for the next three to five years will also occur.

The logistics to bring this project together meant bringing in a crew of 16 people from Alabama, specifically East Alabama Paving of Opelika, AL. who has worked with NCAT Project Manager Buzz Powell since 2002.

They are versed in his procedures for laying the various test strips.

The southern test track known as the NCAT Pavement Test Track has been built/rebuilt six times over his past 17 years there, yet this is the first time a significant partnership has been established, in this case with MnDOT to expand the evaluation of pavement performance in both the northern and the southern climates. It should provide cost-effective solutions that can be implemented nationwide, according to the joint task force.

“It’s a logical progression in developing and evaluating new sustainable technologies, pavement systems and construction methods that lead to safer, quieter, lower cost and longer lasting roads,” states the partnership mission.

Pavement systems may be in the form of using a Roadtec SP-200e Spray Paver or in the use of micromilling as a construction method before a thinlay is placed. Additives may enhance a mix by using a rejuvenating plant based Delta S liquid chemistry utilized in high RAP-RAS content asphalt mix designs to help prevent premature cracking of the pavement, as an example.

Although MnDOT has its own test track in Albertville, MN, this opportunity gives NCAT the ability to compare mix designs, methods, materials, and performance in both climates, since it will mirror 13 other identical test sections at Auburn, AL. This will give transportation managers more data and choices as to what can be the best method for their unique or extenuating circumstances “in their neck of the woods."

To accomplish this project that includes close scrutiny of pavement preservation

A donated Sakai SW 770HF high-frequency 67-in. double-drum roller compacts the freshly laid mat.

techniques and cracking prediction for common distress in colder climates, Astech Corp. (a Minnesota contractor), and Madden Contracting Company Inc. donated and volunteered their resources, along with Sakai America and Caterpillar bringing in their own products to help lay the best possible asphalt mats, one tenth of a mile at a time.

Madden Contracting Company Inc. of Shreveport, LA shipped its Roadtec SP-200e Spray Paver north, since it serves the needs of all the test strips with or without the spray bar being utilized.

Two of the cells will be using the Spray Paver on a virgin and a recycled ultra-thin bonded wearing course. The advantages for the paver

Crews compact the preventive asphalt overlay on heavily traveled US-169.

32 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • December 2016

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Checking the newly laid strip is (L-R): Bruce Batzer, president of Astech Corp.; Richard Kramer, Roadtec demo & training specialist (kneeling); Dave Miller, regional sales manager; Paul Nolan, research project manager MnDOT; and Ed Johnson, research engineer MnDOT.

putting down the thin lifts this way are many.

No trucks, material transfer vehicles or paver tracks contaminate or take the emulsion away from the cleaned, sprayed road surface if done conventionally. No vehicular traffic picks up the tack coat in the wheel rut surface since the tack coat is sprayed just inches in front of the asphalt being placed by the augers.

“When the asphalt hits the oil, it immediately steams the water out of the oil, which makes it bond extremely fast to the surface you are paving.

It also pulls part of the oil up into the asphalt that you are laying and creates a super adhesive bond that establishes a good durable product on the road. The 1 shot rate can be varied based upon your needs and emulsion width is more precise to just where the asphalt is being placed,” explains Dave Bussard, service and field technician for Roadtec. Bussard was part of a group of five Roadtec technicians, spearheaded by Richard Kramer, to make sure their equipment would be running properly during all different test mixes and methods.

Local contractor, Astech Corp. (Asphalt Surface Technologies Corp.) of St. Cloud donated its SB2500 Shuttle Buggy to feed the Spray Paver SP-200e during the hot mix test session. Even though it was done during the firm’s short paving season, President Bruce Batzer felt the need to contribute what he could, since he would benefit from what was being done in his area of work.

As a pavement preservation company who works in Minnesota and the surrounding states with micro surfacing crews, crack repair crews, and the ultra-thin bonded wear course crews, Batzer realizes the need for improved roads.

He also provided his crews to direct traffic, including a pilot car on the low volume road of CR-8.

2 Hardrives Inc. of St Cloud and Becker, MN used its 350-ton asphalt plant to make the 13 different mixes with different designs from UTBWC, ARB, OGFC, Virgin, to HiMA, 32 tons at a time. Hardrives’ drivers made sure that both NCAT and MnDOT received samples of each mix for further testing, as to determine that each mix was spoton according to specific formulation. Even after a 45-minute haul trip, asphalt mixes ranged in the 246º to 258º F temperature range.

Sakai America contributed two doubledrum rollers for the duration, along with District Manager David Koerkenmeier guiding and instructing operators on the use of the SW 770HF (67-in. width) and SW 654 (58in. width) rollers that would final compact the newly laid asphalt. Caterpillar donated its rubber-tired CW 34 wheel roller as well.

Collaborative Aggregates is sponsoring a Delta S applied research section at both climate locations to provide them real traffic, cold weather climate, asphalt pavement performance data points compared to the more

1: A 3/4-in. thin layer of asphalt is laid over the same width of tack coat with the Spray Paver.

2: Two different asphalt mixes are placed continuously on route CR-8. (L) RAS with nominal maximum aggregate and (R) virgin thin mat.

temperate climate conditions offered at the Alabama location. That information will be eventually disseminated and used worldwide.

Lower life cycle costs Currently, about 19 states are sponsoring these projects, more than half a dozen from northern states. Yet all states can benefit from these experiments and written results.

“We’ve never been able to provide guidance to the state DOTs on thermal cracking and snow plow damage because that’s unique to the climates that are up in the extreme north," says Buzz Powell, assistant director at the NCAT. "So what we’re doing is

December 2016 • www.ForConstructionPros.com/Asphalt • Asphalt Contractor

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PAVING INNOVATIONS The East Alabama Paving crew, Opelika, AL, has worked with Buzz Powell, NCAT Project Manager, since 2000, and traveled north to install the test strips in Minnesota.

essentially duplicating our off-track pavement preservation test sections in the south to those in the north. We have both a low traffic road (Lee Road 159) and a high traffic road (US280) with a set of preservation treatments including plant mix and emulsion treatments.

The objective of the study is to quantify the life extending benefit of different preservation treatments.

“Or, in other words, what is the unique life extending benefit of each one of these stand-alone treatments and treatment combinations in terms of pavement preservation," he continues. "Once we quantify those benefits, the life extending and condition improving benefits, then the agencies can make decisions on what treatments they want to use strictly based on the life cycle cost scenarios that are local to their jurisdiction. The resulting set of curves produced from the southern climate and then the regional shift to the northern climate can help others make objective decisions, particularly transportation system managers, to eventually provide the tax payer the best product with the lowest cost possible.

“There are several things you can do to achieve that same level of high quality, but the Spray Paver is the standard to which other methods are compared," Powell continues.

"Anything you’re trying to do, you’re really trying to achieve that same level of quality

Hardrive and NCAT personnel get asphalt samples of the mix before delivery to the site.

that’s achievable with the Spray Paver."

Jeff Brunner, Pavement Research Director for MnDOT was on hand to observe and assess the project. Other materials and road research personnel, including Jerry Geib, research operations engineer, and Paul Nolan, research project supervisor, also did core sample testing and will do future testing with monitor equipped vehicles specifically to determine the infrastructure developments after the cold, snowy winters.

“These tests are important to our state and others in an obvious manner," says Brunner.

"The better the treatments, the longer that our pavements can last, which in turn saves us dollars. Not only that, but the disruption Hardrives Plant in Becker, MN supplied all the asphalt mix or the test strips.

in construction can be a major headache to the traveling public, so the less we need to be out there to maintain proper traffic flow, the better. Then there is the cost, the life cycle cost of the pavements. Hopefully we can stretch those things out and have less cost to the taxpayer."

NCAT as well as MnDOT’s goals of "finding ways to make roads last longer, perform better, cost less to build and maintain, be built faster and have minimal impact on the environment" are desired by every participant involved. Performing these tests in Mille Lacs County is certainly toward those goals, while creating a win-win situation for all contributors, but ultimately it’s a very big win for the tax-paying public.

34 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • December 2016

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PAVING INNOVATIONS

How to Compact

Asphalt Pavem W

Temperature of the mat, pattern of rollers impact mat density and the success (or failure) of a pavement

By Jessica Stoikes, Associate Editor

hile the industry has shifted focus to how different mix designs can improve the life of a pavement, one thing remains constant: the level of compaction any asphalt mix receives directly impacts the quality and lifetime of that pavement.

“The single most important thing you can do to a pavement is compact it,” says Jim Scherocman, P.E. and annual speaker at National Pavement Expo. “A pavement that has the world’s best mix design compacted to 9-10% air voids is not going to perform well.

Conversely, a pavement that has only a marginal mix design compacted to 7% air voids or less, will perform very well under traffic.”

Accepted knowledge says that for every 1% increase in air voids, about 10% of the pavement life may be lost. That’s because the more air voids a pavement has, the more that pavement is compromised in terms of pavement strength, fatigue life, durability, raveling, rutting and susceptibility to moisture damage.

So the paving industry relies on compaction to increase pavement density to extend pavement life. As a result of the compaction process, the asphalt-coated aggregate particles

36 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • December 2016

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Given that the best time to achieve the greatest density is when the mat is hottest, it makes sense to get as much compaction at the higher temperatures as possible. The best way to do that is to operate two rollers in echelon – side by side – down the mat. This enables the full width of the mat to be compacted while that mat is hottest.

under the screed of the paver and the thickness of the layer. The ambient air temperature and the temperature of the surface on which the mix is placed are of secondary importance.

Wind velocity, however, can have a significant effect of the rate of cooling as well,” Scherocman says.

Asphalt concrete mixtures cool quickly so it’s important to compact while the mix is hot. Typically, asphalt comes out of the plant at about 300° F. At that temperature, it is relatively soft and is readily compacted. As it cools, it firms up and compaction becomes increasingly difficult.

“The three most important factors when it comes to compaction are temperature, temperature, temperature. You need to compact the mix while it's hot," Scherocman says. "Be sure to keep the rollers right behind the pavers, no more than 300 ft. back. This will help operators take advantage of the temperature.”

How to use a rolling train

ements in the mix are forced closer together, which increases the amount of aggregate interlock and interparticle friction and also reduces the air void content of the mix.

"A consistent density level or air void content is what is really important," Scherocman says. "The correct rolling pattern obtains uniform density, which achieves performance. The level of air voids obtained during rolling needs to be the same both longitudinally and transversely."

Therefore, the work done by roller operators needs to be done correctly and consistently in order to ensure the success of the pavement life. If the operator isn't running it at

the right settings, the right speed, etc., it can affect the quality of the mat, and that quality is important to the life of the road. The better the operator, the better the machine, the better the performance and the longer the life of the road.

5 factors affecting density There are five factors that affect finished density of the asphalt mat: temperature of the mix itself, mat thickness, base temperature, environmental conditions (air temperature), and wind.

“The two most important factors are the temperature of the mix as it passes out from

The most-common approach to compaction, but not the best, is a rolling train, which involves a series of rollers operating one after the other close behind the paver. The train starts with a double-drum vibratory roller operating close behind the paver to obtain the initial compactive effort while the mix is still hot.

A rule of thumb is this “breakdown” rolling should be completed before the surface temperature of the mix falls below 240o F. The breakdown roller should be operated at the highest possible frequency level available for the particular make and model of roller and at an amplitude setting that is dependent on the thickness of the asphalt concrete mat being placed (see sidebar box, page 38).

"Vibrate every chance you can," Scherocman says. "The harder and more often you hit the pavement, the more density you get."

The next part of the train, intermediate rolling, is usually done with a vibratory roller as well and must be accomplished immediately after the initial rolling is completed.

When a pneumatic tire roller is used as an intermediate roller, it is necessary to keep the tires at the same temperature as the mat being compacted – otherwise the rubber tires will pick up some of the mix from the mat. So when using a pneumatic roller, don’t allow the roller to sit and wait for long periods of time as the tires will cool.

December 2016 • www.ForConstructionPros.com/Asphalt • Asphalt Contractor

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PAVING INNOVATIONS The final roller in the train is a static steel wheel roller for finish rolling. The primary purpose of finish rolling is to obtain the “last little bit" of density and to remove the marks, if any, left by the first and second rollers. When needed, finish rolling should be accomplished at a mix surface temperature above 175° F. "Only the finish rolling, the last rolling done, should be done in a static mode," Scherocman says.

The impact of roller speed The speed at which the operator drives the vibratory roller also has one of the greatest influences on mat quality. Driving too fast can leave gaps and ripples in compaction and compromise crew safety if the operator gets too close to the paver. Using the correct speed will also help to maintain the appropriate impact spacing to prevent washboarding.

"There is a relationship between speed and frequency," Scherocman says. "You want to hit the pavement with the vibratory roller drum at least 10 times in a linear foot. It's not just the speed per se, it's the combination of speed and frequency for the vibratory rollers."

So a vibratory roller operated at a frequency of 3,000 vibrations per minute (vpm) can run at a speed of 3.5 mph to maintain an impact spacing of 10 impacts per foot. If that same roller is operated at a frequency of 4,000 vpm it can operate at a speed of approximately 4.7 mph and still maintain an impact spacing of 10 impacts per foot.

Operators should also avoid sharp turns or sudden speed changes. Sharp turns can tear the mat, and decelerating or accelerating quickly can rip or tear the mat or leave indentations.

The speed at which the operator drives the vibratory roller has one of the greatest influences on mat quality. This picture shows checking that can be an indication of inadequate compaction when rollers are left off the mat too long.

Mat Thickness Affects Roller Amplitude Just like the mix properties will determine how you roll the pavement, the thickness of the lift will also determine how your roller operators should proceed.

Vibratory rollers introduce dynamic forces that helps to generate a high compaction effect with far less effort and cost.

During vibration, the rotation of one shaft with weight delivers a centrifugal force that is sufficient to lift and drop the heavy steel drum as it moves through its cycle. The height at which the drum lifts is referred to as amplitude. Generally, amplitude settings are determined by the depth of the lift. Machines with variable amplitudes allow the operator to fine tune the setting to the mix.

“If the pavement is an inch or less in thickness, do not vibrate,” Scherocman says. “The roller will simply bounce. Then all you’re doing is beating the heck out of the pavement and the roller. If you’re 1-1/4 to 2-1/4 in., use a lower amplitude setting. If you’re over 2-1/2-in., you can put the roller in a higher amplitude setting.

“A lot of roller operators do think they can take a thin lift and kick it into high amplitude and they just end up tearing their roller apart and create ripples in the mat,” Scherocman says.

38 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • December 2016

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PAVING INNOVATIONS

This diagram shows how rolling in echelon works on a 12-ft.-wide lane with two double-drum vibratory rollers that are each either 66-in. or 78-in. wide. The two rollers, operating in echelon (staggered and offset in adjacent lanes) in the breakdown position directly behind the paver, are operating at maximum frequency and at an amplitude setting that is proper for the layer thickness being placed.

Three temperature zones Scherocman says contractors need to pay attention to, and take advantage of, the three temperature zones found in most asphalt concrete mixes.

In the first, or upper, temperature zone, the asphalt concrete mix is relatively stable during the compaction process. This stability extends from laydown temperature (300° F) down to roughly 240° F during which the mix remains stable and can support compaction – the mix won’t shove or check under the roller.

Scherocman says that in some mixes there is a middle temperature – or “tender” – zone depending on the gradation and angularity of the aggregate in the mix. “Rounded materials don’t interlock but angular materials do,” Scherocman explains. He says if a mix does

have a tender zone it extends from about 240° F down to 190° F depending on the mix properties.

Within this temperature range the mix moves, shoves and checks when being compacted. In some cases a bow wave will form in front of the roller drums and the mix will crawl longitudinally. In addition, the mix will also move laterally, widening the mat of the edge of the roller is not positioned properly (by about 6 in.) over the unsupported edge of the asphalt concrete. Scherocman says that in this middle temperature zone the HMA mix lacks the internal stability to support the weight of a steel wheel roller – but it will accept the use of a pneumatic roller.

"If the mix is tender, don't roll it with a vibratory roller; get off of it," Scherocman

says. "These mixes occur all over the country due to the gradation and angularity of the aggregate and moisture present in the aggregate at the plant."

The lower temperature zone extends from the low end of the tender temperature zone (190° F) down. Once mix temperature reaches this point the mix can again support the weight of steel wheel compaction equipment, but it is very difficult to achieve much compaction in this lower “cold” temperature zone.

It should be noted that the upper and lower limits of each of these temperature zones will vary depending on the mix characteristics, how quickly the mat is cooling, the thickness of the HMA layer being compacted, environmental conditions and the type of roller (static or vibratory) used. The temperatures referenced are a rough guide.

Echelon rolling takes advantage of the upper zone Given that the best time to achieve the greatest density is when the mat is hottest, it makes sense to get as much compaction at the

42 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • December 2016

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PAVING INNOVATIONS higher temperatures as possible. Scherocman says the best way to do that is to operate two rollers in echelon – side by side – down the mat. This enables the full width of the mat to be compacted while that mat is hottest.

The diagram on page 42 shows how this works on a 12-ft. wide lane with two doubledrum vibratory rollers that are each either 66-in. or 78-in. wide.

The two rollers, operating in echelon (staggered and offset in adjacent lanes) in the breakdown position directly behind the paver, are operating at maximum frequency and at an amplitude setting that is proper for the layer thickness being placed.

• The first roller (red, on the left close behind the paver) compacts the left side of the mat with two passes (numbers 1 and 2) up and back in exactly the same position, hanging over the left edge of the lane or joint by 6-in. (A pass is defined as one time over a point in the pavement surface).

• At the same time, operating at an offset distance of 10-ft behind the red roller in

echelon, the second double drum vibratory roller (blue) makes its first two passes (passes 1 and 2) on the right side of the pavement, hanging over the right edge of the lane or joint by 6-in.

• The red roller then moves toward the center of the mat and makes a pair of passes (numbers 3 and 4) – up and back – over the center of the lane.

• The blue roller, still staggered and offset about 10 ft. behind the red roller, makes passes 3 and 4 up and back--over the right side of the mat, again hanging over the right edge of the lane or joint by 6-in.

• The red roller moves to the left edge and makes its passes 5 and 6 up the left side of the mat (over the first two passes made by that same roller and again hanging over the edge by 6 in.)

• The blue roller moves toward the center of the mat and makes its passes 5 and 6 directly on top of the red roller’s two passes (red 3 and 4) on the center of the mat. This completes four passes over the center of the

mat, two from each roller.

• At the end of pass 7, the red roller continues up to the back of the paver and then begins the pattern over again.

• For blue pass number 7 on the right, the blue roller again moves back to the right side of the lane and makes its last pass over the top of its first four (1, 2, 3, 4), again hanging over the edge or joint.

• At the end of pass 7, the blue roller continues up to the back of the paver and then begins its pattern over again, still staggered and offset behind the red roller.

Scherocman says this rolling pattern will work for any mix, even a tender mix, as long as the pavement has not yet reached a temperature zone below 240° F. When the mix reaches those lower temperatures, there is no longer enough time to achieve the proper density with this pattern. “The key is get the compaction done before the mat temperature reaches 240° F,” he says.

The best time to achieve the greatest density is when the mat is hottest in the upper zone.

44 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • December 2016

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PAVING INNOVATIONS BOMAG Asphalt Manager II The Asphalt Manager II Intelligent Compaction tool is designed to assure optimal compaction quality for heavy asphalt tandem rollers.

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46 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • December 2016

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December 2016 • www.ForConstructionPros.com/Asphalt • Asphalt Contractor

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PAVING INNOVATIONS Vögele Super 2000-3i Tracked Paver

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48 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • December 2016

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PAVEMENT PRESERVATION

HIR

Preserves Waukesha County Roads

Gallagher Asphalt uses green hot in-place recycling to help this Wisconsin county save money

By Lisa Cleaver, Editor

H

ot In-Place Recycling (HIR) has many benefits. This process is an on-site, in-place method that rehabilitates deteriorated asphalt pavement and minimizes the use of new materials.

During this time of rapidly increasing costs and limited funding, HIR presents the opportunity to spread available dollars over a much greater area. Roadway deterioration can be suspended, pavement preserved and upgraded, and costly reconstruction avoided.

“HIR is a great option for many agencies,” says Mary Beth Howard, project engineer with Gallagher’s Hot In-Place Asphalt Recycling Division, which is considered a pioneer of HIR. “This process typically goes in lieu of milling, and because HIR does not take material away from the roadway, it helps build structure.

HIR also uses heat which penetrates below the depth of the scarification tines,” Howard continues. “This allows cracks, in an oil-rich environment, to mend together where they otherwise would not have been touched. In addition, HIR is a much more affordable option compared to other various road treatment options.”

Waukesha County roads Located in Southeastern Wisconsin, just west of Milwaukee, Waukesha County recognizes the many benefits of the HIR process and has worked with Gallagher for over 12 years preserving roads with this method.

Over the course of a month in the summer of 2016, Gallagher recycled portions of five county highways for Waukesha County.

The roads featured myriad problems, including centerline distress, transverse cracking, wheel track rutting and alligator cracking. Classic symptoms of roads that can be fixed using HIR.

HIR can be performed as either a singlepass (one phase) operation that monolithically recombines the restored pavement with virgin material or as a two-pass procedure, where the restored material is recompacted and the application of the new wearing surface then follows a prescribed interim period that separates the process into two distinct phases.

In the case of the Waukesha County roads, Gallagher used an HIR process composed of two pre-heaters, one main-heater/recycler, and a roller for a single-pass operation.

During the operation, two pre-heaters go ahead of the recycler to gradually heat up the road and prep it for deep scarification. The recycler then follows in tandem.

The recycler has its own oven which increases the temperature of the road one final time before the rejuvenating agent is applied and the scarification tines pass through at a 1.5-in. nominal depth.

This rejuvenated material is then tumbled through an ever-spinning auger, which feeds right into the screed. The screed continues to lay the material in a semi-compacted fashion.

This mat is called “complete” when the roller passes over the road to complete compaction.

“HIR requires an overlay of some sort in order for the entire road to be considered complete,” Howard says. “However, the road is open to traffic immediately after the roller passes, which is another added benefit to the HIR process.”

to conditions such as ambient temperature, previous roadway conditions, residual precipitation on the roadway and more.

“If you were to drop a penny on the road, and timed the process from the time the first

Customized equipment All of Gallagher’s equipment is customized or has been turned customized over the course of many years. “Many changes have been done to the equipment to make the process safer, more cost effective, and to deliver a better product,” says Howard.

Gallagher’s trains typically run at a pace of 15 feet per minute. The speed can vary due

50 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • December 2016

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preheater reached the penny, to when the roller passed the penny, the entire interval should take around 15 minutes,” says Howard.

“This includes engineered machine spacing and pace.”

One of the challenges of the Waukesha County project was heavy traffic. “It’s important to remember that safety comes first, and many cars get easily frustrated with construction and the workers,” she says. “It’s important to remember that the guys doing the work are at a very high-risk job. We very much appreciate slow-moving vehicles and patience.”

To combat this challenge, Gallagher has flaggers and traffic signs at all of its jobsites and makes sure all crew members are flaggercertified in case someone needs to step in as an additional flagger.

Green benefits HIR enables public works officials and municipalities to effectively re-use existing materials by restoring the pavement in place, making it a very green process. The process is designed to reduce the overall carbon footprint by 28% versus conventional milland-fill resurfacing and overall trucking needs by over 50% or more.

“Our process does not require truck hauling or an asphalt plant to be operable,” says Howard. “This cuts out a lot of environmental emissions which otherwise would be present at a traditional mill-and-fill operation.

“The reduction in the amount of truck trips required versus conventional grind and overlay is typically by 75%,” she continues.

“This translates to huge improvements in

congestion and user delays, as well as the agency’s other roads not getting beaten up by the truck trips.”

Overall, the Waukesha County project with Gallagher was another success as it's been for many years now, says Howard.

“We very much enjoy working for Waukesha County and look forward to continuing our work there,” she says.

The HIR 5-Step Scarification Process • Two machines operate in tandem to deep-heat and soften the existing aged, worn pavement surface • Application of a rejuvenating agent improves the viscosity of the aged asphalt • Multiple rows of spring loaded ‘scarifiers’ penetrate the softened asphalt to the desired depth • A full-width set of augers re-distributes the rejuvenated mix • The rejuvenated, recycled surface course aggregate is uniformly leveled with a conventional paving screed in preparation for an overlay or seal coat Source: Gallagher Asphalt

Over the course of a month last summer, Gallagher Asphalt recycled portions of five county highways for Waukesha County, WI.

December 2016 • www.ForConstructionPros.com/Asphalt • Asphalt Contractor

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PAVEMENT PRESERVATION

Pavement Preservation Continues the Drive for Change

By Neal Galehouse, P.E., Engineering Specialist, National Center for Pavement Preservation

Demos during the conference occurred at the Tennessee Titan stadium parking lot.

K

een interest in pavement preservation was reflected by the record participation in the 2016 National Pavement Preservation Conference that concluded on October 14 in Nashville, TN. The theme of the conference was “Continuing the Drive for Change” which featured remarks by Jean-Francois Corte, past Secretary General of the World Road Association (PIARC). Corte stated that preserving highway investments has become a major concern for countries around the world and that addressing this concern is necessary to ensure social progress and advance economic prosperity. The participants also heard remarks from Paul Degges, Deputy Commissioner and Chief Engineer of the Tennessee Department of Transportation, regarding the benefits that can be realized with a strong pavement preservation program.

Carlos Braceras, executive director of the Utah Department of Transportation, spoke of the necessity of building trust between agencies, industry and the public. Braceras said without trust, change is nearly impossible.

Butch Waidelich, executive director of the Federal Highway Administration (FHWA), discussed various initiatives that are being undertaken to spark innovation in pavement

preservation. Among the most recent initiative is Every Day Counts – EDC4, designed to advance the use of pavement preservation by agencies. Finally, Brian Stacy, president of the National Association of County Engineers (NACE) spoke of importance of pavement preservation at the county level and the need to develop strong preservation programs that address public demand for good roads.

The conference offered a wide variety of technical sessions along four concurrent tracks having a total of 58 speakers. Topics ranged from pavement preservation basics to new and emerging treatment technologies. Subjects such as the economics of pavement preservation, quality assurance, decision-making and pavement condition data were just a sampling of the many sessions presented by experts in the field.

In addition, the conference served as a forum for the four regional AASHTO TSP•2 Pavement Preservation Partnerships. The partnerships provide an opportunity for state and local agencies, contractors, suppliers, manufacturers, consultants and universities from across the country and around the world to discuss issues of regional relevance and importance. The regional partnerships meet on an annual basis and membership is open to all.

More information about joining a partnership is available at tsp2.org.

A major highlight of the conference was the field demonstrations of pavement preservation treatments. Thanks to the support of the NFL Tennessee Titans, all demonstrations occurred on the stadium parking area. Many treatments were constructed live for the conference attendees, while other treatments were preplaced for viewing. During each treatment demonstration, attendees were given the opportunity to interact with contractors and ask questions about the treatment.

Annually, FP2 Inc. (formally known as the Foundation for Pavement Preservation) presents the James B. Sorenson Pavement Preservation Award to an agency that has greatly advanced and cultivated pavement preservation. The award was named in honor of the late Jim Sorenson, who led efforts on behalf of FHWA to advance pavement preservation.

This year, the award was made during the Nashville conference and was given to the Ohio Department of Transportation in recognition of their great strides in recent years to advance the use of preservation treatments and to preserve their pavement infrastructure investment.

With over 760 participants, the 2016 National Pavement Preservation Conference has shown that the traditional maintenance philosophy of ‘worst first’ is no longer a viable alternative for road agencies. Advancing pavement preservation is not only the best approach, it is the right approach for our nation’s highways, roads and streets.

All presentations from the conference were recorded and will be available for viewing through the National Center for Pavement Preservation’s website at pavementpreservation. org and the AASHTO TSP•2 website at tsp2. org. For more information contact NCPP at 517-432-8220.

52 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • December 2016

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PAVEMENT PRESERVATION Dynapac PL350TD Compact Planer from Atlas Copco The PL350TD mills 13.8 in. wide to a depth of 3.9 in. with a cutting diameter of 20.5 in. It has a left and right steering angle of 75° and a 3.9-in. milling radius.

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The BM1200/35 cold milling machine offers a 47.2-in. cutting width and 13-in. maximum cutting depth and features a rear rotor design that optimizes milling performance.

• Cutter design with the BMS 15 interchangeable holder system incorporates a single bolt for holder retention and requires a low tightening torque of 75 ft.-lbs.

• 349-hp MTU Tier 4 Final diesel engine offers power to efficiently mill asphalt at speeds reaching 105 fpm • 85-, 95- and 107-rpm milling drum speeds • 25.6-in.-wide inside and 23.6-in.-wide outside conveyors with capacities reaching 6,357 ft. per hour • 224.4-in. maximum conveyor discharge height • Pressurized water injection system offers a variable flow rate of 0 to 1.6 gpm to the cutter housing Search: 12095029

Caterpillar PM620 and PM622 Cold Planers The 73,260-lb. PM620 and 74,580-lb. PM622 half-lane milling machine perform controlled full-depth removal of asphalt and concrete pavements in a single pass.

• 79- (PM620) and 88-in.-wide (PM622) high-production rotors provide a 13-in. maximum cutting depth • Three keypad-controlled cutting speeds match the rotor rpm torque with conditions • Standard Automatic Load Control • Operator's station includes dual operating controls including joystick steering/ propel lever, upper conveyor controls and rear track steering controls • 630-gross-hp C18 ACERT turbocharged, six-cylinder diesel engine meets Tier 4 Final standards and is iso-mounted to reduce vibration Search: 12186872

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• With its patented chemistry, ACTIVATE introduces new polymers to the mix while reducing oxidation in the RAP • Ultra-low carbon footprint and does not require heating or additional oil • Mixing with conventional equipment takes only 20 minutes and the material cures in three hours with no tracking of raveling

ArrMuls Tack Technology prevents tack from being tracked away for faster traffic return, improved pavement layer bonding and longer-lasting roads.

• Easy to implement chemistry kit for making non-tracking tack using paving-grade asphalt • Increases pavement strength by keeping tack where it belongs • Pave quicker for 75% faster traffic return • Eliminates costs to replace traffic paint and remove tracked tack

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54 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • December 2016

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Wirtgen W 210i and W 200i

Vögele Super 1800-3i SprayJet The new Super 1800-3i SprayJet paver from Vögele is designed for the placement of thin bonded overlays.

• ErgoPlus 3 includes important spraying functions integrated into the menu of the large color display on the paver operator's console • With the spray module removed, unit may be used as a conventional asphalt paver • Maximum spray width of 19 ft. 7 in.; as a conventional paver without spray function, it can pave widths of up to 29 ft. 6 in.

• Equipped with five spray bars • Maximum possible pave speed is displayed for the paver operator as a function of the set rate of spread Search: 12228900

The new Wirtgen W 210i and W 200i are compliant with U.S. Tier 4i emissions requirements.

• W 200i is powered by a single engine generating 535 hp; its operating weight is 59,922 lbs. with half-full water tank, halffull fuel tank, a 165-lb. driver, and tools • W 210i has nearly all of the same features as the W 210i, except for added power in cutting applications, features a unique fuel-saving drive concept utilizing two diesel engines, generating a total 680 hp with both engines engaged; its operating weight is 63,670 lbs.

• Standard milling width of 79 in., but can be fitted with optional 59 in. or 87 in. cutting units • Three selectable engine speeds enable a broad range of applications, such as large-scale surface course rehabilitation, complete pavement removal at full depth, and fine milling, and have a milling depth of 0-13 in.

• Parallel-to-Surface (PTS) technology automatically keeps the cutter housing • Intelligent Speed Control system incorporates an electronic flow divider that makes the four tracks work in harmony when turning a radius Search: 11324487

Appliqué Technologies Dragon Asphalt Mixer The Dragon asphalt mixer provides the ability to produce a variety of asphaltbased products as needed and eliminates the need for trips to the asphalt plant or use of a hot box.

• The unit can produce virgin hot mix asphalt (HMA), HMA from millings, highperformance cold patch, water-cured cold patch and even asphalt slurries, all on site in three to five minutes • Onboard carrying capacity is 4,000 lbs.

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SealMaster CrackPro 260 Bagela BA4000 Portable Asphalt Recycler The 4,400-lb. BA4000 trailer-mounted, continuous operation asphalt recycler processes either broken chunk or milled (RAP) asphalt at a rate of up to 4 tph.

• Uses convection type heating (280° to 350° F) via a 0.48 MBTU/hour diesel heating system • Flame from burner does not come in direct contact with material inside the mixing drum • Features heavy-duty, all-steel, welded construction and measures 174 in. long by 79 in. high and 79 in. wide (including trailer) • 6.6-hp Hatz diesel engine

This oil-Jacketed melter is designed for hot pour cracksealing materials.

• 260-Gallon melter/applicator • Oil-Jacketed • Insulated with 1.5-in. ceramic, covered by 16 gauge steel • Diesel fired burners • Direct drive full sweep agitation • Air compressor option • Heated applicator hose Search: 12227606

Renova Asphalt Recycler This asphalt recycler recycles existing pavement into HMA that can be used to make repairs year-round with the Renova Rejuvenator.

• 1-ton batch capacity • Easy to transport • Two-person crew required to operate Search: 12117571

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December 2016 • www.ForConstructionPros.com/Asphalt • Asphalt Contractor

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PAVEMENT PRESERVATION Keizer-Morris 8000T Hot Box/Reclaimer

Ray-Tech Mini TMV The Total Maintenance Vehicle (TMV) is a combination reclaimer and infrared pavement heater that enables yearround permanent restorations.

• TMV can reclaim waste asphalt into permanent patch material and hold fresh asphalt at the proper working temperature • 8-ft. x 6-ft. pavement heater • Mounted on a Ford 550 chassis • Non-CDL: Smaller in size means operators do not need a CDL to drive • Non-HazMat: Five propane tanks run the infrared unit and do not require any special HazMat permits Search: 12041231

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Swift Current, SK S9H 4W1 help youbeen on. Our Division is in and partnership withassociated Mr. I have inCanadian paving since 1972 directly with asphalt plants Canada Doug Bleackley and will be offeringand the same knowledgeable since 1976. I have operated maintained hundredsPhone: of asphalt plants in 306 741 1333 dougbleackley@sasktel.net over 150 Ourwe’ve staffbeen of qualified service and support “hands on”countries. approach that known forField in theTechnicians past.

anything we sell. From Mix Design Compliance to air quality compliance, from Our staff of qualified Field Technicians service mechanical to computer issues, we can and help.support anything we sell. From Mix Design Compliance to air quality compliance, ** Winter is coming. We offer SPECIALS on Scheduled from mechanical to computer issues, we can help.

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The Keizer-Morris 8000T dump asphalt hot box/reclaimer is designed to reclaim stockpiled asphalt.

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Heat Design Equipment RAP-100-SM Asphalt Recycler The skid-mount RAP-100-SM is designed for small- scale production of recycled asphalt for pothole repair.

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Spaulding RMV Hot Patcher The RMV Hot Patcher is designed to unload large amounts of asphalt in a short amount of time, giving a crew more time to finish their work.

• Powered by two hydraulic cylinders that lift the hopper with ease and fluidity • Includes a 105,000-BTU burner for diesel and automatic temperature controller • Heavy-duty steel construction with continuous welds • Comes with an adjustable 12-position hitch, tandem axles, surge/electric brakes and commercial-rated tires Search: 12131778

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56 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • December 2016

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PLANT MATTERS

C.J. MILLE Opens NEW Plant to Boost Production, Increase Efficiency New asphalt plant located in Finksburg, MD, doubles its capacity and will create up to 100 jobs

By Lisa Cleaver, Editor

58 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • December 2016

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H

LER

ampstead, MD-based asphalt business C.J. Miller LLC debuted its new plant this past summer. Located in Finksburg, MD, the plant is designed to increase production, energy efficiency and safety.

Charles J. Miller, Jr. (Buck) started C.J. Miller LLC in 1957 when he purchased a backhoe and started installing sewage and septic systems. Today, the company operates four asphalt plants in Maryland, located in Finksburg (two plants), Westminster and Woodsboro.

C.J. Miller is positioned to produce and supply material throughout Maryland and southern Pennsylvania. In 2015, it produced over 700,000 tons of asphalt for projects ranging from heavy highway to parking lots and driveways.

The nearly 60-year-old family-run business has 480 employees and 1,000 pieces of equipment to serve residential and commercial clients.

“We offer a wide range of mixes, ranging from fine driveway, to heavy highway, to a porous walking path product,” says Joe Frock, director of the asphalt plant. “Our new plant’s technology also promotes the use of reclaimed asphalt pavement (RAP), keeping old roads out of landfills.”

For its RAP, the company takes millings from its seven paving crews and processes it through its mobile crushing and screening plant. The material is sized to minus ½-in., and reintroduced into new hot mix asphalt.

“The challenge with RAP is incorporating

the right amount of recycled material into our mixes,” says Frock. “It’s imperative to produce a quality product which allows both C.J. Miller and our outside clients to become more competitive in a tight market.”

Environmental efficiencies & capacity increases C.J. Miller’s intention with its new plant was to create a robust, modern, environmentally friendly plant that would help it to better serve customers. The old plant was a 200tph facility. The new equipment, says Frock, helped to double plant capacity and efficiency and operate a 400-tph facility.

“One of the great things about this modern plant is it has helped C.J. Miller to significantly reduce our environmental footprint,” says Frock. “We incorporated the Astec Double Barrel Green System, which minimizes emissions and reduces fuel usage.

“The entire plant is also outfitted with variable frequency drives (VFDs) through BGE’s Smart Energy Savers Program, which significantly reduces the plant’s energy use,” he continues. “The plant is expected to save approximately 400,000 KWH of power annually — the same amount of electric required to power 36 houses for a year.”

Family members (L-R) C.J. Miller III, president, Lisa Mill Utz, secretary/ treasurer, and William "Billy" Miller, vice president, take a moment to smile for the camera during the company's Open House for the new Finksburg asphalt plant.

December 2016 • www.ForConstructionPros.com/Asphalt • Asphalt Contractor

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PLANT MATTERS Since the company invested $9 million into building the new plant, the energy savings are important.

“The cost savings is immense,” William “Billy” Miller, vice president, says. “It uses 50% less energy. That’s huge.”

The plant will serve Baltimore, Howard and Carroll Counties and has a large storage capacity. Nearly 1,300 tons of material can be stored and shipped before having to restart the plant, and two additional silos will be added at a later date.

Other highlights of the new plant include: • LED lighting throughout the plant • Cellulose injection system to produce GAP, open-graded friction course, ultra-thin wearing course and porous mixes • Smart hot oil system oscillates and also scavenges exhaust heat to save additional energy • Two truck lanes allows for rapid material loadout and a kiosk ticket system for each lane keeps trucks flowing to projects • Improved silo system allowing for longer storage times, less material cooldown and reduced waste from additional starts and stops

The new plant features the Astec Double Barrel Green

• Eight cold feed and two System, which minimizes emissions and reduces fuel usage.

RAP bins allowing multiple mixes to be produced during any given shift • Auxiliary pugmill that moves the liquid asphalt injection point outside of the drum, reducing wear and buildup • Enhanced worker safety with conveyor safety switches, complete guarding and safety eyes for truck loadout • Live cameras throughout the plant for additional loadout and operational safety.

Over 2,500 cubic yards of concrete were • Automatic sprinkler system site-wide to help placed for the equipment foundations. “Astec suppress dust came out and conducted the installation, and we did have some complications Challenges solved with computers communicating with the The new Finksburg plant was built within the equipment,” says Frock. “We worked with the old, outdated plant’s footprint and required technicians from Astec to resolve them and extensive planning and intricate site work prior continue to work with them when any issues to Astec’s arrival onsite. come about.”

C.J. Miller's new Finksburg, MD, plant will supply customers throughout Maryland and southern Pennsylvania with mixes ranging from fine driveways to heavy highway to porous walking path products.

60 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • December 2016

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Astec Weigh Mate with DASH puts more data in the palm of your hand.

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PLANT MATTERS

Asphalt Distributors

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As an asphalt producer, you always need to enhance production and efficiency in order to best serve your customers, Frock says. “We always strive to find new ways to reduce our environmental footprint and promote plant safety to help protect our employees,” he adds. “We are always working to provide consistent mix designs and follow state mandates.”

Finding, hiring and retaining qualified workers is an issue for most in the construction industry, and it’s no different for C.J. Miller “Finding and retaining strong employees is a constant challenge,” says Miller. C.J. Miller is one of the top five employers in Carroll County, and its new plant is creating up to 100 new jobs.

How does C.J. Miller handle all these challenges?

“It involves hiring the right people to manage those expectations, working with the right vendors, strengthening our relationships with customers, the community, and equipment sales reps,” says Miller. “It also involves researching the newest products and technologies available to us.”

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Marketing to the community and customers is also important to the C.J. Miller brand.

“We make it a point to have a strong online presence that tells the story of who we are and what we do, and we strive to target the right markets to grow our employee base,” he says. “We constantly educate plant operators and other staff so they can stay abreast of the latest technology, safety protocols, and operating techniques and strategies.”

C.J. Miller realizes its employees are what creates success throughout its entire organization. “We appreciate the men and women who come to work for us each day,” says Miller, noting the company has an annual company picnic, which is a big family affair with food, games and contests.

“Every company is going to have its challenges, but we really try to live by the philosophy of our founder, and my dad, Charles J. ‘Buck’ Miller,” says Miller. “He always said, ‘If you do good work, you’ll never run out of work.’”

The entire plant is outfitted with VFDs, which significantly reduces the plant's energy use. The plant is expected to save approximately 400,000 KWH of power annually, which is the same amount of electricity required to power 36 houses for a year.

Asphalt Transports

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62 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • December 2016

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PLANT MATTERS › CLIFF’S NOTES

The Importance of Covering Up During the Winter Months

Clif Not f’s es

By Cliff Mansfield

H

ere we are, looking at another winter. Most northern asphalt plants shut down, lying dormant for several months until the weather clears enough to allow operations to resume. This isn’t much of an issue for most plants because you generally don’t pave in the snow and ice anyway.

But for every circumstance there is an exception. Enter Riley Brothers in Bellingham, MA. They are a utilities contractor with a thriving business that includes paving back whatever work they've recently completed.

The nature of their utilities business does not allow for winter shutdowns.

I was called to work on their plant early in February. I had no idea that they were running every day. That never crossed my mind until I got there, drove through the snow to the plant and saw the drum spinning.

There was about 8 inches of snow everywhere, but their fines stockpile and their RAP was clean and dry thanks to some ClearSpan covers over both areas.

These covers prevented the vast majority of the materials from being exposed to the snow and water. The coarse materials are still wet, but their percentage in the mix design is low and this meant their overall surface area to

hold water is also low.

The overall percentage of water in the incoming aggregates is less than 6% and the RAP moisture content is also low.

Riley Brothers also enclosed the bottom sides of their feeders and installed heaters.

Inside this enclosure was a pleasant 70° F even though it was in the low 30s outside.

Another area they needed to address was their air system. The main compressor is in a large, heated building. There are huge air dryers inline before the compressed air leaves the building. The silos are heated by hot oil, and the air reservoir on the top of the silo receives heat that rises from the silos. The silos are skirted and the heated cones of the silos provide enough heat underneath to keep the air reservoirs, air-dryers and solenoids to work reliably.

Overall, I was very impressed by Riley Brothers’ approach to running in adverse conditions. We only had one problem during the weeks I was there, and that was actually my fault. The first morning I started up the plant and pre-heated the baghouse while I ran the belts to clean the snow off them. When I was ready to run, I started the blending process. I was watching the material coming out of the mixing drum looking for good mix so I could shut the drag reject gate. After about a ton and a half, the mix looked good so I sent it up. When I closed the reject chute I realized that I should probably have cleaned off the top of the drag.

Sure enough, about 10 tons into the run, the top sheet metal doors on the drag warmed up enough so that the snow slid down into

the drag boot, melting instantly and cooling out the mix. I opened the reject gate and the messed up mix fell on the ground. I wasted about three tons which irritated me considerably.

Like all plant operators I pride myself in minimizing plant waste. If a plant is operated correctly, three tons of waste is a lot for the whole DAY. Even large 400-tph plants can be operated with minimal waste. It is simply a matter of proper set-up and training. The snow mistake was not one I repeated for the rest of my time at the plant.

Even if you do not plan on running in snowy conditions like this asphalt plant, the ClearSpan stockpile covers are indispensable for keeping your stockpiles as dry as possible.

As you know, water costs money to remove during the drying process.

If we can prevent some of it prior to putting the aggregates into our drum, then we are saving money in fuel. These covers run under $20,000 each. I wonder how much fuel you need to save before these are paid for and making you money?

Cliff Mansfield, owner of Cliff Mansfield Inc., operates C.M. Consulting, an asphalt plant repairing, upgrading and operational training company that has recently formed a new Canadian partnership with CD Road Equipment Sales & Service. He has 40 years of experience working with various brands and styles of asphalt plants. For more information, visit hotplantconsulting.com.

64 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • December 2016

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PLANT MATTERS Libra Camera ID Libra Camera ID eliminates the delays/costs of paper signatures and provides proof-of-purchase for quick, fullproof resolution of billing disputes.

• Eliminates the need for driver’s signatures – reducing in-yard times and processing costs • Requires absolutely no action by the driver • Billing clerk can easily retrieve transaction images and email them to the customer • Supports multiple cameras/images for each transaction or process • Allows management to view live video to serve as a logistics tool or theft deterrent • Automatically handles variable truck positions Search: 10296041

Ecosorb Asphalt Additives Ecosorb additives are a natural and effective solution for significantly reducing hydrocarbon emissions as well as eliminating organic or inorganic odors associated with asphalt and fuel oils.

• Do not contain amines • Will not react negatively with your binder Search: 10088966

WEM Plant Automation Systems WEM Automation offers a full line of PC/PLC based full plant controls for complete drum, batch, loadout, and scale ticketing operations.

• Systems include PC/PLC/Ethernet, completely off-the-shelf parts, Microsoft OS and database, Allen Bradley PLC, automatic multi-point calibration, built-in redundancy, and energy efficiency tools • 24/7 worldwide service and superior communications utilities included Search: 10085629

Maxam TrooTrac SelfAligning Trunnion System Maxam's self-aligning trunnion system is designed to extend the life of tires, trunnion rollers and bearings.

• Each trunnion uses a high-loadcapacity ball joint which allows the trunnion to align itself to the tire • Wear is minimized and always uniform across the face of the tire • Reduces maintenance and replacement parts costs Search: 10083934

ADM EX Series Asphalt Plants Asphalt Drum Mixers Inc. offers its EX Series asphalt plants with single-drum counterflow technology.

• Produces 100 to 425 tph • Long aggregate drying and mixing times • Capable of processing high percentages of RAP • Using counterflow technology, unit has separate drying and mixing zones to achieve the maximum level of heat transfer and fuel efficiency • Designed to virtually eliminate unsafe hydrocarbon emissions • System reintroduces residual gases back to the drum's combustion zone • Available in portable or stationary versions; meet all federal and state specifications • Plant controls are sophisticated in their abilities, yet simple in operation • Available individual components to customize plants include cold feed bins, hot oil asphalt cement tanks (both horizontal and vertical), direct-fired horizontal cement tanks, portable and stationary bag houses, mineral filler systems, RAP systems, self-erect and stationary silos, weigh and drag conveyors, weigh batchers and fuel oil tanks Search: 10658422

SYSTEMS Model AM-1600 SYSTEMS Equipment Model AM-1600 multiple ammeter display allows a quick overview of selected plant motor loads.

• Provides an accurate indication of actual loads and visual and audible alarms of overload and underload conditions • Displays incoming or generated power voltage and frequency from up to two sources • Optional zero speed shaft sensors can be interfaced and will display an alarm condition as a flashing white bar graph; an out of tolerance alarm switched output is available Search: 10085072

WHAT DOES SEARCH: 10000000 MEAN? Each product and advertisement found in Asphalt Contractor’s pages has a unique 8-digit code that can be entered into the search bar found at the top of www.

ForConstructionPros.com/ASPHALT. By searching for the unique number, you will be instantly taken to the specific piece of online content where you can find more images, online exclusive information, related products and videos, and more!

December 2016 • www.ForConstructionPros.com/Asphalt • Asphalt Contractor

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PLANT MATTERS Evoflex CA from Ingevity Evoflex CA additives are designed to improve the contribution yield of binder from recycled materials.

• Evoflex CA additives also function as rejuvenators and offset the potential negative impact of increasing the use of highly oxidized materials • Greater amounts of reclaimed products can be added while product maintains flexibility and low temperature crack resistance • Facilitate blending of virgin and oxidized asphalts • Improve low temperature mix performance • Maintain the intermediate temperature of the original binder grade • Reduce the need to alter binder grades when using recycled materials Search: 12195028

Volvo Application-Specific Wheel Loader Buckets The Sand, Rehandling Flat Floor and Rehandling buckets have been redesigned with increased capacity and spillage protection for faster cycles at a lower operating cost.

• Designed to fit L110 to L350 wheel loaders equipped with Torque Parallel or Z-Bar linkage • Two-piece mid-section with bolt-on cutting edge for easier replacement • Constructed of high-tensile steel with wear-resistant parts in critical areas • Bucket shape, balanced floor back ratio and countersunk hole enable easy filling, and convex side plates provide optimal material retention • Spill guards designed to deflect materials and protect the linkage Search: 12222147

AlMix UF Series Drum Mixers The ALmix UF Series Drum Mixers feature an elongated single drum incorporating the latest technology in counterflow drying and mixing.

• 160- to 400-tph capacities • Skid mounted or extreme portability • High RAP percentages • Warm mix capability • Rugged design throughout • Total control automation • New generation burner system Search: 10280200

Astec Double Barrel XHR Astec's Double Barrel XHR (eXternal mixer, High RAP) aggregate dryer can produce up to 400 TPH with up to 65% RAP/RAS. • Employs two mixing technologies: an outer chamber on the drum and an external mixer • V-Pack Stack Temperature Control System maintains as low an exhaust temperature as possible when running a high RAP/low virgin mix • Stainless-steel drum and combustion flighting withstand the higher temperatures associated with running high RAP Search: 12191409

Avant 755i and 760i Multi-Purpose Loaders

Continental Heritage Vulkan Conveyor Belts

The 755i and 760i multipurpose loaders are engineered to deliver maximum power and torque with optimal fuel economy and low emissions.

• 57-hp Kohler KDI turbocharged diesel engines meet Tier 4 Final emissions regulations without the use of a diesel particulate filter or the need for diesel exhaust fluid • 755i has a single speed drive and reaches a maximum 10.5 mph • 760i offers dual speed drive and achieves a maximum of 19 mph • Both models come with a standard telescopic boom with a 3,810-lb. lift capacity and a lift height of 122 in.

• Features include an optimal lift to weight ratio, low operating and maintenance costs and a turf-friendly design • Multiple options and attachments

Continental offers its newly developed modular system to control hot materials for ContiFlex Vulkan, a line of Heritage conveyor belting for heat applications.

• Designed to carry materials with temperatures of up to 1,000° F • Modular system allows for mixing & matching components for high heat solutions • Available in widths up to 126 in. with a broad portfolio of belt constructions • Tensile strengths range from 220piw to 2,000piw and cover thickness can be selected to match application Search: 12255858

Search: 12253890

66 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • December 2016

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Search: 10074806

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PLANT MATTERS Gencor Trifecta

Meeker Batch Plant RAP Kit • System features precise control of RAP • Unique weighing system allows for higher RAP percentages in mix • Positive control of stem release • Steep sloped bin walls on rap bins for trouble free operation • PLC touch screen controls Search: 10086128

Gencor's Trifecta is a fully integrated counterflow drum mix plant reduced to just three transportable loads.

• Patent-pending concept that comprises everything needed to make hot mix quickly and efficiently • Unit requires no cranes and no ductwork to be in production quickly • Vehicle 1 comprises the Ultraflo baghouse filtration system and four large feed hoppers, with variable-speed drives and individual scalping screens to accurately control the flow of varying sizes of aggregates for any specification; each of the aggregate feeders discharges onto an integrated vibrating screen to remove any over-size material or debris prior to the weigh scale • Vehicle 2 is a high-efficiency counterflow drum mixer and silo batching system that couples directly to the Ultraflo baghouse, without any ductwork • Vehicle 3 is a “state-of-the-art” fully automated control van and motor control center; Ultralogiks plant control automation manages every aspect of the operation including burner, motors and loadout functions Search: 12260023

Reliable Asphalt Products RAP/RAS Bins Reliable Asphalt Products RAP/RAS Systems combine innovative technology with solid construction to deliver a highly versatile plant component.

• Allows contractors the ability to maximize both RAP and shingles while maintaining precision weight measurements for both products • Each system can be fully customized to include one to three RAP bins as well as up to two load cell equipped RAS bins for a total of five bins • Portable, skid mounted, and stationary arrangements available Search: 10723211

Dillman UniDrum The Dillman unified drum is a high quality counterflow design that is offered in both portable and stationary arrangements.

• Offered as part of complete new plants and also for retrofit applications • Range of production capacities from 200 to 700 tph • Optional warm mix system • Optional V-Pack Stack temperature system Search: 10739886

KPI-JCI - Astec Mobie Screens SuperStacker KPI-JCI and Astec Mobile Screens offers the SuperStacker, its latest model of telescoping stackers designed to minimize stockpile segregate and increase stockpile capacity.

• Designed to build a desegregated stockpile and ensuring product quality • “In-spec” material prevents costly expenses associated with reprocessing materials • By controlling the extension of the stinger conveyor, radial travel and conveyor incline, layered windrows will be built, minimizing stockpile segregation • Desegregated stockpiling means suppliers produce more material that matches specification, resulting in no re-blending and less discounting • Gullwing axle provides optimal portability, going from road portable to operational in minutes Search: 11176499

68 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • December 2016

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CONEXPO PRESHOW REPORT

Contractors Encouraged to Imagine What’s Next at

CONEXPO 2017

CONEXPO-CON/ AGG will be held March 7- 11, 2017 at the Las Vegas Convention Center, spotlighting the latest technologies, products and best practices for the construction and construction material industries

By Jessica Stoikes, Associate Editor

C

ONEXPO-CON/AGG is the international gathering place every three years for the construction industries, showcasing the latest equipment, products, services and technologies.

CONEXPO-CON/AGG 2017 will represent an immense unveiling of all the newest equipment, technology and product breakthroughs in construction. From earthshaking big iron to groundbreaking innovations, it’s all assembled in one place to help you work smarter.

CONEXPO-CON/AGG 2017 will feature: • 2,400 exhibitors, including 700 new exhibitors, showcasing new products and technologies for every major

construction industry including asphalt, aggregates, concrete, earthmoving, lifting, mining, utilities and more.

• Over 125,000 attendees that range from contractors, to dealers & distributors, to service providers, engineers, producers, municipalities and more.

• A comprehensive education program during the five-day exposition with sessions emphasizing industry issues and trends, management and applied technology.

Register early for CONEXPO-CON/ AGG and IFPE 2017 to save with new Badge-Packs for added value and convenience, access to the new Tech Experience and the best hotel rates

December 2016 • www.ForConstructionPros.com/Asphalt • Asphalt Contractor

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CONEXPO PRESHOW REPORT and availability. Save 40% by registering by January 13. Register online at conexpoconagg. com and ifpe.com.

New Badge-Pack adds value and convenience The show Badge-Pack includes a free multiday Las Vegas monorail pass and deluxe coach bus transportation between most official hotel partners of the show, as well as discounts at Las Vegas bars and restaurants. The show is the first to partner with the Las Vegas Monorail Co. to offer the pass.

The Badge-Pack covers admission to both exhibitions, with a combined seven different lots and halls already spanning more than 2,500,000 net sq. ft. of exhibit space – a record breaker, with 2,500+ exhibitors expected and nearly 700 new exhibitors already signed up.

Attendees will also have access to the new 75,000+ sq.-ft. Tech Experience, which will showcase the ideas and technologies that will transform the future of construction to enhance safety, productivity and profitability.

Show Hours Tuesday, March 7 - Friday, March 10: Exhibits 9 a.m. to 5 p.m.

Saturday, March 11: Exhibits 9 a.m. to 3 p.m

Streamlined layout The 2017 show will feature a streamlined show layout to help attendees more easily comparison shop for the products and services they need for their businesses. The reconfigured layout is designed to create better synergy between outdoor and indoor space product areas and make it easier for attendees to navigate the show.

“CONEXPO-CON/AGG is guided by volunteer industry leaders and we want to most effectively connect the exhibitors and attendees and deliver a quality show experience. These improvements will help us achieve that goal,” says Rich Goldsbury, 2017 CONEXPO-CON/AGG chair and president of Bobcat Company and Doosan.

As part of the new layout: • The Gold Lot includes expanded Gold Hall and extends to Las Vegas Boulevard, using the site of the demolished Riviera Hotel • A new Bronze lot (with Bronze Hall)

has been added south of South Hall, extending the length of the building • Both lots will feature Registration areas as well as registration in the Westgate Convention Center (formerly Las Vegas Hilton) adjacent to North Hall Show management cited increased demand for exhibit space as a major factor in the show floor redesign to make optimum use of available space.

“Demand has been stronger than ever, especially for indoor space, and we worked with the Las Vegas Convention Center to explore all options,” says Show Director Sara Truesdale Mooney. "We are confident this show footprint will enhance ROI for all stakeholders."

Get faster connections For added convenience, pre-registered attendees can pick up their Badge-Packs at 10 Las Vegas hotels and the Las Vegas McCarran International Airport. The shows have also added a third full-service registration area onsite for speed and convenience. Registration areas will be located at the Las Vegas Convention Center Gold Lot and Bronze Lot and Westgate Hotel adjacent to the North Hall.

Attendees will also find additional food outlets and comfort zones (seating areas and charging stations).

A mobile app for Apple & Android will continuously sync to the shows’ online planner. Attendees can stay connected with show updates to maximize their time and stay organized with a personalized schedule of exhibitor and education details plus interactive 3D maps.

New tech experience From solar-powered roadways, to data visualization and interactivity, to the first-ever 3D printed excavator, drones, robotics and intelligence advancements, the first ever Tech Experience is a 75,000 square foot immersive, future-forward showcase that allows you to see what’s possible tomorrow, today.

“We’ve designed this as an engaging experience that will bring to life the trends and solutions that are developing now and emerging in the next several years for the jobsite, workforce and infrastructure,” Mooney says.

What’s Next: Infrastructure will focus on materials and mobility that will revitalize the structures and systems of society’s framework.

What’s Next: Infrastructure will feature innovations that will revitalize the structures and systems of society’s framework.

Advanced Materials: Get handson with the scientists who are pushing the boundaries of centuries old-materials — making infrastructure more sustainable, user friendly and safe.

Modern Mobility: Explore how legacy transportation systems can get the TLC they need, as well as new technologies coming forward to meet our changing living patterns, with innovations in speed, flexibility, and community.

Mobility Influences: Trends Shaping the Need for Change Mobility Inspiration: Putting Out the Call for Smarter Systems Mobility Innovation: Concepts Coming to Life Infrastructure Vision 2050: Meet the new faces of innovation who rose to the Infrastructure Vision challenge with mindbending creativity and risk taking.

According to Mooney, the Tech Experience will also feature a Tech Talks educational forum and spotlight the Infrastructure Vision 2050 initiative of AEM. Be sure to visit Asphalt Contractor Magazine during the show. We’re located in the North Hall, Booth: N11727.

70 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • December 2016

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CLASSIFIED ADVERTISING

1.866.643.1010 ClearSpan.com/ADAC1

WE MANUFACTURE • WE INSTALL WE SAVE YOU MONEY buildings of 1,000 uses

Fabric Structures Natural Light & Low Cost Per Sq Ft

Hybrid Buildings Benefits of Metal & Fabric Buildings

Foundation Solutions Build Anywhere & Quick Construction

ZERO PERCENT FINANCING AVAILABLE FOR SALE

Bituma 100-Ton Silo

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hopper

✔ 300 tph rated

Bucket Elevator

Clark Loney 888-220-1277 • Fax 707-929-0569 Email: clark@asphaltequipment.us www.asphaltequipment.us

PUMP PACKING Stop your pumps from leaking!

Pre-cut packing sets proven within the Asphalt Industry.

Viking®, Roper, Rotan, etc.

Call Scott at 1-800-231-4209 www.rainsflo.com

FOR SALE

› 20,000 Gal coiled asphalt oil tank $5,000 › New Process hot oil heater (electric) $5,000 › Burke 1.5m btu hot oil heater $5,000 › 48,000 cfm Gencor baghouse $30,000

› Free standing aggregate bin $8,000 › 2 Clarence Richards Ras scales $6,000 each › Set of four Gencor newly reconditioned trunnions $8,000 for the set

restrictions may apply

LIME ADDITIVE Pugmill Systems manufactures top-quality portable and stationary pugmills for lime additives, soil cement, and stabilized base.

100-1500 TPH. Durable, low maintenance design.

Pictures are available upon request

262-965-5426 • Fax 262-965-5426

www.wolfpaving.com

ADVERTISE HERE Contact Denise Singsime Print and Digital Advertising

920-542-1245

dsingsime@acbusinessmedia.com

In Stock: New 500 and 750 Pugmills Conveyors, Belt Feeders

PUGMILL SYSTEMS, INC. Manufacturers of Davis Pugmills (931) 388-0626 COLUMBIA, TN www.pugmillsystems.com

December 2016 • www.ForConstructionPros.com/Asphalt • Asphalt Contractor

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CLASSIFIED ADVERTISING

R !

E O F L A S ▼

2013 Wirtgen WR250; s/n 08WR.0004; Cab, A/C, Heater, 96” drum, HT11

holders, Drum turner

▼

2013 Wirtgen W220; s/n 0522.0028; CAT C18 engine with 766HP.

2012 HAMM HD140VVHF; s/n H1840646;

84”, ROPS

2011 HAMM HD140VO; s/n H1840349; 84”, ROPS,

Temperature sensor

▼

2012 Wirtgen WR2500S; s/n 04WR.0488; 8’ cutter. Enclosed cab with air conditioning.

800L water/ emulsion system.

One owner well maintained machine.

2014 Wirtgen W150i; s/n 0613.0060;

▼

Two stage conveyor system complete with covers.

Automatic Level Pro leveling system RH & LH. Pressurized gradation control beam w/integrated conveyor shoe.

8’/2500mm FCS drum with HT11 Bolt-on holder system.

Operators stand with comfort seat package. Sensor on front of cutter RH side. Additional Level Pro display.

Folding conveyor in lieu of standard. Slope sensor.

Knockout tool. Camera system with two cameras. Drum turning device. Additional seats for tooth change. Actual milling depth display. Multiplex one side. VCS

▼

▼

4 foot (1200mm) cutter, Basic FCS, Slope, Tier III

CALL TODAY!

952-884-2301

www.hayden-murphy.com

72 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • December 2016

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CLASSIFIED ADVERTISING

Router

Used Crafco SS melters and EZ pour melters starting at $15,000.00.

Call toll free at 1-888-922-3630 email: nhmsltd@gmail.com

NHMS • P.O. Box 5315 • Akron, Ohio 44334 Additional used equipment available.

All sales include onsite training.

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                               

Used Crafco Model 200 routers starting at $6,000.00.

                      

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         

DRYER/DRUM SPECIALISTS “Serving the rock and asphalt industries since 1985” WE ARE SECOND TO NONE IN SERVICE AND SATISFACTION ALIGNMENT

Just as your vehicles need proper alignment, so does your dryer.

Nearly all external dryer problems are caused by trunnion and frame misalignment. Long-term mis-alignment causes damage resulting in downtime and costly repairs. Even units that seemingly float properly can in reality be drastically out of alignment.

SIGNS OF MIS-ALIGNMENT

✔ Metal flakes from tires or trunnions ✔ Trunnion mis-location and trunnion bearing failure ✔ Poor wear/contact on tires and trunnions ✔ High drive motor amperage ✔ Excessive vibration ✔ Thrust roller and bearing damage ✔ Tire pad and keeper wear ✔ Lack of proper floatation Evans & Daniels uses precision laser and sighting techniques to restore your unit to proper alignment settings.

RESURFACING

Evans & Daniels uses highly specialized grinding equipment that can fit into the tightest of spaces. We resurface tires, trunnions, thrust rollers and tire thrust faces.

We don’t require cranes, lifting assistance, or steel framework. In most cases, we can grind during regular production conditions.

COMMON WEAR PATTERNS ✔ Tapers ✔ Washboard ✔ Concave / Convex ✔ Shoulders ✔ Lumps / Divots / Cracks ✔ Rollover

TIRE & TRUNNION RESURFACING — TRUNNION ALIGNMENT — PREVENTIVE MAINTENANCE

www.evansanddaniels.com — 570-779-1982 December 2016 • www.ForConstructionPros.com/Asphalt • Asphalt Contractor

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CLASSIFIED ADVERTISING

THIS IS WHAT BE T TER COLD PATCH LOOK S LIK E Better is cold patch that is easier, faster and more cost-effective to produce. Better is cold patch that remains workable long-term and provides stronger adhesion for longer patch life.

Better is cold patch made with ColdGrip™ IQ.

COLDGRIP™ IQ A Smarter Cold Patch Additive for Easier Coating & Stronger Stripping Protection

Improves Mix Production Efficiency

Extends Stockpile Life

• Chemically transforms cutback

to easily coat cool, damp and dusty aggregates, eliminating headaches and time spent dealing with coating challenges

Provides Greater Operational Convenience • Low viscosity additive for

easier handling, even in below freezing temperatures

• Preserves stockpile workability over extended periods of time

• Prevents stockpile stripping by

making cutback cling to aggregate for exceptional film thickness, eliminating reprocessing and wasted material costs

Increases Patch & Pavement Life • Repels water and forms a strong

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74 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • December 2016

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CLASSIFIED ADVERTISING

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December 2016 • www.ForConstructionPros.com/Asphalt • Asphalt Contractor

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CLASSIFIED ADVERTISING

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76 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • December 2016

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ADVERTISERS’ INDEX Almix

9

LeeBoy

39

Asphalt Drum Mixers

28-29

Libra Systems Corporation

47

Astec Inc.

13, 40-41, 61

Meeker

63

Calculated Industries

46

NPE

57

Carlson Paving Products Inc.

79

Pugmill Systems Inc.

71

Clarence Richard

76

Reliable Asphalt Products

75

Clear Span Fabric Structures

71

Roadtec an Astec Industries Company

11, 80

C. M. Consulting

56

Screen Machine Industries

19

Dillman

16-17

SealMaster

27, Calendar

Eager Beaver Trailers

53

Systems Equipment Corp.

23, 67

E. D. Etnyre & Co.

62

Transtech Systems Inc.

7

E. T. Clancy Company

76

Volvo Construction Equipment

25

Gencor Industries Inc.

3

Weiler

43

General Combustion

15

Wirtgen America Inc.

5, 35, 49

Hayden-Murphy

72

Heatec Inc.

2

Hillhouse Industries

76

KPI-JCI

45

Get fast, relevant product information in the Buyers Guide at ForConstructionPros.com

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December 2016 • www.ForConstructionPros.com/Asphalt • Asphalt Contractor

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THE LAST EXIT

The Road to Reducing

Emissions

By Jessica Stoikes, Associate Editor

R

ice University scientists have improved their asphalt-derived porous carbon's ability to capture carbon dioxide, a greenhouse gas, from natural gas.

Raw natural gas typically contains between 2% and 10% carbon dioxide and other impurities, which must be removed before the gas can be sold. The cleanup process is complicated and expensive and most often involves flowing the gas through fluids called amines that can soak up and remove about 15% of their own weight in carbon dioxide. The amine process also requires a great deal of energy to recycle the fluids for further use.

“It’s a big energy sink,” says Rice University chemist James Tour, whose lab developed a technique last year to turn asphalt into a tough, sponge-like substance that could be used in place of amines to remove carbon dioxide from natural gas as it was pumped from ocean wellheads.

Initial field tests in 2015 found that pressure at the wellhead made it possible for that asphalt material to adsorb, or soak up, 114% of its weight in carbon at ambient temperatures.

Tour says the new, improved asphalt sorbent is made in two steps from a less expensive form of asphalt, which makes it more practical for industry.

“This shows we can take the less expensive form of asphalt and make it into this very high surface area material to capture

carbon dioxide,” Tour says.

“Before, we could only use a very expensive form of asphalt that was not readily available."

How it's made The lab heated a common type asphalt known as Gilsonite at ambient pressure to eliminate unneeded organic molecules, and then heated it again in the presence of potassium hydroxide for about 20 minutes to synthesize oxygen-enhanced porous carbon with a surface area of 4,200 square meters per gram, much higher than that of the previous material.

The Rice lab's initial asphaltbased porous carbon collected carbon dioxide from gas streams under pressure at the wellhead and released it when the pressure was released. The carbon dioxide could then be repurposed or pumped back underground while the porous carbon could be reused immediately.

In the latest tests with its new material, Tours group showed its new sorbent could remove carbon dioxide at 54 bar pressure. One bar is roughly equal to atmospheric pressure at sea level, and the 54 bar measure in the latest experiments is characteristic of the pressure levels typically found at natural gas wellheads, Tour says.

Smog eating concrete Another study being conducted in the Netherlands is being said

to cut pollution by up to 45%.

Researchers working for the Eindhoven University of Technology spent years studying smog-eating pavement used on a city block in Hengelo, Netherlands.

According to the paper titled “Full scale demonstration of air-purifying pavement,” the block with the special pavement reduced nitrogen oxide air pollution up to 45% in some ideal weather conditions, resulting in an average reduction of 19% over a day.

The “photocatalytic” pavement used in Hengelo had been sprayed with titanium oxide (TiO2), a chemical that can take air pollutants, such as nitrogen oxide, and convert them into less-dangerous chemicals, such as nitrates, the paper’s authors report.

In a 2010 interview concerning the Hengelo experiment, professor Jos Brouwers of the Department of Architecture, Building and

Rice University scientists have improved their asphaltderived porous carbon's ability to capture carbon dioxide, a greenhouse gas, from natural gas. The capture material derived from untreated Gilsonite asphalt has a surface area of 4,200 square meters per gram.

Almaz Jalilov/Rice University

Planning at Eindhoven told CNN the pavement’s real-life applications were exciting. “[The concrete] could be a very feasible solution for inner city areas where they have a problem with air pollution,” Brouwers says.

This could be good news for urban areas with high automobile traffic such as Los Angeles, where a poll conducted by the Los Angeles Times reported close to 70% of respondents felt similar streets could be coming to Southern California.

78 Asphalt Contractor • www.ForConstructionPros.com/Asphalt • December 2016

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