Asphalt Pro - December 2018

The State of the Sustainable Industry

asphaltPRO PRODUCTION – PROFESSIONALS – PRODUCTS

Here’s How Brooks Wins at Safety

• How to Set Augers • Solve Tank Farm Wear • Store Drones Properly • Extract with ASTM D8159

Mike Rowe DECEMBER 2018 WWW.THEASPHALTPRO.COM

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CONTENTS

asphaltPRO december 2018

departments

Editor’s Letter 6- At the Closing of the Year AROUND THE GLOBE 8 Safety Spotlight 10 – Brooks Exemplifies Safety, Innovation, Industry Growth

By Sandy Lender

46

Mix It Up 16 – Extract, Analyze According to ASTM D8159

By Dr. Telma Keppler Training 22 – How to Set the Augers

By Sandy Lender Project Management 26 – Boxley Breaks It, Makes It Black

By Sarah Redohl Pavement Maintenance 32 – Young Paving Company Grows Via Customer Service

By Dan McGinnity

32

72

x

Solve Your Problem 36 – Solve Your Tank Farm Wear

By Jeff Meeker Producer Profile 40 – Rose Paving Grows from Coast to Coast

By Sarah Redohl

22

International Snapshot 44 – International Recycling Wheels From Magna Tyres Meet the State Exec 46 – MAPA’s Michael Arnemann

By AsphaltPro Staff Product Gallery 50 – Plan for Seasonal Work Zone Shutdown That’s a Good Idea 70 – Shine Lights on Paving Parts

By John Ball Here’s How it Works 74 – CMI-Roadbuilding’s Warm-mix Asphalt System 76 – Hitek’s Pavijet New Tech 78 – Does Hands-Free Driving Hinder Safety?

By Sarah Redohl Off The Mat 82 – Unlock Sustainable Development Goals with Infrastructure From UNOPS Communications Group

Feature articles The State of the Sustainable Industry

58 – Mike Rowe Shares How to Attract Good Workers

By Sandy Lender

asphaltPRO PRODUCTION – PROFESSIONALS – PRODUCTS

Here’s How Brooks Wins at Safety

62 – Store Your Drone Properly

By Sandy Lender 68 – Sustainable Businesses Put a Cover on It

By Jessica Batchelor 72 – Top 5 Sustainable Fuel Changes From Volvo

• How to Set Augers • Solve Tank Farm Wear • Store Drones Properly • Extract with ASTM D8159

Mike Rowe DECEMBER 2018 WWW.THEASPHALTPRO.COM

on the cover Brooks Construction Company Inc., Ft. Wayne, Indiana, increases environmental sustainability and company safety.

See related story on page 10. Photo courtesy Brooks Construction.

editor’s Letter At the Closing of the Year “Now all the winter bells are ringing Hear them echo through the snow And the children’s voices singing On the streets so far below” I’m one of those people who will randomly play Christmas carols in June or August. My neighbors can hear those sleigh bells jingling, ring ting tingling, too, in September or November. It’s a sickness I don’t necessarily need to cure.

Now that the calendar is just one page, others have joined the revelry for a few weeks. There’s a sort of Hallmark Channel Effect (HCE) going on around Congratulations to Rep. Dan us. And there’s nothing wrong with that. We humans Webster (R-Fla.) on keeping the like a happy ending. We like the comforting promise Florida District 11 seat. It’s good of formulaic entertainment with an expected out- to have a friend of transportation come. Christmas songs and movies offer something funding at work. pleasant we can rely on.

Track with me here.

What are you doing this off-season to prep your business so you can offer humans an expected, reliable outcome in spring 2019? When the New Year hits, you’ll see gobs of social media hounds offering ways to develop and keep resolutions. Have you thought about the ways you’re setting your workers up for success in next year’s construction season? The article featuring Mike Rowe on page 58 shares some thoughts on that.

By investing in your team this December, January, February and so on, you lay the groundwork to provide the “formulaic project” with an expected outcome. Whether that’s providing an excellent mix from the plant or placing an excellent mat in the field, you have the opportunity right now to make next year’s profits sing.

As we close the year on a productive and profitable construction season, I wish everyone a safe and happy holiday season. However you celebrate, I hope you’re able to spend time relaxing and enjoying the company of family and friends. I look forward to checking in with everyone at the trade shows and events coming up in 2019. Please visit the www.TheAsphaltPro.com website frequently to see when and where your magazine staff will be.

Stay Safe,

Sandy Lender

December 2018 • Vol. 12 No. 3

asphaltPRO

602 W. Morrison, Box 6a • Fayette, MO 65248

(573) 823-6297 • www.theasphaltpro.com GROUP PUBLISHER Chris Harrison chris@ theasphaltpro.com PUBLISHER Sally Shoemaker sally@theasphaltpro.com (573) 823-6297 EDITOR Sandy Lender sandy@theasphaltpro.com (239) 272-8613 ASSOCIATE EDITOR Sarah Redohl sarah@theasphaltpro.com (573) 355-9775 MEDIA SALES Cara Owings cara@theasphaltpro.com (660) 537-0778 ART DIRECTOR Kristin Branscom BUSINESS MANAGER Susan Campbell (660) 728-5007

AsphaltPro is published 11 times per year.

Writers expressing views in AsphaltPro Magazine or on the AsphaltPro website are professionals with sound, professional advice. Views expressed herein are not necessarily the same as the views of AsphaltPro, thus producers/contractors are still encouraged to use best practices when implementing new advice.

SUBSCRIPTION POLICY: Individual subscriptions are available without charge in the United Sates, Canada and Mexico to qualified individuals.

One year subscription to non-qualifying Individuals: United States $90, Canada and Mexico $125.00. For the international digital edition, visit theasphaltpro.com/subscribe/.

6 // December 2018

around the globe

Industry News and Happenings from Around the World AUSTRALIA

At the end of October, Austroads published online updated editions of its Guide to Pavement Technology Part 4F: Bituminous Binders and Part 4K: Selection and Design of Sprayed Seals. It included a webinar to provide an overview of the key changes to the guides and the significant advances in the areas of binder specifications and sprayed seal design. Visit https://bit.ly/2zga7s2 for all of Austroads recent publications.

BELGIUM

Petroineos Services France SAS, which specialises in the marketing of refined products, and LCY Chemical Corporation, one of the largest producers of SBS (Styrene Butadiene Styrene), are the latest two organisations to join Eurobitume, Brussels. Eurobitume Director General Siobhan McKelvey commented: “I am delighted to welcome Petroineos as a core member of Eurobitume and LCY Chemical Corporation as an associate member.”

CANADA

Polycor Inc., Quebec City, Canada, announced October 2018 the completion of its merger with Indiana Limestone Company (ILCO), Bloomington, Indiana, shortly after Polycor’s acquisition of four limestone quarries in France. The merger is expected to drive growth through cross-selling, geographic expansion, etc.

MEXICO

The 2019 AEMA-ARRA-ISSA annual meeting takes place Feb. 18-21 in Cancun. Visit any of the associations’ websites for event information and registration.

COLORADO

• Make plans to attend the 46th annual Rocky Mountain Asphalt Conference & Equipment Show Feb. 27-March 1, 2019, at the Crowne Plaza, Denver International Airport. Visit https://RMACES.org for details.

• Assignar, Denver, announced Oct. 23 it had raised $6.2 million USD in Series A funding to drive growth for construction operations management platform to accelerate growth of business and expand presence in the United States. Learn more about them at www.assignar.com.

8 // December 2018

FLORIDA

• Visit sunny Marco Island, Florida, for the 2019 NAPA annual meeting Jan. 20-23.

Visit www.AsphaltPavement.org/AnnualMeeting for details. Then drive on over to Miami for the 2nd annual Lanzo Companies Golf Tournament to benefit Construction Angels, Thursday, Jan. 24, in Miami Gardens. Check out https://constructionangels.us/ for this and other fundraising events in 2019.

• The Association of Modified Asphalt Producers will hold its 20th anniversary conference and workshop at the Pier Sixty-Six Hotel in Ft. Lauderdale from Feb. 5-7, 2019.

Visit https://modifiedasphalt.org/annual-conference/ for details.

ILLINOIS

• Make plans to attend the Illinois Bituminous Paving Conference Dec. 11-12 at the iHotel and Conference Center, Champaign. Get more information on speakers, activities and how to register at http:// bituminousconference.ict.illinois.edu/ about/ • In October, representatives from Caterpillar Inc., Finning Canada and Teck Resources Limited (Teck) gathered in East Peoria, Illinois, to celebrate the milestone of the 40,000th Cat large dozer rolling off the production line. Core to Caterpillar’s global identity, the current Cat large dozer line includes the D9, D10 and D11 models.

INDIANA

The Asphalt Pavement Association of Indiana (APAI) board of directors voted unanimously to install Technical Director Kirsten Pauley, P.E., as the association’s sixth executive director, effective Jan. 1, 2019. She holds a civil engineering degree from Purdue and is a two-time APAI-NAPA scholarship recipient.

MISSOURI

The AsphaltPro Magazine staff offers a host of online opportunities for asphalt professionals to learn more tricks of the trade to improve your bottom line. Make sure the website of www.TheAsphaltPro.com is on your regular rotation. Also make sure you follow our facebook page for announcements, news and tips: https://www.face-

book.com/AsphaltPro. If you need training options for your paving crew, check out our online course, Asphalt Paving 101 on the Teachable platform: https://training.theasphaltpro.com. Want more? We have a blog on the website that we update each week and a LinkedIn page with additional information.

Every Monday morning, we send out a quickn-usable, free Toolbox Tip via an eBlast. Sign up for that here: https://theasphaltpro.com/ upgrade-daily-toolbox-talks/. And sign up for our free Training Solutions eNewsletter while you’re at the website. That goes out once a month.

NEVADA

Komatsu America, based in Rolling Meadows, Illinois, announced Oct. 17 its flagship dealership will build a 189,000-square-foot service center on roughly 30 acres in Elko, Nevada, to be completed in early 2020. You can follow its progress by visiting KEC on its social media platforms.

NEW YORK

Save the date for C&D World, the annual meeting of the Construction & Demolition Recycling Association, March 9-12, 2019, at the New York Marriott at the Brooklyn Bridge.

WASHINGTON, D.C.

Two Home Builders Institute (HBI) program graduates and current visited the White House Oct. 31 for a discussion on the Administration’s initiative, Pledge to America’s Workers. In July, President Trump created the National Council for the American Worker to develop a national strategy to train and retain workers needed in many high-demand industries. With input from the public, private, education, labor and not-for-profit sectors, senior administration officials are charged with enhancing employment opportunities for all working-age Americans.

Check out the related article on page 58.

WISCONSIN

The Association of Equipment Manufacturers (AEM), Milwaukee, announced Oct. 11, Johan “Kip” Eideberg will lead its Washington D.C. office and advocacy activities as interim vice president of government and industry relations, effective Jan. 1, 2019.

safety spotlight

To decrease its carbon footprint and environmental impact, Brooks Construction uses recycled content, recently unveiling its high-recycle product (HyRAP). The plant making the HyRAP mix is a parallel flow drum and pugmill, custom-built by ALmix of Ft. Wayne.

Brooks Exemplifies Safety, Innovation, Industry Growth H

How does a 110-year-old company in Fort Wayne, Indiana, keep itself innovative and garner a national safety award from the American Road and Transportation Builders Association (ARTBA) in 2018? It’s a long and storied family history with an emphasis on asphalt, quality construction and safe practices.

FAMILY HISTORY OF INNOVATION

According to the Brooks Construction Company Inc. website, John Foster Brooks began selling liquid asphalt cement (AC) for the Barber Asphalt Company around the turn of the century. By the age of 26, John F. Brooks was ready to get financial backing to start his own business. In 1909, he launched Brooks Construction and built the now-historic Forest Park Blvd. for the City of Ft. Wayne using asphalt. To do that project, according to the company website, “Brooks had to go door to door and sell each homeowner on the virtues of paving over the more traditional brick.”

The company’s been innovative ever since, purchasing its first asphalt plant in 1917. Now they have six. They win awards on the state and national levels every year for quality highway

10 // December 2018

construction and specialized commercial work with mixes that come out of those plants.

Bill Knopf, the recent executive director of the Asphalt Pavement Association of Indiana (APAI), spoke highly of their quality and involvement.

“The Brooks ‘Quality First’ team has historically been heavily involved in both our board of directors, our extensive and very active committee structure, and with our partner organizations such as the Build Indiana Council and the BIC-PAC,” Knopf shared.

“And I’m not just referring to one or two company principals; I mean more than a dozen key middle and senior management employees who freely share their knowledge, experience, and vision toward improving the performance of our products, workzone safety, asphalt market share, and our workforce recruitment efforts in order to raise the playing field for all.”

In fact, Brooks Construction was actively involved with the testing and construction of one of the first Superpave highways in Indiana.

The company created the first private American Association of State Highway and Transportation Officials (AASHTO) accredited lab in the state of Indiana, according to the website.

“Now, foremen select a different employee on their crews each week to give the toolbox talk. This keeps the employees engaged and makes them more active participants.”—Monty Richmond In 1963, John F. Brooks’ sons—Bob and Jim—hired a salesman to increase business for the company and helped create a marketing department at the National Asphalt Pavement Association (NAPA) to promote asphalt as the pavement of choice for government agencies and commercial contractors to specify and use. In the 1970s, John F. Brooks’ grandsons—John R. and Andrew F.—joined the team as laborers, working their way up through the ranks. Andrew graduated from DePauw University with a degree in economics and is now the president of Brooks Construction, responsible for finance, administration, human resources, equipment and the all-important safety. The newest generation has joined the company in recent years—Margi Brooks and Andrew Brooks— and look to continue the company’s legacy of quality, safety and innovation.

We’ve been designing and manufacturing custom Pugmill plants in Tennessee for over 30 years.

STATIONARY

RECENT INNOVATIONS FOR SUSTAINABILITY

To decrease its carbon footprint and environmental impact, Brooks Construction uses recycled content, recently unveiling its high-recycle product (HyRAP). The plant making the HyRAP mix is a parallel flow drum and pugmill, custom-built by ALmix of Ft. Wayne. Brooks fractionates RAP for its recycle mix production, using a combination of Pro-Sizer and a CEI screen.

Bill Stevens, vice president, explained they include an additive from Crowley Chemical in the mixes. “It replaces parts of the asphalt molecules that have oxidized or hardened.”

Their plant manager, Tony Robinson, worked with his team to get the HyRAP system perfected. “Tony along with other personnel made many adjustments to balance airflow, air temperatures along the air-flow path and mix temperature.

Crowley was involved with the adjustments, and we continually adjust depending on the products we are using and the conditions at time of use.”

The paving crew has made adjustments as well to get optimum compaction of HyRAP mixes, Stevens explained.

“Being higher in fines than our typical conventional mix, very prompt compaction efforts benefit the finished product. We keep the roller right behind the paver, and get to any handwork right away.”

RAP isn’t the only environmentally friendly agent in Brooks’ arsenal. The company also has the ability to include steel slag in mix designs. “Steel slag is used as specifications require. Both INDOT and private customers have required it depending on the project’s need and design.”

PORTABLE

SKID MOUNTED 931-388-0626 PugmillSystems.com www.THeAsphaltpro.com // 11

safety spotlight

The Brooks Construction team focuses on quality as well as safety, increasing its environmental sustainability while safeguarding its workforce through an award-winning safety culture.

A truly innovative fuel idea came to fruition in 1997 when the company began its Landfill Gas Energy Recovery Project with National Serv-All. According to Brooks’ website, “This clean energy approach utilizes natural gas produced from the decomposition of the landfill as fuel burned at the Ardmore plant location for asphalt production.”

Stevens explained, “Our Ardmore facility utilized landfill waste gas for years, but now all current gas production is being consumed by a local General Motors plant.” The asphalt plant was running, on average, 280 TPH, serving both commercial and Brooks’ crews.

“Landfill gas required modifications to our burner since it has only about one half the BTU content per CF as natural gas. We have had no issues with using it.”

INNOVATIONS FOR WORKFORCE DEVELOPMENT

In 2001, the Junior Achievement of Northern Indiana inducted Bob and Jim into the Greater Fort Wayne Business Hall of Fame, and the company remains an engaged supporter of JA. This is merely one indication of the company’s commitment to recruiting young talent into the construction industry.

“There are a lot of new and innovative ideas being tried in Indiana, and Brooks Construction has eagerly participated in both industrywide and local efforts to encourage young people to see the great opportunities in the asphalt industry,” President Andy Brooks said.

“At the heart of our efforts is our belief that Brooks Construction is

12 // December 2018

and should always be the ‘employer of choice.’ We believe in working hard for fair compensation in a safe environment where there is mutual respect, enjoyment and satisfaction among coworkers.

We recognize that although our wages are very competitive, not all new millennials are looking at just compensation. They want to be respected, listened to, taken serious for their contribution, recognized for their contributions and part of the team. We continually look for ways to tweak our compensation model, mentoring and training efforts, and career path models to meet the needs of the newest generation of workers.”

Brooks Construction management has worked with more than 40 schools local to the company to get industrial trades included in school curriculums. More than a dozen Brooks ambassadors go to the schools and discuss the construction industry with high school students. In 2018, Brooks Construction employees had attended 15 community workforce development, college and high school job fairs. The company also worked with APAI and the Future Farmers of America (FFA) to promote the construction industry at the Indiana FFA Leadership Center on May 2, 2018. At that event, 160+ students got to see an asphalt parking lot being repaved while Brooks Construction and other contractors talked with them about the career opportunities within the asphalt industry.

In addition to reaching out for the industry in general, Brooks employees look at ways to incentivize and invigorate its own workforce. APAI’s Knopf commended them for these efforts also.

“Our IT team worked with a field crew to develop an early warning system last year that notifies our crews of any traffic that enters our construction zone.”—Monty Richmond “The firm really embraces training and education, and enrolls teams of employees in virtually every program the Association [APAI] offers. They invest in their people continually and place a high value on industry networking. Well respected by industry peers, suppliers and customers alike, I perceive this well established, family owned firm as a vital component of the asphalt industry within our state.”

“Brooks Construction has an internal referral program that incentivizes employees to send qualified candidates to Brooks Construction and if they are hired, provides additional rewards if the new employee stays through the season,” HR Director Monty Richmond explained.

“We have worked with four local high schools in developing a job shadowing program, which allows students to go onto a job site to see the work that is being done. …We also use the Indiana InterNET site to promote our internship programs. Since 2015, we have had 13 interns come through this program. …We are also part of the State of Indiana’s Next Level Job opportunity that started this year. The state wants to help companies train and promote employees in a new skilled trades industry. This year, we currently have seven new employees and two newly promoted front line supervisors in this program.”

Brooks Construction’s commitment to bringing new workers into the construction—and asphalt—industry is strong. Andy Brooks commented, “With U.S. unemployment at a 50-year national low, recruiting those new to construction is crucial for the entire construction trades/skilled trades industries. We know that there are fewer and fewer candidates out there with heavy highway experience who don’t already have a job. So we have started screening applicants for work ethic, learning capabilities, attitude, job longevity and attendance, and not just for construction experience. We understand there may not be a ‘perfect candidate’ and work to determine what other prior experience could yield a successful construction career (such as farming, sports, landscaping, manufacturing, military background, etc.).”

INNOVATIONS FOR SAFETY

Once new employees are in the Brooks Construction family, they are part of a team committed to safe work practices. That has been proven time and again through corporate initiatives and now through the ARTBA 2018 Safety Award.

Brad Sant, senior vice president of safety and education for ARTBA, stated: “Brooks’ safety stood out because it achieves safety performance not often seen in smaller contractors.

www.THeAsphaltpro.com // 13

safety spotlight “We have started screening applicants for work ethic, learning capabilities, attitude, job longevity and attendance, and not just for construction experience.”—Andy Brooks Its comprehensive program rivals that of companies many times larger, with more resources and more dedicated safety personnel.

It was also apparent that the safety culture of the company is led by the top company officials who take a very personal interest in the well-being of their employees.”

“Management’s commitment to safety continues to grow each year,” Richmond shared. He’s the Brooks Construction director of human resources and safety, and he’s an authorized 10-hour and 30-hour safety instructor. “We continue to look at new ways to encourage safe practices and find new ways to enable our employees to work safely. At management’s request, each and every company meeting is kicked off with a safety discussion, from our board meetings through job-site huddles. We open the start of each job each day talking about safety and the hazards at the jobsite with all employees. This keeps the topic on the forefront of our minds and fosters creativity regarding safety.”

This mindset encourages innovation.

“We are always looking for new ways to improve safety for our employees,” Richmond shared. “For example, our IT team worked with a field crew to develop an early warning system last year that notifies our crews of any traffic that enters our construction zone.

This system uses laser sensors that are triggered when a vehicle breaks the construction zone and comes into our work area.

When the transmitted beam is broken, the system sets off an air horn near our employees so they have time to react before the vehicle is upon them.

“To get more employees involved in safety and build our safety culture, we created a new program this year called Safety Before Anything (SBA). This program is intended to highlight our employees’ right to stop work and talk with the foremen if they see something unsafe. We want them to have the opportunity to openly discuss their safety concerns and to come up with solutions. It also outlines certain safety items that we have a ‘No Tolerance Policy’ for while working here at Brooks Construction.”

As part of the new effort, Brooks Construction ran a contest asking employees to create and present their ideas via a poster of what safety meant to them. “This campaign encouraged employees to create a digital poster with pictures of their friends, families and favorite hobbies. We are using these digital posters on our company website and social media to show what safety means to our employees.

“We also created in the last two years an online safety suggestion box that allows employees to submit their safety suggestions, ideas or concerns to the company anonymously. We have found that some employees are hesitant to speak up when in a group or do not want to be recognized for their comments. This approach gives

14 // December 2018

them the opportunity to bring up safety concerns anonymously and allows Brooks Construction the ability to address their concerns.

“We research and find industry-specific safety talks (toolbox talks) that apply to heavy highway construction. We used to talk about any construction topic but found that our employees became disengaged when the topics were unrelated to our industry. When we started toolbox talks, they were given by foremen only, but we weren’t getting the desired engagement. Now, foremen select a different employee on their crews each week to give the toolbox talk. This keeps the employees engaged and makes them more active participants.” Management has also found that messages “hit home” more often when it’s a peer talking “because of the trust and experience the crew members have with each other on the job site each day.”

Management also encourages positive reinforcement for good safety practices. They offer “Brooks Bucks” to be used at the company’s online store in exchange for Brooks apparel, lunch bags, mugs, hats, additional safety items, etc.

“Managers, supervisors and even coworkers can award Brooks Bucks for a lot of different safety practices, such as stopping an unsafe act, coming up with a new or improved way to do something, stopping someone from being injured, or saving them from an injury,” Richmond shared.

“On the other side, we started a Safety Point system about three years ago, which was designed to address individuals with poor personal safety practices. Points are given because of observation or report of failure to perform within the Brooks safety guidelines.”

With the point system, lesser infractions are assessed one point; severe infractions are assessed four points. The points will accrue up to 12, with stages allowing management the opportunity to address and correct behavior along the way.

“For example, not wearing personal protective equipment (PPE) will get you one point,” Richmond explained. “If you are observed not wearing PPE again, the assessed points double, and will double again each time we have to discuss that topic with you again. A higher penalty is assessed for more dangerous actions, such as horseplay at the job site, which is given four points. The consequences of the point system increase as points accumulate. One point will get you a verbal warning; at five points, you get a written warning and a conversation with the vice president of operations; and at eight points, you get a two-day unpaid suspension and a face-toface discussion with the owners of Brooks Construction. At 12 points, an individual’s employment with Brooks will be terminated.

Fortunately, we’ve never had to go that far.”

“The Brooks program demonstrates that high safety performance can be achieved even by small contractors,” Sant shared. “They have a model other similarly situated contractors should seriously try to mimic.”

The Brooks Construction family has grown for over a century now with quality, environmental excellence, innovation and safety as staples of their daily best practices. As they continue to achieve awards for their good work and safety culture, it’s a testament to their efforts to grow the industry as a whole that they’ve shared so much of their philosophy.

– BY SANDY LENDER

Retrofit Controls

A Heart Transplant for Your Plant

The control system: it’s the heart of your plant, reaching every aspect of your operation.

ASTEC Retrofit Controls expand and improve your capabilities with an all new control system customized to fit your needs. It’s like a heart

‘‘

Pictured from left to right Roy Bryant, Plant Foreman Ricky Pendergrass, General Superintendent Bailey Watkins, Asphalt Plant Manager

When our outdated controls started to give us problems, we knew it was time to upgrade.

We chose Astec because of the service.

Astec has the absolute best service.

your Includes an updated A Stransplant T E C , for IN C .plant. an Astec Industries Company 4101Control JEROME Center, AVENUE Power • CHATTANOOGA, TN 37407 USA • 423.867.4210 • FAX 423.867.4636 • astecinc.com Center and all new The new system communicates timing and electrical switch gear.

tolerances when switching mixes extremely well. Now we know when the mix is in tolerance; therefore, we waste less asphalt.

— Bailey Watkins Asphalt Plant Manager, Fred Smith Company

ASTEC, INC.

’’

an Astec Industries Company 4101 JEROME AVENUE • CHATTANOOGA, TN 37407 USA • 423.867.4210 • FAX 423.867.4636 • astecinc.com

mix it up

Extract, Analyze According to ASTM D8159 Editor’s Note: The work item (WK58842) titled “New Test Method for Automated Extraction of Asphalt Binder from Asphalt Mixtures” from the American Society for Testing and Materials (ASTM) has resulted in the published document D8159-2018. It offers guidance on the use of the Asphalt Analyzer designed by InfraTest Testing Systems, Germany. The following article from InfraTest offers more information.

The “automated asphalt extraction” method is used for quality control/quality assurance (QC/ QA), acceptance criteria and research activities. It has been shown, through research, to offer an efficient and safe solvent-based extraction of asphalt binder from asphalt mixtures, to characterize and control the quality of asphalt mixtures by measuring asphalt content and studying the aggregate gradations.

To perform the method, an operator uses the Asphalt Analyzer, which is designed to automatically extract asphalt binder from loose asphalt mixtures in a closed system while being exposed to almost zero solvent emissions coming from the extraction process. This system includes an extraction chamber, a high speed centrifuge, a solvent recycler and an aggregate dryer. This system also represents an alternative to traditional extraction methods used in the past. It offers some advantages: • It extracts asphalt binder through heating, solvent and ultrasonic waves, thus measuring accurately while providing repeatability between different replicates.

• It recycles the solvent after each extraction.

T

16 // December 2018

Figure 1. The Asphalt Analyzer is distributed by InfraTest USA Inc., Walpole, Massachusetts.

• It collects all fines passing 75 microns (sieve #200) or 63 microns using built-in high speed centrifuge.

• It produces dry-washed aggregates that are ready for washed gradations, which minimizes the time spent washing and drying. Effective drying is completed through heating and ultrasonic wave pulses that agitate the solvent particles.

The full process is typically performed in less than an hour.

• It allows the operator to collect recovered asphalt sample for binder recovery to study the properties of asphalt binder.

This technology allows QC/QA managers and researchers to evaluate the composition of their asphalt mixtures and eventually the performance in the field. The performance of this equipment was evaluated by comparing the asphalt content measured by the Asphalt Analyzer and the Reflux for four materials: • 4.75 mm NMAS polymerized leveling binder; • 9.5 mm NMAS N70 mixture; • fine fractionated reclaimed asphalt pavement (FRAP); and • coarse FRAP. The study also looked at the repeatability of field-collected asphalt mixtures by measuring asphalt binder content and fines col-

lected in the high speed centrifuge. Figure 2 demonstrates the results of the study.

In part A of the figure, comparison between the Asphalt Analyzer and the Reflux, the results show minimal variation (0 to 0.3 percent) in asphalt binder content measured by both with an average standard deviation of 0.07 and a coefficient of variation of less than 1.4 percent. The low variation is referred to the automation of the process, which standardizes the procedure to eliminate labor error.

Part B of the figure presents the variation of asphalt content by studying multiple replicates of the same material that were collected from the field. The measured asphalt content varied from 5.95 to 5.69 percent with an average of 5.82 percent, a standard deviation of 0.09 percent, and coefficient of variation of 1.5 percent. This proves the low variability within a large sample of replicates from the same material.

The impact of different operators was also studied using two different Asphalt Analyzer units and three different operators.

This part of the study included three different materials: • recycled asphalt shingles (RAS); • 25 mm NMAS; and • 9.5 mm NMAS. Both asphalt binder content and amount of fines passing sieve #200 were studied.

SILO STORAGE

A NEW CHOICE  OUR MAIN DRAG CONVEYORS ARE LARGER AND

WIDER to allow conveyors to run slower yet convey the proper mix to silos. Larger and wider conveyors have a stronger section modulus than bridge beam designs.

 SPLIT RETURN ROLLERS COME STANDARD.

Much easier and cheaper to replace just the roller in the future as compared to cutting shafts, replacing rollers, and bearings.

 REJECT CHUTE OPENS THE ENTIRE WIDTH of the

conveyor so asphalt doesn’t pass over the reject chute.

 HYDRAULIC TAKE UP ON THE HEADSHAFT OF MAIN

DRAG CONVEYOR CHAIN so entry point of asphalt into the tailshaft ALWAYS stays the same. This prevents premature wear of chain.

 AUTOMATIC CHAIN TENSION INDICATOR alerts

plant operators when its time to tighten the chain.

 REX PLANTETARY GEARBOXES for all conveyors.  ALL OF OUR SILOS COME STANDARD WITH 3/8”

CONE LINERS AND ONE ROW OF RECESSED WALL LINERS. Recessed wall liners don’t allow the problematic wear spot to occur that other silos have seen in recent years.

 ALL SILOS ARE WELDED 100% INSIDE AND OUTSIDE with laser guided sub-arc machine. This makes the strongest union of two pieces of metal.

 ALL SILOS COME WITH SAFETY GATES STANDARD.  3 TON BATCHER COMES WITH EASY ACCESS AIR

CYLINDERS on outside of batcher and safety cage to prevent pinch point. Split batcher allows for even distribution of asphalt in silo.

Call us toll free!

(888) 333-0323 www.meekerequipment.com HAVE USED EQUIPMENT TO SELL? WE CAN HELP - Contact Us Today!

Contact Information Your Preferred Asphalt Equipment Resource The Meeker Family

Meeker Equipment Headquarters 4381 Front Mountain Road Belleville, PA 17004 Phone: (717) 667-6000 Fax: (717) 935-2389 E-mail: info@meekerequipment.com

mix it up The results are shown in Figure 3. Minimal variation was noticed (0.1 percent) between different operators for the three materials due to the full automation of the process.

The operator is not involved in the actual extraction of asphalt binder, which reduces variability due to human error.

SAFE SOLVENT HANDLING AND LIMITED EXPOSURE Figure 2. Performance of InfraTest Asphalt Analyzer

Figure 3. The Impact of Operator Error on Asphalt Binder Content and Percentage of Fines

An environmental analysis was conducted to check the amount of emissions during extraction. A known volume of air was drawn through specially prepared sampling tube that contains two section of coconut shell charcoal (SKC 226-09 tube). Methylene chloride and Trichloroethylene (TCE) was tested using the Asphalt Analyzer. The investigation of the exposure of workers to solvent fumes involved the Asphalt Analyzer, regular centrifuge, and the results were compared to Occupational Safety and Health Administration’s (OSHA) 8-hour TWA-PEL limit of 25 ppm. During the study, the worker was exposed to methylene chloride at a concentration of 28.8 ppm using the centrifuge, which exceeds the aforementioned OSHA limit. Using the Asphalt Analyzer reduced the exposure to 0.6 ppm.

The aggregates gradations were also examined to ensure the automated extraction is offering comparable results to standard methods and not causing aggregate degradation during rotation in the washing chamber. Figure 4 presents sieve analyses conducted for aggregates of the same material after extraction using Reflux (one sample) and Asphalt Analyzer (three samples). The results show the Asphalt Analyzer does not alter the gradations in the washing chamber.

Based on the examination that was performed to evaluate the performance and operation of the Asphalt Analyzer, researchers determined this equipment is an effective tool to help QC/QA managers expedite the process of measuring asphalt content accurately, safely and efficiently. It is an automated operation that eliminates operator error and uses the labor time efficiently to perform the actual calculation of asphalt binder content. – BY DR. TELMA KEPPLER

Figure 4. Comparison of Aggregate Gradations After Extraction Using Two Machines 18 // December 2018

Dr. Telma Keppler is a business development manager with InfraTest GmbH, Germany.

Training

Lift Cylinder

Lift Cylinder

Height Gauge

Bearing Support

Bearing Support

Reverse Segment

Auger Drive Box

Study the auger components. Image courtesy Roadtec Inc., Chattanooga.

How to Set the Augers Editor’s Note: In this training column, AsphaltPro helps asphalt companies teach new workers back-to-basics techniques for best success in the field, at the plant and in the lab. Even veteran employees will be reminded of best practices with these refreshers throughout the year, but the goal is to help readers who are bringing in new employees who may or may not be wellversed in the industry yet. On-the-job training takes time and energy, and we’re here to help with the Asphalt Paving 101 online training course and these free articles in each issue.

How to set the height of augers was a vital lesson to include in the Asphalt Paving 101 online training course, which you find on the popular Teachable platform. The voice-over explains it. The pictures show it. The overall video discusses what to do. For those who haven’t shared this aspect of best paving practices with your new crewmembers yet, let’s look at the importance of setting the auger height and speed—and how to do both properly—to protect mat quality.

H

22 // December 2018

First things first: do your paver and screed operators know what the head of material is? Within the auger chamber, the hot-mix asphalt (HMA) that has traveled from the hopper past the flow gates gets churned and moved by the augers to go under the screed. The mix in the auger chamber “becomes” the head of material. In a perfect world, mix height will remain consistently at the mid-point of the augers all the way across the length of the augers. You will have the augers extended to within six to 12 inches of the heated endgate.

To achieve a consistent height for the head of material, all members of the crew have details to pay attention to. Those details include travel speed, which will influence the auger speed you set. Let’s take a look at all these moving parts to get auger height and speed set right.

HEIGHT

You set the auger height so you can set the height of the “pile” in the auger chamber. The point is to make the asphalt mix flow under the screed smoothly and consistently. As a general rule, you will set the

auger height 1 to 2 inches above what you’re going to lay. If you say that to a new crewmember, he may or may not understand what you mean. Here’s what you teach him to do: Step 1: Check the condition of the augers for thickness and wear to ensure they’re about three quarters of an inch thick. Highway class paver augers will be 14 to 16 inches in diameter; commercial paver augers will be closer to 13 inches in diameter.

Step 2: Use a ruler to measure from the bottom of the auger blade curl to the ground. You want the distance to be at least 1 inch, up to 2 inches, greater than the surface you’re going to match. If the surface you wish to place is 2 inches, then the distance, or space, needs to be 3 to 4 inches.

Here’s an exception: If you see centerline segregation happening in the new mat, you may raise the augers an additional inch to give more room for mix to turn and “fill in” the center of the auger chamber.

The actual lifting or raising of the augers takes place via the lift cylinders. They are hydraulic, which means you won’t use a tool to unhook or unscrew anything to raise this segment. Instead, you’ll use a toggle switch on the screed operator’s pedestal—or control panel—to effect the cylinder’s movement up or down.

This picture shows a reasonable head of material, but it’s not perfect. It’s not consistent all the way across, so it’s not ideal. Remember that the temperature of the mix will affect how the head of material changes, too.

If the temperature fluctuates hotter or colder, it could have the material rise up a little bit or fall down a little bit. Photo courtesy John Ball of Top Quality Paving.

The auger drive box is typically at the center of the auger barrel, although the Cedarapids 600 series pavers replaced this structure with outboard auger drives to the far left and right. A spokesperson for BOMAG Americas, which now owns the 600 series pavers, stated the purpose of removing the center gearbox was to eliminate

www.THeAsphaltpro.com // 23

Training

The two horizontal plates bolted in place at the “end” of the conveyors throw material into the augers. This encourages the mix to move around with the augers—rather than be pushed by the augers—and discourages larger aggregate from segregating off of the pile. Photo courtesy Roadtec Inc.

centerline segregation. The 600 series pavers feature the outboard auger drives to fine tune auger height. The 300, 400 and 500 series still have the traditional center gearbox.

Both augers will move together. John Irvine, president of Roadtec Inc., Chattanooga, shared that Roadtec pavers offer an exclusive ability to tilt, to facilitate going into a transition running slope, building a wedge or other paving features that require the crew to offset one side or the other.

Look for your height indicator rod(s). You’ll see an indicator, but remember, it’s not necessarily marked in actual “inches” like a ruler on all paver makes and models. You may want to get a marker to put your own marks on this indicator.

Depending on the model paver you have, the augers will only lift 5.75 inches from their zero point/factory setting. When the bottom edge of the auger blade is “at” 2 inches from the ground, that is the zero point for most pavers. Consider that being zeroed out. When you lift the augers all the way up, you’ll be 7.75 inches off the ground total. Make a note of this because the lift cylinder is marked, but its markings are not actual inches. John Ball of Top Quality Paving and Training, Manchester, New Hampshire, said, “The indicator is not a true indicator in inches. It’s for position only.”

You want to double-check all settings with your ruler to be sure of position.

SPEED

At the far left in this picture is a silver, vertical tube—this is a lift cylinder.

The silver, horizontal line on the tube shows where they’ve made a mark, but that mark isn’t actual inches. Photo courtesy John Ball of Top Quality Paving, Manchester, New Hampshire.

To set auger speed, you must first finalize the paving speed. That means you need to know how wide you’re paving, what depth you’re paving, and how many feet per minute you want to pave. Is it 25 feet per minute (fpm)? Thirty? If you slow down or speed up during the pull, that change in pace will change the height of material in the pile.

The way you dump the trucks affects paving speed, thus affecting the height of material in the auger chamber. The goal is to have material cover half-way up the augers (to the top of the auger shaft only). The engineers at Roadtec created a feature called the delta plate, which is affixed to both the left and right side of the back of the paver directly behind the slat conveyors, to direct material and push it right up against the auger.

Auger Chamber Size

The tunnel helps with confinement to keep mix from wrapping around the track and gearbox. Photo courtesy John Ball of Top Quality Paving.

24 // December 2018

John Ball of Top Quality Paving, Manchester, New Hampshire, teaches us that as a general rule of thumb, you’ll have no more than 5 or 6 inches of space between the pre-strikeoff and the auger blade. But don’t forget that your auger chamber’s size should depend on the type of mix you’re running. John Irvine, president of Roadtec Inc., Chattanooga, reminds us that the auger should be set a distance from the back of the paver that is two and a half times the largest size aggregate in the mix. This is also true from the trailing edge of the auger to the face of the screed. This helps you get the auger as close as possible to the paver without crushing the rock.

Ball explained how that happens: “As the material comes in off the conveyors, it ricochets off the delta plate,” he said. “It throws the mix into the auger chamber.” This funnels the mix out to the endgates immediately rather than creating a bow wave being pushed under the paver. “You want to establish the material that’s coming in as halfway up the augers—8 inches into the augers.”

Irvine shared the mechanics behind this: “As the pile is being pushed under the paver by the screed, large rocks roll to the outside edge of the pile and can create a line of segregation you see behind the screed. The delta plate redirects the mix coming off the slat and falling to the ground, from rolling forward under the paver.”

With the augers turning 100 percent and material entering the auger box at a good flow, you’ll be able to establish a good head of material straight across the auger chamber. You don’t want to see a valley in one area and a pile by the endgates. You want a consistent, even head of material across the width of the auger chamber.

Some paver manufacturers offer hopper gates as standard equipment to further adjust the height of the material halfway up on the augers; others allow operators to adjust the speed of the conveyor only. Be aware, if you see the augers starving for mix at the endgate, you don’t necessarily want to raise the hopper gate to deliver more mix. The team at Roadtec reminds operators that this will flood the center of the auger chamber with mix, which won’t allow efficient operation. “The correct method is to lower the hopper gates or slow the conveyor to allow the augers to work efficiently to move material out

to the endgate. Conversely, if you see you have too much material being pushed to the endgate, raise the hopper gates or increase conveyor speed to deliver more mix in the middle.”

To facilitate a consistent head of material, you must establish a consistent paving speed and dump trucks properly. Dump the trucks as a mass of material. Move the mix into the hopper as a mass of cascading material. Move the mix through the hopper and through the paver consistently so you don’t see the chains or gates; don’t let it run low so that you end up seeing a hole at the flow gates or the conveyors.

To get the correct speed of the conveyors, you’ll pay attention to the feed sensors on your heated endgates. The feed sensors send a beam 14 to 18 times per second to “pick up” or read the head of material, helping you turn the augers at a certain speed. They help you keep the augers running 100 percent of the time.

“The augers are running 100 percent of the time, but not at 100 miles per hour,” Ball said.

As crewmembers become more at ease with the paving operation, keeping track of all these moving parts will become second nature to them. Getting the augers set at the right height is merely one step toward getting a good head of material to flow nicely, smoothly and at the right speed under the screed. By taking the time to train and work with new crewmembers, you’re taking the time to make bonus-worthy pavements next summer and into the future.

– BY SANDY LENDER

www.THeAsphaltpro.com // 25

Project management

Boxley Breaks It, Makes It Black Boxley Materials Company, a Summit Company, rubblizes a 25-year-old jointed plain concrete pavement and performs an asphalt overlay for the rehabilitation of US 460 in Appomattox, Virginia.

26 // December 2018

Patented Heat Saver System

The 2.6-mile project on Route 460 included the rubblization of the existing concrete roadway and the placement of a new asphalt overlay.

Every once in a while, there comes a job that stands out, not only to your crew, but also to the community and the asphalt industry in general.

The rubblization and rehabilitation of the 2.6 miles of two eastbound lanes on the Route 460 bypass around the historic community of Appomattox, Virginia, was that kind of job.

“This was a plain jointed concrete section of pavement built in the early ‘90s,” said Eddie Blount, chief estimator at Boxley Materials Company, Blue Ridge, Virginia.

The plain jointed concrete was meant to last 40 years, but local engineers noticed the slabs began rocking about 10 years ago. Dowells connecting the slabs didn’t transfer the load as expected, joints opened and water invaded the 9 inches of concrete and 57-inch drainage layer atop cement stabilized soil.

“Water eroded away at the cement treated soil and with that space under the slabs, it starting rocking,” said Ken Arthur, Boxley’s asphalt plant operations manager. “VDOT performed substantial

E

repair over the last decade and the ride had degraded significantly .”

“This is a project I have been tracking since 2000,” said Virginia Asphalt Association Executive Vice President Trenton Clark. “I noticed the first failures and began investigating the potential causes. In time, I recommended rubblization to the district as a way to fix a long time maintenance issue.”

Then in March of 2017, the Virginia Department of Transportation put a more permanent solution to bid: rubblilize the eastbound 25-year-old concrete pavement and pave with an asphalt overlay.

Boxley, a Summit Company, was the low bidder on the $5.3 million job. They began work June 2018 and anticipate full completion by mid-October.

“By rubblizing the job, the department was able to utilize the crushed concrete as both a structural base and a drainage layer,” Arthur said. The 5.2-lane-mile job also includes ramps and turn lanes, as well as a 3-foot inside shoulder and a 10foot outside shoulder.

“This was a VDOT-designed project, so the department had a clear under-

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Call toll free:

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www.THeAsphaltpro.com // 27

Project management

The Boxley crew used a Roadtec 2500A Shuttle Buggy to load the paver while preventing the weight from shifting the rubblized surface. They laid a total of nearly 33,000 tons of asphalt mix: 17,000 tons of base; 8,000 tons of intermediate; and 7,900 of surface.

28 // December 2018

Boxley paved the final lift of 2 inches of SM-12.5D. standing of what they wanted as a finished product. However, because the process was so unique to our area there were ample opportunities to partner through the learning-curve”, Blount said. “VDOT afforded us flexibility on how to execute the work and were a great partner on the project.” .

Boxley Materials Company, Blue Ridge, Virginia, was founded in 1892 and eventually grew to employ around 350 people. In 2016, it was acquired

by Summit Company. However, its core services remain the same: selling aggregates, asphalt, ready-mix and block, and performing asphalt paving contracting services.

Route 460 is an east-west high-volume primary road running from North Hook Bend in Tidewater to the state line with West Virginia. This section rehabilitated

by Boxley is a bypass around a small town and sees around 3,500 vehicles per day.

As with most jobs, figuring out how to minimize traffic was a challenge. Boxley tackled this by shifting traffic to one lane occupying the roadway’s former right lane and outside shoulder. Then, they rubblized and paved the inside shoulder and left lane before repeating the process on the right lane and shoulder.

“The biggest benefit of doing it that way was that it gave us more room to work and made things safer for the traveling public,” said Project Manager Brian Pieklik.

When they made it to the outside lane, Boxley also had to work around four on and off ramps. They closed two, rubblized, paved and got the ramps back in use within a week, and then repeated the process with the other two.

Before Boxley could make the concrete pavement black, they first needed to rubblize the concrete to a depth of 12 inches in the main travel lanes and 9 inches on the shoulders.

Boxley sub-contracted the rubblization to Antigo Construction of Antigo, Wisconsin. Antigo used its MHB Badger Breaker tractor-mounted rubblizing machine, followed by a Bomag 213D Z grid steel roller.

Antigo performed breaking and initial seating of the rubblized concrete with their Z grid-patterned steel wheel roller.

“When their hammers hit the concrete, it was breaking into a lot of handsized pieces,” Pieklik said. “But, when their Z grid hit it, it was more like the size of a #57.” After one pass with the Z grid steel roller came a Bomag BW211D steel wheel roller for two passes and a Cat PS150B pneumatic roller for two more passes, for a total of five passes.

• • • • • • •

No blue smoke No steam No superheating virgin aggregate Lower fuel consumption Fewer emissions problems Higher RAP percentages Lower stack temperatures Patents: 6,672,751 7,044,630 7,357,562

Call toll free:

800-292-6070 maxamequipment.com

www.THeAsphaltpro.com // 29

Project management

TOP: The majority of the project was rubblized to a depth of 12 inches in the main travel lanes and 9 inches on the shoulder, covered with a 4-inch base lift, 2 inches of IM-19.0D and then 2 inches of SM-12.5D, for a total of 8 inches of asphalt paved in three lifts. BOTTOM: Rubblizing the job allowed the department to utilize the crushed concrete as a structural base and drainage layer, said Ken Arthur, Boxley’s Asphalt Plant Operations Manager.

30 // December 2018

“Replacing a well-known concrete section was a very high-profile job for our area. We were excited to see VDOT utilize an asphalt application and partner with them in making it successful.”—Ken Arthur Boxley did encounter some challenges with traction of equipment on the rubblized base.

“When we put the paver on top of the rubblized material, it was like paving on marbles,” Pieklik added.

To prevent slipping, Boxley informed their haul truck drivers not to accelerate too hard on the surface and instructed the crew to pay attention to places affected by twisting, turning or acceleration of equipment. For this, they placed additional crew members to repair piles of moved material ahead of the paver and shuttle buggy.

Boxley used a Roadtec 2500A shuttle buggy to load the paver. This put less weight on the paver—a Roadtec 190E— which didn’t need to push any fully loaded trucks down the road.

On the ramps, they paved with a PROPAVE 110RT track paver to distribute the weight better on the steeper grade.

For the main line, Boxley’s crew paved 4 inches of BM-25.0D + 0.8 with 5.2 percent liquid AC directly on top of the rubblized concrete. “The BM-25.0D +0.8 mix is our highest-binder base mix in Virginia,” Arthur said.

“We knew traffic would be released onto the new base and binder layers prior to the final surface and we wanted to make sure it didn’t rut,” Arthur said.

VDOT performed internal rut-testing on the same mix on another project earlier this year and the results came back very positive, Arthur said. “That gave them the confidence to utilize the spec for this project.”

Another benefit of the high binder base mix immediately on top of the rubblized concrete is that it is less prone to stripping than conventional base.

On top of the 4-inch base lift, Boxley paved 2 inches of IM-19.0D and then 2

inches of SM-12.5D, for a total of 8 inches of asphalt paved in three lifts.

“With the exception of the high-binder base mix, this was a standard heavy-duty pavement design structure for the volume of traffic we see in this district,” Blount said.

Due to vertical clearance issues at the three bridges along the project, they did a full removal and replacement with new base stone at the bridges. The 7-inch fulldepth removal under the bridges was replaced with 9 inches of 21A stone material, then 7 inches of the same high binder base mix, 2 inches of IM-19.0D and then 2 inches of SM-12.5D for a total of 11 inches of asphalt paved in four lifts.

In total, Boxley laid a total of nearly 33,000 tons of asphalt: 17,000 tons of base mix, 8,000 tons of intermediate mix, and 7,900 of surface mix. All of the mix produced was warm-mix asphalt with 26+ percent RAP, produced at Boxley’s Astec double barrel 300 ton-per-hour Lynchburg plant 15 miles from the project.

For the job, they’re performing typical VDOT testing, which includes volumetrics, gradation, and asphalt content testing in the lab and density in the field.

The average densities on the base layer hit around a 97.5 percent. “That’s huge,” Arthur said. “VDOT has been particularly pleased with field densities achieved on the high-binder base.”

Boxley received a bonus incentive for completing the project 34 days early.

They also received a rideability bonus on both 2.6-mile lanes, which had final average IRI numbers of 60.4 and 58.5.

“Replacing a well-known concrete section was a very high-profile job for our area,” Arthur said. “We were excited to see VDOT utilize an asphalt application and partner with them in making it successful.”

– BY SARAH REDOHL

• A plant safety must-have for taking liquid asphalt samples • Sample valve cannot be opened if the safety door is not closed • Full view high temperature glass allows observation of sampling • Fully assembled for easy installation into any standard 3” or 4” asphalt line • Heated valve and spout to ensure free flow without plugging • Selected No. 1 product to copy by our less inventive competitors

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www.THeAsphaltpro.com // 31

Pavement maintenance

A number of Johnson family members are involved with the company, including folks on the paving crews.

Young Paving Company Grows Via Customer Service J

Johnson & Sons Paving, Lannon, Wisconsin, has seen growth since opening its doors Spring 2014. In fact, the commercial paving contractor was recently named one of the “Milwaukee Area’s Future 50” companies, which recognizes fast-growing companies in business for at least three years and showing significant revenue and employment growth.

Today, Johnson & Sons has 52 employees and provides a full range of asphalt construction services for customers in Milwaukee and Waukesha, while recently expanding into Madison, Racine and Kenosha.

Johnson & Sons’ President Jason Johnson credits the growth in part to the company’s business approach of “putting customers first.” He said it’s based on feedback he received from several successful business own-

32 // December 2018

ers he knew prior to starting the company: “To a person, they said that if you take care of your customers, they’ll come back and let others know about your business.

“We really try to make quality work and exceptional customer service our calling card,” Johnson continued. “We work with customers on their schedules, not ours. Whatever they want, that’s what we’ll do.”

With several years of experience under its belt, Johnson said the company has identified its sweet spot as large commercial parking lots and driveways, and condo and homeowners associations. “It’s a good niche for us and we’re earning a reputation as a company that does quality work on time and on budget,” Johnson said. “That’s led to a lot of repeat business and referrals, which are the lifeblood of any young company.”

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Pavement maintenance

The first piece of equipment Johnson & Sons Paving, Lannon, Wisconsin, purchased was a skid steer. President Jason Johnson, pictured above, calls it the “most important tool we use. Now we own seven.” Jason Johnson may be the president of the company, but he’s still out on the paving projects, taking calls and running the business while keeping up good customer service.

The company places about 53,000 tons of asphalt per year and Johnson shared, “About 90 percent of our work is with asphalt. We also do concrete work, primarily for curbs, gutters and sidewalks as part of our commercial paving jobs.”

Johnson got BS degree in civil engineering from Marquette University, then spent 15 years in the construction and paving industries before venturing out on his own. Based on his experience, he’s created a company where employees are appreciated and rewarded.

“One of our industry’s biggest growth challenges is the labor shortage, especially for positions requiring CDL or specialized skills,” Johnson said. “If you want to hire and keep good employees, you have to treat them with respect and show them they have a vested interest in the company’s success. In addition to a competitive wage, we offer a full benefit package with health, dental, vision and a 401(k) with company match. I want our employees to know that more than a job, they can have a career with us.

“Keep your best employees close to you and treat them with respect,” he advised others. “Having employees you trust and can depend on will help you through the ups and downs—good days and bad.”

Many of the employees who started with Johnson & Sons have moved into more senior roles, and they’ve helped bring new talent to the team by recruiting friends and family members. “We work hard, we get along well and we socialize outside of work, too,” Johnson said. “It feels good

34 // December 2018

when an employee wants his or her buddy to come work for us. It validates that we must be doing something right.”

Johnson & Sons’ family-type culture is fueled in part by the many family members who are involved with the company. Jason’s brother Jeff is a senior sales executive. His uncle Bobby and cousin Dave work on paving crews, joined by Jason’s oldest son Andrew in the summer.

It was his mother Roberta, though, who was instrumental in getting J&S started. She left her job as a senior hospital administrator to put together the business plan that allowed Jason to get the financing to get the company off the ground. For the first three years, she also handled the company’s human resources, marketing and anything else that needed to be done.

“Mom has been amazing, and my dad is very supportive as well,” Jason said. “It’s been great having their experience and expertise at my disposal.”

Like most young companies, Johnson said he has a lean management team and he’s looking to develop and recruit the skills sets needed to support growth. As for the company brand, Johnson said the company will continue to focus on quality work and exceptional customer service. “If we take good care of our customers, they’ll come back and they’ll let others know about us. And that’s what makes for a successful business.”

– BY DAN MCGINNITY

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Solve your problem

Solve Your Tank Farm Wear

Asphalt cement (AC) tanks and emulsion tanks wear out over time due to oxidation of the metal, expansion and contraction of the metal from storing liquid AC in the 300oF range for many years, and any chemical reactions inside the tank.

The Problem:

AC tanks are typically heated with hot oil coils, electric heating elements or direct fired tubes. Over many years, the liquid AC in the tanks breaks down and causes “coke” buildup in the bottom of the tanks. This coke settles on the bottom of the tank and eventually covers the heating system. When the heating system gets covered, it becomes harder to heat the liquid asphalt in the tanks because the coke is insulating the heating system; in effect making it harder to heat the liquid AC product.

Another item we see is when the insulation on the tanks goes into disrepair. Heating an un-insulated or under-insulated tank gets very costly. Owners will see their heating bills go up and their hot oil heaters, burner or electric elements work all the time just to maintain temperature.

The Solution:

• On emulsion tanks, don’t overheat the emulsion. Keep the heating elements submerged in the emulsion. (Exposure of the heating elements to air can change the emulsion properties causing acid levels to rise, which in turn causes metal to wear down.)

• Owners can clean tanks at the end of an operating year, although this has become costly from a labor point of view in recent years.

• When tank insulation breaks down and the coke in the tank is covering the heating system then it’s time to consider a new tank.

Asphalt tanks are rather simple to set up. When the tanks arrive at the plant, they are typically ready to be set in place. Prior to the tanks’ arrival, an owner will have concrete pads installed. Once the tank shows up, it can be lifted off the trailer and set in place, and then a field crew installs the piping. Asphalt piping, hot oil piping, air piping and wiring are the areas where owners will need to have expertise.

Asphalt piping is rather simple but if you don’t have an experienced crew installing it, leaks can happen. Same goes for the hot oil piping. The biggest concern is hot oil leaks. Contractors should pressure test all piping prior to installing product in the lines.

Hot oil piping is done many ways. Certain vendors have their own way of piping a hot oil system. In all cases though, owners want to have confidence that hot oil will flow adequately to the equipment they want to heat. A good hot oil system will have good flow to all the circuits it is heating.

– BY JEFF MEEKER

Bottom photo courtesy Meeker Equipment 36 // December 2018

Jeff Meeker is the president of Meeker Equipment, Belleville, Pennsylvania.

Improved Efficiency INCREASED PRODUCTION V-Flights Shower Material Along the Edge of the Notch as Well as the Tip

V-flights Allow for a More Even Veil of Material

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To meet market demand, we change mix design often. The frequent changes push our plants to the limit. ASTEC suggested we add the V-Pac stack temperature control system. We started using the V-Pac system and, without a doubt, it has improved efficiency and increased our production capability.

Clarke DeHart,

Production Manager, CR Jackson Inc. Operating the V-Pac Stack Temperature Control System since 2011

Producer profile

Rose Paving performs pavement maintenance and reconstruction on parking lots and structures nationwide.

Rose Paving Grows from Coast to Coast When Tim Chimack joined the Rose Paving team in 2003, the company based in Bridgeview, Illinois, employed fewer than 20 people. Only 15 years later, it employs more than 320. However, it all started with two: Allan and Mike Rose.

The Rose brothers started the business in Holland, Illinois, as a small striping and sealcoating company. In 1974, Allan bought out his brother, moved the corpo-

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40 // December 2018

rate office to Bridgeview, and started to expand the company.

“In the early 2000s, we started tapping into a national market,” Chimack, Rose’s vice president, said. “Over the last decade, we’ve invoiced jobs in all 48 states in the continental U.S., as well as in Puerto Rico and Canada.”

Today, Rose Paving performs pavement maintenance and reconstruction on park-

ing lots and structures nationwide for well-known brands, including Home Depot, Lowe’s and PetSmart. Although reconstruction jobs account for a high proportion of Rose’s total sales, the majority of work its crews perform is maintenance work, including cracksealing, sealcoating, patching and striping.

Last year, Rose’s paving crews laid 200,000 tons of mix and performed

In June of 2018, Rose acquired KFM Striping and Curb Company, which has operated in the Phoenix area since 1984. maintenance work on more than 7,520 parking lots and structures.

“Our goal for our clientele is to keep their parking lots in the most sustainable state for as long as possible before reconstructing their lot,” Chimack said. To engage customers in this goal, Rose offers lunch-and-learns to their customers’ employees to discuss budgeting and how to protect their investment. “We put together three- to five-year parking lot management plans to maximize their overall investment and keep their lots liability-free. That includes everything from a spreadsheet including costs to color-coded site plans showing what we recommend each year to keep their lot in a sustainable state.”

GROWING FROM 0 TO 60

When Rose first began performing work nationally, they worked with customers from a distance. Soon, in regions where they were finding the most work, Rose began opening branch offices to improve efficiency and become more competitive in that region.

They opened branch offices in Atlanta, southern California, Denver and Ontario,

and acquired existing pavement maintenance companies in Tampa and Phoenix.

In June of 2018, Rose acquired KFM Striping and Curb Company, which has operated in the Phoenix area since 1984.

KFM began subcontracting for Rose Paving around 2000, after Allan Rose and one of KFM’s owners, Mike Dickens, crossed paths as alumni of Arizona State University. Following the acquisition, Dickens has stayed on board as Rose’s general manager of its Phoenix division.

“What made them different from other companies who were subcontracting work to us was that Rose built relationships and alliances,” Dickens said. “We weren’t just a subcontractor; we were an alliance member.”

An alliance member of Rose Paving is essentially a preferred subcontractor. Rose has 23 alliance members nationally, and is ever-expanding.

“We consider these subcontractors a part of our extended Rose family,” Chimack said. Some of these alliance members are identified by Rose, others apply directly through Rose’s website to start the conversation.

As an alliance member, KFM would attend annual education events put on by Rose Paving. The location of the weeklong event changes annually, but each year the event includes one-on-one meetings to re-

view the previous year, keynote speaking events and team building exercises.

“During these years of working together, I’ve befriended many of the people who’ve lead the charge of Rose’s growth—Tim, President Ed Campbell, Director of Operations Dave Rivers, Chief Operating Officer Chris Tanner—as an alliance member,” Dickens said. “The acquisition was a natural fit for my desire to grow outside of myself and give my employees a better life.

The timing was right; they were growing, they continue to grow, and we are ready to grow with them.”

STAFFING EVERY OFFICE

A key aspect of rapid growth is proper staffing. In his role as vice president, Chimack is also responsible for training new salespeople brought on through acquisitions or hired to staff new offices.

Most of the new branch offices were staffed by promoting from within out of the Bridgeview office, and then hiring local talent to grow the brand and staff the crews.

To staff office positions, Chimack said Rose networks through its customer base, trade associations and charity events to identify people from similar industries, such as landscaping, HVAC and roofing, who work with similar clientele.

www.THeAsphaltpro.com // 41

Producer profile employees. “That’s really hard to bring that level of service to your employees, because as a small, local, family-owned business it’s cost prohibitive. Now, it’s a win-win for everyone.”

Another benefit has been that crews from parts of the country that shut down in the winter can travel to Phoenix to continue working through the winter.

In Phoenix, there are three asphalt crews that perform sealcoating, patching and paving, and two striping crews.

For example, Rose’s President Ed Campbell came from the lumber industry and was discovered through an executive search.

Around the time Rose hired Campbell, it also changed its marketing strategy.

Management hired a third-party marketing company and an in-house marketing director, enhanced its search engine optimization and social media strategies to get more qualified leads, and produced marketing collateral that is cohesive across the entire brand, including vehicle wraps and “boxes of goodies” employees have to give away.

“It’s a 180 from the way we did things 10 years ago,” Chimack said.

“We expand the paving industry by bringing in people from the outside and teaching them what we do,” Chimack said. “I have salespeople from pest control, security, the Scottsdale Chamber of Commerce. It’s really about their personal attributes more so than their past.”

That includes being customer-focused, having character and fitting with Rose’s company culture.

“The majority of the crew is local talent,” Chimack said, “but sometimes we have crewmembers join a branch because they want to move to that area or they want to be put in a different role on the crew.”

When it comes to crew staff, many of them apply after working on the crews of other paving companies. “It’s not about the grass being greener here, but they’ve heard

42 // December 2018

about our good culture and they want to be on our side of the fence,” Chimack said.

That, too, comes down to company culture.

“We have Best Place To Work committees throughout the company that think of fun things we can do to make working here more enjoyable,” Chimack said.

For example, on National Doughnut/ Pizza/Hot Dog Day, Rose will cater lunch for every branch across the country. They also have annual employee picnics, golf and fishing outings, and various philanthropic events. Every quarter, for example, each branch brings together 10 to 12 employees to prepare meals for Ronald McDonald House.

“Much of what we do is tied to charitable events,” Dickens said. For example, the Phoenix division sponsors a table at the spring training games. “One hundred percent of that cost goes to charity, and though it’s a marketing expense for us, that money goes toward the community rather than advertising just helping us.”

NEW PARTNER, NEW PROCESSES

Since the acquisition, Rose has brought new work to the Phoenix division, and the Phoenix division has developed relationships with regional clients with a national presence to bring new business to Rose.

“One amazing thing Rose brought to the table is really good benefits for the entire company,” Dickens said, adding that the uptick in pay, full benefits and 401K made the transition to Rose a bit easier for KFM’s

Integrating Rose Paving’s systems and processes has also had a positive impact on the Phoenix office.

Fully integrating with Rose has enabled Dickens and his team to analyze their efficiency and improve turnaround time on bids and overall work performance. Most of the changes were related to sales, marketing and staffing.

For example, previously, a salesperson for KFM would follow a single project from start to finish. Now, each salesperson is more specialized and multiple individuals are involved in each project.

Chimack agrees that Rose’s approach to project management has been key to the company’s success.

“Most companies have the owner or foreman trying to manage the project all the way through,” Chimack said, whereas Rose has a dedicated project management team. “That’s part of our quality assurance, from the time the contract is signed until that project is completed, we have everything in place to ensure a great customer experience.”

Over the next two to six years, Chimack said Rose Paving hopes to acquire one or two companies per year to continue its growth.

“One of our KPIs (Key Performance Indicators) is sales growth,” Campbell said.

“This growth can only be accomplished with a great team. All factors must be aligned to grow (product/service, customers and internal team).”

Phoenix may only be Rose Paving’s second acquisition, but it certainly won’t be its last.

– BY SARAH REDOHL

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international snapshot

The MA10 tyre on a wheel loader. Photo courtesy Magna Tyres.

International Recycling Wheels One of the biggest recycling firms of ferrous and non-ferrous metals in West-Europe uses the Magna MA10 on its wheel loaders now. The company in Belgium started testing and monitoring the Magna tyres mid-2015. Here’s what management learned.

After various tests, management found the quality of the Magna tyres equal to the tyres previously used. Due to the price-to-quality ratio, the customer decided to equip its newest wheel loader, a Volvo L90H, with the premium 20.5R25 MA10 Magna tyres. So far, the

O

44 // December 2018

customer reports being pleased with the performance of the tyres and will equip more machines with Magna tyres.

Let’s take a look at the MA10. It’s developed for extreme loader applications in surface mines, quarries, scrap yards and underground mines. Stability and operating comfort are enhanced by the wide footprint and center rib, according to the manufacturer. The extra deep L5 tread pattern is designed to provide traction in severe environments.

– FROM MAGNA TYRES

MOBILE MONITORING NEW FEATURES Recon system is a mobile monitoring system created

by Heatec for monitoring equipment at an asphalt plant. The system provides real time status of asphalt storage tanks, and hot oil heaters directly to a smart phone.

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Meet the State Exec

Meet the State Exec: MAPA’s Michael Arnemann public. I encourage everyone to follow us @asphaltpavems on Twitter, Facebook, Instagram and LinkedIn.

Michael Baker Arnemann became the executive director of the Mississippi Asphalt Pavement Association on April 1, 2018.

Mississippi Asphalt Pavement Association (MAPA) was first formed in 1966. Now, the Jackson, Mississippi-based association includes 12 producer members, representing roughly 92 percent of the asphalt tonnage let to contract in Mississippi.

In April of 2018, Michael Baker Arnemann took over as MAPA’s executive director, a position previously held by Tone Garrett.

AsphaltPro spent time getting to know Arnemann and learning how MAPA promotes the asphalt industry in the state of Mississippi.

M

What are the top two or three ways you have increased membership in the association?

A customer service-based model is what I’m going with now. Simple personal visits, phone calls, electronic correspondence, and regular follow-ups have proven to be successful for me. I am trying to offer regular events and worthwhile training that bring value to existing membership and help recruit new members.

I am also ramping-up our social media presence. This is the way of the future, and I want both members and prospects to be apprised of what their association is doing to promote their interests to the

46 // December 2018

What is your favorite method for recruiting new asphalt professionals to the industry in general? Basic customer service and continued relationship development have been most effective in my efforts. Both existing members and prospects want and need to be heard and feel like their issues are important.

The membership needs a voice with government agencies, elected officials and fellow trade groups. Association membership is the perfect place for that, allowing for pooling of resources by members, both large and small, and having collective input with the entities that affect their businesses.

In what month do you hold your annual meeting? MAPA’s annual convention will be in March of 2019. And we’ll have a large Quality Asphalt Conference in early February. I am very eager to change things up from what’s been done in the past. I plan to offer activities and events that encourage more middle-to-upper management, staff and their families to partake.

This year we have scheduled a keynote speaker who will focus on managing millenials. My background is on the legislative side of the equation, so I also plan to have a speaker who will discuss the latest industry-related congressional happenings in Washington, D.C. I intend for these events to provide for an opportunity to convene and interact with fellow industry and association members in a fun atmosphere, while providing meaningful takeaways from their experience and effort.

In the past there has not been as much vendor involvement. I aim to change this and encourage anyone interested in being involved in our convention to reach out to our office to see what opportunities are available.

Do you have a trade show/expo in addition to your annual meeting? We have not had trade shows/expo booths in the past, but I intend to offer this at our upcoming meetings and

conventions, and I encourage anyone interested to reach out to our office to see what opportunities are available.

Our next major event is our Quality Asphalt Conference that we hold jointly with the Mississippi Department of Transportation. This is a great opportunity for vendors to showcase their products and services to a large audience.

One of my first orders of business was also to get our bi-annual membership meetings going again. On October 4 and 5, we held our first-annual fall meeting. We held a PAC sporting clays event with live entertainment, raffle drawings, and catering on October 4, and followed that event with a half-day training seminar on October 5. The overall event was a huge success, raising both funds and a renewed interest in MAPA membership.

Do you have a staff that assists in preparing the annual meeting? Yes, I have an executive assistant, Michelle Davis, who is very helpful in planning this and all other meetings.

Does your association hold additional educational seminars or webinars for members throughout the year? Yes, we have already held an OSHA training seminar, as well as a full workshop in late October, with numerous planned for the near future. Regular training and education are paramount in my goals for the association.

About how many member asphalt projects do you visit per year season? Being so new, I have really tried to stay around the office to get a full grasp of the operational/managerial side of the association. I have been in full promotional mode, speaking at and attending conferences.

However, I have visited numerous active projects throughout the state both with DOT personnel and producer members. This is an effective way to meet with members on their home turf and hear and see directly the issues that are affecting them. I hope to get on the road much more very soon!

About how many member asphalt plant tours do you assist/are you a part of per year? I’m in the planning phases of one right now. I hope to host a comprehensive plant tour during the 2019 legislative session and include members of the Mississippi legislature and relevant staff.

About how many member asphalt open house events do you attend per year? I have been to numerous since I began with MAPA in April of this year. As the paving season slows down, I will certainly be attending more.

About how many state agency or DOT meetings do you attend per year? Being a former DOT contractor, I have a direct line of communication with the decision makers at our state’s DOT. They frequently hold meetings, training, and other industry events that I attend regularly. We work very well with our state DOT and Office of State Aid Road Construction and will continue to foster and develop these relationships with the agency.

On a scale of 1 to 5 (1 being none at all; 5 being very much), how much of a threat to your members’ marketshare is the concrete industry in your state? While concrete is certainly a factor in Mississippi, the current climate is one that is “asphalt-friendly”; but that can change at any time.

Could you share an example of a time when the concrete industry encroached on the asphalt marketplace in your state? During the legislative session a few years ago, hearings were held on life-cycle cost analysis by a legislative committee and pushed by the concrete industry. It did not go anywhere. We expect and are preparing for this to come again at any time.

On a scale of 1 to 5 (1 being none at all; 5 being very much), how much difficulty are your members having in finding qualified workers for their asphalt paving or production crews? 5. This is probably the foremost issue, aside from improving worker safety and elected leadership agreeing on a sustainable infrastructure funding mechanism. We are actively engaged in discussions with junior colleges and state universities to promote and incubate a skilled workforce for our industry.

TOP: Dr. Isaac Howard, PE, hosts the Construction Materials Research Center board of directors at Mississippi State University. The Mississippi Asphalt Pavement Association works hand-in-hand with Dr. Howard and his team to promote workforce development for the greater construction industry.

BOTTOM: MAPA is actively involved with Mississippi State University’s Construction Materials Research Center, “a breeding ground for talented young industry leaders at one of the state’s top universities,” Arnemann said.

MAPA is actively involved with Mississippi State University’s Construction Materials Research Center, under the leadership of Dr. Isaac Howard, PhD. This is a breeding ground for talented young industry leaders at one of the state’s top universities. MAPA is an active sponsor and participant with all that goes into the CMRC program, and I am serving as a mentor to several students at an upcoming event later this month.

The association is also involved with a vocational program at a local junior college, which is fostering emerging talent to ultimately be hired into our member workforce.

On a scale of 1 to 5 (1 being none at all; 5 being very much), how involved are your state elected officials in transportation issues such

as funding and infrastructure improvements?

5. Mississippi has been at a boiling point in the past couple of years on the topic of funding and infrastructure improvements. After a culmination of issues and events, the governor called a special session to begin to address funding for road and bridge improvements. The legislature cobbled together a number of unconventional transportation funding streams (lottery, sports betting, internet sales tax diversions, one-time bonding, etc.), and was able to pass an improvement plan that primarily focused on county and municipal infrastructure needs, which are many.

We are appreciative that they passed what they did and will work with what we receive from this special session while we continue

www.THeAsphaltpro.com // 47

Meet the State Exec to advocate for long-term and sustainable funding mechanisms for the state-maintained infrastructure system.

On a scale of 1 to 5 (1 being none at all; 5 being very much), how involved are your asphalt members in transportation issues such as funding and infrastructure improvements? 5. Very. We have a very active organization with a statewide footprint. I intend to greatly increase member and association involvement at the local and statewide elected official level.

Could you share an example of a time when your state APA hosted elected officials to educate them on the need for highway funding, asphalt materials, construction workforce development, etc.? MAPA regularly hosts events and educational seminars that have elected official involvement. It’s critical that we work in tandem with those who handle infrastructure funding.

In one of my first speaking engagements, I held a legislative panel which included DOT Director Melinda McGrath and Representative Charles Busby, who is our house chairman of transportation, to discuss the legislative climate after this year’s regular session.

During our fall meeting, the speaker of the house of representatives and chairman of judiciary A committee attended and spoke on the special session outcomes. Our board also frequently invites special guests to board meetings who are often elected officials, both legislative and statewide officials.

Get to Know Michael Arnemann

How long have you been in the asphalt industry? Specifically in the asphalt industry, seven months. However, I’ve been actively involved in the overall transportation industry for over 10 years.

Do you have a degree related to the industry? No. My degree is in banking and finance from the University of Mississippi.

Why did you join the asphalt industry? The transition to the Mississippi Asphalt Pavement Association was a natural one. Having spent a great deal of time at the state department of transportation, I was often put in po-

48 // December 2018

Pictured (left to right) are Jeff Curtis, State Materials Engineer with MDOT; James Williams, Chief Engineer with MDOT; Dalton Williams, District 7 Maintenance Engineer with MDOT; Wilson Ruff, District 6 Maintenance Engineer with MDOT; and Rick Croy, Materials/Plant & QAQC Manager with Dunn Roadbuilders. sitions where I worked with asphalt contractors and suppliers and/or their representatives in finding solutions to common issues.

Mississippi has incredible needs for more infrastructure improvements, particularly pavement improvements. And they are only increasing. Like many, I saw this need; but I am committed to helping fix it. The MAPA membership obviously sees the state’s infrastructure needs and recognizes my interest and commitment to address them, so I was afforded the opportunity to represent my membership as their association head.

What do you see as the most important part of your job as an executive director of a SAPA? Providing value to each association member, large and small. They put their trust in me to do my part on their behalf, so I owe it to them to make sure they are getting the most for their money.

What is the most challenging part of your job? Being in two places at once!

As it relates to the pursuit for additional and sustainable infrastructure funding, witnessing decisions made based purely on politics is without question the most challenging part of the job. Many admittedly know how to fix a given problem, but simply refuse to do so based on the perceived political outcome.

This is not unique to our state, nor industry, but hopefully over time we will do what needs to be done to move the state forward.

We’ve already seen creative efforts to find sustainable funding and hopefully they will become a reality soon.

What do you find most enjoyable about your job as an executive director of a SAPA? And how do you think other state executives could duplicate this? I find it very gratifying having the people I represent, including highly skilled tradespeople and successful company executives, relying on me for direction and guidance on many issues. As far as other state executives duplicating this, I am certainly not doing anything unique, at least of which I’m aware. I am just very energetic and goal-oriented and hopefully I’m providing a renewed sense of enthusiasm in our organization and overall industry.

With what I have experienced in my role thus far, I would only suggest for other state executives to focus on improving what skills you already have and outsource those which you lack.

I know my strengths and weaknesses and am quick to ask for help when I need it (Many of my counterparts are fully aware of this!).

I also am convinced that continued relationship development outside of your member network is critical for continued success in this or any role. It brings value to both you personally and increases your usefulness in your job.

What has been the most rewarding experience for you during your time as the executive director? There have been many rewarding experiences, but re-energizing and strengthening the Mississippi Asphalt Pavement Association has been and will continue to be the most rewarding aspect of my job.

I intend to make this association very active, politically relevant, and strong for the foreseeable future.

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product gallery

Plan for Seasonal Work Zone Shutdown A

As asphalt contractors clean, repair and store paving and pavement maintenance equipment for the offseason, it’s time to make hard decisions.

The workhorses of your fleet may be ready to retire, forcing you to take a long look at financing options for a new or used paver, etc.

Maybe you know your trusty sweeper has 500 more hours in it and merely needs a new core for the broom. Order up!

A number of original equipment manufacturers (OEMs) responded to our call for information to give you a shopping list this month. But we also have some important information regarding the most prevalent piece of equipment out there: the skid steer.

You see these busy machines scooting around piles of dirt, spilled mix, scrap and millings all day long, but do you know the most efficient way to maintain their tracks and treads?

Tracks and pneumatic tires represent a significant percentage of total cost of ownership (TCO) for the skid steer on the paving or pavement maintenance job site. Proper maintenance and operating practices can go a long way to ensure that you’re getting the most out of your investment, as well as working toward a safe and productive job schedule. This month’s product gallery intro article serves to identify some initial purchase considerations for the specific piece of auxiliary equipment—the skid steer—that will ultimately affect TCO over the course of a machine’s service life, as well as maintenance and operational factors that will extend the life of each asset and ultimately lower its TCO. This article appears courtesy CASE Construction Equipment.

Initial Purchase for Long-Term TCO For this example, we’ll examine two machines that are very common in the landscaping business: skid steers and compact track loaders. The initial purchase price of a compact track loader with rubber tracks is notably higher than a more traditional rubber-tired skid steer — and there are some general truths about the type of application that both are suited for. While

50 // December 2018

If being stored off of the machine, the tracks should be stored on their sides to avoid crimps where weak-points could develop in the material. both are built of rubber, the type of surface each typically operates on affects their lifetime ownership costs.

A rubber-tired skid steer is better suited for working on improved surfaces (asphalt, concrete, hard-packed rock/gravel) as the tires will generally last longer than rubber tracks on these surfaces, and cost less to replace than rubber tracks when they do wear and/or fail. With a larger continuous square footage in constant contact with the ground, the rubber track and the undercarriage itself is more susceptible to abrasive wear and vibration, and therefore faster replacement rates.

Rubber-tracked compact track loaders, however, earn every bit of their added purchase price when working off-road and in soft/soupy operations. The low ground pressure inherent with compact track loaders results in less rutting and site cleanup at the end of a dirt-work project, which saves in labor and materials (less topsoil, seed, etc).

Maintenance Considerations and Best Operating Practices: Tracked Equipment The undercarriage of a tracked machine is a system of moving components consisting of sprockets, rollers, idlers, tracks and other miscellaneous parts. Proper operation is critical to controlling the cost of these wear items. Consider the following operating practices for tracked equipment: • Remember that proper operating procedures start before the machine gets to the jobsite. Check the ground conditions and the terrain to make a number of informed decisions (if you have numerous machines/track styles to choose from) such as the need to minimize travel, the use of steel tracks versus rubber tracks depend-

ing on the need to control ground pressure or navigate debris, choosing the narrowest shoe width possible to meet the required flotation, and discussions with operators about the proper operating techniques that match the terrain.

• Counter-rotation, or pivot turns, causes accelerated wear and increases the potential for de-tracking of rubber-tracked machines. Operators should take wider, more gradual turns whenever possible.

• Constant operation on a slope or hill in one direction can accelerate wear to idlers, rollers and guide lugs by placing greater forces on one side. Travel straight up or down the slope when possible.

• Turns are best performed on level ground.

Of course, some jobs require hillside work.

For these situations, keep in mind that minimizing time on the slope will always pay off in reduced wear and load to the undercarriage.

• Continuous turning on the same side can cause accelerated asymmetrical wear on the tracks. Operators should do their best to try and balance the direction of turns throughout the day. If it’s not possible, the tracks should be checked for wear more often.

• Unnecessary spinning of the tracks can increase wear and decrease productivity.

Also, higher speeds can cause more wear, as well as excessive and/or unnecessary travel in reverse.

Special Considerations for Rubber Tracks Rubber tracks are an ideal choice when working in soft conditions and the jobsite dictates the need to minimize damage to the ground.

With a rubber-tracked machine, there are several operating practices and basic maintenance items that can help ensure continued productivity and maximized TCO: • Traveling or operating in or around abrasive materials will shorten track life. Operators should avoid rough stone, jagged rocks, scrap iron or other recycled materials. Crushed rock, concrete, or demolition rubble and rebar also pose a threat to up-

time. Operators should also be aware of rough pavements, as well as rock-laden jobsites or similar conditions that can damage tracks and cause them to detrack when stones or other materials can get stuck in the idler or sprockets.

• Operators should also try to stay on relatively flat surfaces. Operating a rubber-tracked machine with the outside/ inside edge of the track turned up can cause damage to the edges and lugs of the rubber track. Avoid traveling with the tracks on uneven ground or on surfaces with obstructions.

• Given that rubber is weaker than steel, operators can minimize damage and downtime by keeping the sides of the tracks from contacting curbs or walls.

It is also important to note that rubber tracks are not direction-specific. In certain situations it is completely within reason to remove rubber tracks and swap sides or flip their directions when wear patterns become apparent.

• Proper cleaning and storing of rubber-tracked machines also helps ensure their longevity. Flush the tracks and undercarriage with clean water if the machine was used in areas with abrasive or corrosive materials. If being stored off of the machine, the tracks should be stored on their sides to avoid crimps where weak-points could develop in the material.

• Once rubber tracks are worn or damaged, there is no real way to repair them.

Damaged rubber tracks need to be replaced to minimize excessive wear to other undercarriage components.

• Inspect the undercarriage for excessive or uneven wear, as well as damaged or missing components. Any issues should be immediately addressed to minimize further wear or damage.

• Monitor track tension while the machine is in working conditions and adjust it accordingly. When the tracks are too loose it can create instability. It can cause the tracks to derail in the worstcase scenario. When rubber tracks are too tight, it can cause the tracks to stretch or break in addition to excessive roller and idler wear. Proper tension of rubber tracks also ensures the machine puts available power to best use. Check

the operator’s manual for specific track inspection and tensioning procedures.

Maintenance Considerations and Best Operating Practices: Pneumatic Tires Tires—much like steel and rubber tracks—are one of the most costly consumable components on a skid steer, wheel loader or any pneumatic-tired machine. There are, however, several operating practices and basic maintenance items that can help fleet managers and equipment owners maximize tire life: • Tread depth is one of the key indicators of the overall health of pneumatic tires, and should be monitored regularly to determine where a tire is in its lifecycle. Consider that each type of tire has its own tread depth considerations, so equipment owners should consult with their dealers to determine the original tread depth and determine the point at which the tire needs to be replaced or re-treaded.

• Inspect tires daily, noting any cuts, cracks, abrasions or uneven wear on the tires—these actions could lead to the replacement of a damaged tire before it becomes a bigger issue, or could possibly be an indication of another problem. The operator should also check for any damage to the rims, which could weaken the tire and lead to failure and costly downtime.

• Tire pressure is another critical daily checkpoint. Improperly inflated tires can cause unnecessary wear and damage, and can wreak havoc on TCO. Tires should also be cleaned, and any debris should be removed from the tread whenever possible/practical.

• Tires should also be rotated regularly.

Just like a car or truck, irregular wear can be present for an infinite number of reasons, and the best way to minimize it is to follow the manufacturer-recommended rotation intervals.

Operating practices can also have a significant impact on the overall life of pneumatic tires. Operators need to be aware of the manufacturer-recommended load limitations of a machine. Exceeding the load limitations can cause unnecessary wear on pneumatic tires, in addition to other machine components. Don’t let operators run

www.THeAsphaltpro.com // 51

product gallery the machine at excessive speeds, as pushing a machine too fast can cause unnecessary wear, and can lead to flat tires, damage to other machine components and downtime.

The bottom line is this: whether your fleet is primarily on tracks or tires (or you have a mix of both) equipment owners and fleet managers who want to lower their TCO and get the most out of their investment should put these maintenance practices in place.

Use this offseason to educate operators on these core operating practices that maximize the life of some of the most costly wear components of an equipment fleet.

Bomag

BOMAG Americas Inc., Ridgeway, South Carolina, offers the BOMAG Tangential Oscillation, TanGO vibratory rollers for paving.

“BOMAG Tangential Oscillation rollers are used as part of the rolling train behind the paver to compact asphalt material to spec densities. The BOMAG TanGo reardrum directs vibration forces horizontally, so the drum maintains continuous ground contact, allowing the roller to deliver efficient compaction results after only a few passes.”

“BOMAG Tangential Oscillation rollers combine traditional vertical front-drum vibration with BOMAG TanGO rear-drum tangential oscillation to increase compaction versatility. TanGO directs vibration forces horizontally, allowing these rollers to work beyond traditional highway and roadway projects. These rollers can be used to compact more sensitive applications like working close to buildings and on bridges without fear of damaging the structures.

The TanGO vibration system is built on careful coordination of exciter system to drum weight ratios for optimum compaction performance. The highly wear-resistant rear drum wrapper is covered by 6,000-operating-hour warranty to ensure years of reliable service with low operating costs.”

Find specs on https://www. bomag.com/us/en/products/asphaltproducts/Tandem-Vibratory-Rollers/ BOMAG+TANGENTIAL+OSCILLATION.html For more information, contact Bert Erdmann at (309) 883-2989 or bert. erdmann@bomag.com.

52 // December 2018

Diamond Road

Diamond Road Inc., American Fork, Utah, offers the Diamond Road Smoother for pavement maintenance.

“The machine can smooth both concrete and asphalt roads.”

“The most important specification about the machine is its long averaging arms and 8-foot-wide drum. The long averaging arms make the machine extremely accurate at cutting out bumps and smoothing existing roads. The 8-foot-wide drum with 480 diamond cutting teeth helps the machine cut a lot of material at a high rate of speed.”

Find specs on www.diamondroad.com For more information, contact Blake Attaway at (303) 913-4867 or battaway@ diamondroad.com.

Hamm

Hamm, a division of Wirtgen Group, Antioch, Tennessee, offers the Hamm DV+ 70i compactor for the paving marketplace.

“Hamm’s innovative DV+ 90i series rigid-frame, drum-steer, split-drum asphalt compactor is available as the 9.9-ton DV+ 90i VV-S (vibration in both split drums), the DV+ 90i VO-S (vibration and oscillation in split drums), and DV+ 90i VT-S (vibration and pneumatic combi roller). The technology also is available as the DV+ 70i series, with models weighing 7.7 tons.”

“The standard split drums of the DV+ series feature vibration, and represent a further “plus” factor for quality. They ensure perfectly compacted asphalt layers, even in tight curves. There is also a very large turning angle, and the enormous track offset of the pivot steering allows the DV+ to be steered with great sensitivity in four different steering modes. With the DV+, asphalt

pavements can be quickly compacted to a high standard because all components in these rollers are perfectly matched to one another. An important factor is the always evenly distributed weight of the DV+. This is due to the positioning of the engine in the center of the machine and the two-part water tank distributing the weight evenly in all operational states.”

Find specs on https://www.wirtgengroup.com/america/en-us/products/ hamm/ For more information, contact Matt Graves at (615) 501-0600 or matt.graves@wirtgengroup.com.

Hitek

Hitek Equipment Inc., Kenosha, Wisconsin, offers the Pavijet MiniPaver for pavement maintenance.

“The Pavijet MiniPavers are designed to be used for applications that are too small for a full-sized paver. Instead of doing these jobs by hand, the Pavijet MiniPavers reduce the need for manual labor while putting down more material in less time with a quality and consistent finish.”

“The compact size is the most impressive specification of the Pavijet MiniPaver.

The Pavijet MiniPaver is a fully functional paving machine that has been scaled down to attach to a skid steer, allowing it to perform jobs and get into places that would be impossible for a full-sized paver. This enables users to do smaller patch or trench jobs with a machine, getting the job done faster and with less manual labor. Additionally, the Pavijet MiniPavers are easy to use and their compact size makes them easy to transport.”

Find specs on http://www.minipaver. com/ For more information, contact Shane Sommers at (262) 842-1700 or shane@ askhitek.com.

John Deere

The DV+ 70i compactor from Hamm

John Deere, Moline, Illinois, offers onboard grade indication as a factory or field kit option on select large-frame skid steers and compact track loaders.

“Our industry-exclusive on-board grade indication was designed to be an indispensable unit for applications like water drain-

age, general site prep and clearing work, allowing operators to accurately monitor and alter grades from the seat of the cab,” spokesperson Gregg Zupancic said. “This feature is intuitive and easy to use so operators can take advantage of this technology without specialized training.”

“The integrated on-board grade indication option provides operators with an accurate readout of the cross slope and mainfall slope of the machine. The information is displayed in real time through the machine’s main display monitor. The readout can be configured to display either percentage or degrees depending on preference.”

Find specs on www.JohnDeere.com For more information, contact your local John Deere dealer.

KMI

KM International, North Branch, Michigan, offers the KM 8000T asphalt hotbox reclaimer for pavement maintenance.

“The KM 8000T maintains asphalt temperature for patching for up to two days.

It also can reheat virgin asphalt back to its original temperature and consistency after it has cooled.”

“The most important specification is the fact it is thermostatically controlled. Being thermostatically controlled means the user can set the temperature they want the mix to be and the hotbox will automatically monitor the temperature and re-engage the burner anytime it falls below the setpoint.”

Find specs on https://www. kminternational.com/equipment/km8000t-4-ton/ For more information, contact Michael Blake at (800) 492-1757 or mblake@ kminternational.com.

The KM 8000T asphalt hotbox reclaimer from KM International

LeeBoy

LeeBoy, Lincolnton, North Carolina, offers the LeeBoy 6150 asphalt paver for paving.

“The LeeBoy 6150 is built to perform pavement maintenance as it is built on rubber tire with a quick travel speed. It is also very maneuverable, which enables it to make repairs in the smallest of places. The infinite variable paving widths can make any patch or complete lane paving. It can also push trucks to further help compliment any project.”

“The LeeBoy 6150’s best spec offering is the adjustable operator platform that allows the paver to be driven from a higher position while allowing two other operators to help run functions on the paver and screed. The console can also be lowered to allow the operator to operate one side of the screed to make the paving operation a two-man machine. In addition, the electric screed makes the unit a lot easier to heat the screed, which results in quicker paving temperatures.”

Find specs on https://www.leeboy.com/ products/6150-leeboy-asphalt-paver/ For more information, contact Bryce Davis at (704) 966-3300 or bdavis@leeboy.com.

Neal

Neal Manufacturing, a division of Blastcrete Equipment LLC, Anniston, Alabama, offers its Asphalt Road Preservation Package for pavement preservation.

“The package includes Neal Manufacturing’s drivable DA 350 dual applicator for quick prep work and sealcoating around curbs and gutter, and its high-volume road maintenance vehicle that delivers high material output for efficiency on large projects. The DA 350 is a threewheeled self-propelled sealcoating machine that features a built-in, high-powered blower and AutoTrim, an automatic cutting-in attachment. The high-volume road maintenance vehicle features Neal Manufacturing’s Generation IV pump to deliver infinitely variable outputs from 0-150 gpm, even with larger aggregate mixes.”

Find specs on www.nealequip.com For more information, contact (770) 8301282 or eric@nealequip.com.

Pelican

Pelican Products Inc., Torrance, California, offers the Pelican™ 9600 LED modular light.

“With an optimized, elliptical beam pattern, the 9600 LED modular light is designed to cover work areas to a recommended health and safety executive output of more than 350 yards when deployed in a linked linear light series. The light is engineered for up to 17 consecutive units to run on a single 110v generator outlet to illuminate long, linear work sites to create a daylight effect.”

“Key features include: connect multiple light heads from one power source; 3,000 lumens per light head; extendable stand system up to 10 feet; stackable; adjustable/ tilting light management; optimized elliptical LED optic to reduce ‘dark spots’; light bar shock absorbers for impact protection; 14 LEDs per light head; and additional pole, base and cable accessories available.”

Find specs on www.pelican.com

PSS

PSS, Cleveland, Ohio, offers the RoadQuake RAPTOR Rumble Strip Handling Machine for pavement maintenance.

“RAPTOR deploys, retrieves, and aligns RoadQuake 2F Temporary Portable Rumble Strips (TPRS). RoadQuake TPRS are designed to reduce accidents and save lives by alerting distracted drivers to changing road conditions, including work zones.

With the use of RAPTOR, workers stay out of the road during pavement maintenance and preservation operations.”

“RAPTOR allows workers to deploy and retrieve TPRS from the safety of the vehicle, keeping them out of live traffic. With a capacity of 12 TPRS, RAPTOR is ideal for short-duration, short-term, and mobile operations. RAPTOR includes two cameras and an easy-to-use remote control.”

Find specs on http://bit.ly/2OErkVS For more information, contact David McKee at (216) 403-0898 or David.McKee@ pss-innovations.com.

Rhumbix

Rhumbix, San Francisco, offers a system update for its Android application that provides field collection data and sharing.

www.THeAsphaltpro.com // 53

product gallery

The Super 1703-3i from Vogele

The R-190e features Roadtec’s exclusive anti-segregation design of the feed tunnel, the feed tunnel discharge and the rear augers.

“Rhumbix initially built its Field Intelligence Plaftorm™ on the iOS mobile operating system. With the inclusion of the Android platform, now available in the Google Play Store, any mobile device now provides intuitive user operation while maintaining real-time data delivery to project stakeholders. The result is designed to be a one size fits all digital solution for general contractors, subcontractors and owners by offering one tool to collect field-level data from timekeeping to fieldwork orders and more.”

Find specs on www.rhumbix.com

Roadtec

Roadtec Inc., Chattanooga, offers the Roadtec RP-190e for paving.

“The RP-190e is the paver in the paving train. It is a powerful paver made for highway work. Seats of the dual operator stations move hydraulically out beyond the sides of the machine to provide excellent visibility.”

“Flow gates are crucial to the best possible paving and the RP-190e’s electric flow gates allow precise control over the head of material. Being able to control the head of material allows the paving crew to distribute material properly. Flow gates…help prevent the auger from being buried. Flow

54 // December 2018

gates also keep the amount of material from coming back on the conveyor constant, and as low as possible. The RP-190e’s flow gate positions can be constantly monitored via every control box. Managing a consistent head of material is the most important factor in ride. Simply put, flow gates contribute to paving quality.”

Find specs on www.roadtec.com/ products/asphalt-pavers/rp-190e-ex For more information, visit https://www. roadtec.com/rep-locator.

Vogele

Vogele, a division of Wirtgen Group, Antioch, Tennessee, offers the Vogele Super 1703-3i asphalt paver for the paving marketplace.

“With their strong performance and a uniquely compact design, the Vögele 8-ft.

Super 1700-3i tracked and Super 1703-3i wheeled pavers put their owners at the forefront of technology in this field. They integrate the practical features that make the “Dash 3” generation, including the intuitive and easy-to-use ErgoPlus 3 operating system.”

“These new 8-ft. pavers—when combined with Vögele front-mounted extending screed and hydraulic bolt-on extensions—can pave at a maximum 19 ft. 6 in.

(5.95 m). High performance, even when operating at this maximum paving width, is provided by a liquid-cooled 4-cylinder Cummins diesel engine, which even functions reliably under extreme climate conditions. The engine has an output of 173 hp (129 kW) at 2,000 rpm. When working in ECO mode, which is sufficient for most applications, the engine runs at a maximum of 1,700 rpm, further reducing noise emissions and fuel consumption.”

Find specs on https://www.wirtgengroup.com/america/en-us/products/ voegele/ For more information, contact Matt Graves at (615) 501-0600 or matt.graves@wirtgengroup.com.

Willow

Willow Designs, East Berlin, Pennsylvania, offers the Notch Wedge & Pneumatic Roller System for paving.

“Building best longitudinal asphalt joints: Notch Wedge and Pneumatic Roller connects directly to the paver to build the notch wedge joint or “Michigan joint”.

Joint density are easily achieved with the addition of the Notch Wedge Pneumatic

The notch wedge & pneumatic roller system from Willow Designs

Roller, consistently joint density results are equivalent to mainline mat density results.”

“Joint Density: Here at Willow Designs in the last 3 years we have perfected longitudinal joint construction in asphalt pavement whether it be hot, warm, or cold asphalt longitudinal joints in wearing or base courses. There are numerous clients across the country using these systems to meet joint density specifications on DOT highways and FAA projects.”

Find specs on http://willowdesignsllc. com/ For more information, contact Jerod Willow at (717) 919-9828 or jerodwillowdesigns@ gmail.com.

functional armrest. Milling depth measurement is via displacement sensors integrated in the hydraulic side plate cylinders. Its modern machine control system—with the LEVEL PRO PLUS leveling system, as well as its intuitive operating concept—make efficient one-man operation possible.”

Find specs on https://www.wirtgen. de/en-us/line-of-products/cold-millingmachines/ For more information, contact Matt Graves at (615) 501-0600 or matt.graves@wirtgengroup.com.

– BY ASPHALTPRO STAFF

Wirtgen

Wirtgen Group, Antioch, Tennessee, offers the Wirtgen W 150 CFi for the paving marketplace.

“The W 150 CFi is the most powerful cold mill in Wirtgen’s compact class, and is suitable for removing pavements on tight sites such as in cities or suburbs. Its Flexible Cutter System (FCS) enables milling drums with a working width between 23.6 inches and 4 feet 11 inches to be easily interchanged, up to 13 inches cutting depth.”

“The low weight of the W 150 CFi cold mill, and its centrally positioned milling unit, ensure optimal weight distribution.

To optimize material loading, the particularly large slewing angle and speed of the front-loading conveyor can be adjusted.

It has large steering angles for small turning radii, with highly precise positioning via fingertip steering integrated in a multi-

The W 150 CFi cold mill from Wirtgen Group www.THeAsphaltpro.com // 55

Dependable Performance CONSISTENT MIX

56 // December 2018

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When it was time to buy two new plants, a Dillman UNIDRUMÂŽ plant was the best fit for us. We like the Unidrum because of its very consistent, homogenous mix and very low maintenance. The Unidrum plants provide more uptime with less routine maintenance.

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By Sandy Lender

D

During a national industry meeting in 2018, an anonymous source spoke to a small group of the difficulty his company currently has finding skilled laborers. It’s a challenge many in the construction industry experience at this time of record-low unemployment numbers.

“An echo we hear throughout the industry is a need for people,” Lennie Loesch said.

He’s the CEO of Stansteel/Hotmix Parts of Louisville, Kentucky. At this time of year especially, he and his team are in deep discussions with asphalt mix producers who are upgrading and updating equipment over the off season. He shared that mix producers want to find people who know and like the industry, and then, “look at what they’re doing to invest in their people.”

What producers and contractors alike invest in often includes training—on the job, in the classroom, at technical conferences, etc. I would be remiss if I failed to mention the Asphalt Paving 101 course that AsphaltPro Magazine developed with industry consultant John Ball. That kind of online course gives the training personnel or HR director at the company the chance to lead a classroom full of paving crewmembers or to give individuals their self-directed coursework in the office. It’s designed to let young men and women—or veteran workers—learn via videos and listening instead of via lectures

58 // December 2018

Mitch Wicker visits with Mike Rowe in the Grand Hallway at CONEXPO-CON/AGG 2011. and textbooks. That’s only one form of investing in the people on your team.

This Jan. 20-23, 2019, the National Asphalt Pavement Association (NAPA) brings television personality Mike Rowe to its annual meeting on Marco Island, Florida, as a keynote speaker. Companies that invest in travel and leadership training for their people will have the opportunity to interact with Rowe as he discusses the work we do. Rowe shared his thoughts on training, and its role in safe workplaces, with AsphaltPro magazine: “Obviously, training is key, and the rules of OSHA still apply. But it’s a mistake, I

think, to rely entirely on protocol and compliance. Just because you’re in compliance, doesn’t mean you’re out of danger.

“I’ve always bristled at the ‘Safety First’ mentality, not because safety isn’t important—it’s critical. But because it’s just not honest. If safety were truly ‘first,’ we’d never assume any level of risk. Thus, the roads would never get built. Nor would anything else. Companies love to tell their employees that their safety is the number one priority, but there’s an unintended consequence of doing so. If an 18-year old is led to believe that someone cares about his safety more than he does, that will foster complacency. And complacency is the

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biggest reason people get hurt. In other words, training programs are only effective when they emphasize personal responsibility in conjunction with compliance. Both are important, but nothing does more to avoid injury than an individual who knows that his safety is ultimately his responsibility.”

To train a new employee, you have to get that worker in the door. For the past few decades, high school students have been encouraged to shy away from construction. I asked Rowe how we overcome the mindset that everyone should go to university and aspire to a computer-related job.

“The short answer is better PR. The skilled trades already offer great wages, great benefits, and the opportunity for advancement. That’s the reality. For a lot of people, though, that’s not the perception.

And when it comes to the definition of a ‘good job,’ perception is reality. Millions of people genuinely believe trade jobs are dead-end jobs, because so much in pop culture reinforces that simple misperception.

Likewise, we’ve gotten it into our heads that a college education is the best path for the most people. We need to challenge that belief head on. We have to affirmatively confront the stigmas, stereotypes, myths and misperceptions that discourage millions of people from pursuing the 7 million jobs that are currently open. Then, we need to dispute the ridiculous idea that any form of education other than a four-year degree is ‘alternative,’ or in any way subordinate.

At the same time, we need to tell true stories of people who prospered as the result of mastering a skill. This is critical. The evidence is on our side, but the PR has sucked.

To overcome misperceptions, we have to offer up better messaging.”

What does that better messaging look like?

“It varies,” Rowe said. “But I can tell you what it doesn’t look like—it doesn’t look like anything traditional. Companies have to stop trying to recruit new talent in the traditional way. Stop relying on messages that look and feel like they were produced in 1985. Don’t oversell. Anything that feels like an advertisement will be greeted with skepticism. Anything that feels like it was approved by your HR department or signed off on by legal will fall flat. I’m not saying to ignore HR and legal (God forbid), I’m just saying they’ve never done anything to make a recruitment message more persuasive. Be authentic. Kids today have a different set of

60 // December 2018

expectations, many of which are unrealistic. But they also have a finely tuned bullshit meter. They know when they’re being solicited. Tell the honest truth about the opportunities that exist within your industry. Use social media. Don’t hire actors. Let your employees or your customers make your case for you, but don’t let it become a typical testimonial. Those no longer work.”

One company that put its real employees out in front of potential workers is Brooks Construction Company of Ft. Wayne, Indiana. The story of the company’s 2018 safety award from the American Road and Transportation Builders Association (ARTBA) appears on page 10 and its work attracting new blood to our industry appears all over the Midwest.

“We are working with the Asphalt Pavement Association of Indiana (APAI) and the Future Farmers of America (FFA) to promote the construction industry to those students that like to live and work on farms,” President Andy Brooks said. “The national FFA convention is being held in Indiana this year and there will be a booth onsite with local contractors reaching out to over 70,000 students. Further, one of our employees helped lead an effort in the spring [May 2] to promote our industry at the Indiana FFA Leadership Center, where the parking lot was repaved by a group of Indiana asphalt companies. One hundred and sixty students witnessed the preparation and paving of the lot. Brooks Construction, along with other contractors, was onsite, talking with the students and educating them on the career opportunities within the asphalt industry.”

Encouraging students to consider a career in a trade is only one part of the battle.

Many schools have abandoned the classes that would foster an interest in construction. The instant gratification of paving a road, fixing an engine or building a house isn’t necessarily taught at any level.

“We are working with local schools to inject industrial trades back into the school curriculum,” Brooks shared. “We are ambassadors with BYF (Build Your Future) that goes to over 40 local schools in our area. We have over 12 ambassadors here at Brooks that can discuss our construction industry along with other construction trades jobs to all students in the high school. We have attended over 15 job fairs this year given by community workforce development groups, colleges and our high schools.”

In the northeast, members of the Massachusetts Aggregate and Asphalt Pavement Association (MAAPA) were working during 2017 and 2018 to get a trades-focused curriculum in a local technical college. The course work and information was meeting with success until the school officials decided to immediately invest in health sciences curriculum development, according to MAAPA Chairwoman Jan Callahan.

She’s on the team seeking a new institution to lead the initiative to bring a solid, asphalt-based curriculum to the area.

The team’s experience may be disheartening at first, but can be overcome. Rowe shared his take on the vocational school angle and why it can seem an uphill battle: “I hate to generalize, but by and large, I’m afraid the reception will not be positive. Many counselors are still compensated on the number of students they steer into a college or university. Many also believe—as do many parents—that jobs that don’t require college are for people who lack the intelligence to pursue a four-year degree. The best we can hope for is a counselor that’s willing to put ALL the options on the table and is conscious of the fact that a cookie-cutter approach to education simply doesn’t work. Show them the facts.

Show them the data. Show them the advantages of learning a skill and going to work without a $50,000 debt to pay off. The facts are on our side—we just need to do a better job of sharing them.”

Those facts include excellent wages. As Rowe indicated, the trades can teach a skill on the job without the heavy student loans.

As Stansteel’s Loesch indicated, the trades offer financial security. Loesch stated that the idea of encouraging white-collar jobs with the heavy student loan debt is not in every student’s best interest. “Unless a technical degree such as engineering or science is selected, so many degrees offer marginal value. Most financial advisors would calculate a very poor return on investment. It’s irrational, because, quite frankly, a front end loader operator will make more than any college graduate when you factor in salary, insurance, benefits, and so on.”

We’ve done a disservice to workers by letting institutionalized education lead them astray. By showing them the fulfilling and lucrative careers available in construction—and in asphalt specifically—we can bring good workers back to the industry.

Store Your Drone Properly

By Sandy Lender

W

Way back in the May 2016 issue of AsphaltPro, we discussed what was an emerging use of drone technology to document projects and gather valuable data (https://theasphaltpro. com/articles/use-drones-for-materials-management/). That technology has expanded since then with both software and small un-

62 // December 2018

manned aerial systems (sUAS) developing easier methods of procuring data and more robust training for operators. Today, you can’t attend a construction-related conference without at least one presenter offering insight for the use of drone technology. In fact, at the 2018 World of Asphalt and AGG1 conference

in Houston, Matthew Riggle, the operations manager for Bluegrass Testing, Louisville, and Brian Wood, the executive director of Plantmix Asphalt Industry of Kentucky (PAIKY), joined forces to share tips and tricks with the audience about their experiences and learning curves with the tech.

At this time, discussion on proper storage is sparse. It’s almost time to shut down the plants and quarries around North America, and it won’t do to plop the drone and its battery onto a shelf in hopes that all will be great come April or May. To make sure this vital component in your volumetrics and data-gathering arsenal is in top shape next spring, let’s include it in a proper shutdown routine.

GATHER FINAL COUNTS

As vertically integrated mix production sites and quarries prepare for winter shutdown, you want to capture final data for the year. A spokesperson for Stockpile Reports shared that you’re performing a final count to ensure solid data for off-season business planning.

Riggle said: “This is really no different than any other time you collect data. Our main concern waiting until the piles will be static before we perform any winter collection. One thing to keep in mind would be the decreased battery life for drones in colder weather due to reduced battery efficiency, although newer drones are better at accurately displaying battery life than previous models. You may need to adjust your flight plan some. One tip: keep the batteries in a warmer environment such

as the car or a building right up until they are needed.”

The team at Trimble, Sunnyvale, California, also spoke about end-of-season planning and efficiency when it comes to that last drone flight.

“Having a clear understanding of aggregate stockpile volumes is essential for vertically integrated contractors going into a winter (or shutdown) season,” Devin Laubhan said. He’s the paving product manager for Trimble’s civil engineering and construction division.

“Determinations must be made on when to end crushing operations for a season so that planned maintenance can be scheduled and performed on the crusher and accessory systems, while still maintaining inventory stockpiles for sales throughout the winter. Capturing accurate volumes of stockpiles by flying it with a drone, then applying the correct density factor of that material to calculate tonnages, can help a producer capture current inventory volumes to make sound business decisions going into a shutdown period. These business decisions can include maintaining minimum inventory quantities for forecasted sales volumes during a crusher shutdown, or possibly adjusting inventory levels (writing

LET'S BUILD

off stockpile losses) before the end of the fiscal year.”

You don’t have to limit yourself to a final count in December, of course. Jason Nichols, product marketing manager of Kespry, Menlo Park, California, suggested a way to keep your options open.

Quick Tip: “Be sure to recheck conversion factors or densities used in volume calculations as they have a massive impact on the numbers.”—Tony Jacobson, Stockpile Reports “Every drone solution has surface analysis capabilities that vary depending on the platform’s application,” Nichols said. “Some factors to consider when performing baseline flights are what is the level of accuracies desired, how many acres do I want to cover, how much data post-processing work do I want to do, and how often can I perform flights in the off-season. A suggestion would be to use a single solution platform that allows you to fly as often as needed without requiring a significant amount of data handling or processing but still delivers survey-grade accuracies.

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Off season baselines should not be restrictive to a single data source as site conditions may change or spot checks may come up.”

Jim Greenberg, UAS and landfill product manager for Trimble’s civil engineering and construction division, also reminded readers that mid-winter flights can capture good information: “It’s also important to note that in mild climates—or even on mild days in colder climates—winter can be an ideal time to operate a drone because bare trees often provide a less obstructed view of the ground below.”

SHUT DOWN AND STORE

For the officer in charge of the drone fleet, keeping that fleet in prime condition is a top priority. Don’t let winter downtime corrode parts or cause problems for spring startup. Riggle put emphasis on the battery first: “Some store better with most of their power discharged; refer to the manufacturer’s suggestions.”

Riggle also discussed housing. “Keep all hardware and devices in a controlled environment; don’t leave them at a satellite facility with power turned off.”

The team at Stockpile Reports also mentioned the battery power, and listed these steps specifically: • Do a safety inspection of each of the drones in your fleet, making a list of any repairs or replacements needing to be performed.

• Make sure each drone’s firmware is up to date with the latest version.

• Make sure to discharge your batteries to between 40 to 65 percent, then store them unplugged in a fireproof container, such as a Lipo-bag, in a cool room.

Trimble’s Greenberg spoke about battery storage specifically. He shared that it’s desirable to remove the batteries and store the drone in a cool, dry place. Here are the specific tips he offered for battery storage: • For prolonged storage periods, store discharged [i.e. 2.0 to 3.0 volts per cell] and at -20 to 25oC (standard Li Ion storage standards). Storing a battery with full power or low power for a long time may lead to permanent damage.

• Some chargers should have a “storage” setting that will drip current and drain to 70 percent if fully charged.

• Set a reminder for every two to three weeks to check battery levels.

As the winter season winds down, prepare your equipment to come out of hibernation. Greenberg offered the following steps before resuming operations: • Fully inspect all hardware components.

• On the batteries, look for no corrosion, no swelling of case or cells.

• On the drone itself, you want to make sure there is no damage to camera, gimbal, rotors, propellers, battery bay or other key components.

• Do a visual inspection of the controller to make sure there are no cracks or breaks and that the antennas are intact.

• Update all firmware to reflect the latest versions available. Chances are a new re-

lease has come out while the drone has been in storage.

• Run a test flight before an actual mission with batteries fully charged to test all hardware components.

CONTINUE YOUR EDUCATION

The off-season offers plenty of opportunity for workers to train and hone skills. Your sUAS education included.

Riggle shared: “Drone Pilot Ground School has a lot of resources for training in various areas associated with UAVs. The biggest thing would be to keep up with the need for potential airspace waver requests and submit those to the FAA as early as possible. Additionally, research all of the airspace restrictions in your area; local knowledge can be a huge asset to you.”

The team at Stockpile Reports discussed the importance of incorporating your drone program into future planning during this offseason. “Take courses on business optimization and enterprise resource planning. The more you can translate flight outputs and data to business value the more successful you and your drone program will be in the coming year. Consider the answers your company is trying to uncover with the data you are providing with your drone program, and see how you can best answer those questions with analysis on top of your drone flight data.”

Quick Legal Reminders There’s an app for that! Several years ago, FAA released the “B4UFLY” smartphone app.

Check it out at faa.gov/uas.

You can store batteries safely in a Lipobag, like this one demonstrated by Stockpile Reports.

• Once your equipment is stored, conduct a review of how your flight program went this year, considering what changes you might need to make for the coming year (eg., more frequent flights, whether to look at outsourcing some of your flights, and analyzing the ROI of the cost of your drone operations)

64 // December 2018

“Unless you are flying only for hobby or recreational purposes, you will need FAA authorization via a Section 333 grant of exemption to fly your unmanned aircraft system (UAS) for your business. This applies even if you are only flying to supplement or aid your business and not charging fees for doing so. For further information regarding the FAA’s interpretation of ‘hobby or recreational’ flying, please see the FAA’s Interpretation of the Special Rule for Model Aircraft” here https://www.faa.gov/uas/media/model_aircraft_ spec_rule.pdf File for your exemption here http://www.hse-uav.com/faa_guidelines_for_petition_of_ exemption_under_section3333.htm When filing for your 333 exemption, you will get a full education on regulations to which you must adhere when flying sUAS for commercial/business purposes. Keep in mind, common sense prevails. The asphalt company’s new drone is a tool for enhancing your marketing or data management points. Treat it as you would any other governmentregulated device and you’ll steer clear of fines—and actual prison time—that would otherwise mitigate its positive effect on your business.

The asphalt company’s new drone is a tool for enhancing your marketing or data management points.

Photo of a drone controller courtesy Stockpile Reports.

Kespry’s Nichols reminded readers to catch up on what they may have missed during the busy construction season.

“During the busy season it’s easy to miss new features or product improvements that were released by your drone solution provider. Reach out to your customer success department to watch missed webinars or review documents on new features that may have been implemented to date. It’s also recommended to review industry insights through online publications or drone solution providers’ resource pages.”

Trimble’s Greenberg suggested expanding the team during this optimal training time. “For companies in milder climates, the off-season is the perfect time to train more employees on how to fly the drones and what they can do with drone data. This is a great time for more team members to work on their Part 107 drone certification and to practice the survey workflow for when the weather improves. Flying during the off-season also helps users become more comfortable with the capabilities and setting of the drones they will be using during the construction season.”

www.THeAsphaltpro.com // 65

WHEN YOU COME TO A FORK IN THE ROAD,

PAVE IT.

66 // December 2018

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Sustainable Businesses Put a Cover on It

W

BY JESSICA BATCHELOR

When businesses look to integrate environmentally friendly systems into their operations, they can find the initial investment very high.

It’s safe to say that if a product or production method is cost-effective and sustainable, most business owners would quickly opt for it, and this is a major reason why fabric structures are becoming increasingly popular among numerous industries.

Fabric structures provide business owners with the unique opportunity to establish sustainable and profitable operations, while having a low startup cost. On top of this, many are able to lower their operating costs by using a fabric covered building. With sustainable fabric covers over foundation options, combined with functionality, fabric structures are a great option for asphalt businesses anywhere.

FABRIC COVERS

The fabric cover is actually the most environmentally and business friendly aspect of these structures. Typically, the cover is going to be translucent. Light will be able to naturally filter through, creating an illuminated interior. Due to this, many operations can completely eliminate the need for artificial daytime lighting, reducing energy consumption, and in turn monthly operating costs.

Besides limiting energy consumption, the natural lighting is also more enjoyable to work in. Instead of overhead lighting that is harsh on the eyes, the natural lighting provides plenty of light, but without blinding lamps and dark shadows. One of the first things operations notice with a fabric structure is an improved work environment thanks to the natural lighting.

While the covers can help limit electrical consumption, they can also reduce the need for heating in the winter and air conditioning in the summer. Covers marketed as “climate sensitive” benefit operations by keeping the structure’s interior as much as 20 degrees warmer in the winter and 20 degrees cooler in the summer.

Some companies also offer fabric covers that are manufactured using environmentally friendly and recyclable material. This is definitely a factor that business owners should consider, because when it comes time to replace the cover, it will be much easier and less expensive if it’s made from materials that can be easily recycled. However, if purchased from the right company, operations will rarely have to replace the cover, as top manufacturers provide a 20-year warranty on the cover.

MANY FOUNDATIONS

While foundations aren’t the first thing many think of when considering sustainable practice, they can have a huge effect on the environment and can permanently transform a location’s topography. Because fabric structures have a different design from most traditional buildings, they can easily be built on cost-effective foundations that allow the land they are built on to be relatively undisturbed.

Geoff Ching, who is the director of sales for ClearSpan Fabric Structures, highlighted his company’s sustainable helical anchoring system.

68 // December 2018

“Helical anchors provide engineered structural foundations with minimal subterranean disruption,” Ching said. “Unlike concrete foundations, which require substantial and costly excavation, the helical anchors are inserted into the soil precisely at anchor locations.”

Many operations choose helical anchor, because they are strong enough to be left in permanently, but they can still be used as a temporary foundation option. They drill directly into the ground, so they can be removed to relocate the structure. Because they don’t disrupt the land, the building site can be reused.

The lack of poured concrete also means that there is very little excavation and site preparation that needs to be done. However, the absence of concrete leaves many business owners wondering about flooring options. Regarding this, Ching said, “Many customers choose crushed stone or other natural interior flooring materials to avoid concrete completely. ClearSpan has installed multiple structures covering over an acre, and the only site preparation was leveling.”

Foundations like these allow businesses to not only have an environmentally friendly structural solution, but they also can allow them to save tens of thousands on site preparation and foundation construction.

IMPROVED FUNCTIONALITY

With fabric structures also comes improved operational functionality in a number of ways. First of all the structures are obviously going to provide a covered space to keep materials and aggregates dry, as well as ensure workspace no matter the weather outside. Fabric covered buildings feature natural ventilation, so it is easy to keep the interior moisture free. This creates a dry environment that is ideal for storing asphalt-related material.

Many fabric structures come with a clear span design that ensures each building provides the maximum amount of usable space.

With a clear span design comes an absence of internal support columns, and this means the interior of the building has zero obstructions. The structures can also be designed to ensure ample clearance, so maneuvering vehicles and machinery within the structure is never an issue.

Many manufacturers also offer custom designs, so the buildings can be built around the tools, accessories and specific building needs that an operation may have. This allows businesses to obtain a building that best compliments the business and can improve functionality.

It’s not always easy to find business solutions that are cost-effective and sustainable. However, a number of industries, including the asphalt industry, are rapidly adopting fabric buildings because of their low cost and sustainable nature.

Jessica Batchelor is a content creator for ClearSpan, which specializes in fabric structures for the asphalt industry. For more information, visit www.clearspan.com or call (866) 643-1010.

that’s a good idea

ABOVE LEFT: You can see that the light is on a hinge to let you tilt or position it how you need it. RIGHT TOP: In this picture, we’re paving to the right. The extension is out about 6 inches. This is a front-mounted Carlson screed and we’re lighting it up with a Milwaukee light. The light is the actual black portion on the bottom of the red square. RIGHT BOTTOM: The battery is next to his waist. All photos courtesy Top Quality Paving.

Shine Lights on Paving Parts W

We’ve all looked at different lighting sources to get a good view of the mat or the operator’s platform or a look into the hopper when we’re paving at night. One idea I’ve seen recently and that I recommend for the crew is to pick up a light you can stick to the paver anywhere you need it to shine. On the night project in these pictures, you see we have this light shining right at the endgate where we’re creating the joint, although you can also put it on the hopper and position it to light up the guide bar and chain.

The brand name is Milwaukee. It’s got an M18 battery pack that lasts all night. You can get these at Home Depot or Lowe’s for less than $200. As far as I’m concerned, they’re well worth it—a life saver for nighttime paving.

They’re magnetic and portable LED lighting. You don’t have to plug them into a generator. You can put them anywhere the metal

70 // December 2018

is. If you want them by the tow point cylinder or the guide bar, you can put them there to get volumes of light.

On this particular project, even though we followed best practice for lighting the night job, we couldn’t see the endgates, so we couldn’t get the joints created right. You have to be able to see the edges to get the joints right. Even though we had LED blade lights, it just wasn’t enough to light up the place. One side is matching a joint; one side is creating the joint. It’s got to be right.

– BY JOHN BALL

John Ball is the proprietor of Top Quality Paving and Training, Manchester, New Hampshire. He provides personal on-site paving consulting services around the United States and into Canada. For more information, contact him at (603) 493-1458 or tqpaving@yahoo.com.

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Purchase your access to the course at: training.theasphaltpro.com

FROM VOLVO

Editor’s Note: Some of the innovations included below may be more relevant to your work truck or haul truck fleet than others. Each item offers something to influence your bottom line via sustainable fuel-use innovations.

With the rise of fossil fuel prices and the pressure to lower carbon footprints, many consumers and companies are demanding more fuel-efficient vehicles. Here we explore the truth behind some of the big advancements in engine design to the small adjustments of your wing mirrors to see how new innovations are plugging the drain on fossil fuels.

1. Cameras instead of side mirrors In 2016, Japan made it legal for car manufacturers to eliminate side mirrors and replace them with cameras. It is also a controversial decision and one that has not necessarily caught on in other parts of the world.

The main argument against removing side mirrors in passenger and commercial vehicles is safety. Road users are used to mirrors and, although a simple idea, they are highly

72 // December 2018

reliable. It is also very easy for law enforcement to notice a damaged side mirror, but it is near to impossible to quickly detect broken side view cameras. However, there is also an argument that cameras could actually make driving safer as it could eliminate blind spots that occur with conventional side mirrors. But Japan’s decision is an important one as eliminating side mirrors is estimated to improve fuel efficiency by as much as 5 percent. As the drain on fossil fuels becomes more intense other countries might follow suit.

2. Engine design regs Proving that climate change is high on government agendas, the European Union brought out its first emissions standards in 1992. This was a set of rules that define the acceptable limits for exhaust emissions of passenger cars sold in the EU and EEA member states. We know these requirements now extend beyond passenger cars to buses, trucks, commercial vehicles and heavy machinery. In 2019 the EU Stage V emissions standards for off-road machinery will be implemented.

3. Biofuels Biofuels are renewable and clean burning fuel made from living matter, which work by sucking carbon dioxide out of the air as they grow. They come from vegetable oils, animal fats and even recycled restaurant grease. Although relatively underused, biofuels have been around as long as cars have.

In the very earliest diesel engines, for example, peanut oil was used as the primary source of fuel.

When burned in automobiles, they release carbon dioxide, but as it is the same carbon that the plants absorbed while growing, biofuels are known as zero net emitters. However, the reality is slightly more nuanced. It takes energy to grow biofuels; it takes fertilizers, tractors, transportation and energy to convert the plant to liquid fuel. If growers select the right non-commercial clean crops that do not need a lot of fertilizer, water or other resources, then we can create fuel that is significantly cleaner than petrol, for example. Biofuels reduce our reliance on the diminishing fossil fuel resources and if sourced correctly greatly reduce our greenhouse gas emissions too.

ers, in the form of vibrations and resistance. For example, the pedal might vibrate when you exceed the recommended speed, prompting you to ease off a bit. Or the pedal might provide counter pressure when the car has an opportunity to coast.

All this can help you reduce your fuel consumption by up to 7 percent and help you drive more safely.

LEFT: To assist original equipment manufacturers (OEMs) in making the transition to EU Stage V, Volvo Penta has created a Stage V off-road engine range. This range of engines is matched with an optimized exhaust aftertreatment system (EATS) to filter out the exhaust fumes. A system like this can keep emissions at regulation levels while allowing the engine to operate to its high performing best. Photos courtesy Volvo Construction Equipment. ABOVE: The pressure to lower carbon footprints and fuel costs means construction companies want fuel-efficient engines, machines and work practices.

4. Vibrating foot pedals Bad driving habits, such as hard acceleration, have been shown to be responsible for 25 percent of overall fuel consumption.

Old habits die hard and sometimes we all

need a little help to identify what we could do better. The good news is that technology is here to help. There have been recent developments in intelligent haptic gas pedals that provide feedback to driv-

5. Auto engine shutdown It is estimated that each year in the United States alone, passenger cars, trucks and heavy-duty vehicles consume more than 6 billion gallons of diesel fuel and gasoline without even moving. A construction machine can often be idling for as much as 40 to 60 percent of its operating time.

This puts a strain on your wallet and the environment. One way Volvo Construction Equipment has cut down on excessive fuel consumption is by introducing an automatic engine shut-down option. This reduces consumption without impacting productivity by automatically cutting the engine off when it’s been idling for more than four minutes in a stationary position.

The system is said to help boost fuel efficiency by up to 10 percent.

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40 years of experience in the asphalt plant industry! www.THeAsphaltpro.com // 73

Here’s how it works

Step 4

Step 1

AC

In the mixing chamber, water and AC meet. Foaming takes place here.

The WMA Systemʼs PLC controls interface with the plantʼs operating system.

Step 5 Foamed AC travels from the chamber to the mixing drum.

Step 3 The water meter and calibration valve on the side of the chamber ensure accuracy.

Step 2 A water displacement pump sends water through a filter to the mixing chamber.

CMI’s Warm-Mix Asphalt System The goal in warm-mix asphalt (WMA) production is to lower temperatures, thus raise efficiency, while preparing the liquid asphalt cement (AC) to thoroughly coat aggregate in the mix. To that end, the team at CMI-Roadbuilding Inc., Oklahoma City, Oklahoma, offers its single-point injection WMA system, by which water and AC emulsion produce aggregate encapsulation at lower temperatures. Here’s how it works.

A PLC-controlled system interfaces with the plant operating system to control the liquid AC-to-water mix ratio.

A positive displacement water pump, with 5 horsepower and variable frequency drive (VFD) capability, moves water from a 200-gallon tank, through a filter, to the patented mixing chamber. This does not require chemical additives. A water meter and calibration valve on the side of the chamber are designed to ensure mixing accuracy.

T

74 // December 2018

Solenoid valves control the flow of water and prevent reverse flow of AC into the water line.

In the mixing chamber, water and AC meet for foaming action.

From the mixing chamber, the foamed AC travels into the mixing drum to coat aggregate.

For more information, contact sales@cmi-roadbuilding.com.

SHOW US HOW IT WORKS

If you’re an original equipment manufacturer with a complex product, let us help you explain its inner workings to asphalt professionals. There’s no charge for this news department, but our editorial staff reserves the right to decide what equipment fits the parameters of a HHIW feature.

Contact our editor at sandy@theasphaltpro.com.

Here’s how it works

Step 2 The operator connects the mini paver to the skid steerʼs hydraulic system and attaches the final segment of the Pavijetʼs auger.

Step 1 The Pavijet MG7 is connected to a skid steer or loader with a minimum of 20 horsepower.

Step 3 The operator lowers the screed and extends or retracts it to the appropriate paving width.

Step 4 The operator opens the hopper to receive mix from the haul truck.

Step 6 As the machine moves forward, it paves a mat between 7.87 inches and 6 feet, 2 inches wide.

Step 5 The auger moves a head of material to the endgate. The screed offers initial compaction of the mix.

Hitek’s Pavijet MG7 MiniPaver T

The Pavijet MG7 from Hitek Equipment Inc., Kenosha, Wisconsin, is a mini paver that can be used for road widening, shoulder work, and maintenance and repair work.

It can also be used to pave cycling paths, sidewalks and other narrow paving jobs. Here’s how it works.

The Pavijet MG7 connects to a skid steer or loader with at least 20 horsepower. The operator then connects the Pavijet to the skid steer’s hydraulic system and attaches the final segment of the machine-wide auger by hand.

From the cab of the skid steer, the operator then lowers the extendable screed with controls onboard or by a small radio control system. He can use the radio control system from outside the skid steer to dial in the precise paving width—anything from 7.87 inches to 6 feet, 2 inches—from a better vantage point. All control of the machine uses the skid steer’s hydraulic system.

Next, the operator unfolds the hopper. A haul truck delivers material, such as gravel, sand, stones or hot-mix asphalt, directly to the 1.8 cubic yard hopper.

76 // December 2018

The hydraulically driven auger, which extends the width of the machine, pushes material out to the endgate. The screed provides initial compaction of the mix as it’s laid at depths from 1.97 inches below grade to 9.84 inches above grade behind the mini paver.

As the machine paves, the operator can fold up the hopper to move more mix to the auger box. He or she can also retract the screed as needed to navigate around obstacles such as signs and trees.

For more information, contact Shane Sommers at (262) 842-1700 or shane@minipaver.com.

SHOW US HOW IT WORKS

If you’re an original equipment manufacturer with a complex product, let us help you explain its inner workings to asphalt professionals. There’s no charge for this news department, but our editorial staff reserves the right to decide what equipment fits the parameters of a HHIW feature.

Contact our editor at sandy@theasphaltpro.com.

new tech

Does Hands-Free Driving Hinder Safety?

For decades, the driving public has taken advantage of their cars’ cruise control features, so it’s no surprise that many of us are already accustomed to foot-free driving. However, with semi-autonomous driving tools becoming available from car manufacturers such as Cadillac and Tesla, hands-free driving is also becoming a reality.

Vehicles with these semi-autonomous features may help reduce fatigue on long drives and make stop-and-go traffic less tedious, but what might they mean for construction work zones?

F

LOOK, NO HANDS!

Tesla’s Autopilot was first launched in 2015 on the Tesla Model S and, later, the Model X. Cadillac’s Super Cruise feature is already available on the CT6, but will be available on all Cadillac models starting in 2020 and will then work its way into other General Motors brands.

A number of other car manufacturers have paired adaptive cruise control (foot-free) with limited lane-centering steering (hands-free) on some models, including Audi, BMW, Fiat, Honda, Kia, Mercedes-Benz, Nissan, Toyota and Volvo.

This combination of self-driving features is what’s known as level two automation, according to the Society of Automotive Engineers International (SAE International).

Level one combines a human driver and an autonomous system. We see this in our cars’ traditional foot-free cruise control capabilities. Level two leaves the responsibility of both acceleration/deceleration and steering to the autonomous system.

That’s where features like Autopilot and Super Cruise are today.

In both level one and level two autonomous systems, the human driver is responsible for monitoring the driving environment and driving in the event that the autonomous system fails or cannot perform within certain circumstances.

Consumer Reports’ first-ever ranking of automated driving systems ranked Cadillac Super Cruise as the best system available today, followed by Tesla’s Autopilot, then Nissan’s ProPIlot Assist.

However, the National Highway Transportation and Safety Administration estimates that 80 percent of all accidents are due to distracted driving. With the prevalence of distracted driving, will drivers, given the luxury of hands- and foot-free driving, pay the attention required to identify an upcoming work zone and behave appropriately?

AUTONOMY IN ACTION

Cruise control has been around for decades, but in the early 2000s car companies began offering adaptive cruise control systems in their vehicles, which would automatically adjust the

78 // December 2018

Smart safety cones, such as iCones, could notify nearby vehicles of upcoming construction zones. A pilot project of this nature is already underway in Colorado. vehicle’s speed to maintain a safe driving distance from vehicles ahead.

“Level two” semi-autonomous driving systems combine the adaptive cruise controls available in many modern cars with a lane-keeping steering system that uses cameras and sensors to identify and maintain your car’s lane of travel.

Although these features sound freeing, each car manufacturer is building in their own failsafes and systems to keep drivers’ focus where it needs to be: the road.

For example, Tesla’s Autopilot driver assistance system will work on any road, but performs best on clearly marked and relatively straight roads such as highways.

It also requires the driver’s hands on the steering wheel for Autopilot to operate. If the driver takes their hands off the wheel for more than 30 seconds, a reminder will sound for the driver to return his or her hands to the wheel. If the driver doesn’t do so, Autopilot will be disabled for the rest of the drive.

On the other hand, Cadillac’s Super Cruise doesn’t require drivers to keep their hands on the wheel, but it does use a set of sensors on the steering column to ensure drivers keep their eyes straight ahead. If the sensors register that the driver’s head and/or eyes are not directed to the road, the system will sound several warnings and eventually cancel Super Cruise and slowly bring the car to a stop.

Super Cruise also only works on highways that have been mapped by Cadillac, totaling more than 130,000 miles of interstates in the U.S. and Canada.

WHAT ABOUT WORK ZONES?

Aug. 25, 2018, a Tesla Model S crashed into a stopped firetruck.

It was the third instance where a Tesla crashed into a firetruck while supposedly on Autopilot.

Tesla’s own manual warns that Autopilot isn’t equipped to handle situations of this kind: “Traffic-Aware Cruise Control cannot detect all objects and may not brake/decelerate for stationary vehicles, especially in situations when you are driving over 50 mph (80 km/h) and a vehicle you are following moves out of your driving path and a stationary vehicle or object is in front of you instead.”

Cadillac goes one step further and aims to disable the Super Cruise feature automatically, prompting the driver to take over when the vehicle enters a work zone.

Tesla is not alone in this challenge. For example, Volvo warns in its manuals that if a car ahead of a vehicle with Pilot Assist enabled changes lanes or turns off the road, Pilot Assist will not only ignore the stationary vehicle, but may even speed up if the adaptive cruise control was traveling at a slower speed than the one the driver had previously set.

This is, of course, cause for concern in the road construction industry, where slow-moving and stopped equipment--and crew members--are often only feet from passing motorists.

If drivers have so much trust in semi-autonomous driving features--so much so that they aren’t paying enough attention to see a big, red firetruck--will they see a flagger?

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SELF-DRIVING COMMON SENSE

Although a November 2017 update to Autopilot’s software was discovered to be able to recognize construction zones, the car manual warns against using the feature in this and other instances.

Cadillac goes one step further and aims to disable the Super Cruise feature automatically, prompting the driver to take over when the vehicle enters a work zone.

However, ensuring the vehicle knows it’s about to enter a work zone is not yet streamlined. Currently, Cadillac reaches out to states and municipalities directly to identify active work zones along its 130,000 miles of Super Cruise-approved roads.

In the future, Cadillac’s database of work zones will be updated automatically through the use of vehicle-to-everything (V2X) communication, in which vehicles can share information with other vehicles and the environment. For example, smart safety cones, such as iCones, could notify nearby vehicles of upcoming construction zones. A pilot project of this nature is already underway in Colorado.

It’s possible that fully autonomous vehicles will one day make our work zones even safer, as they are forced to obey reduced speed limits and pay full attention to their surroundings. However, that is still a ways off.

For the time being, it should be common sense that drivers should not use cruise control or hands-free steering in construction zones. However, there are already numerous videos of drivers whose cars are equipped with these semi-autonomous features putting them to the test in construction zones. Common sense does not always win.

We may soon be able to drive without our feet or our hands, but we should never drive without our brains.

– BY SARAH REDOHL

www.THeAsphaltpro.com // 79

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Systems Equipment . . . . . . . . . . . . . . . . . . . . . . . . .37, 61

Fast-Measure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81

Tarmac International, Inc . . . . . . . . . . . . . . . . . . . . . . . . 13

Gencor Industries . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4

Top Quality Paving . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81

Green Patch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33

Willow Designs‌. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79

Heatec, Inc . . . . . . . . . . . . . . . . . . . . Inside Front Cover, 45

Wirtgen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

AsphaltPro’s advertiser index is designed for you to have quick access to the manufacturers that can get you the information you need to run your business efficiently. Please support the advertisers that support this magazine and tell them you saw them in AsphaltPro magazine.

www.THeAsphaltpro.com // 81

off the mat

Unlock SDGs with Infrastructure E

Efficient infrastructure policy and disciplined investment decisions are vital for attaining sustainable development goals (SDGs), according to an Infrastructure Transition Research Consortium (ITRC) and the United Nations Office for Project Services (UNOPS) report published in October. The ITRC is led by the University of Oxford, England. The report, titled Infrastructure: Underpinning Sustainable Development, is the result of research into the influence that both networked infrastructure— water, waste, energy, digital communications and transport infrastructure—and non-networked infrastructure—buildings and facilities—have on all 17 SDGs. It highlights the need to understand infrastructure as an integrated system of systems and the interdependencies across sectors requires us to break down the “silo mentality” in infrastructure development.

Focusing on real-life projects implemented by UNOPS around the world, the report finds that infrastructure projects can have multiple effects across several SDGs and their targets. It found that networked infrastructure influences 72 percent of SDG targets, while non-networked infrastructure influences 81 percent of targets. This finding reinforces the pivotal role that infrastructure will play toward attaining the SDGs.

Introducing the report, UNOPS Executive Director Grete Faremo said: “Infrastructure, in particular, underpins all of the SDGs. It plays a critical role in society because it can influence development far into the future both positively and negatively. This is why it is vital to understand the influence that infrastructure systems have on the SDGs. SDGs: The sustainable development goals are the blueprint to achieve a better and more sustainable future for all. They address the global challenges we face, including those related to poverty, inequality, climate, environmental degradation, prosperity, and peace and justice. The goals interconnect with a date target of 2030—known as Agenda 2030.

“We are proud to present this report together with Oxford/ ITRC, and to reaffirm our commitment to helping people build better lives and countries achieve peace and sustainable development.”

The launch of the report coincided with the 2018 Global Engineering Conference, hosted by the Institution of Civil Engineers in London in October.

UNOPS Director of Infrastructure and Project Management, Nick O’Regan, presented the report during a keynote speech Oct. 24. He explored how rapid population growth, urbanization, climate change and challenges associated with development funding impact the achievement of SDGs. “Our children and the children of those we serve have great expectations of their future. It is on all of us to create an environment that is resilient, sustainable and equitable and the built environment can be an enabler or an obstacle to this,” O’Regan said. “Together with our partners the ITRC, we have focused on the SDGs as a common framework to work towards an understanding of how we can contribute to sustainable development. This will help governments and their development partners make better-informed decisions within this uncertainty.”

Professor of Climate and Environmental Risk, University of Oxford, Professor Jim W. Hall FREng added: “Though our research started from a sustainability perspective, in particular the central role that infrastructure has in climate change mitigation and adaptation, our work has attracted growing attention from finance ministries and infrastructure units that tend to be focused on the role of infrastructure in economic growth and productivity.

“In that sense, infrastructure can be a Trojan horse that brings sustainability considerations within the purview of the economic imperatives of most governments.

“The collaboration between ITRC and UNOPS has been a very productive one, with UNOPS bringing us new challenges from very diverse contexts around the world and opportunities for our work to have an impact on the ground, which is what motivates my team. This report provides a next important step in that journey.”

– FROM UNOPS COMMUNICATIONS GROUP

82 // December 2018

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