Asphalt Pro - March 2019

The Asphalt Recycling Issue

asphaltPRO Production – Professionals – Products

PRS Varies Mill at Oakland Airport

• Core RAP Overseas • Meet Indiana WofA • Rejuvenate Fog Seals • Solve Agglomerated RAS

Special Section: Crush Recycling March/April 2019 www.TheAsphaltPro.com

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CONTENTS

asphaltPRO March/april 2019

departments

62

Editor’s Letter 6 – Recycling to the Rescue

Safety Spotlight 8 – ATSSF Celebrates 30 Years of Service

By Sarah Redohl

Solve Your Problem 10 – Solve Your Sticky RAS

By Sandy Lender

Pavement Maintenance 12 – How to Place a Rejuvenating Seal

By Sandy Lender

36

Contractor Profile

16

16 – Schroeder Family Asphalt Diversifies its Paving

By Sandy Lender

Meet the State Executive 30 – Meet APAI’s Kirsten Pauley

By Sarah Redohl

International Snapshot

10

36 – International Asphalt Recycling

By Max Glaskin

Product Gallery 64 – Check Out What You Need for 2019 Work Zones

By AsphaltPro Staff

Here’s How it Works 68 – Clarence Richard Company’s Tank Gauge

New Tech 70 – Safeguard Tools with a Tap

By Sarah Redohl

Feature articles 40 – PRS Performs Intricate Cuts

By Tom Kuennen 60 – 5 Manufacturing Trends to Watch in 2019 From AEM

The Asphalt Recycling Issue

asphaltPRO PRODUCTION – PROFESSIONALS – PRODUCTS

62 – APAC Keeps RAS Under Fabric

By Jessica Batchelor

Off the Mat

Special Section: Recycling From the Experts

74 – Finance with New Tech

By Jason Krankota

46 – OEMs Share Recycling Trends

By Sandy Lender

PRS Varies Mill at Oakland Airport

• Core RAP Overseas • Meet Indiana WofA • Rejuvenate Fog Seals • Solve Agglomerated RAS

Special Section: Crush Recycling MARCH/APRIL 2019 WWW.THEASPHALTPRO.COM

on the cover PRS manages big tons of varying depths on an airport cut. See related article on page 40. Photo courtesy Wirtgen Group.

editor’s Letter Recycling to the Rescue

Even when liquid asphalt cement (AC) prices are relatively low, members of the asphalt industry seek ways to employ higher percentages of reclaimed asphalt pavement (RAP) and reclaimed asphalt shingles (RAS) in pavement mixes. By the time this issue hits the streets, any prices I quote from the Energy Information Administration will be stale, but let’s assume prices aren’t going to jump to $800 a barrel between January and the March mailbox date. The financial gap between running a neat virgin AC and running the process for processing millings to get the binder off RAP might be “small” compared to what it was 10 years ago, but it’s still worth pursuing for a few dollars on the ton and for the environmental benefits.

As a collective, we lived through and learned from 2008, 2009. As asphalt mix producers, you know how to buy low, store safely and blend smartly. Nowadays we can bump grades and, of course, add higher percentages of recycled materials to stretch dollars. As an industry, we have a responsibility to use more recycled material; it’s only smart to protect the environment we live in. But we also have a responsibility to protect quality.

We are fortunate that RAP can be used in a variety of projects, from roadway shoulder restoration to base material, without causing alarm. We are also fortunate that RAP has been proven a better material than DOTs used to fear it “could be.” I remember the days when engineers and researchers were giving presentation after presentation full of stats showing, yes, RAP is dependable. It’s not a waste material. It’s not something to fear. We have states allowing its use up to 100 percent now, at the contractor’s discretion.

Researchers and developers have made it safer to add RAP—and RAS—to the mixing process so we don’t create blue smoke. In the event of blue smoke, we’ve engineered ways to capture and scrub it. When folks saw reason to worry about the age of the binder in RAP, R&D came to the rescue again. In some cases, we can use the warm-mix additives designed to reduce fuel use while promoting binder adhesion, to de-age RAP binder. And we have rejuvenators being tested to restore aged binder properties. Problem solved. When folks worried about deleterious material in RAP or RAS piles, OEMs affixed a powerful magnet over the conveyor belt. Problem solved. When air quality inspectors saw some extra dust, OEMs and consultants fashioned a hood over drop-points on the feed conveyor. Problem solved.

For every perceived concern, there’s an answer to make recycling a beneficial best practice in our industry. The asphalt community is ready to bring recycling to the rescue of any project or pavement, in any fiscal environment.

Stay Safe,

Sandy Lender

March/April 2019 • Vol. 12 No. 6

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 // March/April 2019

13333 Highway 24 West Fort Wayne, IN 46814 Tel. (260) 672-3004 Fax. (260) 672-3020 www.almix.com

safety spotlight

ATSSF Celebrates 30 Years of Service In December 2018, the American Traffic Safety Services Foundation (ATSSF) celebrated 30 years of promoting roadway safety through charitable giving and public awareness programs.

“Since ATSSF’s first meeting in 1988, the foundation has been working to make roadway safety a cultural priority and ensuring fallen workers are not forgotten and their families are supported,” said ATSSF Foundation Manager Lori Diaz.

The Fredericksburg, Virginia-based non-profit was founded in 1988 by member companies of the American Traffic Safety Services Association (ATSSA).

“I’ve been out in work zones, so I understand it’s a dangerous and unpredictable environment,” said David Krahulec, President of Horizon Signal Technologies and the current President of ATSSF’s board of directors. “I feel for the workers out there, not knowing if they and their crew members will be going home at the end of their shift.”

I

Honor the Fallen

The heart of ATSSF’s public awareness campaign is its National Work Zone Memorial, which honors the men and women who have lost their lives in roadway work zones. This includes workers, first responders, pedestrians and motorists, except for impaired drivers.

“It’s a moving experience when people visit the memorial and find the name they were looking for,” Krahulec said.

The memorial began in 2002 and a new design was unveiled in February of 2017. Throughout the year, the memorial moves around the country to various ATSSA chapters, member companies or safety events. Check out the sidebar within this article to learn where you can find the memorial in 2019.

“When the memorial travels to different events, it’s often picked up by local media who share our mission with the motoring public,” Diaz said. “We hope the memorial encourages them to slow down and pay attention when driving on roadways and through work zones.”

Scholarship Support

Since establishing its scholarship program in 2002, the foundation has awarded scholarships to 65 children or spouses of fallen workers and permanently disabled work zone workers.

“At the beginning, the scholarships were for $2,000 to $3,000,” Diaz said. “Thanks to our generous donors, the scholarships can now be awarded up to $10,000.”

Last year, ATSSF presented scholarships to eight family members of fallen roadway workers. Scholarship applicants who demonstrate a strong commitment to volunteerism are eligible to receive an additional $1,000 Chuck Bailey Memorial Scholarship in honor of Chuck Bailey, a member of the roadway safety industry who passed away in June 2002.

8 // March/April 2019

ATSSF has also announced a new scholarship, the Marty Weed Engineering Scholarship, which will begin accepting applications in the fall of 2019. The scholarship will fund travel costs for traffic engineers new to the industry to attend ATSSA’s Annual Convention & Traffic Expo.

“At the convention, they can learn about innovative products, meet people who do what they do, and bring best practices back to the office and implement what they learn,” Diaz said.

ATSSF also covers travel costs for children of fallen roadway workers to attend Experience Camps. These week long programs in six locations throughout the country bring together children who have lost a parent and assist them with the grieving process. Although the camps are free, the travel costs for the child and his or her chaperone can add up, so ATSSF steps in to assist with those expenses.

“We try to help families at all stages of life,” Diaz said. “We will immediately add their family member’s name to the memorial, and it may be a few years until the children apply to go to the Experience Camps, and a few years more before they apply for our college scholarships, but we will be there for them then, too.”

Learn more about ATSSF’s mission and its past 30 years at https://youtu.be/EFdm_U4s75U

Raising Funds

ATSSF’s largest fundraising events happen at ATSSA’s Annual Convention & Traffic Expo. These include a golf outing, now in its 28th year, and a sporting clays event, in its seventh.

There are a few ATSSA member companies that also run an auction on a piece of equipment. All of the proceeds of that sale are donated to the foundation. The auctions happen at different times throughout the year.

“Because of the dedication of our members and the interest in the foundation’s mission, most of that equipment ends up selling for a higher price than it normally would,” Krahulec said.

Last August, the foundation held their first bowling fundraiser, the Twisted Bowling Tournament, and plans to host it each year to coincide with ATSSA’s Midyear Meeting

What’s Next for ATSSF

In the future, ATSSF hopes to expand the use of public service announcements on its social media channels to continue to raise awareness about roadway work zone safety.

The foundation also hopes to expand its Experience Camps participation to more middle school and high school students and is looking forward to selecting recipients for the new Marty Weed Engineering Scholarship.

To donate to ATSSF, visit foundation.atssa.com/donate.

– By Sarah Redohl

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Solve your problem

Solve Your Sticky RAS

Not all project specs allow the use of reclaimed asphalt shingles (RAS). For those that do allow RAS, you want to have this financially lucrative product on hand—ground and ready to go.

The financial benefits of any material, though, lessen with subsequent handlings of said material.

If the RAS pile has settled, moistened and agglomerated, what’s a producer to do?

The Problem:

To agglomerate = to gather “things” into a mass of jumbled, clustered confusion Agglomerated RAS happens when ground asphalt shingles are allowed to sit in a conical, heavy pile without protection from direct solar heat or moisture. In other words, inclement weather conditions and delayed use both play a role in “melting” the ground shingles together in their pile. If you have elected to cover the pile with a tarp, condensation under the tarp will create a shell of agglomerated material for you to overcome.

If the RAS is allowed to sit exposed to the elements, it could agglomerate and require additional handling before use in the mix. Photo courtesy Peterson Pacific.

The Solution:

N.B. West combines the RAS and RAP on the recycle best before the material goes to the crushers. Photo courtesy N.B. West.

10 // March/April 2019

Plant consultants over the years have recommended adding sand to the ground shingles as they are stockpiled to assist in preventing agglomeration from occurring. Steve Jackson of N.B. West in Missouri warns producers to stay aware of recycle weight when using this method of problem-solving. Don’t fall into any bad practices of overestimating your reclaimed binder weight due to the sand in your mix or you may find your mix going out of spec.

A suggestion Jackson shared is to knock the RAS apart before it goes into the drum. A grizzly or other screen that shakes the RAS during the feeding process, without sending it back through the grinding process, gives you the opportunity to de-agglomerate your material without an additional handling step. Jackson shared that they use a Gator crusher on the recycled screen deck on the recycle weigh belt. “It re-crushes any clumps that make it through the grizzly screen.”

For additional best practices, make sure you include a dust capture or other type of conveyor hood system to keep fines, dust or fibers from causing any air-quality issues for you.

– By Sandy Lender

Pavement maintenance

The test section where the Delta Mist’s performance will be monitored over the life of the 2018 Test Track cycle is 16 feet wide and 75 feet long. The team will continue to check the complex modulus and complex viscosity of the extracted binder. All photos courtesy NCAT.

MDOT, NCAT Show How to Place New Rejuvenating Fog Seal Officials at the Mississippi Department of Transportation (MDOT) have taken another step forward in their study of pavement preservation and maintenance methods in concert with the National Center for Asphalt Technology (NCAT) at Auburn University, Alabama. The Mississippi team led by State Materials Engineer Jeff Curtis included Asphalt Laboratory Engineer Cass Coon and Soils Laboratory Engineer William Sullivan. The core team from NCAT was led by Postdoctoral Researcher Raquel Moraes, Ph.D., and included the new test track manager, Jason Nelson, and an assistant research engineer, Grant Julian.

The recent effort began with a set of test strips on the North Paddock near the NCAT

O

12 // March/April 2019

Test Track and continues on Test Section S3 of the 2018 research cycle of the track. Let’s use their work with one of the products—Delta Mist asphalt pavement rejuvenator seal product—to investigate how to perform a lasting, rejuvenating fog seal treatment.

Biochemistry

The January 2016 issue of AsphaltPro gave an in-depth discussion of the biochemistry behind the Delta S rejuvenator [insert link: https://theasphaltpro.com/articles/ natural-solution-restores-high-rap-performance/] from Collaborative Aggregates LLC, headquartered in Wilmington, Massachusetts. The next product developed by the research scientists at the Warner Bab-

cock Institute for Green Chemistry and Collaborative Aggregates is Delta Mist, which is a spray-applied, topical application that performs as a penetrating asphalt rejuvenator on asphalt pavements. It is designed to assist in repairing the damage from sunlight and air to the asphalt binder in a pavement. When the liquid is sprayed onto the pavement, the modifier penetrates the asphalt binder molecules where it repairs damage from oxidation. As the seal cures, it re-establishes the bonding of the “renewed” asphalt binder to the aggregate, in-place. This helps return the bond between the asphalt binder and aggregate to a stable state. Delta Mist is 100 percent plant based and contains no asphalt.

NCAT’s Moraes provided a statement that the combination of fog seals and asphalt rejuvenators—rejuvenating seals—is a lowcost option for retarding the surface deterioration of pavements. She wrote: “A fog seal consists of a slow setting asphalt emulsion diluted with one to four equal parts of water and applied at rates between 0.06-0.13 gal/ yd2 over an existing pavement surface without the use of cover aggregate. It is intended to penetrate into the surface pores of an existing asphalt pavement with the purpose of sealing very small cracks and surface voids in addition to coating aggregate particles.”

Of rejuvenators, she wrote that the petroleum or bio-based products, “restore the chemical composition of aged asphalt binder by rebalancing the ratio of asphaltenes to maltenes. Thus, the purpose of the rejuvenators is to penetrate into the pavement, soften the asphalt binder, improving its flexibility, and reducing the likelihood of cohesive failure. Furthermore, rejuvenators can also minimize future aging caused by oxidation. Therefore, rejuvenating seals are sur-

face treatments suitable to treat raveled and aged pavements.”

Collaborative Aggregates has pointed out in the past that its green chemistry products are designed to correct the bonds between molecules within asphalt binder film.

According to the Pavement Preservation and Recycling Association (PPRA), a fog seal “is a single application, typically light, of emulsified asphalt to an existing asphalt surface.” The fog seal is typically used on pavements with a Pavement Condition Index (PCI) rating of 70 or better, which means the surface is slightly oxidized from weathering.

84 to 100 71 to 85 56 to 70 41 to 55 26 to 40 11 to 25 0 to 10

good satisfactory fair poor very poor serious failed

Standard Pavement Condition Index™ Rating Scale. Source information courtesy International Slurry Surfacing Association

LET'S BUILD

If the PCI indicates a pavement that’s a bit more oxidized, between 70 and 85, an agency may opt for a rejuvenating emulsion. The PPRA site explains: “Rejuvenating emulsions can be applied as a fog seal when the level of surface distresses is greater than what would normally be used as a criterion for typical chip or fog seals.”

Perform Rejuvenating Seal Treatment

Before the rejuvenating fog seal project begins, a test strip will help you get your settings right. It’s best, of course, to place a test strip on a similar-scoring pavement section and under similar conditions to those you expect during your project. Using best practices, the researchers at NCAT tested eight rejuvenators for the Tennessee and Mississippi DOTs during August and September 2018. The researchers explained the purpose of the test strips: “The objective of the study was to screen among eight different surface rejuvenators that

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Pavement maintenance could, potentially, be selected as the surface treatment for sections sponsored at the 2018 NCAT Test Track cycle.” They met their objective, with MDOT opting to test two rejuvenators from the offerings.

• Step 1 is to prepare the surface, sweeping or blowing away dust and debris. (If you’re performing the treatment on a parking lot, you’ll want to clean stalls that have engine oil spots, etc.)

• Step 2 is to double-check the ambient conditions. When the NCAT team prepared for the MDOT test section, they waited for a window of good weather in November 2018. You’ll want a dry surface and ambient temperatures of 50 degrees F or higher. PPRA recommends a pavement temperature above 59 degrees F. You’ll want a dry surface, but consider, though, how a light spray of water under extremely hot, dry pavement conditions can help an emulsion break in a timely fashion. If the pavement is too hot and too dry, that dryness could “encourage” the emulsion to break too quickly and leave your treatment to fail. Depending on the pavement condition, temperature and humidity level, you’ll spray water in a “fog” without letting the water collect on the pavement.

• Step 3 is to calibrate and set your distributor for your application rate.

• Step 4 is to spray according to the agency’s specification. At the test track in November, that meant 0.10 gallon per square yard. You want a nice fan pattern from the nozzles of the spray bar on the distributor truck and a consistent, clean look from the material on the pavement.

The Rejuvenating Fog Seal Works… …to keep water out of the pavement structure. …to reverse and then prevent further oxidation. …to extend the pavement life/ delay big rehab. …to improve color contrast between the new surface and road markings.

14 // March/April 2019

The Etnyre Centennial Black Topper sprayed the Delta Mist rejuvenator at a rate of 0.10 gallon per square yard onto section S03 of the NCAT Test Track in November 2018.

Pavement Preservation Treatment

Existing Base Course

Existing Surface Course

Subbase of Aggregate Layers

Compacted Subgrade

Flexible Pavement System The treatment course for this pavement with a PCI between 70 and 80 is a rejuvenating fog seal, applied at a rate of 0.10 gallon per square yard.

The team from NCAT summarized the steps based on the weather pattern they experienced prior to work. When it came time to apply the rejuvenating seal to Section S03, the Auburn area experienced rainy days. They had to wait for clear skies and dry pavement.

“Location, weather, traffic loading, and pavement conditions are factors used to determine if a rejuvenating fog seal application is appropriate to treat a pavement. In order to construct a durable surface treatment layer, the key factors in determining success of the application are condition of

the existing pavement, application rate, residual binder content, proper distribution operation, and emulsion break and set times. Furthermore, the following pavement surface characteristics must be considered: cleanliness, age, texture and pavement type. The pavement surface receiving the surface treatment should be free of any substance that might inhibit bond.

In this study, the cleaning operation of the surface prior to application of Delta Mist was accomplished through manual and mechanical brooming.”

When diluting any emulsion, always add the water—or other dilutive agent—to the emulsion. Don’t add the emulsion to water.

Make sure the water is clean, potable water.

TOP: From left, Grant Julian, assistant research engineer, and Jason Nelson, test track manager at NCAT. BOTTOM: Raquel Moraes, postdoctoral researcher at NCAT.

raveling. Its purpose is not to add structure, but to add two to four years of life to the pavement, giving agencies or counties more time before resorting to bigger/costlier repairs. By opting for the rejuvenating fog seal treatment, the agency could expect to restore the “oxidized components in the asphalt binder and to further slow down the rate of aging and oxidization,” according to the team making strides at NCAT. Once again, that means another two to four years of pavement life for the agency.

As the 2018 track test sections undergo increased ESALs, the NCAT researchers will continue to update Mississippi and other interested parties in the progress of the selected rejuvenating seals.

– By Sandy Lender

What to Expect

When in doubt, refer to ASTM D-2995 for emulsion application rates and other clarifications.

The fog seal is designed to improve the surface appearance and to seal minor cracks. It fills surface voids. It inhibits

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producer profile

Schroeder Asphalt Services Inc. now has over 100 pieces of equipment in its arsenal to handle multiple types of projects.

Schroeder Family Asphalt Diversifies its Paving They kick it old school to advance asphalt and business in Marengo, Illinois. Management at Schroeder Asphalt Services Inc. is proud to be a veteran-owned, family company, working with 45 employees these days and growing in a competitive area south and west of Chicago. Brent Schroeder is the managing partner and loves what he does.

“I love all aspects of our industry. I love the hunt for the job and then seeing the job developed from start to finish. It’s rewarding taking a bare field or any lot and turning it into this beautiful piece of ‘black glass’.”

He’s in the office, personally, by 5:00 in the morning because he’s devoted to the job, to the company, to everyone’s success. They’ve got at least seven crews to schedule—three

T

16 // March/April 2019

paving crews each day, two to three milling crews a day, an excavation crew, and a stone crew. The three paving crews consist of a mainline crew on streets, a parking lot crew and a patch crew.

“We do not use any scheduling software,” Schroeder explained. “We use a simple, large, dry erase board. It’s a daily ritual to sit down with my longtime superintendent, John Rocco, and adjust our board every day at 2:00. We have a two-week tentative schedule laid out for all seven crews. Things in our business change daily with weather, equipment breakdowns and asphalt plants being busy. We keep the eraser close.”

In 2018, they placed approximately 250,000 tons with the crews working from Rocco and Schroeder’s ritual at the board.

With that kind of scheduling and paving commitment going daily, you might think they would consider making their own mix, but Schroeder has a loyalty answer to that.

“We have such a great relationship with a supplier partner who’s been friends with my dad since childhood. That’s been another big contributor to our success—relationships with vendors.”

The work ethic and loyalty Schroeder brings to the company started with his parents. He explained that his father, Ronald Schroeder, had been involved with heavy equipment all of his life, and helped him get his job at Harry Kuhn right out of high school. A business would blossom from this experience.

producer profile

The company has at least seven crews to schedule during a 24-hour period. The three paving crews consist of a mainline crew on streets, a parking lot crew and a patch crew.

Of the seven crews to get scheduled, one is an excavation crew.

“This was a company started by my family,” Schroeder said. “My mom was a nurse, my dad a superintendent over heavy equipment, my sister worked for the Jenny Jones TV show, and I had an idea to go into business for ourselves. Mom and Dad stayed working until my sister Jennifer and I could build something that could support the entire family.”

They started in 1997 with sealcoating and striping. “Our first year in business, we did $176,000 in sealcoating and patch-

18 // March/April 2019

ing with one employee, a small dump truck and roller. Twenty-two years later, we employee about 45 great people that we look at like family. We have about 100 plus pieces of equipment between trucks, trailers and heavy equipment.”

Schroeder said the phone was ringing off the hook that first year with potential customers wanting their driveways paved. He invested in a Layton box in 1998 and a brand new LeeBoy 8500 paver in 1999 to add paving to the company’s services.

“We only used the Layton box a year, seeing that a self-propelled paver was much more productive and easier to use. Since that first LeeBoy, we have purchased probably 10 from our great equipment dealer Casey Equipment.”

Paving driveways ushered in a new business model.

“We started to do driveways for the major Chicagoland home builders in many areas. Being that the Chicagoland area is union with most trades, these were union projects and we had two choices. We could either not sign with the union and not get this work, or sign with them and get more work. We chose to sign up with them, which opened a new door for us in the type of work we could pursue like more home builders and parking lot work instead of the private homeowner work we were doing.

“My biggest outside influence was my competition. I’m never complacent and always strive for more. I wanted to be better and bigger than my competition, and had to make money to get there and get a crew that could help. I started with one subdivision doing five driveways a day. I thought I was killing it until I heard that some of the other driveway guys I was competing with were doing 15-20 a day. Within a year I had five more subdivisions and we were doing the 15-20 drives a day as well. I had finally assembled a good crew and by the end of 2005 we had 32 subdivisions for eight major builders.”

Members of the industry will remember the economy went through some changes after 2005, and Schroeder was watching for signs of downturn. He expanded the crews to develop variety in the work they could take on.

“In 2005, we were paving 4-5,000 driveways a year. We all know nothing lasts forever and we were worried that the economy would burst sooner or later and our driveway work would diminish with the burst in the economy. We talked as a family and got bonded to do public work.

“We were starting to bid schools, park districts, and libraries for any and all asphalt work they had while continuing to do our driveway work. We were successful with many bids and found this work paving parking lots easier than the driveway work.

Nervous to totally leave our roots, we managed to keep the driveways going and start a

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producer profile

Schroeder and Rocco schedule two to three milling crews a day, and that can include night work. parking lot crew as well. We purchased more equipment and started to do minor underground work and take on bigger lots. Fast forward to 2007.”

When the economy dropped, the 15-20 driveways Schroeder’s paving crew handled per day dropped to three to six per day, he shared. The company couldn’t afford to pave the smaller quantity at the same price point as the larger quantity, and sought a price increase from the customers. Schroeder explained that both customer and client understood each other’s position, but couldn’t always meet the financial change.

“We parted ways with most of these builders. With this work gone we had to step up our game. We purchased our first road paver,

20 // March/April 2019

which was a Roadtec, from Plote Construction, who was our asphalt supplier. Schroeder Asphalt bid its very first road program in 2007 for the city of Woodstock as a general contractor. It was this job that gave us the courage to step out of our comfort zone and do what we had never done before, which was paving roads. This meant buying a milling machine, bigger rollers and again having a crew who understands how to pave roads. Our first road project for Woodstock was a success.”

Proud Projects Getting larger projects meant beefing up the portfolio. Schroeder was ready to take care of that.

“The Illinois Department of Transportation prequalification is basically your resume on your history of work, your personnel, your equipment and your financials. We can’t bid any street work for IDOT or any village or city without this. This is broken down by every category of work that any job might have. Schroeder Asphalt is prequalified in excavation, asphalt milling, aggregate bases, drainage, asphalt paving, miscellaneous concrete and striping work. Depending on your experience, it will tell you how much in dollar value you’re able to do based upon your history. So your total value of your prequal, with all the categories, dictates how much of this work you can have at any one time. We renew this every year. Your numbers will go up and down depending on the work you did, equipment sold or bought, and financial strength. The reason for this prequal is to determine the amount and type of work you can handle from a workforce perspective, an equipment perspective and financial strength at one given time.”

With all the necessary paperwork in hand, the company worked full steam ahead. One of the larger projects that Schroeder is particularly proud of took place in Hampshire, Illinois, in late 2018. The owner, Loves Truck Stop, required a Geo Grid fabric placed under 8 inches of CA6 road stone and 23,000 tons of IDOT N90 binder course, with an IDOT N90 surface course on top. To add a little spice, the 11,000 tons of N90 surface includes polymer and fibers.

“This job was challenging because they went back and forth on the type of asphalt mix to use,” Schroeder explained. “Not all mixes are the same from state to state. Loves and their engineer, Terra Con, worked with us and my contact, Dave Verdico, at Plote Construction on creating all mixes that met Loves’ specifications. This was a large job and has 34 acres of asphalt.”

Another element Schroeder saw as a challenge was “the clock was ticking with weather coming in.” With engineers discussing mixes, the contract didn’t get resolved until the third week of October.

“Typically by Thanksgiving the plants like to be closed in this area,” Schroeder said.

“The weather was wet and cold in the end of October and some of November. That created more work for us being that the sub base was failing and we had about 8,000

producer profile

TOP ROW: By the end of 2005, Schroeder Asphalt had 32 subdivisions for eight major builders, paving about 4,000 to 5,000 driveways a year. But they weren’t resting on that success. They took on public work and more to diversify. BOTTOM ROW: Schroeder’s managing partner loves all aspects of the asphalt industry. For him, it’s rewarding to start with a bare field of dirt and turn it into a smooth asphalt lot people can use. tons of 12-inch undercuts that were needed after our proof rolls. So we had about five to six weeks to do 8,000 tons of undercuts, 52,000 tons of stone and 23,000 tons of binder.

“The store is scheduled to be open in 2019, but before our asphalt plants typically open in late April. We already had agreed that if we didn’t get the surface on, that was okay, but the binder course had to happen.

“We fought weather and many challenges right to the end and were able to get all the binder down except 1,000 tons by the day before Thanksgiving. The following weekend, we got about 9 inches of snow.

We didn’t think we would get that last 1,000 tons, but we moved equipment in to remove the snow off the gravel and we made it happen. This project was a success with getting all that stone trucked in by Beverly Materials and Sunset Logistics. The plant opening

22 // March/April 2019

on Saturdays and Sundays and staying open late during the week was huge. We give a big thanks to Billy Wagner of Plote Construction for that, and of course to our loyal crews for making that happen. Very hard working people we have.”

The two grading foremen on that job were Carlos Bucio and Frank Bradon. The paving foreman was Matt Roeder.

“The process took one crew digging out the soft base, another crew placing and compacting the 12 inches of 3-inch CA1 rock, then two base crews putting thousands of tons of CA6 stone down to grade, and finally the paving crew covering up behind them. It was a great process to watch and everyone worked very well together.”

Safe Success

The completion of the Woodstock reconstruction and the Hampshire projects are

only two examples over years of growth in paving and other expertise for Schroeder Asphalt. The company brings in workers who are willing to stay the course and work as a safe, quality-minded family.

“We have seven foremen and they all have been with us 11 years or more,” Schroeder explained. “We try to do more with less and this way of thinking makes us more competitive in our marketplace. There are a lot of days we expect the impossible from our crews and never do they say ‘no’ to us.

Sometimes the impossible can’t get done, but we know that every crew gives it their all everyday.

“I think one of the things that has made us successful is we listen to our people and try different things that they suggest. We have an open door policy here and we want to hear not only the good but the bad as well. We can’t fix what we don’t know. This could be

producer profile about a certain piece of equipment, a job, setting up tool trucks differently or even how we bid a job. There are times that we will ask the guys for their opinions when we are looking for an edge on a job we are bidding if we can try to perform the ‘impossible.’ I was raised that people are not a dime a dozen. Never ask an employee to do what you won’t do yourself. You have an investment in people and turnover costs you money.”

To bring people into the business, Schroeder works with the local school district.

“About a year ago I was driving and looking at our jobs and watching our guys work. I sat there looking at one of my guys who had been with us 19 years, another guy 16 years, another guy 15 years. It hit me that some of these guys are nearing retirement soon and that skill isn’t something you can replace overnight.

“But it isn’t just the asphalt industry that faces this. It’s every trade from the concrete guys, carpenters, plumbers and electricians.

When I look at the younger generation constantly on their phones, computers and any other electric gadget that fits in their hands, I can’t help but think, who is going to be the ‘boots on the ground’ in 10-20 years to continue to build our infrastructure? Kids these days are pressured to go to college because it has become instilled in them that you need a degree to be anything in the workplace.

However, college isn’t for everyone.”

Brent Schroeder worked with Guidance Counselor Natasha Schultz in Marengo School District 154 to develop a plan that included the local unions for operators, laborers, cement masons, truck drivers and carpenters. As a community, they’re putting kids through apprentice programs, offering classroom and on-the-job experience in paving, concrete, underground and general contracting. It’s a success story they hope other programs in other areas will mimic.

“I approached Marengo School District 154 and set up a meeting with Natasha Schultz who is the guidance counselor. I asked her what the school does for their non-college bound kids. She stated that they tried to put a program together years ago and it couldn’t get traction. I asked her if she would like my help and she gladly accepted. We developed

24 // March/April 2019

“The Midland road widener was bought brand new about 7 years ago,” Brent Schroeder said. “We use this on many 7-foot or under asphalt or gravel installations.” This picture shows the crew using the Midland on a City of South Elgin project in 2018. “We were installing a 3-foot-wide gravel shoulder next to the newly paved road. This is a great machine and can be used for many aspects in our industry.

We like it because it’s smaller than a Blaw Knox, which lets us get down narrow streets or tight areas and has the ability to get up and over the curb for those projects that have paving or aggregates behind the curb. This machine is user friendly and can be used to put down a lot of material with a small crew.

Our employees love it when we can use this machine instead of the shovel!” a plan that I would contact the local unions for operators, laborers, cement masons, truck drivers and carpenters to see if they would have interest in putting these kids through their apprentice programs, which offers classroom and on the job experience.

I then reached out to other paving, concrete, underground and general contractor companies that I knew and asked if they had interest in sponsoring a student who might have interest in the type of work that their company represents.

“There was an overwhelming response from the companies as well as the unions. In just one year we have electricians, plumbers, local banks and insurance companies now part of this program. If there is an interest from a student in a field that we currently do not have participation from, we try to find it. I’m happy to say that we have hired a couple of these kids and hope that they will have the same passion that we have in our industry. The lack of young tradesmen and women in many vocational industries is a huge issue and we are hoping that other programs in other areas will soon mimic what we are building to protect and keep our industry alive in the years to come.”

Bringing employees in means keeping them safe, of course, and Schroeder pays attention to this important detail.

“We hold an annual safety breakfast. At this breakfast we have a professional come in and go over scenarios that some of our people have been in and some that could happen. When our guys are working with their backs to traffic they have to trust that the certified flaggers are watching everyone.

We tell those flaggers, don’t just look at the car but make eye contact with the person driving it.

“We also perform random drug testing on the employees who drive a company vehicle.

“Finally, making sure the employees have proper signage, safety gear and a good plan to execute the job is what keeps everyone returning home to their families at night.

“We do weekly tailgate talks. We try to implement the talk around what we are currently doing on a job or in relation to the weather. When we get these hot days here we discuss staying hydrated and getting in the shade when possible. When that first frost hits, we discuss making sure you’re careful climbing up and down the equipment since it’s slippery.

All of our equipment is labeled with “do’s” and

producer profile “dont’s” because when you work around it everyday you get comfortable. When you get comfortable and let your guard down, that’s when accidents happen. Always be aware.”

Schroeder gives credit for safety and success to all the elements of the business.

It’s an industry effort to keep all the crews staffed. It’s a Schroeder team effort to keep all the crews busy with safe, quality work during boom times and lean times.

“When I look back at our success, there are several factors. Our people are number one, from the estimating team to the guys in the field, to the mechanics keeping everything going, to the women in the office billing and collecting, and finally to all our families for dealing with the long hours that this industry demands from us.

“Our suppliers are another reason for our success with great pricing and service that they give us and we are able to pass this along to our valued customers. Our vendors that we get parts and supplies from have worked with us when we needed things ASAP. We don’t schedule breakdowns and

As part of safety training talks and reminders, the Schroeder team goes over how to use all the proper signage on the job. This includes ample use of barricades, cones and signage to help the motorist understand where they should be and, more importantly, where they shouldn’t be, Brent Schroeder explained. when you need it, you need it now. Downtime will kill your profits. We all work hard and are very passionate about this business.

You can find us there at 5:00 in the morn-

ing every morning and usually until 6-7:00 at night. Anyone can own a company, but in this industry you will never do it alone.”

– By Sandy Lender

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Meet the state exec

Meet the State Exec: APAI’s Kirsten Pauley The Asphalt Pavement Association of Indiana (APAI), Indianapolis, was first formed in 1959. Now, the association includes 19 producer members, representing roughly 95 percent of the asphalt tonnage let to contract in the state, as well as five laydown members, seven binder suppliers, and approximately 80 associate members.

On Jan. 1, 2019, Kirsten Pauley took over as APAI’s executive director, a position previously held by Bill Knopf. Pauley previously served as the association’s technical director for two years.

AsphaltPro spent time getting to know Pauley and learning how APAI promotes the asphalt industry in the state of Indiana.

T

How long have you been in the asphalt industry? I’ve been in the asphalt industry for 10.5 years, since the summer of 2008 when I got into the industry as a summer intern following my first year of college.

Do you have a degree related to the industry? Yes, I have a Bachelor of Science in Civil Engineering 2011 from Purdue University.

Would you share a story from your college days that asphalt professionals can relate to? During my third internship, I had the opportunity to be the superintendent on my own Walmart parking lot resurface project. I set up the schedule, calculated production and trucking, managed the milling sub, coordinated construction phasing to maintain store access, and was the point of contact for the owner. At the end of the summer, I was amazed at everything I had learned and was so proud of being an integral part of the successful project.

What are the top two or three ways APAI has increased association membership in the past, and what do you have planned for the future?

One specific strategy that our retiring Executive Director, Bill Knopf, initiated was offering an introductory membership at half-price and including a complimentary booth at the APAI Winter Conference for three years. That strategy successfully recruited 10 engineering consulting firms to join as associate members of APAI. Many firms retained their membership even after these promotions expired, and we have seen an increase in participation from engineers at our events because of this outreach.

Looking ahead, I think one approach that could help recruit more APAI members would be to increase the number of regional events around the state, outside of Indianapolis. Additionally, this would allow employees of current member companies, who may not always be able to make the drive to Indianapolis, to participate in more events.

In what month do you hold your annual meeting?

We have our annual meeting every December. The APAI Winter Conference is one of the largest in the nation with 650 attendees, half of whom are contractors, one-quarter are agency, and one-quarter are vendors, consultants, educators, or students.

30 // March/April 2019

Pauley has more than 10 years of experience in the asphalt industry.

We also have a trade show with approximately 45 booths. We have concurrently-running educational sessions: an asphalt paving and laydown track, a production and quality control track, a business management track, and an agency track.

Our awards program also takes place during our trade show. It includes quality pavement awards (eight categories, all non-DOT work), safe worker awards (recipients are nominated by their companies for leadership of safe practices in the field), and APAI’s Hall of Fame (individuals are inducted for lifetime contributions to the asphalt industry).

Each year, we give out scholarships at the Winter Conference Awards Banquet to college students planning to pursue careers in the asphalt industry. The scholarship funds are raised throughout the year at our April sporting clays fundraiser, June golf outing, and raffled shotgun. In December 2018, we awarded a total of $52,000 to 23 students at five Indiana universities.

Do you have a staff that assists in preparing the annual meeting?

We outsource meeting planning to an event planning firm for our two largest events of the year, the December winter conference and July summer meeting. We’re in a transition period with the retirement of our previous executive director, and have recently added Jaymie Hunckler as our member services manager. Although my role will remain technical, Jaymie will be focused on marketing, meeting planning, workforce development and membership outreach.

On Jan. 1, 2019, Pauley (right) took over as APAI’s executive director, a position previously held by Bill Knopf (left).

Does your staff hold educational seminars or webinars for members separate from the annual meeting? APAI hosts three to four workshops each year for our membership on topics such as new equipment technologies, what’s on the horizon for performance testing, marketing 101, etc. We plan to have a workshop in 2019 for the chairs and vice-chairs of our 10 APAI committees to learn how to effectively lead meetings and moderate panel discussions, which I believe will be informative and beneficial. We’ve not tried to host any webinars yet.

About how many member asphalt projects do you visit per year?

Each fall, I judge the APAI Quality Pavement Awards program, which involves driving around the state to examine approximately 40 entries. In the future, I’d like to get out to more active construction projects to stay abreast of any new paving technologies and connect with our membership’s field personnel.

Because of my background working for an asphalt general contractor for five years, I’m very comfortable at an asphalt plant and on the jobsite. The smell of asphalt triggers memories of the times I spent early on in my career around asphalt production at the plant and asphalt placement with the crews in the field.

About how many member asphalt plant tours do you assist/are you a part of per year? Our members host plant tours around the state for students in civil engineering and construction management programs, and I try to attend several of these throughout the year to highlight our scholarship program and the career opportunities that our industry offers.

This year, we will be hosting a plant tour for consulting engineers who have on-calls with the DOT to do pavement design. As an engineer with both contracting and engineering consulting

www.THeAsphaltpro.com // 31

Meet the state exec

LEFT: APAI Executive Director Kirsten Pauley, retired APAI Executive Director Bill Knopf, and APAI Past-President John Collett attend Indiana State University College of Technology 50th Anniversary Banquet with APAI scholarship recipients, many of which have upcoming internships with APAI member companies.

RIGHT: Pauley speaks at APAI’s 2018 Winter Conference. experience, I understand how valuable it is for designers to be on jobsites and around the asphalt production process as much as possible.

funding for Indiana, make recruitment and retention of talent to our industry a priority for our association.

About how many state agency or DOT meetings do you attend per year? APAI has two committees which meet regularly with INDOT. Our technical committee meets with INDOT a minimum of six times a year to vet proposed specification changes through industry. Subcommittees of this group were set up to create a more productive working group size and to meet on specific topics, such as performance testing, e-ticketing, testing turnaround times, etc. Our focus committee meets with INDOT approximately three times per year to discuss big picture potential changes to our industry. Both INDOT and the industry understand the value of cooperative partnership to build quality asphalt pavements for Indiana taxpayers.

Could you give an example of a way your state APA assists members with workforce development? APAI launched a partnership with Future Farmers of America (FFA) in 2017. In May 2018, APAI held #Ag2Asphalt at the FFA Leadership Center in Trafalgar, Indiana.

APAI producer members funded the paving of the new parking lot, and FFA brought in approximately 250 high school students to observe the paving operations and learn about career opportunities in our industry. The FFA students are a great fit for the asphalt industry because of their work ethic, experience around heavy equipment, are typically from rural areas, and may be looking for alternative career options other than attending college. NAPA is also interested in growing this initiative, having participated in the national FFA convention in October 2018 and FFA Day at World of Asphalt in February 2019. At this time, approximately 14 other state asphalt associations have reached out to Indiana for information to connect with their local FFA chapter, so I anticipate this partnership will grow over the coming years.

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? 5. INDOT uses Pavement ME exclusively for all roadway designs and frequently lets concrete/asphalt alternate bid projects. Using appropriate inputs and calibration is critical for the Pavement ME software, which is a topic we regularly discuss with INDOT. APAI advocates for a fair LCCA system and is committed to research and education to increase performance of all pavements.

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. A recent survey of our membership predicts 10 percent of our workforce will retire within five years. These retirements, coupled with increased infrastructure

32 // March/April 2019

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. In 2017, all five highway construction associations in Indiana combined efforts to advocate for infrastructure funding. This led to Indiana legislatures passing a highway bill with a 10 cents per gallon gas tax increase. Available funds will ramp up over an eight-year period to an additional $1.2 billion per year by 2024. Approximately one-third of these funds are

APAI’s board of directors and INDOT meet for a partnering session. set aside to go to municipalities through a program called Community Crossings. Since the inception of the CC program, it has been neat to see how transformative this assistance can be to a small town in desperate need of repaired roadways and other infrastructure improvements.

Get to Know Kirsten Pauley Why did you join the asphalt industry? When I went to Purdue to study civil engineering, I had aspirations of being a building designer. As a freshman in 2008, finding an internship was difficult because of the economic downturn. My only opportunity for a civil engineering scholarship was with an asphalt general contractor (NAPA and APAI member), and I remember thinking that “construction surely isn’t that bad and I’ll try it for a summer.” Ha! I worked that summer in an asphalt lab at a plant running quality control tests. I enjoyed the atmosphere of being at the plant and outside, the people I worked alongside, and the variety of each day offering a new set of challenges. I was hooked! I returned to Purdue, changed my civil emphasis to construction, and have worked in and around the asphalt industry since then.

What I’m most proud of in my career is that I took risks and pursued my passion for asphalt, ignored those that told me that construction isn’t real engineering or that women don’t belong in this “rough and tough industry,” and made a name for myself without any family connections in the asphalt industry.

What do you see as the most important part of your job as an executive director of a SAPA? I believe my most important role is to continually improve the asphalt industry’s relationship with INDOT. APAI brought in a facilitator for a partnering session between industry and agency last fall. He used the analogy that oftentimes we approach issues as two opposing sides of a scrimmage, but, if we would see ourselves as being on the same team, it’s much easier to score a touchdown, and both APAI and INDOT benefit.

www.THeAsphaltpro.com // 33

Meet the state exec

TOP ROW: In May 2018, APAI held #Ag2Asphalt at the FFA Leadership Center in Trafalgar, Indiana. APAI producer members funded the paving of the new parking lot, and FFA brought in approximately 250 high school students to observe the paving operations and learn about career opportunities in our industry.

BOTTOM LEFT: In the fall of 2019, a group of four APAI women planned the first Indiana Women of Asphalt event. The event brought together 40 women within the industry, including laborers, equipment operators, project managers, estimators, administrators, accountants and CEOs, to name a few. BOTTOM RIGHT: Students attend Indiana Certified Asphalt Technician (ICAT) program, a certification program put on jointly by APAI and INDOT. What is the most challenging part of your job? I think the greatest challenge working for an association is multitasking many events and prioritizing initiatives. Some of APAI’s efforts from the last two years include hosting lunch-and-learns for engineering consulting firms, exhibiting at several trade shows each year with our newly designed APAI booth, managing two INDOT certification programs, rebuilding our website with online registration/payment for events, working side-by-side with INDOT on the design of a interstate project with 20 asphalt test sections, organizing innovative events such as #Ag2Asphalt, and planning programming for INDOT/LPAs and FFA at World of Asphalt in Indianapolis.

Juggling the administration of these events/initiatives with a staff of two can be overwhelming. However, our board of directors and APAI committee members are actively engaged in the association and always willing to assist where needed. Without a doubt, the variety of what I get to be involved in keeps this job interesting and enjoyable.

What do you find most enjoyable about your job as an executive director of a SAPA? More than anything, I enjoy the amazing people I get to work with each and every day who have been so helpful and

34 // March/April 2019

supportive during my first two years at APAI. I could not imagine a more perfect job where I get to use my engineering degree and continue to learn more about the asphalt industry at a people-focused job that has tons of variety and allows me to live in Indianapolis, where I grew up and my friends and family are.

What has been the most rewarding experience for you during your time as the executive director? Last fall, a group of four APAI women in Indiana planned the first Indiana Women of Asphalt event. We had 40 women from all roles in the industry, from union laborers and operators to project managers and estimators to office administrators, accountants and CEOs. We had overwhelming appreciation from all attendees for the opportunity to network with other women in the industry and share experiences. As a woman who went to work for the asphalt industry at the start of my career and did not know any other females in an operations role like I aspired to, this initiative is incredibly important to me. I hope to build on the success of our initial event and to eventually set up a mentor/mentee program for women in asphalt in Indiana. – By AsphaltPro Staff

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international snapshot

International Recycling Locations M

Making new roads from old asphalt saves natural resources. Pinpointing the locations of these reusable materials maximizes the conservation of dwindling aggregate reserves in nations that need good connections to thrive.

For example, The Netherlands is among the best connected in the world with a mesh of transport links. It has 138,600 km of roads, 3,200 km of railways and 6,200 km of waterways that serve not only the needs of the Dutch but also of every country on the continent that receives or exports goods through Rotterdam, Europe’s busiest port.

Maintaining, improving and extending these vital surface transportation networks demands careful use of natural resources.

These resources are limited in the Netherlands because it is relatively small at just 42,000 square kilometers. Its only source of aggregate for road building is river gravel and the Dutch government first took steps to protect this dwindling reserve in the 1970s. Since then, the natural resource conservation initiative has developed into the wholesale practice of recycling the asphalt from old roads to provide materials for new ones.

“Today between 50 and 70 percent of the base course for a new piece of road comes from recycled asphalt. That’s a very big saving,” said Armon Jongenelen of Dura Vermeer, a Dutch construction infrastructure and engineering company. “Even for the surface layers of a new road, up to 30 percent of the material originates from the surface layer of an old highway.”

Some of the old material may actually have been laid down by Dura Vermeer in the twentieth century. The company traces its origins back to 1855 and has grown into a business employing around 2,400 workers, with revenues of more than a billion euros annually. It has been constructing roads for more than half a century so it would have been likely they built some of the old highways that are now ready to be renewed with recycled asphalt.

36 // March/April 2019

After a road has been completed and opened to traffic, Armon Jongenelen and his colleagues are tasked with checking the quality of the surface so that any damage can be repaired. Dura Vermeer workers use a Trimble R2 GNSS receiver and Gappless app platform on an iPad to record its location, along with information about the state of the road surface.

One of Dura Vermeer’s guiding principles is to be inventive, looking for creative and fitting solutions. As the head of quality in the company’s infrastructure and road construction division, Jongenelen has followed this principle to make sure that only recycled asphalt of an acceptable standard is used in new roads.

In earlier years, road construction was not as carefully controlled as it is today and materials were sometimes used that would not

meet modern standards. Before an old road is milled for recycling, small samples must be taken and analyzed in the laboratory to assess the ingredients.

“Of course, we must keep a record of the locations from where each sample is taken so that the results of the laboratory analysis can be plotted back onto a map of the old road,” Jongenelen said. “Then we will have confidence we’re only using materials from the places where samples have been assessed as

“When we are taking a sample of asphalt, the R2 is positioned on top of the drill. The R2 connects with the iPad via Bluetooth. It takes no more than 10 seconds to get a measurement of the required precision,” Jongenelen said. Getting the data from the R2 into a form that is usable for both the user and the database was facilitated by Gappless

(see sidebar). Trimble has also supplied an application program interface (API) so that the coordinates in the system required by the Dutch authorities are available in the Gappless portal.

After the 12-month test period, Dura Vermeer invested in seven Trimble R2 GNSS receivers for their quality control engineers

The Trimble R2 GNSS receiver unit is mounted to the coring device. good and avoiding recycling materials that are contaminated.”

The key contaminant that must be avoided is tar. This black viscous liquid was used frequently in asphalt and in some countries to seal the surface of roads and parking lots because it produced a smart finish in line with the popular image of “black top.” Another attraction of using tar as a sealant is that it helped to preserve the asphalt underneath.

However, it is not acceptable to include tar in modern roads in the Netherlands and in many other countries. The use of tar in new roads was banned in the Netherlands in 1991.

“That’s why it’s necessary for us to measure accurately the location of each sample of asphalt that might be recycled,” Jongenelen said. “We have to take one sample for every 500 square meters of an old road asphalt and we had been using a simple consumer-style GPS device to get the location data.

It was relatively inexpensive but it was only accurate to within 5 meters.”

After the Dutch government specified that the minimum accuracy of location measurements for tar samples had to be 20 cm, Jongenelen had a decision to make.

“We chose to look for better technology that our staff could use without a problem.”

For a year, he tested a Trimble R2 GNSS receiver in combination with the Gappless app on an iPad, which his team uses for project administration. “The location is captured with one click on the iPad,” Jongenelen said.

*

N O RTH A ME R I C A

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www.THeAsphaltpro.com // 37

International snapshot Digital Project Management Location information from the Trimble R2 is fed into Dura Vermeer’s project management system via the Gappless app platform, which uses the Trimble API to manage the GNSS data.

“We introduced Gappless to our team in 2015 and now it is used by about 450 of our people who manage our projects and collect data from the field,” Armon Jongenelen said. “It is very easy to set up and easier to use than spreadsheets or paper forms.”

Gappless allows a manager to create a digital form for a task or activity, requesting specific data.

The person charged with collecting that data can then access the form on his own iPad when out in the field and then use the touch screen to enter it.

“It means that the manager can see the information that has been recorded in the field,” Jongenelen said.

To assess the condition of the pavement, Dura Vermeer employees take cores with the R2 unit mounted on the coring machine, recording the locations of each before decisions are made about whether it is acceptable for use as recycling material.

The Gappless app shows the location of asphalt sample to be taken. The R2 unit assists the worker in collecting the core within 20 centimeters of accuracy.

38 // March/April 2019

across the Netherlands. While the R2 works with various consumer mobile devices, including those with Android or Windows platforms, Dura Vermeer prefers to link each of its R2s with an iPad because it can host the Gappless software. “The iPads come fitted with SIM cards, which get data through the European GSM (Global System for Mobile Communications) signals from SmartNet NL. This gives us the NRTK [Network Real Time Kinematic] positioning that’s needed for our measurements to be precise within 20 centimeters,” Jongenelen said.

Jongenelen is happy with how the R2 receivers have been performing over the 12 months that they’ve been out in the field, recording the locations of each sample of old asphalt before decisions are made about whether it is acceptable for recycling.

The Trimble R2 and iPad combination has also been pressed into service by Dura Vermeer for two other applications fur-

ther along in the road construction process.

When a new road is being built, the layer of sand and gravel that is laid beneath it must meet a density standard. This is measured by technicians who use a Troxler nuclear density moisture gauge that assesses the degree of compaction. The R2 and iPad are used to record the location of the density measurement, which has to be done every 2000 square meters of road construction.

After a road has been completed and opened to traffic, Jongenelen and his colleagues are tasked with checking the quality of the surface so that any damage can be repaired before the condition deteriorates further. Again, the R2 and iPad are used together to record its location, along with information about the state of the road surface. For assessing the condition of the asphalt, the Dura Vermeer employees use what is probably their most treasured equipment –their eyes.

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The W 210i has dual diesel engines, generating a total 720 horsepower with both engines engaged. Going for maximum productivity, PRS used both engines for maximum cutting power. RIGHT: Kurt Eddy said cutting to the digital models, and staying within the confines of the many different models, was one of the biggest challenges of the Oakland International Airport Runway 12-30 job.

PRS Performs Intricate Airport Cuts

M

By Tom Kuennen

Milling nonstop day and night, milling subcontractor Pavement Recycling Systems Inc., Jurupa Valley, California, cut a veritable mountain of reclaimed asphalt pavement (RAP) from Oakland International Airport Runway 12-30 along the shore of San Francisco Bay. That first phase was followed by a much shorter, second phase a week later. In total, they milled 47,000 tons of asphalt within a 60-hour time frame, plus the single-shift second phase.

“We started milling at 6 a.m. Monday, Sept. 11, and we worked 12-hour shifts nonstop until about 3:30 p.m. Wednesday,” Kurt Eddy said. He’s the operations manager for milling and restructuring, for PRS. Immediately after, the prime contractor—DeSilva Gates Construction, Dublin, California—began paving. The tight window of construction was driven by substantial liquidated damages of over $700,000 per day if the general contractor didn’t open the runway on time.

“DeSilva Gates made the deadline,” Eddy said. “They killed it. PRS appreciated the opportunity to work for DeSilva Gates. They are a fantastic general contractor to work

for. Everything we needed to support our operation was provided, and then some.”

All raw, 3.5-inch-minus RAP was kept on the airport property. It was used to correct elevations of taxiways, building up a levee along the bay shoreline, and other construction purposes.

The mills cut at their standard width of 7 feet, 3 inches, according to Terry Graves, superintendent for PRS. The challenge was not the width of the passes, but the varying depths of the cuts.

PRS has one of the largest milling fleets in the United States, Eddy said. While all are not Wirtgen Group machines, their W 210i mills were on the job for this time-critical project.

“We all had extremely tight time constraints,” Eddy said. “We chose the W 210s due to our experience with this model.”

With the W 210i, three selectable engine speeds enable complete pavement removal at a full depth of 13 inches. But at OAK, the depths of cuts varied constantly.

“Cutting to the digital models, and staying within the confines of all the different models, was one of the biggest challenges of this job,” Eddy said.

www.THeAsphaltpro.com // 41

“The Wirtgen mills were compatible with the Trimble total station system we used on this project,” Graves said. “The speed and the depth varied so much, as we went from cutting zero in some areas, to 11 inches in other areas, depending on what the digital models required.”

In fact, there were five different models they used to control grade, Eddy said.

“There were benches of pavement remaining everywhere, at all different sizes, shapes and depths,” he said.

“Areas of distressed pavement were identified prior to the milling operation, and they were built into the digital models,” Graves said. “There was a minimum requirement of asphalt to be removed for each. The asphalt was to be milled out at 3-inch increments, so if we had to cut 8 inches, we had to go 9 inches deep.”

The changes in models were marked using limit lines on the runway surface. “As we would come up to another line painted on the pavement, it would have a model number which we’d have to change in the settings,” Eddy said. Essentially, PRS would mill at one depth to a limit line; stop and change the model that they were run-

TOP: On Runway 12-30, the extremely dense, FAA mix had been compacted even further by years of airliner landings. BOTTOM: In total, PRS milled 47,000 tons of asphalt within a 60-hour time frame, plus the single-shift second phase.

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“The system received a radio signal, sent that signal to the LevelPro, which converted it to Wirtgen’s ‘language’ and made the appropriate grade changes based on the elevation it’s requiring to be at,” Kurt Eddy said. ning to get to the new depth prescribed by the model; then proceed to the next line, where the model would have to be changed once again.

“We would work in a lineal fashion, and from left to right, within the confines of the models in order to cut the proper areas the way they wanted,” Eddy said. “String lines were painted all over the runway to identify the different models. We could not just start at one side of the runway and go across laterally. Instead, areas were spec-

ified for the models. If you overlapped the model you would run into a different model. The problem with overlapping was, that if you wandered off the area, you would be off-model and essentially off-grade. Therefore, it was imperative that we milled within the confines of each painted out model.”

The Trimble total station system interfaced seamlessly with Wirtgen’s Level Pro system, the automatic leveling system that regulates the pre-set milling depth and actual readout electronically.

“The system received a radio signal, sent that signal to the LevelPro, which converted it to Wirtgen’s ‘language’ and made the appropriate grade changes based on the elevation it’s requiring to be at,” Eddy said. Accuracy of milling was within 100ths of a foot.

“Due to the variable cutting depths that were required, we weren’t able to just go in and operate at 100 percent load all the time,” Eddy said. “Otherwise our time line would have been a lot shorter for pulling the tonnage out that we did. Instead we had to run on virtual string line, which reduced our opportunity to go to max production.”

Wirtgen’s Parallel-to-Surface technology, which is designed to automatically

keep the cutter housing level as the W 210i moves into a cut, accelerated production.

“We set-in hundreds of times out on the airfield and used it on every machine, over and over, because of the way the job was cut up with multiple depths,” Eddy said.

On Runway 12-30, the extremely dense, FAA mix had been compacted even further by years of airliner landings. Nonetheless, there were no mechanical problems during this time-critical project.

“There were no breakdowns the entire time,” Eddy said. That was particularly important, given the logistics of getting personnel into a secure facility, truck movements, marshalling fuel and water supplies, and loss of production to changeovers to different digital models within the 60-hour period. “The fact that we had zero breakdowns, and the machines performed the way we expected them to, took downtime out of the equation,” Eddy said.

Eddy thanked local distributor Nixon-Egli Equipment Co. and Wirtgen America for its loan of the W 220i as backup, and PRS was able to use the new machine toward the end of the project as one of the W 210i mills was dispatched to another job.

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Asphalt Drum Mixers

OEMs Share Recycling Trends

By Sandy Lender

A

Here we see a stockpile of reclaimed asphalt pavement (RAP) sized by the Kleemann Mobiscreen. Photo courtesy Kleemann.

As an environmentally responsible industry, the asphalt community is a tough act to follow. The National Asphalt Pavement Association (NAPA) has stated in its Annual Warm-Mix and Recycled Asphalt Survey that, “[a]s early as 1993, the Environmental Protection Agency and Federal Highway Administration identified asphalt pavement as America’s No. 1 recycled product in a report to Congress. Over the years the asphalt pavement industry has been a constant innovator in finding ways to make its products more environmentally friendly— from reclaiming old asphalt pavements and rejuvenating their component parts for use in new pavements to the incorporation of recycled materials to the adoption of energy-saving warm-mix asphalt technologies.”

With this industry recycling upwards of 78 and 79 million tons of material per year,

46 // March/April 2019

we have a stellar track record. But we don’t rest on our laurels. The members of the asphalt industry are known to innovate and keep striving for better results.

When state departments of transportation (DOTs) balked at the use of recycled materials, referring to them as waste or substandard, industry responded with research, facts and innovations for shoring up the use of materials. Any problem can be solved, even if the problem is merely perception. And when the problem really exists, such as aged binder within the reclaimed product, well, we came up with a way to rejuvenate the binder. We came up with ways to protect the binder from the dryer flame as we add RAP to mixes. As I said, any problem can be solved when an industry such as this one gets together at the table.

Another worry some DOTs brought to the table was the introduction of RAP of unusual size (R.O.U.S.). Yes, I just channeled the late William Goldman. The original equipment manufacturers (OEMs) in our midst had an answer for that one, offering screening solutions to shake RAP into different size stockpiles. Fractionated and separated RAP meant more precise mix designs with this black gold.

A number of OEMs are committed to bringing recycle solutions to producers.

We reached out to crushing equipment OEMs specifically to address what’s coming up in 2019 and how they can help producers respond to DOT wishes now. Take a look at the next few pages to see how these respondents could help you with your recycling goals.

Tim Gonigam, President of Astec Mobile Screens

The Astec Mobile Screen ProSizer® 3600 Plant

Q

What is your full name and title at KPI-JCI and Astec Mobile Screens?

Tim Gonigam, President of Astec Mobile Screens

Q

How long have you, personally, been involved in the aggregate industry? I have been involved in the aggregate industry for 35 years.

Q

What is your favorite aspect of the aggregate industry? My favorite part of the aggregate industry is being able to provide solutions to a customer’s problem while also trying to reduce their costs.

Q

What pieces of equipment does KPI-JCI and Astec Mobile Screens manufacture for the recycling arm of the aggregate/asphalt industry?

• ProSizer® Series impactor plants • track crushers and screens • Fold ‘n Go portable screens • horizontal screens • incline screens • high frequency screens • multi-frequency screens

Q

What would you say will be the top three catalysts in North America driving asphalt mix producers to take on their own recycling crushing and screening production/activities during 2019? I believe the top three catalysts will be production costs, being able to recycle on-demand without stockpiling, and having better control of gradation and mixes.

P&S Paving uses two separate feeders, allowing them to feed to either the screen or impactor first, depending on the material. This process keeps more asphalt on the rock and extends the wear life of the equipment. They also break the product back down into two sizes, giving them better control of their mix designs. Photo courtesy Astec Mobile Screens.

Q

Many state agencies wrestle with the concept of increasing the percentage of recycled asphalt pavement (RAP) in mixes while maintaining excellent pavement performance. How do you guide KPIJCI and Astec Mobile Screens’ clients in equipment use for providing high quality fractionated RAP? The best thing clients can do is treat RAP the same way they would treat virgin aggregate.

This involves breaking the RAP back down to its original size, making sure to have controls in place to separate the products based on binder types or content, and also minimizing the segregation in stockpiles.

Q

Many state agencies also wrestle with the use of recycled asphalt shingles (RAS) at any percentage at this time. What is your prediction concerning the use of RAS going into 2019, and does KPI-JCI and Astec Mobile Screens provide a grinding solution for this material? I believe the use of RAS will continue to decline in 2019 until state agencies and end users are more comfortable with the results they achieve. Astec Mobile Screens has had some experience with screening shingles and our sister company, Peterson Pacific Corporation, builds grinders for RAS processing.

www.THeAsphaltpro.com // 47

Q

For the asphalt mix producer processing larger chunks of asphalt millings for use in future mixes, what type and arrangement of crushing and screening equipment do you recommend? Any time you are processing large chunks of asphalt, they need to go through a horizontal shaft impactor first. We believe the best system incorporates a horizontal shaft impactor with a vibrating grizzly feeder and a screen with a separate belt feeder.

If you are processing 6” minus RAP, it is typically fed through the belt feeder first and then to the screen to remove as much product as possible before crushing.

Large slabs should go directly to the impactor and then onto the screen.

Evan Clarke, Vice President of Kleemann

Q

Q

Do you have a client you give as an example of the above arrangement? How did that client’s production tonnage or quality increase with the arrangement you describe? P&S Paving is a good example of a system like this. They have the flexibility of processing both slabs and millings without generating excess fines. The producer uses two separate feeders, allowing them to feed to either the screen or impactor first, depending on the material. This process keeps more asphalt on the rock and extends the wear life of the equipment. They also break the product back down into two sizes, giving them better control of their mix designs.

Q

What is the KPI-JCI and Astec Mobile Screens philosophy regarding the re-use of materials in the road-building sector of the construction industry? Many people associate the term “recycle” with material that is second-rate, poorquality used material. Due to this misconception, RAP has been treated as an invaluable waste product, with little time and money being invested into its processing. In reality, any recycled product is worth what it replaces and its value can be enhanced if the material is processed and treated like virgin material. Because it can be processed and used to replace virgin aggregate and liquid asphalt, there is great value in this recycled product.

48 // March/April 2019

too familiar and it’s fun to bring something innovative and new to the market.

Engaging with customers about how they process materials and approach jobs with new technology is something that continues to motivate us. Providing the tools AND the expertise gives us partnerships that keep us Close to our Customers.

Q

What is your full name and title at Kleemann? Evan Clarke, vice president, Kleemann

Q

How long have you, personally, been involved in the aggregate industry? As vice president North America for Wirtgen Group’s Mineral Technologies operating company, Kleemann, I have worked since 2007 to introduce the Kleemann brand to the United States market. I began with Wirtgen Group in 2000, when I launched Kleemann U.K. as marketing director, introducing the Kleemann brand to the United Kingdom market.

Prior to Kleemann, I worked at Powerscreen International from 1990, heading up the Aggregate Washing Division, responsible for the manufacturing, design and installation of all aggregate washing plants, traveling the globe, meeting dealers and customers, and designing systems and solutions.

Earlier I worked for shipbuilder Harland and Wolff in the drawing office, and then as a manager for its Ship Repair Division, in Belfast, Northern Ireland. I worked at the same yard where the Titanic was built and from which it was launched in April 1912. I am a native of Belfast.

Q

What is your favorite aspect of the aggregate industry? It’s exciting to be part of changing the market in North America. Not only are we relatively new to the North American market, but we are a technology leader. Many of the familiar brands and processes have become a bit

What pieces of equipment does Kleemann manufacture for the recycling arm of the aggregate/asphalt industry?

• MR 110 Z Si EVO2 • MR 130 Z Si EVO2 • MC 100 Ri EVO • MC 110 Ri EVO • MC 110 Zi EVO • MS 702i EVO • MS 952i EVO • MS 703i EVO • MS 953i EVO

Q

What would you say will be the top three catalysts in North America driving asphalt mix producers to take on their own recycling crushing and screening production/activities during 2019? The need to process or beneficiate milled asphalt into an engineered, valueadded aggregate material is a requirement for increased utilization of RAP in mixes.

Blended stockpiles of same-sized RAP aggregate provide, on average, consistent residual asphalt contents of RAP, important for meeting stringent state DOT specs.

These are among the reasons asphalt producers are purchasing their own impact and jaw crushers for their plants.

Also, we continue to see increased demand for Kleemann in our dealers’ rental fleets as well as retail sales. Crushing and screening continues to be a rentaloriented market. Many contractors will rent machines before converting the asset to a purchase for several reasons, including workload balance.

Q

Many state agencies wrestle with the concept of increasing the percentage of recycled asphalt pavement (RAP) in mixes while maintaining excellent pavement performance. How do you guide Kleemann’s clients in equipment use for providing high quality fractionated RAP? With their capability to produce accurately-sized, cubical-shaped end-

The Kleemann Mobirex MR 110 Z S Evo mobile impact crusher has a compact enough footprint to fit right into the asphalt plant yard. Photo courtesy Kleemann. product, mobile impact crushers work well as stand-alone plants, or they can add significant productivity to any operation, working in tandem with a jaw crusher or screen plant.

They are an ideal choice for smallerscale recycling operations, on-site recycling, and for tight-space urban and roadside recycling of C&D, concrete and asphalt. These tracked crushers can process 100 to 500 tons per hour.

Impact crushers are preferred for processing RAP, as residual asphalt in RAP has the potential to clog or gum up jaw or cone crushers. That’s not a problem with impactors, which break up product by internal rotors, which hurl it against a crusher apron, on which it breaks and drops to a conveyor.

While the basic principle of an impact crusher has remained relatively unchanged for years, the advancement of process and control technology has greatly increased the productivity of these units.

The use of the Kleemann Continuous Feed System using monitoring technology such as sonic sensors to monitor the fill level of the crusher, and adjust the feed rate accordingly, is just one example.

Operator interfaces are being substantially improved. Fully hydraulic

adjustments that can be operated through a touch panel user interface, with many similarities to your smart phone, are a great example. This technology allows the user to not only adjust the gap setting from the operator panel, but also gives full insight to the status of the equipment, fuel efficiencies, and drive efficiencies.

Kleemann’s new Spective operator interface is intuitive, easy to understand, and supports the operator in his work, as it’s simple to use. The user is supported right from the beginning with the operation of the touch panel. He or she is guided step-by-step through the startup process, then the system starts.

With Spective, on the start screen the operator sees a diagram of the entire plant with its adjustable functions. The desired function is selected and the operator is guided through all necessary steps with clear instructions. If a fault occurs during machine operation, a fault diagnosis is shown on the display.

Downtimes are reduced with fault localization, a description of the fault, and tips on its elimination. The 12-inch touch panel is not susceptible to dust and is easy to read with the adjustable light and contrast settings, even in strong sunlight. It responds to the touch of fingers, tools, pens or gloves.

www.THeAsphaltpro.com // 49

Q

Many state agencies also wrestle with the use of recycled asphalt shingles (RAS) at any percentage at this time. What is your prediction concerning the use of RAS going into 2019, and does Kleemann provide a grinding solution for this material?

We do not market equipment for grinding shingles, which often is done by a separate waste material processing firm apart from the asphalt producer.

Q

For the asphalt mix producer processing larger chunks of asphalt millings for use in future mixes, what type and arrangement of crushing and screening equipment do you recommend? In your experience, what is the benefit of this arrangement? In a mobile crusher, the Kleemann Continuous Feed System (CFS) optimizes crusher throughput, but when used with multiple Kleemann mobile crushers, is controlled via an interlink network that manages multiple crushers and allows them to work together at maximum production.

In a single mobile crusher, with the CFS, each step the material goes through in the mobile crusher is wider than the width of the one before it, eliminating choke or wear points. As the crusher is diesel directdriven via a fluid coupler, feedback is provided from the engine to the controlling computer, allowing indications when the crusher may be getting overloaded.

The continuous feed system makes an essential contribution to the high performance of the plant. Depending on the crusher utilization level, the conveying frequencies of the feeder trough and the grizzly are controlled independently of one another and thus guarantee a continuous and optimized feeding system.

Thus CFS provides a more equal loading of the crushing area, significantly boosting performance. It maintains a choke feed to the crusher, eliminating stops and starts of the feed system, improving production, material shape and wear. When used with multiple Kleemann crushers, the Kleemann CFS is controlled via an interlink network.

Q

What is the Kleemann philosophy regarding the re-use of materials in the road-building sector of the construction industry? RAP combines a high residual asphalt cement content with

50 // March/April 2019

aggregate that has already been acquired, permitted, shot, processed to meet state specifications, and transported. This makes RAP a valuable product to the asphalt producer.

Producers apply different monetary values to recycled asphalt. Some value RAP the same as other aggregates, others up to four times that. This is why it’s so important to manage the transportation, storage, processing and utilization of recycled asphalt materials.

The re-use of milled and demolition asphalt has many advantages. The process is taking a worthless “demolition waste product” and re-purposing it as a valuable finished product. Once milled asphalt is crushed and reclassified by size, the asphalt producer can use 15 to 25 percent recycled material in its new asphalt mixes. This helps the producer save money on new raw aggregate products, as well on purchase of asphalt cement.

Once asphalt millings are removed from the road surface, the contractor needs to find a place to store the millings or waste products until they can be reused. Recycling asphalt, then, is not only a cost saving to the producer, but is environmentally responsible as well.

engineer 15 years ago. My career steadily progressed and I held the role of Engineering Manager Crusher Platforms for six years where I led the Design Department of approximately 50 staff designing many brand new innovative machines, which were suitable for many applications including the aggregate industry.

For the past three years I have held the role of Business Line Director for EvoQuip, which is a new brand within Terex that offers a compact range of crushing and screening equipment.

These compact machines are suitable for many applications including aggregate production and recycling among others.

Q

What is your favorite aspect of the aggregate industry? With my engineering background I really love the machines—investigating the needs of customers, researching and incorporating new technologies, seeing them come together from concept, to design, to build, and finally to them working and making a real impact to people. I have a real passion for the equipment and strive to continually improve the features to benefit our customers.

I also love interacting with our customers and seeing how EvoQuip helps them. We provide application based solutions and it is very rewarding seeing these solutions making improvements to the customer’s product and their business.

I get a real sense of achievement from seeing the EvoQuip machines in the field and gaining traction as a new brand.

Q

Matthew Dickson, Business Line Director of EvoQuip

What pieces of equipment does EvoQuip manufacture for the recycling arm of the aggregate/asphalt industry?

• Cobra 230 open circuit & 230R closed circuit impact crusher • Cobra 290 open circuit & 290R closed circuit impact crusher • Colt 600 Scalping screen • Colt 800 Scalping screen • Colt 1000 Scalping screen • Bison 280 Jaw crusher

Q

Q

What is your full name and title at EvoQuip? Matthew Dickson, Business Line Director, EvoQuip

Q

How long have you, personally, been involved in the aggregate industry? I joined Terex as a graduate

What would you say will be the top three catalysts in North America driving asphalt mix producers to take on their own recycling crushing and screening production/activities during 2019? In my opinion, the top three catalysts are:

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EvoQuip offers closed circuit impactors, the Cobra 230R (pictured) and Cobra 290R, which are combination crushing and screening plants. These machines can be used to achieve up to two products, according to the manufacturer. Photo courtesy EvoQuip.

• The desire to improve their competitiveness by being able to reuse some of the recycled product which reduces costs of waste disposal; • State legislation regarding the percentage of recycled asphalt allowed; and • Reducing the use of natural resources by processing a “waste,” and incorporating it into a saleable product there by saving on raw material costs.

Q

Many state agencies wrestle with the concept of increasing the percentage of recycled asphalt pavement (RAP) in mixes while maintaining excellent pavement performance. How do you guide Terex Materials’ clients in equipment use for providing high quality fractionated RAP? Each state has different rules on the percentage of recycled asphalt that can be reused. At EvoQuip, we help advise customers on how best to configure their equipment to achieve the desired product sizes. We provide our customers with application based solutions to achieve the required product split that can be reused in line with local state legislation.

52 // March/April 2019

Q

Many state agencies also wrestle with the use of recycled asphalt shingles (RAS) at any percentage at this time. What is your prediction concerning the use of RAS going into 2019, and does Terex Materials provide a grinding solution for this material?

EvoQuip does not provide a solution for this however our sister brand CBI does.

Q

For the asphalt mix producer processing larger chunks of asphalt millings for use in future mixes, what type and arrangement of crushing and screening equipment do you recommend? In your experience, what is the benefit of this arrangement? It is dependent on what the customer’s requirements are for product sizing, the number of products they are trying to make and the capacity they want to achieve.

EvoQuip offers closed circuit impactors, the Cobra 230R and Cobra 290R, which are combination crushing and screening plants. These machines can be used to achieve up to two products.

For higher capacity applications we suggest using the standard Cobra 230 or

Cobra 290 impact crushers with one of our Colt screening units. With a range of media and apertures available it provides the customer with the ability to adapt to suit differing applications.

We also provide excellent aftercare in terms of parts, technical support, and training ensuring that the customer is fully supported and can maintain optimum output.

Q

What is the EvoQuip philosophy regarding the re-use of materials in the road-building sector of the construction industry? Our Purpose: To help improve the lives of people around the world.

Our Mission: To provide solutions to our Machinery and Industrial Product customers that yield superior productivity and return on investment.

EvoQuip is invested in making the world a better place to live by working to serve the needs of our customers, investors and team members. We continuously search for new and better ways of doing things with a focus on eliminating waste and increasing onsite recycling.

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The RM 120GO! from Rubble Master thinking. We look at the world and the industries we serve differently. Exposing brand-new or lifelong aggregate producers to more profitable solutions for material disposal and production is what drives RM everyday—it’s who and what we are.

Q

What pieces of equipment does Rubble Master manufacture for the recycling arm of the aggregate/ asphalt industry?

• mobile crushers • tracked scalping screens • tracked incline screens • tracked stacking conveyors

Gerald Hanisch, Founder and Owner of Rubble Master

Q

What is your full name and title at Rubble Master? Gerald Hanisch, founder and owner

Q

How long have you, personally, been involved in the aggregate industry? More than 3 decades

Q

What is your favorite aspect of the aggregate industry? My favorite aspect is the process of exposing customers to the Rubble Master way of

54 // March/April 2019

Q

What would you say will be the top three catalysts in North America driving asphalt mix producers to take on their own recycling crushing and screening production/activities during 2019? First, asphalt is one of the most recycled materials in the United States and the volume keeps increasing every year.

The waste asphalt volume each producer generates justifies owning a plant. There are many different impactor plants out there that fit to each asphalt producer’s capacity needs.

Second, doing asphalt recycling inhouse instead of subbing it out keeps your cash in-house. It makes also your own operation more efficient as you keep your

own crew busy when business is slow or during off-season.

Third, it opens up new in-house solutions. Crushers and screens become more mobile and compact, which allows road-builders to take their plant to job-sites and other yards and process other material which increases the utilization and allows them to harness more revenue sources than crushing at their asphalt plant.

Q

Many state agencies wrestle with the concept of increasing the percentage of recycled asphalt pavement (RAP) in mixes while maintaining excellent pavement performance. How do you guide Rubble Master’s clients in equipment use for providing high quality fractionated RAP? Rubble Master has spearheaded the industry for years by promoting high quality finished products. Material shape, final gradation and cleanliness are key for market acceptance. Therefore, it is important to use the right equipment to get to the desired finished products and to adapt the right job-site logistics to avoid any contamination. Rubble Master’s experienced dealer network, close customer support and on-site product trainings will insure that customers get their desired end products.

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56 // March/April 2019

Q

Many state agencies also wrestle with the use of recycled asphalt shingles (RAS) at any percentage at this time. What is your prediction concerning the use of RAS going into 2019, and does Rubble Master provide a grinding solution for this material?

We don’t offer any grinding solutions but our screens are excellent at screening shingles.

Q

For the asphalt mix producer processing larger chunks of asphalt millings for use in future mixes, what type and arrangement of crushing and screening equipment do you recommend? In your experience, what is the benefit of this arrangement? Processing millings is always more of a screening job than a crushing job. You will find that a high percentage of a millings pile doesn’t need to be crushed. In addition the small finished product is typically a challenge for every crusher’s on-board screening solution. To boost production and lower operating (wear) cost, it is recommended to tie in a separate screening plant. A tracked scalping screen prior to an impact crusher segregates already finished product from oversize. The oversize can then be fed into an impactor for further processing. Less fines inside the impact chamber will result in lower wear costs and also higher production performance.

should be able to participate in recycling construction debris. I founded Rubble Master in 1991 at a time when others were tentatively beginning to think about recycling C&D waste. I’ve always looked at the crushing industry differently. When I turned my sights to the larger spectrum of machines, I was unimpressed with what I saw. I didn’t understand why a machine had to be over

100,000 pounds. To be honest, I didn’t like the way the table was set, so I flipped over the table. Today we develop, manufacture and sell compact crushers, which are more compact, quieter and easier to mobilize than any other crusher in the market but with the production capacities of big machines. This is what has made us the world market leader in mobile compact crushing.

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Q

Do you have a client you give as an example of the above arrangement? How did that client’s production tonnage or quality increase with the arrangement you describe?

A large road builder in Boston found that screening a millings pile doesn’t leave a lot of oversize. There was no need for a 100,000-pound impact crushing plant to process what’s left. They tied in a compact impactor to eliminate the little amount of oversize. The entire setup has a minimal footprint and leaves enough space in their yard for other equipment and trucks to move around.

Q

What is the Rubble Master philosophy regarding the re-use of materials in the road-building sector of the construction industry? We firmly believe the days of disposing concrete and asphalt rubble are over and everybody

www.THeAsphaltpro.com // 57

5 Manufacturing Trends to Watch in 2019 From AEM

Editor’s Note: As readers return from World of Asphalt and AGG1 2018, we have this snapshot from the Association of Equipment Manufacturers (AEM) predicting how technology will influence the OEMs you saw there as 2019 progresses.

1. Intelligent Manufacturing The concept of intelligent manufacturing is always changing. But in the simplest sense, it can be defined as a large-scale integration of cutting-edge artificial intelligence and advanced manufacturing technology and processes. Ultimately, intelligent manufacturing serves to help companies optimize organizational systems, improve product quality, increase the efficient allocation of resources and positively impact customer service.

Advancements in digital technology drive the rise of intelligent manufacturing. It’s now possible for integrated systems to enable communication and collaboration between equipment and people, allowing for the creation of customized products to be accomplished with the efficiency of mass production. In doing so, manufacturers can increase customer engagement and positively impact relationships with equipment end users.

In fostering the development of a connected ecosystem of people and equipment communicating in real time, manufacturers are poised to better meet the needs of the industries they serve while simultaneously reducing cost and inefficiencies.

2. Data Utilization Being able to simply manage the mounds of data generated by manufacturing processes is not enough anymore. Companies need to go beyond efficiently storing information and consider how best to go about using it to gain insights into their businesses and make actionable and informed decisions about their future.

In the most traditional sense, data management consists of harvesting company data, constructing an ecosystem to support it, and then acquiring business intelligence hardware to aid in organizational assessment and analysis. The problem is there’s often too much data to manage, so companies fail to consistently make observations or find useful takeaways from the information. In short,

60 // March/April 2019

they’re not utilizing the data, and they’re not really even managing it, either.

Organizational data can be overwhelming to manage. But leading companies today are establishing processes and investing in tools to help increase both profits and productivity. And, as technology continue to develop and evolve, opportunities related to data utilization will become more and more prevalent with time.

3. The Internet of Things (IoT) The marriage of networked sensors and intelligent devices with connected equipment on the manufacturing plant floor has been one of the most impactful and transformative trends the industry has seen in quite some time. The ever-developing IoT has not only turned traditional supply chains into interconnected and dynamic systems, it has: • Fundamentally change the way in which products are made • Increased organizational efficiency • Improved organizational safety • Reduced organizational costs and complexity Look to enterprise business models for big change. More specifically, the IoT could lead to more high-value equipment being leased, as opposed to being sold outright.

The machinery of the future could be outfitted with built-in sensors and marketed as both a product and service. As a result, equipment owners would then be able to monitor it remotely and provide maintenance, repairs and necessary upgrades automatically. This would allow end users to focus on the work at hand instead of worrying about the condition of the equipment, leading to increased productivity.

4. Workforce Training There’s no overstating the seriousness of the manufacturing industry’s skilled worker shortage in 2019. Manufacturing employs roughly 9 percent of the U.S. workforce, yet it is increasingly unable to fill necessary positions with qualified people. As it stands, there are three times as many open skilled labor positions than are being filled. The skills gap is a significant problem right now.

Image courtesy AEM By investing in training and education, key stakeholders inside and outside the manufacturing industry can begin to connect with the workforce of tomorrow, inspire them to strongly consider a career as skilled workers and develop them into qualified employees.

5. Artificial Intelligence Artificial intelligence is everywhere, so it comes as no surprise that it’s beginning to be incorporated more and more info manufacturing. In the near future, manufacturing facilities will evolve into connected networks of people and machines with supply chain assets, design teams, production and quality control, all integrated into a highly intelligent engine that monitors everything and provides actionable data and insights.

Artificial intelligence can come in many forms, and the industry can expect it to make its presence more and more known in manufacturing facilities as: • Virtual reality • Automation • IoT infrastructure • Robotics While there are concerns about artificial intelligence eventually replacing human workers in a variety of industries, what seems clear is the technology will drive increased efficiency and productivity. By incorporating the technology to help manage operational assets, companies are free to focus their time, effort and resources on product innovation and other key strategic priorities.

For more information, visit www.aem.org/think

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By Jessica Batchelor

F

For the past two decades, APAC-Missouri Inc., an asphalt, aggregate and construction company, has been recycling used roofing shingles into asphalt pavement mixes. Over the years, the company regularly ran into problems caused by a lack of storage space for the recycled asphalt shingles (RAS). This led to issues with excessive moisture.

After having conversations with several farmers in the Missouri area who have purchased fabric structures and doing some research, APAC Asphalt Superintendent Robbie Freels made a decision. He purchased three fabric structures, one for each of his company’s locations, hoping that the structures could protect his material and improve his operation’s efficiency.

from a pile with 20 percent moisture content goes through the drying process, it can cost a company over 6 percent more in fuel costs, when compared to a RAP pile with 3.5 percent moisture content.

Operating costs also increase.

Moisture also causes a stall in an operation due to a longer wait during the drying process and possible problems during use. Research has shown, if the moisture level in RAS piles exceeds 7-8 percent, it can cause issues, such as the RAS being “too sticky,” leading to buildup in the feeders and sticking to the belts. Therefore, if aggregate moisture is managed there will be fewer complications, creating a more efficient workday.

Problems with Moisture in RAP and RAS Piles

If an asphalt company works with the right fabric structure manufacturer, they can get a structure engineered to meet all regional building codes and weather requirements.

“The fabric and the size of the pipe looked a lot sturdier than other fabric buildings we were looking at,” Freels stated, after opting for buildings from ClearSpan Fabric Structures.

Galvanized steel is coated with a protective coating of zinc to make it corrosion-resistant and strong. A cover that is moisture-resistant, climate controlled and strong in order to withstand all weather is also important. A rip-stop weave fabric cover design helps resist tearing, allowing the cover to withstand high winds,

Producers know that when RAS and reclaimed asphalt pavement (RAP) piles are exposed to inclement weather conditions, such as heavy rain and high humidity, the piles tend to hold in too much moisture. This forces unneeded costs and obstacles in a company’s operation. For a long time without adequate storage space, APAC was forced to store its piles outdoors.

“We just had to pile them outside, and they were collecting a lot of moisture,” Freels said.

When piles are exposed to a lot of moisture, it increases drying time, forcing fuel costs to shoot up. For example, when material

62 // March/April 2019

APAC’s Fabric Options

heavy rain and snow loads. The weave also stops tiny tears from expanding, so users can easily patch them before they become a bigger issue.

Some companies also offer climate-sensitive covers, which help decrease moisture buildup and create a comfortable interior environment in just about any climate.

APAC decided to build on a 6-foot concrete block wall, which gave them the height that was needed to allow access for trucks, materials and equipment, while also providing them extra storage space.

“We got the most space we could possibly get,” Freels said. “We pile the shingles up to the rafters.”

Ideally asphalt companies should opt for fabric structures that are designed with no support posts and high clearances, because it makes it easy for machinery and equipment to maneuver inside.

The design creates an open floor plan, allowing companies to lay out the interior for the highest work efficiency and maximum storage space.

Expansion to Come

Freels was so pleased with the structures he hinted at potentially getting more for other operations within his company.

“We are extremely happy with the three of them, and we’re talking about purchasing a couple more to use for our quarry operations,” he said.

By their very nature, fabric structures make it easy to expand.

While they generally have a set width, expanding lengthwise can be done in a matter of days. The structures are also easily installed, come in all different sizes, and can be built wherever needed.

Moisture is a common problem many companies run into when storing RAP and RAS piles, and that is why it is so important for these materials to be stored in a spacious, dry and climate-controlled space Moisture is a common problem many companies run into when storing RAP and RAS piles, and that is why it is so important for these materials to be stored in a spacious, dry and climate-controlled space. Fabric structures offer that, because they are durable, feature an open interior layout for maximum work and storage space, and allow opportunity for easy expansion.

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product Gallery

Check Out What You Need for 2019 Work Zones T

This issue hits the streets before we get back to paving the streets. It’s still technically “winter weather” in much of North America, thus pothole patching may be going strong in your neck of the woods. While that’s going on, many contractors are doing what you’re doing: thinking about the upcoming paving and pavement maintenance season. Is your fleet ready? The original equipment manufacturers (OEMs) listed below have components, parts and pieces, as well as full hunks of iron, software add-ons and consulting services to help you make the fleet street-ready.

For example, the team at Neal Manufacturing, a division of Blastcrete Equipment LLC, Anniston, Alabama, specializes in pavement maintenance equipment and released a preservation package that includes the DA 350 in 2018. Maury Bagwell, the lead engineer at Neal Manufacturing writes that the sealcoating machine allows operators to use one machine to tackle four tasks associated with sealcoating jobs.

1.Blowing and cleaning.

2.Cutting in.

3.Spraying.

4.Squeegee application.

Bagwell explained, “Together, spraying and squeegeeing can deliver a sealcoat that lasts as much as 40 percent longer than either method alone. From pre-application preparation to extended protection after the job is done, the DA 350 offers contractors a way to do it all with a single machine.”

You can get more information from (770) 830-1282 or eric@nealequip.com.

Then the team at Topcon has released the Topcon SmoothRide resurfacing system, which is designed to assist road resurfacing contractors in determining thickness boundaries while maintaining projected yield without the need for road or lane closures.

Murray Lodge, senior vice president and general manager of the Topcon Positioning Group Construction Business Unit, shared: “We’ve developed a way to scan roads at highway speeds with no need for lane clo-

64 // March/April 2019

sures, crash trucks, escorts or any other typical road survey collection obstacles.

With the new RD-M1 scanning unit, the system maps the existing surface elevations… providing more accurate data needed to confidently estimate materials, as well as form the basis of the final design surface.”

The SmoothRide system uses a Topcon RD-M1 (Realistic Dimension-Mapping One) road resurfacing scanner that is attached to a vehicle. The downward facing laser scanner connects to a standard tow hitch or the front of any vehicle with standard tow hooks. The unit is designed to collect millions of points at scan rates of up to 100 times per second.

The collected data is automatically timestamped and stored for the next step of data management and point cloud generation.

The mounted scanner captures millions of data points that are collected safely from the cab of the truck or car. Topcon points out that the driver can begin a road-surface surveying session by clicking the start button on their laptop computer and go.

The RD-M1 employs Collect 2.0 graphical collection software, which features an interface status bar that indicates the optimum speed for collecting road information based on the project requirements.

“I like that we can collect accurate topos while driving 50 miles per hour,” stated Chris Smithson, project manager with Big Creek Construction, Lorena, Texas.

“We used it recently on a 3.5-mile section of Ranch Road 2838 in Mexai, Texas, where we were able to give the state more accurate cross sections and dirt quantities on the two-lane road and shoulders project we worked on. It saved us time and money.”

A feature called “Memos” is designed to allow operators to create balloons with messages on a map. The collected data can also be made visible in the processing software—enabling specific site conditions to be noted for future reference.

A “Manage Runs” feature is designed to enable operation without necessitating an

internet connection. Operators can copy data collections to a USB drive, delete them from the hard drive, and add or remove them from the manager.

The RD-M1 Collect 2.0 software has a “Plan Route” feature that allows for the import of kml files of predetermined routes.

Kriss Maas, manager of machine control, Topcon, said: “Using the map downloader, operators can be assured of having all map details visible while collecting data, without the need of an internet connection.

Additionally, overlapping locations can be managed by creating areas where predefined overlaps are required for the project. The detailed road surface scanning can be used to create and manage large point cloud information with our intuitive ‘Mobile Master Office’ software. The data can then be seamlessly transferred into MAGNET Office software’s ‘Resurfacing’ module to bring out the full array of software features needed to meet smoothness and cross slope requirements, while adhering to any minimum or maximum thickness specified for the job.”

“We use the 3D scanner part of SmoothRide as a survey tool to safely collect the data we need and eliminate hours of cross-section measurements,” stated John Dowalter, survey and machine control manager for Shelly and Sands, Zanesville, Ohio. “The system’s RD-M1 Scanner is great for capturing bridge approaches that sometimes have a big skew leading up to the bridge surface. That feature helped tremendously on a recent resurfacing section of I-71 between Columbus and Cleveland, which has a number of bridges that could have occupied hours of time for my crew.”

New and updated equipment and software only matters to your bottom line if you can get it in a timely fashion. AsphaltPro has shared the parts ordering portals and advances available in the marketplace before, and now companies such as Dynapac have announcements about their increasing efficiencies.

The cloud-based, after-sales service solutions provider Syncron™, based out of Stockholm, announced Jan. 30 that Dynapac, based in Atlanta, has achieved and maintains a 97 percent fill rate by using Syncron Inventory™. It has been reported that humans require at least $3.7 trillion of investment in global economic infrastructure every year from now until 2035, thus updates to roads and airports will be a lucrative and important business. Companies like Dynapac are focused on ensuring failing parts are repaired proactively and that complex, global service parts inventory is optimized.

“At Dynapac, ensuring part availability to keep our machines up and running is our top priority,” said Abhijit Som, vice president aftermarket at Dynapac. “The road industry is very demanding when it comes to uptime. Oftentimes, roads are built overnight, and crews only have a set number of hours to complete the job. This makes proactively repairing machines to support maximized product uptime paramount to success. With Syncron, we can manage 150,000 unique items and have visibility into the entire global network…”

With machine lifetimes of up to 20 years, there are multiple slow-moving, critical parts that Dynapac must ensure are available when and where customers need them. Because demand trends for these items are not standard, a sophisticated service parts inventory planning solution is necessary. Going forward, Dynapac aims to further connect its sensor-equipped machines with its data management and service parts inventory planning systems via the Syncron Service Cloud. More paving machines are being equipped with IoT sensors and Dynapac plans to leverage the data collected from these machines to provide in-depth reporting and analytics for its customers—all to maximize product uptime.

BOMAG

BOMAG Americas Inc., Ridgeway, South Carolina, offers the BOMAG BM 2200/75 cold mill for pavement preservation. It is designed for milling of half-lane widths of 86.6 inches. It is designed for selective milling of road and base materials in large-scale projects such as mainline, highway, major urban roadway and airport rehabilitation projects.

“The BM 2200/75 mill’s 771-hp engine delivers the power needed for high-perfor-

mance milling at depths reaching 13.8 inches. Multiple quick-change milling drum options are available, all built with high-quality hardened materials and optimized cutting tooth arrangement for high-efficiency asphalt removal. The base section of the cutting tool holder is identical for all drums.

“BOMAG’s BMS 15 milling tooth holder system delivers superior milling productivity with low wear to extend service life.

The base tooth holder features a maintenance-free bolt-on design, while the tapered tooth retainer claw features a low-resistance profile for more cutting power.”

Get specs on https://www.bomag.com/ us/en/products/cold-milling,-recyclingand-stabilization/Cold-Milling-Machines/ BM+2200:75.html For more information, contact Matt White at (903) 570-0988 or matt.white@bomag.com.

Enerpac

Enerpac, Menomonee Falls, Wisconsin, introduces the XC-Series cordless torque wrench pump for maintenance applications. This portable pump is designed to work in remote locations, sites that do not have access to power or where having electric cords could cause trip hazards “The XC-Series cordless torque wrench pump features an interactive pendant that can be operated in manual or auto-cycle mode. The pendant allows the operator to store a set operating pressure. The pump has an easily accessible user-adjustable relief valve for precise pressure control along with a bladder reservoir that allows the pump to be used in any position.

“Additional features include LED indicators that provide visual and vibratory feedback of the pump operation and an integrated handle and carrying strap for portability.

The pump also includes a 28-volt battery with lithium-ion technology for maximum battery performance and a quick, one-hour charger.”

For more information, visit www.enerpac.com.

tend the life of slurry seal and micro surfacing applications without change to the mix design. It has a specific gravity similar to that of the aggregate, allowing it to disperse into the micro/slurry mix. Once in the mix, the flexural strength and durability are enhanced, according to the manufacturer.

The Surface-EXT is incorporated directly into the mix with FORTA’s patented fiber dispenser, the Ranger. The Ranger mobile fiber dispenser attaches to continuous and truck-mounted equipment and work along with current controls. Check out the Preservation Pro supplement mailing with our May edition for a full write-up on the fiber.

For more information, contact Rebecca Hawke at (724) 458-5221.

Hamm

Hamm, Antioch, Tennessee, introduced the oscillation technology for split drum compactors (models Hamm DV+ 70i VO-S, DV+ 90i VO-S) at the World of Asphalt 2019 in Indianapolis.

“Oscillation technology is used for breakdown, intermediate and finish positions to achieve fast dynamic compaction. The Hamm DV+ Series combines benefits of split drum compaction with oscillation.”

“Oscillation rollers can begin dynamic compaction directly behind the paver and then perform intermediate compaction.

Even with cooler mat temperatures toward the end of compaction, nonaggressive oscillation attains density without overcompacting the lift and crushing aggregate.

FORTA

FORTA® Corporation, Grove City, Pennsylvania, introduces its Surface-EXT™ fiber for micro surfacing and slurry seal applications.

Surface-EXT is an alkali and acid-resistant glass fiber specifically designed to ex-

Hamm’s patented, split oscillation drum can be used for compacting challenging surfaces and curved sections. www.THeAsphaltpro.com // 65

product Gallery When using oscillation compaction, the time available for compaction is significantly greater than with vibratory rollers.”

Find specs on https://www.hamm.eu/en/ products/tandem-rollers/series-dv/.

For more information, contact Matt Graves at (615) 501-0600 or matt.graves@wirtgengroup.com.

John Deere

John Deere, Moline, Illinois, unveiled three new L-Series utility wheel loaders with improved cabs for the paving marketplace.

Behind the wheel, EH loader controls with integrated third and fourth function auxiliary hydraulics provide faster cycle times. Two multifunction buttons integrated into the hydraulic controls allow the operator to assign a function to each button.

This loader also has an ergonomically designed, seat-mounted right-hand joystick with a standard forward-neutral-reverse switch and fully integrated auxiliary hydraulic controls. A throttle lock option removes the need for the operator to push the throttle pedal to maintain engine speed.

“Improvements to the machine boom structure directly result in increased productivity. The design increases visibility to the coupler, bucket or forks, reducing overall cycle times, material spillage and equipment damage. Additional bucket options include enhanced production buckets with integrated spill guards, profiled side cutters and greater rollback.”

For more information, visit www.JohnDeere.com.

ment. It includes a squeegee and spray bar for effectively applying sealcoat material for a smooth finish. The high-volume road maintenance vehicle features Neal Manufacturing’s Generation IV pump that delivers infinitely variable outputs from 0-150 gpm.”

See specs on https://nealequip.com/asphalt-preservation-equipment-package/.

For more information, contact Scott Knighton at (256) 235-2700 or scott@ blastcrete.com.

Roadtec

Roadtec Inc., Chattanooga, offers the RP250 heavy-duty, 10-foot paver that combines the advantages of rubber tires with the tractive effort of a crawler paver. The large footprint of the 250-horsepower machine offers increased traction and flotation.

“The RP-250’s large tires and frame-raise provide idea weight distribution and tractive effort. With the RP-250’s unique augmented steering, steering is assisted by the rear wheels and operators have precise control, especially in turning. The paver’s unique frame-raise ability allows the operator to control and adjust the frame position as needed.”

Get specs on https://www.roadtec.com/ products/asphalt-pavers.

For more information, find your local sales rep on https://www.roadtec.com/contacts.

The original non-nuclear asphalt density gauge, the PQI 380, is designed to provide fast, accurate density readings of the asphalt mat.

TransTech

TransTech Systems Inc., Latham, New York, offers the non-nuclear asphalt density gauge, pavement quality indicator, PQI Model 380, which is designed to provide fast, accurate density readings of the asphalt mat.

“The TransTech Systems non-nuclear density gauge saves time, money and regulatory headaches.”

See specs on http://www.transtechsys. com/products/pqi380.php.

For more information, contact TransTech at (800) 724-6306 or sales@transtechsys.com.

Neal

Neal Manufacturing, a division of Blastcrete Equipment LLC, Anniston, Alabama, offers the Asphalt Preservation Equipment Package, featuring the DA 350 sealcoating machine and high-volume road maintenance vehicle. The two elements of the preservation package are designed to provide efficiency and high-quality results on any size job. The DA 350 allows quick prep work and sealcoating around curbs and gutters. The high-volume road maintenance vehicle then delivers high material output for larger projects.

“The DA 350 features a built-in, high-powered blower and automatic cutting-in attach-

66 // March/April 2019

Roadtec’s RP-250 features a large footprint that provides increased traction and flotation.

Vögele has developed an app and a web special, especially for the ErgoPlus 3 paver operating concept.

Vögele

Vögele, Antioch, Tennessee, introduced the Vögele ErgoPlus 3 operating system app to the North American market during World of Asphalt 2019 in Indianapolis.

“This app with associated web support profiles the exclusive ErgoPlus 3 operating system from Vögele. All the functions of the paver and screed operators’ consoles are conveyed in a visual and practical way by means of short animations. Meanwhile, stepby-step videos give users an easy-to-grasp demonstration of entire work steps, as well as comprehensive automatic functions.”

“Users can access the app at any time on their PC, tablet or smartphone—on the job site, in the office or from home—and can make direct use of the information in their work. The app complements the operator training courses available at our training centers, and users can now watch instructive videos, which helps eliminate errors while improving paving results and operations.”

View the web special on www.voegele. info/webspecial/ergoplus/.

For more information, contact Matt Graves at (615) 501-0600 or matt.graves@wirtgengroup.com.

Wirtgen

Wirtgen America Inc., Antioch, Tennessee, launched its PCD (Polycrystalline Diamond) cutting tools (“teeth”) during World of Asphalt 2019 in Indianapolis.

“The PCD milling tools are suitable for cold milling thanks to their improved geometry and materials. A long service life can be achieved thanks to the wear-resistant tool tip made of polycrystalline diamond. The very slight lengthwise wear ensures opti-

The PCD tools from Wirtgen are designed to provide a long service life and consistent milling pattern. mum evenness over the milled surface and consistently high machine feed.”

“PCD is a highly sophisticated, synthetically manufactured, strong mass of carbon and carbide. PCD tip is a crystalline diamond-coated carbide tip. The PCD tip consists of three layers: A concentrate of diamond particles in the upper layer, the interlayers and a tungsten carbide substrate. The interlayers enhance the durability and reliability of the PCD contact surface.”

For more information, contact Matt Graves at (615) 501-0600 or matt.graves@wirtgengroup.com.

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Here’s how it works

the tank gauge runs on 120-volt electricity

Step 3 The user programs the tank gauge for a high- and low-level alarm to sound at the gaugeʼs location and remote locations.

clean, dry air supply at 25 cfm/hr

sensing line port

Step 4

clear sensing line

If the level continues to rise, a high-level pump cutout automatically shuts off the feed pump.

red pressure line

Step 1

pipe

A worker suspends the pipe with tee-top from the tank roof with 1.4-inch tubes attached to the tank gauge.

Step 2 The tank gauge develops back pressure consistent with varying levels of liquid material in the tank.

Clarence Richard Company’s Tank Gauge A

Asphalt plant managers look for safety ideas to keep ground personnel out of harm’s way. To make it easier for personnel to measure liquid asphalt cement (AC) tank levels without physically climbing up and sticking the tank, the team at Clarence Richard Company, Minnetonka, Minnesota, developed the asphalt level tank gauge two decades ago. Over the years, they’ve updated it with remote indicators and pump cutout contacts. Here’s how it works.

First, a worker installs the system by suspending a 2-inch-diameter pipe into the tank to be monitored. When the pipe

68 // March/April 2019

is inserted to a distance that will keep it just above a coil heating obstruction in the tank, he attaches two sensing lines on the tee attached to the top of the pipe.

The sensing lines, made of quarter-inch-diameter nylon tubing, sense the asphalt level in the tank via back-pressure from the amount of force it takes to push liquid material out of the pipe. A transmitter within the gauge continually sends a signal from the tank gauge to the indicator-controller, which the plant manager can affix to a point at the tank farm or in the control house. The signal is transmitted digitally in tenths of an inch, and then can be converted to gallons or tons.

In the event that the level of material in the tank falls below a pre-determined level that the plant manager programs into the indicator-controller, a horn will sound and/or a pump will cut on or off. High-level alarms also warn personnel of impending problems. The manufacturer states this system complies with the high liquid level alarms required by the Environmental Protection Agency 40 CFR Part 112.

The system can also be used with vertical tanks, which requires different installation.

For more information, contact Clarence Richard at (952) 939-6000.

new tech

Safeguard Tools with a Tap Tools often go missing from job sites. When multiple people are using the same tools, or tools will be locked up overnight for the next day’s crew, it’s easy for things to get misplaced (with no idea who to ask) or even stolen.

That’s why the team at Tapplock, located in Toronto, has developed the Tapplock one+ and Tapplock lite. The smart padlocks use fingerprint technology to safeguard tools.

“Users of traditional keyed and combination locks often lose the key or forget the combination code,” said Gloria Lopez-Gil, Tapplock’s public relations manager. “That leaves the users only one option: to cut the lock off. With Tapplock, all that is needed to unlock your Tapplock one+ is your fingerprint. You’ll never leave your fingerprint behind.”

Tapplocks can be useful in a wide variety of industries, from utilities and manufacturing, to education and construction. Around 10 percent of its users are in the construction industry.

T

How Tapplock Works

Instead of relying on keys, Tapplock’s fingerprint locks allow users to load up to 500 employee fingerprints for the one+ model and up to 100 employee fingerprints for the lite model. Tapplock one+ includes access to Tapplock’s enterprise management platform. Tapplock lite uses Tapplock’s consumer app.

From within the enterprise access control platform, available via Tapplock’s mobile apps for Android and iOS, users are able to see all of its Tapplocks on a map. The company plans to make its enterprise access control platform available on desktop computers, as well.

Using this platform, employers can deploy or revoke employees’ fingerprint access remotely, and manage users by groups with certain groups of people able to unlock only certain Tapplocks within the organization. For example, the user could set parameters that certain fingerprints only work within certain hours or on certain days for a specific group of locks.

The platform also allows users to track access history with its audit reports feature.

“When inventory or supplies go missing, account managers need to be able to hold employees accountable,” Lopez-Gil said. With Tapplock’s audit reports, managers can view timestamps of each unlocking and geo-location information dating back to the first unlock. “Traditional keyed and combination locks have no way of recording unlocking times, leaving companies accountable for anything that were to go missing.”

It’s also possible to receive mobile notifications for account-related events through the Tapplock enterprise platform.

“Often, employees in a construction-related field have access to costly tools and machinery,” Lopez-Gil said. “The ability to receive mobile notifications when someone unlocks/locks your Tapplock can help control inventory management immensely.”

The platform also allows employers/account managers to select the unlocking method, either by fingerprint, Bluetooth and morsecode. This is helpful under circumstances in which one unlock-

70 // March/April 2019

Tapplock one+ is a smart padlock that can be unlocked with users’ fingerprints. ing method may not work. For example, if the user’s hands are too sweaty for fingerprint unlocking.

Tapplock Stats

According to Tapplock, the padlocks identify users accurately 99.999 percent of the time and unlock within 0.8 seconds. Tapplock employs an adaptive algorithm so the lock will unlock even faster and increase in accuracy each time it is used.

The padlocks are made secure on the software side of things via enterprise-level encryption and cyber security protocols. On the hardware side of things, the waterproof locks are equipped with reinforced stainless steel shackles and Tapplock’s proprietary anti-shim technology.

“It will take a powerful bolt cutter to get through the shackles of Tapplock one+,” Lopez-Gil said. “We are also in the works of releasing a shroud to place overtop the shackles to further protect user belongings.”

Tapplock one+ offers a one-year battery life, or roughly 3500 unlocks, before recharging is required, and the Tapplock lite offers roughly 1200 unlocks before recharging. Battery life is visible from within the Tapplock app, and the lock will blink red when power is below 10 percent. Should a Tapplock’s battery drain on the job, an 8-second boost using a portable battery pack will be enough to unlock the Tapplock. It takes around two hours to charge a Tapplock one+ and one and a half hours to charge a Tapplock lite.

The Tapplock one+ is available now. The Tapplock lite is available for pre-order, and is expected to ship in April of this year.

For more information, visit tapplock.com.

– By Sarah Redohl

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Get your AsphaltPro fix between issues by connecting with us online.

Visit our website at theasphaltpro.com for exclusive content, including videos demonstrating equipment or showcasing various projects and blog posts covering the latest industry news. theasphaltpro.com Join us on Facebook, Twitter and LinkedIn for daily tips to improve performance, asphalt industry history and trivia, construction humor, and news and happenings. facebook.com/AsphaltPro @AsphaltPro linkedin.com/company/asphalt-pro-magazine Sign up for our weekly Toolbox Tip emails to inspire your daily toolbox talks, and our monthly Training Solutions emailsto get advice to amplify your employee training programs.

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advertiser index 4 Rivers Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . 37

Green Patch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27

Ace Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53

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

Ahern Industries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43

Ingevity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51

Almix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

KPI-JCI-AMS . . . . . . . . . . . . . . . . . . . . . Inside Back Cover

Ammann . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56

Libra . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57

Asphalt Drum Mixers . . . . . . . . . . . . . . . . . . . . . . . . . .44 Astec, Inc . . . . . . . . . . . . . . . . . . . . . . . . 11, 17, 21, 25, 28 B & S Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .58 CEI Enterprises . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 ClearSpan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

Meeker . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 Process Heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Pugmill Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 Reliable Asphalt Products . . . . . . . . . . . . . . . . . Back Cover

CWMF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

Tarmac International, Inc . . . . . . . . . . . . . . . . . . . . . . . . 31

Eagle Crusher . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9

Top Quality Paving . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73

E.D. Etnyre . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .49

Trans Tech Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . 33

Fast-Measure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73

Willow Designs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26

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

Wirtgen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61

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 // 73

off the mat

Finance with New Tech Historically, the construction industry has been one of the slowest to adopt new technology, lagging only behind agriculture in digitalization. That’s changing as software entrepreneurs turn their attention to the needs of the deskless workforce.

The ubiquity of mobile devices, cheap and powerful cloud computing, 5G, and the Internet of Things (IoT) are all making it possible to put robust technology into the hands of deskless staff, including construction workers. The venture capital industry has taken notice—funding for construction technology has seen a steady uptick since 2013.

CFOs should partner with their IT teams to modernize their back-office systems, and prepare to handle a flood of data from the field as paper processes become digital. They should also figure out exactly what field data they want, what tools work best to get it, and how to integrate that data into their financial software. Deployed strategically, new tools can help construction finance teams resolve many challenges, including:

While a modern ERP system can facilitate most of that process, the assessment would also look at safety and security practices. There’s a lot of technology that can help reduce jobsite risk. Drones can monitor job sites for safety and security. Sensor-equipped wearables can alert workers to smoke or respirable silica dust exposure, and geo-fencing can provide alerts when they’re entering a hazard zone.

In the office, payment automation software such as Nvoicepay can mitigate payment fraud as part of an overall risk-management program.

Business continuity planning Family-owned businesses are common in the construction industry, and many thriving mid-market and even large companies are still majority-owned by founding families. Finance leaders need to create business continuity plans, whether that’s figuring out how to transfer company ownership to the next generation, establishing an Employee Stock Option Plan (ESOP), or selling or merging the company. Industry-specific ERPs (such as Viewpoint’s Vista) and cloud procurement platforms (such as Concur) can give finance professionals a better view into their numbers, help with planning scenarios, and standardize the purchasing process across acquired or merged companies. (Full disclosure: both companies are Nvoicepay partners).

Improving job-cost accounting Tablets and handheld phones let field staff capture data and send it back to their offices electronically. GPS-enabled time cards can record employee work hours and location on a mobile phone. IoT devices can measure equipment run time.

H

Changing accounting standards Revenue recognition is always top of mind in the industry. For the past several years, the Construction Financial Management Association (CFMA) has sought to ensure that the new Financial Accounting Standards Board (FASB) rules around revenue recognition are favorable—or at least not punitive—towards the construction industry. As these new rules are implemented, CFOs seek to refine their strategies for how to bill against contracts, and tie revenue to either a percentage of completion or work-in-progress schedules.

Mobile technologies that expedite communication between the office and the field can also help speed the flow of information.

Risk management With insurance costs rising, some companies are investigating captive insurance programs, in which multiple companies pool their assets and fund their own risk by placing money under management so they don’t have to pay such exorbitant premiums.

Insurance companies have responded with more flexible products to try to help companies control their costs. CFOs need to evaluate their options—and if they want to participate in a captive insurance program, every participant needs to undergo a thorough assessment of financial stability.

74 // March/April 2019

Attracting and retaining talent CFOs are working with HR, external strategists and more, to refine their hiring, retention and benefit strategies. Mobile training technology can help onboard unskilled workers faster, allowing companies to draw from a larger talent pool. Virtual reality technologies also offer promise for quicker training (See the February training department).

Cash management strategies Cash management is probably the biggest challenge at any construction company, and effective work-in-progress (WIP) schedule management is critical. Key to the challenge is coordinating between the subcontractor confirming that a job is complete, project managers verifying that completion, and the accounting department billing the owner and syncing everything with the WIP schedule. This is also an area where drones and mobile apps can increase the speed and accuracy of data delivery to finance.

Finance also needs visibility, flexibility, and precision control over making and timing payments. With cloud-based payment-automation software, a project manager sitting in a truck can review a payment file, prioritize subcontractor payment schedules, and approve payments immediately, without having to return to the office to sign a stack of checks and backup documentation. Subs get paid faster and the job keeps moving.

With new purpose-built technology coming down the pipe, we’ll finally start to see some real movement towards digitizing the construction industry. Finance teams should prepare by enabling themselves with modern cloud systems for accounting, spend management, and payments. They need to enable the field with tools that communicate data back to the office in near real-time. Most importantly, they need to work out how to coordinate it all towards productivity gains and growth, and join the ranks of data-driven CFOs who have done the same in other industries.

– By Jason Krankota

Jason Krankota is vice president of construction sales, west region at Nvoicepay. His expertise in construction business technology spans 20 years, with 10+ years focused on corporate payments, accounts payable and expense management solutions.

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