Asphalt Pro - February 2020

The Recycling Issue

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CONTENTS

asphaltPRO february 2020

departments

10

Editor’s Letter

6 – Keep, Re-use Our Recycle Stream

Safety Spotlight

8 – Operation Hardhat Aims to Keep Work Zones Safe

By AsphaltPro Staff 8 – Automate Toolbox Talks, Increase Safety Conversations

By Sarah Redohl

MIX IT UP

10 – NCAT Offers Cold Recycle Mix Design

By Fan Gu and Benjamin Bowers

PROJECT MANAGEMENT

14 – ADC Paving Tackles BMX Tracks

By Sarah Redohl

50

TRAINING

14

16 – 5 Habits of Efficient Plant Managers

By Ken Monlux

PAVEMENT MAINTENANCE 20 – Recycle Above the Snow Line Mill and overlay readies roadway for race to Pikes Peak summit From Caterpillar

PRODUCER PROFILE

24 – Texas Cordia Meets Goals, Makes Mix

By Sarah Redohl

44

INTERNATIONAL SNAPSHOT 30 – International Billions From GlobalData

PRODUCT GALLERY

54 – Increase Your Production

OFF THE MAT

58 – California Truck Law Gets Complex

By AsphaltPro Staff

HERE’S HOW IT WORKS

60 – Ammann’s ACP ContiHRT Plant

NEW TECH

62 – Zonar Grants Fund Fleet Technology

By Sarah Redohl

ONLINE UPDATE 64 – AsphaltPro Online

Feature articles 32 – High-Density Plastics Work for Central Asphalt Mix, Paving

By Sandy Lender 38 – How to Set Up a Portable Asphalt Plant

By Carlos Cardenas

The Recycling Issue

asphaltPRO PRODUCTION – PROFESSIONALS – PRODUCTS

OGFC Project

44 – Wooten Recycles with OGFC

By AsphaltPro Staff 50 – Asphalt Plants Transition to LNG as Fuel Source

By Scott Johns

• Modifier Facilitates Plastic Mix • California Legislates Trucking • CCPR Reduces Stockpiles • Manage Plant Habits • Milling Pikes Peak

How to Set Up Your Portable Plant FEBRUARY 2020 WWW.THEASPHALTPRO.COM

on the cover The team at Asphalt Drum Mixers Inc. walks you through setting up a portable plant for traditional production or RAP mixes. See related article on page 38.

Photo courtesy of ADM

editor’s Letter Keep, Re-use Our Recycle Stream

Finding a reliable primary source regarding international news is often difficult, thus I relegated to my editorial column the topic of keeping and using our own recycle streams. I want to talk specifically about the potential use of recycle products in North America’s road mixes, as seen in my article, “High-Density Plastics Work for Central Asphalt Mix, Paving” on page 32. That begins with a brief explanation of why we get to keep more of our recyclables these days.

Readers may be aware that China imports trash from other countries for the purpose of recycling it. Within the past few years, China has instituted a policy it refers to as its “Green Fence,” by which it refuses recyclables from countries based on whether those recyclables will be too difficult to clean and put through its recycling system. The oversimplified concept is it takes a certain amount of financial resources to sort and clean trash into usable, crushable, shreddable bits and so forth. If China wishes to remain profitable in its recycling efforts, it must accept only the best of the best in terms of trash. If entities wish to continue sending recyclables to China, changes must be made.

I’m temped to trust the Vangel website, a woman-owned business enterprise (WBE) specializing in customized office recycling programs and electronics recycling services, for more information on this. Their take on how to get materials past China’s Green Fence is stated well (at vangelinc.com): “Because of our long-term dependence on exporting our recyclables to China, we in the U.S. do not have the facilities readily available to adequately sort and clean materials so that they’re up to China’s standards.”

Assuming China has “standards” is akin to hearing Obi-Wan tell young Luke that blast points on a sandcrawler couldn’t be made by Jawas because Imperial Stormtroopers are far more precise. It’s laughable. But the statement in Vangel’s report should stop us in our tracks. Read it slowly. And then: “As a result of China’s Green Fence, U.S. recycling centers that once accepted scrap plastic for recycling are being forced to send it to American landfills.”

The tariffs placed on steel imported from China (albeit a small portion of the steel we import to the United States) exposed a similar problem.

For the past few decades, the United States has grown reliant on foreign steel manufacture, production plants have closed and our workforce has boasted fewer skilled laborers in that arena. As I hinted at the start of this note, online “news” sources tend to bandy announcements around rather than report facts, so it’s difficult to track down exact numbers of blast furnaces that have been restarted or new furnaces built since the rates of duty were put in place on imported steel and aluminum. One organization (www.Steel.org) has kept its audience updated on the global over-capacity crisis in the steel industry while reporting U.S. import percentages decreasing (of course), while U.S. steel mills are seeing year-to-date increases in tons of steel shipped. Instead of sending every student to university for a four-year, lifetime debt, we’re offering skilled trades to students for high-paying, lifetime careers.

The same may come to pass with the recycling efforts aimed at saving our planet.

It’s no secret I’m a proponent for protecting our oceans. I’ve donated to Boyan Slat’s ocean-cleaning System 001, and I carry my stainless steel straws around so I’m one less human using plastic straws. But we Americans have multitudes of single-stream recycling centers dotting our cities where we now need to make decisions regarding job creation. We could put more people to work diverting the high-density polyethylene items from the stream to the mills for additional asphalt industry testing, mixing, blending and paving. It looks like we have a winning strategy developing there. If China with its “standards” isn’t helping us save the planet, the asphalt industry can assist by using a portion of the stream.

Rather than packaging up our plastics and literally shipping them across the ocean to a foreign country imposing standards to make its processing easier, I propose we up our game. If we have to clean and sort our recyclables more precisely for other countries, let’s go ahead and institute those policies for ourselves and re-use our materials for ourselves. Build our own facilities and train our own workers in earth-saving careers and put quality recyclables into quality road building concepts. We have the ingenuity to accomplish such goals on our own.

Stay Safe, Sandy Lender

6 // February 2020

February 2020 • Vol. 13 No. 5

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.

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

At ALmix, we offer a full line of asphalt mixing plants, products and components designed from our customers’ perspective. We take the time to understand your operation—including your goals and unique challeneges—and work with you to customize the optimal solution for your business. Then, we build everything in-house the right way, deliver and assist in the setup of your equipment and continue to stand by your side to provide service and support whenever you need it. Start a conversation with us and find out what you’ve been missing.

safety spotlight

Operation Hardhat Aims to Keep Work Zones Safe In August 2019, the New York State Police Department, New York State Thruway Authority and Department of Transportation launched a campaign targeting motorists violating construction work zone laws and highlighting the importance of safe driving through work zones.

The campaign, known as Operation Hardhat, entailed state police dressing up as construction workers in 28 New York Department of Transportation work zones and four zones along the New York State Thruway between August and November 2019.

The troopers identified work zone violations and radioed ahead to troopers down the road. During the campaign, the state police issued 1,048 tickets.

In addition to enforcing work zone speed limits, cell phone violations and seat belt vio-

I

Photo courtesy of the New York State Police lations, the troopers were also on the lookout for violations of the state’s Move Over Law. The Move Over Law requires motorists to move over for emergency and work vehicles (or, if moving over isn’t possible, slow down and give the workers room to operate).

"Unfortunately, not everyone does the right thing when they're behind the wheel and we want to get this message out that our folks are in a vulnerable spot on the side of the road and we want people to do the right

thing when they're driving,” said Bryan Viggiani of the New York Department of Transportation to local news station WNYT. At the conclusion of the program, police reported issuing fewer tickets as the program went on. The operation also gave state police an inside look at the dangers in work zones.

“Our first responders and highway workers are out every day for one reason, to ensure the rest of us can get where we need to go safely,” said New York State Governor Andrew Cuomo in an official press release issued at the conclusion of the program.

– BY ASPHALTPRO STAFF

Web Extra at www.

TheAsphaltPro.com: Watch a video about the operation when you visit this article online.

Automate Toolbox Talks, Increase Safety Conversations Construction is among the most dangerous professions in the United States, according to the Occupational Health and Safety Administration. Every opportunity to discuss safety on the construction job site is an opportunity to prevent accidents, injuries, and even fatalities.

A recent study has found that foremen and supervisors are more likely to conduct safety meetings when they receive safety-related materials directly to their smartphones.

With the help of the Center for Construction Research and Training (CPWR), the Oregon Institute of Occupational Health Sciences enrolled 60 construction supervisors into the Mobile Toolbox Talk Study. The study was funded by the National Institute for Occupational Safety and Health.

During the study, supervisors received toolbox talks on their mobile devices every

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8 // February 2020

other week for 14 weeks. The goal was to “establish and evaluate a mobile push notification system to promote and evaluate safety ‘toolbox talks’” among small construction companies. Content included stories about fatalities, alongside prevention recommendations.

At the end of the study, the majority of the supervisors said they would like to continue receiving these messages on a regular basis. More than 50 percent said they would prefer messages on a weekly basis. The supervisors also said they preferred toolbox talk topics specific to their trade.

The results showed that the mobile toolbox talks saved supervisors time preparing for safety meetings and increased the overall time spent discussing these safety topics with their crews. Respondents also appreciated the reminder to have these meetings.

That’s exactly why AsphaltPro has delivered its Toolbox Tip emails every week for the past five years. These short tips cover a variety of topics specific to asphalt paving and production that foremen and supervisors can put immediately into practice during their toolbox talks. Encourage your foremen and supervisors to sign up to receive our Toolbox Tip emails at theasphaltpro.com/upgrade-daily-toolbox-talks and make it easier for them to talk about safety every single day.

– BY SARAH REDOHL

Visit theasphaltpro.com/ upgrade-daily-toolbox-talks/ to subscribe to AsphaltPro’s weekly Toolbox Tip emails.

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Mix it up

For this project, the contractor produces mix in a cold central recycling plant. Photos courtesy of NCAT

NCAT Offers Cold Recycle Mix Design Editor’s Note: The first half of this article originally appeared in the spring 2019 NCAT newsletter and is reprinted here with permission.

Additional information is from NCAT’s Benjamin Bowers in response to AsphaltPro questions regarding recycled asphalt pavement (RAP) stockpiling.

Cold in-place recycling (CIR) and cold central plant recycling (CCPR) are cost-effective and sustainable rehabilitation or reconstruction techniques for asphalt pavements. Cold re-

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10 // February 2020

cycled mixes are primarily composed of reclaimed asphalt pavement (RAP) and are produced at an ambient temperature; thus, these techniques require significantly less energy to produce. This results in generating fewer greenhouse gas emissions than traditional rehabilitation methods. CIR and CCPR mixes require 2 to 2.5 percent by weight of foamed or emulsified asphalt binder and water to achieve an optimum density and particle bonding. In many cases, these mixes also include an active filler to enhance short-term and long-term stiffness.

Researchers at the National Center for Asphalt Technology (NCAT) prepared a standard for cold recycling mix design with foamed asphalt, which has been published as AASHTO PP 94, Standard Specification for Determination of Optimum Asphalt Content of Cold Recycled Mixture with Foamed Asphalt. This standard specifies the requirements for material selection and documents the procedures to determine the amount of multiple binder components. The key steps of AASHTO PP 94 are highlighted as follows.

1. The RAP is compacted by modified proctor at different water contents. The optimum water content is determined at the maximum dry density.

2. The RAP at the optimum water content is mixed with at least three trial foamed asphalt contents. An active filler is often added in this step to improve strength, rutting resistance, and moisture resistance. Hydrated lime, if used, is typically added at 1.0-1.5 percent by dry weight of RAP. Portland cement, if used, is typically kept between 0.25-1.0 percent by weight of RAP. Higher cement contents can be detrimental to performance.

3. The cold recycled mixture specimens are compacted with either a Superpave gyratory compactor at 30 gyrations or

by Marshall hammer to 75 blows per side. Laboratory samples compacted using these two methods have provided density results comparable to those of field cores.

4. After compaction, the specimens are cured in a forced draft oven at 40 ± 1°C for 72 hours and then cooled to room temperature (i.e., 25 ± 1°C) for 24 hours.

Research at NCAT has shown this curing protocol adequately reflects the strength gain of cold recycled foamed asphalt mixtures after 100 days of curing in the field.

5. The cured specimens are then divided into two subsets of three specimens each. One subset is soaked in the water bath at 25 ± 1°C for 24 hours, while the other subset is left in dry condition.

6. In the last step, indirect tensile strength (ITS) tests are performed on the specimens. The optimum foamed asphalt content is defined as the minimum binder content to meet the mixture strength requirement shown in Table 1.

In 2015, NCAT used this mix design approach for the construction of one CIR and one CCPR test section on US280 in Lee County, Alabama. Both sections have a 4-inch cold recycled layer and a 1-inch Superpave mix overlay. For the CIR mix, the foamed asphalt content was 1.8 percent and the total water content was 4.9 percent. For the CCPR mix, the foamed asphalt content was 2.2 percent by weight of dry RAP, and the total water content was 7.2 percent by weight of dry RAP. Type

Table 1. Cold Recycling Mix Strength Requirements

TEST METHOD

CRITERIA

PROPERTY

ITS, dry subset

Minimum 45 psi

Cured strength

Tensile strength ratio

Minimum 0.70 (cement)

Resistance to moistureinduced damage

Minimum 0.60 (hydrated lime) Minimum 0.60 (no additive) Source: NCAT Table 2. Lab Test Results of Cold Recycled Foamed Asphalt Mixes

TEST METHOD

TEST PARAMETER

CCPRFOAM

CIR-FOAM

Indirect Tensile Strength

ITS (psi)

52.2

69.5

Tensile Strength Ratio

TSR (%)

92.1

98.8

Resilient Modulus

Resilient modulus (ksi)

432.2

449.9

Flow Number1

Plastic strain @20,000 cycles (με)

18,805

85,687

Texas Overlay

Number of failure cycles

103

141

Note: 1 Flow number test was conducted at 54.5°C with 70 psi deviatoric stress and 10 psi confining stress. Source: NCAT I/II Portland cement was added at 1.5 percent for both CCPR and CIR mixes. This was higher than the suggested maximum cement content in AASHTO PP 94 but it was necessary to meet the dry ITS requirement.

Table 2 shows the laboratory test results of these mixes. As presented, the designed CCPR mix had a higher rutting resistance but less cracking resistance than the CIR mix. As of February 2019, these two test sections had carried over 3.5 years of traffic with an estimated 2.3 million ESALs

with no cracking and less than 0.25-inches of rutting.

NCAT researchers also completed a study to evaluate different active mineral fillers on the strength of cold recycled asphalt mixes. The four fillers evaluated were Portland cement, hydrated lime, Class C fly ash, and baghouse fines. The results indicated that mixes with cement and baghouse fines had higher dry ITS than those with hydrated lime and Class C fly ash, but mixes with cement and hydrated lime had higher wet ITS. Cement was the best over-

www.THeAsphaltpro.com // 11

Mix it up

Cold in-place recycling (CIR) all mineral additive in terms of improvements to both dry and wet ITS. The study also found that sufficient moisture was needed to increase hydration of cement, thereby enhancing the strength of cold recycled asphalt mixes.

REDUCE STOCKPILING

There are a number of positives to using CCPR and the subsequent reduction of RAP stockpiles: The use of the CCPR process can make roadway reconstruction a more feasible option for an owner agency. Work at NCAT, by the Virginia Department of Transportation, and elsewhere has shown that use of CCPR can result in a long-lasting, potentially perpetual pavement system.

If a contractor works with many mill-andfill operations, the contractor is typically only placing 20-30 percent of the newly produced

12 // February 2020

RAP back into the new hot mix, thus generating 70-80 percent RAP per ton of milled asphalt for any given project. Thus, stockpiles are only getting larger, not smaller. Reduced RAP stockpiles helps reduce land-use, either on the contractor’s yard or on property being rented by the contractor. This provides an economic benefit to the contractor. Using RAP in CCPR helps create an economically advantageous product that will help contractors in a low-bid system and/or make a value-engineering proposition. This will naturally benefit owner agencies, allowing them to pave further with their dollars.

The RAP is used in an asphalt pavement product as opposed to being used for less-beneficial uses (e.g. shoulder stone or fill material). While the mechanisms aren’t the same as hot mix, the RAP binder provides a viscoelastic response, similar to an HMA product.

Contractors may be able to use CCPR in commercial projects as a “green infrastructure” process, enabling the owner to collect green-building credits (LEED or other). The use of CCPR is an environmentally friendly, cost-effective way to rebuild pavement infrastructure. It has also been used for new roadways, including use along with full-depth reclamation (FDR) for lane additions, reconstruction, and widening on interstate projects.

– BY FAN GU AND BENJAMIN BOWERS

Fan Gu, PhD, P.E., is an assistant research professor at NCAT, Auburn University; Benjamin Bowers, PhD, P.E., is an assistant professor in the Department of Civil Engineering, Auburn University. For more information, contact them at the NCAT office (334) 844-7328 or visit eng.auburn.edu/research/ centers/ncat.

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Project management

Due to the layout of the track, ADC Paving paved its first BMX track--a private practice track for a competitive BMX racer--almost entirely by hand. Photo courtesy of ADC Paving

ADC Paving Tackles BMX Tracks When Kevin Gray was tasked with paving a bicycle motocross (BMX) track, he didn’t know where to begin.

“This was hands-down the most unique project we’ve ever done,” he said. Gray is the president of ADC Paving, Louisville, Kentucky. The company has been family owned and operated since 1959, with Gray and his wife, Angela, taking over in 2011. “When you own your own business, you find yourself overcoming challenges and situations you couldn’t even imagine until you do it.”

The BMX track was one of those kinds of jobs. The opportunity came out of left field. Gray’s 9-year-old son played little league baseball with a kid who was involved in competitive BMX racing. The child’s father had already constructed a dirt practice track on the family’s property, but was interested in an upgrade.

“This isn’t the type of job we’d even entertain,” Gray said. ADC Paving mostly performs commercial paving, pavement maintenance and some street and road construction in the Louisville area. “I didn’t think anyone else in town would do this type of niche work, and I

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14 // February 2020

wanted to help him out. He’d been wanting to blacktop the track for years.”

The job proved to be just as challenging as Gray thought it would be, if not more so.

The crew graded the track with its Caterpillar 289D tracked skid steer and 262 rubber tire skid steer. They were also able to perform some of the stone work with skid steers, but laying the asphalt required a substantial amount of handwork.

Laying out the track and placing the stone was accomplished in one day. The paving process took two days of hard work in 110-degree heat.

“This job was about as labor-intensive as paving asphalt can get,” Gray said. The twists and turns and bumps of the project made it infeasible to use a paver on the job; almost the whole job required manual handwork.

“We didn’t want to risk disturbing the underlying stonework with our paver, especially when the straightaways where we could use our paver were so few and far between,” Gray said. “We just put our heads down and hopped to it.”

In total, the job required roughly 100 tons of dense-graded stone and 70 tons of asphalt,

a standard commercial surface course. The most significant challenge proved to be the 15-foot-tall bowl turns, each of which required 10 tons of asphalt.

To pave the bowls, the crew delivered mix by the wheelbarrow-full to the bowls and constructed the turns from bottom to top.

The crew used Sakai plate compactors for most of the bowls, but as they reached the higher, almost vertical part of the bowl the crew was limited to using hand tamps for compaction. They worked only a few feet at a time, striving to keep the mix well-blended and leave behind a smooth product.

“Foot by foot, we were able to put this track down,” Gray said. “We wanted to make it look as good as possible, even though it had all that handwork.”

The first turn took roughly half of a day, as the crew learned how best to go about the task. After that, they were able to get the process down to a couple of hours per turn.

For the straightaways, the crew was able to use a Wacker Neuson RD12 1-ton roller.

Because the work required so much manual effort, and due to the temperatures at which the crew worked, Gray staffed the job with two four-man teams. One team rested while the other team worked.

“By the time we were done, it was sort of a ‘last man standing’ type of challenge,” Gray said. “It’s not often I have to hop in with the crew. But, we do whatever it takes.”

The job also had unexpected benefits for Gray. “As a business owner, this type of job brought to the forefront who my best employees are,” he said. “It showed me who was willing to work outside the box. It really made the employees who are critical pieces of the company stand out.”

When asked if he would do another BMX track if given the opportunity, Gray’s openness to overcoming new challenges was apparent.

“We learned a lot of lessons on this one,” he said. “I think we’d bite another one off, if that made sense. With how labor-intensive and niche these tracks are, I bet you could make a good chunk of change specializing in them.”

In the end, the result of the crew’s hard work was worth it: “Watching that kid zip around on the track we built with a big smile on his face—that’s why we did it!”

– BY SARAH REDOHL

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training

5 Habits of Efficient Plant Managers You can train good habits into your plant managers. I recently revisited Stephen R. Covey’s “The 7 Habits of Highly Effective People: Powerful Lessons in Personal Change.” If you haven’t read this book, may I suggest you take the time to do so? This book will not only change your view on your management style, it may also change your outlook on your personal life. For this article, let’s focus specifically on five habits of the local plant manager.

First you need to differentiate habits from routines. Merriam-Webster defines a habit as “an acquired mode of behavior that has become nearly or completely involuntary.”

In another best-selling book “The Power of the Habit,” Author Charles Duhigg makes the case for why habits exist and how they can be changed. By identifying various habits that you have developed in your daily work life you will be able to do two things: • Identify the bad habits and change them; and • Identify the good habits and reinforce them.

A paper published by Duke University researchers in 2006 found that more than 40 percent of the actions people performed each day weren’t actual decisions, but habits. Finally, don’t confuse a routine for a habit. A routine may have habits built in, but it is a sequence of actions regularly followed.

Let’s look at five good habits that all local plant managers should strive towards.

Y

1. DOCUMENT I am a big believer in documentation. In fact, plant documentation is one of my favorite subjects. Today, however, I would like to focus on personal documentation.

Everyone needs to be in the habit of documenting their actions, decisions and

16 // February 2020

observations. This recording of the day’s events doesn’t have to be in a formal report format. The main thing is it needs to be retrievable. Again, this is not part of a report from the main office or the daily production report. What I refer to are personal notes that, if needed, will support decisions made in the fog of daily operations.

You’ll want to document such things as phone calls or texts, weather, agencies or upper management site visits, any safety concern, all outside meetings you attend, issues involving crew or customers, sales agents calling on the plant, and all breakdowns or other stoppage. When in doubt, write it down.

You’ll want to develop your own system of documentation. Anything from a small notebook to a formal personal daily report you complete on a tablet will do. The important aspect is it needs some type of system to make it easily retrievable.

You’ll want to have some common denominators in your documentation. In general, all documentation should have a date, time, name, point of contact information and a connection to the company. Also include a summary of discussions and any outcomes. Time is not always on your side; try to get down as much information as possible. If needed, you can always come back and clean up your notes. I believe “documentation of your actions is the cornerstone to good plant management.”

2. BE VISIBLE Always be aware of your surroundings and make an attempt to be visible. At the plant, make sure the crew and others see you on the site. Walk the plant. Inspect the aggregate stockpiles, look for proper management. Talk to the drivers. Listen to the crew. Be approachable. Some plant managers have other duties that will lim-

it their visibility; take every chance to be seen out and about.

First and foremost, make sure that the crew work areas are safe. When you are walking the plant, take the time to notice changes such as changes in housekeeping. Is the safety equipment present and is it installed correctly? Look at the plant with a critical eye. Assure yourself that the traffic patterns are clear and well-marked. While the plant is running, listen for sounds that are not normal. Remember to bring your notebook and document what you observe.

On the job site, don’t just sit in your truck. You’ll want to get out and walk around with the foreman on the job to make a note of the number of trucks on standby and mix temperature entering ENGINEERING the hopper. The supervisor and foreman on the job will be documenting all aspects of paving, but having notes on truck cycle times and mix temperature helps your plant operator improve his performance, making this a good habit for the manager.

3. BE A PLANNER (BE PROACTIVE)

ENGINEERING

In every aspect of your responsibility, be proactive. I have often been accused of being too much of a planner. I wear that as a badge of honor. You can never plan too much. I say that with one caution: once ENGINEERING you execute a plan, be flexible enough to adjust it as needed. It is often said in the Army: “A battle plan is only beneficial up to the point of the battle.” There is no way to cover every aspect of planning in this article so we’ll cover some of the basics.

In planning for needed raw materials (inventory), you need to know your conENGINEERING stants and your variables. The maximum amount of storage space at the plant site is one of your constants. The cycle times needed to bring in more inventory from their sources may fluctuate depending

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training on traffic patterns and time of day. You need to know the production demand for materials in a 24-hour period. Always remember, it is a sin to run out of inventory.

Breakdowns and repairs are an area where you should be constantly planning how to respond. Documentation of a past breakdown is the starting point in your effort to plan. Getting into the habit of writing down lessons your team learned from previous breakdowns should be the goal of every manager.

Somewhere in your files or desk should be a written inventory of all major component parts. This list will serve as a reference. The reference list can be created various ways, the important “take away” is you need one.

Major repair projects need upfront planning prior to the start. Working with sales, your regional manager, and quali-

ty control department, the plant manager can develop a major repair plan. All aspects of the project should be examined.

As many “what ifs” as possible should be identified and flushed out before any components are ordered. Prior to the start of any major project, all project suppliers should be contacted. As the project gets closer, the crew should be brought into the planning phase. Analyze the project and ask the crew for comments.

4. PARTICIPATE To the best of your ability, always participate in all aspects of your job. All managers have segments of their job that they enjoy more than others, but that doesn’t give you permission to coast through the aspects you don’t enjoy.

For example, let’s say you are not big on meetings. You are in the habit of discover-

ing ways to be excused. To overcome that situation, be prepared. Prior to the meeting, find out as much as you can about the agenda, who will be attending, and what the expectations are of you. Bring all the documentation you may need, bring your notebook, sit up straight and be ready to participate. When called on, stick to the topic at hand. Answer all questions in a simple and straightforward manner. If you don’t know an answer, don’t make one up. Try not to interrupt others, however, be ready if called upon.

5. LEAD BY LEADING It’s easier said than done. Part of the job description of all managers is the ability to lead. That is not to say all managers are good leaders. It is often said that “leaders are born.” I don’t believe that statement.

I believe everyone has the ability to become a good leader. From time to time, ask yourself what you admire in the leaders around you and look for what you can learn from leaders in your circle.

CONCLUSION An efficient plant manager will cultivate good habits. We all have habits, and should set a goal to enhance the positive ones while replacing the negative. I encourage you to look inward and identify some of the key habits in your daily operations. Make a list, good on one side, not so good on the other. One by one, evaluate and work to improve the habits you are not so proud of. Remember, you have the ability to change habits. If you are willing to take on this assignment, not only will upper management look at you in a different way, your output and efficiency stands to improve as well.

– BY KEN MONLUX

Ken Monlux is an asphalt industry veteran with 30 years experience in all areas of operational management. For more information, see his ad on page 65 or contact him at (209) 495-1017 or kenmonlux@yahoo.com.

18 // February 2020

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Pavement maintenance

ENGINEERING

CONSTRUCTIO

With the Pikes Peak hill climb just three weeks after the mill and overlay, work was completed on a tight schedule. The Continental Milling crew removed approximately 4,000 square yards of material in just two and one-half days, with all work done at 13,380 feet and higher.

ENGINEERING CONSTRUCTIO

Recycle Above the Snow Line

Patches of snow clung to rock debris alongside the Pikes Peak Highway as a Cat® PM822 cold planer’s conveyor threw a steady stream of milled asphalt into a haul truck’s bed near the Colorado mountain’s 14,000foot summit. When the truck bed was fully loaded, another truck took its place and the cold planer kept milling asphalt for patch work in preparation for the annual Pikes Peak International Hill Climb.

“We’re trying to get this road as smooth as possible,” said Chris Neeley, co-owner and program manager for Continental Milling Inc., Colorado Springs, Colorado. “That’s very important with the high speed of the vehicles during the race, and for the tourists that travel up and down this road every day.”

Working as a subcontractor for the Kiewit Corporation on the mill and overlay project, the Continental Milling crew was responsible for milling patches up to 700 feet long on the winding, two-lane

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highway known for its switchback turns and scenic vistas.

Pikes Peak Highway features some very steep grades, both cross slope and running slope. “We have some areas that are exceeding 12 percent on a running slope with a cross slope close to 8 percent on some of the switchback turns,” Neeley said.

The cold planer’s optional grade control provided the precision performance necessary to successfully mill the site’s steep grades. Continental Milling’s work ranged from edge milling to full depth 2-inch cuts. Some of the patches were half-width, but the majority were the fullwidth of the roadway.

“There are high spots and low spots, so there are areas where we’re cutting two inches and others where we’re cutting nothing,” said Raymond Trout, operations manager.

With the hill climb just three weeks after the mill and overlay, work was completed on a tight schedule. The Continental Mill-

ing crew had to mill approximately 4,000 square yards of material in just two and one-half days, with all work done at 13,380 feet and higher. “We had to work around ENGINEERING CONSTRUCTIO traffic, and Kiewit was required to pave right behind us as we opened up the patches,” Neeley said. “It was a challenge.”

ADDITIONAL HELP

A Cat PM822 cold planer with a horsepower rating of 755 was used on the job. “It has ENGINEERING CONSTRUCTIO more horsepower and we needed that additional help,” Neeley said. “We’re working at 14,000 feet near the summit. It takes incredible power to push an 80,000-pound machine up this mountain. We worked uphill, which is a little bit outside the norm for us, and the machine did great.

“It performedENGINEERING above and beyond CONSTRUCTIO what our initial thoughts were with horsepower loss at that elevation,” Neeley continued.

“We needed to be efficient, and we needed to be productive. The PM822 enabled us to do both.”

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Pavement maintenance

Work began at Mile 18 of the 19-mile roadway, with the last patch completed where the asphalt ends at the summit.

This job was done for the pride of working on a national treasure, and the experience of milling at high altitude. “I wanted to do this job. Everybody knows Pikes Peak,” co-owner of Continental Milling Inc. Chris Neeley said. “It’s America’s mountain.”

Work began at Mile 18 of the 19-mile roadway, with the last patch completed where the asphalt ends at the summit.

Transporting the equipment to the job-

22 // February 2020

site proved to be the greatest challenge.

Tracking the cold planer up and down the mountain roadway took 22 hours. A lowboy trailer transporting the machine made it to Mile 7, elevation approximately 9,000 feet, but was unable to negotiate the switchback turns beyond that point. The PM822 tracked the remaining 11 miles to reach the jobsite.

The Pikes Peak Highway mill and overlay is the highest profile job so far for Continental Milling Inc. Neeley, his wife President Jill Neeley, and Marc Sprague founded the company three years ago. Sales for the eight-person firm have grown every year, with the goal of $1 million this year.

But this job was done for the pride of working on a national treasure, and the experience of milling at high altitude. “I wanted to do this job. Everybody knows Pikes Peak,” Neeley said. “It’s America’s mountain.”

– FROM CATERPILLAR

Race to the Clouds The Pikes Peak Highway is a 19-mile road that enables vehicles to drive to the 14,115-foot summit of Pikes Peak.

The mountain is located in Pike National Forest, 12 miles west of downtown Colorado Springs, Colorado. The road has a series of switchbacks, treacherous at high speed, called "The W's" for their shape on the side of the mountain.

The Pikes Peak International Hill Climb, also known as the Race to the Clouds, is an annual automobile and motorcycle competition to the mountain’s summit.

The 12.42-mile course on the Pikes Peak Highway traverses 156 turns and climbs 4,720 feet from start to finish. Grades on the course average 7.2 percent, creating a very unique race.

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Producer profile

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To date, Texas Cordia has produced more than 4,500 tons of mix, the majority of which the company has sold to local contractors.

Texas Cordia Meets Goals, Makes Mix ENGINEERING

For Christmas 2018, Yara Corbitt and Isaac Heredia of Texas Cordia Construction, Edinburg, Texas, had quite a lofty present on their wish list. The heavy highway/civil construction company had spent all of 2018 establishing its first asphalt plant, with the goal to produce its first batch of mix by the end of the year.

A few days ahead of its deadline, Dec. 19, the company produced its first batch of mix, which was then delivered to Texas Cordia’s yard to pave over the existing caliche driveway. “You could see the pride in our drivers’ and our crews’ eyes, being able to pave with their own mix,” Corbitt said.

It was a goal Corbitt and Heredia had discussed since the pair founded Texas Cordia back in 2011. AsphaltPro has followed the team throughout the process.

Part one, “Texas Cordia Plans for a Plant,” covered the company’s need for a new plant, finding the right property, and bring-

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24 // February 2020

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ing in asphalt production experts to assist them. Part two, “Texas Cordia Pursues Its Plant Plans,” covered acquiring the correct ENGINEERING equipment, transporting it to Texas, and getting the plant up andSERVICE & CONSTRUCTION TRAINING running. Both are available online at theasphaltpro.com.

In the final installment of our three-part series following Texas Cordia’s pursuit of a plant, Heredia and Corbitt share what they learned in the first year of running their plant.

SUPPLY, SELL, SUCCEED

There were a number of reasons why Texas Cordia wanted to invest in its own asphalt plant.

“Down here in the valley, a lot of local contractors have their own plants,” Corbitt said. “We try to compete with them, yet we’re asking them for prices on hot mix.” In addition to being a matter of remaining competitive, operating their own asphalt plant is also a matter of flexibility and reliability.

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Producer profile

From left: Isaac Heredia, James “Buck” Horne and Yara Corbitt

Heredia operates the blade at the Texas Cordia plant.

By February 2018, Corbitt and Heredia had identified the plant they intended to purchase: a Barber Green plant in Corpus Christi, Texas. By March, they’d been approved for a loan and purchased property for the plant in Donna, Texas. By May, they received the required plant permits, and in June, equipment began to arrive.

The silo, conveyor and baghouse were purchased through Swisher Machinery. The baghouse is a reverse airflow CMI baghouse.

The silo is a used Standard Havens 100-ton portable silo with insulation. The 36-inch-wide dual chain portable flat conveyor is also a Standard Havens piece.

The scale, drum and silos arrived in June, the conveyors and bins in July, and the baghouse in August. The control house and master control center arrived in November.

26 // February 2020

They also opted for the Accu-Track Total Plant Control with Custom Plant Operator Stations. “The Accutrack System was designed specifically for our plant,” Corbitt said. “It has room to grow as the plant grows in the future.”

Texas Cordia received great support from Stansteel, Corbitt said, specifically from Janie Lyons, whom Corbitt met at World of Asphalt 2018 in Houston, at the beginning of Texas Cordia’s adventure. “James “Buck” Horne of Stansteel was onsite providing guidance for fine tuning our plant right before our first trial batch.”

Although putting the plant together from many disparate parts was a challenge, Corbitt said it was ultimately worth it: “Our mix has been performing wonderfully. It’s like black gold!”

Plus, the whole Texas Cordia team has enjoyed the freedom to pave whenever they want. By producing its own mix, its crews now know that quality mix is on its way, and that it will arrive on time.

It’s also made it easier to keep crews’ schedules consistent, Corbitt said. “Everything just runs more smoothly. When we need hot mix for ourselves, it’s right there on tap.”

To date, the plant has produced around 4,500 tons. One quarter of that has been placed on Texas Cordia’s own jobs, and the rest has been sold to local contractors. Within their first year, Corbitt and Heredia are proud to have customers who are on their third, fourth and fifth jobs using Texas Cordia’s mix.

“When you’re competing with plants who’ve been selling mix for decades and have an established clientele, you have to be persistent when trying to land new customers,” Heredia said. “And you have to be just as persistent in showing them you produce quality materials and you have good customer service.”

In August 2019, Texas Cordia was contracted to provide 1,150 tons for a City of Alamo project located 8 miles from its plant.

“When I headed to the job site to check in with the foreman, he said, ‘So, I guess you’ll be shutting down around 2 or 3 p.m.?’ When I told him we were happy to run until 5:30 or 6 p.m., he was so thankful that we were willing to run later for them,” Heredia said.

“We really try to be more flexible for our customers,” Corbitt added, “because I remember being in their shoes not too long ago and we understand their concerns. We’ve been there, with the whole crew waiting on the first truck for hours because the plant was slow to crank up. We’ve been there, not able to finish up a job that day because the plant decided to close early. We never liked when people did that to us, so we don’t ever want to do those things to our customers. We want to treat our customers the way we like being treated.”

Ultimately, the City of Alamo was happy with the job. “Everything was right on schedule, we ran all day consistently, we produced great material that the crew was happy with, it met density, the inspectors were happy,” Heredia said. “It was a golden opportunity for us, and it went perfectly.”

“We’re actually selling mix,” Corbitt said. “It’s been very exciting for us to see things going so well.”

FINE TUNE & STREAMLINE

Since producing its first batch in December 2018, the company has had to overcome some new challenges. For example, they found setting a price for their mix to be a bit challenging.

“We want to offer a fair market price for our region down here in the valley, while maintaining the integrity of the mix,” Heredia said. “Pricing was ultimately decided based on actual hard costs and current oil prices. As oil prices fluctuate, so does the sale price.

So we have to stay vigilant with our changing market.” Texas Cordia receives updated rack prices quarterly from the oil suppliers, and these changes are directly reflected in the sale price of the mix.

Regarding production, the company had some minor fine tuning to perfect, in terms of testing, calibration and specs, after producing its first batch in December 2018. The company submitted a mix design for independent lab tests in June 2018 for ACP Type D (PG64-22) (Limestone) mix for commercial use. With an approved mix, Texas Cordia began to sell.

“With one great mix on hand, we have been producing trial batches that meet other designs that are utilized in this area,” Corbitt said. “We are currently working with a local reputable lab that has provided great guidance and support in getting mix designs and trial batches approved.”

In the near future, Texas Cordia hopes to have a number of TxDOT mix designs approved.

Otherwise, Heredia said, they’re dealing with the same standard procedures any producer might face. Most of the plant staff had previous production experience, Corbitt said, so training was more akin to “sharpening the edges” versus starting from scratch—both for quality, but also for safety.

“The experience of the team and what they have seen and witnessed helps keep us from making the same mistakes,” she said, such as ensuring stockpiles are clean and properly spaced for loader access.

The company started with a safety mindset from day one.

“We currently boast zero accidents, zero injuries, and no lost time at the plant,” Heredia said. “Our team members conduct safety meetings on site every week and discuss any challenges that they may face during their daily work activities. They discuss how to mitigate these problems and avoid the occurrence of accidents/injuries.”

Texas Cordia plans to continue refining its team, service and mix in the future.

“We’re also looking forward to crushing caliche as our next adventure,” Corbitt said. “Quarries have already been purchased, as we plan for our next chapter—our next generation!”

WORDS OF WISDOM

Although decades of experience in the paving industry had already taught Heredia and Corbitt the value of a good reputation, Corbitt said this experience has reinforced the value of their word.

“We’ve been given the opportunity to provide mix for other contractors that maybe otherwise would not have given us the chance if they didn’t know us and the quality of our work,” Corbitt said.

“We give our word that the plant will be running and that a customer will receive quality mix, and we keep our word.”

It’s a principle the entire team at Texas Cordia’s plant shares.

“The team at the plant is vigilant and only lets good mix leave the plant,” Corbitt said. “It is also their reputation on the line, and our plant manager wants to be the best producer in the valley.”

Texas Cordia supplied mix for this job on South Alamo Road.

Within the plant’s first year of operation, Corbitt and Heredia are proud to have customers who are on their third, fourth and fifth jobs using Texas Cordia’s mix.

When asked for any other words of wisdom related to establishing an asphalt plant, Corbitt shared: “However much you think it’s going to cost—double it.”

That said, Heredia said having their own plant was absolutely worth it: “I wouldn’t change the experience and knowledge gained for anything else. That is something that stays with us no matter what.”

Corbitt added: “It is worth every penny, every tear, and every drop of sweat because tomorrow it will still be there, producing and selling for the next generation of Texas Cordia.”

– BY SARAH REDOHL

www.THeAsphaltpro.com // 27

AND YOU KNOW WE DO THIS...

You know Astec for durable, reliable equipment with proven performance. A pioneering team with decades of experience and a culture committed to putting the customer first has culminated in a range of options including drum styles, baghouse styles, and silo styles which allow you to configure the precise plant for your needs. Only Astec offers a complete line of portable, relocatable and stationary asphalt plants from 80tph to 600tph. Astec manufactures both Astec and Dillman brand equipment.

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4 DRUM OPTIONS

Double Barrel / DBX / DBXHR / Dillman UniDrum ENGINEERING ENGINEERING

CONSTRUCTION CONSTRUCTION

SERVICE & SERVICE & TRAINING TRAINING

PARTS PARTS

4 BURNER OPTIONS ENGINEERING

TRAINING ENGINEERING Phantom / Talon II /CONSTRUCTION Fury / WhisperSERVICE Jet & CONSTRUCTION TRAINING

2 SILO OPTIONS

2 BAGHOUSE OPTIONS Pulse Jet / Reverse Pulse ENGINEERING ENGINEERING

CONSTRUCTION CONSTRUCTION

SERVICE & SERVICE & TRAINING TRAINING

PARTS PARTS

ENGINEERING ENGINEERING

CONSTRUCTION CONSTRUCTION

SERVICE & SERVICE & TRAINING TRAINING

PARTS PARTS

TRAINING

ENGINEERING

CONSTRUCTION

SERVICE & TRAINING

PARTS

International snapshot

Global Billions

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China’s involvement in infrastructure developments in emerging markets across Asia continues to expand. According to the report, “China’s Involvement In Global Infrastructure,” the total value of infrastructure projects in which Chinese contractors are at least partially involved stands at US$235 billion while in South Asia the project values total US$191 billion.

China launched Belt and Road Initiative (BRI) in 2013 to develop the modern day versions of the land-based Silk Road Economic Belt and the Maritime Silk Road of the 21st Century. Under the initiative, China is seeking to improve infrastructure in emerging markets across the world, facilitating economic development through the companies that are able to transport goods more easily and cheaply between countries along various routes.

Danny Richards, lead economist at GlobalData, commented: “Although wariness has been increasing among the governments in emerging markets over the risks of relying heavily on China for fund-

30 // February 2020

ing and construction contracts, the opportunities provided under the BRI can be attractive for governments with limited funding capacity and rising infrastructure needs.”

In Asia, reflecting political challenges and concerns over the build-up of debt, new governments in Pakistan, Malaysia and the Maldives, in particular, have been challenging contracts that had hitherto been signed with China or have been delaying progress on existing projects.

Nevertheless, it is clear that China is heavily influencing the development of infrastructure in Asia’s emerging markets. Based on GlobalData’s analysis, if all infrastructure projects in the pipeline proceed as planned, spending on projects involving Chinese contractors could reach US$64 billion in 2020, up from US$23 billion in 2014.

– FROM GLOBALDATA

GlobalData is a leading data and analytics company whose mission is to help clients decode the future to be more successful and innovative across a range of industries.

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Central Asphalt Vice President Aaron White explained the paving crew treated the RPMA like a polymer-modified mix and tried to get compaction “a little earlier,” resulting in the gorgeous mat you see here.

High-Density Plastics Work for Central Asphalt Mix, Paving

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BY SANDY LENDER

Central Asphalt Inc., Mt. Pleasant, Michigan, performed six recycled plastic modified asphalt (RPMA) projects in 2019 with what Vice President Aaron White described as no noticeable changes in production. The team used liquid asphalt cement (AC) binder with ELVALOY™ RET asphalt modification technology from Dow Inc., Midland, Michigan, blended and provided by Bit-Mat Michigan, Bay City, a Klink Group of Companies entity. According to a Dow spokesperson, the “projects combined to use more than 10,400 pounds of recycled plastic, which is equivalent to the weight of more than approximately 769,500 plastic grocery bags.”

Grocery bags, which fall into the high-density polyethylene (HDPE) plastics category, represent a target recycling stream.

Alex Hoffer of Hoffer Plastics Corporation shared a host of responsible plastic sources in the article “Source Plastic into 2020,” which you can read at TheAsphaltPro.com. In the three-part sustainability series from Malcolm Swanson of Astec Inc., which you can read at TheAsphaltPro.com, he includes a discussion of five specific cat-

32 // February 2020

egories of products finding their way into asphalt pavement mixes via recycling: • recycled asphalt pavement; • asphalt roofing shingles; • rubber tires; • plastics; and • steel/iron plant componentry.

Here, we take a look at blending HDPE plastics into asphalt pavement mixes for Central Asphalt’s projects in the Great Lakes Region of Michigan. As Swanson stated in the third part of his series, “Industry Incorporates Sustainability at Asphalt Production Plants,” all plastics are polymers, but not all polymers are created equal. Some are better suited to breaking down for blending. Once broken down, they often require 2 to 4 percent of Polyphosphoric acid (PPA), by weight, to improve blending. This concept is in play with the asphalt modification technology from Dow, which we’ll abbreviate “Elvaloy” for this article.

CENTRAL ASPHALT USES RPMA ON SIX OVERLAYS

Dow’s infrastructure & construction marketing manager, Nishant Karamchandani, stated the company derives its high-density and linear-low-density polyethylene from “a fairly clean stream we’re getting from our partners.” From there, the plastic pellet, liquid AC, and Elvaloy, added by weight of binder, are blended using the wet method in a shear mill before delivery to the asphalt plant for mixing. Using the shear mill, “[o]ne batch of ELVALOY™ RET takes as little as 2-4 hours to create, compared to an average of 30 hours for one batch of SBS,” according to the company.

While the use of Elvaloy technology is designed to allow asphalt batches at temperatures up to 30 degrees Fahrenheit lower than other options, Central Asphalt’s White said they maintained typical hotmix asphalt (HMA) temperatures for all projects.

White shared that the projects were all 20 to 35 miles from the BMG parallel flow asphalt plant that produced the RPMA mix.

Three of public roads were overlays at 1.5 inches; one was a Thinlay at ¾ inch. Both parking lots were placed in two lifts of 2 inches each. The 2-inch top course incorporated the RPMA.

• Badour Drive in Bullock Creek incorporated over 400 pounds of recycled plastic in one-half lane mile.

• The Global Dow Center parking lot in Midland incorporated over 2,300 pounds of recycled plastic in 16,000 square yards.

• The Saginaw Valley State University (SVSU) parking lot in Frankenlust Township incorporated over 4,100 pounds of recycled plastic in 14,500 square yards.

THE PROJECTS USING RPMA WERE THESE:

OBSERVATIONS OF RPMA

• Waskevich Lane in Larkin Township incorporated over 1,600 pounds of recycled plastic in 2 lane miles.

• Mid-bay County Line Road, also in Larkin Township, incorporated over 1,600 pounds of recycled plastic in 2 lane miles.

• Julie Ann Drive, also in Larkin Township, incorporated over 800 pounds of recycled plastic in 1 lane mile.

34 // February 2020

Three of the RPMA overlays were placed at 1.5 inches; the fourth was a ¾-inch Thinlay.

Karamchandani spoke of the optimism stemming from the recent projects with entities such as AASHTO and NAPA requesting Dow to present information on a national stage. “The engagement level is up,” he said. “What’s exciting is what we’re trying to do as a longterm play. Take the plastic out of the landfill, add the Elvaloy, and address the performance characteristics for a longer road life.”

Central Asphalt produced the RPMA mix at conventional polymermodified AC temperatures, according to VP Aaron White.

White was able to attest to the early benefits. “Klink did the blending and it came to us already blended,” he shared. He explained the mix incorporated the binder at a standard 4 to 5 percent.

“At first, we were nervous how it was going to react, but were pleasantly surprised,” White said. “From loading it off the trucks to moving it through the pipes at the plant to mixing to dumping the haul trucks to moving through the paver, everything worked like normal. From what my superintendents said they were treating it like a polymer-modified mix.”

He shared that the paving team achieved compaction with no complaints, merely trying to get on the mat “a little earlier” as they would with a polymer-modified mix.

Dow was included on FORTUNE’s 2019 “Change the World” list.

This is a ranking of 52 companies that have made an important so-

cial or environmental impact through their profit-making strategy and operations. Listed as number 26 in the ranking, Dow was recognized for its program to pilot the use of recycled plastics in roads as part of the company’s long-standing commitment to reduce plastic waste and drive sustainability solutions.

Dow CEO Jim Fitterling said, “By developing solutions such as this, we are demonstrating that plastics, from design to disposal, have tremendous value and can continue to benefit people and society in new ways.”

Dow has collaborated with the value chain to build nearly 100 km of asphalt roads containing recycled plastic across Asia, Europe, North America and Latin America. The projects, some of which are enabled by the Elvaloy technology discussed above, have diverted nearly 200 metric tons of plastic from becoming litter or entering a landfill, according to an August 2019 press release.

High-Density Polyethylene (HDPE) Examples • Electrical & communications conduit • Five-gallon buckets • Gas & fire pipelines • Grocery bags • Juice & water bottles

• Hula hoop rings • Milk jugs • Shampoo/toiletry bottles (marked with 02/PE-HD) • Water pipes

www.THeAsphaltpro.com // 35

How to Set Up a Portable Asphalt Plant

BY CARLOS CARDENAS

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Whether hot-mix asphalt (HMA) production occurs on a permanent site or a temporary, remote site, asphalt plant needs vary from relocatable plants, to skid-mounted plants, to portable plants, based on location.

Setting up a portable unit at a remote site may seem daunting if producers are first-timers to the process, or even seasoned professionals who haven’t performed set-up in a while. Regardless, setting up a portable plant, whether it’s the Asphalt Drum Mixers Inc. (ADM) EX Series Model 8844—or a competitive, portable plant of similar size—the same basic rules apply.

Remember to think of safety first. Read the manual and understand any safety issues before performing any work.

It’s important to refer to the set-up manual of the particular brand of portable asphalt plant. However, the following instructions will provide an excellent overview of the process, whether these instructions are being used as a primer or merely a refresher.

There are four main steps in setting up a portable asphalt plant.

38 // February 2020

1. Prepare the site; 2. Erect the equipment; 3. Install electrical cables and plumbing; and 4. Test and calibrate equipment.

1. PREPARE THE SITE

After selecting the site location, take a few things into consideration before setting the plant. These are, among others: foundations, wind direction, stockpile location, equipment and truck traffic, and your neighbors.

Foundations—When it comes to portable plants, the type of foundations you may need can vary depending on the supports provided by the manufacturer, the soil conditions, and length of time the plant will be at the location. Fully portable asphalt plants, like the ADM EX Series counterflow asphalt plant, allow for a quick setup, directly on the ground, and in most cases, eliminate the need for any type of foundation support or cribbing.

Other options for foundation support are optional full-width sand shoes, wood or steel cribbing such as railroad ties, large stones, or concrete pads. You will want to select the support that will allow you to do a quick set-up without compromising a stable support.

Wind Direction and Dust Control—One of the most overlooked considerations for an asphalt plant set-up is for wind and dust control. As materials and the ground become dry, dust may be created around the asphalt-plant site and can become a nuisance if not controlled properly. The wind may blow the smaller materials and dust around the site and this dust may damage sensitive electrical parts, increase cleaning and maintenance of filters and bearings, and equipment. Locate the plant so that any possible dust is carried away from the equipment, control house, and other buildings and neighboring lands. A dust control program that includes frequent watering of bare drives and lots, frequent maintenance, and personal protection equipment (PPE) should be implemented.

Stockpiles—Good stockpiling procedures are crucial to the production of top quality asphalt mix. Proper stockpiling is important to allow for proper water drainage and to minimize material size segregation.

Firm, clean surfaces should be made ready and precautions should be taken to keep stockpiles separated to prevent intermingling that often leads to loss of proper gradation. Separation of the material is achieved by keeping stockpiles widely spaced, using

bulkheads between stockpiles, or by storing aggregate in bins. Where bulkheads are used, they should be strong enough to withstand aggregate weight and should extend the full depth of the stockpiles.

Stockpile locations should provide ease of access to both the loader operator and the delivery vehicle while also minimizing cross traffic.

Equipment and Truck Traffic—Efficiency is at the core of any profitable system, so designing smooth traffic flow for your equipment, delivery trucks, and personnel should be top priority. Traffic flow should be designed to minimize travel time, cross traffic, blind spots, and collisions. Allow for short straight lines where possible to minimize time, fuel consumption, and wear on equipment, and to lower emissions. Eliminating cross traffic and blind spots minimizes collisions and other accidents as well as reducing stops and traffic jams.

Neighbors—Odds are that if you are installing a portable plant you don’t plan on being around too long. But whether your project lasts two months or two years, it’s always a good idea to be a good neighbor.

Always be conscious about your actions and how they affect others around you.

Proper plant and lot maintenance, minimized truck traffic, reduced noise, and controlling fugitive dust will help keep your

neighbors happy. Maintaining a good reputation with your neighbors will go a long way now and with future projects.

2.ERECT THE EQUIPMENT

Before any work is performed, please read and understand any safety issues relative to the equipment.

In most cases, the first piece of equipment to be erected is the surge system. There are different types of portable surge systems: some that require cranes and some that are self erecting, such as the ADM self-erecting silo. Simply maneuver the truck rig and silo unit into position marked by the installation drawings and lift the silo and drag slat conveyor using the supplied hydraulic pump unit. Follow manufacturer’s instructions for operating the hydraulic pump unit.

If the portable silo is not self-erecting, then a crane will be required to lift it and the drag slat conveyor into place. It is best practice to consult and hire a professional when erecting equipment with a crane. Check the shipping bill or contact the equipment manufacturer for equipment weights to properly size the crane for lifting.

• Always use safety equipment and safety harnesses when necessary or required.

• Always use proper rigging techniques when lifting any equipment.

• Always check the crane, hooks, and clevises and lift cable slings for correct lifting capabilities.

The self-erecting silo from ADM, is designed to be erected in minutes without the need for a crane.

• Always use a man-lift, scissors-lift, or cage when required, to connect or remove the lift cable slings from the lifting eyes.

• Remove the other shipped items from the trailer. Position them in a safe and clear zone away from the silo erection area.

• Locate the necessary nuts, washers, and bolts for assembly of the unit. Count and size all bolt holes for correct bolts necessary.

Silo • Install legs to silo with the silo on its side.

Some silos may have the legs installed at the factory.

• For large or wide silos, bolt the legs onto the silo base and install the cross braces before tightening leg bolts.

• If rigging allows it, install any bolt on handrails or batch hopper (bolt-on type).

• Ladder-cage assembly installation can be performed before or after the silo is lifted into position.

• Tighten and secure all hardware.

• Connect lift cable slings to the lifting eyes on the silo top.

• If a second crane is used, connect lift cable slings to the lifting eyes on the silo base.

• Be aware, the weight of the silo may cause the cables to go slack as they are lifted over center.

• Lift the silo and place on the foundation plates.

• Weld and/or bolt all four legs to the foundation plates.

• Remove the cable hooks and release the crane cables.

• Rig, lift, and mount the drag cradle, batch hopper, and hand railing if not previously mounted.

• Bolt down to silo using bolts supplied.

• Remove the cable hooks and release the crane cables.

Drag Slat Conveyor • In preparing to lift the drag slat conveyor, position the unit so that only a single lift is required to put the conveyor directly into the foundation position.

• Depending on the size of the drag slat conveyor and the size of the crane(s), lift the drag slat conveyor with the lifting eyes on both ends of the conveyor. Be aware, the top end is heavier.

• Lift drag conveyor, position head section on saddle, and place drag base on the foundation plate.

www.THeAsphaltpro.com // 39

• Weld and/or bolt drag base to the foundation plate.

• Remove the cable hooks and release the crane cables.

• Install or secure any drag supports that may be included.

• Install any items such as bypass chute, guard rails, stairs, etc. that will require the use of the crane.

• Remove the cable hooks and release the crane cables.

Remember: the top end of the drag slat conveyor is the heavier end. You will lift with the lifting eyes on both ends.

Stay safe! Make sure no one enters the area below the drum unit until you have it pinned and secure.

40 // February 2020

The Drum Unit • For safety reasons, do not allow anyone to enter the area below the drum unit until it is pinned and secure.

• Use the foundation prints to find the measurements for positioning the unit.

• Measure and mark the position of the unit from the drag chute.

• Maneuver the truck rig and drum unit over the exact position so that the discharge point lines up to the drag slat conveyor receiving point.

• Lift and level the unit into place using the crank-down or hydraulic legs that came with the unit.

• Some equipment may have fixed legs that require manual placement and shimming to level the unit.

• Secure and pin all support legs to frame and bolt and/or weld legs to foundation plate if installed.

• Install the receiving chute on the drag slat conveyor and the discharge chute on the drum unit.

• Install and/or fold down the receiving chute or slinger conveyor, breeching box, hand railing platforms, ladders, and any other required items.

Weigh Conveyor • Use the foundation prints to find the measurements for positioning the unit.

• Measure and mark the position of the unit from the receiving chute on the dryer or fast conveyor.

• Maneuver the truck rig and conveyor unit close to position.

• Unfold or lift the weigh conveyor head unit into working position.

• Maneuver the truck rig and conveyor unit so that the material will fall into the center of the receiving chute.

• Then, unbolt the scalping screen from the conveyor. At no time must the scalping screen touch the weigh conveyor.

• Install or position ductwork on the both the drum unit and baghouse. This may require the use of a crane. Seal all duct unions using provided materials.

• Install or position into place any ladders, platforms, railing, airlocks, blowers, dust augers, stacks, and other required equipment.

The angle of the collecting conveyor must match up to that of the weigh conveyor.

Asphalt Storage Tank • Use the foundation prints to find the measurements for positioning the unit.

• Measure and mark the position of the AC tank unit from the drum unit.

• Maneuver the truck rig and conveyor unit close to position.

• Mount the asphalt pump on the back of the asphalt tank when both units are supplied by ADM. • The asphalt tank and pump should be mounted as closely as possible to the AC injection lines.

Aggregate Feed System • Use the foundation prints to find the measurements for positioning the unit.

• Measure and mark the position of the unit from the weigh conveyor.

• Maneuver the truck rig and bin unit close to position.

• Unfold the collecting conveyor and place at the correct angle to match the weigh conveyor. Install conveyor supports and or chains to hold conveyor in position.

• Maneuver the truck rig and bin unit into position so that when the collecting conveyor discharges onto a screen, it discharges onto the top one-third section of the screen cloth.

• Lift and level the bins using the crank or hydraulic legs provided, and bolt and/or weld the legs onto the foundation pads if installed.

• Install or position into place any ladders, platforms, bin dividers, bin extensions, and other required equipment.

• If equipped, install or position the folding bulkheads and tie down cables into working position so that the ramps can begin being filled.

Baghouse • Use the foundation prints to find the measurements for positioning the unit.

• Measure and mark the position of the unit from the drum unit.

• Maneuver the truck rig and baghouse unit into position.

When installing the liquid AC tank, you want to mount the tank and pump as closely as possible to the AC injection lines. www.THeAsphaltpro.com // 41

• The asphalt tank must be supported solidly.

Fuel Tank • Use the foundation prints to find the measurements for positioning the unit.

• Measure and mark the position of the unit from the center line of the drum unit.

• Maneuver the truck rig and conveyor unit close to position.

• The fuel tank must be at least 50 feet from the burner.

• The fuel tank should be equipped with a fuel filter.

• The supplied pump must also have a filter.

• All lines must be sized to the recommendations of the burner manufacturer.

When setting up the RAP system, you want to maneuver the truck rig and conveyor unit so the recycle material will fall into the center of the receiving chute.

RAP System • Use the foundation prints to find the measurements for positioning the unit.

• Measure and mark the position of the unit from the receiving chute on recycle collar.

• Maneuver the truck rig and conveyor unit close to position.

• Unfold or lift the conveyor head unit into working position.

• Maneuver the truck rig and conveyor unit so that the material will fall into the center of the receiving chute.

• Lift and level the RAP bin(s) using the crank or hydraulic legs provided, and bolt and/or weld the legs onto the foundation pads if installed.

• Install or position into place any ladders, platforms, bin dividers, bin extensions, and other equipment required.

• If equipped, install or position the folding bulkheads and tie down cables into working position so that the loading ramps can begin being filled.

3.INSTALL ELECTRICAL CABLES AND PLUMBING— ELECTRICAL • Move generator into position. Select a location near the plant and fuel source but where noise will be minimal for operations. The farther the location, the less the sound will be, but the larger the power cable might need to be.

• Install and connect the main power cable, and test the generator for proper voltage.

• Begin with the farthest cable, lay out the high voltage motor wire along provided cable trays, and plug into main MCC, typically at the control room.

42 // February 2020

• Secure the cable along the way with proper wire ties.

• Continue until all motors are plugged into their proper outlets.

• Lay out the 110V control cables along the cable trays securing them so that they do not lie on top of the high voltage wires.

• Secure the cable along the way with proper wire ties.

• Continue until all control cables are plugged into their proper outlets.

• Lay out the low voltage signal cables along the provided cable trays assuring that they do not lie alongside the high voltage cables, crossing only when necessary.

• Secure the cable along the way with proper wire ties.

• Continue until all signal and low voltage cables are plugged into their proper outlets.

• Some cables may need to be hardwired.

veyor, cold feed bins, surge system scales, and other systems such as level indicators, temperature sensors, and others.

• Follow the manufacturer’s instructions for proper testing of the system on your plant.

When asphalt producers follow the portable asphalt plant set-up instructions that manufacturers provide, producers are able to get plants set up safely, properly, and in

a reasonable time frame to get their operations up and running.

Carlos Cardenas is a sales engineer for ADM Asphalt Drum Mixers Inc. with 25 years of expertise in the asphalt plant manufacturing industry. For more information, contact him at (260) 637-5729.

Plumbing • Simplify plumbing connections for the asphalt and fuel tanks using hoses with quick connections.

• Hot oil-heated flex hose packages with quick connections available from ADM can provide quick connections from the asphalt pump to the plant.

• Fuel hoses with spill-proof quick disconnects can make fuel connections safe, quick, and easy.

• Always check all plumbing for leaks, wear, and damage to avoid any unwanted spills.

• If your plant is not equipped with quick connections, use the plumbing diagrams provided by the manufacturer to connect the equipment.

4.TEST AND CALIBRATE

• Once the equipment is installed and all electrical connections are made, it’s time to test and calibrate. (The following steps may need to be performed by a licensed electrician.)

• With all breakers in the “off” position, check power at the top of the main breaker.

• If power is correct, turn on main breaker and check power at the bottom of the main.

• Continue this for all breakers in the circuit to assure all connections and power are correct.

• After assuring power is correct, continue testing by turning all motors and checking rotations.

• Once all electrical is tested, perform calibrations of the asphalt pump, weigh con-

www.THeAsphaltpro.com // 43

Wooten Recycles with OGFC

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BY ASPHALTPRO STAFF

Milling and filling took on a safety role with the placement of an open graded friction course (OGFC) on Interstate 795 (I-795) in Wilson County, North Carolina. Multiple crews from S. T. Wooten Corporation, headquartered in Wilson, took on the task for North Carolina Department of Transportation (NCDOT) in summer 2019 to re-pave an important 4-mile stretch of highway to prepare for increasing traffic. Paving of mile marker 38 + 17 to mile marker 42 + 60 started July 24, ended Aug. 29, with a project completion date of Oct. 16. Wooten’s Quality Control and Materials Manager for the Asphalt Division Chris Croom answered our questions about the project, starting with the plant and the excellent communication among production and field personnel.

Q

Tell readers about the communication between the plant operator and the foreman on the job: We produced the mix with an Astec double barrel plant located in Sims, North Carolina. The west end of the project is located about 5 miles from the plant. In total, S.

44 // February 2020

T. Wooten placed 33,091 tons of mix on the project, which includes 25,077 tons of S9.5D and 8,014 tons of OGFC FC-1 Modified.

There was excellent communication between plant, paving and trucking supervision and the quality control personnel that worked on this project. All our employees communicated regularly regarding production and trucking needs, equipment, raw materials, traffic control, safety and QC testing of the mix both at the plant and on the roadway. The communication and strong relationships between members greatly contributed to our success on this project.

Q

How was the mix produced and what percentage of recycled asphalt material was included? The mix was produced as a traditional hot-mix asphalt. Both the S9.5D and FC-1 Modified mixes were produced with polymer-modified PG76-22 at temperatures between 310 and 325 degrees Fahrenheit. S. T. Wooten used a high-quality, low moisture content granite coarse and fine aggregates along with natural sand during production of the mixes. We

LEFT AND ABOVE: Milling the existing pavement and maintaining a cut to provide a 0.25 slope was subcontracted, then the paving crews came in to place the S9.5D and FC-1 Modified mixes. also used RAP in the S9.5D and recycled shingles in the FC-1 Modified. The Astec double barrel plant used a variable speed drum with V flights to consistently dry the aggregates, reducing segregation of the mix, therefore providing a more uniform mix during lay-down.

NCDOT specifies a maximum of 18 percent for virgin binder, which for the polymer-modified mixes can be replaced by recycled binder. RAP is currently not allowed in OGFC FC-1 Modified. However, recycled shingles are allowed for OGFC FC-1 Modified and were used on this project. Recycled shingles were also used in the FC-1 Modified mix. The specifications require that the shingles be ground so that 100 percent of the material passes a 3/8-inch sieve.

Q

What were the types and grades of stone used? Granite #78m stone and blended screenings. Locally mined natural sand.

Q

What was the milling depth and was it intended to remove imperfections/correct slope for the OGFC drainage? The milling depth was 0.75 to 2.75 inches. This variable depth milling was performed to remove deteriorated asphalt mix and to correct the slope to 0.25 prior to paving with the S9.5D mix.

This in turn improves drainage and helps to facilitate the use of the FC-1 Modified mix as a public safety tool.

Q

Which S.T. Wooten crew performed the paving and what was the depth of the surface lift? We had various paving crews working on the job who were led by Foreman C. J. Bryant.

Depth wise, there was a 2-inch S9.5D lift with ž inches of FC-1 Modified for the final lift.

Q

Tell the readers about the compaction train: S.T. Wooten used two CAT CB-64 steel-wheel vibratory rollers on the S9.5D and FC-1 Modified mixes. One CAT CB-34 combination roller was also used on the S9.5D mix. All roller patterns were based on nuclear density gauge testing. (IC) was not used on this project.

www.THeAsphaltpro.com // 45

Q

What was the rolling pattern the team had success with for the OGFC and what were the density numbers that NCDOT recorded? The NCDOT does not have a density requirement of OGFC. The specification requires that we use a minimum of two steel-wheel tandem rollers. The rolling is limited to one coverage with a tandem steel-wheel roller weighing a maximum of 10 tons, with additional rolling limited to one coverage with the roller where necessary to improve the riding surface. No vibration is allowed during the finish rolling phase.

TOP AND ABOVE: The specification required a minimum of two steel-wheel tandem rollers. The rolling was limited to one coverage with a tandem steelwheel roller weighing a maximum of 10 tons, with additional rolling limited to one coverage with the roller where necessary to improve the riding surface.

No vibration was allowed during the finish rolling phase.

Q

Was a test strip required to determine the rolling pattern prior to getting on I-795? Nuclear gauge testing was used for density acceptance on the project. A test strip or “control strip” was placed at the start of paving and then every 14 calendar days thereafter, as required by the specifications. The roller pattern is established during construction of the control strip to achieve the density required and to correlate the gauge to cores obtained from the mat.

46 // February 2020

Q

What additional safety measure(s) did the team put into practice, beyond the required/MUTCD best practices? We work closely with the NCDOT to ensure we’re meeting requirements and best practices for safety. We’re proud of the solid track record we have for protecting travelers and crew members on road construction projects.

Q

What is the No.1 facet of the I-795 project that you, personally, are most proud of? As an end-result, I’m proud of the quality ride the new pavement gives drivers on the road. I also take pride in the appearance of the final product, and the fact that we managed to complete the project having only one transverse joint in the FC-1 Modified pavement.

Chris Croom stated the finished product is already helping to facilitate better conditions for the traveling public.

Q

Which team member went above-and-beyond with a specific “assist� on the I-795 project, and what was that extra effort? Foreman Bryant was instrumental in assisting the milling subcontractor with maintaining a cut to provide a 0.25 slope. As the paving crew leader, he also insured that mix was placed correctly and the communications with the plant, trucking and QC was smooth.

As mentioned previously, the entire team worked incredibly well together in communicating and coming together to make sure the job was done right.

Q

Which S. T. Wooten mix design technicians (or other personnel) assisted NCDOT in deciding on the OGFC? The decision to use OGFC FC-1 Modified mix was made solely by the NCDOT. The mix was designed by S. T. Wooten Senior Mix Design Technician Everett Thornton and Quality Control Manager Jeffrey Johnson.

This stretch of I-795 has a history of high accident rates due to hydroplaning during heavy rainstorms. Because of this, the NCDOT specified the use of OGFC FC-1 Modified to improve water drainage and friction for drivers on the road. Having wrapped up [in October], the finished product is already helping to facilitate better conditions for the traveling public.

www.THeAsphaltpro.com // 47

WE LISTEN TO YOUR COMPLEX NEEDS We’re large enough to understand that every producer’s needs are different. Small enough to personally answer your call, listen to your needs and help with sound solutions, like customizing just the right asphalt plant to meet your specific production goals, or troubleshooting when surprises happen. Tell us how we can help.

VISIT US AT BOOTH S5455 CONEXPO-CON/AGG MARCH 10-14, 2020

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Properly positioning an LNG storage container at a permanent asphalt production facility can be scheduled over a weekend to minimize plant downtime. Photos courtesy of CLEANCOR

Asphalt Plants Transition to LNG as Fuel Source

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BY SCOTT JOHNS

Among the benefits asphalt producers see once they’ve switched to liquefied natural gas (LNG) to fuel their stationary and temporary asphalt production facilities is a simplified project bidding process.

LNG can reduce the cost of asphalt production; is reported as safer than propane, diesel and other fuels commonly found in asphalt plants; can make meeting sustainability targets easier; and has more price stability than propane or diesel. Producers who have worked with CLEANCOR LNG, which promotes the use of LNG in a variety of industrial segments, are also finding that the switch to LNG is very user-friendly for a number of reasons: • Any stationary or temporary asphalt production facility that is currently operating on propane, diesel, recycled fuel oil (RFO) or waste oil—including hot oil heaters and power generators—is a candidate to be fueled with LNG. • Equipment packages are designed for ease of use and maintenance.

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• Mobile LNG packages are designed to be easily transported from location to location and installed in a matter of hours, providing operators of portable asphalt plants with a flexible and highly-efficient fuel source.

• CLEANCOR LNG, as part of its turnkey transition package, will work with asphalt producers and relevant air districts to complete the necessary changes to air permits before LNG transitions—either permanent or temporary—take place.

SITE EVALUATION The first step in transitioning to LNG is a thorough evaluation of the site or sites involved. If the producer is working with CLEANCOR LNG, then this information gathering will be conducted by a CLEANCOR LNG technical specialist and can be arranged even a few days before a transition is scheduled. It can be completed in approximately two hours per location.

CLEANCOR’s mobile equipment packages are designed to let an asphalt plant temporarily operate on LNG while the plant is being permanently transitioned to LNG as its fuel source.

The evaluation is designed to answer a variety of questions. Does the plant have a dual fuel gas train, if it is operating on diesel or waste fuel, or will one need to be installed? Are the burners already equipped to operate on natural gas or will a conversion be required?

What is the best place to locate the storage tanks? How many tons of asphalt are produced in the plant in a calendar year? If a temporary plant is involved, how long will it be at its present location?

PERMANENT LNG INSTALLATION PROCESS

The precursor to installing a permanent LNG package is putting in place the temporary mobile equipment. This enables the plant to operate on LNG while permitting is under way for civil work, including pouring slabs, and other tasks that are fundamental to a permanent installation. The temporary equipment will remain at the site until the permanent equipment is 100 percent tested and commissioned, allowing for a seamless transition.

Once the information-gathering and permitting paperwork are complete, all relevant government authorities have been notified, and a date and time have been determined when the transition to LNG will have little or no negative impact on the plant’s production, CLEANCOR LNG will begin installing its permanent equipment package. Generally, installations can be complete in two weeks and even sooner in some situations. In most cases, CLEANCOR LNG will supply all of the LNG storage and vaporization equipment, including telemetry systems or tank level monitoring systems, all safety systems and power generation equipment to run both large and small auxiliary equipment on location in the event grid power is unavailable, unreliable or costly based on the location.

STORAGE TANKS

The initial step in permanent installation is lifting the vertical or horizontal LNG storage equipment into place. This one- to two-day process is done by a local crane provider.

Once the storage tanks are in place and secured to the permanent slabs, the remainder of the first week is consumed with installing most of the hardware and safety systems, as well as vaporization/regasification systems, which enable the plant to operate at maximum production around the clock and can be connected to

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multiple points of combustion, such as hot oil heaters, primary asphalt burners and power generators.

SAFETY TRAINING AND PREVENTIVE MAINTENANCE

During the second week, final connections are made, safety systems are tested and the storage tanks are readied for fuel. When the fuel is delivered, final commissioning is completed—typically over two days—and the permanent system is integrated into the plant, relegating the temporary mobile equipment package to a secondary fuel provider. After the permanent equipment is commissioned, CLEANCOR LNG will provide safety and handling training to staff and management and develop a preventative maintenance schedule to ensure the long-time operation of the equipment.

Scott Johns is president of CLEANCOR LNG. The company’s mission is to promote the use of liquefied natural gas (LNG) in a variety of industry segments. CLEANCOR LNG is a wholly-owned subsidiary of SEACOR Holdings Inc., (NYSE:CKH). For more information, contact him at sjohns@cleancorenergy.com.

Temporary LNG Equipment Offers Value during Pipeline Interruptions or Utility Curtailments The CLEANCOR LNG temporary equipment package is designed to quickly deploy to any large, high-volume industrial manufacturing facility across the United States, including but not limited to asphalt plants, that is facing a pipeline interruption or utility curtailment. Once connected, the equipment will enable the plant to continue production for days or months, depending on customer needs, avoiding plant downtime that can be costly to both the plant owners and their customers.

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product Gallery

Increase Your Production T

This February edition of AsphaltPro focuses on recycling, but that doesn’t mean we take a month off from production. Far from it—we include information on increasing recycled material at the production facility. Look specifically at the use of high percentages of reclaimed asphalt pavement (RAP) in the mix designs at your plant. The team at Ammann, Langenthal, Switzerland, has recently introduced a continuous plant to the North American market to handle up to 60 percent RAP without burning the light ends off the replacement binder. Take a look at the information they provided: The plant’s name—ACP ContiHRT—stands for “Continuous High Recycling Technology.” The Ammann plant incorporates a high percentage of recycled material by taking an innovative approach to the heating process.

Heating is where complications arise. RAP must be heated to between 120 and 130 degrees C. Bringing RAP to this target heat level requires temperatures much higher than 160 degrees C, but temperatures above that range will damage the asphalt cement (AC) that coats the RAP. When a parallel flow dryer is used, the gas (and heat) moves in the same direction as the aggregate. Specifically, the RAP enters near the burner and is heated as it works its way toward the opposite end of the dryer before being discharged. The dryer is hottest where the RAP enters, and the temperature would have to be well above 160 degrees C to properly heat and dry the aggregate. Therefore, at first glance, the parallel flow process seems unworkable because AC would be damaged upon entry to the dryer.

With a counterflow dryer, the material flows toward the heat, creating the same problem—only at the opposite end. The RAP would be fine when first entering the dryer, but would be damaged as it approaches the burner. The RAH60 dryer, the unique heating system used on the ACP ContiHRT, is designed to solve this.

First, the engineers utilized a parallel flow system that runs at a lower temperature and gently heats the RAP to prevent damage to the AC. The RAP can still reach its target temperature of 120 degrees C when the new aggregate comes into play.

Fresh aggregate is heated in a separate dryer—and at a much higher temperature—because there is no AC to worry about. After heating, the hot, fresh aggregate is mixed with the RAP and in so doing brings the recycled material to its target temperature. The fresh aggregate acts as a second heat source. The gentle heating process does more than protect the coating. It also minimizes fuel usage and emissions. See the related Here’s How it Works department on page 60. Get more information at https://www.ammann.com/usen/plants/asphalt-plants.

In this month’s product gallery, we have the latest from original equipment manufacturers and service providers to enhance the bottom line when it comes to production. For your convenience, we include live links at asphaltpro.com to the companies who partner with and support AsphaltPro. Make sure you check out the digital version of the magazine’s articles and departments for easy clicking and following.

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ATLAS COPCO

Atlas Copco Power Technique, Rock Hill, South Carolina, has updated its QAS 250 and QAS 330 generators with a more powerful John Deere 6090 engine. The generators are designed to be versatile for several applications including construction, the oil field and special events. Both generators feature a John Deere 9-liter, 6-cylinder Tier 4 Final diesel engine. The QAS 250 runs at 290 horsepower (hp), while the QAS 330 operates at 399 hp. The units come in two different configurations: a dual axle trailer (standard) or a skid mounted unit with forklift pockets (option). This allows flexibility for the user in matching the machine to the correct applications. The internal 385-gallon fuel tank runs for 34 hours at 75 percent load on the QAS 250 and nearly 26 hours at 75 percent load on the QAS 330.

For more information, visit AtlasCopco.com.

CATERPILLAR

Caterpillar has launched several new design enhancements for its small wheel loader (SWL) line—Cat® 926M, 930M and 938M models—centered on improving attachment visibility, operator comfort and machine performance. The line’s new Fusion Quick Coupler is designed to improve visibility to the attachment in material handling applications. With its electro-hydraulic coupler application system activated from inside the cab, the single piece cast coupler frame with relocated actuation cylinders increase attachment visibility through the coupler by up to 85 percent, according to the manufacturer.

Available LED lighting options help improve machine visibility.

Featuring integrated LED indicators, new high-performance LED front roading lights improve light coverage in dipped and main beam modes. A new auxiliary lighting package now includes a light inside the Diesel Exhaust Fluid (DEF) fill tank compartment to improve visibility in low-light conditions.

Powered by the Cat C7.1 engine, the re-engineered 930M now meets EU Stage V emissions standards along with U.S. EPA Tier 4 Final and Japan 2014 standards. The new 930M also delivers a 5 percent boost in gross horsepower, 5 percent increase in breakout force and a 5 percent higher full-turn tip load when compared to the previous 930M. With the new updates and refinements, the new 930M with Aggregate Handler package now aligns in a higher performance class. This offers customers lower end-to-end costs and reduced owning/operating costs compared to running a larger wheel loader.

CPM confirms sufficient weight in the bucket before the operator leaves the pile, ensuring the right amount of material is loaded to reduce the number of cycles and maximize profit potential.

For more information, visit your local Cat dealer.

CWMF

CWMF Corp, Minnesota, announced this summer the official release of its new product line, the Honey Badger Rap Crusher.

The Honey Badger Rap Crusher is equipped with replaceable AR steel wear liners and a ½-inch steel pulverizing hopper. The Honey Badger rotor assembly includes 3-inch premium grade cast car-

options enables the machine to operate in both heavy duty scalping and precision screening applications, according to the manufacturer.

It has three interchangeable screenbox options (Single Shaft, Triple Shaft and Spaleck). The Colt 1600 is available with Hybrid technology giving the flexibility to be powered by an external power supply or the standard on-board engine.

For more information, contact an EvoQuip or Terex dealer.

HAVER & BOECKER

The Honey Badger Rap Crusher is designed to crush RAP in any asphalt location. bide hammers, a precision-machined shaft, ¾-inch rotor disks and grease lubricated pillow block bearings. Included is a two-way valve hydraulic power pack that allows for easy interior access but, most importantly, performs a controlled close of the hopper top so that safety is never compromised.

CWMF offers two models, the HB-30 and HB-40. The HB-30 has a feed opening of 23 x 31 inches, a 50-horsepower TEFC motor, and rated at 20-50 tons per hour. The HB-40 has a feed opening of 23 x 35 inches, a 60-hp TEFC motor, and rated at 30-60 TPH. To get the RAP to the proper size, CWMF offers ½-inch, ¾-inch, 1-inch, 1-1/4-inch and 1-1/2-inch AR steel grates in both models.

Portable and stationary setups are available. The Honey Badger portable chassis is also equipped with a CWMF Tremor shaker and conveyor to get RAP processed on-site at any asphalt location.

For more information, call (877) 457-3938 or visit cwmfcorp.com.

Haver & Boecker Niagara, St. Catharines, Ontario, offers the Niagara F-Class portable plant for use in quarry and mining operations. The portable plant features a custom-built chassis equipped with six hydraulic run-on jacks to quickly level the plant and keep the chassis level during operation.

Producers can move and set up the portable F-Class in less than 30 minutes, according to the manufacturer. The chassis’ hydraulic system raises the vibrating screen to its inclined operating position, which is usually 20 degrees.

The portable plant offers up to three screen decks. Its feed conveyor, cross conveyor and fines conveyor are hydraulically operated. The fines chute has a full-width access door and an oversize chute features AR liners that are bolted on for easy replacement.

The F-Class vibrating screen has an advanced double eccentric shaft design, supported by four double-spherical roller bearings.

Haver & Boecker Niagara offers the Pulse vibration analysis program to monitor the ongoing health of vibrating screens through real-time views, logged reports and data analysis.

For more information, contact Kristen Randall at (905) 688-2644.

HEATEC

Heatec Inc., an Astec Industries Company, Chattanooga, has recently introduced its dish bottom storage tanks for liquid asphalt cement (AC) binders. These tanks are designed to eliminate the need for expensive, time-consuming tank cleaning through their dish-shaped design and drain positioning. The tanks also feature optimum agitation and heat distribution in any capacity the asphalt facility needs.

For more information, visit www.heatec.com/products/tanks

EVOQUIP

EvoQuip, a Terex Brand, used its “Experience Days” Nov. 21, 2019, in Ireland to reveal plans for a new innovation—the Colt 1600 scalping screen. EvoQuip Business Line Director Matt Dickson told the 200plus attendees the Colt 1600 is “a brand new EvoQuip model, the first of which will be available to ship to customers in early 2020. We are confident that this highly aggressive scalping screen will open up new opportunities for EvoQuip customers globally.”

The Colt 1600 will be the largest screen in the EvoQuip range, capable of processing up to 661 US tph (600 tph), depending on application. It will have a high capacity incline apron feeder as standard. It is designed to work in both primary and secondary screening applications, incorporating a double deck screen of 16 feet x 5 feet (4.8m x 1.53m). The variable screening angle and numerous screen media

Dish bottom storage tanks are available from Heatec. www.THeAsphaltpro.com // 55

product Gallery recycling operations, on-site recycling, or for tight-space urban and roadside recycling, according to the manufacturer.

Kleemann’s Mobirex MR 130 Zi EVO2 mobile impact crusher has a crusher inlet size of 52 by 36 inches. Maximum input capacity of 496 tons per hour can easily be attained, according to the manufacturer. The smaller MR 110 Zi EVO2 crusher has an inlet size of 44 by 32 inches and input capacity up to 386 tph.

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

KOLBERG-PIONEER

The Accu-Level AC tank & silo level indicator is affixed to the top of the tank to be monitored.

HOTMIX

Hotmix Parts & Service, Louisville, offers the Accu-Level™ AC tank & silo level indicator to replace the antiquated lever-and-pulley systems for determining the amount of material left in your asphalt cement (AC) tank. This piece of equipment affixes to the top of the tank and uses radar technology to detect the accurate amount of liquid AC in your tank without radar beam disturbance from the internal agitator. The use of radar allows for accurate readings even in situations of heavy build-up and gases associated with asphalt storage, according to the manufacturer. The AC tank level monitor can be incorporated into your current PLC or be a stand-alone control. With the Hotmix Parts & Service new remote monitoring system, any computer, phone or tablet on the same network as the Accu-Level can be assigned roles and monitor levels anywhere in your plant or at home.

For more information, visit www.hotmixparts.com or contact (502) 245-1977.

Kolberg-Pioneer Inc., Yankton, South Dakota, has added a two-deck, 4-foot x 7-foot pre-screen option to its FT4250 mobile impactor plant. The new option allows producers to scalp the feed, crush the material and post-screen all on one unit. By pre-screening the feed, users can maximize their scalping ability and minimize the amount of undersized material passing through the chamber, reducing wear costs and increasing the amount of final product by 30 percent, according to the manufacturer.

“Several of our customers are trying to produce products that have a significant amount of fines in the feed material. The pre-screen allows producers to remove those fines while also minimizing the amount of rejected in-spec product,” said Tim Harms, crushing and screening product manager at Kolberg-Pioneer.

For more information, contact Tim at timharms@kolbergpioneer.com.

KLEEMANN

Kleemann, a division of Wirtgen Group, Antioch, Tennessee, offers the Mobirex mobile impact crushers which are designed to produce accurately-sized, cubical-shaped end product. The crushers work well as stand-alone plants, or are an ideal choice for smaller-scale

Kolberg-Pioneer has added a two-deck pre-screen option to its FT4250 mobile impactor plant.

LIBRA

The MR 130 Zi EVO2 mobile impact crusher from Kleemann 56 // February 2020

Libra Systems is pleased to announce that Curtiss Dorr has been named director of sales & marketing—GPS Asset Tracking.

Dorr joins Libra with extensive experience in the GPS space for the construction industry. His leadership experience includes helping asphalt, aggregate and concrete producers optimize their truck fleet and “yellow iron” to drive profits to the bottom line.

Contact Dorr at (480) 536-3262 or CDorr@LibraSystems.com.

Curtiss Dorr joins Libra Systems.

MAJOR

MAJOR, Candiac, Quebec, is expanding the manufacturing capacity of its production plants for the company’s signature Flex-Mat® high vibration wire screens. MAJOR’s “Next Generation Project” will begin this year and incorporate robotics as a means to automate production of the high performance screens. Building FLEX-MAT screens is a multi-step manufacturing process, with each production line requiring multiple people. Until now, the labor-intensive process involved assembling each piece of media by hand. The addition of automation will increase MAJOR’s daily capacity, according to the manufacturer.

“PlantManager is one of the very exciting applications we have launched in 2019,” said Pierre Vidaillac, CEO of Minds Inc. “Customers who have many systems from us wanted a simple, meaningful dashboard to monitor all their asphalt production assets in real time. PlantManager does exactly that, and will also be used as an entry point to dive into more granular layers of information.”

For more information, contact MINDS USA, (833) 646-3787 or contact@mindsusa.com.

VITAL SIGNS

Ken Monlux is the proprietor of Vital Signs, his consulting service for the improvement of plant operational management, including such areas as: • plant log documentation (plant reporting); • management coaching and mentoring; • recruitment and retention; and • special projects.

Monlux is committed to providing a way you can invest in your team members to improve the morale of the team as a whole while retaining managers that will be more devoted to the outcome of your company. The core of his services is a plant documentation program designed to drive down costs and improve efficiency.

For more information, contact (209) 495-1017 or kenmonlux@ yahoo.com.

MINDS Inc. launched the PlantManager software in 2019.

MINDS

Minds Inc., Kelowna, British Columbia, is pleased to showcase its PlantManager multi-plant dashboard software.

PlantManager, an enterprise asset management software, is designed to allow asphalt plant managers to gain a 30,000-foot level view of their company’s plants, all in one dashboard. Managers then spot issues at a glance and drill down into critical production and job data.

The PlantManager software has opened windows into multiple plant processes, according to the manufacturer, thanks to the use of aggregated data and Minds’ software development. The software allows all the Minds-equipped plants in a company’s arsenal to share relevant data, which gives management teams a one-stop shop for viewing plant production, configuring and generating reports, tracking plant health, and more. Managers can use this asphalt plant control system to look deeper into their individual plants, where analog-style gauges make it easier than ever to track the temperature, energy consumption and mix rate of production, according to the manufacturer.

The PlantManager asphalt plant software is available to managers who operate multiple sites that use Minds’ individual plant management systems, and can be used on tablets and PCs.

www.THeAsphaltpro.com // 57

off the mat

California Truck Law Gets Complex O

On Sept. 18, 2019, California Governor Gavin Newsom approved Assembly Bill 5 (AB 5), which aims to restructure the way independent contractors are classified and hired in the state of California. The bill went into effect January 1, 2020.

Assembly Bill 5 codifies a stricter set of requirements laid out in the April 2018 decision of the California Supreme Court in the case of Dynamex, a courier company. In that ruling, the court issued a new framework known as the “ABC test” to determine whether a worker is an employee or an independent contractor when evaluating wage and hour classification in class action cases.

Additionally, AB 5 makes the ABC test applicable to all Labor Code and Unemployment Insurance Code claims, in addition to only Wage Order claims. This means workers classified as employees under the ABC test are entitled to workers’ compensation, unemployment and disability insurance, paid sick days and family leave, in addition to minimum wages, overtime, and meal and rest breaks.

Workers must meet the following criteria outlined in the ABC test to be classified as an independent contractor: (A) The person is free from the control and direction of the hiring entity in connection with the performance of the work, both under the contract for the performance of the work and in fact.

(B) The person performs work that is outside the usual course of the hiring entity’s business.

(C) The person is customarily engaged in an independently established trade, occupation, or business of the same nature as that involved in the work performed.

Workers must meet all three of these criteria to be classified as an independent contractor. Otherwise, the companies they work for must offer them full-time employment.

In the asphalt industry—both contracting and hauling—the criteria most likely to complicate the issue is Test B, since it is quite common to subcontract services a company might normally undertake themselves during particularly busy times of year.

Much of the media attention surrounding Assembly Bill 5 focuses on its impact on gig economy workers, such as Uber and Lyft drivers. Although the bill will affect a wide range of industries, there are a number of exemptions pertaining to the construction industry written into AB 5.

RAMIFICATIONS FOR CONSTRUCTION AB 5 states that the ABC test does not apply to “the relationship between a contractor and an individual performing work pursuant to a subcontract in the construction industry.” Those cases will continue to be governed by the almost 30-year-old test adopted by

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the California Supreme Court in S. G. Borello & Sons, Inc. v. Department of Industrial Relations.

Construction subcontractors are exempt from the new rules if the contractor satisfies seven new criteria set forth in AB 5: 1. The subcontract is in writing.

2. The subcontractor is licensed by the Contractors State License Board and the work is within the scope of that license.

3. If the subcontractor is domiciled in a jurisdiction that requires the subcontractor to have a business license or business tax registration, the subcontractor has the required business license or business tax registration.

4. The subcontractor maintains a business location that is separate from the business or work location of the contractor.

5. The subcontractor has the authority to hire and to fire other persons to provide or to assist in providing the services.

6. The subcontractor assumes financial responsibility for errors or omissions in labor or services as evidenced by insurance, legally authorized indemnity obligations, performance bonds, or warranties relating to the labor or services being provided.

7. The subcontractor is customarily engaged in an independently established business of the same nature as that involved in the work performed.

The Borello factors are outlined on the California Department of Industrial Relations website. Although they sound similar to the criteria of the ABC test, experts say the Borello test offered more room for disagreement, as not all factors will be applied in all cases.

The Borello test’s 30-year history in the state makes its application much more clear than the ABC test. It is advised that contractors who believe themselves to be exempt remain informed in regards to AB 5 as it is applied in real-world situations.

CHANGES TO TRUCKING

Construction trucking services meeting the below criteria were given a two-year grace period, expiring Jan. 1, 2022.

AB 5 defines construction trucking services as hauling and trucking services provided to a licensed contractor “utilizing vehicles that require a commercial driver’s license to operate or have a gross vehicle weight rating of 26,001 or more pounds.”

Construction-related trucking are exempt from the ABC test if they meet the criteria outlined in the previous section, except for requirement number two (licensed by the Contractors State License Board). Requirement number two does not apply to trucking companies, as long as their work does not require said license and the following criteria are met:

1. They’re a business formed as a sole proprietorship, partnership, LLC, LLP, or corporation.

2. Their work is performed after Jan. 1, 2020, and they’re registered with the Department of Industrial Relations as a public works contractor (even for work on private jobs).

3. The subcontractor utilizes its own employees to perform the construction trucking services, unless the subcontractor is a sole proprietor, operating their own truck to perform the entire subcontract and holds a valid motor carrier permit issued by the Department of Motor Vehicles.

4. The subcontractor negotiates and contracts with, and is compensated directly by, the licensed contractor.

After the two-year grace period ends, companies must offer fulltime employment to owner-operators who do not meet all three criteria outlined in the ABC test, entitling those to workers’ compensation, unemployment and disability insurance, paid sick days and family leave, in addition to minimum wages, overtime, and meal and rest breaks.

The bill also states that AB 5 does not prohibit owner-operators from working as an employee of a trucking company using their own rig as long as the trucking company reimburses the owner-operator for reasonable expenses incurred for using the employee-owned truck.

TRUCKS IN PROTEST

Although AB 5 only applies to companies operating in California, analysts at investment firm Cowen said the state is often a “policy Petri dish” for other states.

Misclassifying workers carries many risks, in the form of unpaid taxes and penalties, as well as driver claims for unpaid wages, including overtime, benefits, and penalties.

Contractors who believe themselves to be exempt should stay informed in the coming year as we see how AB 5 is applied in practice.

Construction trucking services have two years of business-as-usual, but the battle for eliminating this expiration date and extending an exemption to the trucking industry in general has already begun.

On Sept. 5, 2019, truck drivers circled the California Capitol in their trucks, blaring their horns in protest. And, the California Trucking Association has filed a lawsuit to challenge the Supreme Court’s decision.

The legislation’s sponsor, California Assemblywoman Lorena Gonzales (D-80th Assembly District) has stated she is open to business-favorable amendments to the bill during the 2020 legislative session.

Additionally, gig economy businesses, including Uber, Lyft and DoorDash, are investing millions of dollars to bring the issue to voters as a proposition on the next ballot.

–BY ASPHALTPRO STAFF

ALL ASPHALT PLANT COMPONENTS 100% BUILT IN USA SPECIALIZING IN

disassembly, relocation, fabricate complete asphalt plants, and startup of asphalt plants

210-240-8395

patrick@Ahernindustries.com P.O. Box 690513 • San Antonio, Texas 78269

www.ahernindustries.com

40 years of experience in the asphalt plant industry! www.THeAsphaltpro.com // 59

here’s how it works Step 3 Step 2

The recycling drum heats the RAP gently to prevent damage to the asphalt cement.

The recycling feeder sends RAP to the RAH60 drying drum.

Step 4 Step 1 Frequency-controlled conveyors deliver virgin aggregate to the drying drum where it can be heated to high temperatures.

RAP drops directly from the RAH60 dryer to mix with hot, separately-heated, virgin aggregate in the mixer.

Step 5 High-RAP mix moves up the drag slat to the hot-mix silo storage.

Ammann’s ACP ContiHRT Plant Ammann, Langenthal, Switzerland, recently introduced its ACP ContiHRT asphalt mixing plant to the North American market. Its name stands for “continuous high recycling technology,” and it’s designed to incorporate as much as 60 percent recycled asphalt pavement (RAP) in mixes. Here’s how it works.

The continuous plant incorporates high percentages of recycled material through an innovative, gentle heating process to bring RAP to a targeted heat level of between 240 and 266 degrees F (120 and 130 degrees C).

First, frequency-controlled conveyors deliver virgin aggregate from the cold feed bins to one of the plant’s two dryers. The drying drum heats the virgin materials to high temperatures.

A

60 // February 2020

Similar conveyors send RAP from the recycling feeder, which is specially designed to prevent sticking and wearing, to the recycling drum—the RAH60.

The RAH60 drying drum, which is located directly above the continuous, twinshaft pugmill, gently heats the RAP, along with any additional materials such as shingles, additives or cold recycling materials, to prevent damage to the asphalt cement.

The gently heated RAP is fed directly into the mixing process from the RAH60 drying drum, with no conveyors or chutes in between, lowering operating costs by reducing required maintenance, cleaning and wear parts from the abrasive, sticky nature of RAP. After heating, the hot, fresh aggregate is mixed with the RAP in the mixer, and in so doing brings the recycled material to its

target temperature. The fresh aggregate acts as a second heat source. Both the superheated virgin material and gently heated RAP blend in the mixer before being carried up the drag slat conveyor to the hotmix silo storage.

For more information, contact Simone Franz at simone.franz@ammann.com or visit https://www.ammann.com/en/plants.

SHOW US HOW IT WORKS

If you’re an original equipment manufacturer with a complex product, let us help you explain its inner workings to asphalt professionals.

There’s no charge for this news department, but our editorial staff reserves the right to decide what equipment fits the parameters of a HHIW feature. Contact our editor at sandy@ theasphaltpro.com.

New Tech

Zonar Grants Fund Fleet Technology Smart fleet management is used across a variety of industries, from passenger transportation to over-theroad trucking. It’s also used with increasing frequency in the construction industry. However, funding for new technologies like this can be a challenge.

“A challenge we see regardless of industry is acquisition of hardware to run smart fleet management,” said Matt Hultman, vice president of sales for Zonar Systems, Seattle. This is made more difficult as the wireless carriers upon which telematics control units (TCU) rely continue to update to third, fourth and fifth-generation technology.

“The resulting replacement and labor costs for those TCUs can really add up,” Hultman said. “It’s a challenge for our clients that often requires them to phase things in slowly over time.”

That’s why Zonar established a grant assistance program for its customers and prospects in November 2019. Zonar offers smart fleet management solutions to decrease downtime and fuel costs while improving safety and compliance.

“Our customers all want to get to the most current technology as quickly as possible,” Hultman said. “By offering some assistance and augmenting their budgets with grants, they can accelerate those upgrade cycles.”

S

ZONAR GRANT ASSISTANCE PROGRAM GOALS

The grant assistance program aims to save fleet managers and transportation directors time and effort by connecting them with an experienced team of funding specialists who can help them access funds to purchase smart fleet technology.

Hultman has been leveraging grant programs for 15 years in other industries and has brought more than $40 million in funds to various customers. “There’s a different twist to it in this industry, but I’m confident there are programs that can help companies in the construction market,” he said.

Zonar’s three main verticals are pupil/passenger, over-the-road trucking, and vocational, which includes construction. “[Vocational] is actually our largest growth market,” Hultman said. “We see a lot of grant funding used for pupil and passenger fleet management, but it’s relatively new to this vertical.”

Grant funding received as a result of Zonar’s program can be applied to any technology pertaining to the project; it’s not limited to investments in Zonar technology.

“We are doing this to provide a service that’s needed in the industry in general,” Hultman said. “As a result, we think we’ll get our share of opportunities.” It’s a service the industry has already responded to with enthusiasm, Hultman said.

62 // February 2020

In November 2019, Zonar established a grant assistance program for its customers and prospects to assist with the cost of investing in new technology, including (but not limited to) Zonar’s smart fleet management solutions. Photos courtesy of Zonar Systems

ACCESS TO GRANT WRITING EXPERTS

The program is administered by Learn, Design, Apply Inc., a grants consulting company with more than 50 years of combined experience in grant management, writing and program development.

Learn, Design, Apply Inc. will assist program participants in identifying, applying, securing and managing grant funding to enhance fleet safety and performance.

“It’s not just funding for technology,” Hultman said. “It really has to have some benefit to the larger community, like highway safety or improved efficiency through the use of technology.”

For example, Hultman mentioned a customer in Northern California who was able to replace its fleet with electric vehicles more rapidly than anticipated and receive carbon credits for those investments.

The grant assistance program offers participants access to Learn, Design, Apply Inc.’s team of experts for grant consulting services, educational webinars and other grant resources, and access to grant writers.

“A lot of our customers have grant writers, but may not know of the programs available to them,” Hultman said. “Or, they may not have a grant writer and we can provide a contract grant writer to them. There’s no one-size-fits-all with any grant program. Having a group that can help will take that load off customers’ plates and help them meet their objectives.”

The experts at Learn, Design, Apply Inc. can also help applicants strategize how to maintain its programs in the future. “The worst case scenario is that a grant is used up and there’s no sustainability plan to continue those efforts after the grant has expired,” Hultman said. “The best case scenario is that a client leverages grants consistently, receiving the initial grant to get off the ground and then coming back for additional grants in smaller amounts to expand the program.”

Companies interested in the grant program can get started by visiting the Zonar Grant Assistance Program page on Zonar’s website.

– BY SARAH REDOHL

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advertiser index 4 Rivers Equipment . . . . . . . . 42

KPI-JCI-AMS . . . Inside Back Cover

Ahern Industries . . . . . . . . . . . 59

Libra Systems . . . . . . . . . . . . 43

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

Meeker . . . . . . . . . . . . . . . . . 19

Asphalt Drum Mixers . . . . . . . . 48

NCCP Group . . . . . . . . . . . . . 63

Astec, Inc . . . . . .13, 17, 21, 25, 28

Process Heating . . . . . . . . . . . 34

B & S Light . . . . . . . . . . . . . . 36

Pugmill Systems . . . . . . . . . . 53

Blue Road Solutions . . . . . . . . 15

Reliable Asphalt Products . . . . . . . . . . Back Cover

CWMF . . . . . . . . . . . . . . . . . 23 Eagle Crusher . . . . . . . . . . . . . 9

Roadtec . . . . . . . . . . . . . . . . . 3 Speakeasy . . . . . . . . . . . . . . 64

E.D. Etnyre . . . . . . . . . . . . . . 30

Stansteel . . . . . . . . . . . . . . . 31

Fast-Measure . . . . . . . . . . 57, 65

Systems Equipment . . . . . . 18, 61

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

Tarmac International, Inc . . . . . 47

Green Patch . . . . . . . . . . . . . . 51

Top Quality Paving . . . . . . . . . 65

Heatec, Inc . . . . Inside Front Cover

Transtech Systems . . . . . . . . . 45

Homestead Valve . . . . . . . . . . 35

Willow Designs . . . . . . . . . . . .64

Ken Monlux . . . . . . . . . . . . . . 65

Wirtgen . . . . . . . . . . . . . . . . 33

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www.THeAsphaltpro.com // 65

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