Asphalt Pro - November 2016

The Controls Issue

asphaltPRO Production – Professionals – Products

HMI Revamps Total Control • How to Protect Tier IV Engines • Learn Ultimate Pavement Repair • Save Thousands in Front of the Hopper • NCAT Investigates for Pavement Quality

Control Your Material Spread

November 2016

CONTENTS

asphaltPRO November 2016

departments

10

Editor’s Letter

5 – Be Thankful for Your Asphalt Right

Around the Globe 6

Safety Spotlight 8 - Deliver Safely

By AsphaltPro Staff

KEEP IT UP

10 - Save Your Brand New Tier IV Equipment

By Sarah Redohl

MIX IT UP

18 - NCAT Forensics Section N7 contributes to silo storage recommendations, RAP content suggestions

By Paul Fournier

PROJECT MANAGEMENT

24

24 – Your Ultimate Guide to Pavement Repairs—Part I Successful Crack Sealing, Step By Step

By Sarah Redohl

18

INTERNATIONAL SNAPSHOT

48 - From Cali to Sweden, Deliveries Carry On From Volvo

THAT’S A GOOD IDEA

50 - Save Thousands of Dollars at the Back of the Haul Truck

By John Ball

46

PRODUCT GALLERY

52 – What’s New in Asphalt Paving Equipment?

By AsphaltPro Staff

HERE’S HOW IT WORKS 62 – Spinflector

NEW TECH

66 - Connect Commercial Vehicles with Continental’s eHorizon From Continental The Controls Issue

Feature articles

asphaltPRO PRODUCTION – PROFESSIONALS – PRODUCTS

HMI Revamps Total Control

32 – Highway Materials Shares Total Control Shift

By Sandy Lender 40 – Control Higher Mat Quality

By Travis Colwell 46 – PCC Seeks Control over Comminution’s Environmental Effects

By Sandy Lender

• How to Protect Tier IV Engines • Learn Ultimate Pavement Repair • Save Thousands in Front of the Hopper • NCAT Investigates for Pavement Quality

Control Your Material Spread

NOVEMBER 2016

on the cover Highway Materials Inc. shares with you the steps to its complete revamp of a busy plant’s controls system.

See related article on page 32. Photo courtesy Meeker Equipment.

50

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editor’s Letter Be Thankful for Your Asphalt Right

This November edition of AsphaltPro hits the streets about a week before Election Day. I would never suggest to readers which candidates deserve their votes, but I will say our nation deserves our full and educated participation Nov. 8. In that vein, I’ve noticed actual peaceful protestors hopping on the bandwagon of expressing themselves by dissing Old Glory, and I’ve thought, it’s time to express myself by adding those various sporting events to my personal boycott of the NFL. Then one of those pesky players went and made a commercial that highlights one of the awesome benefits of asphalt. Here’s a brief discussion of how that could be a dilemma for some.

As a Daughter of the American Revolution and a journalist, I support the First Amendment to our Constitution, which was passed by Congress Sept. 25, 1789, and ratified Dec. 15, 1791, and which reads as follows: Congress shall make no law respecting an establishment of religion, or prohibiting the free exercise thereof; or abridging the freedom of speech, or of the press; or the right of the people peaceably to assemble, and to petition the Government for a redress of grievances.

This means I support an athlete’s right to look like an idiot disrespecting the National Anthem in front of wounded servicemen and women. I support “citizen journalists’” right to call such disrespect by athletes—and by children—progress, even when I think it’s a load of hooey. I mightily support the hundreds of thousands of would-be customers who are now boycotting the NFL, refusing to purchase NFL merchandise, refusing to watch the games and refusing to purchase products sold by the companies that still support the NFL because the NFL can’t get its paid employees in line.

Then Vonnie B’Vsean Miller Jr., who signed a six-year contract in excess of $100 million with the Denver Broncos this summer, filmed an Old Spice commercial in which he builds a portion of road with asphalt to get to his job more quickly. It’s a clever little commercial.

It features (as of press time) one of the players who has not yet mocked our justice system, but who has reformed himself after naughty use of substances the NFL has banned.

Look. I’m not going to start watching Broncos football games while other members of the team pretend they’re oppressed during the National Anthem. I’m not lifting my personal boycott of the NFL for various transgressions, including the ridiculous idea that acting in a disgraceful manner toward our nation will raise our nation. But I will applaud Mr. Miller for exercising his right to build with asphalt—for the camera. I’m thankful for the humor and the “good press.”

That’s something else we need to stop and consider for this November edition of AsphaltPro. Thankfulness. Yes, this month brings change to our nation in one form or another. I am thankful that we still live in a free country where we have a document, ratified in 1788, that preserves our right to that country. I am thankful for the forefathers who drafted a free republic for us. As you sit down to gatherings of family and friends Nov. 24, may you be reminded of the hundreds of blessings in your daily life, including the great honor to work in the asphalt industry.

November 2016 • Vol. 10 No.2

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) 289-5390 Art Director Kristin Branscom business manager Susan Campbell (660) 728-5007

AsphaltPro is published 10 times per year: January, February, March/ April, May/ June, July, August, September, October, November and December by Asphalt Pro, LLC, 602 W. Morrison, Box 6a, Fayette, MO 65248.

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

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

One year subscription to non-qualifying Individuals: United States $90, Canada and Mexico $125.00. For the international digital edition, visit theasphaltpro.com/subscribe-2.

Single copies available $17 each.

Stay Safe,

Sandy Lender

www.THeAsphaltpro.com // 5

around the globe

Industry News and Happenings from Around the World Canada

Major Wire Industries Ltd., a Haver & Boecker company, of Candiac, Quebec, announced the retirement of Gary Pederson Sept. 30 after 17 years of service. Major also announced James Siler is appointed to the position of vice president of sales for North America and Andre Mathieu is vice president of global business development.

Portugal

One of the leading recycling facilities in Portugal now uses Magna 23.5 MA10 tyres on its Volvo wheel loaders, according to Magna Tyres Group, headquartered in The Netherlands. The company explains the recycling facility wanted a more cost-effective way to keep its fleet moving than using retreads. After 1,300 hours, the Magna MA10 tyres are still holding up and the operations manager states: “Magna Tyres challenged us to see what its tyres could do and we are pleased to have given this a chance. The cost per mile and hour is excellent.”

United States

This edition of AsphaltPro goes to press before Election Day, but the staff encourages you to exercise your right to vote for the candidates of your choosing in national and local races. Be sure you study the issues you’ll find on your regional ballots and make your voice heard.

Alabama

• Get ready for the Alabama Asphalt Pavement Association (AAPA) 59th annual paving awards and officer installation luncheon Dec. 9 at the Renaissance Montgomery Hotel & Spa, Montgomery, Alabama.

• Auburn University and the Alabama DOT join for the 60th annual highway conference Feb. 15 though 16 at the Renaissance Montgomery Hotel & Spa in Montgomery, Alabama.

• Get your registration in early for the Alabama Asphalt Pavement Association (AAPA) 27th annual asphalt paving conference, March 22 through 23, 2017, at the Birmingham Marriott, Birmingham, Alabama.

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California

Plan ahead to attend the Association of Asphalt Paving Technologists annual meeting March 19 through 22, 2017, in Newport Beach, California.

Colorado

Atlas Copco Mining, Rock Excavation and Construction, Commerce City, Colorado, has appointed Shawn Cheney to the position of business line manager for rock drilling tools, and Jason Blais to Cheney’s former position as vice president of specialty stores.

Florida

Orlando will host the 62nd annual meeting of the National Asphalt Pavement Association (NAPA) Jan. 29 through Feb. 1, 2017. Visit http://www.asphaltpavement.org/annualmeeting for registration and hotel information.

Georgia

FAE USA Inc., Flowery Branch, Georgia, has signed Atlantic Tractor LLC as the exclusive construction dealer for its stabilization, reclamation, grinding and additional equipment in DC, Delaware, Maryland, New Jersey, Pennsylvania and Virginia.

Illinois

Caterpillar Inc., Peoria, Illinois, announced in late August it will shift design and production of its smallest hydraulic excavators to Caterpillar facilities beginning in 2018 as its six-year strategic alliance with Wacker Neuson phases out. Caterpillar’s Building Construction Products Division will design and manufacture new machines, phasing out the 301.4C, 301.7D, 301.7D CR, 302.2D and 302.4D in mid-2018, and the 302.7D CR at the end of 2019. The 300.9D will also phase out at the end of 2019 or later if mutually agreed by both parties.

Spare parts availability, technical support and warranty for current models will continue, according to the Cat announcement.

Kansas

Continental Company Inc., Halsted, Kansas, has re-introduced the Legg brand of agricultural and industrial conveyor belting at the 2016 NIBA Convention, focusing on a new approach to distribution with its Flex-Legg program, new names in its industrial program, a newly designed industrial catalog, and an updated website coming up at www.leggbelting.com.

Kentucky

The Plantmix Asphalt Industry of Kentucky (PAIKY) shared the sad news that Frank R. Hamilton, Jr., of Hamilton-Hinkle Paving Co. and Nally & Gibson, Georgetown, Kentucky, passed away Sept. 16 at his home. He is survived by his wife, Helen, and his son, Richard Hamilton. He had celebrated his 80th birthday in July.

Missouri

• The 59th annual Asphalt Conference will be held Nov. 29 and 30 at Missouri University of Science and Technology, Rolla, Missouri.

Registration is $130 per person and is available online at asphalt.mst.edu.

• Your AsphaltPro magazine staff members welcome you to join us on the web at www.

TheAsphaltPro.com and www.MyPavingPro.com. Like us at https://www.facebook. com/AsphaltPro.

Ohio

Eagle Crusher Co. Inc., Galion, Ohio, is proud to announce Greg Spina has been named vice president, sales and marketing.

Pennsylvania

ERIKS North America, Pittsburgh, Pennsylvania, has appointed Benjamin Mondics as president and CEO. ERIKS was founded in 1940 and offers products in flow technology, sealing and rubber technology, industrial plastics, power transmission and bearings, and safety items.

Texas

Crafco Inc., an Ergon Company, has announced the purchase of a manufacturing location in Naples, Texas. The 100,000-squarefoot facility will manufacture a variety of Crafco’s highway maintenance and preservation products, as well as its specialty roofing and waterproofing products.

Washington

Stockpile Reports, Redmond, Washington, announced mid-September that the company is ready to unveil the Stockpile Reports Aerial Service for your sites. There’s information from info@stockpilereports.com.

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safety spotlight

Deliver Safely At the National Asphalt Pavement Association (NAPA) midyear meeting in Seattle in July, the association gave a 2015 Asphalt Operations Safety Innovation Award to Superior Paving Corp. of Gainesville, Virginia, for its implementation of a McCav air brake warning system. The system visually and audibly alerts drivers if they leave the vehicle without engaging the safety brake.

This innovation helps to avert roll-away accidents. Superior has installed the system on its entire fleet of trucks, including dump trucks, all-service vehicles, tack trucks, crash cushion vehicles, and lowboy tractors.

“If we can avert one accident, the system has paid for itself,” Todd Atkins, director of safety for Superior Paving, said. “Our most important asset, obviously, is our folks, and we can’t replace them. We can buy all the equipment in the world but you can’t buy people.”

Another way to implement safety around delivery vehicles is through training and the teaching of routine maintenance and basic safety measure. Make sure all haul truck drivers know the basic best practices to keep mix delivery—or millings removal—safe for everyone. For instance: • Attend the pre-job prep meeting for details and project scope. This is where you’ll get the route directions and special instructions.

• Make sure the backup alarm is functional.

• Make sure the truck’s “Construction Vehicle—Do Not Follow” sign is clean and visible.

• Never load a truck in excess of the vehicle’s registered gross vehicle weight.

• Put a tarp/canvas over the load to protect the public from falling debris and to keep the perishable product from cooling.

• Keep headlights, 360-degree beacons and 4-way flashers on.

• Do not leave the vehicle when at the plant or on the job site. If you must get out of the cab for any reason, you must be wearing a safety vest and hardhat.

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Delivering mix to a nighttime paving site takes even more attention to detail. Drivers will want to be aware of their surroundings always, but the onset of dusk brings new elements of danger with shortened work zones due to limited sight. Be safe out there. Photo courtesy Sandy Lender.

• Do not make unauthorized U-turns and do not exceed posted speed limits; drivers must obey all state and city traffic laws.

• Do not use cell phones or other distracting devices while working. All CB radios, company radios, etc., should be used for legitimate business only.

• When backing to the paver (or milling machine): use proper protocol, backup alarms and safety. Use both mirrors, watch for ground personnel and follow the dump man’s guidance.

• When leaving the paver: pull out to the left, allowing the next truck to back in.

Go to the designated clean-out area to care for the truck prior to returning to the plant or truck yard.

Of course there are other safety items you’ll want to keep in mind to be the safest haul truck driver in your fleet. Be mindful of traffic laws as well as best practices to keep yourself, the traveling public, and your co-workers alive and well.

– By AsphaltPro Staff

Superior Paving Corp. of Gainesville, Virginia, implemented a McCav air brake warning system that helps prevent roll-away incidents on the job. Photo courtesy NAPA.

keep it up

Dispensing DEF from a closed system helps ensure fluid quality and longevity of the SCR system. All photos courtesy of Thunder Creek Equipment.

Save Your Brand New Tier IV Equipment

Proper DEF management and storage is key to maintaining the catalytic converter in your Tier IV Final engines. Here’s how you should be handling DEF. Most paving contractors know exactly how to handle their equipment for winter storage. They know they need to apply lubricants, prepare the batteries and schedule maintenance and inspections.

What many of us may not know is how to handle our Tier IV equipment—both for winter storage and for general upkeep throughout the paving season. Many contractors still have questions and misconceptions about diesel exhaust fluid (DEF), especially about shelf life, winter weather procedures and general storage.

“There are a lot of lingering questions about DEF in the marketplace,” said Luke Van Wyk, general manager of Thunder Creek Equipment. For example, expired DEF and contaminated DEF can harm the catalytic converter in your engine. But, that isn’t something an operator can see.

“Most operators don’t know how these new systems work,” Van Wyk said. “They just see the light on the dash come on telling them

M

10 // novemBer 2016

to refill the tank. But they don’t know how the material is handled inside the tank.”

For example, Van Wyk was at a jobsite where the crew picked up discarded jugs and bottles to use to store DEF. “There are still a lot of questions about the proper handling of DEF,” he said. “We need to address these issues now instead of years down the road when contractors are paying for the things they don’t know now.”

What is DEF?

Diesel exhaust fluid, or DEF is 32.5 percent pure automotive-grade urea and 67.5 percent de-ionized water.

“That’s all it ever is,” Van Wyk said. “There are no additives and no different blends to take it away from that spec.”

Unlike urea used in the agriculture industry in fertilizers, the urea in DEF has no preservatives. “If the urea in DEF had preservatives,

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keep it up How to Handle DEF

A two-in-one enclosed DEF system on a fuel trailer, like you see here, is one way to avoid contamination of your DEF. it would cover the catalytic converter in a gummy material,” Van Wyk said. The absence of that preservative gives DEF a shelf life of 36 months in climates where the average ambient temperature is 60 degrees Fahrenheit or below, and six months in places where average ambient temperatures are above 95 degrees. “With prolonged exposure to heat over long periods of time, the water will begin to evaporate and take the DEF out of spec.”

“Some people think DEF is like milk, that’s it’s only good for a couple of weeks,” Van Wyk said. “In many cases, shelf life isn’t an issue.” Another common misconception is that freezing temperatures will harm the DEF, but Van Wyk said freezing doesn’t affect the shelf life or the chemistry of the DEF. “It will freeze at 12 degrees Fahrenheit,” he said. “But that just turns it from a liquid into a solid and it expands by 7 percent.”

That expansion creates some concern that it could harm the equipment system, but Van Wyk said most, if not all, systems are engineered to manage this.

“Most DEF systems flush the DEF from the aftertreatment system back into the tank every time you turn the key off,” Van Wyk said. “In almost every case, that tank has been built with joints to withstand that expansion.”

For example, said Jon Sjoblad with Caterpillar, Cat machines purge DEF from the aftertreatment system every time the engine is shut down. “Every time the engine is shut off, the pump will reverse and pull all the DEF from the aftertreatment system and lines back into the tank.”

Additionally, like most equipment, Van Wyk said original storage containers are built to expand with the DEF. However, intermediate handling systems may not be designed to automatically flush DEF from the system back into the tank. In this case, operators may need to manually flush DEF from the pumps, hoses and nozzles before winter storage to avoid ruptures after DEF expands.

When storing your equipment over winter, Van Wyk said it isn’t necessary to drain the DEF, but cautions that it is always important to refer back to your equipment manufacturer’s guidelines.

12 // novemBer 2016

If DEF exceeds its shelf life, Van Wyk warns that it will become less effective.

“We use DEF to reduce nitrogen oxide,” he said. When urea is sprayed into the exhaust system, it turns into ammonia, which will break down the NOx into water vapor and nitrogen. “If the urea isn’t as potent, it’s going to take more DEF to get that NOx output down to the levels the engine is programmed to get it to.”

It can also cause degradation of the catalytic converter. “If the DEF is contaminated, what can happen over time is that urea can start to break down the reactive coating of the catalytic converter,” Van Wyk said.

However, using DEF beyond its shelf life isn’t a very common concern. Van Wyk said it’s far more common to see contractors using contaminated DEF rather than expired DEF. The number one cause of this contamination is improper handling.

“Keeping DEF contaminant-free is paramount,” Sjoblad said.

He recommends storing it only in its original container to prevent cross-contamination and making sure the DEF container and machine tank area are dust-free before transferring, adding that Cat machines are equipped with a series of strainers and filters as added protection against debris contamination.

“The biggest challenge we’ve seen is contractors buying larger packages of DEF and refilling small containers, like oil jugs, and antifreeze containers—you name it—with DEF,” Van Wyk said. “That introduces contaminants into the DEF.” Those contaminants become an issue because, over time, they will build up on the catalytic converter and the urea will begin to corrode the contaminants, which will rust the catalytic converter, Van Wyk said.

“You may not see the effects immediately, but you will see them down the road,” he said. “It’s like salt on your car. Eventually, your car is going to rust.”

To combat this issue, DEF should only be handled in sealed or closed containers or systems. Two and a half gallon jugs and drums are sealed containers intended only to be used one time, and then disposed of. Larger containers of DEF, such as 275- and 330-gallon IBC totes, can be reused because they are designed with a closed point for filling and emptying the container. Although he estimates that less than 10 percent of the off-highway industry’s fleets are Tier IV-compliant at this time, that number will only increase as old equipment is retired and new equipment is purchased.

“The natural progression we see is when contractors only have a couple machines that require DEF, they buy the 2.5-gallon jugs,” Van Wyk said. “As they acquire more Tier IV equipment, they’re going to buy DEF in larger and larger quantities, but should always be sure they maintain that closed system.”

He equates it to handling beer. “When the beer comes out of the keg, you have a tapper. You don’t just open the keg,” he said. “We need to handle DEF in the same way.”

That’s where contractors need to discover new solutions.

“Fuel and DEF go hand-in-hand like peanut butter and jelly,” Van Wyk said. For example, Thunder Creek’s MTT trailer can hold up to 920 gallons of diesel fuel and 100 gallons of DEF in a closed system.

Upcycle:

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keep it up

4 Ways Your Tier IV Final Engine Can Change Your Maintenance Routine Now that you know how to handle DEF any time of year, it’s important to know how things might change when it comes to maintaining your Tier IV Final engine. Here are four things you may need to do differently on your Tier IV Final equipment.

1) More sensors, more potential problems “On Tier IV Final machines, there are quite a few more sensors and more emission control modules that are distributed throughout the engine compartment—most of which have to be incorporated into our harnesses,” said Robert Bauer, with Carlson Paving Products. “All of the new sensors are for components that didn’t exist at previous tiers, so there are just plain more parts to go bad, more wires to have bad connections, etc.”

Additionally, in Carlson’s case, these sensors are installed by the OEM, so the likelihood of routing inconsistencies that could lead to a failure is higher, he added. “If it was a Cummins engine and a certified Cummins mechanic comes out, each piece of equipment is different,” Bauer said.

“Before, all the sensors were on the engine and in the same relative places. Now, with components scattered through the engine compartment, it takes techs longer to orient themselves in a particular piece of equipment.”

Bauer recommends inspecting harnesses and connectors more frequently to look for tightly pulled or fraying wires, damaged connectors, broken connector locks, etc. “It’s more important than ever,” he said.

However, according to Roadtec Service Manager Joshua Jones, any issues with the sensors will still provide the operator with a code to make it easier to find sensors that are acting up.

2) DEF is corrosive (for some materials).

“DEF is caustic and will damage or destroy paint if not cleaned,” Bauer said. So, it’s important to clean up spills promptly. Bauer also recommends inspecting the brackets under the DEF tank for corrosion periodically.

If you spill a small amount of DEF, you can wash it away with water or simply wipe it up. If the DEF is left to dry, it

They also have a smaller 50-gallon DEF skid tank for pickup trucks that is also equipped with a closed handling system.

Van Wyk warns that beyond paying attention to your machine’s efficiency, there’s no way to test for DEF contamination, beyond a $1000 sample sent to a lab. So, the best way to combat contamination is education and proper handling.

14 // novemBer 2016

will turn into white crystals that can also be washed away with water. However, if you spill a significant amount of DEF, it’s important to call your DEF supplier for advice on how to handle it.

Although DEF can corrode materials like carbon steel, aluminum, copper and zinc, it isn’t toxic and wearing protective clothing is not necessary when handling DEF. 3) Beware of new engine service procedures.

According to Bauer, many of the new engines have “oil life” counters built into the software that need to be reset when the oil is changed.

“Just like new cars, the check engine light will come on if the oil life counter isn’t reset,” he said. If you ignore the warning on your paving equipment, your machine will go into derate mode. If the crew doesn’t know the cause, they might need to call in an engine service tech for this preventable issue.

To make sure you fully understand engine service procedures, including how to reset your oil life counter, Bauer recommends thoroughly reading your operator’s manual.

“That’s always been a good idea, but more so now than ever,” he said. “Anybody can do this and it doesn’t require special tools, you just need to know what exactly to do.”

4) Change the filter at proper intervals.

“The diesel particulates filter is capturing soot,” Jones said.

“When you do your regeneration, it cooks out all the soot. But at a certain point, all the soot buildup that hasn’t burned off starts restricting your power.”

He recommends changing your diesel particulate filter, or DPF, every 5,000 hours.

“You can either service them at an engine manufacturer,” Jones said, “or you can replace it with a new one.” In his experience, DPFs cost anywhere between $3,000 and $8,000.

“That’s just the world we live in now with the exhaust filters,” he said. “But, the truck industry brought everything up to speed before the equipment world got involved, and that really helped.”

“Most of these issues—like shelf life and contamination--aren’t a big deal if you understand the material and implement the right practices,” Van Wyk said. “It’s just a matter of being educated and intentional about how we manage and incorporate DEF into our businesses.”

– By Sarah Redohl

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Mix It Up

Here we see the crew installing the experimental asphalt pavement for section N7 on the NCAT test track in the summer of 2015. The 1.5-inch surface course included the Delta S rejuvenator.

NCAT Forensics Section N7 contributes to silo storage recommendations, RAP content suggestions Researchers at the National Center for Asphalt Technology (NCAT) at Auburn University in Alabama study failed as well as successful experimental sections on their pavement test track. The latest three-year research cycle at the track includes a special focus group of pavement sections they hope will fail. The reason: they learn as much from evaluating failed sections as they do from successful sections, according to Dr. Raymond “Buzz” Powell, NCAT assistant director and test track manager.

Powell and his staff, including Jason Nelson, operate the 1.7-mile oval track that uses accelerated performance testing to simu-

R

18 // novemBer 2016

late the effect on pavements up to 10 million equivalent single axle loads (ESALs) in each research cycle. Research at the track is also conducted by other researchers at NCAT with Dr. Randy West, NCAT director, taking overall responsibility for the research facility.

Case Study: A Puzzling Non-Performance

One pavement test section’s recent failure illustrates NCAT’s exercise. For its sixth research cycle, NCAT had decided to form a Cracking Group (CG) consisting of seven discrete experimental pavements, sponsored by nine state agencies

and the Federal Highway Administration.

The purpose of the CG is to test the performance of wearing courses with various levels of resistance to cracking facilitated by varying binder modification, field density, and percentages of recycled asphalt pavement (RAP) and recycled asphalt shingles (RAS). This research is part of the industry effort to develop a performance-based spec to effectively use recycled materials without affecting a pavement’s resistance to cracking.

CG sections were designed with essentially the same pavement structure with dense graded, structural composition on top of a

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Mix It Up

These core samples are from the original failed N7 pavement section.

6-inch crushed granite base, but surface mixes differ. Researchers’ main goal was to be able to identify laboratory tests that predict cracking differences observed on the test track in mixes with various levels of resistance to cracking and containing varying recycled asphalt product contents.

The seven CG sections were constructed in late July and early August of 2015, all consisting of a 2.25-inch asphalt base layer, 2.25-inch intermediate layer, and a 1.5-inch surface course. The base layer and intermediate layer of all CG sections contained highly modified asphalt (HiMA) binder.

There is an eighth test section not included in the CG study, designated N7, which is nevertheless playing an important role in this research. N7 is sponsored by Collaborative Aggregates LLC, an affiliate of War-

20 // novemBer 2016

ner Babcock Institute for Green Chemistry (WBI), based in Wilmington, Massachusetts. The company is using the section— which is a dense-graded, high-recycled asphalt content, surface mix inlay—as part of its own applied research to document the performance of its newly commercialized Delta S asphalt rejuvenator product. Delta S is a plant-based, liquid specialty chemical formulated by WBI that is designed to work with recycled materials to minimize asphalt pavement cracking. The research is managed by Drs. Nam Tran and Powell.

Powell noted that they intended to compare the performance of stand-alone N7 section containing the asphalt rejuvenator with CG Section N8, which is similar in design and construction but doesn’t contain a rejuvenator.

N7 and N8 had identical surface course structure, i.e., each contained 20 percent RAP and 5 percent RAS. The asphalt binder of N8 and the six other CG sections contained a combination warm mix and anti-stripping agent, but the N7 surface mix only contained Delta S rejuvenator.

First Failure

Truck trafficking began in October 2015, and for almost three months none of the seven CG sections nor N7 exhibited pavement stress. In late January 2016, however, things changed.

NCAT staff noticed cracking in the wheel path of N7. In March, they took full-depth cores of the entire 6-inch pavement structure in between the wheel paths in an uncracked area to determine bond strength between

layers as part of the forensic investigation of the pavement failure.

Surprisingly, all three cores were found to be de-bonded, i.e., the wearing course is delaminated from the underlying layers. NCAT allowed traffic to continue for a short time but suspended it when existing cracks grew larger and new ones appeared. Three additional cores cut on transverse cracks indicated that the intermediate and base layers had been compromised as a result of the de-bonding, meaning the underlying layers had also cracked.

A strong bond between pavement layers is a critical component in long-lasting asphalt pavements. As a vehicle moves over a pavement, horizontal forces between tires and the pavement surface induce shear stresses at the interface between pavement layers. If the induced shear stress exceeds the bond strength at an interface, de-bonding may occur. In delaminated areas, the pavement structure no longer acts as a monolithic unit, so the critical tensile strain occurs at the de-bonded interface between layers rather than at the bottom of the asphalt pavement.

And this leads to premature failure.

As the forensic investigation continued, the evidence suggested that the cracking problem with N7 was due to de-bonding between the surface course and intermediate layer. NCAT staff suspected the N7 surface mix de-bonded and the CG Section N8 surface mix did not because the N7 mix was slightly leaner (even though volumetrics compared within allowable tolerances).

What’s more, visual observations of the layer interface, which appeared to be relatively dry, seemed to support the hypothesis that the asphalt tack coat had migrated from the interface into the surface mix. This meant there wasn’t enough asphalt between layers to develop adequate bonding. However, this theory was brought into question when further laboratory testing of compacted slabs indicated that low bond strengths were not the result of tack material.

ant to replace both the base and intermediate layers. HiMA was used for both mixes similar to the seven CG sections that contained HiMA in their base and intermediate layers. Furthermore, the thickness, aggregate gradation and asphalt binder grade of intermediate and surface layers were the same as that of the original N7, with the surface mix again containing 20 percent RAP and 5 percent RAS.

This repair took place during the week of April 11. Within just a few days of the repair, N7 surface pavement failed again, exhibiting cracking and shoving that was once more attributed to de-bonding.

This case had become an intriguing challenge for researchers. They suspended traffic on N7 on April 16 when truck drivers first reported seeing the slip, and launched a second forensic investigation. This time they cut six

First Fix

NCAT researchers continued their forensics pursuit with a different approach because evidence indicated that cracking was full-depth. To fix this, they had the entire six inches of N7 pavement structure removed and rebuilt because they felt it was import-

www.THeAsphaltpro.com // 21

Mix It Up

The failed wearing course of N7 was milled off to allow installation of the modified mix, which incorporated a PG67-22 binder, 35 percent RAP with Delta S rejuvenator, and no RAS. The modified mix was allowed extended storage time in the silo to eliminate the possibility of another failure due to reduced mix shear strength. This repair was completed the week of May 9, 2016, and ESAL testing resumed shortly thereafter.

Test Track Specs This is the sixth research cycle held at the 16-year-old track, which is comprised of up to forty six, 200-foot-long sections of experimental pavements. Pavement sections experience two years of trafficking by 155,000-pound tractor trailers during each three-year research cycle, with one year taken up designing and constructing pavement test sections and evaluating accumulated test data.

Test sections are available to such sponsors as federal, state and local transportation agencies, materials manufacturers and suppliers, consulting

22 // novemBer 2016

engineers, paving contractors and others who can have their new materials and pavement designs undergo rigorous applied research testing. Changes in pavement are measured and recorded by many instruments, some embedded in the pavement such as temperature sensors, strain gauges and pressure plates. Other equipment and instruments periodically measure pavement smoothness, rutting and cracking.

Once the truck trafficking cycle has been completed, NCAT personnel conduct thorough forensic investigations

of pavements to learn why certain pavements fail while others perform extremely well when subjected to identical traffic loads. They use this information to help develop calibrating performanceprediction models that ultimately can be used to improve pavement design and construction practices. This protocol demonstrates applied research and pavement forensics science at their best, and plays a vital role in the successful introduction of technologies, methodologies and equipment to improve asphalt pavement performance.

additional cores from N7 located from just on the outside of the edge line to avoid damaging the base and intermediate layers, which would remain in place when the final N7 surface was paved. Three of these cores underwent bond strength testing in both layer interfaces (i.e., between the surface and intermediate layers, and between the intermediate and base layers). The remaining three were subjected to indirect tensile testing (IDT) and tensile strength ratio (TSR) determination. Bond strengths were found to be unacceptably low in N7 when compared to CG Section N8 and also when compared to minimum recommended values. More importantly, IDT results on field cores from N7 were much lower than those from CG Section N8 while previous IDT results on laboratory specimens were similar for the two mixes. Further laboratory testing was conducted to simulate silo storage time at 0.2 and 4 hours. This testing revealed the significant effect of aging in silo on IDT results of N7 mix, which had been minimal in both the original construction and the first rebuild of N7.

Based on the entire body of forensic evidence, Powell and his team of researchers agreed on a notably simple solution to the N7 de-bonding puzzle. They would allow longer silo storage time for the blending of asphalt rejuvenator with RAS binder.

A Simple Solution for a Final Fix

“It appears the desired interaction of Delta S with RAS binder was either reduced or did not occur at all,” he said. “This effect was caused either in whole or in part by the lack of storage time in the silo.” As a result of the lack of RAS interaction, the amount of Delta S available in the base binder was elevated. “ T h e combined effect was reduced binder stiffness and shear strength of the mix that left the layer interface susceptible to bond strength and shoving failure,” he pointed out.

The final fix for N7 involved replacing the wearing course with a mix design identical to the surface mix of CG Section S5, which contains 35 percent RAP and no RAS. Furthermore, CG Section S5 incorporates a PG58-22 asphalt binder while N7 incorporates a stiffer, PG67-22, and Delta S rejuvenator.

This repair was completed the week of May 9 and traffic was resumed on N7 shortly thereafter. It was believed that eliminating

RAS from the N7 surface mix and extending storage time of the mix in the silo would eliminate the possibility of another failure due to reduced mix shear strength. Because the surface of CG Section S5 contains a softer virgin binder, and the goal of rejuvenator is to soften the blended binder, it is hoped that researchers will be able to evaluate the effectiveness of the rejuvenated N7 mix by comparing it directly to S5. It is also possible to compare the

quality of the surface mix at the higher RAP content in N7 to that in CG Section N1, a lower RAP content section.

In summing up the results of this comprehensive pavement forensics investigation, Powell said: “Quality control data for the second rebuild looks great, performance has so far been good, and visually the new mat looks very healthy.”

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project management Your Ultimate Guide to Pavement RepairS

part 1

During the application process, it’s important to maintain your material at the temperature recommended by the manufacturer, usually between 380 and 410 degrees Fahrenheit. According to Julian, under-heated sealant will affect adhesion, and over-heated sealant will degrade the properties of the sealant. All photos courtesy of Crafco Inc.

Successful Crack Sealing, Step By Step Cracks come in all shapes and sizes. Sealing them in a timely manner is one of the most effective ways to maintain the quality of your pavement.

One of the biggest mistakes is waiting too long to begin maintenance.

“By crack sealing your pavement when cracks first appear, you keep the water and non-compressible materials out of the cracks,” said Glenn Shapiro, general manager of GemSeal Pavement Products’

C

24 // novemBer 2016

northeast region. “These non-compressible objects will not compress as the crack contracts in warm weather. The pavement actually expands, making the crack width smaller, cracking and breaking the asphalt along the edge of the joint. By keeping water out, this will eliminate sub-base erosion, reduce freeze-thaw damage and improve ride quality of the pavement to extend its service life.”

“The magnitude of thermal movement,” which causes cracking, “depends on a variety of factors, including but not limited to, the amount

10'

of temperature change and the spacing of the cracks,” said Brandi Julian, sales training manager at Crafco Inc. “Understanding that all cracks move is imperative when designing your crack treatment.”

Choosing the right material, equipment and application for the job is also essential, Shapiro said.

Select Your Sealant

Sealants should be selected based on pavement condition, climate, pavement movement, service life needed and sealant properties, according to Julian. Although project specs may consider the other factors, it’s important to pay attention to the type of sealant you use, with or without project specs to follow.

For example, cooler climates require more flexible sealants than hotter climates.

“Using a softer material in a hot climate could cause tracking of the sealant by vehicle or pedestrian traffic,” Shapiro said. “In hot climates, there is less movement of the pavement surface in general and, therefore, no need for a very flexible material. If you use a less flexible material in a cooler climate, where the pavement will be exposed to greater temperature swings and will have more thermal movement, then the sealant may crack prematurely. This defeats the purpose of why you’re repairing the cracks in the first place.”

Another major factor in determining which sealant to use is the job type. For example, you don’t need a roadway sealant in a parking lot or a pedestrian area. Shapiro recommends that contractors working in parking lots use a sealant designed for pedestrian foot traffic, turning vehicles and parked vehicles—usually a stiffer material that loses tackiness when cured. However, that type of sealant is less flexible than roadway solutions.

Shapiro also recommends using a more flexible sealant on pavements with less than 20 percent crack density, and a stiffer sealant on pavements with higher crack density.

“Crack density is measured by looking at a 10-foot-by-10-foot section of the road or parking lot that best represents the average condition of the entire pavement,” Shapiro said. “Then measure the linear feet of cracks within the 100-square-foot area. The number of linear feet divided by 100 is the crack density.”

He also stresses that alligatored pavement is not a candidate for crack sealing, as it indicates failure of the sub-base and requires repairs beyond crack sealing.

Prepare for the Job

Before starting the job, you’ll need to consider the weather you’ll be working with.

“During spring and fall, cracks are in an average position—not completely open and not completely closed,” Julian said.

That’s the best time to crack seal. Most sealant manufacturers and agencies require a pavement surface temperature of 40 degrees and rising. You should also avoid sealing if rain is expected.

Before heading to the job, you’ll also need to make sure all of your equipment is in working order, that shaping tools are clean, and that you have the right wand tips for the job.

Once you arrive on the job site, you must prepare your cracks. According to Julian, cleaning the crack and ensuring it is dry is one of the

Linear feet of cracks 100 sq. ft.

=

Crack density

10'

most important aspects of successful application and good material adhesion.

According to Shapiro, one of the first steps is to use a router or saw to widen and deepen existing cracks and create a clean, solid edge for sealant to adhere to. “This process should extend the life of the sealant by up to 50 percent.”

“If [sealant adheres to unclean and unsound asphalt,] and there’s movement, the unsound asphalt may be pulled off by the sealant, or secondary cracking may occur,” Julian said.

When deciding between routing and sawing, it’s important to determine the types of cracks you’re dealing with. Shapiro said routing can follow existing cracks in any direction, but sawing can only cut straight cracks.

When routing, produce a rout centered over the crack to provide a uniform bonding surface on both sides of the crack. “Routing on one side of the crack is more likely to result in loss of adhesion on the side that wasn’t cut,” Julian said. She also suggests routing at least 1/8 of an inch from each side of the crack, but that the reservoir should never be wider than 1.5 inches or less than 3/8 of an inch. You should also pay attention to excessive spalling, taking care to inspect the cutters or pins to determine if they need to be replaced and slowing down your routing operations.

Shapiro recommends routing on roads with less than 20 percent crack density. “When sealing cracks in pavement with greater than 20 percent crack density, simple cleaning and sealing of the cracks is recommended,” he said.

Next, you’ll need to ensure the surface is clean and dry. Shapiro recommends using a compressor with sufficient pressure and velocity that is also equipped with a water trap to remove particles that could prevent bonding in the cracks. Julian recommends air pressure no less than 90 PSI and to keep the nozzle no more than 2 inches from the pavement surface. She also recommends walking forward, not

www.THeAsphaltpro.com // 25

project management dries cracks by removing moisture and warming the pavement,” she said. “It’s also useful for increasing pavement temperatures during cooler conditions or winter crack sealing.”

As the cracks can become moist quickly after hot air lancing, it’s important that your sealing operation happens shortly afterwards.

However, you must take extreme care not to burn the pavement. Although slight darkening of the pavement is normal, excessive darkening, smoking or dislodgement of aggregates are signs of overheating.

“Any pavement that is saturated with water shouldn’t be sealed, even with a hot air lance,” Shapiro added. “Any dampness, discoloration due to moisture, as well as frost or dew should be avoided during crack sealing.”

The Last Step is a Good Seal

According to Julian, crack sealing is different from crack filling, both in the objective of the treatment and the material used. backward, for best results, and elevating and fanning the nozzle across the pavement on the last pass to remove debris from the crack area to avoid blowing contaminants back into the cracks.

Julian adds that you can also clean with a vacuum or wire brush. Vacuum systems can be used in areas that are sensitive to air quality and do not permit compressed air blowing operations. Wire brushing involves a rotating, narrow, round wire brush that helps remove debris and is often used along with compressed air.

“Power brushing can be very effective at removing adhered surface coatings that compressed air cannot remove,” Julian said, adding that brushes do wear quickly and require frequent changing.

It’s important to ensure debris from one crack doesn’t get blown into cracks that have already been cleaned, and to time your operation so cleaning happens just before sealing to avoid debris blowing back into cleaned cracks.

Moisture, like dirt, can also be a barrier to adhesion. According to FHWA, using a hot air lance on the cracks will help minimize moisture.

Julian recommends using a hot air lance when crack sealing in moist climates, at night, and at temperatures below the dew point. “Hot air lancing cleans cracks by removing debris and burning vegetation, and

26 // novemBer 2016

Sealcoating is an important part of the pavement maintenance process. “Every year that goes by, the elements destroy some of the [asphalt cement] in the asphalt,” said Brent Loutzenhiser, owner of sealcoating tank manufacturer Seal-Rite.

Although he recommends that you always check with your sealcoat manufacturer for their recommendations, sealing new pavement within its first season could result in longer drying times for the sealant, but there comes a time when the customer needs to lock out the elements to protect his parking lot investment.

From then on, Loutzenhiser recommends sealing every 3 to 5 years, but it depends on the quality of the previous sealcoat, traffic, weather and other wear factors. For example, convenience store and fast food chain parking lots may need to be sealed annually.

When it comes to sealing well, Loutzenhiser sees some common mistakes. “The biggest mistake I see is when contractors don’t know how to mix the sealer, how to apply it, or even what kind of sealer it is,” he said. “So many people buy sealer from a middleman, and that’s fine, but you need to know who makes the sealer so you can find out how it’s supposed to be applied.

“Manufacturers have engineers that have spent a lot of time figuring out how to mix the sealer and the best way to apply it to make it last the longest,” Loutzenhiser continued. And it changes for every sealant from every manufacturer. “You need to follow each manufacturers’ instructions to make sure you’re doing it correctly.”

One of his personal pet peeves is neglecting to add sand, which adds needed friction, to the sealant. “Usually this is because they’ve had a machine that couldn’t handle it, or they didn’t know they needed to,” Loutzenhiser said. “If you have to go to court because someone slipped and got hurt on a lot you sealed, the manufacturer of that sealant will submit exactly how the sealant should have been applied.

If you didn’t put sand in there when they said you needed to, you could be held liable.”

project management

Sealants should be selected based on pavement condition, climate, pavement movement, service life needed and sealant properties, according to Julian.

According to Julian, while some bubbling in the installed sealant material is common, excessive bubbling can be caused by moisture in the crack, indicating that it should be dried to a greater degree before you continue sealing.

Apply the Sealant

During the application process, it’s important to maintain your material at the temperature recommended by the manufacturer, usually between 380 and 410 degrees Fahrenheit.

According to Julian, under-heated sealant will affect adhesion, and over-heated sealant will degrade the properties of the sealant. If sealant is under-heated, sealing operations should stop until the sealant is able to reach proper application temperature recommended by the manufacturer. Some over-heated material will be thick and stringy, while others will thin, depending on the sealant formula. Over-heated sealant must be disposed of.

You should check the temperature periodically throughout the job to ensure proper temperatures and keep the melter partially full—Julian suggests at least ¾ full—to help maintain temperature uniformity. She recommends adding sealant blocks one at a time at the installation rate, rather than all at once. Crack sealing operations do not need to stop as you add blocks, as long as you maintain the required temperature.

Although many melters self-regulate temperatures, it’s important to manually check as there may be areas of temperature variation within the melter kettle. If using unheated hoses and the temperature of the material exiting the hose doesn’t meet specified installation temperatures, circulate the product through the hose and back into the melter until the product reaches the appropriate temperature in the hose.

28 // novemBer 2016

When filling the crack, it’s important to fill from the bottom up to assure a complete seal.

There are a variety of finishing techniques used in crack sealing.

Overbanding acts as a “band-aid” over the crack, while reservoirs can improve adhesion and sealant life. Some projects call for a flush match of sealant and pavement, and some require a combination of techniques.

According to Julian, generally speaking, the longest lasting and most cost effective option is a routed reservoir with a band-aid to allow the pavement to move with changes in the pavement and protect the crack from damage.

In general, Shapiro said, cracks should be filled no higher than 1/8 of an inch above the pavement. “It’s necessary to keep the material tight to the pavement surface. This will keep it safe from tire imprint marks and snow plow damage,” he said.

To combat sagging as sealant cools and shrinks, some OEMs recommend filling the crack ¾ of the way and then allowing it to cool before filling completely. Other OEMs suggest filling the cracks to the proper height and returning to any cracks that are too low.

“You also want to keep drips and puddles to a minimum,” Julian said. Drips can be reduced by using a drip stopper on the tip. In the case of puddles of excess sealant, remove by heating a flat blade and cutting puddle excess without harming the treatment.

You should keep traffic off the crack sealed surface until the sealant has cured to avoid tracking. If you need to open the pavement to traffic quickly, blot the crack using either a detacking agent or limestone dust. Once blotted, the area can be opened to traffic immediately.

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32 // novemBer 2016

LEFT: Trucks pull under the batch tower for loadout at the Highway Materials Inc. (HMI) Plymouth Meeting asphalt plant. HMI reached out to Libra Systems Co. Inc. about four years ago to have the Generation3 loadout control installed for the batch tower. Photo courtesy Jeff Meeker of Meeker Equipment. RIGHT: From left, Steve Lowrey, Jason Benner, Kevin Wilson, Steve Fox, Gary Berkenstock and Tyler Fuhrman.

When its plant at Plymouth Meeting, Pennsylvania, had reached the ripe old age of five years, management at Highway Materials Inc. (HMI) a division of The DePaul Group, Blue Bell, Pennsylvania, revamped its inner workings. The hybrid ALmix/Meeker dratch plant had served them well, producing mix at up to 500 TPH with 900 tons of storage capacity for company crews and customers. The products the plant makes include: five PennDOT approved Superpaves and three Marshall designs; commercial mixes for base, intermediate and surface courses; pervious asphalt mixes; curb mixes; and even a cold patch (PSP485). HMI has a dedicated mix design specialist who works in the design lab at the Malvern Asphalt location in addition to the testing labs at each asphalt plant location, which means they have no fear of trying new mixes and letting their plants earn their mettle, as the Plymouth Meeting facility has done.

Jeff Meeker, president of Meeker Equipment Co., Belleville, Pennsylvania, explained that the Plymouth Meeting plant caters to large highway and airport projects, while also providing quality mixes to specialty projects through its batch tower portion of the plant.

By 2015, it was time to safeguard all of that a little differently.

Steve Fox is the asphalt general manager for HMI, and he shared what was going through his mind. It started with location.

The Plymouth Meeting plant is situated near the intersection of four major thoroughfares, adjacent to the oldest continuously operated limestone quarry in North America. During season, it runs almost non-stop.

“This plant cannot go down or there’s a ripple effect in the area,” Fox explained.

Smaller plants nearby would suddenly be-

W

come overloaded if the Plymouth Meeting plant had unplanned downtime.

After location, consider ease of repair. The original configuration of the high-production dratch put all controls in one plant-wide programmable logic controller (PLC).

Meeker spelled it out: “The industrial PLC was stored in their modern control center.

Through it, all motors were started through the PLC logically. All burner control functions were controlled by the PLC. All valve controls, blending controls, baghouse controls, sensors, limit switches and timing were done through one PLC. The real benefit of this type of control is that all drum and batch plant functions are funneled through one control and are able to be shown to the operator on one screen. Troubleshooting the PLC was done at one spot on the plant because all control wires essentially went to one location on the plant.”

Meeker also spelled out the paradigm shift that he’s seen not only at HMI, but in the industry at large. “Over time, one PLC also became a liability,” Meeker shared. “As a society, we’ve come to expect that computers and electronic devices have a short shelf life. PLCs are no different. Various parts and pieces to the PLC become obsolete. In the case of HMI, getting the parts and support they needed to run a high-volume plant became more and more difficult.”

Fox took his worries to the general manager/principle of The DePaul Group, Tony DePaul, who is his direct boss. “I was explaining to him that we were one lightning strike away from being down for a week in our busiest location,” Fox said. “If something went bad, you didn’t know where to start looking. If you lost power, you lost the whole plant. We got frustrated after about a year and then put

www.THeAsphaltpro.com // 33

From the control house, plant operators Tyler Fuhrman and John Minnick can see the drag slat conveyor, loadout area, and all manner of components of the Plymouth Meeting facility at a glance.

Photo courtesy Jeff Meeker of Meeker Equipment.

A picture like this shows just how congested a dratch plant’s footprint can be. Plant Superintendent Gary Berkenstock said working at the Plymouth Meeting facility is very different from working at the Malvern location where he started.

“The Malvern location has a 6-ton batch plant with two storage silos. There were some days when we’d do 2,000 tons, but we’d have slow days, too. Here, there are no slow days. This plant never stops running.”

As a testament to Berkenstock’s skill, Asphalt General Manager Steve Fox has no doubt that he can handle the pace. “Gary’s my protégé. He was a plant operator at Malvern for about eight years. He doesn’t get all wound up about the commotion. He takes it all in stride.”

Photo courtesy Jeff Meeker of Meeker Equipment.

34 // novemBer 2016

in a Gen3 for the batch and to communicate with the main office.”

Fox has been with HMI for about 38 years and explained that the company purchased one of the first loadout systems Libra Systems Inc., Harleysville, Pennsylvania, made in 1978. “We have Gen3 loadouts at all nine locations,” Fox said.

Having one item on its own control system didn’t give Fox the complete comfort level he wanted. After discussing it with DePaul and figuring the bottom line, Fox received the clearance to move forward with some fixes at the Plymouth Meeting plant. He reached out to Libra and others to change the plant’s configuration to a modular one.

“Libra has been proud to partner with HMI on their automation and business integration requirements for over four decades,” Ken Cardy, the president of Libra Systems, said. “While Libra’s systems are used around the globe, a unique bond is formed with a client that is practically in your back yard. I’ve known Steve Fox for 20 years, and he is on a first-name basis with most of our production and service staff.

Steve is remarkably adept at streamlining operations and leveraging new technologies into profitability for HMI.” Meeker shared: “Libra Systems, Hauck Manufacturing and Meeker Equipment collaborated to offer HMI a modular design, or a way for them to divide the plant up in components or functions.”

This approach allowed HMI to automate the plant in such a way that when a specific part becomes obsolete or difficult to replace in the future, management isn’t forced into a wholesale change of the entire control. Rather, it allows them to save time and money by repairing or replacing only the components that are in need of an upgrade.

Gary Berkenstock is the superintendent for the Plymouth Meeting plant. While his journey with HMI began as a loader operator in 2009 at the Malvern Asphalt location, he worked his way up to mixer man at the Plymouth Meeting location in 2015. The revamp of the plant’s controls was his first project as superintendent. “I sat with Steve [Fox] and Libra and Dave Hane [HMI’s chief electrician] through a few meetings to go through the lists of what needs to be controlled.”

The team split the plant into four functions: process control, burner control, liquid tank control and silo loadout/point of sale control. Each OEM to assist shared information about the project.

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Process Control: Libra Systems handled the process control. “We offered our PlantWise control for the dratch plant,” Cardy shared.

“The PlantWise control handled all the starting and stopping of motors on the plant whether the plant was in drum mix mode or batch plant mode. PlantWise interfaced very nicely to the existing Allen Bradley motor control center and all the existing plant sensors, such as encoders, no-flow switches, limit switches and scales. PlantWise also controls the drag slat conveyor, reject chute, transfer-transverse conveyors and silo batchers.”

Burner Control: Hauck Manufacturing took responsibility of the burner control function.

“We supplied our new BCS 7000 drop-in panel for the burner control function. The BCS 7000 works particularly well because the HMI screen fit perfectly in the existing sloped panel of the control center. The control uses valve characterization for the burner, meaning that the 7000 panel enables the air and fuel ratio to be manipulated as the burner modulates. In other words, when the burner is firing at a low tons per hour, the air and fuel ratio may not be exactly the same as needed when running at high tons per hour. On a dratch plant, this becomes very important, as this style of plant has a wide range of production rates. The BCS 7000 control enables the operators to truly run in an automatic mode.”

Liquid Tank Control: Meeker Equipment handled the liquid tank control. “We supplied our Liquid Vision tank valve and level control. All the liquid asphalt tank valves were controlled by the Liquid Vision. Logical valves control enable the operators to pull liquid from one tank and normally return the liquid to the same tank. Sometimes that isn’t practical, so the control also enables the operators to override the system to return AC to a different tank. Liquid Vision is smart enough to know that if a tank is full, an operator can’t return the liquid to it, nor can a driver try to fill the tank. It simply won’t allow it. The system also watches level in each tank and transmits that information to the unloading station and to the plant operator.”

Silo Loadout Control: Libra Systems also handled the silo loadout—or point of sale—function. “We installed the Generation3 batching and silo loadout control to the plant. All loadout and batching functions can be handled by one person or the functions can be distributed to two people if plant vol-

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Clean and well-organized, the cabinet in the control house shows everything has a place and everything is in its place. Asphalt General Manager Steve Fox spoke highly of Chief Electrician Dave Hane and the superb job of organizing this overwhelming task. “Dave Hane was the brains on the electrical end. He oversaw Response Electric.” Photo courtesy Steve Fox of Highway Materials Inc.

LEFT: This original equipment in the control room was removed before the new panels could be installed. RIGHT: These original wires were some of the 5,600 to be replaced or relanded during the new controls installation. Both photos courtesy Steve Fox of Highway Materials Inc. ume requires it. The system also allows for a third party or another truck scale operator to queue trucks into a line as sometimes orders are placed externally to the plant. In the case of Highway Materials, they also own Libra’s Enterprise Information Server (EIS), which automatically uploads plant transactions into the main office, and features a bi-directional interface with their account-

ing software. This allows single point-of-entry and accurate billing. The EIS also serves as a central database for all of HMI’s plants so that customer, job and product information is managed at the office by the people responsible for the data. In this way, invoicing errors are reduced and plant operators can concentrate on making quality mix, rather than acting as billing clerks.”

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The Libra PlantWise Drum Mix Control System features a fully graphic operator interface to provide complete plant status at a glance. The system’s highly configurable design allows the producer to design custom software switches, create reports, and adapt to the current and future plant control requirements. Photo courtesy Ken Cardy of Libra Systems.

The Nine Producers All nine of HMI’s asphalt plants are fully automated with a test lab for quality control and PennDOT approval. That’s no simple task; it takes commitment to quality. The plants also produce porous asphalt for pervious pavement applications, including parking lots and driveways for effective storm water management. That shows commitment to environmental sustainability.

Downington Asphalt • Located at Boot Road & Quarry Road • Accepts clean asphalt for recycle • 5-ton Barber Greene plant rated at 320 TPH Lititz Asphalt • Located on Woodcrest Avenue • Accepts clean asphalt for recycle • McCarter batch plant rated at 300 TPH with 400 tons storage capacity Malvern Asphalt • Located on Route 29 north of Route 202 • Accepts clean asphalt for recycle • 6-ton McCarter batch plant • This location includes a specialties garage, an equipment garage and a design lab.

Nazareth Asphalt • Located on Tatamy Road • Accepts clean asphalt for recycle • McCarter batch plant rated at 250 TPH

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Perkiomenville Asphalt • Located on Crusher Road off Route 29 • Accepts clean asphalt for recycle • 5-ton Gencor plant Plymouth Meeting Asphalt • Located near the Blue Route, the Northeast Extension, the Pennsylvania Turnpike and the Schuylkill Expressway • Accepts clean asphalt for recycle • Hybrid Almix/Meeker dratch plant rated at 500 TPH with 900 tons storage capacity St. Thomas Development • This used to be the old Plymouth Meeting plant • 6-ton McCarter plant T.D.P.S. Materials • CMI plant rated at 300 TPH Wrightsville Asphalt • Located in York County • Accepts clean asphalt for recycle • Astec Six-Pack plant rated at 350+ TPH

ABOVE TOP: The new Libra automation system provides Plant Operator Tyler Furhman with an immediate understanding of the plant’s operation and any alarm conditions that need attention. Photo courtesy Jeff Meeker of Meeker Equipment. ABOVE BOTTOM: Hauck BCS 7000 control system operator interface shows the critical burner data/functions. Photo courtesy Jeff Meeker of Meeker Equipment.

The HMI crew that pulled all of this together worked diligently through the 2015-2016 winter off-season to put the new configuration in place. They worked under the management of Fox, Hane and Berkenstock, who had the arduous task of tagging, labeling and relanding more than 5,600 wires.

“As with any project of this magnitude, Hane painstakingly worked through each function methodically and carefully to make sure all control functions were handled with the new system,” Meeker said. The electrical contractor, Response Electric, sent in Kevin Wilson and Ken Swain to work under Hane’s direction, working countless hours alongside Fox, Hane, Berkenstock and the rest of the Plymouth Meeting plant crew.

“Highway Materials now enjoys a state-ofthe-art automation center that will serve them for years into the future with minimum maintenance,” Cardy shared.

Fox echoed these sentiments. “Basically, I got the best control for every portion of the plant. Now, if we lose a power supply, we don’t lose the whole plant.”

Berkenstock said they started running with the new system right on schedule March 7, 2016, with a commercial mix.

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Control Higher Mat Quality Just as the fundamentals are imperative to having a solid foundation for success in athletics, so too can the reminder of fundamentals have positive impacts on your paving performance.

By Travis Colwell

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It is fundamentally important that the screed is set up properly, with the right amount of slope and amount of angle of attack to compliment the depth of the mat.

Just as operators must check their machinery for proper levels of fuel and oil everyday, they should also check to ensure their screeds are level and aligned. Prior to the day’s start and with the screed plates cleaned, operators should stringline the rear edge of the machine to check for flatness and to preset the crown in the main extension. Once that is done, stringline the front edge of the main plate to check for lead crown.

In addition to the daily stringlining of your machine to ensure appropriate leveling, contractors should also include quick examinations for alignment issues. These checks should include checking the parallel of the extension to the main, the extension angle of attack (or preset the angle of attack prior to starting the job), and extension height (or preset extension height prior to starting the job). By checking that the screed is both aligned and level before the start of the day, contractors can make the necessary adjustments to produce high quality results for their customers.

I

Set Quality at Standard Widths

While the leveling of the screed is a fundamental preparation for the day’s job, there are many basic principles while paving that serve as a foundation for exceptional mat quality. First, it should be said that the use of sonic sensors in lieu of manual feed are essential for uniform mat quality. A person cannot match the ability that sonic sensors can for ensuring uniform head of material. An available option for most commercial pavers, a small investment in sonic sensors can pay dividends in higher mat quality and better looking, longer lasting pavement.

Technology may aid in higher mat quality, yet the human element still has a When paving at 15 part to play in terms of pavfeet, the contractor ing performance. For even will close the door head of material, contracup to three-quarters tors should regulate their of the way or conveyor and auger speed more, forcing more accordingly to the paving material outboard speed and material delivtoward the endgate, ery. Paving speed is dictatwhile maintaining ed by material delivery, rate an even head of of compaction and speed material across the of labor, meaning that subfull width of paving. stantial planning and understanding must go into every job for higher quality mats.

For material delivery, take time to know the routes from the plant to the jobsite, the traffic situation and any other variables so that trucks are able to deliver for continuous paving. When

LEFT: Just as with paving at standard widths, paving at wide widths is as much about proper planning as it is paving at the right speed. All photos courtesy Carlson Paving Products, Tacoma, Washington. www.THeAsphaltpro.com // 41

ABOVE: By checking that the screed is both aligned and level before the start of the day, contractors can make the necessary adjustments to produce high quality results for their customers. BELOW: If the job requires 14- or 12-foot passes all day, the use of bolt-on tunnel and auger extensions will make the job easier. Without auger extensions, the team risks flooding the main screed with material while starving the extensions. Without tunnels, material could flow forward and damage the tracks due to the size of excess head of material. the paver must sit and wait for trucks, the impacts to the mat quality and aesthetics are impacted as the screed and material get cold.

This will also negatively affect density figures as the material becomes less malleable as it cools, potentially leading to premature failure of the pavement. So too will out-running rollers have a negative impact on mat quality. By setting the paving speed to equal the labor force working the material and to compaction, contractors are able to maximize density and mat quality.

Set Quality at Wide Widths

Just as with paving at standard widths, paving at wide widths is as much about proper planning as it is paving at the right speed. But where wider width paving departs in it similarities is in the tools that contractors can use to ensure an even flow of material toward the endgates. Depending on the type of paver and screed, contractors are able to use attachments such as tunnels, either bolt-on or power extendable, cut-off shoes and auger extensions.

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When the paver does have to stretch out to its full width, contractors are able to use the machine’s damper doors should their platform be equipped with them.

In planning out the use of these attachments, it is necessary that they be applied to the correct job. For example, if contractors are pulling 15-foot passes all day, the use of bolt-on tunnel and auger extensions are highly recommended. Without auger extensions, contractors risk flooding the main screed with material while starving the extensions. And without tunnels, material could flow forward and damage the tracks due to the size of excess head of material.

However, should the job have variable width paving, the use of these attachments can create issues due to the inability of running the extensions fully inboard. When the paver does have to stretch out to its full width, contractors are able to use the machine’s damper doors should their platform be equipped with them. In vertical and horizontal configurations, contractors are able to close their damper doors more the further out they pave. For instance, on an 8-foot screed paving at 8 feet, the contractor will keep the damper doors fully open to allow material to drop in front of the main screed. When paving at 15 feet, the contractor will close the door up to three-quarters of the way or more, forcing more material outboard toward the endgate, while maintaining an even head of material across the full width of paving.

www.THeAsphaltpro.com // 43

LISTEN TO OUR CUSTOMERS NOT OUR COMPETITORS For 40 years and counting, ADM has been committed to producing quality, high-production asphalt plants. On top of that, we take great pride in delivering an unmatched level of service before, during and after the sale.

At the end of the day, our plants speak for themselves.

But we certainly appreciate that our customers have so many good things to say. They’re the ones we listen to, and we think you should, too.

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Commissioned: 2013

Production: 300 TPH

“I had an ADM plant in my former business and had tremendous success with it. I really saw no reason to look elsewhere. That’s why we went with the new EX plant. We knew we could depend on ADM’s engineering expertise to help make our project a success.”

- Steve Bevilacqua President/Owner Bevilacqua Asphalt

Scan to read more about Bevilacqua’s experience.

VISIT WWW.ADMASPHALTPLANTS.COM

PCC Seeks Control over Comminution’s Environmental Effects

By Sandy Lender

Mark Drechsler suggested at the XXVII International Mineral Processing Congress that evaluating super fine crushing technology through the cement industry could facilitate its transition to the mineral processing industry. Here the IMPTEC super fine crushing plant at Hallett Cement produces 6000 blaine cementacious addition for concrete from lead/zinc granulated smelter slag. IMPTEC received the Statewide Super Innovation in Resources Award for the crusher at the inaugural South Australian Resources Industry Awards this summer. Photo courtesy IMP Technologies.

IMP Technologies (IMPTEC) of Adelaide, Australia, has developed a super fine crusher that is designed to reduce comminution costs and the energy associated with producing material for ordinary Portland cement (OPC). Spokesperson Chris Kelsey explained the piece of equipment will not be displayed outside of Australia until license agreements have been finalized, but the company has a semi-commercial unit on trial at Hallett Concrete in Adelaide now, turning the waste from black sand—or iron sand—into a replacement for Portland cement. There are reports that this transformation of black sand or granulated slag into cement is a world first.

Amit Kumar from the Norman B. Keevil Institute of Mining Engineering-University of British Columbia prepared a report on the basics of comminution for the technology.infomine.com website in which he explains, “Comminution is the process in which the particle size of the ore is progressively reduced until the clean particles of mineral can be separated by such methods as are available.” He included recent developments in comminution, including information on the high pressure grinding rolls (HPGR) adapted in the cement industry, which use compression breakage of a particle bed, in which energy efficient inter-particle breakage occurs. “The reduction ratio obtained in a single pass through the HPGR is substantially higher than that obtained in conventional rolls crushers,” Kumar wrote. He included that there is some evidence for downstream benefits of HPGR, but there are other methods hitting the market.

I

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Mark Drechsler, a consulting engineering geologist for WorleyParsons Services Pty Ltd of Adelaide, Australia, spoke at the XXVII International Mineral Processing Congress in Santiago, Chile, suggesting that implementation of super fine crushing for the cement industry could replace ball, hammer or vertical roller mills in cement plants.

He suggested that running two or three super fine crusher modules in parallel could process a wide range of materials while reducing operating costs, lowering energy consumption and reducing startup power loads on networks.

That’s where IMPTEC’s equipment comes in.

IMPTEC Director John Doherty said, “What we’re involved in is reducing the amount of energy, which is usually electrical, and the cost of media,” Doherty said. “You can also include lower maintenance costs because it’s just one machine. The energy density of the crusher is greater than other machines and reduces around 30 percent of energy costs.”

The machine shortens the comminution process by merging its second and third stages—combining the crushing/grinding of minerals. It is unique because it will be able to run the process dry and without the use of media. At this time, it’s doing so at a “slow” rate that IMPTEC would like to increase.

“Our semi-commercial unit takes in orders of two tonnes per hour,” Doherty said. “If it approves itself over the next few months, it would be good. We’re looking at scaling up to 100 tonnes per hour.”

The University of South Australia’s Future Industries Institute Bill Skinner said, “This particular technology offers much reduced energy consumption. Up-scaling it is a challenge that needs to be overcome.”

Reduce GHGs 4 billion tonnes of ordinary Portland cement created in 2013 represented the second largest source of greenhouse gas (GHG) at 0.65 to 1.1 t CO2 per 1 t OPC production.

Researchers seek to reduce both costs and environmental ravages by: • Improving OPC production efficiencies; • Improving OPC reactivity; • Increasing the use of supplementary cementitious materials (SCM); and • Replacing OPCs with geopolymer concrete.

Source: Drechsler, IMPC2014

international snapshot

From Cali to Sweden, Deliveries Carry On 2

2016 marks the 50th anniversary of the Volvo articulated hauler, and as part of the yearlong celebration, Volvo held a contest to identify the oldest Volvo articulated hauler still actively working on a North American jobsite. After reviewing the submissions, the winner was identified as Tomy Stenvall of Amswede Corporation, Chula Vista, California, who runs a 1968 Volvo DR860 on almost a daily basis. As a reward for his impressive equipment upkeep, he was sent to participate in the weeklong celebration of the articulated hauler at Volvo’s Braås, Sweden, facility from July 13 through 18, 2016.

For Stenvall, it was a homecoming.

“I left Sweden in 1982 to escape the snow, and I wound up in Southern California where I started Amswede, which I named after my connection to America and Sweden,” Stenvall said. “To be back and to get the chance to visit the Volvo facilities was quite an experience. There were big customers from all over the world at this

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event—some were buying 30 or 40 articulating haulers at a time — but I was the one getting the royal treatment, all because I have an old truck. It was outstanding.”

For Volvo, however, it’s more than an old truck—it’s testament to a legacy worth celebrating. Stenvall’s 1968 Volvo DR860 has been a staple in his fleet since the early 1990s and continues to be a daily contributor on jobsites that require dust control or soil mixing. “If this had been a beauty contest, we wouldn’t have made it very far. This truck has been through a lot over the years,” Stenvall said. “But it’s still going strong.”

Still Hauling

Stenvall originally purchased the DR860 because there was nothing like it available in the U.S. at the time. Having grown up in Sweden and worked in the earthmoving business, he was well-acquainted with Volvo articulated haulers.

“I needed something that was more agile than a typical Gi-series water truck, but not

as clumsy as a water wagon,” Stenvall said.

“So I looked overseas and ended up getting my hands on this DR860 from a tunneling company in Sweden. I paid $7,000 and they shipped it over in a container. We reassembled it, lengthened the frame and put a water tank and ag pump on it. It’s been with us ever since.”

Today, his customized DR860 is still running the 48-year-old original transmission, and it was only a year ago that he replaced the original engine with another vintage 5-liter TD50 engine from a previously scrapped cab-over-engine truck in his yard.

“If there was an hour-meter on this truck, it stopped working a long time ago,” Stenvall said. “If I had to estimate, I’d say I’ve put at least 1,000 hours per year on it for 25 years. And it was already 23 years old when I bought it—that’s a lot of hours on this truck.”

In addition to not knowing the true hour mark, initially, the exact age of the DR860 was unclear. When the “Still Hauling” con-

OPPOSITE PAGE: As a reward for his impressive equipment upkeep, Stenvall was sent to participate in the weeklong celebration of the articulated hauler at Volvo’s Braås, Sweden facility from July 13 through 18, 2016. ABOVE TOP: Tomy Stenvall runs a fleet of customized Volvo wheel loaders for his recycling business, which are equipped with quick couplers, third valves, and according to Stenvall, “the biggest grapples you’ve ever seen.”

ABOVE BOTTOM: After some intensive searching for a vehicle identification number, Tomy Stenvall and his Volvo dealer, Mike Burrell, found an identification plate on the transmission that put the production date somewhere around 1968. With that bit of verification, they sent in Stenvall’s submission for the Volvo “Still Hauling” contest. test was announced, Stenvall’s equipment dealer, Mike Burrell of Volvo Construction Equipment and Services (VCES), helped him research the age. “I knew his DR860 was the oldest I had seen—we just didn’t know how old,” Burrell said. “We couldn’t find any serial numbers stamped in the frame, but after a thorough inspection, we were able to find an identification plate on the transmission. We sent the number to Volvo, and they told us it fell within the range associated with the 1968 production year.”

With that information in hand, he helped Stenvall enter the contest.

“Sure enough, he had the oldest working hauler,” Burrell said. “I was really excited for him to win the trip to Sweden. He’s just one of those guys that never stops working.

I bet he hadn’t taken a vacation in 20 years.”

One of a Kind

Stenvall isn’t just a hard worker, he’s an outside-the-box thinker. His unwillingness to settle for a standard water truck 25 years ago is indicative of his approach to equipment acquisition today.

“Nothing we use is off-the-shelf,” Stenvall said. “We build it to do exactly what we want.”

Stenvall runs a fleet of customized Volvo wheel loaders for his recycling business, which are equipped with quick couplers, third valves, and according to Stenvall, “the biggest grapples you’ve ever seen.” Stenvall and VCES worked in collaboration with Medford to custom-build modified forestry grapples for his Volvo L150C, L180E and two L220Fs. “We use them for handling waste, demolition of motor homes and boats — you name it, and they can handle it,” Stenvall said.

– From Volvo

www.THeAsphaltpro.com // 49

that’s a good idea

ABOVE: Emilio Flores of Peter Baker & Son Co. Inc. uses a pump-action spray can filled with biodegradable release agent to spray the lip of the tailgate as the truck backs toward the paver. Notice that he does not step in between the paver and haul truck. Whether the truck has stopped or not, you do not want any member of the crew to get into the habit of stepping between these machines. For safety’s sake, ensure your workers know to stay to the side of the paver. Using the buddy system can help keep track of workers who have to be in this area. TOP RIGHT: Notice the range on the spray wand allows Flores to stay out of harm’s way while effectively coating the tailgate. BOTTOM RIGHT: Haul trucks leaving the paver dribble very little—if any—mix because none is stuck to the treated tailgates.

Save Thousands of Dollars at the Back of the Haul Truck O

One way to save your company thousands of dollars, whether you sub out hauling or have your own fleet, is to keep the tailgate of the haul truck from dribbling profitable material into useless piles around your paving site.

For Peter Baker & Son Co. Inc., Lake Bluff, Illinois, the dump man positions himself safely to the side where the paver nestles up to the truck, and sprays the lip of the truck with release agent prior to the bed being raised. He uses a 3-gallon, pump-action spray can filled with biodegradable release agent to spray the lip of the tailgate as the

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truck backs toward the paver. The wand he uses has enough range that he does not have to step into the dangerous area between the paver and truck. This quick and easy step ensures the mix slides easily into the hopper and doesn’t stick to the cooler part of the truck’s tailgate. As the truck pulls away, very little mix—if any—is stuck to the lip to fall onto the pavement.

This move has saved Peter Baker & Son Co. tons of wasted mix, thus tons of wasted money, each season. Dump Man Emilio Flores has been with the company for about 20 years, and performs his job with pride.

His workmanship has saved the company thousands of dollars in this area, and additional time and money in other areas where he uses his skills to keep trucks dumping efficiently. This type of problem-solving employee is worth his weight in gold on your job site.

– ByJOHN BALL

John Ball is the proprietor of Top Quality Paving and Training, Manchester, New Hampshire.

He provides personal, on-site paving consulting services around the United States and into Canada. For more information, contact him at (603) 493-1458 or tqpaving@yahoo.com.

PRODUCT GALLERY

What’s New in Asphalt Paving Equipment?

AsphaltPro takes you into the homestretch of the paving season in the south and gives you dreams of the upcoming season if you’re watching temperatures drop in the north, with a product gallery focused on the new technology and equipment that assists contractors in the paving and pavement preservation/pavement maintenance arenas. A few OEMs provided responses to specific questions about their new equipment this month. Check out the highlighted features of the products from BOMAG, Roadtec and Vogele.

A

New from BOMAG

The Cedarapids CR662RM RoadMix paver and material transfer vehicle by BOMAG was launched in June of this year. Henry Polk shared that the product has the following benefits for the asphalt professional: • The CR662RM RoadMix replaces the traditional slat conveyor delivery system inside the hopper with the Remix Anti-Segregation System counter rotating delivery augers to reblend the asphalt at the project site to eliminate particle and thermal segregation; • One RoadMix machine offers two uses for the contractor: paver and MTV. Contractors can switch between a screed (for paving use) and swiveling conveyor system (for use as MTV) within a few hours; • The machine maximizes utilization rates for the asphalt professional; • It can be used on the base lift, even as an MTV; and • It provides the contractor with a means to increase mat quality, density and uniformity.

Polk shared what he considered to be the product’s most attractive feature for the asphalt professional: • The Cedarapids CR662RM RoadMix is the only machine on the market to offer dual purpose application – paver and MTV – while addressing segregation issues; • It helps to lower overall operating costs by maximizing utilization rates;

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The rubber track Cedarapids CR662RM RoadMix from BOMAG features a new 260 horsepower Tier 4 Final Cummins diesel engine, improved remix delivery augers that now feature hard-faced back sides to increase wear life, and patented Smartrac™ technology.

• Its rubber track drive system vs. rubber tire drive on most MTVs lower ground contact pressures to a fully loaded 21 PSI, so it can be used on all paving lifts; and • Addressing segregation at the last stage of the paving process helps to build better roads.

Polk suggested the following for asphalt professionals considering the CR662RM: • The CR662RM offers dual-use to improve machine utilization rates and return on capital investment over traditional MTVs; • If the contractor has a mainline paver, adding the CR662RM to the fleet will deliver more uniform temperatures across the mat and more consistent mat uniformity, so spec compaction densities can be achieved; and • Operating costs are less. As an MTV the fuel consumption is less than half of conventional transfer machines. As a paver, the auger delivery system is proven to cost less to maintain than a slat conveyor paver.

• Use this to place the asphalt mat.

• For more information, contact Henry Polk at (309) 883-4988 or henry.polk@bomag.com

New from Roadtec

The SX-6e from Roadtec was updated to Tier 4 Final version in the first quarter of this year. Kyle Hammon shared that the product has the benefit of performing soil stabilization and asphalt or full depth reclamation for the asphalt professional.

Hammon shared what he considered to be the product’s most attractive features for the asphalt professional: “A 4-speed cutter transmission that allows the machine to operate at full engine RPM with different drum speeds. This feature allows the operator to quickly select the optimal cutter speed for his project without sacrificing engine power or devoting work hours to modification of the belt drive.” Hammon suggested the following for asphalt professionals considering the SX-6e: “The SX-6e is designed with the necessary cutter housing, weight balance, and drive system to maximize overall production and material quality. The availability of the Guardian™ Remote Telematics system also provides an enormous advantage toward maintaining productivity and limiting down time.”

New from Vögele

ABOVE TOP: Roadtec launched the CB-100 earlier this year. ABOVE BOTTOM: The SX-6e has its Tier 4 Final engine.

The CB-100 from Roadtec was introduced in the first quarter of 2016. Hammon shared that the product has the benefit of sweeping “the recently milled asphalt surface, collecting the remaining fine material and conveying it to a dump truck. This process leaves a clean surface for placement of an asphalt overlay and allows the contractor to retain the valuable fine material produced by the milling process.” Hammon shared what he considered to be the product’s most attractive features for the asphalt professional: “A tightly enclosed brush housing and conveyor system that allows the machine to efficiently remove fine material from a milled surface and place it in a dump truck. This design limits material loss and leaves an excellent clean surface behind the machine.” Hammon suggested the following for asphalt professionals considering the CB-100: “The CB-100 is a heavy duty machine that is built to last. Its outstanding performance is paired with high strength, durable components to maximize performance, durability, and profitability for the owner.”

• Use this in pavement maintenance.

• For more information, contact Kyle Hammon at (800) 272-7100 or khammon@ roadtec.com.

The Vögele Super 2000-3i asphalt paver from Wirtgen Group was introduced to North America March 22, 2016, at the World of Asphalt in Nashville. Ken Snover shared that the product has the following benefits for the asphalt professional: • The Super 2000-3i features a basic width of 10 feet and a maximum paving width of 28 feet. It has a top placement rate of 1,540 tph. The tracked Super 2000-3i is designed primarily for use in highway construction and large-scale commercial applications.

• With a powerful, 6-cylinder Cummins QSB6.7-C250 engine rated at 250 hp (186 kW @ 2000 rpm) and high-output hydraulic drives, the Super 2000-3i is fully equipped for robust applications.

• It is Tier 4 final emissions-compliant, and provides an excellent horsepower-to-weight ratio. Yet its fuel-saving ECO mode is sufficient for many applications. Even in ECO mode, the Super 2000-3i still has a full 234 hp at its disposal, while the machine generates even less noise when running at just 1,700 rpm.

• Niveltronic Plus, the exclusive Vögele system for automatic grade and slope control, was developed based on many years of experience in grade and slope control technology. This fully integrated system is optimally adapted to the machine technology of the Super series pavers. All wiring and connections, for instance, are integrated into the tractor and screed, effectively eliminating all risk of damage to these components.

• A large and practical selection of sensors permit versatile use of the Niveltronic Plus system. Whether for parking lots,

traffic circles or highways, Vögele offers the right sensor for every job site situation. Sensors can be changed quickly and easily, for Niveltronic Plus automatically detects which sensor is connected, thus simplifying the configuration.

Snover shared what he considered to be the product’s most attractive features for the asphalt professional: • The Super 2000-3i features an innovative and reliable drive concept for accurate tracking. All drive components, including the three-phase generator, are supplied from the central splitter gear box and operate at maximum efficiency. High-traction crawler tracks efficiently convert drive power into forward motion.

• A large cooler assembly ensures that the power unit always delivers its full output.

With innovative air routing and a variable-speed fan, temperatures are continually maintained within the optimum range. A further advantage is that the machine can operate without difficulty in all climates.

• Because all hydraulic elements are supplied with hydraulic oil directly from the splitter gearbox, all pumps and valves are combined in one spot that is easily accessible for maintenance work. Even the generator for screed heating is flanged directly onto the splitter gearbox.

Snover suggested the following for asphalt professionals considering the Super 2000-3i: • This new paver, which replaces the Vision 5200-2i in the Vögele lineup, introduces Vögele next-generation Dash 3 technology and its ErgoPlus 3 operating system to a highway-class paver specially suited for North American use.

• With ErgoPlus 3’s new mounting system, the paver operator’s console can be shifted even more conveniently and easily between the right and left sides of the operator’s stand. In addition, it now has a large color display that ensures good readability even in poor lighting conditions.

• All controls are clearly arranged. Paver functions are clustered in logical groups so operators find their controls just where they would expect them to be. On the ErgoPlus 3 console, all push-buttons are easily identifiable by touch even when wearing work gloves. Vögele’s Touch and

www.THeAsphaltpro.com // 53

PRODUCT GALLERY

The Load Lifter 5000™ Series for 2017 Ford Super Duty trucks was released this summer.

The new Super 2000-3i from Vögele is a 10-foot tracked highway class paver featuring the ErgoPlus 3 operating system and Niveltronic Plus automatic grade and slope control.

•

•

• •

Work principle means that once a button is pressed, the work begins. Functions are executed directly, without the need to confirm.

Also, the main paving functions of the screed can be controlled using one of the two handy screed remote controls for each side of the paver for the Vögele VF 600 and VR 600 screeds. Intuitive operation is possible thanks to self-explanatory and language-neutral symbols.

The remote controls can be securely stowed in the holders on the main screed, or on the ends of the screed extensions.

The holders are magnetic, meaning that the remote controls are easy to grab at any time, giving the operator a large radius of movement so that he can always find the most effective working position in any paving situation.

Use this to place the asphalt mat.

For more information, contact Ken Snover at (615) 501-0600 or ken.snover@wirtgen-group.com.

New from Air Lift

Air Lift, Lansing, Michigan, has released its new heavy-duty LoadLifter 5000™ and

54 // novemBer 2016

LoadLifter 5000™ ULTIMATE air spring series to support and protect Ford’s 2017 Super Duty F-250 and F-350 4WD pickups.

The LoadLifter series works with the vehicle’s existing suspension to deliver up to 5,000 pounds of load-leveling capacity and is air adjustable to keep vehicles stable, level and comfortable, according to the manufacturer. Each kit includes exclusive Air Lift roll plates, which protect the air springs from sharp edges and increase load capacity up to 10 percent. The kits require no drilling into the frame and install in three hours or less.

• Use this for your work vehicles.

• For more information, contact Air Lift at (800) 248-0892.

New from Atlas Copco

The F1000 pavers from Atlas Copco, Commerce City, Colorado, feature new auger and tunnel systems.

Atlas Copco’s F1000W wheeled and F1000T tracked 10-foot pavers allow contractors to equip the units with either a center auger drive system or outboard auger drive system for a variety of applications. The pavers also can be equipped

with Atlas Copco’s new tunnel extension system.

The 10-foot pavers can also include a hydraulic tunnel extension system along with the center drive auger system. The 22-inch wide hydraulic tunnel extension will automatically retract when screed extensions begin to retract to prevent collision. The hydraulic tunnel reduces excess head of material in the tunnel area and prevents asphalt from entering into track components.

The material flows through the Carlson front- or rear-mounted screed. A tractor-mounted 34-kW generator heats the screed’s full working width, which is as wide as 28 feet with the Carlson EZ R-2 screed.

• Use this to place the asphalt mat.

• For more information, contact Vijayakumar Palanisamy at (313) 248-9040 or vijayakumar.palanisamy@us.atlascopco.com.

New from Caterpillar

Caterpillar Inc. announced the availability of the PM620 and PM622 cold planers as of first quarter 2016. The half-lane milling machines are designed to perform controlled full-depth removal of asphalt and concrete pavements in a single pass. Both are powered by a Cat® C18 ACERT™ engine, a turbocharged, 6-cylinder diesel engine that provides 630 horsepower of gross power.

The machines are fully hydrostatically driven by two variable displacement propel pumps supplying oil to variable displacement motors on each track. Drive motors are piston-type and designed to automatically control displacement to provide maximum torque for work or greater speed for moving around the job site. A propel lever/ steering joystick provides infinite control of the travel speed within the range. The machines have a propel system with a diagonal cross flow design for traction. The

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

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

• For more information call Astec Control Sales Department

ASTEC, INC.

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

PRODUCT GALLERY pumps drive opposing track motors, front to back and side to side.

The PM620 is equipped with a 79-inchwide rotor and the PM622 is equipped with an 88-inch-wide rotor. The maximum cutting depth is 13 inches. The rotor is equipped with durable three-piece, quick release tool holders and carbide-tipped cutting bits arranged in a chevron pattern for maximum breakout force.

• Use this for pavement maintenance.

• For more information, contact your Cat dealer.

New from Honeywell

Honeywell, Smithfield, Rhode Island, launched its North Zone™ hard hat early August. The hard hat features patented suspension, multiple adjustment points and a rear comfort cradle. The hard hat is designed to fit the vast majority of head sizes, which directly supports worker safety—a comfortable hard hat will remain on the head, resulting in a better-protected and more productive workforce.

“Poor fit and discomfort are the top complaints of hard hat wearers, according to extensive customer research we conducted throughout North America,” Daniel Birch said. He’s the senior marketing manager for Honeywell Industrial Safety.

The worker achieves a custom fit by adjusting the headband for height; the macro size adjust headband allows selection of small, medium/large, or extra-large circumference; and the easy grip ratchet enables precise tensioning.

The hat is available is 17 colors and in two suspension designs. Constructed of HDPE, the North Zone shell incorporates standard accessory slots for use with cap-mounted earmuffs and/or face shields.

The manufacturer states the hard hat meets ANSI/ISEA Z89.1 2014 Type I, Class C, G and E as well as CSA Z94.1 2015 Type I, Class C, G and E safety standards.

• Use this for work zone safety.

• For more information, contact Honeywell Industrial Safety customer care department at (800) 430-5490 or (888) 212-7233.

New from LeeBoy

LeeBoy has rolled out the 5300 Series as the newest in its asphalt paving equipment line

56 // novemBer 2016

in 2016. The compact design offers versatility for the smallest of paving jobs to include cart paths, sidewalks, trenches, mill, patch and repair work.

The 12,700-pound paver has a 64-horsepower Tier 4 Final water-cooled diesel engine. The fully enclosed engine housing provides easy access for servicing and also results in low sound levels allowing for quiet operation in residential areas.

The unit comes standard with the LeeBoy Legend HD Mini Screed System. A smooth, seamless mat up to 9 feet wide can be produced with the standard bolt on screed extensions, according to the manufacturer. The hopper capacity is 7 tons. The 5300 can be configured to pave in a trench as small as 48 inches.

Some other features of the unit include: sliding operator control station to enable use from either side of the paver, heavy-duty undercarriage and track system, plus-1 dual joystick controls to provide forward and reverse direction with steering, single 13-inch conveyor controlled by automatic sensors, maintenance free internal spring-applied hydraulic release parking brakes and under auger cut-offs to provide the operator with precise control of the head of material at the main screed, and hydraulic extensions.

• Use this to place the asphalt mat.

• For more information, visit www.leeboy.com.

New from Optronics

Optronics International, Tulsa, Oklahoma, introduced its first line of LED directional warning lights in August of this year. The family of nine white and amber directional warning lamps was designed to meet SAE

Optronics International, Tulsa, Oklahoma, has introduced its first line of LED directional warning lights for use on work trucks, or maintenance and service vehicles.

J845 Class II standards and for use on work trucks, maintenance and service vehicles, and to warn of traffic hazards such as a lane blockage or slow-moving vehicles.

The lamps all feature tough polycarbonate lenses that are sonically welded and watertight. Their IP67 rating designates the lamps as highly resistant to water and particulate ingress. The lamps employ a solid-state, surface-mount device (SMD) design that guards electronic components against moisture, shock and vibration. The lamps each feature 12 sync-capable flash patterns.

• Use this for work zone safety.

• Optronics products are available in the U.S. and Canada through the dealer network.

Updated from Process Heating Company

Process Heating Company (PHCo), Seattle, now offers its Lo-Density® rigid tubular drywell tank heaters for an efficient form of heat for asphalt and emulsion distributor truck tanks. With the Lo-Density heating system, the operator plugs the heater in at the end of the day, and it maintains the emulsion at the correct temperature overnight or over a weekend. The result is that the truck is ready to begin work immediately in the morning without waiting on burners to heat the material at the beginning of the shift. PHCo’s unique drywell-style elements reside inside the heater’s sheath. The low-watt density heaters dissipate controlled heat on the sheath, providing even heat distribution throughout the reservoir to prevent coking or damage of temperature-sensitive emulsion material. The drywell-style heating elements are easily accessible from outside of the tank, eliminating the need to drain the tank to service them. The tank heaters are now available to be installed as new or retrofit equipment, and PHCo also offers a drop-in heater option.

Lo-Density electric heat can reduce operating costs for distributor trucks, according to the manufacturer. The overnight maintenance of asphalt/emulsion temperatures via electric heat requires less energy and results in lower costs than using LPG or diesel burners to raise the material to the correct temperature.

Drywell-style heating elements from PHCo are now available to be installed as new or retrofit equipment.

The XL 80 Power Tail trailer is the newest launch from XL Specialized Trailers, Manchester, Iowa.

UL-listed controls located on the distributor truck fender offer easy-to-use complete automation of temperature regulation. The main indicating temperature control regulates the product temperature and includes a high-limit control for safety. The main disconnect and individually fused heat circuits provide overcurrent protection. All components are mounted and prewired in a UL-listed, weatherproof enclosure.

Each heating unit is designed for the individual application, and can be customized to meet the specific needs of the manufacturer or user for sheath diameter, number of elements and sheath length, or applications. Rigid heaters can be made from mild steel or various grades of stainless steel, depending on the application. The sheath wall thickness ranges up to 0.3 inch for durability and corrosion resistance.

The heating units are suitable for a kilowatt rating of up to 1,000 kW; voltages up to 600 VAC, in single or 3-phase; and watt densities of 3 watts per square inch of heater surface being standard. Terminal enclosures come standard with moisture resistance. PHCo offers an industry-exclusive five-year element replacement guarantee.

• Use this for pavement maintenance.

• For more information, contact PHCo at (866) 682-1582.

er features a hydraulic fold-under flip tail ramp for quick loading and unloading of hard-to-load equipment. With a load angle of 10 degrees, the hydraulic tail is equipped to handle man lifts, rollers, forklifts and paving equipment. The XL Power Tail is rated at 80,000 pounds overall and 50,000 pounds concentrated in 10 feet. The tail has a lifting capacity of 25,000 pounds for loads centered on the main platform. The tail is comprised of two sections—an 8-foot, 8-inch platform ramp and a 60-inch flip tail. Lugstyle hinges are designed to prevent debris from accumulating, keeping both hinge points clean.

This model offers standard features to make drivers’ jobs easier: a hydraulic pop-up ramp connecting the deck to the gooseneck, a foot hole and grab handle on each side of the gooseneck for climbing onto the deck, an 18,000-pound hydraulic winch with a two-function wireless remote and an air kick-out for hauling inoperable equipment or static loads. Raised Apitong and quarter-inch self-cleaning star traction decking, D-ring stake pockets, chain slots and a work light add convenience.

The XL 80 Power Tail is available in two lengths: 48 feet or 53 feet. There are customized options to choose from such as an 8- or 10-function remote, workaround pulley for winch cable, steel tread plate on the flip tail and pop-up ramp, and various winches to customize the trailer for your specific needs.

• Use this to transport equipment to your work site.

• For more information, contact sales at (563) 927-4900 or visit www.xlspecializedtrailer. com.

New from XL Specialized Trailers

XL Specialized Trailers, Manchester, Iowa, has introduced a new trailer to their lineup as of August this year, with the XL 80 Power Tail trailer. Designed for transporting medium-duty construction equipment, the trail-

www.THeAsphaltpro.com // 57

Strategies in a Changing Market KNOWLEDGE•GROWTH•SUCCESS 2017 NAPA AN N UAL M E ET I N G

January 29 – February 1, 2017 HILTON BONNET CREEK / O R L A N D O , F L

www.AsphaltPavement.org/AnnualMeeting

contact us today!

800-826-0223 www.Stansteelused.com

GTB-5193I - Cedarapids Portable Baghouse • Mounted Exhaust Fan on Gooseneck equipped with a model 542 fan and two (2) 125 HP motors • 8800 Sq. Ft. of Cloth • Remote Controlled Exhaust Damper / Stack • Inlet Fire Damper.

• Floor mounted drag slat with 7.5 HP drive.

• 3 HP Discharge Screw feeds a 12” x 12” Airlock • Tandem Axle Chassis, with installation support legs to grade.

GTB- 5195 - ADM 225 TPH Counterflow Double Drum Plant • (5) Bin, 9’-6” x 15’ Cold Feed System with 30” wide feeders, 5 HP shaft mounted drives • Deister Double Deck 4’ x 8’ Scalping Screen, with 3 way deck selector • 30”wide x nominal 40’ long, Virgin Scale Conveyor with gravity take up, belt scale and wind guards.

• 7’-4” x 30’ Counterflow Dryer, slinger feed conveyor, trunnion drive with (4) 20hp motors.

• Hauck, EcoStar 75MBTU combination fuel burner. Complete access walkways and support stands to grade.

• 6’ x 16’ Mixing Drum, trunnion drive w (4) 15hp motors • 50,000 ACFM PulseJet Baghouse (9,100 Sq. Ft of Cloth) includes fan with (1) 150HP motor • 900 BBL Mineral filler silo with weigh pod, 40hp blower • (1) Hy-Way® 20,000 Gallon Vertical, single compartment Coiled AC Tank • 36” x 40’ RAP Transfer Conveyor • 3’ x 8’ RAP scalping screen with closed loop back to a RAP Breaker

GTB-5173WS - Gencor® Ultra® Drum 300 Stationary Counterflow Drum Plant • Gencor®, (5) Bin, 10’ x 14’ Cold Feed System with 30” wide feeders • Deister Double Deck 5’ x 10’ Scalping Screen, 10hp Drive • 30”wide x nominal 65’ long, Virgin Scale Conveyor with receiving trough, belt scale and wind guards.

• Gencor®, Ultra® Drum 300 Counterflow Drum.

• Gencor®, Model CFS-151 Reverse-Air Baghouse includes fan with a 200HP drive • (2) Gencor®, Model 10FTV-1501-08-NA, 10,000 Gallon, Vertical, Coiled AC Tanks • (2) 8,000 gallon Vertical Heavy Oil Tanks with Fuel Oil Pre Heater, Fuel Pump and Strainer • (1) 4,000 gallon Vertical Fuel Oil Tank

GTB-5194LWS - Standard Havens Twin 200T Silo System • (2) Standard Havens 200 ton capacity storage silos.

• Silos have electrically heated Cones and Clam Gates • Silos are also equipped with High / Low Level Indicators.

• Bintop anti-segregation, totally enclosed batcher.

• The silos are complete with square decks and handrails.

• 36” wide X 36” deep x 85’ long drag slat.

• Dual strand, 4“ pitch roller chain, with bolt on 5”x 5” angle slats.

• Chrome Carbide wear resistant conveyor floor.

Interested in used equipment? Go online to find thousands of listings with photos at:

Scan this code with your smart phone for thousands of used equipment listings Gencor®, UDC®, Genco® Hy-Way® and Ultraflame® are trademarksof Gencor® Industries Inc. and Stansteel is not related to or licenced by Gencor®.

www.stansteelused.com

Here’s how it works Step 2 Wind causes the blades to rotate atop the delineator.

Step 3 As the wind vane turns, it rotates the brushes around the reflector on the post.

Step 4 The brushes remove dirt and grime, giving machinery operators a clean reflector to see.

Step 1 Personnel affix the Spinflector to the top of delineator posts in the plant or quarry yard.

Spinflector’s Reflector Cleaner When driving around the quarry, mine or mountainous stockpile yard beyond the plant, workers need clear delineation for both safety and efficient operation. Trampas Cutler, founding director of Spinflector Industries, Port Lincoln, South Australia, developed the Spinflector device to clean vertical reflectors on delineator posts around these sites to help maintain visibility for machinery operators.

Here’s how it works.

Personnel place the shaft of the Spinflector over the 50-mm PVC delineator

W

62 // novemBer 2016

post with the “fan” of the Spinflector atop the post.

When a gust of wind rushes past the post, the built-in wind vane turns atop the post. This causes the series of vertical brushes to rotate around the reflector.

As the brushes turn around the post, they clean dust and grime from the reflectors.

“Even on fairly calm days, you’re going to have the odd gust of wind, and it only really needs to rotate about half a dozen times in a 48-hour period to take the layer of dust off and be effective,” Cutler ex-

plained. “It just doesn’t allow the build-up of dirt.”

For more information, contact Trampas Cutler at info@spinflector.com.au.

Show us How it Works

If you’re an equipment manufacturer with a complex product, let us help you explain its inner workings to the readers of AsphaltPro magazine. There’s no charge for this editorial department, but our staff reserves the right to decide what equipment fits the parameters of a HHIW features. Contact our editor at sandy@theasphaltpro.com.

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advertiser index Asphalt Drum Mixers......................................................................... 44

Libra Systems..................................................................................... 21

Astec, Inc........................................................................19, 30, 39, 55

Meeker.................................................................................................47

B & S Light......................................................................................... 60

Process Heating.................................................................................23

CEI......................................................................................................... 4

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

ClearSpan........................................................................................... 43

Roadtec.............................................................................................. 7, 9

CWMF Corporation............................................................................29

Rotochopper, Inc.................................................................................35

Dillman Equipment............................................................................. 16

Stansteel: AsphaltPlant Products‌................................................37

E.D. Etnyre...........................................................................................57

Systems Equipment.....................................................................27, 51

Ergon Inc...............................................................................................11

Tarmac International, Inc.................................................................. 41

Fast-Measure......................................................................................65

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

Gencor Industries............................................................................... 13

Weiler................................................................................................... 15

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

Willow Designs.................................................................................. 43

Hot-Mix Parts.....................................................................................59

Wirtgen America..................................................... Inside Back Cover

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

www.THeAsphaltpro.com // 65

new tech

Connect Commercial Vehicles with Continental’s eHorizon Continental of Hanover is turning commercial vehicles into data carriers on wheels: In modern trucks (and buses), around 170 sensors record data, more than 90 electronic control units process the data, and roughly 150 actuators convert the data into mechanical movement. Thanks to the Internet, the data can be shared easily and external information can be added to them.

Increased connectivity paves the way for new applications and services for handling performance, vehicle management, logistics and automated driving. The dynamic eHorizon, a sensor system that supplies vehicles with real-time information, is designed to create more savings and provide additional safety.

The sensor system in eHorizon uses topographical route data and a GPS signal to provide the control units in the vehicle with information about the route ahead. These then adapt the driving style and speed automatically. Continental is continuously developing this series product. The final stage of expansion, eHorizon, is designed to be a highly accurate information carrier that is always up to date. Thanks to real-time information, it even takes into account dynamic events such as weather, accidents or traffic jams.

If the data sources report a traffic jam, for example, the dynamic eHorizon forwards this information to the control units. These

C

The ContiPressureCheck sensors inside the tires monitor the pressure and temperature of all tires on the vehicle continuously, during travel. The data are recorded constantly and shown to the driver on a display.

66 // novemBer 2016

The dynamic eHorizon from Continental anticipates the road ahead and is just as efficient in urban traffic.

With real-time data on traffic light phases, the vehicle can implement an optimum driving strategy. then prompt the vehicle to coast or shift down a gear. By providing this information in good time, the system not only saves fuel, but can prevent serious accidents by warning drivers of dangers they cannot yet see, such as the tail of a traffic jam around a bend.

Monitor Tire Pressure, Too

Low tire pressure often results in high operating costs for trucks. The day-to-day stress experienced by drivers often distracts them from keeping a constant eye on tire pressure.

The ContiPressureCheck system can help. It uses sensors inside the tires to monitor the pressure and temperature of all tires on the vehicle continuously, during travel and in real time. The data are recorded constantly and shown to the driver on a display. If the tire pressure deviates from the nominal value, the system issues a warning immediately.

This enables the driver to take instant measures to eliminate the problem and restore the tire pressure to the normal value.

The system therefore helps to reduce fuel consumption and tire wear while at the same time increasing the service life. With increased

efficiency and a longer tire service life, the operating costs of the fleet are reduced. Thanks to a reduction in CO2 emissions, ContiPressureCheck also makes a positive contribution to sustainability. The continuous measurement of tire pressure also increases the safety of the vehicles, as it reduces the risk of a flat tire.

ContiPressureCheck is quick and easy to install and can also be retrofitted at a later point when the tires are changed. It is compatible with various telematics systems. It is integrated in the VDO TIS-Web fleet management software from Continental—a result of the successful collaboration between the Commercial Vehicles and Aftermarket divisions, responsible for commercial vehicle and trade activities at Continental, and Continental Commercial Vehicle Tires, the tire division for commercial vehicles. Fleet managers can see the tire pressure and temperature data directly on their screens. They can use this information to react proactively to tire pressure that is too low and consequently maintain the value of the carcass for the entire service life of the tire. – From Continental

CLOSE TO OUR CUSTOMERS

CLOSE TO OUR CUSTOMERS

Find out more: www.wirtgen-group.com

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• ROTOAIR 318C SN 159 • NOMINAL 60,000CFM 756 BAGS • TWIN 100HP EXHAUST FAN

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