Asphalt Pro - February 2018

The Recycling Issue

asphaltPRO PRODUCTION – PROFESSIONALS – PRODUCTS

• Here’s How to Sweep Behind the Mill • Warn Workers of Incoming Danger • Texas Tests RAP Rejuvenators • Bring Employees in Ethically • Meet Ohio’s State Exec

Old Route 66 Gets CIR Treatment Kentucky Lessens Compactive Effort FEBRUARY 2018 WWW.THEASPHALTPRO.COM

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CONTENTS

asphaltPRO february 2018

departments

56

Editor’s Letter

6 — NCHRP Shows Agencies How to Spec Pavement Preservation Pay Adjustments

AROUND THE GLOBE 8

SAFETY SPOTLIGHT

10 — Oldcastle’s AWARE System Makes Every Second Count

By Sarah Redohl 12 – Measure Safety in Recycling Operations From AsphaltPro Staff

MIX IT UP

14 – Kentucky Puts Low Gyration Mix to the Test

By Sarah Redohl 17 — Beware of Bauxite Long-Term

By Sandy Lender

PAVEMENT MAINTENANCE 20 – How to Perform Street Repairs with the KM T-2 Asphalt Recycler Traverse City invests in patches that last

By Sarah Redohl

46

38

TRAINING

22 – Get Back to Basics with Proper Sweeping

By AsphaltPro Staff

SOLVE YOUR PROBLEM 26 – Solve: Refilling the Roller

By Sandy Lender

PRODUCER PROFILE

28 — Banicki Paves the Rubber to the Road

By Sarah Redohl

28

PROJECT MANAGEMENT 36 — Give Your Foreman Time

By John Ball

MEET THE STATE EXEC 38 — FPO’s Cliff Ursich

By Sarah Redohl

INTERNATIONAL SNAPSHOT 64 — International Markings From Evonik Industries

PRODUCT GALLERY

68 — New and Updated Production Equipment for 2018

By AsphaltPro Staff

OFF THE MAT

76 – Guard Against Poaching

By Lorraine D’Angelo

HERE’S HOW IT WORKS 82 — Falcon’s 250G Tack Tank

Feature articles 46 — Texas Tests Offer Rejuvenating Results

By Sandy Lender 52 — Foamed Asphalt Preserves “Mother Road” in Missouri

By Tom Kuennen

The Recycling Issue

asphaltPRO PRODUCTION – PROFESSIONALS – PRODUCTS

56 – Plan Superior RAP Moves From Astec Industries, Edited by AsphaltPro Staff

on the cover

60 – WOAC Encourages Women to Join Industry

By Sandy Lender 62 – Here’s What “Tax Cuts and Jobs Act” Means for Asphalt Companies

By Sandy Lender

• Here’s How to Sweep Behind the Mill • Warn Workers of Incoming Danger • Texas Tests RAP Rejuvenators • Bring Employees in Ethically • Meet Ohio’s State Exec

Old Route 66 Gets CIR Treatment Kentucky Lessens Compactive Effort FEBRUARY 2018 WWW.THEASPHALTPRO.COM

Missouri uses in-place recycling to preserve Old Route 66. See related article on page 52. Photo courtesy Wirtgen America.

editor’s Letter NCHRP Shows Agencies How to Spec Pavement Preservation Pay Adjustments

Between 2014 and 2016, I came to the conclusion that a few members of the pavement maintenance sector of the industry were not as meticulous when it comes to quality control as they should be. It worried me when individuals told me pavement repair best practices weren’t worth dissecting or discussing because pavement repair contractors were “too small” or too focused on completing a job and moving on to the next.

I think anyone who’s in any sector of the asphalt industry has a vested interest in seeing his work done to perfection. Of course there are “awards” in the pavement industry that anyone can receive by sending the bean counter’s report with a check to a tallying entity. Then there are commendations, awards and bonuses that a contractor only achieves by proving merit and/or quality in construction, materials, and craftsmanship. Let’s take a look at the latter for a moment, as a set of researchers in Michigan and North Carolina has done recently.

Seven researchers from Michigan State University, East Lansing, and North Carolina State University, Raleigh, prepared the National Cooperative Highway Research Program (NCHRP) report Performance-Related Specifications for Pavement Preservation Treatments to offer guidance that could help agencies prepare performance-related specs (PRS) for pavement preservation projects. The authors not only recommend guidelines for specs; they offer guidelines for adjusting pay factors based on how closely contractors meet the specs. It could force quality into a sector where contractors have, heretofore, been working without financial-penalty enforcement.

Contractors who place asphalt for new construction or mill-and-fill projects should be familiar with percent within limits (PWL) specs, and with the concept of receiving bonuses or penalties based upon whether or not various parameters (acceptance quality characteristics) meet the limits an agency has set. The guidance from NCHRP Research Report 857 suggests this methodology could improve material selection and work practices for pavement preservation/maintenance as well. The report outlines how to implement quality measurement characteristics and methods and pay factors while keeping risk to the contractor and risk to the agency in mind. The researchers looked at PCC texturing, chip seal, microsurfacing and preservation of high-volume roadways specifically.

The authors summarized: “PRS are quality assurance specifications that describe the desired levels of material and construction quality characteristics that correlate with longterm performance of the finished product.”

That’s a noble goal and adding PRS to pavement preservation work would only bring quality up. The authors of the report gave credence to the concerns any wise contractor or agency would have when considering implementation of new specs on existing pavements. They spoke to existing pavement conditions and climatic conditions as variables for agencies to work into their new specs.

More data seemed to be their overriding caution: “The selection of PRS should be based on a combination of data availability and demonstrative ability to characterize performance.

PRS should be amenable to acceptance testing at the time of construction and adhere to sound sampling and testing acceptance plans.”

If contractors performing pavement maintenance and preservation jobs adhere to best practices regularly and focus on quality control/quality assurance principles now, they’ll be better positioned to make bonuses and avoid financial penalties when agencies begin adopting PRS for materials and treatments in the future. With the recently released NCHRP report, that future could be closer than we think. While agencies gear up for improved maintenance and preservation treatment performance, contractors can gear up to provide what agencies are after: long-lasting quality in all projects.

Stay Safe,

Sandy Lender

6 // February 2018

February 2018 • Vol. 11 No. 5

asphaltPRO

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

(573) 823-6297 • www.theasphaltpro.com GROUP PUBLISHER Chris Harrison chris@ theasphaltpro.com PUBLISHER Sally Shoemaker sally@theasphaltpro.com (573) 823-6297 EDITOR Sandy Lender sandy@theasphaltpro.com (239) 272-8613 ASSOCIATE EDITOR Sarah Redohl sarah@theasphaltpro.com (573) 289-5390 MEDIA SALES Cara Owings cara@theasphaltpro.com (660) 537-0778 ART DIRECTOR Kristin Branscom BUSINESS MANAGER Susan Campbell (660) 728-5007

AsphaltPro is published 11 times per year.

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

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

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

around the globe

Industry News and Happenings from Around the World BELGIUM

Four more organizations joined the European Bitumen Association, Brussels, at Eurobitume’s autumn meeting in Lisbon, Portugal. Eurobitume Director General Aimé Xhonneux stated: “With these additions, our membership numbers have doubled in just two years, demonstrating the value that organizations see in being part of Eurobitume as we continue our work to create a positive environment for sustained bitumen demand.”

ECUADOR

Bergkamp Inc. announces FIZAMAQ Cía. Ltda. as its new distributor in Ecuador for the full line of pavement preservation equipment, as well as emulsion mills and laboratory plants through the Bergkamp Bituminous Solutions line.

UNITED STATES

• Did you know sealer could have to meet a spec?

The National Cooperative Highway Research Program (NCHRP) released its Research Report 857 “Performance-Related Specifications for Pavement Preservation Treatments” in late 2017. You can download the 158-page book for free or request the paperback from the National Academies Press. Visit http://nap. edu/24945. Learn more in this month’s Editor’s Letter on page 6.

• The PaveXpress Scoping Tool has been updated online. The simplified pavement design tool was developed to analyze pavement structures and create technically sound structural designs. It’s accessible via web and mobile, based on AASHTO pavement design equations, interactive, and free to use. Check out the features at www.pavexpressdesign.com.

ALABAMA

Visit the National Center for Asphalt Technology (NCAT), get a tour of the test track, and discover what the industry is learning about asphalt pavements through the test sections there. The Test Track Conference is March 17 through 29 in Auburn. Info at http://eng.auburn.edu/research/ centers/ncat/pavetrack/conference.html.

ARIZONA

The Association of Modified Asphalt Producers (AMAP) will honor Harold “Skip” Paul, formerly of the Louisiana Department of Transportation and Development (LADOTD) and Louisiana Transportation Research Center (LTRC), for his

8 // February 2018

body of work and significant contributions to the ongoing quest for better highway performance.

He will be inducted into the Modified Asphalt Hall of Fame during the 2018 AMAP Conference and Workshop in Phoenix Feb. 7.

COLORADO

Make sure you attend one of the most robust state asphalt pavement conferences: the Rocky Mountain Asphalt Conference & Equipment Show (RMACES) this Feb. 21 through 23. Visit www.RMACES.org.

FLORIDA

The Asphalt Pavement Alliance (APA), presented a perpetual pavement award to the Florida Department of Transportation (FDOT) for the seventh year in a row at the Asphalt Contractors Association of Florida (ACAF) 41st annual meeting Nov. 30, 2017. The winning pavement is a 9.3-mile section of SR-145 in Volusia County. The road was originally built in 1956. It has only required resurfacing in 1981, 1991 and 2001 with an estimated 10.4 million equivalent single axle loads over its 60-year life.

GEORGIA

Joshua Djokic has joined the American Pneumatic Tools team for more than Georgia. If you need a plate compactor, hydraulic tool or other portable power item in the southeast region of the United States, Djokic will be responsible for helping you.

Get more info at www.apt-tools.com.

IOWA

Need some help getting aggregates crushed, sorted or washed? The Cedarapids® brand of Terex MPS, Durand, Michigan, has named Jeffrey High as the new regional sales manager based in Cedar Rapids, Iowa. You can reach him at Jeffrey.high@ terex.com.

LOUISIANA

At the Ironworker Management Progressive Action Cooperative Trust’s (IMPACT) Regional Advisory Board (RAB) meeting in New Orleans December 2017, OSHA safety trainer Ronald Hayes shared the tragic story of his son’s death on his first day working in a dangerous job for which he had not been trained. The Southwest RAB meeting shed light on the importance of implementing comprehensive measures to prevent accidents, including conducting a two- to three-

day safety assessment to avoid injuries and fatalities on the job site.

MISSOURI

Your AsphaltPro staff, Fayette, Missouri, has teamed up with hall-of-famer industry consultant John S. Ball III of Top Quality Paving & Training, Manchester, New Hampshire, to bring you an online training course for each member of your asphalt paving crew. Check out free previews of lessons or get started by clicking the green “enroll” button at http://training. theasphaltpro.com/p/asphalt-paving-101.

NEW JERSEY

As of Dec. 14, the Construction Financial Management Association (CFMA), Princeton, New Jersey, had donated more than $20,000 in the wake of the effects of Hurricanes Harvey and Irma to replace clothes, appliances, and furniture, and to begin reconstruction work.

TEXAS

The World of Asphalt 2018 Show & Conference taking place in Houston this March 6 through 8 will have over 120 education sessions in the People, Plants and Paving Conference. Visit http:// bit.ly/2zYSbBj to get information or to register.

WASHINGTON

Zonar, Seattle, announced Dec. 12 that its Electronic Logging Device (ELD) Zonar Logs™ completed testing with the Federal Motor Carrier Safety Administration (FMCSA) to confirm data transfer to an authorized safety official.

The testing took place Dec. 5 on an ELD data transfer demo training exercise at the Dumfries, Virginia, Motor Carrier Service Center (weigh station). There’s more information at www.zonarsystems.com.

WASHINGTON, D.C.

The American Road & Transportation Builders Association Transportation Development Foundation (ARTBA-TDF) has called for nominations for the Lanford Family Highway Worker Memorial Scholarship Program, which provides posthigh school financial assistance to the children of highway workers killed or permanently disabled on the job. To date, more than 125 scholarships have been awarded to worthy students. The application deadline is April 6. Application information is on www.artbatdf.org.

STAY OUT OF STICKY SITUATIONS AMMANN RSS 120-M RECYCLING SHREDDER Can a shredder that’s kinder and gentler help your recycling operations run more smoothly? The answer is a resounding yes. The patented gentle crushing action of the Ammann RSS 120-M results in fewer fines, which makes RAP dramatically less sticky – and asphalt-mixing plants dramatically more productive.

The RSS 120-M: • Is a shredder, iron separator and screener – all built into a single machine.

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safety spotlight

Oldcastle’s AWARE System Makes Every Second Count It’s an unfortunate fact that vehicle intrusions are one of the leading causes of deaths in the road construction industry, resulting in tens of thousands of work zone crashes and hundreds of fatalities each year.

What’s even more devastating is that many of these fatalities could have been prevented.

The National Highway Transportation and Safety Administration estimates that 80 percent of all accidents are due to distracted drivers, looking away from the road to check a text (4.6 seconds), change the radio station (2 seconds) or search for a dropped cell phone (10+ seconds). All while their vehicles travel the length of a football field every 3.7 seconds.

Here’s another number: 6 seconds.

That’s how long it takes a worker to run five lane widths—more than enough to avoid an oncoming vehicle.

When it comes to work zone safety, every second counts.

That’s why Oldcastle Materials has developed its AWARE system. The system, which stands for Advanced Warning And Risk Evasion, tracks traffic and crew members within a work zone and sounds alarms and alerts both to drivers and to workers at risk of a collision.

Oldcastle, the largest asphalt manufacturer in North America, started to develop its AWARE system after experiencing a handful of fatalities in 2013 and 2014 due to lane intrusions.

“We were following all the regulations and recommendations at federal, state and association levels to make our organization safer, but at the end of the day, we were still having catastrophic events,” said Curt Davison, director of AWARE technology at Oldcastle Materials. “So, we asked ourselves what we could do beyond best practices and beyond regulations to make our workers safer.”

So, they began to develop AWARE with nothing more than a sheet of paper, a pencil, and an end goal: keep workers safer in the work zone.

I

10 // February 2018

The AWARE system’s sensor monitors traffic within a 600-foot range. Additional sensors can be mounted to other pieces of equipment in the work zone.

Davison hopes to begin implementing the system company-wide in May of 2018.

HOW THE AWARE SYSTEM WORKS

As you can learn when watching the AWARE video in the link below, the system includes one or more sensors, a GPSbased alert unit for the worker, a number of threat deterrents, and a base station app for iPhone and iPad. The sensors use radar to track the position and trajectory of vehicles within a range of up to 600 feet. When a vehicle is about to enter the workzone—when the sensor detects it as a threat—the sensor triggers audio and visual warnings for the driving public and individual alerts for workers who might be in harm’s way via their GPS-based units.

The system will also begin recording video with an onboard camera for use in accident investigations, if necessary.

Today, there are two different types of solutions within the AWARE system, Davison said. One is a freestanding cart to set up by the flagger and the other is dedicated to safety in the work zone.

The system can be used for a number of applications, from line striping and traffic control setup, to multi-lane construction, flagger safety or lone-worker scenarios like road maintenance and sign placement.

Within the typical paving train, Davison recommends including in the system the paver and each roller. The QA/QC tech should also have one on his truck, since he’s often quite a ways back from the rest of the crew. The system can also include

other operations such as milling and maintenance equipment.

When the system detects a threat, it will automatically trigger audio and visual warnings for the driving public and individual alerts for workers who might be in harm’s way. It will also begin recording video with an onboard camera for use in accident investigations, if necessary.

The system works to reduce false alarms, preventing desensitization in workers.

When a real threat has been identified, the threat deterrents will activate, emitting whatever sound and strobe pattern the AWARE user has chosen.

Worker and equipment locations can be viewed in real time via the system’s companion app for iPhone or iPad. With the app, users can control basic functions of the system, including lane width, work zone type, minimum and maximum speeds, and conservative and aggressive reaction times for warnings.

IMPLEMENT, ADOPT AND STAY SAFE

Last year, Oldcastle piloted the system in eight states on 13 different crews to continue to refine it, and one of the major improvements has been in usability.

“Our crews have a hard, hot job and they’re busy doing what they’re doing,” Davison said. “So we had to make it super simple.”

Online Only: See the AWARE system in action at www.vimeo.com/135969644 Davison estimates it takes about two hours to install the system on each piece of equipment in the work zone. After that, the AWARE system is very easy to use on a daily basis. The AWARE sentry for the flagger station takes less than a minute to set up and the entire work zone solution takes only a few minutes.

Other improvements in usability include reducing the weight of the sentry to less than 50 pounds and making the user interface of the app easier to use.

Davison also conducts an hour of training about the system before sending it out with new crews. He also recommends making the system a part of each crew’s morn-

The AWARE system’s sensor monitors traffic within a 600-foot range. Additional sensors can be mounted to other pieces of equipment in the work zone. ing safety talk, to discuss the best exit strategies and other emergency procedures for the job.

“You may only have seconds to respond after the system goes off, so that isn’t the best time to ask yourself where you should go,” Davison said. The system gives between one and six seconds of notice, depending on the situation. “One second may be enough, but you have to have a plan in place.”

Although making the AWARE system easier for workers to use is important, the real proof is in the pudding.

Davison shared a story about a flagger who wasn’t sold on the system when they deployed a threat deterrent next to him on the job. Then, a semi came towards him at a high speed. As it barreled closer to the flagger, it wasn’t slowing down. The system sensed its speed and the lights began to flash. Still, the semi didn’t slow down.

The system’s lights started flashing brighter. When the semi still didn’t slow down, the alarm sounded. By that point, the flagger could see inside the cab and noticed the driver’s eyes go wide as the alarm sounded, apply the brakes, and come to a stop only inches from the flagger’s original position.

“Please understand that this technology, the AWARE system, does not replace the need for safety best practices in the work place,” said Oldcastle VP of EHS Lee Cole.

“Rather, the two should work together to provide the safest work place possible.”

AWARE, BEYOND OLDCASTLE

During presentations at industry events, Davison has realized how important a system like this is to all paving operations, as well as in other industries.

“A lot of people from a lot of industries--construction, police, truck drivers-have come up to ask me if the system will be available outside of Oldcastle,” Davison said. And it will—eventually.

“We want to refine the system a bit before releasing it outside of Oldcastle,” Davison said. “Right now, the sensors are still learning and rating threats, from false alarms and alarm-no-harm situations to near misses and minor and major incidents.”

Davison expects to refine the system internally throughout 2018, but hopes to make it available to other companies and industries in 2019.

– BY SARAH REDOHL

www.THeAsphaltpro.com // 11

safety spotlight

Measure Safety in Recycling Operations T

The risk management committee of the Construction Demolition & Recycling Association (CDRA), Milwaukee, Wisconsin, has launched a new program to encourage companies that are building safety cultures within their organizations. During a webinar early November, John Schumacher of Assurance Agency shared that the Best Practices Safety Award Program from CDRA will reward companies that are moving toward safer work environments.

“The purpose is to help identify a level of safety performance for up-and-coming safety programs that need to take it to the next level,” Schumacher said.

CDRA administration wanted to stress that “managing safety is paramount to success in operation.” By instituting a robust

safety program within a construction demolition and/or recycling company, management can reduce incidents and fatalities, obviously, but CDRA administration also pointed out the opportunity to minimize property loss and to lower insurance experience-modifier rate.

For the safety award program, judges will evaluate 14 criteria, including the company’s use of OSHA 300 logs, the use of lockout/ tagout programs, a written safety program/ policy and employee safety training. Each criteria receives weighted points toward an overall score to determine a “level” of safety mindedness and commitment to safety.

The deadline for the first awards program participation was Dec. 31 with winners announced at C&D World Feb. 10 through 13, 2018. Merely filling out the application gives

companies a better understanding of where they excel and where they could use improvement in their safety practices.

– FROM ASPHALTPRO STAFF

Answer Key 1. c 2. d 3. c 4. b 5. False

12 // February 2018

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mix it up

ATS used a trackless tack product from Blacklidge Emulsions throughout the project. “It breaks in 10 to 15 minutes, so that means the crew can work very efficiently, therefore saving time and money,” Semones said.

Kentucky Puts Low Gyration Mix to the Test We all know that in our industry, what works for one climate may not work for another, and low gyration mix designs are no exception.

“We have a similar mix design at the National Center for Asphalt Technology (NCAT) test track in Alabama,” said Robert Semones, branch manager of the Kentucky Department of Transportation (KYTC) Division of Materials. “The environment of the NCAT test track does not experience the freeze thaw cycles Kentucky does, so the asphalt industry and KYTC wanted to test the low gyration mix in our region so we could research it within our regular freeze thaw cycles.”

W

14 // February 2018

So, in October 2017, KYTC decided to perform a pavement durability test section along U.S. 62 in Woodford County, between U.S. 60 and Old Frankfort Pike. The 3,660-ton, 4.3-lane-mile project consisted of a 1-inch lift of a low gyration (65 gyrations) mix with a higher asphalt content and a lower air void content than a typical mix design.

“The compactive effort of the roller is based upon the design gyrations of the mix,” Semones said. “With the increase in asphalt content along with the lower air voids, the compactive effort is much less, therefore less damage is inflicted upon the aggregate.”

“What we wanted to do was place a durable, rut resistant, low cracking, and dense asphalt mat without damaging the aggregate and hopefully, reduce long term cracking of the asphalt mat.”—Robert Semones The roller used on the asphalt mat was an Ingersoll Rand DD-110 HF with a low amplitude and high frequency. The static weight of the roller was 11.48 tons.

“There is concern that the design gyration (Ndes) levels used with the Superpave gyratory compactor (SGC) have not been optimized to maximize field performance,” Semones said. “This is our opportunity to place a hot mix asphalt to test that statement. While a high gyration design is beneficial for rutting resistance, it may inadvertently cause durability issues such as mixture cracking and raveling.”

“We’d been talking about trying out a low gyration mix in the state of Kentucky with Brian Wood, executive director of the Plantmix Asphalt Industry of Kentucky (PAIKY), but we couldn’t find a suitable project to try it on,” Semones said. Then, Quality Control Director of ATS Construction, Keith Bishop, came to KYTC with their U.S. 62 project. “And that job turned out to be a perfect fit.”

So, ATS’s QC/QA Manager, Howard Meade, began developing a low gyration mix design for the pilot project that was then approved

by KYTC. “As an association, it is our job to help our contractors and state transportation agency to work hand-in-hand,” said PAIKY Marketing Director Paul Del Rio. “It’s encouraging when one of our larger members, ATS Construction, approaches the transportation cabinet to suggest modifying a project section to help it obtain real-world results in a local application.”

A portion of the project had trackless tack sprayed on the joint prior to paving the second pass. In this photo, you can see the surface and joint prior to the application of the tack.

Online Only: www.facebook.com/asphaltky/videos/ 2010802329148906/ What they landed on was a 65 gyration mix with two-tenths percent more asphalt content, as well as fewer air voids compared to traditional hot mix. KYTC’s target air voids for normal hot mix is 4 percent, whereas this mix is designed to have target air voids between 3 and 3.5 percent.

“Whenever you increase the asphalt content for added durability, you’re going to lower the air voids because there just isn’t as much space for air,” Semones said.

In the end, the CL3 0.38D surface mix contained 5.9 percent AC (PG58-28 virgin binder), 2.8 percent air voids, 20 percent RAP and 15.7 percent voids in mineral aggregate (VMA) with 55 percent material passing the #8 sieve.

“ATS sent us a portion of the mix and we checked it in our lab to make sure all the volumetrics met specification,” he added. They

Here, you can see ATS placing the asphalt mat with low gyration (65 gyration) mix. www.THeAsphaltpro.com // 15

mix it up “We also wanted to research the construction method regarding the longitudinal joint of the asphalt mat.”—Robert Semones

A low gyration mix like the one used on the U.S. 62 job, seen here, is designed to require less effort to achieve compaction.

performed the tests at KYTC’s central lab in Frankfort, Kentucky.

“The main criteria for us is acceptable volumetrics.”

After the mix design specifications were met, ATS delivered the mix to the job site.

“While we were on the job site, we noticed that the mix was performing really well under the heavy roller, too, with very little deformation,” Semones said. “That was one of the main things we observed in the field.”

However, the real proof will be the new mix’s performance over time. KYTC plans to inspect the roadway every three months for at least the next three years, if not longer.

“We’ll drive out there, walk the project, look at the mat and document any cracking and raveling of the mat over time,” Semones said.

“Cracking is the main issue we’ll be looking for.”

Although the job was a great fit for the project, one downfall is that the roadway doesn’t have the same equivalent single axle loading (ESAL) counts as the NCAT test track.

“U.S. 62 just doesn’t see the excessive truck loads like NCAT provides,” Semones said. “The NCAT test track is set up to give you results over a short period of time, whereas it’s going to take us longer to study the mix’s performance on this roadway because we don’t have the truck loading that NCAT provides with their research.”

“If it looks like it works well, we’ll try to introduce it in other parts of the state—maybe even on higher volume roadways,” Semones said.

“We are pleased that our membership is invested in producing consistently better asphalt,” Del Rio said. “A longer lasting and safer product can mean saved lives while a decreased life-cycle cost means a better value for the taxpayer.”

– BY SARAH REDOHL

Mix and Match the Joint

The laboratory technician collects a test sample for KYTC to check volumetrics.

16 // February 2018

Another goal of the project was to take a closer look at the construction of the longitudinal joint.

“We’ve been having a lot of trouble with our longitudinal joints quickly deteriorating over the past few years,” Semones said.

They tested out a new method of constructing the joint.

On one section of the job, the joint was constructed in the traditional method of butting up the joint to the mat placed the previous day. On another section, they applied trackless tack to the joint before laying the second pass a few minutes later.

“Our theory behind that is that when the trackless tack cures, it’ll bond the joint between the two mats together and help keep the water out,” Semones said.

mix it up

Beware of Bauxite Long-term In the January 2018 issue, Courtney Jones and Mike Heitzman from the National Center for Asphalt Technology (NCAT) at Auburn, shared “Michigan Tests Friction Aggregates.” This excellent article can be reviewed on www.TheAsphaltPro.com. The authors shared results of evaluating 11 aggregates for high friction surface treatments (HFST).

One of the top contenders for a most excellent high friction aggregate, is calcined bauxite. The authors explained, “Calcined bauxite is the only aggregate that currently meets the friction performance requirements for HFSTs per AASHTO specifications PP 79-14 Standard Practice for High Friction Surface Treatment for Asphalt and Concrete Pavements.”

But calcined bauxite has some problematic characteristics.

First, it can be considered pricy. The authors explained, “Since calcined bauxite must be imported from overseas, it is costly.”

Second, it tends to wear out its welcome. Dr. R. Buzz Powell, assistant director and test track manager at NCAT, shared, “Epoxy surfaces with bauxite eventually give a friction issue.” A study discussed in Florida shows bauxite’s tendency to lose its friction properties over time under traffic.

At both the Southeast User Producer Group meeting and the Asphalt Contractors Association of Florida meeting in November, members of

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NCAT discussed results of the 2015 Test Track sections. Their comments included a discussion of the enhanced friction asphalt surfaces, which showed bauxite epoxy outperformed granite epoxy, chert epoxy, granite microsurfacing, lightweight chipseal and others, as the AASHTO spec contends. This performance only lasts to a certain point.

When researchers tested these enhanced friction surface types under wet surface conditions with full size ribbed tire, they saw a substantial, dramatic drop in efficacy for the bauxite epoxy after 30,000,000 equivalent single axle loadings (ESALs). Powell cautioned the audience members, “Bauxite wears and you’re driving on a glass-like surface. You have to stay on top of that with your maintenance program.”

What his comments offered were common sense solutions for agencies adopting the use of the bauxite for bumping up friction on critical safety locations. The agency that seeks to get high performance out of an enhanced friction asphalt thinlay with AASHTO’s spec PP 79-14 need only measure friction properties of the pavement section after 10 million, 20 million and/or 25 million axle loads to keep an eye on friction properties. When aggregate polishing begins, it’s time for a maintenance—or new thinlay—treatment to restore friction properties before slick conditions set in.

– BY SANDY LENDER

www.THeAsphaltpro.com // 17

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Asphalt Drum Mixers

Pavement Maintenance

How to Perform Street Repairs with the KM T-2 Asphalt Recycler Traverse City invests in patches that last.

When it comes to performing a lasting repair, the persistent freeze thaw cycles of northern Michigan can be a pain.

“Two days ago, it was 50 degrees, now it’s 22 with 4 inches of snow on the ground—at least until the sun comes out and melts it,” said Traverse City Street Superintendent Mark Jones. “We really needed a complete asphalt repair.”

That’s why they purchased the T-2 recycler from KM International in July of 2014. Alongside their infrared heater, the T-2 allows them to save money on winter repairs, reduce claims, keep crews safer and perform a lasting patch.

“The main reason we bought the T-2 was because we wanted to get away from using cold patch,” Jones said. “It wasn’t working for us and it cost $145 a ton when we gave it up.”

After investing in the T-2, Jones said the cost of recycling is minimal: diesel fuel, rejuvenator, and hot mix.

“Now, when we do a utility patch, we can save the asphalt we tear out if it’s in decent shape and recycle that,” Jones said. In the past, he said, if they had to perform a utility repair in the winter, they would fill it in with concrete.

“We’d end up with a city full of asphalt streets with concrete patches, which is something we’re really trying to avoid,” he said. “If we have an asphalt repair now, it gets filled with asphalt. We want to get rid of all the concrete patches on our asphalt streets.”

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Each year, the city purchases around 200 tons of asphalt, which they stockpile in “biscuits” for use throughout the winter.

TRAVERSE’S T-2 RECYCLING PROCESS

Before the asphalt plants in the area close for winter in mid-November, the city purchases around 200 tons of asphalt at approximately $70 a ton (this year, Jones said, they got it for $60). That’s roughly six months of pothole repair, Jones estimates.

The mix is delivered to the city and spread out to a height of 2 to 4 inches. Then, they allow it to harden before breaking it up into “biscuits,” Jones said, that can fit into the recycler, and place them into the city’s six bins.

When it comes time to use the asphalt, the city’s midnight shift team loads the biscuits into the recycler with a backhoe. Typically, Jones estimates, they can produce one and one-quarter tons in each batch.

If the asphalt is new, they’ll add about three quarters of a gallon of rejuvenator per batch. If the asphalt has been reclaimed, it’ll typically require more rejuvenator.

“The brand we’re using is called Bitu Tech RAP,” Jones said. “We went through a few different rejuvenators before finding one that worked really well. Our crews always let us know what’s working and what’s not.”

If they are recycling existing asphalt, Jones adds that it’s important to make sure the asphalt isn’t contaminated. For this, his team uses its own invention: grizzly bars.

20 // February 2018

The crew loads asphalt “biscuits” into the recycler for patching projects throughout the winter.

Essentially, it’s a screen to dump the asphalt across to weed out the unwanted contaminants.

The length of time it takes for the T-2 to bring the asphalt to the proper temperature depends on the ambient temperature, but it typically ranges from an hour to one and a half hours, Jones said.

“If the material is moist, we’ll need to run it long enough to remove that,” he adds.

The crew aims for mix between 300 and 350 degrees, and the average temp of finished mix is around 325. After the mix is ready, the team uses a backhoe to transfer it into their Kaiser Morris patch wagon or KM 8000 hotbox.

Typically, Jones said, the T-2 stays next to the asphalt supply.

“We don’t generally take it out on the jobsite,” he said. “If we tore out a utility patch and want to reclaim that material, we have other equipment to bring it to us here.”

Although the T-2 is portable, most asphalt is hauled back to where the city stores its asphalt to be recycled and is then transported to the job in a hot box.

The city uses an invention called grizzly bars to remove unwanted contaminants.

“When we dump it, it looks like asphalt coming out of the plant,” Jones said.

“Sometimes after the vibratory roller has rolled it out, we’ll bring in our infrared machine to blend the patch into the pavement surrounding it,” Jones said. “That way,” Crew Supervisor Robert Becker added, “we don’t have water going into that seam that’ll freeze and cause problems in the future.”

GET RESULTS, SAVE MONEY, STAY SAFE

In 2015, the city used its KM T-2 and infrared heater to repair an aged stretch of asphalt along Barlow Street. Since the repair, they have not had to return to the area for additional repairs.

If the mix is for a pothole, the crew will travel down the road in the patch wagon filling potholes. If it’s for a utility patch, the hot box will show up to the job, which will already be prepped and ready for the mix. Like any pavement maintenance work, making sure the repair area is clean is very important before laying the mix.

When it comes to getting good results, Jones said they’ve seen success with this method on projects ranging from the smallest pothole up to a 15-ton patch.

“Small to big, there aren’t any patches we wouldn’t use it for,” he said. For example, this past season, a Michigan DOT turnpike was in need of a significant patch that probably couldn’t wait until spring. “It took 15 tons to fix, which normally would have been concrete that we’d tear up and replace with asphalt in the spring,” Jones said.

With their T-2 and infrared heater, they were able to repair the asphalt patch so well that when the DOT inspected it in the spring, they said it was good enough to keep.

Using this process has also reduced claims for blown tires and other issues that arise with potholes and poor patches.

“Back in 2015, we had a potted-out 20-foot stretch on Barlow Street where there were almost always car parts in the shoulder from hitting those potholes,” Jones said. “Then, we went in there with recycled asphalt and our infrared heater in the dead of winter, and it was done and we haven’t gone back since.”

Prior to that, Jones said, he was sending a crew to repair a pothole on that stretch almost daily. In that way, the process has also made patching safer.

“When we were using cold patch for these jobs, we were always coming back to the same hole,” Jones said. “That creates an unnecessary safety risk for our crews.”

“It’s been a total asset to Traverse City so far,” Becker said. “Ninety percent of the time, the patch stays in there and that saves the citizens a lot of money and keeps our crews safer.”

– BY SARAH REDOHL

www.THeAsphaltpro.com // 21

Training

Letter A indicates the need to maintain the lights on the broom. When you’re sweeping, you have the potential to kick up dust. When on a roadway or even working around new employees in a commercial lot, drivers may not realize “what” they are driving up on as they near something dusty. Strobe lights, four-way flashers and other construction vehicle lights alert the general public, haul truck drivers, subcontractors and others to your presence, no matter the level of dustiness. Letter B indicates the hydraulic lines that deliver the “power” that turns the drum. Check this area before the shift begins to make sure there’s no build-up of dirt or pollution that will interfere with the machine’s operation. Notice that the broom is set at a 33 degree angle to clean the surface prior to its next treatment. All photos courtesy John Ball of Top Quality Paving and Training, Manchester, New Hampshire.

Get Back to Basics with Proper Sweeping For the 10-Year Anniversary of AsphaltPro magazine, we ill help asphalt companies teach new workers some back-to-basics techniques for best success in the field, at the plant and in the lab. Even veteran employees will be reminded of best practices with these refreshers throughout the year, but the goal is to help readers who are bringing in new employees who may or may not be well-versed in the industry yet. On-the-job training takes time and energy, and we’re here to help with the Asphalt

22 // February 2018

Paving 101 online training course and these free articles every month.

Many commercial paving crews don’t have one designated broom operator, but will assign the task to the laborer who is closest to the machine when an area needs to be cleaned or when the mill has completed a pass. No matter what size the job or who will be at the controls for the day, the broom cleaning the pavement can save you time and money

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if an operator is responsible for keeping it in good repair. John Ball, the proprietor of Top Quality Paving and Training, Manchester, New Hampshire, explained that is because a well-maintained broom with a full broom head will need fewer passes to do its job than a broom with worn bristles or a damaged water system, etc. The well-maintained broom is also a safer piece of equipment for the operator and less likely to break down during operation. Now that the

Occupational Safety and Health Administration (OSHA) has stipulated requirements for minimizing workers’ exposure to respirable crystalline silica dust, water system operation on brooms will be a vital inspection point.

INSPECT

Ball reminded workers to start routine maintenance with the pre-shift walkaround. The person assigned to run the broom needs to walk around the machine to do the following: Check the oil Check the fuel Check the tires for proper air pressure (probably should be 32 pounds) Check the lights—make sure all lights are functioning, including 4-way flashers and a strobe Check the windows and clean them Check the mirrors and clean them Check the fire extinguisher Clean out the cab—get trash out of the cab so it’s not underfoot Grease the grease fittings for the articulation Give special attention to the water system: • Check the spray system’s water tips and the filters in the water tanks to ensure they are clean • Check the lines for wear or cracks • Check the reservoir to ensure its filter is clean to allow a clear flow of water to the lines and nozzles • Make sure you have a water cap on the tank—if you have lost this, order a new one • Remember, your crew can get fined for making too much dust during the sweeping stage of your project, and your health is dependent on reduced dust, so you must have a functioning water system.

Before the shift begins, the operator should look at the thickness of the bristles and broom core. This is a visual inspection, not something you will measure with a ruler. (Another way you’ll know if the core has started to wear is when it “hops” during sweeping or fails to rotate in a consistent manner.)

Let the mechanic know four or five days in advance of when you think the core will need to be replaced so he has time to order the new parts. If you don’t have a full-

The broom on the city street may require a system to capture material and dust. This skid steer will routinely empty the bucket of millings into a waiting truck body.

The broom will also be called on to clean transverse joints prior to tacking. If you’ve had the water system engaged, make sure you take a hot air lance to the joint afterward to dry it for best tack adhesion. time mechanic, then you—the operator— should take the responsibility of getting the part ordered.

Bristles come in both plastic and metal core; these days the core that alternates plastic and metal are preferred because they don’t wear out as quickly as the plastic-only cores. It only takes about an hour and a half to change out a core, according to Ball. And the process is self-explanatory. The core is circular. When you remove

it, you’ll see the keyseat—like a cog in the yoke—where the core will slide in and lock.

Notice in these pictures that the core/ broom head on the piece of equipment moves down the lane at an angle. The articulation that allows this angle has grease fittings that you’ll want to check everyday and grease before operating the machine. Not only can those fittings get dusty and dirty, if you forget to grease them, they will seize up. If the machine breaks so that it’s in one

www.THeAsphaltpro.com // 23

Training You want to get all the dirt and leaves off the surface before any other equipment begins.

You will line up the machine at the edge of the project or area to be cleaned, taking care

Meet Silica Requirement

The vac broom will use side broom heads to help direct material toward the vacuum. This operator will routinely empty the sludge in an approved vehicle on the project site. fixed position, the core won’t articulate left and right, and you won’t be able to do your job efficiently.

Also notice the hydraulic pump. On the other end is a bearing that you’ll want to grease before operation. Both ends of the drum need to be checked before operation as well. They both need to be free and clear of debris—debris is more than dust and millings. Keep in mind this machine can grab stringline, plastic bags and all manner of trash that blows around a commercial parking lot, residential area or state road. Those items will damage the ends and cause the broom to seize.

When checking the watering system, make sure to clean the nozzles—and their

filters—so they are clear and free of dirt and dust. The filter is 10,000 microns and that level of mesh gives you the correct pressure. You want a fine mist to cover the broom during operation, not squirts and spurts of water that cause dirt to cake up on the bristles or leak onto a pavement your team needs to then tack or seal.

By taking the time to maintain the broom properly, you save time during the pavement cleaning process.

SWEEP

When you’re ready to begin sweeping for a pavement maintenance project, you will obviously get started ahead of the tack wagon, crack-filling workers or sealer machine.

Employers Can Get Silica Help If you’re a contractor in need of answers, you can ask questions without fear of penalty.

The Occupational Safety and Health Administration (OSHA) has on-site consultation services that are separate from enforcement. From the OSHA silica-crystalline website: “Small business employers may contact OSHA’s free and confidential On-Site Consultation program to help determine whether there are hazards at their worksites and work with OSHA on correcting any identified hazards. Consultants in this program from state agencies or universities work with employers to identify workplace hazards, provide advice on compliance with OSHA standards, and assist in establishing injury and illness prevention programs. On-Site Consultation services are separate from enforcement activities and do not result in penalties or citations.”

To contact the service, visit https://www.osha.gov/dcsp/smallbusiness/consult.html or call (800) 321-6742, option 4.

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As of June 2017, employers are required to take steps to protect employees from the hazards associated with exposure to respirable crystalline silica. In the Occupational Safety and Health Administration’s (OSHA) Respirable Crystalline Silica standard for Construction, the administration compiled a table that listed standards for different pieces of equipment that expose a worker to different levels of this dust. The broom is one such piece of equipment.

If your broom has an enclosed cab, the employer must ensure that the enclosed cab or booth is: • Maintained as free as practicable from settled dust; • Has door seals and closing mechanisms that work properly; • Has gaskets and seals that are in good condition and work properly; • Is under positive pressure maintained through continuous delivery of filtered air; • Has intake air that is filtered through a pre-filter that is 95 percent efficient in the 0.3-10.0 microgram range; and • Has heating and cooling capabilities.

The controls for enclosed cabs lower the potential for dust to be resuspended inside the cab or enter the enclosed cab or booth. They also ensure that the filtered air provided to the employee does not contain silica particles and that the working conditions in the cab are comfortable so that employees are less likely to open windows and be exposed.

The procedures for maintaining and cleaning the cab or booth, and for frequent and regular inspections of the cabs and booths, must be addressed through the employer’s Written Exposure Control Plan and Competent Person requirements.

to keep the broom’s bristles from catching dirt or grass from landscaping or features at the edge of the property. You don’t want to pull detritus onto the project. It’s best to set the broom 2 to 5 inches from the edge when working along a pavement that has no raised curb to enclose the work space.

For a parking lot or roadway with minimal dirt and debris, you will want to adjust the broom height so that the bristles just barely brush the surface. The spinning motion will pull leaves and litter off the surface; you don’t want to dig at them with too much down-pressure. Set the broom at a 33-degree angle for the first pass and drive at a moderate speed; Ball recommends a reasonable walking pace.

When you’re ready to begin sweeping a surface behind the milling machine, you will use more down-pressure to get particles out of the crevices. The goal is to prepare a clean, dust-free pavement for the distributor truck to place tack on. You will want to adjust the broom height so that the bristles have more down-pressure. You don’t want to hinder the rotation of the broom, but you want to dig out the particles—thus it’s a judgment call that comes with practice and experience. Ball reminded new broom operators: if you put too much down-pressure on it, the broom will start to “plow” instead of sweep, damaging the bristles and possibly the core.

Once again, set the broom at a 33-degree angle and drive at a speed that’s acceptable for this operation. You can start with 35 to 50 feet per minute and adjust from there. For this type of operation, the skid steer operator will come alongside and scoop up the pile/trough of material, and the broom may be required to make a second pass if a second broom isn’t on the job following behind.

For sweeping during construction, pay attention to water use and drying. Excess water will dilute your tack and weaken its bond to the surface. You may need a machine that can sweep and vacuum. The broom operator should be aware of the paving plan; make sure you know what the foreman needs from you before you get started.

broom-only when cleaning a porous pavement. If you feel that the bristles of your broom will lodge fine particles—instead of dislodging them—in a gap-graded surface course, you’ll want to employ a vacuum as well to suck fines and material up.

The vac broom has three broom attachments to help you—on the sides and center.

The side brooms dislodge material from the surface and funnel it toward the center for the vacuum to pull it up.

– BY SANDY LENDER

VACUUM PORES

Let’s say you’re going to work on a porous pavement. There are sweeping subcontractors who don’t recommend using a

www.THeAsphaltpro.com // 25

Solve your problem

Solve: Refilling the Roller Is your roller running out of water too often during the paving shift?

It costs time to refill water tanks again and again. Letting the roller run with dry drums is not an option, so you must pay laborers to drive water trucks around the job site and refill frequently. Stop the madness.

When a spray nozzle is plugged or when the scraper bar is not held against the drum properly, you will get poor water coverage on the drum.

Check the spring to ensure it holds the scraper bar against the drum correctly. Photo courtesy John Ball of Top Quality Paving & Training, Manchester, New Hampshire.

When the water spreads across the drum properly, it lubricates the drum to prevent material pickup.

SOLUTION: LOOK AT THE POSITION OF THE SCRAPER BARS.

Are the scraper bars positioned optimally against the drums? Ensure the springs have proper tension to hold the bars in place to spread water across the surface of the drum properly. If the scraper bars are loose or positioned off the drum during operation, you’re wasting water. You’re probably getting poor performance with material pickup as well.

Solve this problem by replacing broken springs and worn scraper material, and then positioning bars to trough water optimally.

– BY SANDY LENDER

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producer profile

28 // February 2018

Banicki Paves the Rubber to the Road When Sean Bulmann moved from the Midwest to Arizona in 2012, he had to adjust to a whole lot more than just the change in landscape.

As asphalt operations manager for J. Banicki Construction Inc., Phoenix, Arizona, Bulmann faced unfamiliar weather, different mix preferences offering unique challenges, a new approach to traffic management in work zones, and even a totally different approach to infrastructure investment.

“Arizona is very advanced in the way they build things,” Bulmann said. “They don’t just think about today, they think about the future.”

For example, when the Arizona DOT was building the 101 freeway, Bulmann remembers them building an exit ramp for 64th Street, going nowhere.

“But they went ahead and built the bridge because it would be cheaper to build it then than to wait,” Bulmann said. “So when they do want to go north and south off the freeway, that infrastructure is there and they just have to tie it in. You don’t see states doing that very often.”

Despite those adjustments, Bulmann and the Banicki team continued the company’s trend of high-quality asphalt paving the company has been known for since it was established in 1991.

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THE STORY BEHIND BANICKI

This past July, Banicki completed a $10 million project using rubberized asphalt along Interstate 17.

J. Banicki Construction Inc., is a civil construction firm offering aviation, bridges and structures, roads and highways, facilities and utilities construction.

In 2011, the company was purchased by Sterling Construction, which also owns Texas Sterling Construction in Texas, Tealstone Construction in Texas, Road and Highway Builders in Nevada, Myers and Sons Construction in California, and Ralph L. Wadsworth Construction Company in Utah.

Banicki itself has around 100 employees with around 15 of those employees focused exclusively on its asphalt services.

Although the company offers a range of services, asphalt paving accounts for around 30 percent of the company’s business. In 2017, Bulmann estimates Banicki’s crews paved around 120,000 tons of asphalt.

Despite its focus on asphalt paving, Banicki does not produce its own asphalt, instead buying from area producers.

“Arizona is one of the states like that,” Bulmann said. “Back in Chicago, we produced and laid our asphalt, but in Arizona, even big contractors buy from suppliers like Vulcan Materials, Southwest Asphalt and Hanson Aggregates with their plants strategically placed around the valley.”

WHEN THE RUBBER HITS THE ROAD

One of the mixes Banicki lays most often is rubberized asphalt. Bulmann estimates that’s what Banicki’s crews are laying around 50 percent of the time.

“Arizona uses a lot of ground tire rubber,” Bulmann said. “They’re actually one of the pioneers of that mix type.”

“It’s also popular in California and Nevada, but we didn’t use it much back in the Midwest,” Bulmann said. “They need a harder surface so snowplows don’t deteriorate the pavement, but warmer climates are more conducive to using the rubber.”

The process involves removing the internal metal belts from tires and turning the rubber into granules about the size of ground coffee. That crumb rubber is then blended with hot asphalt and aggregate to make rubberized asphalt.

“What we like most about rubberized asphalt is its durability,” said Dallas Hammit, ADOT’s state engineer and deputy director for transportation, in a press release.

“When our riding surface pavement lasts longer—in some areas, for well over a decade—it’s cost-effective and limits traffic disruptions.”

According to Bulmann, many new construction projects in Arizona will get a full PCCP concrete base and then a wearing

www.THeAsphaltpro.com // 29

producer profile 2 cups—just enough to start seeing bubbles—and the basic roller movement shakes it up,” Bulmann said.

Using rubberized asphalt also means a bit more cleanup on the paver at the end of the shift, and a bit more release agent.

The biggest thing when paving with rubberized asphalt, Bulmann said, is to never back up. “When you start a pass, you want to make it all the way to the end and you want those passes to be as long as possible,” he said.

AN IDEAL PROJECT ON I-17 Banicki received a Diamond Paving Award from National Asphalt Pavement Association in 2017.

Around 50 percent of the asphalt Banicki lays is rubberized asphalt. course of asphalt rubber and every seven to 10 years the rubberized surface is removed and replaced.

“Rubberized asphalt results in a quieter and smoother paved road and provides a second life for the rubber from worn-out tires that would otherwise be put in landfills,” Bulmann said.

ADOT estimates that the use of rubberized asphalt can reduce traffic noise by approximately four decibels in neighborhoods near urban freeways.

However, working with this type of mix can be difficult, Bulmann said, because it can be very messy.

“The material itself is very tacky,” Bulmann said. “The thick melted rubber makes it hard to work with tools, but our crew has mastered putting it down with a paver and never needing to touch it again.”

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He said that it takes paying close attention to the head of material and auger speed so there is no need to shovel material for low spots and work the material by hand, which helps with the smooth ride.

“We just dial it in from the start so the paving crew can just walk along with the paver, watching and checking everything,” Bulmann said. This is made easier, he adds, by the crew’s brand new Cat 1055F paver and its many digital options. “We can slow down the augers and closely control everything so our head of material is always perfect no matter how slow we go.”

To prevent pickup of rubberized asphalt on the roller drums, the roller operators use liquid dish soap in addition to water.

“We give each one of them a 5-gallon jug of liquid dish soap and every time they fill up the roller’s water tank, they add around

This past July, Banicki completed a $10 million project using rubberized asphalt along Interstate 17.

The 10-mile stretch both north and south with four lanes in each direction totaled about 80 lane miles. The project included milling off one inch and paving a one-inch lift of rubberized asphalt for a total of 46,000 tons containing rubber from around 75,000 tires.

Since the crew was using rubberized asphalt, they had to comply with certain weather restrictions.

According to Bulmann, the Arizona DOT specifies that rubberized asphalt must be placed between March 15 and May 31 or between Sept. 1 and Oct. 31. Additionally, the surface temperature has to be at least 85 degrees and rising, but the ambient temperature or forecasted ambient temperature can’t exceed 110 degrees the day before, the day of or the day after paving.

For this particular project, Banicki’s crew started March 17 and was able to continue paving the project through July, when they completed the project, due to an unseasonably mild summer.

However, back in March, the crew was held back a bit because they needed to wait until 10 a.m. for the surface temperature to reach 85 degrees and the sun was setting around 5 p.m. which meant that the work window was extremely limited.

“We had to wait for the sun to come out and heat things up,” Bulmann said. “That meant you have an operation that costs over $4,500 an hour waiting for sunshine. But, as the weather progressed into the summer, we could start a little earlier and pave a little later to make up for that time lost.”

The I-17 project included a 10-mile stretch both north and south with four lanes in each direction for a total of about 80 lane miles.

The I-17 project included milling off one inch and paving a one-inch lift of rubberized asphalt for a total of 46,000 tons containing rubber from around 75,000 tires.

That made the parameters of this project particularly difficult, as the crew was only allowed to work on the project from Friday night until Sunday night, so anything milled off Friday night had to be repaved and ready for traffic by Monday morning.

“The challenge of putting the weekend’s work plan together is that you have to know your temperature window for the day’s production along with your capable tons per hour, both at the plant and with the paver,” Bulmann said. “All of this has to be figured out prior to the milling machines starting on Friday night because around 3 a.m. the area that you have milled will take roughly 3,000 tons of asphalt to replace and is one full day’s paving production.”

Additionally, the way Arizona handles work zone traffic is somewhat unique—or at least for Bulmann and other Midwesterners.

“In the Midwest, we’re usually working alongside traffic,” Bulmann said. “Here they shut the freeway down on a lot of our mill and overlay projects.”

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producer profile

In Arizona, the freeway is often shut down during mill and overlay projects, and the public uses alternative routes instead.

The public is given plenty of notice, Bulmann said, to use alternative routes. “Although it has its benefits, this method poses its own challenges,” he adds. “If everywhere around the job is gridlock traffic, how do you get your haul trucks in and out? You can’t.”

Even though not working alongside traffic keeps workers safer, it isn’t uncommon for impatient or confused drivers to attempt to enter and drive through the work zone. On this job alone, that happened three times, Bulmann said.

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To prevent this and to help direct haul truck traffic into the work zone, Banicki works closely with the Highway Patrol to have a handful of uniformed officers on site.

FROM THE ROAD TO THE AIR

In addition to roadway paving, Banicki also does a lot of airport work. That includes asphalt paving, but also other civil construction.

They’ve done work for Phoenix Sky Harbor International Airport (PHX), Los Angeles International Airport (LAX), Scott-

sdale Airport (SDL), Deer Valley Airport (DVT), and Flagstaff Pulliam Airport (FLG), among many others.

In total, Banicki has worked on around 90 different aviation projects at 19 airports across the United States, with a total project value of more than $200 million.

Included among those projects are the asphalt runways the Banicki crew paved at Deer Valley Airport and other smaller airports.

“The municipalities and DOTs we work with have between a 1/4 and 1/8-inch tolerance in thickness, but airports have tighter

Back in March, the crew was held back a bit because they needed to wait until 10 a.m. for the surface temperature to reach 75 degrees and the sun was setting around 5 p.m., which meant that the work window was extremely limited. tolerance,” Bulmann said. “They have to be dialed in perfectly and you have to have good people who know what they’re doing, are trained properly and can pave quality pavements.”

“The only way we can make sure the people on the ground know what’s at stake is through proper training,” Bulmann said. “The paving crew needs to know that when they walk away from the job at the end of the day that they’re leaving behind a perfect mat.”

Online Only: Watch a video of the ground tire process in action! Find this Producer Profile under the Departments at www.theasphaltpro.com.

Banicki is no stranger to quality. Just this year, Banicki received a Diamond Paving Commendation from National Asphalt Pavement Association.

“It’s just a nice feather in the cap to be certified as a good paver,” Bulmann said. Part of receiving that award was making sure Banicki’s training program was up to snuff.

“We’re very big into training and making sure people are recognized for their hard work,” Bulmann said. Banicki trains on the job and in the classroom, with the 4-hour classroom portion occurring twice a year. “The classroom portion breaks things down to the basics.”

“Our motto is that everyone should know how to do everyone else’s job, so the laborer can rake, the screed operator can run the paver, and vice versa,” Bulmann said. “Quality training and a focus on perfecting what we do best is just a part of our company’s history.”

– BY SARAH REDOHL

www.THeAsphaltpro.com // 33

project management

Give Your Foreman Time One of the best ways to ensure you make money on your next project is to give your foreman time to execute the project properly from start to finish. The foreman for the job needs information about the job, as well as access to the job site, before the job begins.

When you equip him with the tools for success, you increase his opportunity for success. Start with the estimate.

Give your foreman the estimate—or the bid—for the job so he can see how it was bid and how much time he has to complete the project. Did you bid by the ton? Did you expect the crew to complete the job in two 8-hour shifts? Did you account for set-up?

By granting the foreman access to the estimate, you give him the best chance to set up the job to be completed right, hopefully without running over the time your estimator figured.

Give your foreman time to go visit the site before the job begins. He needs to plan out how to pave it. He needs to figure where the paver will start for staging the equipment as it arrives. He needs to figure where the first, second, third passes will begin and end for lining out the job and estimating tons for each pass.

He will work with the general laborers to mark this information on the job site.

For many crews in the field, the foreman is overwhelmed with work. He can’t get away from Project A to go visit Project B. This is where supervisors and managers can—and should—assist. On the day before the new job, the foreman may be tied to Project A. He is probably anticipating tomorrow’s job with some anxiety. You don’t want the element of surprise to be a part of your operation. Instead, help your foreman with the work load as one project is winding down so he has confidence in the crew to leave them for the block of time necessary to investigate conditions at Project B.

O

The foreman will figure where the paver will begin the project and how it will pull each pass to complete the job most efficiently.

– BY JOHN BALL

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

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

36 // February 2018

The foreman will either line out the job himself or work with the laborers to line it out, measuring and marking the lanes to be paved so the project finishes in its most timely fashion with no wasted material.

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meet the state exec

Meet the State Exec: FPO’s Cliff Ursich Flexible Pavements of Ohio (FPO), Dublin, was first formed in 1962. Now, the association boasts 45 producer and contractor members that represent roughly 92 percent of the asphalt tonnage let to contract in Ohio, based on a 2012 economic impact survey.

“I’m all in with asphalt,” said FPO’s Executive Director Cliff Ursich. “Getting passionate about asphalt only comes experientially. The person that ‘knows’ about asphalt will be passionate about it. And what’s great about this is working with association members who are also passionate about asphalt.”

Ursich has been in the asphalt industry for 27 years and the executive director of FPO for the past 10.

AsphaltPro spent time getting to know Ursich and learn how FPO promotes the asphalt industry in the state of Ohio.

F

» How did you get into the asphalt industry? My college degree was in structures and I thought that upon graduation I would take a job in the consulting industry designing vertical stuff like buildings and bridges. That was never to occur, save a culvert rebuild during my role as a DOT assistant maintenance engineer.

I graduated with a Bachelor of Science degree in Civil Engineering from Ohio State in 1983—a time when the economy was experiencing “stagflation” I believe it was called—and the Reagan tax cuts were yet to have turned the economy upward.

Jobs in civil engineering as a consultant or in manufacturing were very few. Some returned to school for Master’s degrees, and others found employment in the public sector working at highway departments and the like. I ended up at the Ohio Department of Transportation as an EIT (Engineer-In-Training).

Little did I realize this would serve as a training ground for my work serving the members of the asphalt industry as FPO’s pavements & materials engineer (the “technical guy”), executive vice president, and currently president and executive director.

38 // February 2018

Cliff Ursich participates in perpetual pavement research, coring IR 270. » What are the top ways you have increased membership in the association?

FPO does not have a formal membership drive effort. Companies join the membership for a number of reasons: 1) they want to be in the flow of information, 2) they are encouraged to join by other members, 3) networking, 4) they join for the education opportunities provided through the association, 5) they want to grow their businesses.

Over the last 30 years, Ohio has experienced consolidation of asphalt mix producers. With the improving economy, a few emerging producers have joined the association. Those who join usually have an eye toward the DOT market and they know being part of FPO will equip them with the knowledge to be successful.

Members talking to non-member producers about the benefits of being involved with FPO are an important factor. FPO has a

membership and finance committee responsible for those efforts. The committee chairman always has an eye for new members and is an effective advocate. We tout the benefits of membership and encapsulate those in a professionally developed brochure. » In what month do you hold your annual meeting? Our event, the Ohio Asphalt Expo, occurs in March and includes a trade show, heavy equipment exposition and concurrent educational sessions. The event is planned by our expo planning committee and the details are carried out by our staff.

The format of the annual meeting was changed in 2012 to broaden the educational opportunities for members and non-members alike. The association took the long view and sought to reach out to the entire industry to provide a venue where the business of being in the asphalt business could

LEFT: Participating in the NAPA fly-in is one of the many ways Ursich hopes to get more tons of asphalt on the ground. RIGHT: FPO’s activities include offering plant tours to legislators. Here, State Senator Thomas Patton participates in a tour at Kokosing Construction. be taught, as well as techniques and technologies that raise the expertise and professionalism of all asphalt contractors. » What other activities does the state association hold throughout the year?

Rarely do we do fundraising. We do, however, have companies and individuals express a desire to participate in our asphalt scholarship program. That program began in 1996 under the leadership of board member William “Bill” Burgett and FPO Executive Director Fred Frecker, is now carried on through our education committee, chaired

by Howard Wenger. To date the program has awarded 448 scholarships for a total value of $598,000. In advocating for the scholarship program, Fred Frecker expressed his vision that someday a director of the Ohio DOT would be a person who, as a student, received an asphalt scholarship. The scholarship program is a story of its own. » Does your office hold educational seminars or webinars for members separate from the annual meeting throughout the year? Education is a big effort of FPO. Every piece we publish and seminar we put on is for the purpose of education. We believe an educated person—whether an engineer or labor-

er—will experience greater confidence in asphalt if they understand how it works and the benefits from it working correctly.

We like to say our mission is to help people be successful with asphalt. For if they are successful, they will be satisfied. And if satisfied, they will use it in the future—and perhaps even a greater quantity. That’s good for our members who make a living selling it.

To that end, we do regional technical seminars each year and we have a program dubbed Technical Briefings where we provide an hour-long (or so) presentation to engineering or architectural firms on their site.

We have a course offering booklet for that.

Other annual educational efforts include asphalt mixture QC technician training, asphalt mix design school, field quality control supervisor training, paving operations, plant operations.

FPO is a co-sponsor of the Ohio Asphalt Paving Conference and participates in the program selection for the Ohio Transportation Engineering Conference.

We also make an effort to bring demos of new technologies to Ohio so our members have a first-hand opportunity to learn the state of the paving practice. Examples include a national demonstration of fractured slab (Break & Seat, Crack & Seat, Rubbliza-

tion) technology, national open houses for perpetual pavement and warm-mix asphalt, and local open houses on SMA, smoothseal, large stone asphalt base and Superpave. » About how many member asphalt projects do you visit per year/paving season? It’s rare to visit a job while under construction due to safety restrictions, but our paving awards program offers us an opportunity to review the completed construction. In 2016, we reviewed approximately 70 projects and in 2017, we topped 80. » About how many member asphalt plant tours do you assist/are you a part of per year? Although we didn’t visit any in 2017, we participated in two or three in past years for the purpose of enlightening public officials on the asphalt business, its positive economic impacts and to share our concerns, mostly involving transportation funding shortfalls. » About how many member asphalt open house events do you attend per year? These rarely occur. » And how many state agency or DOT meetings do you attend per year? 24

www.THeAsphaltpro.com // 39

meet the state exec » On a scale of 1 to 5 (1 being none at all; 5 being very much), how much of a threat to your members’ marketshare is the concrete industry in your state? Around a 3. I know they’re out there, and 2006 taught me we’re only one crude oil price spike away from being non-competitive. Call it paranoia!

Cliff Ursich has been in the asphalt industry for 27 years and the executive director of FPO for the past 10.

Ursich presents an award to ODOT Asphalt Materials Engineer Dave Powers.

FPO’s asphalt scholarship program began in 1996. To date, the program has awarded 448 scholarships for a total value of $598,000. Here, Ursich (right) awards a recent scholarship recipient 40 // February 2018

» Could you share an example of a time when the concrete industry encroached on the asphalt marketplace in your state? Yes, it was dubbed “Tar Wars” in a Columbus CEO magazine cover story. That began in 2000 and carried through 2005. The National Concrete Industry had contracted with Price Waterhouse to develop a strategy to capture market share. Ohio was identified as the state upon which they would initiate the effort. The concrete industry marched into the state legislature and testified accusing ODOT of a “bias.”

The irony of it all was the concrete industry’s efforts resulted in improving the asphalt industry competitiveness. As John Adams said, “Facts are stubborn things.” As research would find it, FPO’s position was confirmed: asphalt pavements are less costly both initially and over their life cycle. That was something that occurred while Fred Frecker was executive director, and I was executive VP. » On a scale of 1 to 5 (1 being none at all; 5 being very much), how much difficulty are your members having in finding qualified workers for their asphalt paving or production crews? 3. I don’t have a good bead on this. However, the topic often comes up when planning training events. I hear our members speak of not having the farm boys anymore that know how to fix anything and run it, too. It’s not your daddy’s work ethic.

Workforce composition adds complexity with the integration of more females on crews. To begin weighing in on this issue, FPO is partnering up with I Build America, an AGC effort to raise awareness of employment opportunities in the construction industry. I expect we will become more involved. » Could you give an example of a way your state APA assists members with workforce development? I point to our various educational opportunities.

The Ohio Asphalt Expo, occurs in March and includes a trade show, heavy equipment exposition and concurrent educational sessions. » On a scale of 1 to 5 (1 being none at all; 5 being very much), how involved are your state elected officials in transportation issues? 4. Over the last seven years, there has been quite a bit of discussion in the state legislature pertaining to increasing revenue for transportation construction. That being said, much of the discussion relates to maintenance of local government roads. Ohio being a “home rule” state places the burden for maintenance on the local governments. The state DOT has no obligation to fund local road improvements, according to the Ohio revised code.

However, ODOT continues a program of providing some funding for local roads having state significance.

» On a scale of 1 to 5 (1 being none at all; 5 being very much), how involved are your asphalt members in transportation issues? 4. The members’ expectations are that FPO needs to be involved in these discussions and putting together opportunities to make an impact legislatively. Since the inception of the Transportation Construction Coalition Fly-In concept, FPO has been involved in meeting with federal legislators to discuss a multitude of issues over those years. Notable items are the elimination of the crumb rubber mandate, elimination of diversions from the Highway Trust Fund (HTF), fire-walling the HTF, ridding of the ethanol exemption, etc.

The association has a state PAC and uses

those monies to support legislators that are like-minded and understand the importance of transportation. We also offer plant tours for legislators.

GET TO KNOW CLIFF URSICH

» Why did you join the asphalt industry? The opportunity arose for me to work with Bill Baker, an executive director who was respected in Ohio and across the nation by people in the asphalt industry. I thought of him as an honorable man who was effective in his work, exhibited wisdom and could tell a good story. Working at the DOT as a district engineer of tests, I had opportunity to observe and learn of his Christian character. My work at the

www.THeAsphaltpro.com // 41

meet the state exec

FPO reviewed approximately 80 projects in 2017 for its paving awards program.

DOT as a testing engineer equipped me with much knowledge of asphalt by virtue of the DOT ramping up its asphalt paving program. Joining the association was, to me, a substantial move in my career as a professional engineer. » What do you see as the most important part of your job as an executive director of a SAPA? The most important job—as I see it—is “more tons.” My board has always emphasized that the association should focus on “industry” issues. That is not in any way meant to diminish individual service to members. As I learned in my earliest days on the job, we come to everyone’s rescue helping them with specific issues. The reality is that tons sold is the heart and soul of our members’ livelihood.

Our association isn’t involved in group discounting programs and the types of things chambers of commerce do. Our focus is doing the things that encourage customers to use asphalt, again and again. To make that happen, we focus heavily on educating pavement owners so they spec a job right. On the industry side, we train QC technicians, paving personnel on fundamentals, principles of mix design, develop new materials for emerging markets (e.g. thinlay for preservation markets), etc.

42 // February 2018

If our members’ customers are successful with their use of asphalt—that is, they are satisfied with performance—then our members will be successful. Another element of getting more tons is ensuring there are dollars for buying asphalt. To that end, we have face to face meetings with legislators, be it in DC as part of the TCC Fly-In or at an asphalt plant tour hosted by an FPO member. » What is the most challenging part of your job? Loss of institutional knowledge is a growing concern of mine. Loss of knowledge renders an agency staff ignorant and illequipped to administer projects. Personnel in the field need to understand what comprises quality construction. Agencies are dangerously close to not having sufficient knowledge of what questions to ask. Informed and engaged personnel are critical to the success of a construction project. » What do you find most enjoyable about your job as an executive director of a SAPA? First and foremost, I believe this stuff. I’m all in with asphalt. I believe it truly to be the best material for road building. My wife will testify to it, as well as my children. A former DOT director noted of the FPO staff that we are unlike our competition in that we actually believe this stuff (i.e. asphalt is the

superior road building material). So, we’re pretty passionate about asphalt around here.

Passion is an important element in seeing progress. Passion is what drives you to action.

Passion is what gets the ideas flowing and moves initiatives to preserve and build market share. Passion is what drove the smoothseal program to its phenomenal usage in 2017 and what’s moving thinlay forward to fend against competitors. Getting passionate about asphalt only comes experientially. The person that “knows” about asphalt will be passionate about it. And what’s great about this is working with association members who are also passionate about asphalt. » What has been the most rewarding experience for you during your time as the executive director? Though I work in the private sector, I find great satisfaction in the fact that we as an association do a public service. It’s gratifying working with FPO members to advance the quality of asphalt construction and rise to the challenge of furnishing to the motoring public an outstanding ride that gets them home safe at night. We’ve taken on many initiatives to continuously meet the challenges to improve asphalt. The camaraderie built around so noble a goal is something very rewarding.

–BY SARAH REDOHL

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The Delta S is delivered in 275-gallon totes weighing about 2,200 pounds. Here the team working at CSA Materials set up the Moyno Assembly to pump Delta S into the plant at a rate of 1.64 gallons per minute. Steven Twining, a system technician for Rub-R-Road, Kent, Ohio, ran the pump to deliver the Delta S. Finding the right materials for statewide use is a monumental task when you have an area as big as Texas. State materials engineers for the Texas Department of Transportation (TxDOT) are charged with finding ways to increase the amount of reclaimed asphalt pavement (RAP) used in asphalt pavement mixes, and lengthen the life of pavements in which it appears over 268,597 square miles of differing climate.

While discussing the process for approving Delta S technology as a warm-mix asphalt (WMA) additive, TxDOT’s Ryan Barborak, P.E., suggested to Jay Bianchini, Ph.D., that the plant-based rejuvenator be part of the recycling agent testing taking place near San Angelo in the spring

of 2017. Bianchini is the vice president of operations at Collaborative Aggregates LLC, Wilmington, Massachusetts, and he shared part of the protocol.

“This represented the final test sections in the recycling agent testing,” Bianchini explained. “Four locations throughout Texas conduct testing similar to this. They have the advantage of having a large state and a wide variety of weather conditions, so they spread the testing throughout Texas.

“Our initial conversations with TxDOT officials were in regards to approving Delta S as a WMA additive,” he continued. “In the process of explaining that by simply adjusting the dose level of Delta S to the mix design it is also a very effective rejuve-

nator, we were made aware of the rejuvenator projects going on around the state and that the final one was coming up. We got very lucky on the timing.”

The final project in April 2017 involved three different recycling agents plus two control sections; sister companies CSA Materials Inc. and Reece Albert Inc. of San Angelo; and the team at Texas A&M Transportation Institute (TTI), College Station.

That’s a lot of moving parts, yet the professionals on the job brought it all together.

Fujie Zhou, P.E., Ph.D., is a research engineer at TTI and shared that they used a balanced mix design method, originally developed at TTI, to design the rejuvenated asphalt mixes for the test sections, focusing on the rutting, riding performance and cracking performance.

At this time, asphalt pavement mixes that include a high percentage of RAP replacement binder potentially experience premature cracking. This predilection is attributed to the oxidation—or aging—of the RAP binder in the mix. To restore youth to the RAP binder, researchers in our industry test rejuvenators at varying dosages in hopes of delaying cracking while increasing the use of recycle content.

According to the TTI website, “The Flexible Pavement Program [at TTI] focuses on issues related to the design, construction, and maintenance of asphalt pavements.

Currently, studies are underway that include design of long-life, full-depth pavements, design of overlays that retard reflection cracking, rubblization of existing concrete structures, full-depth reclamation, and use of new technologies to measure the quality of flexible pavements…Researchers work closely with sponsoring agencies to ensure that the products of the research program are implemented.”

That means TxDOT had a ready partner in TTI to work on U.S. 67 for its materials testing. Zhou confirmed that the crew from Reece Albert Inc. placed a dense-graded mix containing 13 percent RAP with no rejuvenators along Westbound U.S. 67 for the majority of the project. Haul truck drivers brought the material to the job site in belly-dump trucks, which placed windrows ahead of a pickup attachment on a Roadtec SB2500e material transfer vehicle. The Shuttle Buggy fed a hopper insert in a Vogele Vision 5203-2i wheeled paver. Two Hamm HD+ 140i rollers achieved compaction of the 2-inch lift.

www.THeAsphaltpro.com // 47

Each sub lot was approximately 400 tons, paved 2 inches compacted, produced at 275 degrees F. Zhou stated the entire project used 5.3 percent PG64-22 binder. William Still, the asphalt production manager at CSA Materials, confirmed use of a CMI counterflow plant, working at almost 300 TPH. One 400-ton section of the dense-graded, 13 percent RAP sub lot represented the first control section.

Then the team at CSA Materials Inc. produced a second control section of about 400 tons with 21 percent RAP and no rejuvenators.

48 // February 2018

The next sub lot to be produced was about 400 tons with 21 percent RAP with an additive from an individual entrepreneur who brought his own distributor truck to heat and pump the material.

The next sub lot to be produced was about 400 tons with 21 percent RAP with the Delta S additive from CollAggs. For this section, the plant ran at 240 TPH and the pump rate was 1.64 gallons per minute through a Moyno Assembly with Compact C pump.

Sub Lot 1: PG64-22 with 13% RAP and no rejuvenators Sub Lot 2: PG64-22 with 21% RAP and no rejuvenators Sub Lot 3: PG64-22 with 21% RAP and first rejuvenator Sub Lot 4: PG64-22 with 21% RAP and Delta S rejuvenator Sub Lot 5: PG64-22 with 21% RAP and final rejuvenator

A spokesperson for CollAggs shared that one goal is to gain exposure for Delta S in the Southwest United States to compliment the formally monitored asphalt rejuvenator paving projects ongoing in the Northeast, Midwest and Southeast since the product’s launch in May 2015.

Delta S works by reversing oxidation of the asphalt cement (AC) through a carrier matrix.

Bianchini explained that the plant-based carrier oil literally carries the remainder of the product into the existing asphalt binder where the other components of Delta S perform the chemistry of softening and reversing oxidation. Here Fujie Zhou (center, yellow hat) and William Still (white hat) discuss a sample of mix taken from the truck.

50 // February 2018

The final sub lot to be produced was about 400 tons with 21 percent RAP with an additive from a chemical manufacturer that supplied its own pump.

Still confirmed the production temperature of the three “test mixes” was 275 degrees F. “The three were close in tonnage, but varied by the amount of additive,” Still said. “We made a 1-inch pipe manifold and then delivered the additive with pumps from the individual suppliers.”

Zhou explained what the team sought with the different sections. “We increased the RAP content with rejuvenator sections, and wanted to achieve similar or better performance than the control section with lower RAP.” At press time, he was pleased with performance. “Based on our lab test results with the Texas Overlay Test, all three additives improved cracking resistance.” In the field, “So far so good. We haven’t seen any rutting or cracking.”

The good showing after a summer and autumn of traffic loading is good news for a state that invests in infrastructure. Tom Scullion, senior research engineer in the Flexible Pavements program of TTI, stated, “The bottom line is to protect the investments and to provide many more years of successful use on the thing in a safe manner….The Texas Department of Transportation spends over 70 percent of its money on building highways and fixing highways. If we can make marginal improvements or major improvements to any particular area, we’re talking about saving a whole bunch of money.”

Improvements start with the materials used in the mixes, and carry through to paving performance. For the mixes placed on U.S. 67, the Reece Albert crew had no worries to report. Bianchini was on site for both production and paving.

“There was nothing outside of the norm, nothing different,” Bianchini said. “They commented and said all three sections rolled very well.”

Still confirmed the paving crew had no problems with any of the sections, with all three performing similarly for the crew during placement and compaction.

“The goal is to show the industry as a whole that well-designed, environmentally friendly and worker safe additives, such as Delta S, can be just as effective at rejuvenating recycled material in asphalt as the traditionally used petroleum based alternatives, all while increasing recycle content.”

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Notice the temperature gauge on the 3800 CR. For this in-place recycling process, foamed asphalt is employed. A microprocessor controls the injection of small quantities of water and air into hot liquid asphalt under high pressure.

The water evaporates and causes the asphalt to foam rapidly. All photos courtesy Tom Kuennen.

BY TOM KUENNEN

What was old has become new again as an N.B. West crew foam-recycled Missouri State Route AT in Franklin County—better known as Old U.S. Route 66—as part of a resurfacing project.

U.S. 66 is the storied “Mother Road” from Chicago to Los Angeles and is often remembered as a dual-lane highway. Before that it was a two-lane blacktop highway in most sections. Today, states through which Route 66 traveled celebrate its history as a tourist attraction, and mark its route with distinctive signage. Missouri State Route AT—now a local road—is signed in the work area as an Historic Byway with the old U.S. route shield recreated.

To preserve this road for future generations, cold in-place recycling (CIR) of the driving lanes used foamed asphalt, also called foamed bitumen.

The centerpiece of the work was a Wirtgen 3800 CR set up for foam recycling, rear-loading a Vögele Vision 5200-2i paver. An AB 600 TV tamping-vibrating screed from Vögele pre-compacted the foamed mix. The standard width of this screed is 10 feet, and its single-tube telescoping system permits paving up to 20 feet wide. In this case the screed was widened to 12.5 feet, recycling and paving full-lane width in one pass. The tamping-vibrating screed provided compactive effort on the material as it emerged from the screed.

“It’s possible to get compaction of 87 percent right behind the screed, and before the rollers even touch it,” said Mark Stahl, Wirtgen recycling products manager.

“This screed is especially suited for CIR applications,” Stahl said, “because with CIR you may have mat thicknesses anywhere

The work progressed at a forward speed of somewhere between 26 to 32 feet-per-minute. www.THeAsphaltpro.com // 53

The length of the project was 4.7 miles, with two 12.5-foot lanes recycled, for a total of 9.4 miles.

Compaction was performed by three rollers: a Hamm HD+ 140i VV, a smooth drum tandem roller, and a Hamm GRW 280i-25 pneumatic roller with operating weight of 49,965 pounds. “Job specifications are above 95 percent, but we are getting from 95 to 101 percent of target density,” Drain said.

The length of the project was 4.7 miles, with two 12.5-foot lanes recycled, for a total of 9.4 miles. At the east end, a third lane exists where the highway approaches an intersection, which makes a 36-foot-wide highway for a half-mile.

Ultimately the stabilized base was paved with 1.5 inches of hot mix asphalt 3/8-inch NMAS surface course.

CIR WITH FOAMED ASPHALT

While the paving train was stopped, the rubber-tired roller could catch up on achieving target density.

The principal engineer on the project, Stephanie Drain, P.E., said the job specs called for densities above 95 percent. She said the team achieved numbers from 95 to 101 percent of target density. from 4 to 6 inches deep, and if you have a tamper-bar screed you can get initial compaction behind the paver before the rollers hit it.”

Because the work progressed at a forward speed of somewhere between 26 to 32 feetper-minute—slower than some asphalt paving—the compactive effort of the screed at this slower speed improves initial compaction, and potentially reduces the number of following roller passes to achieve the density target. The 3800 CR is unique among inplace recyclers, as it can serve both as a conventional asphalt cold mill, or after a fewhours changeover, can serve as an in-place recycler using asphalt emulsion, cement or lime slurry, or foamed asphalt.

For each lane, a 3/4-inch was milled off the surface in two passes by a Wirtgen W 200.

54 // February 2018

The 3800 CR followed, foam-recycling the material to a depth of 4.5 inches in a single 12-foot, 6-inch pass. The foam mix received 2.5 percent liquid asphalt, and 1 percent dry cement was placed on the pavement in advance of the foaming.

“That way the cement is incorporated into the mixture at the time the hot foamed asphalt is added,” said Stephanie Drain, P.E., principal engineer, S. Drain Engineering of Illinois LLC. “We are adding 2.3 percent water for foaming, based on the expansion we are seeing today.”

Foamed asphalt mixes must be tailored to the actual materials on-site. Drain designed the Old Route 66 foam mix using project cores, utilizing WLB 10 S and WLM 30 lab mix design plants at Wirtgen America’s asphalt lab at its Nashville headquarters.

Foamed asphalt, also called foamed bitumen, is an economical way to renew and stabilize recycled road bases. Instead of addition of an asphalt emulsion or other product, foamed asphalt is employed. It’s produced by microprocessor-controlled injection of small quantities of water and air into hot liquid asphalt (approximately 175 degrees C, or 347 degrees F), under high pressure. The water evaporates and causes the asphalt to rapidly foam up to between 15 and 20 times its original volume.

The foam is then introduced into a mixing chamber through injection nozzles, and optimally, mixed into cold and moist construction materials.

The quality of the foamed bitumen is primarily described in terms of the parameters “expansion ratio” and “half-life,” that is, the amount of time it takes for a foam sample to fall by half. The greater the expansion ratio and half-life, the more easily the foamed bitumen can be processed.

N.B. West used the 3800 CR to foamrecycle the roadway on Old Route 66.

FROM ASTEC INDUSTRIES, EDITED BY SANDY LENDER

56 // February 2018

Superior Paving Corporation of Virginia located a new asphalt plant in Bull Run, just west of Washington, D.C., and about five miles from one of its existing plants. Everything about the installation was strategic. From its location to its recycle capabilities, this plant is positioned for the future.

The new plant is an Astec Double Barrel XHR rated at 500 tons per hour and designed to run high reclaimed asphalt pavement (RAP) mixes. It’s one of 10 plants the company can boast to support eight paving crews working on projects for the Virginia Department of Transportation (VDOT). But the plants also provide about 25 per-

Mark Painter, the plant manager for Superior Paving Corporation of Virginia, shared that members of his team visited the P&S Paving site down in Orlando to take a look at the Double Barrel XHR and twin shaft mixer before making final decisions on this new facility located in Bull Run, Virginia. The twin shaft mixer functions as a separate pugmill where the liquid AC is introduced to the heated aggregates coming in from the dryer. Photos courtesy Astec Industries, Chattanooga, Tennessee.

cent of their overall mix for independent contractors working on commercial and private projects. You see, VDOT allows up to 35 percent RAP content in base course mixes and up to 30 percent in surface. The new plant in Bull Run should let the company hit up to 60 percent RAP content in mixes.

“We decided to go with a high-RAP capability to accommodate any future increase the DOT may allow, as well as having the ability to serve private projects that will allow a higher RAP content,” Mark Painter said. He’s the general manager of asphalt plants for Superior.

He spoke about the breakout of supply and demand.

Painter has been with Superior since 1990, and has been the manager of all the asphalt plants since 2007. He said 75 percent of asphalt produced at the company is placed by the company’s paving crews, with the remainder sold to independent paving contractors. Superior maintains a fleet of 60 trucks to get mix to its projects, and will hire an additional 20 independent drivers during peak paving operations.

The company also supplies mix to about 20 different paving companies who loadout daily.

“Seven of our 10 plants are Astec, and most of our plants can produce mix with as much as 50 percent RAP content,” Painter shared.

www.THeAsphaltpro.com // 57

Eight cold feed bins and three RAP bins feed the drum. Mix is stored in four 300-ton long-term storage silos, with the option to add two additional silos.

“We have produced mix with as much as 40 percent RAP for private projects, so we decided to invest in a plant that can produce highRAP mixes, because we believe RAP usage will continue to grow as government agencies and private customers see the value and performance advantages of using RAP mixes.”

Eighty percent of Superior’s recycled asphalt material comes from its own milling operations. Most projects only require the top surface course be milled off before a new surface can be placed. The old, oxidized material is hauled back to one of Superior’s plants to be crushed, separated and eventually added to new mixes used in base or surface mix designs.

The reason for locating the new plant in Bull Run also involves the future. It’s situated about five miles from an existing plant, which is located in a quarry that will be shut down in several years.

“We know that plant will have to be re-located to one of our other plant [sites], so we wanted to get this new plant running to prevent any disruption of production in this part of our market,” Painter explained.

Even though the new plant is “close” to an existing facility, Painter explained that it’s across county lines and required its own permit. He said the permitting process went pretty well. The plant is holding up its end of the deal for the permit, too. In early December, it underwent stack and Department of Environmental Quality (DEQ) tests, according to Painter. “There were zero issues with it,” he said. “Everything went great.”

The relocatable 500-TPH Double Barrel XHR drum mixer is fired by a Phoenix Talon 125 MBTU/hr combination burner. Superior elected to equip the plant with an Astec twin shaft mixer for maximum binder coating during mixing. It includes an Astec Green Sys-

58 // February 2018

tem for warm mixes, Painter shared. The drum is fed by eight cold feed bins and three RAP bins.

“There are so many mix designs required to meet agency specifications and if a bin goes down, we just wanted to make sure our feed systems would keep our drum supplied,” Painter said.

The team Painter commended for the work of making all that mix includes Billy Eversole and Wayne Mills. Eversole is the plant operator, who has been with the company for four or five years now.

“This was a brand new system with no push buttons,” Painter said.

“It’s all computers, and he picked it up very well.”

Mills is the foreman, who has been with the company for about 11 years now. Painter spoke of Mills’ ability to keep everything moving smoothly bringing the plant up to speed.

Other significant components for the new facility include three 30,000-gallon vertical Heatec liquid asphalt binder tanks heated by a Heatec gas/oil fired oil heater, a 20,000-gallon vertical tack tank, a 20,000-gallon vertical emulsion tank, and a 23,500-gallon vertical #2 fuel tank to supply the drum burner as well as the dump trucks.

A 95,892-CFM pulse baghouse filters and recycles dust from the aggregate supply back into the mix production. The entire plant is managed from the pilot control center with a TCII HMA PLC control system.

This new plant includes the Astec V-Pac stack temperature control system, which features variable speed drives (VSD). Painter explained, “We went with VSD on our drum to control the stack temperature and a VSD on the mixer to have better control when adding binder in the mixing process.”

Painter said they’ve had the plant up to its full 500 TPH and it “performed great” for them. “We believe it will be a great addition to our other production facilities.”

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WOAC Encourages Women to Join Industry

F

For the asphalt industry, bringing new workers on board could be as simple as encouraging the women of the construction world to stand up and get noticed. Of course, asking women to stand up and get noticed in business is anything but simple.

In the summer of 2017, Asphalt Pavement Alliance National Director Amy Miller, P.E., based in Jacksonville, Florida, decided it was time to try.

Miller reached out to a handful of women in the industry, including Natasha Ozybko, key account manager for RoadScience, a division of ArrMaz, based in Tulsa, Oklahoma.

Miller and Ozybko are two of the seven who came together to start the Women of Asphalt Council (WOAC) initiative. The council’s first events, including a roundtable discussion March 7 from 1 to 3 p.m., will take place during World of Asphalt/AGG1 in Houston, and the team has goals for the meetups.

“Since we are in our infancy and we want to give women in the industry an opportunity to be involved, we decided to do a debut at World of Asphalt and we will ask for people who want to be involved to sign up at the roundtable event,” Miller explained.

“I would like to see the Council serve as an opportunity for women to collaborate to better the industry and to find ways to open the eyes of women who might not have considered the asphalt industry as a career option.”

“Women of Asphalt is a national coalition that supports women in all aspects of the asphalt industry through mentoring, education and advocacy, and by encouraging women to seek careers in the asphalt industry.”

Ozybko shares in that vision. “I want to create a sisterhood for women in the asphalt industry. A place where women can find inspiration, motivation and encouragement, and where they will find like-minded women who support and champion each other’s initiatives to learn, grow and succeed.”

60 // February 2018

BY SANDY LENDER

Meredith Harvey provided motivational leadership to her co-workers and contributed information on safety awareness and compaction criteria during toolbox talks while working at Pike Industries. Now she brings that skill set to R&D Paving.

Amy Miller, National Director APA. “As women, we have commonalities on and off the job, and finding ways to encourage each other to be the best we can be in all areas just makes us better people in general. Beyond the points spelled out in our mission and vision statements as well as our goals, I eventually would also like to see the WOAC find opportunities to give back to our communities in various philanthropic ways.”

Natasha Ozybko, Key Account Manager, RoadScience.

“There are a tremendous number of brilliant, exceptionally qualified women who work tirelessly every day to design, build and maintain our asphalt pavements. I’m looking forward to seeing more of these women in leadership and high-profile roles and getting the recognition they earned and so rightly deserve.”

Making a sisterhood begins in the attitude and mindset of each woman working in the industry. Meredith Harvey is a roller operator for R&D Paving Inc., Franklin, New Hampshire, who takes more than her workday into consideration when she goes to the jobsite. “You set the standard of how the guys on the crew are going to re-

ceive you, and how they’ll receive the next woman who joins the crew after you,” she explained. “You set a standard when you come in, stand tall, do what you gotta do to get the job done right. Some days, we have to be physical and get your hands dirty running the wheel barrow. Some days you’re on the roller.”

Harvey joined the industry April 16, 1996, when her father, Frank Harvey, was a project supervisor for Pike Industries. She said that because of his influence, she decided to go for the on-the-job (OTJ) training program.

And because of his serious reputation, she had to work hard.

“It’s not easy being accepted by an all-male crew,” Harvey said. “I had a lot of standards to live up to because that’s what my father would have expected.” She worked as a flagger for a year, but knew that wasn’t the job she wanted to continue in. She then started rolling with the rubber-tire roller for about four years, graduating to the back roller and then the breakdown roller. In 2003, Harvey won the Tradeswoman of the Year Award from the National Association of Women in Construction, Granite State Chapter.

Harvey stated, “I absolutely love my job. I love being outside. I like the control. As the roller, I set the precedent for the job. Once they get it [the mat] down, it’s my job to get compaction; I like that challenge.”

Women bring that kind of enthusiasm plus skill to the industry, in addition to their attention to detail. Consultant John Ball, who has worked with Harvey, spoke about other qualities companies can benefit from when they encourage women in the workforce.

“Meredith has a good attitude and a smile on her face,” Ball said. “She has a good work ethic.

Women in the asphalt industry have that. They can be demanding. A woman will take charge when she’s put in charge. They’re willing to admit when they need to learn something new.

They can take direction. They’re not afraid to fail, learn from it, and fix it.”

To bring more workers like this to the industry, members of WOAC wish to foster and promote mentoring and networking opportunities for women in asphalt while creating professional development opportunities for them as well. The coalition will advocate for women in the industry while encouraging other women to join.

– BY SANDY LENDER

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asphaltPRO O R P lt a asph Issue The Production

PRODUCTION – PROFES

PROFE PRODUCTION –

Get Involved 1. Get on the WOAC mail list at https:// womenofasphaltcouncil.com 2. Attend the WOAC mixer March 6 from 3 to 5 p.m. at the APA booth #3455 at WOA 3. Attend the WOAC forum March 7 from 1 to 3 p.m. in room 360 A&B at WOA

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BY SANDY LENDER

At press time, both houses of Congress had passed the Tax Cuts and tax rates and a complex tax code hampers our nation’s competitive Jobs Act (H.R. 1). Given the level of emotion that can be stirred when standing and hinders our economic growth. The time and money discussing tax reform, this article will present facts and quotes from NECA contractors spend to comply with our complex tax code could government arms of industry associations without editorializing. be—and should be—spent on growing their businesses and creating jobs. That is why comprehensive tax reform needed to be tackDec. 20, 2017, the Associated General Contractors of America’s led. … The central tenet of the agreement reduces taxes for corporaCEO, Stephen E. Sandherr, released a statement that gave a bit of the tions from 35 percent down to 21 percent. NECA also fought to enAct’s history and detailed what he sees as next steps.

“Today, Congress passed comprehensive tax reform legislation that sure all pass-through businesses of all types would be treated fairly will lower rates, spur economic growth and impact construction busiunder the new tax code. The final bill will give all pass-through firms, nesses for years to come. However, this process did not start as well including those organized as trusts, a tax deduction of 20 percent, as it ended for the construction industry. Initially, the tax reform bill providing those companies with an effective tax rate of 29.6 percent. provided little relief for many construction firms organized as passNECA also fought to successfully include a provision that would allow companies to deduct up to throughs, such as S-corps, limited liability corporations and 30 percent of their annual earnings before interest, taxes, departnerships...AGC continued “[H.R.1] moves the U.S. from a worldwide preciation and amortization. to fight for a better outcome for Those are some of the wins the construction industry by untax system to a more territorial tax dertaking a rigorous direct lobNECA contractors all over the system…helps keep corporations from bying campaign. Our efforts incountry will be able to take adshifting profits overseas.”—Chris Knight cluded connecting construction vantage of in the coming years.” company CFOs and CPAs with Asphalt producers and contractors will see benefits from tax writers, and generating thousands of pro-construction messages from members to key legislators. the legislation in the form of deductions for equipment purchased for Our efforts helped convince members of Congress to ultimately reduce business. The Association of Equipment Manufacturers (AEM) released a statement from its president, Dennis Slater, Dec. 20. the corporate rate by 14 points; lower individual and pass through rates; “Tax reform is a huge win for equipment manufacturers of virtualdouble the estate and gift tax exclusion to $11 million; ensure the tax-exempt status of Private Activity Bonds remained untouched; and prely every type and their employees. When equipment manufacturers vent full repeal of the Historic Tax Credit. succeed, they can play a bigger role in growing the economy and help“That stated,” Sandherr’s statement continued, “there is still ing Americans thrive. The bill passed today will encourage equipment much work to be done in our nation’s capital in the New Year. Though manufacturers large and small to hire new workers, expand facilities, Congress missed an opportunity to address the long-term solvency and purchase new equipment; the legislation will also put U.S. equipment manufacturers on a level playing field with the rest of the world.” of the Highway Trust Fund via tax reform, we remain focused on ensuring that this administration keeps its promise to rebuild the naSlater’s statement also looked to the future. tion’s infrastructure. And, we are committed to efforts to modernize “Our industry will continue to seek improvements and reforms multiemployer pension plans for the future, among other priorities to our nation’s tax code in order to make the United States the most for the industry.” competitive place for equipment manufacturers. Nonetheless, the bill The National Asphalt Pavement Association’s Executive Vice Presipassed today is a once-in-a-generation accomplishment that the Sendent Jay Hansen also spoke of the Highway Trust Fund. ate should be proud of.”

“We’ll have a better idea of how the tax reforms affect producers and Equipment manufacturers aren’t the only businesses that can benefit contractors once the policies begin to be implemented; however, the from tax reform when purchasing new equipment or expanding facilities. During the webinar “Holiday Cheer: Oil Sector Benefits from Tax lower corporate tax rate is poised to boost America’s manufacturing Bill” Dec. 19, Chris Knight of Argus Media, Washington, D.C., explained sector, including companies who make roadbuilding equipment. Now how refineries and terminals will be able to take advantage of tax credthat tax reform is complete, Congress and President Trump must focus on infrastructure. Since Day One, President Trump has said he will its as well. He explained to those of us attending the webinar that H.R. 1 propose a trillion dollar infrastructure plan; we fully expect the Presilets companies buy new equipment with 100 percent expensing through dent and Congress to focus on delivering on that promise.”

2022, then phases down the interest deduction after that.

The National Electrical Contractors Association’s (NECA) Gov“For refiners, the lowered corporate rate is the plum in this tax bill,” ernment Affairs office explained the construction industry’s inKnight stated. He explained that in addition, “the immediate expensing provisions gives an incentive to go forward with new purchases,” tense interest: “This legislation is significant for several reasons. It is the first giving the examples of buying a new coker or upgrading facilities in the time the tax code has been overhauled in 31 years. It will also be the next five years, rather than putting such expansions off. While a new most significant legislative achievement of the Trump Administracoker at the nearest refiner doesn’t help the asphalt producer, expandtion and the 115th Congress to date. NECA has long said that high ed facilities can.

62 // February 2018

Knight also listed tax savings as a means to reward shareholders or make new investments.

Knight also mentioned that H.R. 1 “moves the U.S. from a worldwide tax system to a more territorial tax system.” He referred to this “territorial taxation” as a means that “helps keep corporations from shifting profits overseas.”

As Hansen stated, we will continue to see the effects of tax reform into the New Year, and all arms of the construction industry will continue the conversation that puts the Highway Trust Fund and infrastructure funding front and center. “This is one of the best business climates many firms have experienced in over a decade,” Sandherr said in a late December press release. “While Washington needs to address infrastructure funding, workforce shortages and multi-employer retirement reforms, 2018 looks to be a strong year for the industry.”

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Job Growth Forty states added construction jobs between November 2016 and November 2017, while 39 states added construction jobs between October and November, according to an analysis by the Associated General Contractors of America of Labor Department data released in December.

Association officials noted that firms in most states are adding jobs amid expectations that demand will continue to grow thanks to new tax cuts and regulatory reforms.

“There were robust construction gains in most parts of the country as the economy continues to expand,” AGC CEO Stephen E. Sandherr said. “Demand should continue to grow as newly enacted tax cuts and regulatory reforms stimulate even more widespread economic growth.”

California added the most construction jobs (48,400 jobs, 6.2 percent) during the past year. Other states adding a high number of new construction jobs for the past 12 months include Florida (41,800 jobs, 8.7 percent); Texas (23,900 jobs, 3.4 percent); New York (12,600 jobs, 3.4 percent) and Pennsylvania (12,000 jobs, 4.6 percent). Nevada (13.8 percent, 10,900 jobs) added the highest percentage of new construction jobs during the past year, followed by Rhode Island (13 percent, 2,400 jobs); New Hampshire (10 percent, 2,600 jobs); Oregon (9.7 percent, 9,100 jobs) and Florida.

Ten states shed construction jobs between November 2016 and November 2017 while construction employment was unchanged in the District of Columbia. Missouri lost the highest number of construction jobs (-6,500 jobs, -5.3 percent), followed by Iowa (-6,100 jobs, -7.5 percent); North Carolina (-3,100 jobs, -1.5 percent) and North Dakota (-1,600 jobs, -4.8 percent). Iowa lost the highest percentage for the year, followed by Missouri; North Dakota; Montana (-3.5 percent, 1,000 jobs) and South Dakota (-1.7 percent, -400 jobs).

Association officials noted that many construction firms have high expectations for the coming year. They said that as they prepare an annual construction industry, it is clear many firms expect the administration’s efforts to reduce needless regulatory burdens and newly enacted tax cuts will further improve market conditions.

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international snapshot

International Markings Evonik Industries AG, a specialty chemicals company and the inventor of methyl methacrylate (MMA) cold plastic road markings, presented the “Evonik Road Safety Award” to the city of Medellin, Colombia, during the opening ceremony of its annual Mobility Week. Through the granting of this award, Evonik recognized the city of Medellin for its implementation of a comprehensive plan to encourage sustainable mobility through the use of innovative road marking applications.

Granted in 2017 for the second time, the Evonik Road Safety Award is designed to support sustainable road safety initiatives and projects worldwide, as part of the company’s corporate and social responsibility. Evonik advocates good social development in all its global sites and thus, supports charitable undertakings that raise the quality of life.

On behalf of Evonik, Andreas Kripzak, the vice president of Coating & Adhesive Resins Americas, presented the award to the city of Medellin for the project “Sustainable Mobility—A Task for All.” Evonik acknowledged the contribution the city has made to providing safer infrastructure that ensures the mobility and accessibility of all citizens.

Once known as a city of violence, Medellin has completely reinvented itself over recent years and is now considered internationally to be one of the most innovative cities in the world. Through its Municipal Development Plan, Medellin has shown a strong commitment to the implementation of a sustainable mobility system by enhancing their transport infrastructure and applying targeted urban interventions to “reclaim the city.” As part of this comprehensive plan, the city has integrated a network of preferential bus lanes, dedicated bike lanes for cyclists, restricted parking areas and colorful walkways and zebra crossings for pedestrians. These interventions have all proven to have a positive effect on reducing the number of conflicts among road users and are also receiving positive feedback from citizens.

Medellin’s innovative and creative “tactical urbanism” approach, has taken once neglected or accident prone areas of the city and applied small scale road marking interven-

E

64 // February 2018

The city of Medellin, Colombia, received the 2017 Evonik Road Safety Award, which is designed to support sustainable road safety initiatives and projects worldwide.

The city of Medellin, Colombia, received the 2017 Evonik Road Safety Award, which is designed to support sustainable road safety initiatives and projects worldwide. tions that improve their local neighborhoods and city gathering parks. With the €10,000 cash prize associated with the award, Medellin has asked Evonik to donate it to Fundacion Orbis as part of their ongoing organization of road marking projects that enhance road safety throughout the city.

“By presenting this award to the city of Medellin, we recognize their innovative and proactive plan to optimize their transportation networks and make the safety of all road users a top priority,” stated Kripzak. “As a creative industrial group, Evonik will continue to advocate for road safety initiatives and

support local communities as they build more sustainable environments to improve mobility for their citizens.”

The Evonik Road Safety Award will be bestowed every year. It assesses entries based on their contribution to road safety and sustainability, as well as their innovative character and potential replicability. Every applicant was screened by an independent jury of internationally recognized experts in the field of road safety, transport, and city design; among others is the International Road Federation (IRF) Geneva.

– FROM EVONIK INDUSTRIES

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Dependable Performance CONSISTENT MIX

FOR MORE INFORMATION VISIT ASTECINC.COM/UNIDRUM

DILLMAN UNIDRUMÂŽ

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

Slavic Mokienko,

General Manager, R. E. Pierson Materials Corp.

Operating Four UNIDRUM Plants

product gallery

New Offerings for Best Production

Engineers designed the EX Series for smaller output and optimal transport. The entire EX120 plant from ADM sits on one chassis for easy movement from site to site.

As you update the asphalt plant, tank farm, testing lab, crushing site or recycling areas, new equipment is probably on your “to buy” list. Even before we get to World of Asphalt/AGG1 next month, manufacturers and service providers have new components and updated parts on offer to make top quality mixes easier for your crew to produce, load out and track. Check out the most recent updates from these providers:

A

ADM

Asphalt Drum Mixers Inc., Huntertown, Indiana, updated the latest version of the EX120 asphalt plant in 2017 for asphalt production. The manufacturer stated: “The EX120 asphalt plant is a solution for producers who need a portable counterflow plant that can process high percentages of RAP. Featuring single-drum counterflow technology, the compact 120-TPH EX Series plant meets all federal and state emission regulations. The EX120 boasts long

68 // February 2018

aggregate drying and mixing times…In addition, the plant is capable of processing as much as 50 percent RAP. Counterflow technology with separate drying and mixing zones allows the EX120 to achieve maximum heat transfer and fuel efficiency. The system virtually eliminates unsafe carbon emissions. ADM further reduces emissions by designing the counterflow system to reintroduce gases back to the drum’s combustion zone.” Check it out at http://www. admasphaltplants.com/ex-series/ For more information, contact Jeff Dunne or Mark Simmons at (260) 637-5729.

speed up and slow down to conserve power consumption and alleviate undue stress on exhaust fan motor, blade housing components and belts. Operator able to increase asphalt plant production under more even controlled speed with VFD.” For more information, contact Patrick Ahern at (210) 240-8395.

AHERN INDUSTRIES

Ahern Industries Inc., San Antonio, Texas, offers the service of transitioning from an actuated damper on the baghouse exhaust fan to a fan-cooled UL certified enclosure for 300-horsepower VFD since September 2017. The proprietor stated: “Variable frequency drive for 300 HP baghouse exhaust fan allows exhaust fan to gradually

Ahern Idustries offers a fan-cooled, UL certified enclosure for the 300-HP VFD it installs for the producer’s baghouse exhaust fan.

Retrofit Controls

A Heart Transplant for Your Plant

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

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

‘‘

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

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

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Astec has the absolute best service.

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

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

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’’

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product gallery

The belt speed detector from Conveyor Components indicates when a conveyor belt has slowed or stopped.

CONVEYOR COMPONENTS

Conveyor Components Company, a division of Material Control Inc., Croswell, Michigan, released its belt speed detector (BSD) for use in quarries and asphalt and cement plants Dec. 1, 2017. The manufacturer stated: “The Model BSD is a “traction action” motion control that indicates when a conveyor belt has slowed or quit moving altogether. The unit can be adjusted as an overspeed, underspeed, or zero speed control. The output of the Model BSD can be wired into a PLC or DCS, or to the optional RMS controller (or MSD controller) which has a DP/DT relay to control up to two separate circuits, one for machinery shutdown and one for an alarm. No drilling or tapping of tail pulley shaft required, unit is shielded between top and bottom of conveyor belt, and the unit can be placed anywhere on the conveyor belt.” Visit http:// www.conveyorcomponents.com/product/ belt-speed-detector for more details.

For more information, contact Rich Washkevich at (800) 233-3233 or rich. washkevich@conveyorcomponents.com.

HEATEC

Heatec Inc., Chattanooga, Tennessee, released the In-line Blending System to the market June 2017. The controls are part of the terminal controls. The static mixer is located near the truck loadout/scales. The manufacturer stated: “Heatec’s new in-line blending system provides the ability to simultaneously send multiple products to the loading rack at an asphalt terminal or an HMA plant. Using Heatec software, customers can customize formulas for their specific blends of stock materials. Each material in the blend is assigned a ratio in re-

70 // February 2018

The In-line Blending System uses Heatec software at the asphalt terminal or HMA plant.

The ProSizer 3600 from KPI-JCI and Astec Mobile Screens is a standalone crushing and screening portable plant. gards to the max flow rate. Flow meters on each pipe line control the flow rate and totalize the material as it is delivered to the loading rack. Once the materials enter the valve manifold, they flow directly through a static mixer to ensure a homogenous blend before entering the truck. The max flow rate to the loading rack is 500 gallons per minute.” Check it out at heatec.com/ plant-controls.html.

For more information, contact Steve Munson at (423) 821-5200 or (756) 210-2570.

KPI-JCI

KPI-JCI and Astec Mobile Screens, Yankton, South Dakota, introduced the ProSizer® 3600 September 2017 as a standalone crushing and screening portable plant that is designed to be used in recycled asphalt, recycled concrete, aggregate quarrying and mining applications. The manufacturer stated: “The all new ProSizer 3600 is a single-load crushing plant for processing virgin aggregate and recycled materials. Its 36- by 46-inch horizontal

product gallery shaft impactor can be paired with a 5- by 20-foot conventional screen or a 6- by 18foot high frequency screen to meet your application needs. This crushing plant can be powered by diesel, electric or hybrid power.

The hydraulic drive allows for variable rotor speed without loss of power, providing up to 25 percent more production.” Check it out at https://www.kpijci.com/equipment/portable/andreas-hsi-plants/ For more information, contact Patrick Reaver at (815) 626-6374.

LIBRA

Libra Systems Inc., Harleysville, Pennsylvania, updated its Libra Silo Safety System in the summer of 2017 to accommodate trucks with trailers/pups. The system is used to prevent accidents at the silos. The manufacturer stated: “Inadvertently opening the wrong silo is one of the most dangerous and most expensive accidents that can occur at an asphalt plant. The Silo Safety System blocks attempts to open a silo above the cab. It’s independent of, and compatible with, existing automation and manual switches; requires no operator interaction—it’s always on guard; and has recently been updated for trucks with trailers/pups.” Learn more at www.librasystems.com.

For more information, contact Ken Cardy at (215) 256-1700.

The silo storage system from Meeker Equipment maintains the temperature of the finished product.

MEEKER

The Silo Safety System from Libra, designed to block the gate from opening above the cab, was updated in 2017 to accommodate trucks with pups.

72 // February 2018

Meeker Equipment Co. Inc., Belleville, Pennsylvania, released its hot mix storage silo systems in 2014 to store the “finished” product at the asphalt plant. The manufacturer stated: “Hot mix storage silos store the ‘finished’ product. Silos discharge the finished product into delivery trucks. The silos are heated to maintain temperature of the finished product. The main drag conveyor delivers the products to the silos and the transfer conveyors convey the finished product to a specific silo.” Visit http://www. meekerequipmet.com/productDetails-16 for more details.

For more information, contact Derek Garrett or Jeff Meeker at (717) 667-6000 or (888) 333-0323.

ROADSCIENCE

Road Science, a Division of ArrMaz, Tulsa, Oklahoma, released NovaGrip™ 1016, an asphalt additive added at the asphalt plant or terminal to lengthen pavement lift, to the market July 2017. NovaGrip 1016 is a next-generation liquid anti-stripping additive designed to extend roadway life by protecting from destructive pavement distresses such as potholes, rutting and raveling. Its chemistry is designed to pose no health risks to workers, and is both non-hazardous and non-regulated for transport. Paving crew and plant personnel comfort is also improved since it has no irritating odor and does not emit smoke in hot asphalt, according to the manufacturer. Check it out at

product gallery

NovaGrip™ 1016 is a liquid anti-stripping additive designed to extend roadway life. http://novagrip-asphalt-anti-strippingadditives.roadscience.net/.

For more information, contact C. Ivann Harnish at (863) 669-8765 or iharnish@ roadscience.net.

TARMAC

Tarmac International Inc., Lee’s Summit, Missouri, released its semi-automatic cold mix bagging and sealing system to the market July 2017. The system bags cold-mix asphalt product for sale. The manufacturer listed the following features of the system: it produces consistent bags preset at 40 to 125 pounds. It includes a feed bin, conveyor to the bagging unit, gross weigh bagging station, bag closing conveyor and thermal sealing equipment. A robotic palletizer system is available as well. Check it out at https:// www.tarmacinc.com/equipment-category/ cold-mix-bagging-system/ For more information, contact Dale Callahan at (816) 220-0700 or info@ tarmacinc.com.

Because the volume of gas is held constant in the probe, the pressure inside the system increases. This increase causes a spike in the system that is converted to an electrical signal interpreted by the software.

A cut-off is triggered by a rapid change in temperature, caused either by contact with the probe, or by reaching a preset temperature. Using slope intersect technology, the setting of slope can be adjusted to detect an overfill condition within milliseconds, which eliminates false trips. The 4TPFB probe temperature set point can be adjusted. Once settings are established, it’s ready to go. There are no moving parts or needed field calibration. Switching is accomplished through the site PLC. The system software has been formatted in Allen Bradly RS Logix 5000 as an AOI.” For more information, contact Chuck Stiens at (800) 903-9968 or tpf@tpftherm.com.

TPF

TPF Inc., Cincinnati, Ohio, released its TPF Overfill System 4TPFB Probe to the marker Feb. 27, 2017. The overfill system with probe is used at the plant or terminal. The manufacturer stated: “The TPF Overfill System uses a 24-inch, stainless steel, Nitrogen-filled probe with an electrical output signal, 4-20 mA DC loop powered, which allows data to be interpreted by software on a PLC. The 4TPFB probe is based on a simple principle: When gas is heated, it expands.

74 // February 2018

The 4TPFB probe detects overfill conditions via temperature change.

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

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

The latest version mirrors your heater’s BurnerLogiX™ management system on your mobile device. The messaging feature keeps you updated with over 80 different messages, allowing you to easily monitor the status of your heater. With added clarity, monitoring your plant has never been easier. *Fireye® is a trademark of UTC Fire and Security Company

800.235.5200 www.heatec.com

H E AT E C , I N C .

Get alert messages directly to your phone, tablet or PC. Record trending data of temperatures, levels, and alarms.

Recon now gives the option to display metric units or conventional U.S. units.

Easily add the system to a new or existing plant. *some plants may require additional equipment.

an Astec Industries Company

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

off the mat

Guard Against Poaching Do unto others as you would have others do unto you applies to recruitment practices. For example, is the poaching of employees from other companies allowed? Is it ethical?

Given today’s employment market, it is harder and harder to retain a competent workforce, stay in business and prosper.

In such an environment, many employers may resort to more aggressive employment and retention approaches. One of these practices is “poaching,” or recruiting your competitor’s top talent when that employee has not expressly shown an interest in joining your firm. Is it proper for an employer to solicit your top talent? Is it legal? Is it ethical? Is it proper for an employee to discuss employment with another company, even if it is a competitor of his current employer and is in his professional interest?

It may surprise you to find that poaching is not illegal. There is no prohibition from aggressively recruiting or encouraging employees to leave their current employment and join your organization.

However, such practices can be disadvantageous to the employee by giving him a reputation of being unreliable or to the employer by giving it a reputation as a poacher opening it up to talent wars. This begs the question of how to recruit top talent without gaining a reputation as a poacher. Here are some tips for recruiting and retaining employees.

Review your recruitment policy. Use your professional network to spread the word that you are hiring, allowing any interested candidate to come to you. Establish a set of standards for seeking out employees and stick to it. Watch out for non-compete agreements. Do not use recruitment to attempt to gain proprietary or confidential information from your competitors. Depending on your state’s laws, you may be inviting an expensive lawsuit if you do hire an employee who signed a non-compete agreement or if the employee violates a confidentiality clause or steals proprietary information. Make your recruitment standards applicable to

D

76 // February 2018

your third-party recruiting agencies. Do not allow them to engage in overly aggressive recruitment practices.

Use an employee referral system. Asking other employees to refer qualified individuals is not considered to be poaching and remains a viable way to recruit talent. The employee is acting as an ambassador for your organization and, in most situations, cannot promise that the referral would result in employment or negotiate salary.

Poaching, on the other hand, is motivated by the desire to reduce competition and hurt your competitor. Referrals are ethical.

Establish a set of standards for seeking out employees and stick to it.

Review your culture and policies. Are they designed to keep your employees happy and at your business? What do you do to recognize your top talent? Money isn’t always all that is needed. Many employees are motivated by non-monetary benefits: recognition, advancement opportunities, flexible work hours, vacation and personal time, etc. Make certain that as a business you are addressing these needs as well. Often employees move not for the monetary compensation but for new challenges, or because she was passed over for a promotion. Watch for trigger events that make your employees more susceptible, such as anniversary dates, end of year, or clues that an employee may be looking for other opportunities.

Build a close relationship with your key employees. Listen. Use your annual reviews to listen to your top talent and adjust work if necessary in the upcoming year. Making sure your top talent is treated well may be all that is needed to deflect that call when it comes. Be proactive.

Don’t wait to make that counter-offer as often it is too late. If you have lost employees to poaching, you should understand

why. Are the employees being lost from a particular team or department? Where are you losing employees? Do you track? Do you do a root cause analysis when your top talent leaves and consider changing policies to address the reasons for leaving?

Look to see how you can address the negatives with positives like providing the employee with new opportunities and work that is high profile, exciting and fulfilling.

Cultivating a positive work environment and a culture where your employees thrive may be the antidote to poaching.

– BY LORRAINE D’ANGELO

Lorraine D’Angelo, a nationally recognized expert on legal and regulatory risk management, is the president of LDA Compliance Consulting Inc. She has more than 25 years of experience in the construction industry, including a recent tenure as senior vice president for ethics and compliance at a global construction company. D’Angelo is an accredited ethics and compliance professional and a leading expert on small, women-owned, minority and DBE matters, programs and policy implementation. For more information, contact her at (914) 548-6369 or Lorraine@ ldacomplianceconsulting.com.

Keep Your Top Talent • Cultivate a positive work environment.

• Give valuable workers high-profile jobs.

• Advance and/or recognize top workers.

• Listen to workers during annual reviews.

• Perform exit interviews when employees leave to learn what you can do to keep other workers.

PAVING THE FUTURE

The Largest Asphalt Show and Educational Conference in North America Reduce downtime & increase efficiencies with new products from 350+ exhibitors and insights from 90+ education sessions.

March 6-8, 2018 • Houston, TX, USA Co-located with

Register in advance and save over 35% at www.worldofasphalt.com

Your tax deductible donations help support families that have lost a loved one, working on a construction site

Construction Angels, Inc. 501(c)3 Payroll Deduction Form Dear Construction Employee,

Construction Angels, Inc. provides immediate financial assistance to surviving children and spouse of a construction worker’s family when they lose a loved one to an onsite construction fatality. Your decision is yours alone to make, but Construction Angels will be there to help you or your friend’s family, pick up the pieces, if a tragedy such as this should occur.

Is your family prepared? Everyone expects to return home at the end of the day to our families, but for unforeseen accidents, the loss of a family member or friend is heartbreaking.

Construction Angels hopes you and your family will consider the option to support “One of our Own” in the construction industry.

Instructions • Use this form to file for deductions from your payroll.

• You can obtain additional copies of this form, by asking your HR department.

• Print in capital letters with blue or black ink. Give a copy of this form to your Employer.

• Note: Your deductions will be automatic every pay period.

• Visit www.constructionangels.us for more information about this charity you are donating to.

1. What would you like to do? (Check only one box, and then complete all sections of this form.) ❒ Establish Payroll Deduction (Check this box to establish payroll deduction for the first time.) ❒ Increase or Decrease Amount (Use this form to increase or decrease your deductions. To stop payroll deduction speak with your employer.)

2. Contribution Instructions (You must complete all applicable parts of this section.) ✓ Tell your employer how much to deduct from your pay each pay period.

The minimum contribution is $1 per week option, per pay period.

Please Circle Contribution Amount per pay period: $1 $2 $3

$4

$5

$10

✓ Tell your employer when to begin these deductions.

Unless otherwise indicated, your deductions will begin as soon as possible following receipt of all paperwork in good order.

Effective Date (MM/YY): ______________________________________ 3.Employee Authorization and Signature By signing below, I authorize my employer to process periodic deductions from my paycheck for contribution into the Construction Angels, Inc. Fund.

This authorization will remain in effect until canceled by me or by the Employer, Charity, or upon termination of my employment with my employer.

Employee Signature_______________________________________________________ Date___________________________________ Construction Angels, Inc. • 3640-B3 N. Federal Hwy, Suite 132 • Lighthouse Point, FL 33064 754-300-7220 Office • www.constructionangels.us

advertiser index Almix.............................................................................................7 Ammann.......................................................................................9 Asphalt Drum Mixers.................................................................18 Astec, Inc..................................................................... 13, 44, 69 B & S Light................................................................................34 CEI.............................................................................................. 37 ClearSpan..................................................................................63 CWMF Corporation..................................................................59 Dillman Equipment...................................................................66 Eagle Crusher............................................................................49 E.D. Etnyre................................................................................. 74 Fast-Measure............................................................................63 Gencor Industries....................................................................... 4 Heatec, Inc................................................Inside Front Cover, 75 Hot-Mix Parts........................................................................... 27

KM International.......................................................................55 KPI-JCI-AMS............................................................................83 LDA..............................................................................................81 Libra Systems...........................................................................25 Meeker........................................................................................51 Process Heating Company.......................................................17 Reliable Asphalt Products........................................ Back Cover Roadtec.................................................................................. 3, 12 Stansteel Used..........................................................................77 Systems Equipment...........................................................61, 73 Tarmac International, Inc.........................................................31 Top Quality Paving.....................................................................71 Trans Tech Systems.................................................................33 Willow Designs..........................................................................81 Wirtgen America......................................................................43

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.

Because Reputation Matters.

The face of business is changing. Regulatory changes, globalization, as well as advances in technology such as social media, all contribute to your regulatory risk. Proactive risk management adds value and can differentiate you in the growing market as well as improve your bottom line. At LDA, we can monitor and detect potential problems and to prevent issues down the road. To learn more, call or visit our website.

914.548.6369

5700 Arlington Ave., Bronx, NY 10471 www.ldacomplianceconsulting.com

www.THeAsphaltpro.com // 81

Here’s how it works

Step 1

Step 2 Turn on the tank, set the temperature, and allow the material to heat.

Load the tack into the tank.

Step 6 Turn off the heat, clean with release agent, and turn off the machine.

Step 3 Start the motor and move the selector valve to tack.

Step 4 Material will cycle through the tank and pump to blend.

Step 5 After you open the valve to the spray wand and begin to spray, the pump will move material from the tank, through the lines, out the wand and onto the pavement.

Falcon Asphalt Repair’s 250-Gallon Tack Tank Trailer The team at Falcon Asphalt Repair Equipment, Midland, Michigan, has announced its new diesel tack tanks. Known for its hot boxes and recyclers, Falcon’s latest piece of equipment is available either trailer- or skid-mounted in both 150- and 250-gallon sizes. Here’s how they work.

First, you’ll need to load your emulsion-based tack material into the tank through the fill port located on the top of the tack tank. Then, you’ll turn on the tank using the toggle switch labeled “tack” in the control box and set the temperature using the digital control located inside the enclosure on the rear of the tack tank.

T

82 // February 2018

It will take approximately 10 to 20 minutes for the diesel-fired burner, located on the bottom of the tack tank, to properly heat the material depending on ambient temperatures. If material within the insulated tank drops 10 degrees below the set temperature, the thermostat will cycle back on to bring the material to the desired temperature.

After the material is thoroughly heated, it’s time to prepare to spray. Start the Honda motor located on the front left side of the trailer and move the selector valve to “tack.” Material will then move from the tack tank through the pump and back to the tank at a rate of 3 gallons per minute, allowing the material to properly blend. The

blending process allows the tack to be applied evenly.

Then, open the valve to the spray-wand to spray the material. The pump will then suck material from the tank through the lines, out the spray-wand and onto the pavement.

After completing the job, it’s time to shut down and clean up. Turn off the heat and move the selector valve on the pump from spraying tack to spraying release agent through the system. There is an 8-gallon release agent tank located adjacent to the tack tank. Allow the release agent to cycle through until the tack is removed, and then shut off the motor.

ProSizer Series

®

ProSizer® 3600 The all new ProSizer® 3600 is a single-load crushing plant for processing virgin aggregate and recycled materials. Its robust 36” x 46” horizontal shaft impactor can be paired with a 5’ x 20’ conventional screen or a 6’ x 18’ high frequency screen to meet your application needs. This crushing plant can be powered by diesel, electric or hybrid power.

Visit us at Agg1/WOA to learn more. Booth 2542

ASTEC MOBILE SCREENS

an Astec Industries Company

2704 WEST LEFEVRE ROAD • STERLING, IL 61081 USA • 800.545.2125 • FAX 815.626.6430 • kpijci.com

ASTEC PORTABLE DOUBLE BARREL PLANT • 1994 ASTEC PORTABLE DOUBLE BARREL PLANT • 2006 PORTABLE8’ ASTEC DOUBLE BARREL DRUM MIXER • SHAGGY DOG QUAD AXLE WHISPER JET BURNER • 2001 PORTABLE 5 BIN COLD FEED SSYTEM NOMINAL 10X14 • PORTABLE AGGREGATE SCALPING SCREEN AND SCALE CONVEYOR • NOMINAL 48K CFM PORTABLE ASTEC BAGHOUSE W/ NEW BAGS • HORIZONTAL CYCLONE • 2006 PORTABLE 3-BIN ASTEC GREEN RECYCLE SYSTEM • PORTABLE RECYCLE SCREEN AND SCALE CONVEYOR • 75 TON SEB WITH GOOSENECK MOUNTED CONTROL HOUSE W/ PM2 CONTROLS • PORTABLE 25K GALLON HEATEC AC TANK GOOSENECK MOUNTED HEATEC HOH & METERING PUMP • STATIONARY 20K RFO TANK

RAP-14936 HEATEC HOT OIL HEATER

CEDARAPIDS E400 COUNTER-FLOW DRUM MIXER

RAP-15152 • 1.2 MBTU TO BE REFURBISHED • PRESSURE TEST COIL • NEW WEBSTER COMBO BURNER

RAP-13250 • REBUILT CIRCULATING PUMP • NEW STACK • NEW ELECTRIC PANEL BOX W/ UPDATED ELECTRIC • PRIME & PAINT

BARBER GREENE PARALLEL FLOW DRUM

• STATIONARY DESIGN • CEDARAPIDS 126MBTU BURNER • RECYCLE COLLAR

CMI PORTABLE PARALLEL FLOW DRUM PLANT

RAP-14952

RAP-15218

• 7’ X 43’ SHELL W/ 8’ EXPANDED ENDS • TRUNNION DRIVEN (4) 20 HP MOTORS • RAP COLLAR

• PVM2500 NOMINAL 400TPH • MODEL YEAR 1988 • PORTABLE PF DRUM W/ RECYCLE COLLAR, SJ580 BURNER (OIL ONLY), SADDLE CHAIN DRIVEN, QUAD AXLE, SLINGER INLET, SHELL HAS BEEN • LINED AND REPAIRED IN NUMEROUS PLACES

3Qualified listings 3Complete retrofit capability 3All types of component reconditioning

TWO BITUMA/ BARBER GREEN 200-TON SILOS

RAP-14950

(2) STATIONARY HORIZONTAL AC TANKS

RAP-15086

• 200-TON CAPACITY PER SILO • SAFETY GATES • TRANSFER CONVEYOR • TWO OUTSIDE SILOS

• GENCOR HAMMERMILL CRUSHER • 75HP MOTOR ON CRUSHER • 8X15 BIN OPENING • BIN EQUIPPED WITH GRIZZLY,

GENCO/ HYWAY PORTABLE FUEL TANK

RAP-15106

PARTIAL EXTENSIONS AND BOTTOM HALF OF BIN LINED W/PLASTIC • 15HP MOTOR • 36IN FEEDER

ASTEC 42K CFM BAGHOUSE

RAP-14635

• 20,000 GALLON SINGLE COMPARTMENT • MODEL 20FTT SN 946 • DATE 1996 • TANDEM AXLE PORTABILITY • ATTACHED FUEL PUMP AND STRAINER

• NOMINAL 42K CFM • EXHAUST FAN / STACK • TWO SECTION • SINGLE MOTOR EXHAUST FAN, PADDLE WHEEL 200HP • ENCLOSED HOPPER AUGER • 10FT BY 4.5IN BAG

3Custom engineering 3Experience with all types of plants 3Complete plants and stand alone components VIEW ALL OUR INVENTORY ONLINE AT:

Inc.

PO Box 519, Shelbyville KY 40066 • Fax 502.647.1786

www.ReliableAsphalt.com 866.647.1782